A350 RT 5 SIM CPA18

In order to retrieve the RASSIE 1T SID from the FM and do performance calculation on the OIS, departure airport has to be set at TRNG (FM data base has to be FEB 28, 2020 onwards). The normal VHHH RASSIE 1E under the given wx condition in the sim package has a MTOW of 269.4T. With the RASSIE 1T and Packs on, MTOW was 276.0T therefore the suggested takeoff weight of 273.0T will work.

All three of us (STC plus my captain) believed that RASSIE 1T is both a RNP AR SID and RNP AR E/O SID chart because the chart has waypoint EO04 and EO06.

Profile A Exercise 1

You will be each given a plasticised card for the RNP AR SID to do all the aircraft set up and briefings. (the card is attached to the end of this document). So we set up as normal and use the card as a read and do item.

During taxi the AUTO FLT FMC B FAULT message came up, which leads to a RNP capability downgrade to a limit of RNP 0.3. We did a reset, (it should have fixed the problem according to the sim instructor script, but it didn’t happen in the sim, so we carried on pretending it did.) First take off will be a V1 cut with engine 2 fire that cannot be put out.

At 400 feet we started the initial ECAM actions to secure the engine. However in the middle of the securing process, namely after discharging Agent 1 we had to erase the NON RNP AR E/O SID because the NON RNP AR E/O SID would not be triggered if the aircraft does not detect an engine shut down. (This is different from a normal engine failure or sever damage where the aircraft would detect an engine rundown and bring up the NON RNP AR E/O SID) (The NON RNP AR E/O SID has to be erased because we are flying an RNP AR SID and RASSIE 1T has already incorporate the E/O scenario in the SID chart).

After we have erased the NON RNP AR E/O SID, we continue the process of securing the engine by discharging Agent 2. Then, the engine is secure.

(ONCE AGAIN THE MAIN OBJECTIVE IS TO ERASE THE NON RNP AR E/O SID, BUT IN THE CASE OF ENGINE FIRE THE NON RNP AR SID WOULD NOT APPEAR IF INITIAL SECURING ACTIONS HAS NOT BEEN INITIATED. )

Then we proceed to acceleration and clean up. Keeping in mind that there is speed restriction on the SID to fly 220KT from EO04 to RASSIE and at MTOW GD speed is 231kts. Therefore we have done the following. Press Alt, accelerate pass F speed, call for Flap 1, when speed trend reached 220, pull for OPEN CLIMB, climb until reaching wpt RASSIE, press ALT again, accelerate to 231kt, call for Flap 0, then pull for OPEN CLIMB again, climb to 5000ft. We reached RASSIE about 9mins 30 secs after setting TOGA thrust for takeoff. Finally set MCT thrust.

At that stage the fire is not put out therefore we requested radar vector to LIMES and told ATC our intention is to return to HKG. Get updated weather (no change), set up the FM for a ILS 07L approach. Retrieve and ran the overweight landing checklist from ECP ABN under MISC section. Did a landing performance assessment (the result came out with only a 2.1% climb gradient for the MISAP, while using 222ft minima the ILS chart requires a 7.0% MISAP MNM CLIMB Gradient. During debrief STC suggests using the higher minima.) Arrival Brief. Run Approach checklist. STAR brief ISM and sent an IOC ALERT. At MTOW weight the ROD was about 900fpm on final. At 300feet captain asked for selected speed VLS and we did an auto land. The aircraft started a flare at about 50ft. With that weight and rate of descend we only heard 50 30 20 10 Autocallout; hence the abrupt flare from auto land.

Profile A Exercise 2 Same set up for the RNP AR SID RASSIE 1T. This time engine failure with sever damage happened after Gear Up and the engagement of NAV. This time the aircraft detected an engine

rundown therefore the NON RNP AR E/O SID came up and we erased it. Then we carried out the initial securing actions, PAN call, accelerate, clean up to F1 hold 220kt, OPEN CLIMB to pass RASSIE, after RAASIE accelerate to GD, clean up to F0 then further climb to 5000feet, set MCT thrust. Exercise complete.

Profile A Exercise 3

Predictive Windshear exercise. Aircraft set up on final IL 07L at 2000ft flap 3 gear down. A W/S red circle painted on the ND about 2nm ahead. Felt the turbulent, Airspeed and Vertical speed starts to fluctuate, before entering the W/S red circle we heard “GO AROUND WINDSHEAR AHEAD”. Did a normal go around and in the middle of the go around we heard “WINDSHEAR WINDSHEAR” so we carried out the WINDSHEAR escape manoeuvre.

Reactive Windshear exercise. Once again on ILS 07L fully configured at 1200feet. After release we had airspeed and vertical speed fluctuation follow by aural warning “WINDSHEAR WINDSHEAR”. “WINDSHEAR TOGA” was called, carried out the memory item. Exercise complete.

Profile A Exercise 4

Reset to just before intercepting ILS 07L with gear down flaps 2 speed 180kt. To set up the scenario we are asked to decelerate to 160kt with thrust idle and Auto thrust disconnected. Deliberately let the speed run below VLS, at the aural waring of “Speed Speed Speed” we carried out stall recovery. STALL, DISENGAGE, PUSH, ROLL, THRUST and then follow by a G/A. STC suggested that wasn’t a stall event ( only a low speed event). Simply lowering the nose and bringup the thrust might be able to rescue the approach (the aircraft was still above 1000ft).

Profile B

Second half same set up. ENG fail at V1. Same procedure, ECAM, clean up, come back to VHHH for an overweight landing on ILS 07L. On the second go we had a RNP AR Capability lost just after EO04 in the turn to EO06. Made a “Pan CX xxx Require Radar Monitoring” call. However the aircraft stayed within the RNP limit and continued on the SID.

Predictive Windshear exercise: the set up is the same as above. However there were no warnings until flying through the red W/S circle on ND. Then we heard “Go Around Windshear Ahead” and then immediately “Windshear x 2”. Call for “Windshear TOGA”. The W/S set up in the sim was quite extreme which puts us on a 30 degree pitch up while speed well below V alpha max. I have elected to disengaged the AP and fly a more reasonable pitch attitude to avoid the stall. At which point STC paused the sim and claimed that I should have left the AP in, and let the low speed protection to kick in and recover on its on. We ran the scenario again with the same parameter and actions which trigged the protection. However the sim dives down violently to recover speed; at some point the AP protection put the aircraft in a 4000+fpm ROD and the aircraft was below 1000ft. STC paused the sim and all three of us were very surprised by the AP response. In hindsight taking over might be a good response. Reactive Windshear same as Profile A reactive windshear exercise.

Volcanic Ash: Normal cruise at FL350 flying towards VHHH. Suddenly all the visual screens went red. And that is the signal for volcanic ash. We put on the oxygen masks. Started a 180 degree turn, thrust idle and started a descent to FL100 over water. Angle of bank was bit shallow, only 10degree. Might be wise to manually fly the 180 degree turn up to 30 degree. Brought out the Volcanic Ash ECP ABN checklist ran through it and then move to the ENG RELIGHT IN FLT ECP ABN checklist. Makesure the aircraft is outside of the ASH before starting. ( the hint is when visual is back to normal) Windmill relight was successful on the second attempt. Brought the thrust lever back up slowly then exercise complete.