Validating radio button checked
IDENTIFY Problem: Continue to do the old Global Assessment to verify problem. EXECUTE Captain assigns PF/PMConduct the procedure (ECAM/EE)Cautions & Warnings Requiring QRH Follow-Up, ECAM Advisory Conditions & Recommended Actions, QRH procedures.4. Autolands require using the i Pad A320 Land App to determine landing distance. FO KJFK RNAV (RNP) 13L Approach (First Look), Landing 5. LOC - Select FPV no later than FAF (used to be as you intercept final). I had a brain fart and couldn't remember if that was normal (after shutdown) or indicated damage. After ECAM checklist, it's ENG 1 FAIL follow up (it's on page 50-just memorize that). There are maps all over which direct you to where you need to be. It's all instructional and goes pretty much as the guide states. This is apparently how it would look if both pitot tubes iced over.You cannot use the Standard Assessment for an Autoland. ROSLY is 5.3 nm from ZALPO (FAF) and you have to lose 1200', so I slowed and configured by ROSLY-made the preset the 3 deg, 0.3 nm prior descent, and landing check less of a rush. FO Engine Failure at V1 (First Look), Single Engine KJFK CAT I ILS 31R Approach, Landing. SIMP had a good technique: as soon as the PM goes to the follow up items, the PF can start setting up the box and getting the weather. Brief the approach (don't forget to use the card like I did). A little odd not knowing many folks there but everyone friendly and helpful ... Forgot to arm the localizer on the non-managed VOR. Day 3 CKA was good, went over all the slides in the presentation. When everything is done call for taxi, remember all lights on crossing runways 15/L R. After Immediate ECAM action, went to page 72 and followed procedure.The material presented is in it's raw form as submitted to me for your review. Sent dispatch an ACARS message he advised IAD had much better wx. - Capt low vis T/O after determining vis requirements, including need for T/O alternate- Cat III dual with auto miss due to Southwest taxiing into critical area- FAC 2 fault�remember FIX (no follow up in QRH) (remember global assessment)- Cat III single, due to FAC inop, to a full stop landing- F/O T/O with an ADR fault (no follow up in QRH) (remember global assessment)- F/O VOR to 31L (approach is in the database) Can use A/P til 250' AGL- Missed approach using alternate procedure (makes the miss an easy event)- Capt RNAV 13L to a miss using alternate procedure - F/O RNP 13L to a full stop (displaced thresh hold, easy to get low, stay on the PAPI) Can use A/P til 250' AGL- Capt T/O with vectors for LOC 22L to a full stop (Will use ILS in database along with FPV)***BREAK***- F/O T/O with eng failure at V1 (don't rush but, get headed back to airport at earliest convenience)- F/O hand flown ILS from base leg to minimums (land)- Capt T/O with eng failure after V2 (F/O will most likely run QRH procedure for training)- - Capt hand flown ILS from base leg to minimums (land)- F/O T/O with: TCAS RA; High altitude engine failure with drift down (memory item)- High alt recovery upset (nose high and low) for each pilot- - Low speed (RTS portion was conducted straight out of the Training manual (available on My Mobile 365 fleet training tab) and RTS briefing slides (available on AA Pilots).
Left it on day rest of periods and just set to min brightness. Stay on FD until 100' for landing so not disoriented. A320 RTS and R9 Briefing Slides and Power Point Presentations: Pilots can go to A320 RTS Briefing, A320 R9/R18 Briefing, and the Systems/Limitations/Validation Walkaround Brief. FLYMaintain aircraft control: PF: Aviate & navigate PF: "My aircraft"FMA Awareness2. After missed approach and clean up we received a FAC 1 fault. With one FAC inoperative you cannot execute a CAT III Dual approach, thus, with the degradation your next approach is a CAT III ILS Single approach to a landing. Cat III Dual approaches use a 100' AH and for a CAT III Single approach use a 50' DH. For your second approach make sure you change the 100' AH to a 50' DH. The criteria for a mandatory G/A is 0.2 for a GPS approach (0.3 RNP), but 0.15 for an RNP approach with a 0.3 RNP (silly, isn't it? This time, "Alternate" missed was a right turn out of traffic, then he gave the F/O the jet on downwind to do his approach, so I never landed.4. After that, it's just like before, except you say "Clear ENG 1" instead of "Clear ECAM". I looked at the IAE engine gages and saw "XX" on N2. All takeoffs are NADP 2 (1000'/1000'), unless 10-7 says to use NADP 1 (Rev 19) R-9, first time in DFW. Day 2 Had a simulator instructor, very young, gave us a good review of the various approach profiles in the brief. This can be confusing as initially it looks like an ADR issue, and especially as you also get a NAV ADR message on the ECAM.
FO Takeoff, KJFK VOR 31L Approach, Missed Approach (Alternate Procedures), ADR 2 Fault3. Just remember to sign the sign up sheet to get paid. Make sure you activate and confirm after every approach briefing. ATC wanted us to continue taxi we did not until runway change in FMGC and we did taxi checklist again. On Clipper arrival we held at BAL at 10,000 feet due to DCA wx. One important change for R-9 is there is now a separate set of slides with limitation questions and answers and the walk around slides, for more questions. Briefed CAT 2 procedures, inserted E/O MA in secondary flight plan.
CA Takeoff, KJFK RNAV (RNP) 13L Approach (First Look), Missed Approach (Alternate Procedures)4. I forgot on first approach but figured it out pretty quick. Takeoff on Runway 22L Logan 2 departure uneventful. Of course it got colder 5 minutes later engine anti-ice back on. Seat belt sign off when we got above clouds around 9000 feet. Captain was flying and we were planning CAT2 RWY01 DCA. Highly recommend you view both sets of slides prior to your R-9. Our paperwork from the training manual did not match the scripted profile so the CKA filled in the incorrect data. My CKA gave us the choice of KBOS to KDCA or KDCA to KBOS. During the taxi out at BOS was given a runway change from 15R to 22L. Followed ECAM, waited for it to cool and placed back on line. Briefed approach, Computed landing distance, inserted WTHSE fix, then Transferred the A/C to Captain. R9 BLUF: Review Airbusdriver.net, review R9 briefing slides and training guide thoroughly and then "chair fly" the approaches along with notes/references from ... Great Sim Ps and CKA that transmit outstanding training via the script.
If in FZRA, FZDZ, Freezing Fog, or PLUSSN: 70% of N1 momentarily at intervals not greater than 10 min. We finally told ATC, and received vectors to ILS 24 at KBDL. X checkeverything looks good so one FCU channel is lost. BOS weather was crap so I decided to have FO take us to JFK (1000/5) for ILS to 31L. ACARS popped up with gate info at JFK (amazing how that happens;). Good practice for loading the secondary flight plan and then executing it; also, the wind shear exercises were well done. The holding clearance on the KEWR RAV (RNP) Rwy 29 was interesting:"Hold Northeast of TETER on the 219 course, right hand turns, 5 NM legs, EFC 0245Z".
IAE: 50% of N1 momentarily at intervals not greater than 15 min. F/O flew an uneventful approach and landing, taxied to the gate, and the LOE was complete. We ended up declaring an emergency due to traffic priority. CKA took the time to thoroughly educate us on how reactive vs. Reject due to APU Fire just prior to V1 finished off the sim session. My last year's sim had a detailed briefing (that did not come into play) about when ATC issues a hold at an RNAV fix that is not defined by any ground base nav they will issue the hold as a course and not a radial.