P1December2017

Disclaimer:Thesenotesareprimarilytogivesomesuggestiveguidance,andanoverviewofthesequenceofeventsintheP1(1K)forthosenewtothe777andperhapsnewtothePCformat.Itisentirelyobservationandpersonalopinion.

Somenewquestionsfeatureinthispackage,includingthetopicbriefoncoldweatheraltimetrycorrections.YouareshownanRNAVchartandaskedtocalculatethecorrectionsforvariouspointsonthearrivalifrequired.AnanswershowingboththatderivedfromtheOPSATableBiscomparedtotheslightlydifferentanswerobtainedthroughtheCXToolkit,possiblytodemonstratethedisclaimeronvariationinresultswhenusingthisapp.FirstexampleisanRNAVwithOATwithinthechartband,soallaltscorrectedexcepttheFFandyouwouldusetheLNAV/VNAVminima.NextexampleissamechartwithOATbelowthelowesttemp,socorrectALLaltsincludingtheFF,andLNAVMDAcorrected,thenadd50ft.AdviseATCofcorrectedALTatFFandinMAP.

ThereisanemphasisonLPAsinthePCsnowsoifyouchoosetocompletethesebeforethesimbeawareoftheslightlyhigherweights,wewerearound240tonsforTirstlandingintoNRT,and235ishforthesecondappthen230forthelandingHND.ReferringtotheLimitationssectionthe10mmdrysnowhasaRSFIof3=MEDbrakingaction.Also,IbelieveinanattempttodrivetheTirstV1closetoVMCGtherwyatNRTisreportedasonly10123ftavailforT/O,youcanassumefulllengthisavailableforthelanding.(AnLPAsuggestslandingnotpossibleatF20otherwise)INSIMGoodideatofollowthebrieTingcardhowevernoteitdoesn’tkeepyouinthenormalTlowanditseasytomissthingslikeensuringyouareclearedtopressurize,thenclearedtostartetc.InrealityIwouldalsogetavischeckbeforestartingintheseconditions.Thecurrentvisis200mX3andourdeparturebriefincludedthefactthat+4’sonorunup.ContamrwysoconsiderTlapselectiontimingandensurenoASSTEMPmethodused,useILSforlineup,LDGltsofftoimprovevis,iffaultonRWY,makesuretowerhearswearestoppingandalllightson,ifwecarryfaultintotheaircondxsuitableforareturnCat3Bwithreversionto3Asonodepaltnrequired.

ClearedT/O,withENGFAIL(straightwinddown)atV1.NB:Thecontam,reducedlengthrwyresultsinaF20T/Owithanalmost40ktsplitbetweenV1andVr,theV1isclosetoVMCGandthiscombinedwiththeTACINOPresultsinasigniFicantswingwhichsawmedepartingwellleftofcenterlinebeforealigning,quiteathreatgivenyouronlyvisualqueuesarethectrlinelts,Ichosetoregainthectrlinetokeepthemwellinsight.Makesureyoureallydohavefullrudderauthorityforthissim,youwillneedit.

AgoodreminderofhoweffectivetheTACis,inallowingidentiTicationbeforetakingcareofmostoftheyaw.Asmalladditionalsqueezeoftherudderrequiredasnosewheelliftsduerwyfriction.WewereintheER,passing200ft,IelectedtopushtheTLsfwd,pressTOGAtoremovethederate,thencallforLNAV/VNAVat400agl.Thelowaltitudeselectionwascauseforcommentinthedebrief,discussionrelatedtoconsiderationthatifperfOK,avoidanyunnecessarychangesbelow400agl.Howeveritisacceptable“anytimeafterairborneandaboveV2”asperFCTM.Foodforthoughtandobviouslyinthe300insameconditionsIwouldsuggestthatwouldbeagoodreasonforearlyselectionhoweveryesIagreethatitwasnotnecessaryinthisinstance.

Beach1Dep@400ftaglconTirmthefailure,checkforseveredamage,novibespresentandfailindicationsonlyonthisonesonoseveredamage.

PANcall,including“enginefailureonrwy,(impliesFODcheckforanydebriswillberequired),unableALTconstraints”,-wedidn’twanttoturnrighttowardterrainandALTconstraintssorequestedRWYhdgto6000(aboveMSAandisthecommencementaltitudefortheproceduralapproach).ATCdeclinedandinstructedustomaintainSIDandstopCLB6000.

Accelat1000ft,continuousruddertrimrequiredthroughaccell,oncecleanIconTirmedSPDwindowopen,thenrequestedFMCENGOUT>EXEC.

(nb:itwaspointedouttomesometimeagothattheperfrequirementfollowinganenginefailureistoclimbatV2–V2+15insecondsegment,thencleanspeedmustbemaintainedtoMSA,thenOEIFMCCLBSPDtoOEICRZALT.IfthisproTileimpingesonanyobstacle/terrainthenaspecialenginopsidisprovidedoranoteintherelevantportpagewiththerelevantchangeisincludedieahigheraccelaltetc.TheminorissuenowistheFCTMwantsustoselectVNAVENGOUTonceA/Ccleanandconthrset.HowevertheresultingFMCcalculatedOEICLBSPDvariesandinthecaseofa250tondeparture,isaboutsixknotshigherthanmincleanspd.Ihavetoassumethenthisisacceptable?However,asassumptionisthemother…IchoosetoverbalisethatIwillcontroltheSPDwithwindowopenpriortoselection/executionofENGOUT.)

• ENGFAILCKL(mypreferenceistoselectF20ontheFMCAPPpageAFTERselectingtheGPWSFLAPOVRDswitchstep,thenitsays:“note:useF20….”,that’swhenIselectitintheFMC,itTlowsmuchbetterinmyopinion.

• TACCKLYouknowitisDDG’dsojustacknowledgeandoverrideit.

• EICASREVIEWThencanceltoclearUppereicasNb:noneedtocallouttheinhibitedchecklists

• AFTERTAKEOFFCKLRe-selectAntiIceonlivetoAUTO,failedtoOFF,LTSasreq,radaradjust.

NowonvectorstothesouthofNRT.

• REVIEW/AIRMANSHIPGAPWeranareviewofwhatwesaw,optionsavailable,belowMLWandnodepALTNnominatedsoupdateNRTwx.

• GETWXNRT250/10VIS200,150,150=3Bwithreversionto3Aavailable.SentoffforanLPAtomakesurewecanacceptareturn

• ADVISEATC–needtmetopreparesowerequestedclearanceintotheGEMINhold,willcallready.NBGEMINholdfoundonSTARchart,itsanRNAVWPTsonorawdatatomonitor,theMNMholdALTis4000butcautiontheILSAPPcommencesfrom6000.Maxspeed230andcleanisaround227kts.

ISM:Initiatealertphase,

PAX:P.A-situation,planandLVOsoturnoffallPEDs.

COMPANY:IOCalertphaseprompt

Intheholdatthispointsodon’tforgettotimetheoutboundlegfromabeamtheRNAVwpt.

• SetupfortheILSZ16R–MinimumsselectortoRADIO

• Briefincluded:-LVOAPPsoreferQRH,Autoapptoautoland,autoTHR.Ourruddertrimto1500ftaglwhenAPstakeoverandcontroluntilTirstmodechangeinMAP.(ItsanautolandsowilloccuratautoLNAVselectionat200ftaglifGAfromtheminima.)-RWYstillcontaminatedwith10mmdrysnow,referringtonewRSFIchartinFcom3,=brakingactionmedium.PossibilitythisRSFIvaluecombinedwithmaxasymreverseandslightXWwecouldresultinlossofdirectionalcontrolonrollout,ifso,stowreverser,regaincenterlineandthenredeploy.-NonVNAVGA-Cancelspeedcontrol

Nowclearedtoleavehold,fromGEMINclearedtheapproach.>Exithold.

AroundthispointwegottheFUELIMBALLANCEeicaswhichwechosetorunaswehadsometime.

• DESCCKL

• APPCKL

GetintoVNAVbutnorushtodescendasits28nmtoGSincptatGREBEat4000ft.Ifyousawthe‘NAVUNABLECRSALT’FMCmessagewhensettingupfortheapproach,theFMCproceduralaltitudeswillturnmagentaafteryouleavetheholdandA/Cwillcommencedescentto4000(assumingyousetit)aroundBROOKS.

MidbaseATCadvisesVisnow150mallzonessonoreversionnowavailable.Passing3000fonappvisnow100mallzones,visobviouslydeterioratingsowebriefed1)Don’trequestanotherupdate2)prepforaGA

• LDGCKLAtapprox.1300ftATCadvisesvisnow75m,wetookourtimeandcommencedaGApriorto1000agl.NB:additionalruddertrimneededwhenAPsrelinquishcontrolalmostimmediately,asyouareabove1000aglalready,setbugto+80andcommencecleanup,trimmingcontinuouslythroughtheacceleration.AtmincleanspeedselectFLCHandcallforconthrust(auto)TheapproachchartcontainsanotetocontactTYOAPP.

Oncecleanyouhavetwooptions,oneistoaskfortheAfterTakeOffs,thePMwillselecttheCKLbuttonandweknowtheTirstCKLtoshowwillbetheFUELIMBCKLinthiscase,sowechosetokeeptheTlowconsistentwithadepartureinthatwerantheNNC,eicasreview–cancel,thenaskedfortheATOs.TheotherargumentwouldbetoensureA/CiscleanTirst,soruntheATOsbeforeaddressinganyNNCetc,thisalsohasmeritasitspossibleyouhaveforgottentotakethegearup.Onceagainfoodforthought.Soforus;

• REVIEWNNCoutstanding/running• REVIEWEICAS–cx• AFTERTAKEOFFCKL–lts,antiice,radar

Review-nosighting,visnotsuitable,soUPDATEWXVisnowsuitableforCAT1approach:600mOVC800250/10

• PLAN–returnforCAT1ifnosuccessdivertHND• ADVISE–ATCrequireafewminstosetupforapp,vectorsclearofterr

--ISM/PAXconsidercombinedPA?• SETUPforthesameILSCAT1,viadirectGREBE

MINIMUMSselectortoBARO

• BRIEFabriefre-brief,onlyrealchangesarethistimeamanuallyTlownapptoamanlandingusingmanthrsoincreasedworkload.Ruddertrimours,Ioptfor3.5unitsonapproachwhenconTiguredandthendon’ttouchuntilMAP.Optionofcoursetosettrimtozerowhencomfortable.Asyouhavere-enteredtheapproach,checktheILSisautotuningcorrectly.VISrequirements;nowexpecttoseeltsassociatedwithappenvironmentand/orthresholdHaveallspeedcontrolcancelledAllotheritemsincludingLPAnochange.

• DESCCKL• APPCKL

ManualyTlownwithmanualthrustfrommidbaseat4000fttoGAatminimumsduenilsighting,asigniTicantamountofrudderisrequiredtokeepstraight,especiallywhenthethrustdoesthatrapidincreasethrough85%N1,andnotethisMAPhasanearlyturntodealwithalso.Callfor+80at1000ftagl(canusetherwysymbolonPFDasprompt).Remembertotrimasyouaccell,AtcleanspeedcallforFLCHwhichwillalsogiveyouCONTHR.(OnthisPCafterinitiationoftheGA,thePMcancall“APavailable”(normallyafterthegearupselection),andyoucanengagethen.

• NNC–reviewongoingFUELIMB• EICASREVIEW–cx• ATO’s

REVIEW–nothingseen,timetotryHND,getwx.(NBaqnhchangewillberequiredbutnotuntilyouaretalkingtothenextTOKYOappcontroller.)

• PLAN-Wxissuitablefora34LLOCappatHND,sendoffaLPA• ADVISE–ATC–conTirmyouaredivertingadtheywillchangeyouto

Hanedaonvectors,setnewQNHaftercontactwiththemhavingconTirmedit.ISM/PAXasprevious

SetupforthediversioneitherthroughoverwritingthedestonRTEPage1orusingtheALTNpage>Divertnow-OptiontoputtheFFintoFIXpagewith2nmRRforvisualpromptofapproachingGP,andoptiontogetaRWY34LwptifyouneeditforreferencebyselectingtheILS34LinRTE2andgrabbingthewptfromthereasitdoesnotfeatureintheFMCLOCcoding.-NAVAIDS:thereissigterrtothewestandHMEwasnotautotuningsowechosetomanuallytuneforterrawareness.

• BRIEF–Included;

-AutoApptoamanlandingusingA/TthistimeTlowninLOC/VNAVPATHtoMDA+50.Advisoriestableonchartforref,theFMChasavalidMAxxwptsoFDScanstayonandAPavailableto200ftagl.ALOCappsoweshouldn’tneedanysigalignmentinthevisualsegment,howevercloselymonitorther.o.dfromminimums.-OEIconsiderationsasprevious.-Operationally,havespeed(onapproachchart),andgearrequirements(“delayaslongaspossible“)cancelled-FUELreview,timetocleanuptheFUELIMBALLANCEcklwhichatthisstagewasnowaround1000kglowonthefailedside!Thereisalimitationonfuelimbalanceforlandingsopotentiallywecouldhaveendedupoutsidethelimitsifwehadn’tcompletedtheckl.

YouwillbeclearedtheapproachfromARLONsoexpectvectorsat5000ftdirectARLONIAFandclearedforthe34L‘Z’app.IthinkitwillbeveryeasytoforgettoarmtheLOCinthisproTilesodon’tdescendinLNAVaftertheIAF.

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• DESCCKL• APPCKL

WeselectedVNAVjustpriortoARLON,andplannedtosettheFFaltjustaftercrossing,(when‘establishedonthepublishedapproach’),norushreallyastheT/Dcircleisabout2nmafterARLON,howeverIforgottosetitandwhenVNAVALTannunciated,realizedtheerrorsowethenset1700andpushedtheMCPbuttontoregaintheproTileinitiallyinVNAVSPD,weneededS/Btohelpgetontothepathniceandearly.(nb:itsnotthesameMCPaltroundingprocedureasthatappliedtometricaltimetrywhereweroundupordowntonearest100ft,theFFaltisroundedDOWNto1700from1768)

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Wechosetotakethegearat9dmeintheinterestofaconservativeappinanonnormalconTig.ThegearintransitboxindicationshowsandittakesaverylongtimefortheGEARDISAGREEmessagetoappear.Weacknowledgedthemessage,calledforF20toreducespdandbuysometime,andweagreedtocontinueappwhilstrunningtheNNCwithPFroleprimarilytoTly/monitortheapproachwhilePMalsomonitorsandrunstheNNC,wewillGAiftheA/CnotconTiguredwithLDGCKLnotcompleteby1000agl.(IwouldbecomfortablelandingwithaNNCnotcompletedaslongasthegearindicateddownandlockedgreen)WhenthePMselectstheALTNGEARDOWNswitchtodownitonlyneedstobeheldinthatpositionuntil“allgearindicatedownorintransit”soIsuggestyoustartthestopwatchontheclockwhentheyindicateallgearintransit.ThisisbecausethenextstepintheECListo“wait30seconds”andthepossibletraphereisthatIseemtorecallthattheECLtimerwontstartthecountuntilyouselectthenextpage(#3)ofthecklsoastimeisoftheessenceitmightbeagoodideatostarttimingyourself.AtaboutthispointyouareapproachingGPsosetMDAandcheckendofdescentarcmeetsMAxxwpt.SoonafterwecrossedtheFFhoweverthegearallindicateddownandgreensoweelectedtocompletetheCKLpromptly,aquickeicasreviewfollowedthenrantheLDGCKL,allcompletedby1300ftandchecktheMAPALThasbeensetasitisaverybusytime.IthinkifIstartedthisprocedureanylaterandwaspushedfortimeIwouldbehappytolandwiththeLDGCKLcompleteandtheNNCincompleteinthisinstanceaslongaswehadthegeardownindication.WithalittletimetosparewebriefednochangetolandingtechniquerequiredhoweverIneventofGA,yesthegear“mayretractnormally”butwewillleavethegeardownandassessclimbperf,obviouslyifweneedtowewillthentryraisethegear.RWYstraightaheadofA/Cvisualatabout700ftwindfromleft,usingA/B4weexitedatL11.

Endofpart1.

FOproTile;RJTT34LMIURA2noteshortsectorsobriefarrivaloratleasthavechartsreadyandgetbothweatherswhenaskingfordepartureweather.EngFail(noseveredamage)atV1again.ClearedtoTYLERat4000toholdbutholdcancelledbeforereaching.ClearedILS34LfromTYLER(notehave‘geardownby11.8IYQ’and‘160fromIYQ10dmeto4.8dme’cancelled)AutoapproachTlowntominimawithaGAduenilsighting.VectorsbackforamanuallyTlown,manthrapptominimumswithnilsighting.LastapproachistheLOC34L,fromGIINAat4000ft,notrapsjustremembertoarmLOCandadd50fttotheMDA.RWYisonceagainstraightaheadoftheA/Catminimums.AllconsiderationsasperTirstproTile.

TRAINING

AIRSPEEDUNRELIABLE,TirsttakeoffwithFOasPFwehadCaptsIASerraticindicationapproaching80ktssorejectedtheTakeoff.SeconddepartureCaptPF,afterretractingTirststageofTlapitbecameobvioustheCaptsairspeedwasn’treadingcorrectly,sameastheSBY,socalledoutwhatIsaw,FOcalledhisspeedwhichmatchedourGS.Announced“unreliableairspeed“andcarriedoutmemoryitems.*InstructornotethatalthoughtheCKLcallsforA/TarmSWITCHEStooff,TirstlogicalstepafterAPdisconnismostlikelyinstinctivelytodisconnA/Tusingthep/b.CalledforFDsoffandaswehadsomeTlapoutweset+10degreespitch.*Instructornote,reluctanttochangethrustasweknowwehavetherightthrustsettingfortheclimbfromtakeoffinthiscase,soleaveitalonefornow.AlsohemadethepointthattherecommendedthrustsettingforunreliableairspeedisanN1Tigure,evenfortheTrentwhichisprimarilyanEPRreferencedengine.Agoodideatotrylevelat5000ftastheFCOM2containspitch/thrustsettingsforthislevel,withvariousTlapsettings.AtsomepointtrydeterminewhichIASiscorrect,inthiscasetheFOsmatchedtheGS,somaybegoodideatolethimTly.CompletetheECL.YouendupwithavalidsourceofinfoherewithFOsPFD,soaseminormalappcanbeTlownwithALTNTlapextension.Noneedtogetpitchandattsettingsfortheapp.

That’sallwehadtimefor.

HelpfulKiwi

########P1 B777 Dec 2017

BriefingStandard AWO & Icing questions however there are some new slides here with cold weather calculations to do. The presentation has an RNAV GPS chart, and then some questions regarding what altitudes we had to correct etc. The chart was of such low resolution we couldn't read any of the altitudes so he just asked general questions about how to do the calculations without getting into the specifics of the chart.

Profile AStart at the holding point RJAA 16R with engines shutdown. RVR 200M all zones. Engine failure at V1. Straight engine failure, no damage.

After cleaning up, given RV during the SID for a return for LVO approach ILS Z 16R via GEMIN (automatics engaged). Weather was such that we bugged for CAT3B but reversion to 3A was available. Cleared for the approach from GEMIN. Weather updates during the approach was deteriorating to the point where at about 1700FT the RVR fell below even CAT3B (50M all zones). As per approach ban, we continued to 1000 and had a final update. RVR still below minima so conducted a GA at 1000FT.

RV for another ILS approach. Weather improved to CAT1. Completed the FUEL IMBALANCE C/L and commenced the approach via GEMIN. This approach is manual thrust, no autopilot once on base leg. GA at the minima due nil sighting. RJAA closes, RV for RJTT LOC 34L (automatics engaged). Weather was OVC008, 2500M vis.

Standard LOC approach flown using LOC VNAV PTH. When extending the gear, the nose wheel fails to extend resulting in a GEAR DISAGREE EICAS. It takes a little while before this EICAS message appears. I called up the C/L to try and get it completed, however we passed through 1000FT and were not technically “stable” so elected to GA. During the GA I decided to leave the gear down and assessed the climb performance which was not a problem. Once we cleaned up, sim was repositioned back to a 3nm final. We then completed the GEAR DISAGREE C/L whilst in position freeze then landed off the approach.

I'm not sure how this is supposed to run but if you put the gear down a little earlier you may have time to complete the C/L and land without having to GA. This was a little unusual for a PC to use position freeze and he agreed with the decision we made to GA however he said there wouldn’t be enough time to complete another circuit and come back. As it was we didn’t have time to do the LDA training.

After having spoken to someone else, they had the gear problem on the 2nd ILS (Manually flown with CAT 1 minima), resulting in a GA like we did, but then RJAA closed and they diverted to RJTT, completing the GEAR DISAGREE C/L on the way over. This makes more sense and so didn’t need to use position freeze or fly an extra circuit. It was the first time the STC had run this session and I think ours was just given at the wrong point in the PC.

Profile BStart at the hold point at RJTT with engines running. RVR 600M. Cleared for MUIRA 2.

V1 cut, no damage, once cleaned up, engage the A/P and get RV for RJAA ILS 34L via TYLER.

Cleared for an automatic approach via TYLER, GA due nil sighting. RV for a manual approach to ILS 34L. GA again due nil sighting.

ILS falls over, RV for RJAA LOC 34L.

TrainingAIRSPEED UNRELIABLEFO was the PF. During take off roll, captain airspeed becomes unreliable, rejected the take off.FO was the PF. During take off roll after V1, airspeed unreliable. Captains and standby IAS erratic but FO seemed ok. Become airborne and apply the memory items. Once above MSA start the C/L.

Ran out of time for the RJTT LDA so didn't complete this.##########