B777-ER CP + FO. CP second, descending RA followed by a reversal.

Transcription

1 B777-ER CP + FO Profile A RNAV Visual Captain as PF, you are setup for the PANC RNAV Visual 25R a few miles from ENIBE at 10,000FT & 250KT. You are given time to do a quick brief then released. You need to be at ITHER so keep that in mind. Remember to: Change the VERT RNP on PROG pg4, 2NM ring around the VDP, Obtain MISAP instructions prior to VDP. Set MDA of 300FT AAL. The setting of the MDA caused a discussion in the classroom. FCOM 3 says to set 300AAL which would make it 451FT. However on the chart there is a note at the bottom saying to set 392FT (which is 300 above the TDZ elevation). Apparently it s gone back to the fleet office to verify. Either way it s not that important as you re visual anyway and it s only there to get the aircraft descending in VNAV. In any case, the current advice from IN is to set what the chart says, 392FT. This just runs exactly like a normal RNAV approach, no traps. Like the RNP at JFK, the wings are level about FT AGL, disconnect the AP after wings level at ZIKLA and land with a 15KT XW from the right. UPRT Both get the same thing, 2 each. At FL370 with not a lot of margins either side of the bug speed. Unusual attitude is wings level nose high. The first one is to go through the mouth music but monitor the AP recovering automatically. If the AP is not recovering then you need to disconnect and recover manually. The second one, we were told to disconnect anyway and recover even though the AP was recovering same as the first time. This is the negative training aspect of the session. TCAS One each, FO first, climbing RA. Again at FL370 so not much performance available, we had the AIRSPEED LOW caution during the manoeuvre. Remember as PM to get the ATC call out. CP second, descending RA followed by a reversal. We noticed on both of these in CPA14 (sim 2) if you keep the attitude just on top of the trapezoid, you still get a red VSI indication. So even though you are outside the trapezoid the ROC/ROD will not be enough. The primary instrument for the manoeuvre is the VSI needle. LOS Position freeze approaching MOLLY, southbound on A461 at FL370, captain as PF. No weather printed out so we used from memory what the weather was on the briefing slides. Released for only a minute when the cabin calls you with a message of strong fumes in the business class cabin, I advised them to try and located the source, use a PBE if it gets really bad and that I ll call them back shortly. I announced the fumes memory items and put O2 masks on and established comms between us both. I handed over control to FO and said that after knowledge of the latest weather and NOTAMS from the package, WAMM was a good choice for diversion. I told FO take me there as fast as he could and I ll take care of the rest. I called ATC and declared a MAYDAY and a clearance to track direct to WAMM and descend to FL290 all of which was approved. I let the FO get on with that himself but to ask me if he needs anything. COMMS IOC ALERT phase sent. Started the SMOKE FIRE FUMES NNC. After turning a few things off it asks whether you can find and extinguish the fumes quickly. I called the cabin by pressing the CAB button twice and asked if they had located the source, which they hadn t. I took the opportunity to also tell them I m going to be turning things off now (cabin lighting etc) to trouble shoot and I ll be calling them back in a minute.

2 Run through the next part of NNC (isolate the left side), asks you to wait 2 minutes. I took this time to help program the FMC for the arrival and see where were at. I set the FO up for the ILS 18 via MNO1. This gives you the overhead MNO fix and the outbound reversal leg that intercepts final. Called the cabin, Smoke continues so move onto the next part of the NNC (isolate the right side). Do this, wait 2min. Another call to the cabin who reported the smoke decreasing rapidly and it s getting much better. I gave the ISM a STAR brief and did a quick PA. The FO and I then did a big picture summary of what we d done and what we were going to do. On selecting the approach speed we noted the current weight was 257.0T. So I advised ATC we would be dumping fuel on the way into WAMM. I started the Jettison C/L. Obtained the ATIS from ATC where he told us to expect the 18 ILS from overhead MNO. After all this, we still had 60NM or so to run so time is not a huge factor in this, even at max speed. ATC give you stepped descents and in the end they get you to 10,000FT to enter the hold at MNO. We didn t do an LPA, I just said at max weight with 5 tail on a wet runway we only need about 2000M and this is 2600M. We briefed for the approach and the Jettison C/L completed before we crossed over MNO. Speed in the hold is max 185 so need to watch this one. Once in the hold you are cleared to descend to 4500FT and call established on the outbound leg of the ILS procedure approach. We programmed the hold but only flew the procedure entry (Parallel Entry). I took control before passing over MNO and kept it in LNAV VNAV PTH. This worked fine but the path ducked below us about half way around the turn and for about 5 sec it went into VNAV SPD, then captured the PTH again. IN recommended it be flown in HDG or TRK when knowing you are going to intercept a LOC signal, in case VNAV gets you above the GS. So maybe half around the inbound turn, I could have reverted to TRK VS until the intercept. Having said that, it all worked out in LNAV VNAV PTH. FO advised the TWR that we d be stopping on the runway to assess the fumes before making a final decision regarding the possible evacuation. Captured LOC GS and landed with a 15KT XW. I stopped on the runway and gave the ATTENTION CREW AT STATIONS call. Then called the ISM to make sure still no smoke or fumes, she confirmed that there was none, so CREW NORMAL OPERATIONS and began to taxi off the runway. We left the O2 masks on for the exercise and were told afterwards that if we had made the decision to remove one or both, then we would have been repositioned onto final and complete another landing with both of us wearing masks. Apparently it s a requirement to both land with the masks on. Exercise Complete. BREAK Profile B INCAPACITATION Lined up on runway 18 WAMM to do the Monado 1 SID. FO as the PF. Just before 1000FT, CP becomes incapacitated and plays no further role. Clean up, After take off C/L, ISM to the flight deck, NNC. There is plenty of time during the SID to get these done. On the FMC and the chart it looks very compressed but in reality we got all that done and we were only half way in the turn to come back to MNO (as per the SID). Climb to 9000FT. Once the decision is made to come back, programming the FMC as above (ILS18 via MNO1) however the TWR tells you to expect the LOC 18. It s the same approach in the FMC so nothing to change. From this direction it s a direct

3 entry to the hold. Remember the speed in the hold is 185KT so need to get to F15. Descend to 4500FT in the hold and then commence the approach. Land off this approach. The exercise is repeated, and ours was exactly the same as each others, however I have heard that on someone else s profile, the CP will lose the FO during the holding pattern and complete the hold and approach solo. LANDINGS Each pilot does 4 landings from about 6NM on the ILS18. Crosswind increases throughout from 15 up to 38KT by the end. There may be landing malfunctions that need to be recognised and called such as: No REV on one engine, Autobrake failure, Speedbrake not up. Additionally the runway surface changes to different braking actions from GOOD down to MED-POOR to demonstrate landing in WX conditions on a slippery runway and how to recover from skidding/sliding etc.

4 2R B777 SEP18 Some supplementary notes for use with those already posted. Very quick briefing in the room. Mostly discussion about the fact that since CX started the new Upset Recovery Technique they have seen a lot of FDAP AP disconnects when perhaps the AP is doing a good job so this sim is about reverting to letting the automatics try before disconnecting if necessary. Note one of the sims doesn t have the PANC25R Rnav visual app so take a quick look at the KBOS Rnav Visual 33L. In the sim: as per previous notes, we were in sim 14 and the A/C sat in VNAVPATH with incorrect path deviation info so we had to cycle the next wpt HOULE to get the correct profile info, followed by S/B to regain the correct path before the VDP ITHER. ( treat VDP as FF ) It appears the note on the app chart relates to setting 300ft above THRESHOLD, whereas CX has suggested AAL which may be a typo on CX part, 392 should be used I believe so that s what we did. We briefed reasons for GA would be as per RNP app whilst IMC, then only if we lose sight of airfield or preceeding A/C while in VMC. Not sure if this is correct but at least a plan You are visual from 6000ft so no issues. A valid RWY wpt so FDs stay on. UPRT I think the idea here is to simulate a sudden pitch up from A/C wake whilst in the cruise at FL370. The AP may produce the AUTOPILOT eicas with a line through VNAV but it is still engaged and may slowly recover. Obviously disengage and recover if it doesn t. We looked at all the options, including selecting V/S to get nose down but too slow. Of note, I thought the concept of the new strategy was to announce everything after the initial call of Upset or stall or attitude, as a question ie disengage Y or N, push Y or N, but instructor made a good point in that when I called Disengage?, and didn t disengage because I wanted to see if automatics could recover, the PM thought I was saying I have disengaged so potential for confusion. Better to say something like I will leave automatics in initially then continue with the calls as you may need to adjust thrust manually. Also don t call stabilize too early, get back to normal speed first, cycle FDs and engage AP, then engage A/T a good option. Then contact ATC and tell them your situation and returning to FL XXX. TCAS As per, #1 was a climb with little performance available, remember only recover from stall, if this occurs, when you get stick shaker or buffet, the a/c beneath sticks very close below you in this exercise so airspeed low is acceptable. #2 a DESC RA followed by level off then climb. Further to previous notes a good idea to fly one a/c symbol box height above the trapezoid to stay outside the red VSI region. LOS Same same. Just prior to MOLLY ISM reports fumes in cabin. Asked him to remain calm and continue investigating, advise of any significant change and we will try reduce the fumes, call him back shortly. As its fumes and poss DGs related we went on O2 immediately, est comms then note position, heading toward some fields, Manado and Ambon, so opened the speed window to increase speed in case. We didn t start a descent just yet as in the real world this is usualy fairly benign or burning toast in the galley! Called for and started the SMOKE FIRE FUMES CKL, we worked quickly through the CKL to the first logical pause which requires you to determine if you have managed to stop or reduce the fumes/smoke, that s where we initiated the alert phase with ATTN CREW AT STATIONS x 2,and after calling the ISM using the CAB call button Tx X2, the Ism informed us there are more fumes, so gave a STAR brief which included an emer landing with poss evacuation in 15mins, cabin lights will go off shortly. Decision made we then informed ATC we need to land asap and using the supplied briefing weather WAMM best choice given closest and the only precision app available from all the alternates is here onto 18. Got direct to MNO hi speed and desc above MSA 11000ft. The thinking being historically the time available is in the 15 min mark and if we need to ditch we are closer to the water, or land for an immediate off field if needed. IOC alert phase Quick PA to pax advising situation and cabin lights will be going off. Continued with the CKL, when we got to wait two minutes we used that time to get ready for app, setup for ILS18 with MNO1 tx, Time to review, biggest threat still fumes so consider a review of the OVWT LDG CKL and possibly overrun with max autobrake, will reduce weight if we get time.

5 Check with ISM any change? fumes now greatly reduced and situation improving, new star brief, now a precautionary landing with a possible evac, will give crew at stations call on rwy and contact ISM before any decision made. So we decided to continue with landing as potentially the situation could deteriorate again, and keep masks on as we don t know what fumes we are dealing with. Now the biggest threat will be the runway overrun so got approval from ATC for fuel jettison which was started on the way to MNO. Now the weather is relevant and I would comply with minima etc so we updated the current weather. Setup and briefed in the hold, completed all NNCs then NML CKLS before starting outbound, as per previous author the VnavPath did show high then low on the base turn but all came together at GS intercept, we briefed we would monitor the incpt of LOC and intervene if required given the history of these approaches in the philipines. Both of us found it extremely difficult to see through the masks by the approach stage, even with continuous purging, given the same again, and given how hard I touched down maybe a non-approved autoland would have been a better option in this situation. Instructor comments all leaned toward immediately descending and getting to a runway, then run CKL, I kind of think the reality is we have these types of calls from the cabin which turns out to be something benign as mentioned above, and if we go full on diversion everytime we wont have the gas to carry on these days, and no I wouldn t hold if we still had the smoke or fire, but I would if those symptoms stopped and now the threat becomes the overweight landing onto a short runway with an unfamiliar unbriefed approach. All good discussion and everyone will have a different opinion. INCAPACITATION For us the Captain goes incap at 1000ft on departure, Instructor felt PAN call more relevant than mayday, and priority should be given to getting the ISM in to help the incap person in case they are choking or similar. Exercise stopped at 9000ft level. Repeat exercise with FO incap at 1000ft. same same. Slippery RWY landings; Same same Various reset landings with different runway conditions up to max X/W and various failures on landing involving SB, no reverse, AB fail etc. Hope this supplement to the great notes already provided, is of some help. Helpful kiwi