P5 Dec2016 by Helpful Kiwi - WordPress.com · P5 Dec2016 by Helpful Kiwi Once again all...

P5Dec2016byHelpfulKiwi

Onceagainallobservationsandpersonalopinionbelow….

SimBrie(inghasbeenreformattedwithsomeoldquestionsreinstated.TheusualcollectionofLVOandgeneralicingquestionsandinadditiontothisthethemeforonesectionofthebrieGingis‘AntiIcing/Deicing’.FleetspeciGicincluded;

➢ WhenaretheTATprobesheated?➢ IfWAIselectedONonground,whenwilltheyoperateairborne?,WhataboutwheninAUTO?

PrimaryuseofWAIetc.

IntheSim;CaptainsProGilewithFMCsetupforZSPD17LHSN11Xdeparture,MCPsetto3000.(2960ft/900m)Vis250mallzonessoaDepALTNrequired,andwebriefedthatifcarryinganyproblemintotheairthenwewouldcheckforimprovementinconditionsbeforeheadingtothenominatedDEPALTN.Ihaven’tGlowntoChinaforawhilebutitappearstheissuearoundWGS-84runwayco-ordinatesandtheFMC“RWYDISAGREE”messagehasbeenresolved,thereforetherequirementsinBulletinCAT-75arenotneededhere.(ieGPSdisable,enableradioupdatingprocedure).Nostopbaronlineup,ILSforRWYident,daytimesocanuseLandingLightsifdesired,theydidn’tappeartoaffecttheforwardvis,andtempplus5sonorun-uprequiredbeforeT/O.EngineFail/TacfailatV2,alittletrickyasviscuesjustdisappearastheenginefails,wewereinthe300sowechosetoaddthrust(airborneandaboveV2)manuallyandselectTOGAat400’followedbyre-selectionofLNAV/VNAV.EngFailCKL,thenaPancallaswetrackedEastclimbing900m.

AftercleanupandbeforecallingfortherelevantEngFailCKLweconGirmedspeedwindowopen-thenselectFMCENGOUT.(ThisisarecentchangeintheQRHCKLInstructions.)PersonalopinionistohavespeedwindowopenasifyouarebelowMSAandselectENGOUTitispossibletheEOCLBspeedisgreaterthancleanspeed,andweneedtoGlycleantoMSA.EnfFailandTACCKL,ReviewEICAS,ATOCKL–remembertodeletetheILSifusedforlineup.TheP5PPSshowsaholdatCGThoweverweelectedtogointotheholdatHSHatthispointtogatherinfoandassessthebestcourseofaction,sorequestedsameandaspeedof225kts(approx.cleanspeed,Maxspeeddepictedinholdis215kts).Onceintheholdweupdatedthewxandwith350mallzonesweelectedtoprepfortheCat2onto17Lwithnoreversionavailable.NBTACinopforentiresessionsobeproactivewithtrim.HSHdidnotautotunesomakesureyouhavesomeformofrawdatamonitoring.UnderradarcontrolsoIbelievenownoneedtocallenteringthehold.Intheholdwesetupfortheapproach,initiatedthealertphaseandgavethe‘star’brieftotheISMfollowedbyaPAtopax.IOCalertmessagesent.AndLDGPERFcalculationcompleted.Thewholeprocesstookalittletimebutwewereabletoexitholdmidwaythroughsecondlap.NBwhenleavingtheholdtheIAFspeedis205kts,weelectedtocomplywiththisastheoutboundlegisrelativelyshortandthereisarestrictedlinetothenorthoftheapproach.AroundthistimewegottheFuelImbalanceEICASandhadtimetoactionit.180ktsmaxattheIFmaybeworthremovingasitwillreqF15,howeveronceagainwecompliedwiththiswithlastminuteselectionofGlap,thenthereisa2nmlevelsegmentbeforeGPintercept.YouarePANsoanyreasonablerequestshouldbeapproved.

ItsanautoappsotheAutopilotswilllookaftertheruddertrimfrom1500ftuntiltheGirstmodechangeintheMAP,NB:Makesuretheruddertrimisinareasonablepositionpriorto1500ftie3.5units,asintheFO’spro@iletherewasmorethen10unitsinat1500ftsowhentheAPsrelinquishedcontroloftherudderintheMAPthesingleAPcouldn’tcopewiththeoriginaltrimsettinganddisconnected,whichcreatedsomeunnecessaryworkload.

Goaroundatminimaduenilsighting,maxspeedis205ktsintheMAPturnhoweverwehadthisremovedandwereabletothencleanup.ThelastWPTPBTisveryclosesowerequestedvectorsclearofterrainintothedownwindtore-evaluate.ATOsGetWx–nowvis600mexpectvectorsdownwindRHILSZ17LFMCsetupDirecttoPD202withaninbound167.MentionedwewouldrebriefthepaxviaPAandnomorecommsrequired.LDGPERFassessmentverbalbrief“samesamewiththedifferenceof600ftlessrequirednow”soaslowtaxiatnominatedexitpoint.(Autolandvsmanlanding).BriefbriefnotingonlydifferencesieconGirmedtheILSautotuningagain,minimasettingBAROandmanualruddertrimforapproachandMAPCrewseated,DescandLandingCKLsILSGlowntoCat1minimawithmanualthrustandmanualGlightfromLOCintercept.(OnAPPwithF20

62%N1inthe-300)GAduenilsighting,rememberthereisquiteasigniGicantrudderinputrequiredasN1passes85%The300hasnoperformancesotheclimbingturnisverydrawnout.OncecleantheATOscompletedwewereadvisedtheILSnowU/Ssostateintentions,requestedwxcondxZSSSandplannedfortheVOR18LfromCGT.Afterlevelingat900m/3000werequestedfurtherclimbto1500m/4900’(theminimumaltatIAFCGT)RememberthatforanyfurtherclimbOEIyouwillneedtoalsoselecttheCONthrustpb.OptiontoholdbutyouwillneedtogetaspeciGicclearancetoholdlowerthantheprescribed1800m/5900’here.Andmakesureyouaremonitoringrawdataeitherthroughautotuneormanualtuningifdesiredifholding.Wehadtimetoselectandbrieftheapproach,NBthe205ktsIAFspeedwedidhaveremovedthistimeastheoutboundlegonthisapproachis7nm.

CrossingCGTwerantheDescandLDGCKLsandthefuelwasnowbalancedsowecompletedtheFuelIMBCKL.Topofdescentisapprox3nmoutboundCGTsoweconGiguredtoF1toachievethe205ktsfortheinitialbaseturninthedescent.ApossibletraphereiswhensettingtheFFaltjustbecarefultoset1800,notthe1440thatappearsundertheFFinthechartlegend,that’stheGScheckhtat4.1DMEandintheheatofthemomentcouldbeeasilymistakenfortheFFalt.Establishedonbaselegwegotthe“()ELECBACKUPSYS“EICAS,quiteabusytimebutwerantheCKLwhichinvolvedasimpleresetofbothBackupgens.

Ifautotuning,goodideatocheckSHAisshowingsomewherefortheinbound.

NBastheinitialappwasareturntoanILSwithGSinterceptatthesameALTasthehold,wedidn’treallychecktheVNAVmode,untilnowwhenpreparingfortheVORapptheFMCwasstillinENGOUTCLBmodesoratherthanre-enteringtheCRZaltitudewhichcouldpotentiallyremovetheIAFaltconstraint,weselectedDESCDIRECTwhichinitiallyworkedOK,the@irstALTconstraintturnedmagentaandaTODcirclewasshownwhereweexpected,thedescentwasnormalhoweverthesimleveledinVNAVALTattheFFandevenwithminimaset,anddidnotcontinuedownontheapproach.alsoitwasn’tuntilapproachingtheFFInoticedthealtconstrainttherewaswhitenotmagenta.

NaturallywepushedtheMCPwhenitbecameobviousitwouldn’tdescend,andeventhoughitwasonlyafewsecondsaftercrossingtheFF,thepitchdowntoachievethepathwasquitesigni@icant,andtheresultingrateofdescentrapidlyapproachedthemax(below2000ft).ObviouslynotanidealsituationsoIbelieveourchoiceofusingDESCDIRECTwasthewrongone,andnexttimeIwouldre-enteraCRZALTbeforeselectingtheapproach(Icantrecallifwesaw“unableCRZALT”offthe@irstreturn)CheckyouareinEOCRZbeforeCGT.TheothersideeffectofnotcheckingtheVNAVmodeearlieristhattheThrustlimitdoesnottransitiontoGAthrustandinthe300onanylevelsegmentintheapproachspeedcontrolmaybeanissueasthethrustisbeinglimitedtolessthanthatrequiredtomaintainthedesiredspeed.

YouwillbevisualbeforeminimaandtheFMCdoesnotshowaRWXXX.IrecommendmovingacrosstothelefttoalignwiththerunwayasearlyaspossibleasitissigniGicantlydisplacedfromyourpresenttrack.OptiontouseAPinTRKorHDGselectwithAPoutby200ftbutwechosetodisconnect,FDsoff(PMFDbackon)andmaneuvermanually.Mostlikelyduetoalackofskillbutthissegmentwasquitechallenging.Itappearstobeagenericairportsovacatewillbetotheleft(whichwastheplannedpointdueDragonoperateoutofthisterminaleventhoughitisthesmallerofthetwoterminals.)That’sit!

FOPROFILENBshortsectorsoconsiderbriefARRalso.

AtholdenginesrunningZSSS18LweGlewtheSUR1Dasadvertised.Vis600m@V2engine/TACfailureagain,onceagainlosevisualsatthatmoment,ifbysomechanceyouarenewtoCXreadingthisanditsbeenawhilesincehavingGlownaV2cutwithnohorizontolookat,it’sagoodideatoreverttotheoldschoolandjust“STANDONTHE(heading/track)BUG”,stopthatmovingandthingswillsettledown.ThereisanautochangetoDepfreqhere.

TheFMCroutetakesyoufromtheSIDstraighttoPD035fortheILSZ17LZSPD.sorequestclimbto1500mtocomplywiththeALTattheIAF.ClearedthearrivalfromPD035,as1500misthecruisealtthedescentphaseactivatednormallyandconstraintsinmagentawithTODpointshowing.

NBIAFspeed205ktswilleitherneedGlaporhavethislifted.ApproachingIAFinVNAVcansetFFalt900m/3000forGSintcpt.Req170-180atIFPD202.AutoapproachandautoGAatminimaduenilsighting,(max205initialturn),followedbyareturndownwind

righthandviaPD202inbound.ForamanuallyGlownILSandGAwithTACinopstill.VisimprovesfollowingGAandyouareclearedtoclimb900mfortheVOR17LviaHSH.ASthisistheGSincptaltitudeitisbasicallyalevelprocedureuntilGSwithAPandATavailable.

NoRWYXXXsoFDsoff/PMonatminimumandland,thisrunwayonlyveryslightlytotheleftsomucheasiertoposition.

Training:FL350withA/TdisconnectedandIdleselected,recoveratstickshakerinlevelGlightusingnewcallsprocedures.Ithinktheintentisthateachstatementisaquestionverbalizedbeforeactioning.

Announce“STALL”or“ATTITUDE”

“DISENGAGE”A/P?A/T?ifnecessary“PUSH”doIneedto?

“ROLL”““

“THRUST”inthiscase.pushfullforward,buttheintentionis…increaseordecrease?“STABILISE”attandthrustas

requiredtoresumeclimborlevelGlight.NB:0degreesisagoodinitialtargetattitudeforthestallrecoveryataltitudeandholdthatasthrustincreases,waituntilMMS+15ktsbeforeattemptingtoraisenoseagaintoarrestanydescentorrisksecondarystall

Whenreadyreengagetheautomatics-SelectingFLCHalwaysagoodoptionasthisactionwillprovideaclimbandre-engagetheA/T

That’sitENJOY!HelpfulKiwi

PreviousNotes:

Captain

Startattheholdingpoint17LZSPDfortheHSN11XSID.+5°socoldweatherops.EnginefailureatVR.Quitechallengingasthecloudbaseisonly200FTandRVRis250Mallzonessoyoulosevisualreferencestraightafterthefailure.

It’sastraightfailurewithnodamage,andnoTAC.ClimbontheSIDto1500Mandcleanup.CompletetheC/LthenRVbacktolandviatheZSPDILSZ17LviaHSH(LHcircuit).HoldifyourequireitattheIAF.Thespeedintheholdismax230KTaswellasthe205KTfortheinitialpartoftheapproach,wehadtheseremovedascleanspeedwasjustunder250KT.WegottheFUELIMBALANCEintheholdsocompletedtheC/L.DidaSTARbrieGingtotheISMandsentanIOCAlertmessagefromtheCOMMpage.ThisseemedtosatisfythepartinthebrieGingroomslideshowregardingnonnormalPAcommands.

It’sLVOproceduresstillandsoneedtoplanforaCAT2Automaticapproach.GAatminimaandfollowthepublishedMAP.You’llneedtoaskforanonwardclearanceasthelastwaypointintheMAPisprettysoonafteryou’vereached900Mandthereisnotrackingafterthispoint.

RVforanotherILSZ17LviaPD035(RHcircuit).Thistimeit’samanuallyGlownILSwithmanualthrustwhenontheinterceptheadingfortheILS.Theweatherimprovedslightlysoit’snolongerLVPsojustCAT1minima.

GAagain,andthistimewhenyoureach900MtheycloseZSPDandgiveyouRVforZSSSVOR18LviaCGTandaclimbto1500M.It’snotfaraway(approx25NM)sowillprobablyneedtheholdingpatternatCGTtogetsorted.Onthewayoveryougetthe“ELECBACKUPSYS”EICAS.It’sjustacaseoftryingtoresettheBackupsystem(i.e.bothbackupgenerators).Theydon’treset.

StandardVORapproach(autopilot&autothrust),there’snorunwaywaypointsoFD’soffwhenvisual.

TheapproachputsyouquiteabitrightoftherunwaycenterlinesoneedtodosomemaneuveringtolineuponGinals.Windisonly250/10.

FO

Startattheholdingpoint18LZSSSSUR1XSID.+5°socoldweatherops.IthinkthebrieGingsaysSUR1Dbuthegaveusthisone.Thereisn’tmuchofadifferencethough.

EnginefailureatVR.AgainquitechallengingasthecloudbaseislowandRVRis600Msoyoulosevisualreferencestraightafterthefailure.

It’sastraightfailurewithnodamageandnoTAC,climbontheSIDto900Mandcleanup.CompletetheC/LthencontinueontheGlightplantoZSPDILSZ17LviaPD035.Removethe205KTfortheinitialpartoftheapproach.WegottheFUELIMBALANCEanddecidedtoleaveituntilthenextcircuitaswewereapproachingPD035(baseleg).AutomaticapproachGlowntoCAT1minimathenaGA.RVtoPD035,completedtheFUELIMBALANCEC/L,andsetupforanotherapproach,thistimemanuallyGlownwithmanualthrust.GAattheminima.ILSbreaksandsoafterreachingPDLintheMAPyougetRVfortheZSPDVOR18LviaHSH(autopilot&autothrust).Againthere’snorunwaywaypointsoFD’soffwhenvisualandmaneuverslightlytolineup.Windis250/10.

Training

FL350incruise.Instructorsetsitupinalevel180°turnwithreducedthrust.Eventuallyit’sstallsandthenrecoverusingthenewcalls:

“STALL”-DISENGAGE-PUSH-ROLL-THRUST-STABILISE