P2 JUN2018. Asked to identify the expiry date on your medical cert. Not same as issue date typically and found in Note 4 on the back page.

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1 P2 JUN2018 Once again what follows are some observations from the current P2 sim, with some additional notes/opinions offering some of the many available methods to manage this pro<ile, speci<ically for the S/O or JFO facing their <irst PC so please take from them what you <ind valuable and dump the rest. Brie.ing Room questions all straight forward with no surprises except the addition of a HOT calculation required using the e-hot calculator in the CX FOP TOOLS APP on your I Pad. Asked to identify the expiry date on your medical cert. Not same as issue date typically and found in Note 4 on the back page. In SIM need to use your IPAD for all info and setup details. Tune ILS for 16 if you like to con.irm position and you might want to select HDG instead of TRK on MCP. FMC will be loaded with the AVALON4 SID and the WENDY6P into RNAV P 18 at YMML Weather as all zones and +5 so EAI on and no runup required. Notes for T/O brief included importance of STOP call in LVO if fault on runway, and if fault carried into the air we cant return so YMML is DEST and DEP ALTN so maybe get the WX for there before start also. Short sector so charts ready.

2 First T/O w e had an eng fail and THRUST LOSS eicas around 100kts. NB: the TAC stays functioning for this session and it is not what we are used to, it does such a good job it is a little dif.icult to determine the failed side initially. Make sure the stop call gets made, vis 350m so no problem maintaining the centerline. Exercise complete at commencement of the ENG FAIL R ckl. NB: as it was a straight wind down I chose to make a standard PA asking crew and pax to be seated, the STC felt it warranted initiating the alert phase instead which I guess isn t a bad idea to cover ALL possibilities conservatively. If I thought hot brakes may become an issue ie after a RTO at MTOW in an ER at high speed I would de.initely make the crew at stations call. Second takeoff straight rundown at V1 of the right engine with TAC working. Here s what we did Slow rotate and check at 10 ( ER ), surprised to see TAC functioning however even so some additional trim was required, AP in at 200ft agl. At this point the performance with DTO-2-57 was minimal, rate of climb only 200fpm or so, I elected to push the TLs up to max ( acceptable airborne and

3 above V2 anytime ), then just prior to 400ft agl pressed TOGA, then at 400agl reselected LNAV VNAV then called those modes. NB if you were assigned a HDG from ATC after departure this is the 800ft ind where turn should start due to elevation so potentially quite busy. In the debrief the STC was of the opinion that thrust should not be increased until above 400ft agl and after you have con.irmed no severe damage as the increase may cause more damage and poss separation. I think that is good thinking however in this case I felt the performance was not adequate, therefore selected TOGA. >con.irm the failure > check for severe damage none > Hold CKL, PAN call eng fail on rwy, poss fod, continue sid to 4000 sby intentions (Through accell phase will still needed some rudder trim assistance) When clean called for CON THR. ( which is set automatically at Vref30+78kts) >Happy with position and terrain heading south, speed window open to keep the clean speed and ask PM to select VNAV > ENG OUT > EXEC >ENG FAIL CKL >Review eicas cancel >ATO CKL then lights as required, EAI live eng to auto, failed eng to off and check radar ( if not in ER ) We then had a quick review, indications of straight wind down, not going to relight, below MLW however wx at dep below CAT1 minima so lets turn back toward both.ields to assess options, requested a hold at PASCO. It was given with no charted info ATC asked for 345/R one min legs. The wpt is on the Wendy 6P arr which is already programmed. NB On that arrival the previous alt cons is 6000A at KEELA, and the next const will be 3000A at EMSEK so we con.irmed 4000ft holding with ATC, max speed is 230kts in Aus and its an RNAV wpt so no raw data to monitor. On the way to the hold the weather is given as OVC1000 and 3km vis expect RNAV P 16. It s a CASA approved operators only app so we treated it as an RNP AR APP. We then shared the plan.. >Advised ATC intention to.ly the RNAV when ready, will advise >Initiate the alert phase and STAR brief to the ISM >P.A to pax >IOC alert message on COMMS > Company page Prepared for app, send off LPA ( at the expected ldg wt a/b2 gives a nice slow vacate at twy J, naturally the actual LPA will give you only one distance with the remaining.ields no information so u might choose to interpolate from a LPA without a NN code with F20 and 1 X REV to get an idea.) Check the arrival in the FMC and plan on RNP 0.3 as per FCTM using the rnp associated with the highest minima achievable.

4 We checked the NAV RAD INHIBIT and updated the 125ft during the setup/check of the FMC., PORT page approval and valid RAIM not reqd in a diversion but we had one so a bonus. For the brief we included a review of the QRH, NB there is a valid RWY wpt so FDs can stay on, AP can stay in to 200ft agl. Worth noting there is speed control, we advised ATC we could comply with the initial turn RNAV speeds but the 160kts max from 5dme not poss as VAPP at F20 is 164ish. >DESC CKL >APP CKL >Seat crew Exit hold and VNAV showed ACT OEO CRZ with a valid T/D circle from 4000 just after SUSAK however with F1 and VNAV PATH at that point the A/C didn t descend so we intervened with V/S to drive down to 3000ft before AREXO the FF. At this time FUEL IMB eicas, we chose to acknowledge and after a logic check con.irming no leak, (low tank/live engine with reasonable burn so far, and TOT=CALC), cancel to be reviewed in event of MAP.

5 Reengaged VNAV PATH and all good from there. There is a lot happening in this turn and remember the elev as the desc from AREXO is from 2500 agl so you will get the 2500ft call before you reach that wpt and will be con.iguring on DTG not the usual ALT triggers. Approaching AREXO we got the GPS eicas. Very busy so don t get distracted, it isn t strictly required for the app as long as the rnp is suitable so we chose to once again acknowledge and cancel to be reviewed. After SUSAK the rnp changes from 1.0 to 0.3, as you set MDA on MCP approaching AREXO the lat deviation bars are already moving together and the rnp anp.igure starts increasing. As we were setting MAP ALT we got the NAV UNABLE RNP eicas and commenced a GA. There is a speed restriction to be aware of in the turn so.irstly the mode call becomes very important as we should see LNAV re-egngage on an rf leg ( which we did ), possible need to intervene if you didn t to continue that turn and possibly only clean up to F5 and 190 kts ( the max speed from SUSAK for the turn inbound ( I make the assumption the max speed of 180kts on a.inal app segment on an AR app relates to arriving speed for the desc pro.ile to minimize rod and therefore not applicable in a GA scenario?) For us by the time we called the modes we were tracking south, so advised ATC we had a nav issue and requested HDG160 which was given. Set clean speed passing 100ft AGL and when clean select FLCH to achieve CON THR. >Press the CKL button to see what we have.irst and go from there ( GPS issue resolved and eicas now gone ) >FUEL IMB CKL >Review eicas >ATO CKL (lts EAI radar ) Update WX and now expect CAT3A ILS X via NEFER. Vis 200m all zones. NB YMML notammed at CAT3A only in pre dispatch paperwork. Advised ATC can accept > Advised ISM and Pax with combined PA and include PEDs off ( just had to mention it ). You will need any arrival that has NEFER, we used the WENDY6A but CAUTION: When building the approach DO NOT select the ILS X 16 with the BETLA transition, you are.lying the NEFER Tx even though it.lies through BETLA and if you do select it you will get a initial turn inbound depicted followed by a return to wpt BETLA.

6 So skip the BETLA tx and join the discount from CF under BETLA to achieve this; If you end up holding remember to time the I min legs. >BRIEF ( LVO considerations of ldg lts off, no reversion, will be a minimums call looking for 3 rwy lights, listening for no.lare, retard and no rollout etc, call clear of green and yellows etc review QRH LVO sec. LPA :happy with existing assessment adding 600ft for the autoland so bump up A/B to 3 for a slow taxi off at J as per previous. >DESC CKL >APP CKL > Seat crew NB the BETLA tx starts at 4000ft whilst the NEFER is 3000A so you will see the T/D circle just prior to the inbound turn and the A/C did commence descent in VNAV PATH to 3000 brie.ly before capturing GS. Not sure if it was intended but the LOC and GS indications were not showing until established inbound and passing 3500ft., so we continued in LNAV and VNAV PATH with backup plan to maintain 3000ft and LNAV across CI16X and advise ATC if not established. Passing 200ft agl we got the NO AUTOLAND eicas, not visual, so commenced a GA

7 Passing 1000ft in the climbout we got ENG EEC MODE L eicas, called SBY and continued cleanup, once clean and CON THR set ( by selecting FLCH ) we ran the.irst NNC.. No point asking for the ATO CKL as you know there is at least one or two NNCs waiting after the CKL button is pressed. >ENG EEC MODE L CKL nb it calls for the a/t disconnect then to retard the TL to mid posn, obviously this should be done after you level at 4000ft as you need all the thrust you can get for the climb out so hold the CKL until you can afford to retard the TL. The a/t is then re-engaged after selection of EEC ALTN mode. > FUEL IMB CKL.review progress of balancing, we chose to leave it for now. >EICAS review >ATO CKL lts, eai, radar REVIEW : GA due no autoland and not visual so GET WEATHER. Conditions now suitable for CAT1 ILS so >Advise ATC >Advise ISM/Pax with combined PA. >LPA not required revert to original setting A/B2 from a manual landing. ATC clears you for CAT1 ILS from NEFER at 4000ft. Setup FMC as previous, reselect minimums selector to BARO Briefed for CAT1 ILS Z 16 again with differences only ; plan to a manual landing due no autoland message still present, AP can stay in to 100ft agl if required. Reviewed the fuel and completed the FUEL IMB CKL to avoid landing with a 2041kg imbalance as noted In limitations section. (I have had different trainers express differing opinions on whether that is a limitation that applies in this instance so just avoid the discussion by managing the fuel would be my advice.) >BRIEF >DESC CKL >APP CKL >Seat crew We established VNAV ALT over NEVER and set 3000 again, LOC and GS indications OK this time and A/C started desc just prior to the turn inbound again. Don t forget to arm the APP. Visual at approx. 300ft agl and no rush to disconnect AP however it is also a good idea to get the feel of the A/C, TAC operating so no trim change when manually.lying and a/t functioning. Its an ILS so the good news is the rwy is straight ahead and with a/b2 we taxied off at J as planned. RESET to 8nm for an autoland in CAT3A minima, we had no faults on touchdown. FO PROFILE DIFFERENCES Pro.ile is the same with following exceptions;

8 All wx suitable for dep/arr. Follow the setup guide on the pro.ile plan as it directs you to the RWY/TO DATA change CKL as the engines are already running. First TO is a RTO around 100kts from right seat single pilot due engine failure Next TO vis 600m with straight wind-down at V1 ( NB climb perf not good so do consider the thrust increase if you feel you need it anytime airborne and above V2 ) PASCO hold programmed then the same RNAV APP. ( NB the VNAV desc prior to AREXO functioned normally this approach.) GA due nil sighting. Return for CAT1 ILS Z via NEFER at 4000ft ( see note above re not selecting BETLA Tx ) On this approach I don t know if it was the intended event but the ILS indications did not show, we tried arming the app to see if they would appear when established inbound but we only got some occasional random ghost pointers, LOC did engage brie.ly but caused random bank. We stuck with it in VS and LNAV until 3000ft then commenced a GA from 3000ft For this GA we pressed TOGA for the climb to 4000ft, retained F5 and commenced accell as soon as mode calls completed. As a result the CKLs are a little out of sequence, the NNCs were OK but the Normal showed the LDG CKL, a reset was required from the CKL RESET RESET NORMAL tab. Next approach ILS 16 Z from NEFER to CAT1 minima with a landing. After landing instructed to turn Left off J onto V. During that turn ATC advises.lames observed from L MLG. I chose to get FO to turn into wind and park brake while I made the ATTN CREW AT STATIONS call X2. Then took control and asked he con.irm with ATC we heard correctly before going for the evac. Con.irmed so we ran the evacuation CKL. ( FOs You know whats coming here so it is acceptable to press both OUTFLOW VALVE p/b switches to manual and select OPEN whilst reading the title of the CKL etc. ) CKL is read and do otherwise and best not rushed, ie Park brake set Capt that s you or something like that if necessary. You wont be thinking straight in the real scenario so make it very clear and stick to the steps, you don t want pax sliding out toward a running engine. Then lastly A/C positioned for a 30degree right base position incpt to ILS YMML 27, loc and gs avail but no DME so have FPV and PROG page selected. Fly however you want with or without autopilot to a manual landing with manual thrust, after an automatic PC like this one its very easy to forget you are responsible for the thrust on approach..just saying. THAT S IT! Helpful Kiwi

9 P2 June 2018 B777-ER CP + FO Autopilot available and TAC works for all the engine failures throughout both profiles. Profile 1 Start at the holding point for runway 18 YMAV with engines off. Using the briefing slide on your ipad, run through the items to get engines started and call ready. RVR 350 all zones using the LVO take minimum chart from the slide show presentation. Weather was 250/10, 350M mist. RTO just after 100KT due ENG FAIL R. Conduct the RTO, give the appropriate alert phase cabin calls on the PA then commence the EICAS procedure, exercise complete after you confirm the failure. Reposition for another take off. ENG FAIL R just after V1. No damage, just a straight engine failure. Remember to turn to the assigned HDG at 800FT if you haven t asked for anything alternative in the initial Pan call. Clean up, they give you RV for YMML at 4000FT and to expect the RNAV RNP P 16. Check the weather, it s 3000M vis OVC 1000FT, so only need to use the 0.3RNP minima. Given RV for PASCOE and to hold there using 345 /R/1MIN pattern. PASCOE was not in the original legs page, so need to load the WENDY 6P to get these waypoints. In the hold we were given a descent to 3000FT. When ready they clear you for the approach. The profile has you at 3000FT until the FAF so you fly for while in level flight. Half way around the turn you get GPS fault, we left the C/L but noted the ANP was ok and continued but it slowly drifted out. Once the turn was completed and around 1000FT we ended up with the NAV UNABLE RNP caution and so commenced the GA. As we were already on final approach we could accelerate at 1000FT and clean up. If you commenced the GA and you were still in the turn you would need to adhere to the Max 190KT on the chart. Climb away, RV for the ILS X 16, LVP in force to Cat 3A only. Weather was just above cat 3A minima but there is no reversion capability to Cat 2. Received RV to NEFER (need to enter the WENDY 6A to get this waypoint) and cleared for the approach. FUEL IMBALANCE popped up so did that. GA due to NO AUTOLAND below 200FT. Climb away, RV for another ILS approach, this time the ILS 16 Z. Heading towards NEFER we got ENG EEC MODE L caution, completed the C/L and continued the approach. Weather was above Cat 1 now. During the approach we had the NO AUTOLAND again on final, but as it was above Cat 1 and a manual landing planned we continued. Landed off this approach. Reposition to 7NM final for a Cat 3A approach with an auto land completed. Stop on the runway, exercise complete. Profile 2 Start at the holding point YMAV 18, engines running. Need to do the RWY DATA CHG CL to get ready for departure. Weather was 250/9, 600M vis. RTO just after 100KT due ENG FAIL R. Both PF/PM roles are normal up until the failure, from then on the CP plays no further part and the FO does the RTO on their own up until commencing the C/L.

10 Reposition for another take off. Profile very similar to profile 1. Approach 1 is the RNAV RNP P 16, the GA due to nil sighting. Approach 2 is the ILS 16 Z, GA due nil sighting. FUEL IMBALANCE C/L. Approach 3 is the ILS 16 Z, land off this approach. After landing, asked to vacate at J. As we turned off we had the right gear collapse and call from the TWR advising of smoke coming from the right gear. EVAC C/L actioned. Exercise complete. Training exercise, repositioned to a position on a right base for runway 27 at YMML. Your at 12NM and on a 30 intercept heading for final. Fly a visual approach, set it up any way you like, use automation if you wish, however you would do it on the line.