Some simulator... we can't simulate eating in the flight deck.
What about coffee spills, dropping crumbs over the pedestals and loosing a grape or peanut under the rudder pedals?
The second half of Day 1 (F/O flying) was somewhat of a rehash of part one. He also got to do a visual approach into CYVR to a successful landing, but upon braking we get SMOKE AFT CARGO with the in-charge calling to tell us there's smoke in the cabin.
I talk to ATC but they can't see anything. Decision time... "Checklist - Passenger Evacuation."
We always end the session with an evacuation to ensure pilots know how to handle this "read and do" checklist." The F/O reads it and the captain actions it.
PASSENGER EVACUATION
– PARKING BRAKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
– DELTA P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ZERO
– ENGINE MASTERS 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
– FIRE PUSHBUTTONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH
(ENG & APU)
– AGENTS DISCHARGE . . . . . . . . . . . . . . . . . . . . . . . . . . SAD - DISCHARGE
(ENG & APU) OTHERWISE - AS REQUIRED
– PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVACUATE
– BATTERIES 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DAY II (LOE)
It's November 30th and my license expires in hours. I also have be signed off as an instrument renewal. Firstly, the sim session is 14:00 to 18:00, right in my 'afternoon nap window." I forgot to request sim times, and as luck would have it, it's the same time I experienced another fair ride. A bit of foreshadowing.
We go over the flight plan together in front of the checker, as we know we are being scrutinized for CRM. (CYUL Montreal to CYOW Ottawa) Needless to say, it's a short flight. Better think about loading the approach (i.e. get YOW ATIS)and possibly briefing the approach while on the ground. During taxi we get ENG 1 FIRE LOOP fault. It will probably take a few minutes to ratify so we ask ATC for a good place to park. I notify the in-charge and make a P.A. We contact maintenance through dispatch and do the required "elementary work." This means eventually filling out a snag in the logbook and getting an authorization number, plus applying the appropriate stickers. Everything is in order. I call the in-charge and make a quick P.A stating " everything has been resolved to our satisfaction."
We get airborne and there are reports of icing between 9000-11,000 feet. Well low and behold, a cautionary ANTI ICE F/O PITOT goes belly up. Not a problem, we do a switch selection so the F/O's info comes from ADIRS #3 (big acronym for attitude and navigation system).
We are cleared the RIVER STAR arrival and to maintain 3000 feet. But wait, we are to cross the WATTO fix at or above 4000 feet. Even though Dougie boy is at his "nap time" low, he catches this. It could have been an automatic failure. I do notice the F/O seemed a little ascertained at this time and we were quickly closing in for the approach. True this is his first recurrent on the Airbus, but I needed quicker input. Some of the biggest advice for all rides is, DO NOT RUSH. SLOW DOWN. I tried to tell myself that, but it was pushing me the wrong way.
We are cleared the approach and everything looks fine, but about 2 miles prior to the FAF (Final Approach Fix) my localizer and Glide slope indication is flashing. I haven't seen this for a long time so I'm thinking out loud. Seconds later, I execute a go-around by yelling, "go around, flaps!" The PNF (pilot not flying) is suppose to select one less on the flaps and in this case he goes from flap full to flap three and when in a positive climb calls "positive rate" whereby I call "gear up." But like many go-arounds the gear can be overlooked. As well, I knew in order to string the flight plan on an Airbus to "go around" one must select TOGA (balls to the wall) thrust and then select climb thrust. I'm busy so I didn't noticed the gear still hanging. In the real airplane one would hear slipstream noise. I did notice the spoilers were not disarmed and suggested he disarm them. Then the F/O's words ricocheted in my head, "the gear is not up!." SHIT!
Another thing taught on any ride, if you screw up on something let it go. Get over it. Yeah, right.
We are vectored for the localizer only for runway 32. I try to settle down and brief the approach. We are vectored for final and everything looks good. I have flap two out with the gear down by the initial fix and the airplane says it will level off nicely before the FAF (final approach fix) but I get an ALT *. This is Airbus talk saying "I locked onto the altitude, but it may take awhile" and sure enough it did. I'm more than puzzled. The F/O is offering suggestions but I'm not hearing them. Things are imploding. The best thing now is to execute a go-around, which I did, but now I'm low on fuel and I'm holding KBTV (Burlington, Vermont) as an alternate. Do I bite into the reserve fuel or go to my alternate? We decide on another approach. We get set up, but again I'm a tad high. We descend to minimums with the airport in sight. Thank god! I did notice and I should have briefed this, there is no PAPI, VASI (visual guidance) on runway 32. I follow the donut (more Airbus talk saying you are pretty well on profile) and land.
We take a break. I needed cooling off but the F/O offered some words of wisdom. "Just treat this like the CFL Grey CUP game." The Montreal Alouettes should have lost the game, but in the last few minutes came back and won! Sure enough the second half went well.
They say the Airbus can rear up and bite a pilot in the ass. I have 14 years on this "made in France" product and it bit me hard that day. I remember having a pilot in my Dash 8 jump seat about 20 years ago. He was returning home from one of his last career rides. I asked him for any words of wisdom. He just said, "they don't get any easier."
This last ride taught me a great deal. I'm wise enough to treat every ride with respect because they can turn on you in a whim. The instructor mentioned there are at least 4 to 5 pilots a day in the sims practicing. Rest assured yours truly will be one of them for the next ride.
This last ride taught me a great deal. I'm wise enough to treat every ride with respect because they can turn on you in a whim. The instructor mentioned there are at least 4 to 5 pilots a day in the sims practicing. Rest assured yours truly will be one of them for the next ride.
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1 comments:
I bet they wouldn't let you bring a tobacco spit cup, either.
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