Ask The Pilot

[moa999]

Another missed Xmas jb747? Will you do turkey on Boxing Day?

 

[jb747]

Another missed Xmas jb747? Will you do turkey on Boxing Day?

When my son was young, we would move Xmas as appropriate. Now, it just means I missed it.....the day won't even exist because of the international date line. I don't attempt to bid for the days off, there are others for whom those days are important, and they can have them.

Anyway, it's probably the second last time it will affect me.

 

[jb747]

Sim time again. This time two sims were planned on consecutive days. That’s a bit more work to prepare for, but means I don’t have to travel up from Melbourne twice.

For the first sim, they didn’t have an FO available, so one of the sim instructors sat in. That can sometimes be problematic, as they very rarely actually sit in the seat...but this guy was very good. He had a very interesting history, going back to RN Sea Vixens, and Phantoms.

In some ways the exercise was something they try to avoid. A lot of small sequences to cover, so they didn’t necessarily flow as they would in the aircraft. The check Captain running the exercise handled that nicely, ensuring that our heads had caught up with any jumps in the exercise.

During the briefing there’s always a bit of a quiz, followed by discussion about anything topical, or new for the exercise. In this case much of the time was devoted to a new (to us) system that will progressively be added to the aircraft next year. Called ‘brake to vacate’ it allows the automatic braking system to target a particular runway exit. An additional component of this also provides warnings if the runway is projected as too short, or if after landing it thinks an overrun is going to happen. This has been in service with other airlines since early days, but wasn’t on ours. During the sim this was tested in a number of ways, but more of that later....

The exercise starts with a take off. Engine failure at rotate. Sort that out come back for a 3 engined, manually flown ILS. Repeat for FO. In this instance, they’re really just looking for me to give the correct support when not flying. 3 engine go around. Back around again for a 3 engine landing.

Next up we are instantly positioned to about 15 miles out from Sydney 16R. This time we both have a go at flying a localiser approach. Because the aircraft will actually attempt to synthetically generate the glide slope, we don’t tell it what we’re doing...so select an ILS, and then the G/S is failed. For those into the details, it’s flown in LOC and FPA modes. Like pretty well all of the components of this exercise, it’s done twice so that I can show that I know how to fly it, as well as support someone else flying.

Back out to 15 miles, and this time a manually flown approach, with no visual or electronic glide path guidance. 300’ for every mile works quite well enough to drop you into the visual slot.

Sydney has an approach procedure called a PRM. It’s basically simultaneous ILS approaches to runways that are inside the normal separation standards. So the PRM part is a procedure for ATC to initiate that will keep aircraft separated if one loses the plot and start to infringe upon the other track. Sadly the regulatory authorities have made this much harder to fly than it needs to be with a requirement that it be manually flown...even though you could make the aircraft do it accurately and simply. And just to add a bit of icing, procedurally it’s different if you’re given the descending or climbing versions, even though (again) there’s an easier way. So, we both do this, in both directions a couple of times.

Next up, I’m instantly flying downwind at Melbourne, where, overnight, a 2000’ hill has appeared 5 nm east of the airport. The terrain avoidance system goes mad, and following the procedures for ‘pull up’, manage to avoid the hill. Actually the sim had a bit of a meltdown during this, and not only gave the ‘pull up’ commands, but a number of others... I guess it didn’t believe in the instant hill either.

For all of the earlier landings (at least the ones with all engines), we’ve been using the new ‘brake to vacate’ features. Now, we go to Melbourne 27, where the combination of wind, rain, etc is going to make the runway too short. So, over a couple of approaches, we get to see various warnings associated with that system. Lastly we land, use no brakes or reverse, and wait until it decides an overrun is likely...at which point it issues voice commands max braking and reverse. That point happened after the runway intersection, but the aircraft still stopped on the black, though I suspect the brakes would have been well and truly alight.

My take off again, and this time we lose air data to both pilots’ displays on rotate. AF447 anyone. Simply select the normal climb attitude. It’s stable, so no need to touch the power. Leave the configuration alone. Aircraft climbs out normally. When away from the ground, run the checklist and get displays back. Power + attitude = performance. If the first two are where they normally are, you really don’t have a problem.

Another IP, and this time set up a two engine approach. We almost always practice this with both engines out on the same side. On opposite sides is too easy. Land off this.

And that leaves us with the last item for the day, which requires an IP up into the cruise. My old favourite...a rapid depressurisation, flown by the FO...the exercise is complete when we reach 10,000’ and finish any ECAM items.

....to be continued.

 

[jb747]

And now the second exercise. This one has a totally difference character, with an attempt to duplicate a couple of complete flights.

But, we can’t do an entire DXB-LHR, so it starts over Germany, in the cruise. Any information that you’d normally have at this stage of the flight is available, so we know the weather in Frankfurt, Cologne, Vienna, Munich, Paris, Amsterdam, and London.

Pretty soon we start getting electrical glitches…which rapidly escalates into all of the generators tripping off line. Given that it’s a very electric jet, that causes a cascade of failures. All of the automatics drop out, the flight control laws revert to direct, the FO loses all of this displays. Most fuel pumps fail…the list displayed has about 50 items in it….none of which we can fix, so you just have to live with it. Because of the loss of the fuel pumps you need to descend to FL200 (or below). Some fuel is trapped, but the descent increases the burn appreciably. There's no need to rush through any of this though, the aircraft is perfectly flyable.

The closest airport is Frankfurt, but it has relatively low cloud, and reduced visibility in mist. Not outlandishly bad by any means, but not first choice given the lost systems. Paris is better, but further away. Amsterdam is about the same distance, good visibility and no low cloud, but a quartering wind gusting 20-30 knots. You could quite reasonably choose any of them, but the reasons would be different. I chose Amsterdam. Exercise over once the aircraft is tracking to the new destination, with ECAMS complete and all items discussed and decided.

Next, we’re on the ground in Frankfurt, in thick fog, just about to take off for London. Take off on 07, and lose an engine at a couple of thousand feet. There is high terrain just north of the airport. Clean it up, don’t go near the high ground until you’re above the safety height. Start up the APU to get the missing engine generator back (oh, the APU was u/s for the previous exercise). Cat IIIB auto land back in Frankfurt.

Coffee break.

Next up we’re now in Paris. FO flying (a real one this time). Pretty wet and lots of weather forecast on route. Thunderstorms in the vicinity of Heathrow. Normal take off and climb. Big wind shear during the climb which pushed the aircraft up towards max speed…caught nicely by FO.. .and beautifully timed by the check Captain as I was looking down to load the FMC for the arrival. A bit of mucking about with changed clearances during the arrival. Eventually fly ILS to 09R, but get a wind shear warning and go around. Second approach is an FLS LOC to 09L (localiser, but with synthetic glide slope). Land.

Last item. Another visual approach from about 10 miles out, but with horrid gusty winds. About a 45 knot shear from one side to the other, with the sim set to its max gust. Get to runway…where the landing was solid, to say the least.

Go home.

 

[moa999]

Interesting.
Are you aware of any other (what I would call core) systems that differ between operators of the A380?

Presumably makes it harder for Airbus as well as they have to keep track of all the variations, and ensure everything works as intended when pushing out an update/release.

How much training would be required to say step into a new RR engined EK A380?

 

[flyer89]

Interesting stuff JB. Friend of mine who flies the A350 was enroute yesterday from HKG-EWR. Pacific Ocean, hydraulic overheat, prepared to divert to YVR but it cleared so continued on. Aircraft remains in EWR waiting to be fixed. Things sure do go wrong when they are new. Delivered in August.

 

[jb747]

Interesting.
Are you aware of any other (what I would call core) systems that differ between operators of the A380?

Core systems...the engines would be the biggest difference. Most stuff is trivia, and is build on top of the basic systems. I expect that our aircraft will have BTV fitted for quite some time before we actually start to use it...the more basic system will still be there as a fallback.

Presumably makes it harder for Airbus as well as they have to keep track of all the variations, and ensure everything works as intended when pushing out an update/release.

Airbus use an electronic manual system, which builds itself for each aircraft. So, when I select the manual, I can select a number of the original test aircraft, a generic aircraft fitted with just about everything, or each of our individuals.

Any changes are very slow, as the path through checking and rechecking is tortuous. And errors do still get out there.

How much training would be required to say step into a new RR engined EK A380?

None. For the different engine, anywhere from "read chapter 70" to one sim.

 

[Captain Halliday]

Where did the hill appear? I’ve always wanted a house on a hill overlooking the approach.

 

[Quickstatus]

24/11/17
PER-DPS QZ535 turned left 300feet AGL after takeoff.
Investigation: AO-2017-114 - Operational non-compliance involving Airbus A320, PK-AZE, Perth Airport, Western Australia, on 24 November 2017

Aviators,
How quickly does an A320 get to 300feet AGL after rotate?.
At what altitude does “gear up” usually occur?
Would positive climb have occurred by 300feet?
Is climb performance negatIvely affected so early in the flight by this manoeuvre? Add in a left engine out?

 

[Captain Halliday]

View attachment 111654 24/11/17
PER-DPS QZ535 turned left 300feet AGL after takeoff.
Investigation: AO-2017-114 - Operational non-compliance involving Airbus A320, PK-AZE, Perth Airport, Western Australia, on 24 November 2017

Aviators,
How quickly does an A320 get to 300feet AGL after rotate?.
At what altitude does “gear up” usually occur?
Would positive climb have occurred by 300feet?
Is climb performance negatIvely affected so early in the flight by this manoeuvre? Add in a left engine out?

And for those who fly domestic, for comparison purposes at what altitude does the left turn typically happen when departing RWY15 at YBCS (Cairns)?

 

[AviatorInsight]

Aviators,
How quickly does an A320 get to 300feet AGL after rotate?
Not sure but it really does only take a matter of seconds. I’m going to guess around 10 based on an initial climb attitude and rate of 2000fpm.
At what altitude does “gear up” usually occur?
As soon as I see a positive rate on the VSI and the altimeter winding up the right way, so around 20ft.
Would positive climb have occurred by 300feet?
If it hadn’t I’d be very concerned.
Is climb performance negatIvely affected so early in the flight by this manoeuvre? Add in a left engine out?
All aircraft operating under the Civil Aviation Orders, in particular regulation 20.7.1b states

7.2 In the take-off configuration that exists with the critical engine inoperative and the landing gear fully retracted, the aeroplane at speed V2 must be able to achieve a gross gradient of climb of at least:
...
(b) if the aeroplane is not a commuter type aeroplane:

(i) if it has 2 engines — 2.4%;

And...

7.3.1 An aeroplane may be accelerated in level flight from V2 speed to final take-off climb speed at a height above the take-off surface that is the greater of:

(a) 400 feet; or

(b) the height necessary to achieve obstacle clearance

What this means is with an engine out in the take off configuration at a minimum speed of V2 (the take off safety speed) an aircraft must climb away at a gradient of 2.4% (gross).

I think the second point is self explanatory but at most of our airports in the country our company engine failure acceleration altitude is 1000ft AGL.

 

[AviatorInsight]

And for those who fly domestic, for comparison purposes at what altitude does the left turn typically happen when departing RWY15 at YBCS (Cairns)?

The CAIRNS2 DEP says:

At the earlier of 400’ or the departure end of the runway turn LEFT to assigned heading.

I haven’t done a CNS in a while but I’ll take note next time on the turn where we hit 400’ and the departure end of the runway.

 

[por930]

Why the Aviation Authorities allow companies like Air Asia to fly into/out of Australia is crazy. They were for a time even banned from flying some of their own routes in Indonesia, and still banned in the European Union...yet they are allowed to fly here. If they flew within the Regs with no issues, then no worries(well sort of) but it must be time for our authorities to say enough. I am sure if the QF or Jetstar guys did this, their operators licence would be pulled with a show cause....

 

[jb747]

Where did the hill appear? I’ve always wanted a house on a hill overlooking the approach.

Well, it would have been right on the centreline to 27, at about 5 miles. The flight path would go under you new house!

The sims have always contained what we call “glass mountains”. You can’t see them, and they are placed where no mountains really exist. I’m not sure if they started out as sim glitches, but they are now used to train for unexpected GPWS events.

The system behaviour with them is quite real, with the first indication being the rad alt coming alive, and then rapidly decreasing. If you’re quick enough, you can beat the warning by reacting at that point...but that’s not the intent of the exercise.

 

[jb747]

How quickly does an A320 get to 300feet AGL after rotate?.

Quickly. Call it 10 seconds, but it could easily be less.

At what altitude does “gear up” usually occur?

The selection normally happens at about 15-20 feet on the radar altimeter. But, the entire cycle takes quite a while.

Would positive climb have occurred by 300feet?

If you didn’t have ‘positive climb’, then you’d never get to 300’. On the ground, the radar altimeters normally show about -4 feet. I call ‘positive climb’ when the attitude is correct, and the RA is passing through about 10-20’.

The positive climb call is the cue to raise the gear.

Is climb performance negatIvely affected so early in the flight by this manoeuvre? Add in a left engine out?

It will be slightly, but twin engined airliners normally have massively excess power in the all engine case. We aren’t quite as hyper about turning into the dead engine as the small twin prop people. Even engine out, they should climb away well. But, if they can’t maintain track with both engines running, I’d hate to see what happens engine out!

 

[jb747]

I don’t have any engine out data for Cairns any more, but if I recall correctly, the turn was at the end of the runway, or 200’, whichever happened first. Clean up after the turn was complete.

It will be interesting to hear what they managed this time. Basically an Airbus will transition to runway track immediately after liftoff. Our aircraft automatically shifts to nav a few moments later. But, even if they failed to select nav, RWY TRK should have stopped any turn.

But, it really doesn’t matter. They’re cheap.....and decent pilots cost too much.

 

[Quickstatus]

Is there any point doing a sim for 3 or 4 engine out?. I read from other incidents that there are events which are not/never “simmed”

About to take off in thick fog in FRA....
What’s the general plan If ability to conduct a Low visibility landing such -Cat IIIb autoland back at the same airport does not exist.

 

[jb747]

Is there any point doing a sim for 3 or 4 engine out?. I read from other incidents that there are events which are not/never “simmed”

3 engines out is never practiced. You do get 4 engines out at times...basically the Indonesian volcano scenario. And, like that one, you'll eventually get a couple back if you do the right things.

About to take off in thick fog in FRA....
What’s the general plan If ability to conduct a Low visibility landing such -Cat IIIb autoland back at the same airport does not exist.

You'll need a return airport that's above landing minima within a set time of your departure point. For us it's two hours flight time.

I was expecting a Cat II arrival in LA this morning, but it was nice and clear.

 

[BAM1748]

i realise the cost of simulators is hideous, but do you get a go on others such as this.

 

[jb747]

i realise the cost of simulators is hideous, but do you get a go on others such as this.

I could have a look in it if I was interested (which I'm not), but a go, no. They're too busy running sessions.

I think I've only ever sat in an operating sim for an aircraft that I'm not flying twice. The A380 in its early days, but when I already had an awarded slot, and the 747-400 when I took a friend for a run in it for a couple of hours...he got the choice of 380 or 744, and took the jumbo.