TAC CKL You know it is DDG d so just acknowledge and override it.

Transcription

1 P1 December 2017 Disclaimer: These notes are primarily to give some suggestive guidance, and an overview of the sequence of events in the P1 (1K ) for those new to the 777 and perhaps new to the PC format. It is entirely observation and personal opinion. Some new questions feature in this package, including the topic brief on cold weather altimetry corrections. You are shown an RNAV chart and asked to calculate the corrections for various points on the arrival if required. An answer showing both that derived from the OPS A Table B is compared to the slightly different answer obtained through the CX Toolkit, possibly to demonstrate the disclaimer on variation in results when using this app. First example is an RNAV with OAT within the chart band, so all alts corrected except the FF and you would use the LNAV/VNAV minima. Next example is same chart with OAT below the lowest temp, so correct ALL alts including the FF, and LNAV MDA corrected, then add 50ft. Advise ATC of corrected ALT at FF and in MAP. There is an emphasis on LPAs in the PCs now so if you choose to complete these before the sim be aware of the slightly higher weights, we were around 240 tons for Tirst landing into NRT, and 235ish for the second app then 230 for the landing HND. Referring to the Limitations section the 10mm dry snow has a RSFI of 3 = MED braking action. Also, I believe in an attempt to drive the Tirst V1 close to VMCG the rwy at NRT is reported as only 10123ft avail for T/O, you can assume full length is available for the landing. ( An LPA suggests landing not possible at F20 otherwise ) IN SIM Good idea to follow the brieting card however note it doesn t keep you in the normal Tlow and its easy to miss things like ensuring you are cleared to pressurize, then cleared to start etc. In reality I would also get a vis check before starting in these conditions. The current vis is 200m X3 and our departure brief included the fact that +4 so no runup. Contam rwy so consider Tlap selection timing and ensure no ASS TEMP method used, use ILS for lineup, LDG lts off to improve vis, if fault on RWY, make sure tower hears we are stopping and all lights on, if we carry fault into the air condx suitable for a return Cat3B with reversion to 3A so no dep altn required. Cleared T/O, with ENG FAIL ( straight wind down ) at V1. NB: The contam, reduced length rwy results in a F20 T/O with an almost 40kt split between V1 and Vr, the V1 is close to VMCG and this combined with the TAC INOP results in a significant swing which saw me departing well left of centerline before aligning, quite a threat given your only visual queues are the ctrline lts, I chose to regain the ctrline to keep them well in sight. Make sure you really do have full rudder authority for this sim, you will need it.

2 A good reminder of how effective the TAC is, in allowing identitication before taking care of most of the yaw. A small additional squeeze of the rudder required as nosewheel lifts due rwy friction. We were in the ER, passing 200ft, I elected to push the TLs fwd, press TOGA to remove the derate, then call for LNAV/VNAV at 400agl. The low altitude selection was cause for comment in the debrief, discussion related to consideration that if perf OK, avoid any unnecessary changes below 400agl. However it is acceptable any time after airborne and above V2 as per FCTM. Food for thought and obviously in the 300 in same conditions I would suggest that would be a good reason for early selection however yes I agree that it was not necessary in this instance. Beach1 400ft agl contirm the failure, check for severe damage, no vibes present and fail indications only on this one so no severe damage. PAN call, including engine failure on rwy, ( implies FOD check for any debris will be required ), unable ALT constraints, - we didn t want to turn right toward terrain and ALT constraints so requested RWY hdg to 6000 ( above MSA and is the commencement altitude for the procedural approach ). ATC declined and instructed us to maintain SID and stop CLB Accel at 1000ft, continuous rudder trim required through accell, once clean I contirmed SPD window open, then requested FMC ENG OUT > EXEC. ( nb: it was pointed out to me some time ago that the perf requirement following an engine failure is to climb at V2 V2+15 in second segment, then clean speed must be maintained to MSA, then OEI FMC CLB SPD to OEI CRZ ALT. If this protile impinges on any obstacle/terrain then a special eng inop sid is provided or a note in the relevant port page with the relevant change is included ie a higher accel alt etc. The minor issue now is the FCTM wants us to select VNAV ENG OUT once A/C clean and con thr set. However the resulting FMC calculated OEI CLB SPD varies and in the case of a 250ton departure, is about six knots higher than min clean spd. I have to assume then this is acceptable? However, as assumption is the mother I choose to verbalise that I will control the SPD with window open prior to selection/execution of ENG OUT. ) ENG FAIL CKL ( my preference is to select F20 on the FMC APP page AFTER selecting the GPWS FLAP OVRD switch step, then it says : note: use F20., that s when I select it in the FMC, it Tlows much better in my opinion. TAC CKL You know it is DDG d so just acknowledge and override it.

3 EICAS REVIEW Then cancel to clear Upper eicas Nb: no need to call out the inhibited checklists AFTER TAKEOFF CKL Re-select Anti Ice on live to AUTO, failed to OFF, LTS as req, radar adjust. Now on vectors to the south of NRT. REVIEW/AIRMANSHIP GAP We ran a review of what we saw, options available, below MLW and no dep ALTN nominated so update NRT wx. GET WX NRT 250/10 VIS 200,150,150 = 3B with reversion to 3A available. Sent off for an LPA to make sure we can accept a return ADVISE ATC need tme to prepare so we requested clearance into the GEMIN hold, will call ready. NB GEMIN hold found on STAR chart, its an RNAV WPT so no raw data to monitor, the MNM hold ALT is 4000 but caution the ILS APP commences from Max speed 230 and clean is around 227kts. ISM : Initiate alert phase, PAX : P.A -situation, plan and LVO so turn off all PEDs. COMPANY : IOC alert phase prompt In the hold at this point so don t forget to time the outbound leg from abeam the RNAV wpt. Set up for the ILS Z 16R Minimums selector to RADIO Brief included: -LVO APP so refer QRH, Auto app to autoland, auto THR. Our rudder trim to 1500ft agl when APs takeover and control until Tirst mode change in MAP. ( Its an autoland so will occur at auto LNAV selection at 200ft agl if GA from the minima.) -RWY still contaminated with 10mm dry snow, referring to new RSFI chart in Fcom3, = braking action medium. Possibility this RSFI value combined with max asym reverse and slight XW we could result in loss of directional control on rollout, if so, stow reverser, regain centerline and then redeploy. -Non VNAV GA -Cancel speed control

4 Now cleared to leave hold, from GEMIN cleared the approach. >Exit hold. Around this point we got the FUEL IMBALLANCE eicas which we chose to run as we had some time. DESC CKL APP CKL Get into VNAV but no rush to descend as its 28nm to GS incpt at GREBE at 4000ft. If you saw the NAV UNABLE CRS ALT FMC message when setting up for the approach, the FMC procedural altitudes will turn magenta after you leave the hold and A/C will commence descent to 4000 ( assuming you set it ) around BROOKS. Mid base ATC advises Vis now 150m all zones so no reversion now available. Passing 3000f on app vis now 100m all zones, vis obviously deteriorating so we briefed 1) Don t request another update 2) prep for a GA LDG CKL At approx. 1300ft ATC advises vis now 75m, we took our time and commenced a GA prior to 1000agl. NB: additional rudder trim needed when APs relinquish control almost immediately, as you are above 1000agl already, set bug to +80 and commence cleanup, trimming continuously through the acceleration. At min clean speed select FLCH and call for con thrust ( auto ) The approach chart contains a note to contact TYO APP. Once clean you have two options, one is to ask for the After Take Offs, the PM will select the CKL button and we know the Tirst CKL to show will be the FUEL IMB CKL in this case, so we chose to keep the Tlow consistent with a departure in that we ran the NNC, eicas review cancel, then asked for the ATOs. The other argument would be to ensure A/C is clean Tirst, so run the ATOs before addressing any NNC etc, this also has merit as its possible you have forgotten to take the gear up. Once again food for thought. So for us; REVIEW NNC outstanding/running REVIEW EICAS cx AFTER TAKEOFF CKL lts, anti ice, radar Review -no sighting, vis not suitable, so UPDATE WX Vis now suitable for CAT1 approach: 600m OVC /10 PLAN return for CAT 1 if no success divert HND ADVISE ATC require a few mins to setup for app, vectors clear of terr - - ISM/PAX consider combined PA? SET UP for the same ILS CAT1, via direct GREBE MINIMUMS selector to BARO

5 BRIEF a brief re-brief, only real changes are this time a manually Tlown app to a man landing using man thr so increased workload. Rudder trim ours, I opt for 3.5 units on approach when contigured and then don t touch until MAP. Option of course to set trim to zero when comfortable. As you have re-entered the approach, check the ILS is autotuning correctly. VIS requirements; now expect to see lts associated with app environment and/or threshold Have all speed control cancelled All other items including LPA no change. DESC CKL APP CKL Manualy Tlown with manual thrust from mid base at 4000ft to GA at minimums due nil sighting, a signiticant amount of rudder is required to keep straight, especially when the thrust does that rapid increase through 85%N1, and note this MAP has an early turn to deal with also. Call for +80 at 1000ft agl ( can use the rwy symbol on PFD as prompt ). Remember to trim as you accell, At clean speed call for FLCH which will also give you CON THR. (On this PC after initiation of the GA, the PM can call AP available (normally after the gear up selection), and you can engage then. NNC review ongoing FUEL IMB EICAS REVIEW cx ATO s REVIEW nothing seen, time to try HND, get wx. ( NB a qnh change will be required but not until you are talking to the next TOKYO app controller.) PLAN - Wx is suitable for a 34L LOC app at HND, send off a LPA ADVISE ATC contirm you are diverting ad they will change you to Haneda on vectors, set new QNH after contact with them having contirmed it. ISM/PAX as previous Setup for the diversion either through overwriting the dest on RTE Page1 or using the ALTN page > Divert now -Option to put the FF into FIX page with 2nm RR for visual prompt of approaching GP, and option to get a RWY34L wpt if you need it for reference by selecting the ILS34L in RTE2 and grabbing the wpt from there as it does not feature in the FMC LOC coding. -NAVAIDS: there is sig terr to the west and HME was not autotuning so we chose to manually tune for terr awareness. BRIEF Included ;

6 - Auto App to a man landing using A/T this time Tlown in LOC/VNAVPATH to MDA+50. Advisories table on chart for ref, the FMC has a valid MAxx wpt so FDS can stay on and AP available to 200ft agl. A LOC app so we shouldn t need any sig alignment in the visual segment, however closely monitor the r.o.d from minimums. - OEI considerations as previous. - Operationally, have speed ( on approach chart ), and gear requirements ( delay as long as possible )cancelled - FUEL review, time to cleanup the FUEL IMBALLANCE ckl which at this stage was now around 1000kg low on the failed side! There is a limitation on fuel imbalance for landing so potentially we could have ended up outside the limits if we hadn t completed the ckl. You will be cleared the approach from ARLON so expect vectors at 5000ft direct ARLON IAF and cleared for the 34L Z app. I think it will be very easy to forget to arm the LOC in this protile so don t descend in LNAV after the IAF. DESC CKL APP CKL We selected VNAV just prior to ARLON, and planned to set the FF alt just after crossing, ( when established on the published approach ), no rush really as the T/D circle is about 2nm after ARLON, however I forgot to set it and when VNAV ALT annunciated, realized the error so we then set 1700 and pushed the MCP button to regain the protile initially in VNAV SPD, we needed S/B to help get onto the path nice and early. ( nb: its not the same MCP alt rounding procedure as that applied to metric altimetry where we round up or down to nearest 100ft, the FF alt is rounded DOWN to 1700 from 1768 )

7 We chose to take the gear at 9dme in the interest of a conservative app in a non normal contig. The gear in transit box indication shows and it takes a very long time for the GEAR DISAGREE message to appear. We acknowledged the message, called for F20 to reduce spd and buy some time, and we agreed to continue app whilst running the NNC with PF role primarily to Tly/monitor the approach while PM also monitors and runs the NNC, we will GA if the A/C not contigured with LDG CKL not complete by 1000agl. ( I would be comfortable landing with a NNC not completed as long as the gear indicated down and locked green ) When the PM selects the ALTN GEAR DOWN switch to down it only needs to be held in that position until all gear indicate down or in transit so I suggest you start the stopwatch on the clock when they indicate all gear in transit. This is because the next step in the ECL is to wait 30 seconds and the possible trap here is that I seem to recall that the ECL timer wont start the count until you select the next page (#3) of the ckl so as time is of the essence it might be a good idea to start timing yourself. At about this point you are approaching GP so set MDA and check end of descent arc meets MAxx wpt. Soon after we crossed the FF however the gear all indicated down and green so we elected to complete the CKL promptly, a quick eicas review followed then ran the LDG CKL, all completed by 1300ft and check the MAP ALT has been set as it is a very busy time. I think if I started this procedure any later and was pushed for time I would be happy to land with the LDG CKL complete and the NNC incomplete in this instance as long as we had the gear down indication. With a little time to spare we briefed no change to landing technique required however In event of GA, yes the gear may retract normally but we will leave the gear down and assess climb perf, obviously if we need to we will then try raise the gear. RWY straight ahead of A/C visual at about 700ft wind from left, using A/B4 we exited at L11.

8 End of part 1. FO protile; RJTT 34L MIURA2 note short sector so brief arrival or at least have charts ready and get both weathers when asking for departure weather. Eng Fail ( no severe damage ) at V1 again. Cleared to TYLER at 4000 to hold but hold cancelled before reaching. Cleared ILS34L from TYLER ( note have gear down by 11.8 IYQ and 160 from IYQ10dme to 4.8dme cancelled ) Auto approach Tlown to minima with a GA due nil sighting. Vectors back for a manually Tlown, man thr app to minimums with nil sighting. Last approach is the LOC34L, from GIINA at 4000ft, no traps just remember to arm LOC and add 50ft to the MDA. RWY is once again straight ahead of the A/C at minimums. All considerations as per Tirst protile. TRAINING AIRSPEED UNRELIABLE, Tirst takeoff with FO as PF we had Capts IAS erratic indication approaching 80kts so rejected the Takeoff. Second departure Capt PF, after retracting Tirst stage of Tlap it became obvious the Capts airspeed wasn t reading correctly, same as the SBY, so called out what I saw, FO called his speed which matched our GS. Announced unreliable airspeed and carried out memory items. *Instructor note that although the CKL calls for A/T arm SWITCHES to off, Tirst logical step after AP disconn is most likely instinctively to disconn A/T using the p/b. Called for FDs off and as we had some Tlap out we set +10 degrees pitch. *Instructor note, reluctant to change thrust as we know we have the right thrust setting for the climb from takeoff in this case, so leave it alone for now. Also he made the point that the recommended thrust setting for unreliable airspeed is an N1 Tigure, even for the Trent which is primarily an EPR referenced engine. A good idea to try level at 5000ft as the FCOM2 contains pitch/thrust settings for this level, with various Tlap settings. At some point try determine which IAS is correct, in this case the FOs matched the GS, so maybe good idea to let him Tly. Complete the ECL. You end up with a valid source of info here with FOs PFD, so a semi normal app can be Tlown with ALTN Tlap extension. No need to get pitch and att settings for the app. That s all we had time for. Helpful Kiwi

9 ######## P1 B777 Dec 2017 Briefing Standard AWO & Icing questions however there are some new slides here with cold weather calculations to do. The presentation has an RNAV GPS chart, and then some questions regarding what altitudes we had to correct etc. The chart was of such low resolution we couldn't read any of the altitudes so he just asked general questions about how to do the calculations without getting into the specifics of the chart. Profile A Start at the holding point RJAA 16R with engines shutdown. RVR 200M all zones. Engine failure at V1. Straight engine failure, no damage. After cleaning up, given RV during the SID for a return for LVO approach ILS Z 16R via GEMIN (automatics engaged). Weather was such that we bugged for CAT3B but reversion to 3A was available. Cleared for the approach from GEMIN. Weather updates during the approach was deteriorating to the point where at about 1700FT the RVR fell below even CAT3B (50M all zones). As per approach ban, we continued to 1000 and had a final update. RVR still below minima so conducted a GA at 1000FT. RV for another ILS approach. Weather improved to CAT1. Completed the FUEL IMBALANCE C/L and commenced the approach via GEMIN. This approach is manual thrust, no autopilot once on base leg. GA at the minima due nil sighting. RJAA closes, RV for RJTT LOC 34L (automatics engaged). Weather was OVC008, 2500M vis. Standard LOC approach flown using LOC VNAV PTH. When extending the gear, the nose wheel fails to extend resulting in a GEAR DISAGREE EICAS. It takes a little while before this EICAS message appears. I called up the C/L to try and get it completed, however we passed through 1000FT and were not technically stable so elected to GA. During the GA I decided to leave the gear down and assessed the climb performance which was not a problem. Once we cleaned up, sim was repositioned back to a 3nm final. We then completed the GEAR DISAGREE C/L whilst in position freeze then landed off the approach. I'm not sure how this is supposed to run but if you put the gear down a little earlier you may have time to complete the C/L and land without having to GA. This was a little unusual for a PC to use position freeze and he agreed with the decision we made to GA however he said there wouldn t be enough time to complete another circuit and come back. As it was we didn t have time to do the LDA training. After having spoken to someone else, they had the gear problem on the 2nd ILS (Manually flown with CAT 1 minima), resulting in a GA like we did, but then RJAA closed and they diverted to RJTT, completing the GEAR DISAGREE C/L on the way over. This makes more sense and so didn t need to use position freeze or fly an extra circuit. It was the first time the STC had run this session and I think ours was just given at the wrong point in the PC. Profile B Start at the hold point at RJTT with engines running. RVR 600M. Cleared for MUIRA 2. V1 cut, no damage, once cleaned up, engage the A/P and get RV for RJAA ILS 34L via TYLER. Cleared for an automatic approach via TYLER, GA due nil sighting. RV for a manual approach to ILS 34L. GA again due nil sighting. ILS falls over, RV for RJAA LOC 34L. Training AIRSPEED UNRELIABLE FO was the PF. During take off roll, captain airspeed becomes unreliable, rejected the take off. FO was the PF. During take off roll after V1, airspeed unreliable. Captains and standby IAS erratic but FO seemed ok. Become airborne and apply the memory items. Once above MSA start the C/L. Ran out of time for the RJTT LDA so didn't complete this. ##########