R3 vol8 A330 only

WARNING: this is only a suggestion /tips/handy info only. Please always revert to company manuals.

Briefing room: you may be asked recalls which is standard for all R sims. You do the brief in the class room for ELEC EMERG CONFIG so flow as per how you will fly the approach with threats etc. Download on your IPAD the interactive brief to consult with and is required for the SIM.

UPRT: Upset prevention and recovery

First exercise: wing overs in normal law and alt law. (warm up)

Then Stall recovery at FL370 with UPRT: “stall, I have control” = Disengage, push, roll, thrust, stabilize etc.

Also, low energy recovery, high altitude, FL370, behind the drag curve in coffins corner. You end up VS 2000’ down to increase your energy state. Good brief in E- Learners world “Low Energy State”.

Apparently A350 problem with mountain waves, not sure as I am A330 only! (better the devil you know)

RECOVERY ACTIONS: E-Learners world

- Announce “Speed I have control” - Increase the thrust and/or adjust the pitch depending on the circumstances, until the low

energy situation has been recovered. - At high Altitude, thrust increase may be necessary to increase energy. A pitch down

action(descent) may be necessary to reduce angle of attack and recovery energy. If so it is recommended that a V/S of 2000 fpm is used.

Electrical Emergency Config A330 WITH EDP

This procedure is written for ELEC EMER Generator driven by the EDP.

When ECAM ELEC EMER CONFIG appears on upper display the autopilot drops out and the auto thrust, you lose the bottom display and the FO ND and PFD. Thrust reverts to N1 mode, manual thrust. Confirm, I have control, standby. Re engage autopilot 1 and PFD reverts to HDG /VS, manual thrust and turn dome light ON for cockpit lighting. You are now flying in Alternate Law and no flight protections.

Confirm I have control ECAM actions: Problem for PM, management of the STATUS page on EWD.

When only one ECAM display is on: In this case upper EWD;

FCOM: STATUS

“It displays the STATUS page only when the pilot pushes the STATUS pushbutton and holds it. He can display the next STATUS page, if any ,by releasing the pushbutton and pushing it again (before 2s have elapsed).The pilot can keep the STS pushbutton pressed to display the STATUS page for a maximum of 3min, after which the ECAM automatically displays the EWD”.

No Lower EWD/upper only. Declare an EMERGENCY “mayday, mayday, mayday”. Require radar vectors to a long final. (I suggest 15nm final at 3000ft, will explain later).

Re engage Autopilot/manual thrust N1 mode. Select OPEN descent when ready, your thrust.

During the STATUS flow you are required to enter the GW/CG in the MCDU fuel page. This information is gathered off the ZFW plus fuel in tanks for the GW and you can take the CG off the trim wheel. This boots up the FM and you now have FM1 back.

Once ECAM actions are complete, go to QRH ELEC EMER CONFIG C/L and brief your arrival from the QRH. Included FLYSMART landing distance which is not an issue with Config 3 and VAPP (you have A/SKID available only if EMER GEN supplied by the EDP). QRH is a read and do C/L during the approach. Items to think about during the brief:

- A/THR N1 Degrade mode so in the missed approach and if you go to TOGA, you will over boost the engines/red line. If you have to Go-around, push the throttles up and get the PM to set the THR carefully.

- AUTO brakes not available. (you have A/SKID available only if EMER GEN supplied by the EDP)

- No THR Rev.

- ENG Anti ice defaults to ON (increase fuel flow by 1.5%)

- NO NWS (towed off the rwy = inform ATC)

- Do not use SPD Brake

- 2T fuel unusable in each inner tank so your fuel state is limited.

LAND RECOVERY ON BASE LEG:

- Auto PILOT LOST after land recover ON - LG gravity extension (once its down, it stays down) - Once gear down you revert to Direct Law/manual pitch trim - NO landing gear retraction with 200kt spd limit - Raw Data (FD drop out) - ILS 1 so you have the diamonds. - SFCC for flaps - Landing is performed with pedal braking and anti-skid

STAR briefing to ISM also PA to pax required for the exercise. Tell ATC require long final and stuck on RWY require assistance.

Suggested Flying technique for approach:

- Request 15nm final at 3000.

- On base Auto pilot disconnect then run QRH approach C/L LAND Recovery. (this saves an extra ECAM)

- Now Raw data, radar vectors but still in Alternate Law. (A/C still auto trimming)

- Config to F3 while joining long final 07L (still Auto trimming). You may get Landing gear not down warning due to RA1and 2 inop? Cancel warning.

- GS intercept, set missed approach ALT and let the A/C auto trim on the ILS at Config 3

- Then Alternate gear down, complete QRH C/L so when you go into direct Law with alternate gear and manual pitch trim the A/C is already trimmed. You will have to do little or no manual pitch trimming. The A/C fly’s well.

-Fly the diamonds and Land. This method works well, and the A/C is nicely trimmed plus a long final gives you time to feel it out etc.

- Remember Calls for manual flying. EG “SET HDG 040” “SET ALT 3000”

- Ra1 + 2 Fault so no 1000,500 or 50 ft auto calls for the PM.

- PM remember ALT gear down to arm the spoilers.

- If you miss remember n1 mode, don’t over boost ENGs on the go-around.

- Run the QRH as read and do all the way to Landing.

DUAL HYDRALIC FAILURE G + B A330 (MOST DIFICULT DUAL HYD FAILURE)

Take off HKG 07R, auto pilot available and during the clean-up ECAM Blue Hydraulic which leads to the loss of the B system. Once around the corner and clean (for our sim) ECAM Green hydraulic heading toward TD at 5000’ so now Duel HYD failure of the G + B systems. “Mayday, Mayday, Mayday” call to ATC.

No auto pilot and I suggest you go to manual thrust for the G + B failure (fly’s better with the floating flight controls). Side stick will not be centred for neutral position so you have to find it to stay straight and level, so should be slightly off-centre wings level due to the floating controls. A/C fly’s ok in manual thrust, so the Auto thrust is not hunting all the time.

Run the ECAM, turn back for 07L, set up for the approach including Fly smart landing distance, (Conf 2 VAPP). Landing distance is now a major player as you have NO braking, no auto Brakes, No alternate Brakes, NO antiskid and NO slats (jammed). Which leads to accumulator only! (7 applications on the pedals limited to 1000psi). You can opt for Holding Limes to setup but again we asked for vectors for a long final 07L HKG (15nm/ 3000’). That gave us plenty of time and avoided lots of turns going around a holding pattern. If you opt for the HLD Limes i suggest 10nm patterns due to control ability issues.

Now brief and run the QRH C/L and also follow QRH as a read and do for the PM. QRH C/L , VFE next to configure and remember VLS on the PFD always presents what the Slat/Flaps are jammed at. So VFE next to config 2 then set VAPP from fly smart with the backup of don’t fly <VLS +10, as in the status review. So, Fly smart VAPP should be at or above this number?

(Second go in the RT is a B + Y dual hydraulic failure which is a lot easier. Basically, same as recommended for B + G but very little control ability issues and normal G brakes for the landing etc.)

LANDING

On the landing I opted for leaving the reverse due to the swing with the Yellow reverser with no braking for controllability issues. Also, I opted for not going to Reverse idle as this creates a higher idle thrust setting on the engines for landing distance?? This might be bull shit, but I remember a instructor demonstrating N1 on the RWY with idle REV and no reverses selected. I am not positive on this point.?? You will use most of the LDA on 07L HKG and braking to 1000psi with PM calling it is a gentle exercise. Also, positive flare and don’t float or you may be swimming at the other end of the RWY.

UNRELIABLE SPEED INDICATION A330

As per the script for competency development 2 you are holding at ABBEY FL180 when the A/C enters ICE and the probes freeze up leading to multiple ECAMS and into Unreliable airspeed situation.

- Disconnect Auto pilot - Memory items - At a safe ALT (you are at FL180) level off for trouble shooting - Good pitch and thrust to set initially during the confusion 4 degrees and 60% N1 - Call for QRH C/L (WARNING: Don’t turn off the ADIRS turn switchers or your F%$ked. Only

ADR push buttons!!!

- Trouble shoot ADRs as per QRH - Which leads to All ADR off QRH C/L and Unreliable C/L. 2 C/L to run - Now BUSS (WARNING: If you are in the sims that have BUSS. EG: HDA02 SIM 00 and CPA19

SIM 04. CPA13 SIM 02 you are on your own, NO BUSS, sorry you’re in deep trouble.) - Fly the BUSS, 2 degrees down, idle THR for vectors to a base leg 25R HKG, basically for long

final, via river 4500’.

- On base leg fly level 4500’ then configure fully as per QRH conf 3 gear down and be in this landing configuration, level before you descend on the diamonds (GS) for the final approach. We tried to configure while going down the slope /diamonds and all went pear shaped that lead to a Missed approach. The QRH C/L states: fly level to configure for good reason as we discovered. QRH doesn’t spell it out (level flight for final configuration), and you are running two QRH C/Ls. The all ADR off and Unreliable SPD C/Ls.

- Remember long finals again to give yourself plenty of time. Intercept glide path which is the diamond and fly the green all the way, easy. We decided not to do this %^%#!!!

- You may also use the Bird, not sure on this one??