P3 Jan 2018 ER SIM. What TO thrust settings allowed on a contaminated rwy No simplified calculations and no AST method thrust settings.

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1 P3 Jan 2018 ER SIM Once again what follows are some observations from the current P3 sim, with some additional notes/opinions offering some of the many available methods to manage this profile, specifically for the S/O or JFO facing their first PC so please take from them what you find valuable and dump the rest. Sim Briefing Questions: Standard with following additions; What actions should PF take if landing on a contaminated rwy and AC drifts off centerline due x/w...stow reversers, disconnect braking ( how?), regain ctr line and redeploy reverse max on both. Actions if it becomes clear you wont make designated exit on a contam rwy Apply max reverse and max manual braking (I don t agree with that one, perhaps should read if approaching last exit?) Def of contaminated runway What TO thrust settings allowed on a contaminated rwy No simplified calculations and no AST method thrust settings. Decode using CX FOP TOOLS

2 CAPT PROFILE IN SIM : we are prompted to use the IPAD for all reference material, the initial sequence and the OPT app for the perf calc (NB a final loadsheet is sent to AC to assist in the final prep) The TOW on the LS will be 500kg different to your OPT based on the info card as Profile card says TOW however LS says 229.5, in reality the D-TO2 is considered max thrust so an allowance of +0/-400kg using the OPT app. If you don t get an actual LS, a good idea might be to open the OPT app then enter split screen mode by dragging the DOCs app up to the screen also for final prep input like this: NB for entry, ensure dispatch on bottom of screen is selected. Also, the contamination input for this app requires the actual contaminant for a TO calc, and the resulting braking action for the landing calc. Checking FMC for us was; hard tune the ILS for departure confirmation, check legs, 230 is defaulted at DIVSA, however the 2000ft all ell eng accell was not in the box so we added it.

3 CTWO included the contam runway allowance = F15 and D-TO2, and AWO due vis from heavy rain so discussed lights and wipers etc as per LVO briefing in QRH. Vis given as 200m all zones, therefore not suitable for a return as below CAT2, WIDD nominated as departure Alt. WSSS T/O VMR8B 20C with all engines acceleration at 2000ft (AP engaged from 200ft), when F5 and CLB THR called for we had some major noise and vibration with fluctuating N1 indications from the L engine followed by the THR ASYM COMP eicas, then a very brief mention to the PM of poss ENG LIMIT SURGE STALL just as the engine fails with continued vibration and the ENG FAIL L eicas. The PM called it and I elected to have him SBY, the AP does an OK job of lowering the nose but the TAC has failed so the trim is well out and results in a shallow climb during the turn/accel so I suggest some help with the rudder by foot followed up with trim gets the accell and climb back on track. NB If you are in the 300 sim, the acceleration is non existent and extra thrust will be required, (refer my notes from P on our favorite website) We were through F5 speed now so called for F1, then confirm the failure etc before running the ENG SEV DAMAGE SEPERATION L MEM ITEMS They were completed as we selected F UP, and the slow accell meant we had time to quickly issue a MAYDAY (due Severe damage/vibration FCTM) call and have the ALT constraints on the SID removed, sby intentions. Remember the TAC is inop for now so constant trimming required during the cleanup. At Flaps up and CON THR, the QRN NNML CKL Instructions says we need to select VNAV ENG OUT > EXEC before running any other CKL. STD stuff from here;

4 > NNC ( if its your first PC remember the CKL button will present the ENG FAIL L CKL but you need to navigate to Unannunciated CKLs and select the correct severe damage CKL ) >TAC INOP CKL and the TAC does recover in this profile >Eicas review >* new procedure now, the ATO CKL is called for after the PM completes flow. > Review of what happened and options available, below MLW and wx below Cat2 so update the WX. Told to stop climb at 4500ft Vis given as 350/150/100 so all good for Cat2 approach back onto 20C, ATC advised of the plan and downgraded to PAN as A/C flying OK and no obvious fuel leak, then some track miles requested to allow for setup. Briefed that here we would 1) activate the alert phase ATTN crew at stations X2 followed by STAR brief 2) PA to pax including turn all PEDs off 3) IOC alert message Setup for the ILS20C from EGORA at 4500ft. We ran the OPT tool to calculate the LPA, NB the air distance from threshold to touchdown is now based upon time (7 secs) so there is no option for an Autoland as it s a time not a distance. Also, unlike the T/O perf the use of any NN code (ie ENG SHUTDOWN in this case) means the braking action must be used to perform calc as opposed to the actual contaminant whenever anything other than DRY. To get the braking action if it is not given, use the RYNWAY CONDITION ASSESSMENT table in FCOM3 (L.10.8) For 4mm standing water the action is Med/Poor. You will see the distances for all brake settings for this exercise are fairly similar and you are going to need all of the runway, for ref runway exit info: WSSS 20C E E E

5 We chose AB4 to give a slow taxi option exit at E10. Ø Brief included AWO - ref QRH, no reversion available, RADIO on minimums selector Ø OPNL - TAC operating, Ø FUEL imbalance forming, logic check ( Live side low tank, CALC= TOT ) so the eicas can be expected, if during app repeat logic check and dismiss for review in event of a GA. > DESC CKL > APP CKL Seat crew > bring up LDG CKL when cabin ready received Vectored'to'a'4500ft' intercept' just before EGORA, At 600ft we got the AUTOPILOT eicas (autopilot remained engaged) and the lat FD bar disappeared indicating LOC fail, so we commenced the GA. NB When the APs return rudder control to the TAC you might need to help it out a little at the high thrust setting. At 1000ft AGL set SPD bug to clean speed and acceleration takes a while in the turn from ESLUX, at Flaps Up, you need to achieve CON THR by selecting FLCH (FLCH or CLB/CON button if already level) > ATO flow and CKL

6 ATC instruct us to continue standard MAP to EXOMO and hold. As it wasn t autotuning we chose to manually tune VTK on one VOR for some raw data monitoring, MIN alt 4000 which you can make easy and max 230 kts (clean in the ER was 223kts) En rte to the hold we got the FUEL IMB eicas and ran the CKL with a logic check to skip the long Page 2 troubleshooting and go directly to the ref items. From ATC WSSS closed, expect CAT1 ILS04 WIDD..update the WX Given Base 300ft vis 800m Q1003.* > ISM/PAX/IOC update > Setup for the approach. It s a diversion so we chose to simply overwrite the DEST on RTE P1, just be careful to not execute anything until the LEGS page is checked as it s a good way to possibly lose the hold you are about to enter! (POSN EXOMO shown for ref in above pic) LPA using the OPT tool, this time ATC tell you braking action is MED. For ref: WIDD 04 exits B: 9000ft

7 A: 11500ft ( preferred exit from PORT page, however we elected AB4 and expect B vacate. ) Cleared to leave the hold and vectored to a 9nm final BTM with pilots discretion descent to 1800ft contact WIDD. *This is the time to se the QNH to 1003 No need to exit hold as we went straight to FF with an inbound course. > Brief; included this will be a manual app to a manual landing using manual thrust, speed control a big threat so monitor carefully, set speed on schedule. NB the TAC is operating throughout entire profile. BARO on the minimums selector. >DESC CKL >APP CKL seat crew >Bring up LDG CKL when cabin ready received. Manually flown ILS to minima, nil sighting into GA as previous, AP in after clean and CON thr set. > CKL = Fuel Imbalance, reviewed and close to balanced so we elected to complete it. >EICAS review cx >ATO flow and CKL Review situation, update the WX WSSS now open expect VOR20C Base700ft vis 3000m. Vectors toward an incpt of the inbound from outside the 9.2VTK. >Diversion setup as previous, direct to CF inbnd 203, FF into the fix page with a 2nm r/r if that s what you use, Minimums MDA+50, NAV RAD we overwrote the manually tuned VTK with BTM leaving one VOR autotuning. (personal preference, as long as you are monitoring the aid for the approach) LPA as previous, runway conditions as previous. NB a check of VNAV showed ACT EO CRZ so VNAV sequences correctly. >BRIEF included config on distance as VTK sits 3nm before the threshold, and definitely fully configured as we hit FF. Use advisories, The MDXX wpt is 250 ft above the runway so actions at minima are FDs off/pm on, monitor ROD in the visual segment.

8 >DESC CKL >APP CKL (nb try to get the APP CKL out of the way to avoid the CKL INCOMP eicas if you are configuring to start the VOR app). (below TXL and flaps out of up) seat crew >Bring up LDG CKL when cabin ready received. You are cleared from a 30degree incpt heading for the app and to desc 2000ft when ready. Remember to arm LNAV as you aren t going direct to the CF. We commenced DESC in VS and then got into VNAV whilst configuring in the level segment between the CF and FF, the legs page showed ALT constraints in magenta and the vert dev bars appeared indicating the AC will descend in VNAVPATH. PM called approaching GP so set MDA. LDG CKL completed as we crossed FF. Set MAP ALT established in the Final Descent Path IMPORTANT note here, the GP angle is 3 however the RoD is quite high from the FF, at 700ft visual, you are left of ctrline with a wind from the right as well so prompt action required to pick up ctr line, I flew 850fpm from minima but ended up needing 1000fpm from 500ft to maintain the profile, the FO did a much better job using 1000fpm from the visual point and jumping across then settling down to a final desc rate of 900fpm on the ctrline. CAPTs profile complete. At this point we repositioned to FL350 somewhere over WSSS for the CABIN ALT exercise. CApt first as single pilot, PM in the bathroom. DOOR AFT CARGO eicas appears, by the time you reach for the door synoptic there is a loud bang and the cabin starts climbing rapidly. I just went through the step promptly for the mask, then at a steady pace for the remainder as its easy to fuck up believe it or not :-) Mask on / 100% Establish communication ( ie capt on oxygen which I did to keep it normal procedure ) (the CAB ALT eicas and master warning aural is blearing so CX the warning.) Cabin ALT and rate.check. (in this case the outflow valves are fully open and cabin reaching 35000ft) PAX OXY push to on and hold for 1 sec

9 Its RVSM so turn either direction not less than 45 degrees ( or can consider staying on track if traffic means that s a safer option ) PRESS TRK SEL. Commence desc..alt selector to 1000s ( opinion as its easy to flick the selector left while its set to auto and only wind down a few hundred feet if it s a quick flick ) then set any alt above MSA for now, Select FLCH, Full S/B ( caution if you are close to max ALT as you will create a stall as the nose is slow to lower in this scenario ), SPD increase by winding the SPD selector up to any value as there is speed protection if you set above VMO ( nb the SPD window opens in IAS every time ) I then tidy up by calling the modes, selecting MACH and setting MMO -.1, TRK to the correct value, ALT confirm the safe alt and set...single PILOT STUFF now all lights on, MAYDAY call requesting the AREA QNH, once received set immediately and change from STD LVL as all escape ALTS based upon an ALT not a FL. Sqk Bring up the CAB ALT CKL, only a few steps and its important to make sure you got everything done, you may not be thinking straight or even be slightly incapacitated. Then just fly the AC, the SPD changes from Mach to IAS around 314 kts so keep increasing the speed if desired. NB: Consideration should be given to limiting speeds if structural integrity is in doubt We discussed this and I was happy accelerating given no vibration or buffeting experienced. The FO flew his at the current speed which is appropriate but it takes a very long time to reach 10,000ft. Capt flies to mid descent, FO flies all the way to a level off then >Complete the CAB ALT CKL ( be practical, the Cab altitude shows in the sim but the FO made the right choice in removing his mask. The AFT CARGO DOOR CKL is still showing so don t waste time doing it as you are already depressurized. Reset the left OXY mask door to enable the standard mic PA ie pax and crew it is safe to remove masks blah blah blah, (as they are probably waiting for information and the cpit crew in loo or upstairs wont know what altitude you are at. ATTN ISM to interphone X 2 I would then hit the CAB button twice to call the ISM on interphone. End of exercise. FO PROFILE All procedural considerations as per the first profile. Differences are;

10 WIDD HOSBA1C cleared to WSSS at 3500ft. Run briefing card as engines are running, will complete the OPT perf calc as advertised and a LS is not sent so will need to use the info provided on the briefing card. After the MCP/CDU input you need to run the RWY T/O data change ckl and believe it or not its easy to forget to select the correct flap. Eng fails with severe damage at CLB THR setting when accelerating from 1000ft, the right departure turn is coincident with the left eng failure so with no TAC the ER didn t want to continue accelerating and climbing and turning, a lot of rudder trim was required to get the AC in balance and accelerating. Don t worry about the 7000ft climb restriction as you are only cleared at 3500 and taken off the sid onto vectors after the MAYDAY call. Vectors ILS04 with descent to 1800ft and cleared to intcpt from CF and (which is the 3000ft point so config on distance not alt.) Auto App to CAT1 minima with TAC operating to GA due nil sighting again, remember to select TRK select before the turn in MAP, all happens quite quickly. Divert WSSS, NB QNH change again, vectors to NYLON to join the hold (program only but the default was not the correct inbnd/direction so will need to change Vectors and descent to 2500ft for ILS20C manually flown, man thr, TAC operating, to GA due nil sighting again, AP in once clean and coin thrust set. Vectors VOR20C with vis 4km base 800ft. NB in this session, the VNAV showed clb phase still active so DESC NOW was selected and the alt constraints on legs page turned magenta with vert dev bars showing on ND. Land off this one That s it until next time. Helpful Kiwi J

11 Appendix to P3 notes Thanks to feedback from a couple of guys some additional info pertinent to the P3 sim not mentioned in my initial brief. Re THRUST MANAGEMENT When the engine starts failing during the acceleration phase the thrust has just changed to CLB2 thr following the flap selection as you programmed. CX SOP is to maintain T/O or FULL RATED thrust until clean before CON thrust is set. Upon reflection I think we must have accelerated with CLB THR whilst running the mem items as in the ER the acceleration was OK and not prolonged ( relatively short period ), but I cant recall exactly J So in case I got that wrong here is some feedback from other dudes. From one of the smarter lads out there; 1) With the TO flown at TO2, when the engine severe damage occurs at flap retraction the thrust rolls back to CLB2, which is not ideal. However it is also not sensible to hit TOGA straight away, so the advice given and how I flew it was : Complete the mem items first - hit TOGA reselect LNAV - SPD window open and bug clean speed. This worked out very well for us and seemed a very neat way of sorting the modes. From another; After flying with XXX (STC) re managing the CLB THR he suggested the method above if you are in CPA15, but in the ERs he noticed that CON THR is ample ( CLB/CON button ) So I guess it all comes down to whether you are happy with the performance of the A/C, but it appears the checkies are accepting whichever method you choose. re the VOR APPROACH Check the last coded WPT and if it is at 200ft agl ( as it is in this profile ) the FDs are good to use all the way down to this WPT and they will place you lined up with ther RWY very nicely. Thanks for the input chaps!