PIREP – June 18, 2019
B787 Simulator
A Spanish captain, age over 50,B787 PIC 2000+, Regular simulator experience in current airlines.
Airport: KSEA, Rwy 34R condition wet, Xwind 25-30 Kts
– Positioned at 34R KSEA threshold for T/O briefing, engines already running, flaps set, and performance calculated for you.
-Windshear on takeoff. Vectors for the climb and moderate turbulence between FL200 and FL300.
-Crossing FL320: Cabin Altitude Warning. Depressurisation and emergency descent. Vectors for RNAV GPS App Rwy 34R- Go Around.
– weather becomes VMC for a visual left hand side circuit
– Rejected Takeoff. Engine failure (bird ingestion) at 120 Kts
-V1 Cut. Vectors for ILS and single engine go around, weather improves and you are cleared for visual circuit single engine.
Good luck!!
PIREP – April 1, 2019
Day 1
B737/800 SIM#2
Base Training
ZSAM at gate preparation , engine start and taxi out to RW05
T/O Climb to 8000ft . At 7000 TCAS/RA
Come vector to XLN VOR for full VOR app 05 ZSAM ….Map failure … VOR approach with basic Navigation instruments.
Repo 05 T/O @ 200ft W/S
return for CIrcle to Land 05 to 23
Repo 05 T/O @ 400ft #2 eng sev damage
Come back land ILS 05
Repo 05 Visual Circuits with different wind directions and intensity .
On the second Visual App. At 50ft rwy disappear all of the sudden. GA low level
Day 2
B737/800 SIM#5
T/O ZSAM Rwy 05 @400 ft eng 2 separation
ILS Rwy05 SE @ minimum viz drops to 0
Go around come back for visual app 05
Repo
T/O Rwy05 @ 2500 ft elevator jam approach ils 05 ( don’t use too much the electrical trim rather use power and accept altitude fluctuation, land with constant rate of descent 500/600fpm do not chop the power on landing )
Repo 05 T/O at 1500 ft HMU fail eng1 stuck 90% ( memory item for Engine Limit Surge or Stall ) control speed blw 10000ft 250KIAS or less :use speed brake and reduce thrust
Cleared malfunction
Climb to 28000ft Explosive decompression Cargo door light
Emergency Descent limiting speed for structural integrity in doubt
Divert to ZSFZ
Day3
B737/700 sim#7
Sim has the tendency to sink on the flare
Keep a little power in on landing
Normal TO 05 climb 14800ft(A/I on)
Airspeed unreliable CAP side
Mem items NNC back to ZSAM ILS05( remember to do all checklist for any light … EEC light were illuminated due to unrel airspeed )full stop with FO landing as his side was reliable
T/O 05 on climb Runaway stabilized
Mem items NNC return to land 05 ILS
Steel turns
Stalls
ILS 05 on short final W/S
GA back with visual pattern 05
Repo 05 T/O bird strike and RTO at 120 kts
At this point instructor asked if there were something we would like to see
I asked Loss of Thrust on Both engines
And RTO with evacuation
CAAC CHECK RIDE
B737/800 Sim#8
Total time 2hrs
Rwy 05 XMN
Normal T/O climb 15000ft
Steep turns
After done they cleared me to clim 28000ft
Master caution Pack
After NNC second Pack fail
Request descent to 10000ft
While finishing NNC
Didn’t do emergency descent but we hurried down
Requested vectors for ZSAM .
ATC cleared us direct XLN VOR for a RW05 VOR app.
Before reaching XLN ATC asked to slow down to 180KIAS .
During Flaps extension Assimetry between 0 and 1
NNC guided to all Flaps up landing
Landed on 05 ( don’t forget to unpressurized the cabin before landing as per NNC dual pack failure )
Reposition 05 T/O
Engine failure at 120kts
RTO normal flame out
Reposition 05 T/O
V1 cut engine #1 severe damage
Memory items and NNC
Came back for ILS 05 SE
@ 1000 ft he asked me to disconnect A/P
At DA no contact G/A SE
Continue to left pattern visual approach
Landed 05 just after touch down
Engine Fire #2
Memory Items follow by
Emergency Evacuation
Pilot Report Number One:
About the interview There is no question only flight simulator that will take around 01:30 so will have one engine failure at V1 and missed approach on short final after that visual circuit and landing.
New takeoff windshear steep turn return to land VOR procedure go around maybe engine failure during go around
New takeoff visual circuit with the wind between 30 and 25 knots.
Pilot Report Number Two
Dear Zoe:
Hope you doing well.It is been a real pleasure to have been contact with you these months and to have met you in person. Here you go! Remember to land smooth!!!!! It counts!
So the SIM was pretty straight forward, no hidden traps or unexpected things.
We did everything what is on the briefing they send except .
We were using our FZ SOP and callouts and since the SIM has IPad mounts we were using our IPads for charts and QRH.
During the briefing we got all the data for performance + weather and we didn’t have to do any landing performance. Clearance was RWY HDG climb 5000ft. Weather for dual engine OPS always crosswind 30kts and for single engine crosswind 25kts. Visibility always marginal except visual approach.
The instructor said that he is looking for A/C handling, Callouts, Decision Making, Situational Awareness and CRM, with flying the airplane being the most important since they had recently a lot of hard landings and other issues with A/C flying they want to be sure we know how to fly manually. The other guy was told not to help much and be more laid back.
During the whole session there was no crew, PAX or NCC just ATC. At certain stage he fails the AT and later on he just tells you not to use the AP. I think it’s the SIM problem, sometimes the AP disconnects and you have to try to engage it couple times before it stays engaged, he didn’t fail it for us. No raw data. FD off only for steep turns.
The exercise we did, not in this order as he mixed it up for the other guy, are:
– normal take off
– wind shear after take off + TCAS RA
– ILS approach G/A and ILS approach landing
– engine failure or fire during approach below 1000ft (both times we decided to continue to land)
– engine failure/fire during G/A
– single engine ILS G/A and single engine ILS landing
– rejected take off (shortly before V1 due to engine trouble)
– evacuation (happy with FZ procedure)
– visual pattern (take off with no AP/AT/FD, left circuit at 1600 ft., no issues just watch out and adjust for 30 kts crosswind and stay within 2.5 miles)
It is quite intense 1,5 hour but as I said before no tricks pretty straight forward you just work a lot. I messed up one ILS approach and he just repositioned us and let me do it again. So no worries if something doesn’t go perfectly.
Pilot Report Number Three
SIM report Xiamen April 2018
First of all they basically stick to the Simulator Assessment Items which for the B737 are:
-
- Windshear (take off or approach)
-
- Steep turns (45° bank angle,Left 180° and Right 180°)
-
- Non-ILS approach (Map failure)
-
- XLN transition, RWY 05 VOR/DME approach
-
- Go around due to Marginal weather or ATC request
-
- One engine inoperative during go around(Map back)
-
- ILS approach, RWY 05 with F/D
-
- Visual approach at 1,500 ft, crosswind 25kts
And what they are looking for is:
-
- Instrument monitoring, call out
- Abnormal handling
You will be given several minutes to do some maneuvering and shoot a Visual approach to get familiar with F/D(“V” Bar)
Some differences from the above are:
They inform you that the F/O job is just to do the basics, not really help neither impair you.
The instructor explain to us that he wanted us to do repeated visual touch&go maneuvers. He explained to all candidates how to do it: no speed brake, no auto brake, that the F/O will take care of flaps, etc; standard FCOM maneuver.
It is known that when you are performing this visual maneuver while they are assessing your hand flying abilities at some point you’ll have some failure (engine, maybe hydraulic), The intent is not really that finish your visual traffic (depending on the moment, maybe you will: if on final at 100ft above the runway and an engine fire happens) without completing the QRH steps, but to take it from there and treat it as you will usually do.
My assessment description and lessons learned:
This is not an scenario type, it is an exercise type assessment.
Everything was already set-up. All systems and aircraft configuration ready for take off at the runway head. No derate, no flex, full B26. There were some 15kts crosswind for take off.
As previously agreed, they let me climb to 8000ft and get used to the “V” bar for a few minutes.
I told them I was ready and the told me to do the steep turns.
After finishing a MAP failure happened an we received the instruction to proceed direct to XLN 114.7 VOR (no specific radial or anything, just homing) for a VOR app with A/P to RWY05 (based on XMN 114.5 different VOR!)
Wind was coming from the SE 30kts and you need a high angle for intercepting the inbound radial (coming from the NW of the field)
Normal landing.
Take off again (same 15kts crosswind) and right engine severe damage just after gear up. We followed the procedure. Requested initially runway heading and 6000ft (MSA on that sector).
Same weather, so I decided to come back to the field.
I mentioned all standards: weight, performance, landing distance, call everyone, inform senior cabin crew member (which in turn will inform pax as they told me) and they acknowledge and consider it all done.
Once navigation was set up to come back to the field and A/P connected, we were completing the QRH and still have to make and 180o turn back to the holding (heading at the moment was NE) I set LNAV. The aircraft starts to turn left towards SW and the wind was 30kts from NW with the right engine failed and rudder trimmed for that. The aircraft was unable to perform that turn in LNAV and for a second with A/P connected over-banked and BANK ANGLE aural sounded. I took it manually and once controlled tried to connect the A/P again and the aircraft did the same: over-banked aural came up again and for a moment I had an small onset of the stick-shaker before I override the autopilot again. I knew the assessment was over! My fault.
Now in prospective, I think that from the point we were coming back for the approach they wanted me to fly manually. So if you find yourself in a similar situation, or maybe you enter a hold that we normally fly in autopilot just be careful and don’t make this same mistake.
They were really polite, said nothing, and let me finish the approach for ILS single engine full stop.
Pilot Report Number Four
Xiamen Air – Montreal SIM Check Report
DXB Rw12L
Atis was reporting 550mt viz and 200ft overcast wind 210/25kts
Clearance was Rw heading at 5000ft
Normal take off …
Windshear on departure
Steep turns (only 180 degrees one side)
12L LOC approach during the downwind
Both maps failure flew with App page and V/S down to minimum.
No visual contact at minimum
Go Around.
Reposition for another take off
V1 cut normal flame out
After securing the engine and run NNC and NC came back for ILS 12L app
Last 1000 feet handflown to minima
Land
Reposition for another take off
Engine failure at 120 kts
RTO
Reposition for another takeoff
In VMC conditions.
For visual circuit to the left
Upon landing Touch and Go manouver
On rotation engine failure continue the visual pattern Single Engine to a full stop .
Riposition for LVTO 150mt viz.
At 120 kts engine fire .
RTO followed by Emergency Evacuation.
From what I understood from this sim they are checking mostly Manual skills and plane handling and soft landing .
Decision making and CRM of course .
