1 P1/1R 2015 HELPFUL NOTES Aloha! Happy 2015! Enough of the formalities, let’s get right into it. The 3-year cycle has repeated itself and we’re back at P1. If you were around to do P1 from 2012 the good news is it’s almost entirely the same with thankfully less traps. Approaches are mostly flown manually until “clean” but you can use the autopilot on many of the approaches as well. TAC was working for my session. As always, I do need to stress that these notes are for MY personal use only and a written account of what happened on MY session only for my reference in the future. They are not to be used as a study-guide to “pass” the P1/1R and are in no way a substitute for the company books and manuals that should always be referenced to. These notes are my private and independent property and have not been published or posted by myself on any public domain or websites. STOP PRESS: This P1 was conducted on 10 Jan. 2015 before the new FCOM 3 procedures came out. Please amend your calls and procedures to follow the new FCOM 3 procedural changes/calls as they are markedly different! QUESTIONS Download and print the PDF P1/1R profiles from the Flight Crew Training website. The first page contains Question #1: Q: Referencing OMPA, identify the correct procedure for the upgrade or renewal of your Flight Crew License. A: OMPA 5.2.1.2 Page 1. You must notify Ops Data Services before 40-days prior to your license’s expiration. Then the questions begin. Unfortunately, the “relatively new” AWO questions which I still haven’t gotten get my hands on start out the session. We weren’t asked all of them but these were the ones that came up: AWO Questions Q: For a takeoff in Low Vis conditions, when is a takeoff alternate required? A: Whenever the departure airport conditions are below the published ILS landing minima or for the approach being used. Q: The destination alternate has CAT 3B capability, is it permissible to file this airport as an alternate if the weather is below CAT1? A: No. At the planning stage you cannot use LVO minima as a basis for calculating minima for filing as an alternate. Q: After dispatch, the destination weather forecast indicates LVP will be required. Your alternate also indicates LVP will be required, is this allowable? A: Your destination alternate should permit CAT 1. Ground Equipment Failures Q: The NOTAMS indicate that the ILS standby transmitter is U/S. Is it permissible to conduct a CAT II ILS? A: Yes. It is only required for CAT 3 A/B. The reference to this used to be in OMPA but if you reference 8.1.3.4 page 18, you will see now that information on failed or
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P1/1R 2015 HELPFUL NOTES Aloha! Happy 2015! Enough of the formalities, let’s get right into it. The 3-year cycle has repeated itself and we’re back at P1. If you were around to do P1 from 2012 the good news is it’s almost entirely the same with thankfully less traps. Approaches are mostly flown manually until “clean” but you can use the autopilot on many of the approaches as well. TAC was working for my session. As always, I do need to stress that these notes are for MY personal use only and a written account of what happened on MY session only for my reference in the future. They are not to be used as a study-guide to “pass” the P1/1R and are in no way a substitute for the company books and manuals that should always be referenced to. These notes are my private and independent property and have not been published or posted by myself on any public domain or websites. STOP PRESS: This P1 was conducted on 10 Jan. 2015 before the new FCOM 3 procedures came out. Please amend your calls and procedures to follow the new FCOM 3 procedural changes/calls as they are markedly different! QUESTIONS Download and print the PDF P1/1R profiles from the Flight Crew Training website. The first page contains Question #1: Q: Referencing OMPA, identify the correct procedure for the upgrade or renewal of your Flight Crew License. A: OMPA 5.2.1.2 Page 1. You must notify Ops Data Services before 40-days prior to your license’s expiration. Then the questions begin. Unfortunately, the “relatively new” AWO questions which I still haven’t gotten get my hands on start out the session. We weren’t asked all of them but these were the ones that came up: AWO Questions Q: For a takeoff in Low Vis conditions, when is a takeoff alternate required? A: Whenever the departure airport conditions are below the published ILS landing minima or for the approach being used. Q: The destination alternate has CAT 3B capability, is it permissible to file this airport as an alternate if the weather is below CAT1? A: No. At the planning stage you cannot use LVO minima as a basis for calculating minima for filing as an alternate. Q: After dispatch, the destination weather forecast indicates LVP will be required. Your alternate also indicates LVP will be required, is this allowable? A: Your destination alternate should permit CAT 1. Ground Equipment Failures Q: The NOTAMS indicate that the ILS standby transmitter is U/S. Is it permissible to conduct a CAT II ILS? A: Yes. It is only required for CAT 3 A/B. The reference to this used to be in OMPA but if you reference 8.1.3.4 page 18, you will see now that information on failed or
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downgraded equipment has now been moved to the AERAD – FIS Supplement “Minima.” Note: There is no requirement to consult the AERAD FIS during an approach. Q: The NOTAMS indicate that the approach lights are U/S. Is a CAT 3 ILS permissible? A: Yes. CAT III A DA(H) <50'RA or CAT IIIB. Ie. It’s not allowed if DA(H) above 50 feet. Again, you have to consult the AERAD FIS supplement for this. Q: NOTAMS indicate the runway centerline lights are U/S, is a CAT 2 ILS permissible? A: Day only; minimum RVR 200m. See OMPA reference 8.4.13 Page 7. Approach Ban Questions: Q: Slide shows aircraft above 1000’ on a CAT 2 approach, the RVR deteriorates below minima? What do you do? A: Check airport CAT 3 capability and suitability, if available reset minima and continue the approach, if not, go around at 1000’. Q: Slide shows aircraft below 1000’ on a CAT 3 approach, the RVR deteriorates below minima? What do you do? A: Continue to minima, if visual reference is established, land. Otherwise go-around. Q: Slide shows aircraft below 1000’ on a CAT 3B approach, the RVR deteriorates below minima? What do you do? A: If there is no DH you can continue and land since visual reference is not required. If there is DH requirement (France), continue to the DH and land if visual or go-around. Reference: OMPA 8.4.6.1/8.4.7 Page 5. LVO Crosswind Requirements Q: What are the LVO crosswind limits for the USA? Canada? Australia? France & General airports? A: USA: 15kts, Canada: 15kts, Australia: 10kts if any RVR is less than 200m, otherwise 15kts, France & General: Aircraft approved LVO limits. …but wait, there’s more: You SHOULD KNOW ALL the “old” previous AWO and Icing questions from the PowerPoint PDF’s attached in last years’ RTPC. I’ve attached the questions here at the end of these notes for your reference! There are A LOT of questions now but they aren’t that difficult. …it’s not over yet for 777 specific (chosen at random unfortunately): Q: You have 4mm standing water covering over 25% of the runway, can you use TO1-50 derate assumed temperature? A: No. It is not recommended due contaminated. However, a fixed derate can be used, but not in conjunction with an assumed temperature. Q: Tower reports standing water depth is 14mm. Can you go? A: 13mm is the limit. Takeoff is not recommended.
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Q: What is the primary method of using WAI during flight? A: We leave it in auto and use it as a de-icer, not anti-ice. It cannot be used on the ground. Allows the ice to accumulate before it activates. Q: What precautions should be taken while the engines are running during de-ice? A: Ensure the bleeds are off. If your PC is with “S.D.” make sure you say you will CONSULT THE DAMN FCOM 3 Supplementary Procedures! Once you manage through this, there are SEVERAL slides discussing the training portion of the PC with regards to Unreliable Airspeed indications. Be sure you know all 23 Memory Items including Unreliable Airspeed, especially the new target attitudes and thrust settings (Flaps Extended: 10 deg, 85% N1, Flaps Up: 4 deg, 70% N1). If you have time, brief whatever you can in the briefing room to save time in the SIM. We ran out of time so did everything in the sim. Briefing over. Finally. PC SESSION You will need the following Navtech charts for the PC session: TOKYO (Narita) - RJAA/NRT
- Port Pages - 10-3 GROUND Overview - 30-1 SID RNAV RWY 16R TETRA 4 (Captain session) - 50-3 ILS Y RWY 16R (Captain session) - 50-5 ILS RWY 34L RNAV Transition (F/O session) - 50-8 LOC RWY 34L RNAV Transition (F/O session)
TOKYO (Haneda) – RJTT/HND
- Port Pages - 10-3 GROUND Overview - 30-5 SID RNAV MIURA 1 (F/O session) - 50-24 ILS Z RWY 34L (Note: This approach is mentioned in the PDF profile
package for the Captain but we never used it. It may be flown as an engine-inop ILS if your trainer decides to use it).
- 50-25 LOC Z RWY 34L (Captain session) CAPTAIN PC SESSION The Captain goes first. The aircraft should be setup facing southwest on Taxiway A1, Rwy 16R in Narita. It’s a LEFT turn onto the runway. Follow the plasticized charts. LVO and icing conditions exist. Note the PDF profile METAR states 2ºC but in the sim, the ATIS (ask for it by voice only, ATIS and D-ATIS are not working) temperature for OUR session was 4ºC. This makes a difference because an engine run-up is not required. This seems to hold true for others who went through this recent PC. Icing conditions still exist. Engines will be shut down. Accomplish all your checks and start the engines – we got a cheat start - make sure you turn on EAI after engine start. Do all your checks at the holding point. Program ILS freq. 111.5/156º in the NAV/RAD page for reference. Oil temperature should be above 50ºC prior to setting takeoff thrust if you’re in the -300 like we were. Simulate a 5-minute engine
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warm-up requirement. Check the weather once more before entering the runway. RVR should be 200m all zones. A quick check of the Port Pages (Pg. 8) shows this is within limits for Narita, Rwy 16R. As you line-up, the localizer needle should center nicely and the “16R” runway number is clearly seen. We left the landing lights OFF. Cleared for takeoff on the TETRA 4 SID. Once again, icing conditions exist but engine run-up is not required, temp still 4ºC. Expect an [] ENG FAIL L on takeoff at V1. TAC worked fine for us. Straight rundown, no severe damage. Rotate to your target pitch attitude. 8º-9º in the -300 sim. Make sure you climb out at V2 and don’t lower your pitch attitude – if you get the GPWS “DON’T SINK DON’T SINK” it’s an automatic failure. V1 cut is to be “hand-flown” until clean. Since no severe damage, no need to action the checklist until you are clean and climbing out with CON thrust set. The autopilot is available so use it. Run the [] ENG FAIL L checklist. Don't forget the AFTER TAKEOFF CHECKLIST. EAI can go back to AUTO. Flaps Up clean speed is approx 228-230 kts. Declare your PAN PAN PAN and eventually you’ll be vectored on course. Don’t forget to select ENG OUT on the VNAV page and don’t forget to delete or “release” the ILS/Navaid in the NAV/RAD page. The -300 has very poor engine inop climb performance at your takeoff weight, so consider pressing the TO/GA buttons and reselecting LNAV/VNAV. Transfer to approach control and check the weather. LVO is still in force. RVR 200/150/100. Check Page 7 of the Narita Port Pages and this shows CAT 3B capability with reversion to CAT 3A only. Plan for the worst – CAT 3B but brief the reversion. Set minimums RADIO 0. Setup for the approach. Vectors most likely will be given towards LAKES to take up the hold. LAKES is on the ILS Y RWY 16R approach plate which is also the approach you can expect. Note the LAKES hold is a 4.4 DME CVC hold, Right Turns inbound 321º at 6000’ MAX 230 kts. Request this if you need. We tuned CVC VOR on one of the NAV/RAD VOR’s since it wasn’t auto-tuning. We actually entered the hold to give us time to setup for the approach. If you are quicker you may not need to. [] FUEL IMBALANCE may eventually appear. Don’t ignore this checklist. If your fuel is imbalanced, run the checklist. Brief for the approach, note the airport elevation 135’. At some point we got a NO LAND 3 – or you may get something different – that forces you to downgrade to CAT 3A. Reset minimums RADIO 50 and continue. Once you exit the hold (if you held) cleared for the Procedural ILS from LAKES. We set 2800’ for the intercept at PERCH. As you descend on the approach, above 1000’ AAL the RVR was reported to then drop to 100m. You are still above the approach ban but below your CAT 3A minimums. Brief that you’ll continue to 1000’ AAL and check the weather again. We checked right before reaching 1000’ AAL and the weather was still RVR 100m all zones. Initiate go around at the approach ban. This approach and go-around for us was automatically flown. Fly the published missed approach. You can accelerate almost immediately and “clean-up” since you’ll most likely be well above flap retraction altitude. Don’t forget the AFTER TAKEOFF CHECKLIST. Check weather and setup for another approach, same Runway ILS Y 16R. Visibility improves to 600m good for CAT 1. Reset minimums BARO 330. An easy quick brief as before, run all your checklists and expect radar vectors downwind for another approach. Your fuel may be balanced at some point so consider completing the [] FUEL IMBALANCE checklist if and when appropriate. This approach should be hand flown from LOC intercept also with manual thrust. Flight Directors and TAC are available so it’s not difficult. Expect to GO-AROUND again due NIL SIGHTING. Some people may get a reduction in visibility yet again – just expect to go-around once more. Fly the published missed approach, however, this time at 200’ the PM should call “autopilot available” and the PF can engage it. AFTER TAKEOFF
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CHECKLIST once more and obtain the weather. Narita will have closed for some reason. Divert to Haneda. Easiest way to do this is change the destination on the ROUTE page to RJTT. Execute. Toss your Narita plates and you’re off to Haneda. Check weather at HND. Expect the LOC Z RWY 34L with vectors towards ARLON. Note the QNH changes from 29.71” (Narita) to 29.74” (Haneda). Don’t miss these small details and reset altimeters accordingly. Setup for the LOCZ RWY 34L approach. Weather is reported as: Winds 250/10, 2500m vis, 8 OVC, 5/2, QNH 29.74” LOC 34L. Fly it in LOC/VNAV and you can use autopilot for this approach. Once cleared for the approach note the FAF at ACTOR. PM don’t forget to make the new call “APPROACHING GLIDEPATH” when approx. 2nm from the FAF. Comply with the new FCOM 3 procedures in setting your missed approach altitude and MDA. As you descend towards the FAF, you may want to consider configuring a tad bit earlier – but pls don’t be too preloaded – because you can expect your right landing gear bogey to be stuck. You’ll first notice this when it takes an unusually long time for your gear to extend - the LANDING CHECKLIST will not automatically complete. Be patient, and within time, the EICAS [] GEAR DISAGREE message will appear. PM: it’s time to be quick and accurate. Run the checklist while PF concentrates on flying the airplane down the final approach path. The checklist will direct you to use the alternate gear extension switch. PM, remember to HOLD the switch down until all the gear indicate down and locked. Eventually it will. The checklist has a :30 second timer that begins but there’s no need to wait for all 30 seconds to complete before finishing the checklist. If you want to/must go around there’s no harm but remember you’re engine inop with your gear hanging down. My PM was quick (efficient) and accurate and we completed the checklist with time and distance to spare. Note: the [] GEAR DISAGREE checklist cannot be completed until the :30 second timer has extinguished. We were able to complete our LANDING CHECKLIST within the stabilized approach criteria. Eventually you will “break out” with plenty of time to line up. Visibility is good and winds are from the left at 250º. There is no runway waypoint in the legs page, so when visual, A/P disconnect, F/D off and visually maneuver to the runway. There’s a PAPI on the left side. Land with full reverse on the right engine as this is a regulatory requirement. Taxi off the runway if you must and turn on the engine anti-ice as the runway is reported as wet and 5ºC. Come to a stop when your instructor tells you to. Don't just stop on the runway. Captain’s PC session complete! Run to a relatively expeditious manner, it took us exactly 1 hour to finish the Captain’s PC session. You may elect to just go right into the F/O PC session to save time or take a break. F/O PC SESSION The F/O’s session is relatively simple without any quirks. It begins with the airplane holding at Taxiway A1, Rwy 34L in Haneda. It’s a RIGHT turn onto the runway. Icing conditions exist so make sure the EAI is turned on but LVO is not in effect. ATIS: Winds 250/10, 600m vis, 8 OVC, mist, 5/3 QNH: 29.74” Wet. CAT 1. After running all your checks, cleared for takeoff on the MIURA 1 RNAV SID. You can expect an []ENG FAIL R at V1, straight rundown, no severe damage, just like the Captain’s (except opposite engine), TAC working. Hand-fly the departure SID until clean. Again you may consider adding additional thrust. If you don’t, you may/may not be able to satisfy the at-or-above 5000 restriction at LOCUP. We declared our PAN PAN PAN and asked for all restrictions to be lifted and it was granted. Run the []ENG FAIL R checklist once you’re clean with the autopilot engaged. Don’t forget the AFTER
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TAKEOFF CHECKLIST. From this point on you can toss your Haneda plates. Divert to Narita. Check weather, CAT 1 minimums apply and expect another QNH change from 29.74” to 29.71”. Expect vectors towards TYLER at 4000’ which is on the ILS RWY 34L RNAV Transition plate. There’s quite a bit of terrain so consider keeping one ND on TERR. Program the HOLD at TYLER which again is a DME hold, this time 5.5 DME, 230 kts max at 4000’. Most likely you won’t have to enter the hold, cleared to waypoint GIINA which is the IF. This approach can be flown with the autopilot. Note the gear down operation requirement to have your gear down before reaching D11.9 IYQ (this is essentially at/near COSMO). We disregarded the other note about delayed flap and reduced flap setting. Expect to go-around due nil-sighting. Get all the calls out and fly the published missed approach which has you double-back 180º towards CUPID and hold. You won’t get to CUPID and expect vectors for another approach. Once again don’t forget the AFTER TAKEOFF CHECKLIST and if the []FUEL IMBALANCE checklist comes up anytime, be sure to action it. Check the weather again and once more you can expect vectors to GIINA for another ILS RWY 34L approach – this one is identical to the last approach except you must hand-fly the approach from LOC intercept to go-around. Once again, go-around due nil-sighting (remember, ATC can make you go-around for any other reason so be alert) and once you reach 200’ on the missed-approach, PM reminder call “autopilot available,” and you can engage the autopilot for the remainder of the missed approach. AFTER TAKEOFF CHECKLIST. Check weather one last time. Magically the weather improves. ATIS G: Rwy 34L LOC approach. Winds 250/10, 2500m vis, mist, 8 OVC, 4/0 QNH: 29.71” Runway Wet. Setup for the LOC RWY 34L RNAV Transition approach into Narita with a GIINA (LS6R) Intercept To. Reset LOC+DME minimums to BARO 530. Brief the approach and fly it using LOC/VNAV. You can use the autopilot until you’re visual. Note again the gear down operation at D11.9 IYQ. (COSMO does not exist on this approach so be mindful of the DME). The 3.0º backup profile DME/altitudes on the approach plate match up nicely. PM you should monitor this and throw out a few if you wish. PM don’t forget to make the new call “APPROACHING GLIDEPATH” approximately 2nm from VIRGO, the FAF. Visibility is good and you should be visual with the runway in plenty of time. Once again, there is no runway waypoint, so when you break out visually, autopilot and F/D OFF and land with full reverse on the operating engine. Taxi off and turn the anti-ice on as applicable. F/O PC session complete. TRAINING SESSION From here on it’s training with regards to Unreliable Airspeed. Each of you will have a go at it. It’s good to see and quite interesting. Captain will usually go first and experience Unreliable Airspeed during the climb out after takeoff. Most likely the malfunction is a blocked pitot tube so your airspeed indicator tape will act like an altimeter, ie. as you climb, the speed will increase – if you descend the speed decreases. You’ll notice it acting odd as you climb out. Once you suspect Unreliable Airspeed, call it and immediately accomplish the memory items. Your flaps will still be extended so P.A. should be 10º and have your PM help you set N1 of 85%. Once things get settled and the PM (F/O) pulls out the QRH and consults the tables (we also got the FCOM 2 out so we could play around with other figures and settings) you’ll see that the numbers in the tables are quite accurate. Overall a good exercise.
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The F/O will then have a go at it during a descent from altitude in the clean configuration. Once again, as you descend the airspeed will seem to decrease – set the appropriate P.A. of 4º and 70% N1 and have a play with what it gives you. You’ll most likely try different pitch attitudes and thrust settings until you’re comfortable with the exercise. In both exercises, the I-VSI, attitude indicator, altimeter, and ground speed display are all giving accurate information. A takeaway from this lesson is angle-of-attack awareness ie. the angle between the pitch attitude box and the flight path vector. It makes sense when you see it in the simulator. Just food for thought. Session finished. Go home. RT SESSION Thankfully the RT sessions are run more as a training session rather than checking as in the past. They are busy but manageable. I won’t go into too much detail in the write-up because it’s quite obvious the instructor can vary the scenarios. However, it should follow a general script. The briefing starts out with a bunch of slides and discussion on the Proficiency Topics at hand. Mainly: emergency flap operation, fuel jettison, and windshear. Have a review of the systems if you haven’t looked at them before. The 23 memory items (for the 777) appear here so you should know all of them. LOS Session The session starts off with a LOS flight from Kuala Lumpur (WMKK) to Singapore (WSSS). A CFP is given to you with around 200kg contingency and 1200kg REC EXTRA (-300). NOTAM’s and weather are given to you as well – nothing real surprising except the possibility of single-runway OPS in Singapore and typical thunderstorm weather around the SIN area as well as Batam (WIDD) which is your filed alternate. You’ll be asked to make a fuel decision. We added an extra 4T (approx 40 mins) ON TOP of the TOTAL FUEL given (12.5T) so our total fuel order was 16.5T and this worked out nicely for us. Don’t copy this figure. Make your own decision. We were in the -300 sim. It may be useful to grab the WMKJ (Johor Bahru) plates as well as the Batam (WIDD) and/or Paya Lebar (WSAP) plates and bring them into the SIM as you may need to divert. The F/O is expected to be PF for the LOS segment – but this can change if you want but I believe they want the F/O to start out. The downloaded PDF profile shows some Maintenance Log issues. The only outstanding ADD was the “Equipment Cooling Supply Fan L/R – intermittent.” This is DDG/MEL item: 21-27-02. (Note: for our session, we were told that the other ADD’s “CDU Right – failed” and ADD: 34-61-03 Control Display Units (CDU R) were no longer a part of this years’ 1R session and sure enough, during our session all the CDU’s worked. Back in 2012 the 1R consisted of FMC and CDU failures, etc. If you’re unlucky you will revisit them here but we didn’t and it shouldn’t (I didn’t say won’t!) be in the syllabus). So again, the ONLY ADD affecting our LOS scenario was the EQUIP COOLING FAN R. Expect a cheat start and a normal takeoff in hot weather conditions from WMKK at A10 intersection, RWY 32R. DUMOK 1C departure to the south (Chart 30-17). As you line up there should be (or was for us) a massive thunderstorm cell at the departure end. Manage the takeoff as you normally would. We diverted around the weather and it’s pretty uneventful as you climb out diverting every now and then around build-ups. As the flight progressed and we prepared for an approach into
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SIN, we got numerous STAR changes (BOBAG 1B changed to LELIB 2B) and runway approach changes for Rwy 20C. We were eventually cleared for the LELIB 2B (Chart: 40-7) for the RNAV (GNSS) Rwy 20C (Chart 50-9) which we setup in the FMC. There is a large thunderstorm sitting east/northeast of the airfield but it didn’t affect the final approach path. We checked weather in and around the area of Johor Bahru and Batam, and it was generally fine. With the extra fuel we had plenty of time to make a decision and options. As you’re being vectored for the approach you can expect the EICAS []EQUIP COOLING OVRD to appear. Refer to your previous ADD and note that the other Equipment Cooling Fan has failed. The system is now in override mode. Run the checklist and enter a hold if you need more time. We had plenty of fuel and time to hold so we were given a hold at NYLON. The checklist has a 2-minute timer and then another 1-minute timer. After you complete the checklist, unfortunately the fault remains, the EQUIP COOLING OVRD message shows again, and the note mentions: After 30 minutes etc….your electronic equipment and displays may fail. Start your clock. Sure enough, we lost a display – the EICAS (there’s no such thing as the “Upper EICAS” but the upper one was the one we lost). This happened right in the middle of our briefing and descent checklist etc. Troubleshoot and use your INBOARD DISPLAY SWITCH (just below your Nav Display) to switch displays between EICAS/MFD/NAV/PFD. Prioritize which information you want displayed. Weather in SIN reduces to 1500m (at least for us it did) which was below my F/O’s landing minima. Since you’re on an RNAV approach you cannot autoland but CAPT now can consider taking over the landing. After finishing all the necessary briefs and checks, F/O handed over control to the CAPT for the approach and landing. Manage it how you wish. We used the new FCOM 3 calls and procedures and surprisingly we landed on the first go! Don’t know if this will happen to you. Exercise complete! Not very difficult at all – we didn’t need those pesky books and alternates after all. Proficiency Items The next scenario was setup back in Hong Kong with Captain as PF. The aircraft takeoff weight is set at 20T above MLW, so in the -300 sim we were around 258.0T with fuel in the CWT. We conducted a normal Flaps 15 takeoff until we retracted the flaps from 15 to 5 whereupon we got an EICAS [] FLAPS DRIVE failure. Open the speed window and maintain the current speed the Flaps failed at and we continued to climb out on the departure. Run the checklist at an appropriate time. Autopilot is available and be sure to make note WHEN and WHERE your Flaps got “stuck” as this is critical for when you action the ECL. The EICAS expanded Flap display can be a bit misleading. For our session, our flaps failed between 5 and 20. Complete the checklist as much as you can. We even sent out an ACARS Landing performance assessment using the NON-NORM code: FL2 (or use whatever is applicable for your failure). The decision was to land back in HKG but a quick check of the INIT REF/APPROACH page shows you are still approx 20T over MLW. Note, in the checklist, depending where your flaps are stuck, it advises you to set the appropriate VREF speed. In our scenario, since our flaps were stuck between 5 and 20 the note says to “Use current flaps and VREF 30 + 20 for landing.” Don’t just blindly plug in those numbers. Remember, you are still 20T over MLW, hence our decision was to jettison fuel, reducing our weight to the MLW. Input the MLW into the Gross Weight field on the INIT REF/APPROACH page, note the VREF 30 speed and add 20 to that and select THAT as your approach Ref speed. Some trainers say wait until the fuel dump is complete prior to inputting your Vref speed. Manage it and brief it as you
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wish. Prudence dictates you would most likely re-check this speed prior to landing. Time to take a dump. Accomplish the FUEL JETTISON checklist. Remember OMPA recommends 5000-6000 feet for fuel jettison for the fuel to evaporate. Ensure no aircraft are below you. ATC queried when we will finish our fuel dump. (Remember the rates: Fuel in CWT: 2500 kg/min. CWT empty: 1400 kg/min.) but make life simple for yourself - you don’t need to do the math. Open the FUEL SYNOPTIC page and “TIME REMAINING” until dump is complete will be shown in minutes there. Upon completion of your fuel jettison we were vectored for the RNAV (RNP) Z RWY 25L (Chart 50-14) approach into Hong Kong. Approval for this approach (for the 777) is found in the Port Pages. Pull out the QRH and find Chapter OI (Operational Information) Section 4. A quick reference for RNP (AR) approaches. Just follow the bullet points and have the PM help set you up for the approach noting the various speed and altitude constraints. PM duty: remember to change the VERT RNP/ANP to “125.” This can be done on PROG PAGE 4. Once setup and cleared, fly the approach normally. The unusual thing now is that your flaps are stuck and you cannot really “configure” and/or meet the speed restrictions on the approach. Inform ATC and manage the approach as follows: use the Flap bug speed that is displayed for maneuvering and use VREF+5 for your approach. ie. In our scenario, our Flaps were jammed between 5 and 20. The Flaps 5 speed bug was showing so open the speed window and place it on the Flaps 5 bug speed as you maneuver your way around the RNAV approach. Once established on final, bug +5 above your VREF 30+20 approach speed until landing. Depending on where your flaps failed, you may have excess speed and the airplane will be quite slippery. With approach IDLE and descending, we struggled to reduce to our VREF 30+20 speed - we simply came in too fast and hot. Brief that you may just end up having to accept landing at a higher speed and try not to over-run the airfield! Land and bring it to a complete stop. Proficiency session complete. Take a break. The remainder of the session is purely training. Both pilots get a go at a number of the following scenarios:
- Strong crosswind takeoffs - Engine failure during takeoff at different scenarios - Captain gets a RTO – rejected takeoff - Windshear during takeoff either on the runway or airborne
I would say we did around 6 takeoffs EACH. It’s a lot of resets and repositioning in varying conditions and events. Overall good handling practice though. The session ends finally with some sort of visual approach maneuver. I believe the slideshow says it should be in New York but our sim wasn’t setup for it. Instead, we did the LOC Z RWY 16 approach into Macau (VMMC) (Chart 50-8) in visual conditions. Both Captain and F/O had a go at it until landing. Just handling exercise for visual approaches. If you’re in the Airbus supposedly you’ll have to do some Overweight Landing exercises and 2EINOP (A340) landings. But for us, that was it! See you in the middle of 2015. Aloha!
*** Former AWO / ICING PowerPoint Questions Attached ***
