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A350
PC6
A350 PC · P6 Unverified
Apr 2026  ·  New York (KJFK)

A350 PC6 operating KJFK procedures. Two-phase session. Phase one (evaluation): arrives on the PUCKY arrival in descent, turbulence, high in the profile. RNP AR 13L does not sequence automatically from COVIR — must be entered manually and direct COVIR selected. One hold follows. After the FAF: braking action reported POOR — go-around. Sidestep to 13R was discussed in debrief as an option but weather was not ideal. After PF swap: further hold, ATC cannot confirm hold duration, fuel down to 7 minutes. Hold maximum speed 210kt. Additional approach — RNP AR capability downgraded on final, missed approach. Phase two (manoeuvring): engine fire after airborne — not a typical V1 fire. Aircraft will NOT remain in SRS mode. Both pilots elected to continue the SID (520 degrees) rather than pull HDG at 400ft for EOSID. Session closes with RTO due MLG fire and a built-in evacuation checklist.

PUCKY ARRIVALRNP ARHOLDENGINE FIRE AIRBORNEEOSIDMLG FIREEVAC
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Profile A — Departure

  • Airport: VHHH (as recorded by contributor — likely KJFK based on procedures flown)
  • Arrival scenario: PUCKY arrival (descent phase)

Profile A — Failures & Scenarios (in sequence)

  • Turbulence during descent; being high in profile during PUCKY arrival
  • RNP AR 13L did not sequence from COVIR → had to enter manually; direct COVIR; one hold
  • After FAF: braking action reported POOR → go around; note: sidestep to 13R was discussed in debrief as an option (WX not ideal); inform ISM and pax
  • After PF swap: further hold; ATC uncertainty about hold duration; only 7 minutes of fuel; hold maximum 210kt; additional approach
  • RNP AR CAPABILITY DOWNGRADED on final; missed approach

Profile B — Manoeuvres

  • Engine fire after airborne (NOT typical V1 fire — be aware aircraft will not remain in SRS mode after airborne fire initiation)
  • Both pilots elected NOT to pull HDG at 400ft for EOSID; continued 520° (as per SID)
  • Note: TOGA not available below F speed with derated T/O (which is really low, lower than V1); for MCT after clean up — if still in DTO, pull levers back to CLB first, then back to MCT
  • Good practice: advise ATC cannot maintain 2500ft altitude restriction due to engine failure
  • Profile B ends with RTO due MLG fire; checklist includes emergency evacuation

Profile B — Approaches

(Not specified — manoeuvres focus; RTO and evacuation on runway)

WHAT THE EXAMINER IS WATCHING FOR

Fuel management discipline in the hold — 7 minutes is stated explicitly. RNP AR capability awareness under pressure — when to go-around, when to continue. The airborne engine fire (not V1) catches crews because SRS drops out unexpectedly. The DTO to MCT thrust sequence is procedural and specific.

DON'T WALK IN WITHOUT KNOWING
→RNP AR 13L: if it does not sequence from COVIR automatically, enter it manually and direct COVIR. Do not wait for it to sequence.
→Hold maximum speed: 210kt. Brief this before entering. Not managed speed, not 240kt. 210kt.
→After PF swap in the hold: brief the new PF on the fuel state and time limit before they take control.
→Engine fire after airborne (not V1): aircraft will NOT stay in SRS mode. Be ready to manage the climb manually.
→TOGA is not available below F speed with derated takeoff. F speed is very low in this config — potentially below V1.
→DTO to MCT: if still in DTO thrust, pull back to CLB first, then back to MCT. Cannot go direct DTO to MCT.
→Advise ATC immediately that you cannot maintain the 2500ft altitude restriction after engine failure. Do not wait until levelled.
→Braking action POOR: consider sidestep to 13R as an option. Brief it in the approach plan.
→MLG fire RTO: the evacuation checklist is built into the RTO checklist. Do not skip it.
STANDOUT TIPS
  • RNP AR 13L: if it doesn't sequence from COVIR automatically, enter manually and direct COVIR — don't wait
  • Hold maximum speed: 210kt — note this and brief it before entering
  • After PF swap in hold: brief the new PF on fuel state and time limit before they take control
  • Engine fire after airborne (not V1): aircraft will NOT stay in SRS mode — be ready to manage manually
  • TOGA not available below F speed with derated T/O (F speed is very low, potentially below V1 in some configs)
  • DTO to MCT sequence: if still in DTO thrust setting, must pull back to CLB first before selecting MCT — cannot go direct DTO to MCT
  • Advise ATC immediately of inability to maintain altitude restrictions after engine failure — don't wait until levelled off
  • Braking action POOR go-around: consider sidestep to alternate runway as option; brief this in the approach plan
  • MLG fire RTO: checklist includes evacuation — it is built in, don't skip it

PILOT NOTES

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DIFFICULTY Not yet rated
Source: Direct email submission · Seat: Captain + FO + Add to this entry
A350
RT6
A350 RT · 6R Unverified
Jul 2026  ·  Xi'an / Cebu

A350 6R (PC Day 2) operating across two cities. Profile A is based entirely at Xi'an Xianyang (ZLXY) — cold weather operations, contaminated runway, LOC Z 05L at -10°C with cold weather altimetry corrections. Manoeuvres Validation covers crew incapacitation, UPRT, TCAS, and EGPWS events on the NSH1Z arrival. Profile B shifts to Cebu Mactan (RPVM) for the Scenario-Based Training phase — a line-oriented scenario inbound on the BATAY 3P arrival with multiple possible commencement points. Two SBT scenarios covered: the first involves being held high throughout the arrival, radar vectors to RNP 04R, and a go-around due being high on approach with all-whites PAPI at 500ft. The second involves a runway change from 04R to 04L at 7,000ft on descent due to a disabled aircraft. Final manoeuvres training covers an RNP approach converted to visual at 3nm for both pilots with differing crosswind components.

COLD WX T/OCOLD WX ALTIMETRYLOC APPROACHCONTAMINATED RUNWAYCREW INCAPACITATIONUPRTTCASEGPWSSBT LOFTHOLDGO-AROUNDRUNWAY CHANGECROSSWIND LANDINGVISUAL APPROACH
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Profile A — Departure

  • Airport: ZLXY (Xi'an Xianyang)
  • Runway: 05L
  • SID: (not stated — cold WX departure flown to clean configuration)
  • Weather: -10°C, 5mm snow, contaminated runway, derate T/O

Profile A — Failures & Scenarios (in sequence)

  • Briefing room: T/O performance and cold weather altimetry calculation for ZLXY at -10°C; 5mm snow; derate selected; F-speed vs V2+10 noted (no issue on A350)
  • Setup at hold point with engines running; Profile A = Junior Pilot PF, Profile B = Senior Pilot PF
  • Junior pilot single pilot: crew incapacitation, UPRT (horizontal windshear and nose-low upset recovery x2), TCAS event. Senior pilot in back seat.
  • Senior pilot rejoins: EGPWS events on ZLXY NSH1Z arrival after XY908; 2 events per pilot — 1 with terrain deselected (GPWS caution and warning only), 1 normal EGPWS; vectors given with descent clearance to 2400m expedite; recover to above MSA after each event
  • Junior pilot to back seat; senior pilot takes their turn at incapacitation, UPRT and TCAS; junior pilot rejoins for remainder of Profile A
  • Cold temperature altimetry departure ZLXY 05L — flown to clean configuration; repositioned for LOC Z 05L approach; at 12nm already at 4100ft (corrected FAF altitude at -10°C); vertical intercept of profile at FAF
  • A350: deselect G/S on Nav Aid page; A330: LOC/FPA per FCTM; A330 consider cold weather corrections to DME altitude checks on chart
  • Exercise complete after landing

Profile A — Approaches

  • LOC Z 05L ZLXY (cold weather, contaminated runway, -10°C corrections)

Profile B — SBT Departure

  • Airport: RPVM (Cebu Mactan)
  • Runway: 04R (initial), 04L (second scenario)
  • SID: (not stated)
  • Weather: Low cloud base; METAR RPVM 13010KT 110V200 2000 -RA OVC012 35/33 Q1003 (from official briefing flight folder)
  • Setup: Standard repos en route, set RPVM 04R, night. SBT A = Senior Pilot PF, SBT B = Junior Pilot PF.
  • NOTE: SBT scenario is instructor-selected based on crew TPMS data. The two scenarios below are what occurred in this specific session — other crews may receive different scenarios.

Profile B — SBT Scenario 1 (in sequence)

  • RPVM BATAY 3P arrival at FL200 from overhead BATAY — commencement point confirmed by instructor in briefing
  • Held high throughout the arrival; consistently had to request descent and approach clearance from ATC
  • Eventually given radar vectors to intercept RNP 04R
  • Low cloud base; visual with runway at 500ft; 4 whites on PAPI — too high on approach
  • Go-around at minima; flown to clean; exercise complete

Profile B — SBT Scenario 2 (in sequence)

  • Same RPVM BATAY 3P arrival; en route to TONYO at 10,000ft
  • On descent passing 7,000ft: ATC advises 04R no longer available — disabled aircraft on runway; runway change to 04L
  • Quick brief to capture runway change; approach checklist re-done for 04L
  • Weather checked — VMC required for 04L per NOTAM but ceiling low; attempted approach regardless and managed to get visual
  • Landed 04L

Profile B — Manoeuvres Training (in sequence)

  • Takeoff manually flown to clean configuration
  • Reposition for RNP approach converted to visual at 3nm final — both pilots
  • FO: 15kt crosswind; CN: 30kt crosswind

Profile B — Approaches

  • RNP 04R RPVM (SBT Scenario 1), Go-around (4 whites PAPI, too high)
  • RNP 04L RPVM (SBT Scenario 2), Landed (low ceiling, VMC borderline)
  • RNP converted to visual 3nm RPVM 04R (Manoeuvres Training, both pilots)
WHAT THE EXAMINER IS WATCHING FOR

Cold weather altimetry discipline on the LOC Z 05L — specifically whether crews apply corrections correctly and whether they know the limitation regarding China ATC. In the SBT phase, the instructor is watching for structured decision-making in a degrading arrival environment: being held high, managing fuel, making runway change decisions under time pressure. The SBT scenario is selected based on each crew's TPMS competency data — it will not be the same for every crew.

DON'T WALK IN WITHOUT KNOWING
→ZLXY cold weather LOC Z 05L: Ops 8.1.1.4 states China ATC does not apply cold weather corrections. Ask for higher altitudes (e.g. FAF 1200m → request 1500m). May not always be given in China. But be aware of this for enhances Situational Awareness.
→A350: deselect G/S on the Nav Aid page for the LOC Z 05L. A330: flown in LOC/FPA per FCTM.
→Cold WX departure ZLXY 05L: beware F-speed vs V2+10. No issue on the A350 but worth checking for the A330.
→5mm of snow → derate T/O. Know your limitations for derate takeoff, limitation for Flex take off on contaminated runways and awareness should the QNH change.
→EGPWS: two events each — one with terrain. EGWPS memory Items. Both on the NSH1Z arrival after XY908. Recover to above MSA after each event.
→Cold temperature altimetry correction. Expect At 12nm on the LOC Z 05L, expect to already be at 4100ft — this is the corrected FAF altitude at -10°C. Vertical intercept of the profile occurs at the FAF. Will you modify the FM profile?
→A330 LOC/FPA: consider applying cold weather corrections to the DME altitude checks on the chart as a cross-reference.
→RPVM RNP 04L/22R: per NOTAM, these approaches require VMC conditions with runway sighted at the FAF. RNP approaches as per FCTM.
→SBT profile B is not fixed — over 60 possible scenarios exist. The instructor selects based on your TPMS data. Do not expect the same profile as a colleague.
→RPVM terrain awareness: beware terrain surrounding the airport, especially if weather avoidance becomes a factor during the SBT.
→Final manoeuvres training: RNP approach converted to visual at 3nm. FO gets 15kt crosswind, CN gets 30kt crosswind.
STANDOUT TIPS

This session is designed around one competency above all else: terrain awareness. ZLXN and RPVM isn't selected by accident — ZLXY especially sits in a valley ringed by terrain on three sides, and cold weather altimetry corrections compound the exposure. The EGPWS events at ZLXY, the LOC approach with corrected altitudes, and the SBT scenario at RPVM are all expressions of the same training intent. Once you see that intent, the rest is just procedural and task management. Other pointers for this sim:

  • Incapacitation — Consider if Autoland is available, request protection.
  • EGPWS: Verbalising above MSA during the recovery, show Situational Awareness.
  • UPRT is training. Don't forget mouth music for UPRT.
  • RPVM terrain: treat all weather deviations with terrain awareness.
  • Manoeuvres training crosswind: FO gets 15kt, CN gets 30kt.
  • Anticipate De-Icing. "Anticipate de-icing at ZLXY — 5mm snow means contaminated runway performance applies. Derate T/O is the call, consider the threats and limitations associate with it.

CONTRIBUTED BY

✈ The Kiwi

Direct WhatsApp submission · Jul 2026

PILOT NOTES

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DIFFICULTY Not yet rated
Source: Direct WhatsApp submission · Seat: Both pilots + Add to this entry
A350
RT5
A350 RT · 5R Unverified
Jan 2026  ·  Hong Kong

A350 RT5 at Hong Kong. This session is dominated by structured decision-making under compound pressure — fuel, weather, and runway availability all degrading simultaneously. Arrives in the STAR for 25R, runway changes to 07L, TCAS event, then ATC reports the previous aircraft made a hard landing — runway inspection required, go-around. Weather assessment shows VHHH with only 07L available, Shenzhen bad with one runway, Kaohsiung adds 2 tonnes extra fuel, Macau workable. Enters hold, plans one more approach before diverting to Macau. Decision made, exercise complete. Second half covers predictive and reactive windshear, approach to stall in landing config, UPRT with a low energy scenario, stall in cruise, and a max TOW 07C engine failure in the red zone.

RUNWAY CHANGETCASGO AROUNDDIVERSION DECISIONHOLDWINDSHEARUPRTLOW ENERGYSTALL CRUISE3RS ENGINE FAIL
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Profile A — Departure

  • Airport: VHHH
  • Scenario: Arrives in STAR for 25R

Profile A — Failures & Scenarios (in sequence)

  • Runway change from 25R to 07L
  • TCAS event
  • On approach: ATC advises previous aircraft made hard landing → runway inspection → go around
  • WX assessment: VHHH shitty with only 07L available; Shenzhen bad WX with one runway only available; Kaohsiung OK but would arrive with 2 tonnes extra (fuel); Macau OK
  • Entered hold to wait for runway inspection; planned one more approach then divert to Macau; decision made; exercise complete
  • Predictive and reactive windshear exercises
  • Approach to stall in landing config
  • UPRT: low energy scenario (use V/S, off-track and talk to ATC); stall in cruise
  • Max TOW on 07C with engine failure in the red zone

Profile A — Approaches

  • Approach to 07L VHHH (disrupted by runway inspection go-around)
  • Diversion decision to Macau (hold and reassess)
WHAT THE EXAMINER IS WATCHING FOR

Structured decision-making under time and fuel pressure. Can the crew lay out options clearly — available runways, fuel state, alternates — and commit at the right moment? The low energy UPRT tests whether the crew acknowledges being off-track and talks to ATC, rather than trying to fix it silently.

DON'T WALK IN WITHOUT KNOWING
→In the hold waiting for runway inspection: set a mental fuel limit before you enter. Know the number at which you divert regardless.
→Low energy UPRT: use V/S, acknowledge being off-track out loud, call ATC early. Do not try to fix it silently.
→Max TOW at 07C red zone: know your fuel and weight state before departure. It changes the EO trajectory and timeline significantly.
STANDOUT TIPS
  • Decision making under fuel/weather/runway pressure: structure the options clearly (available runways, fuel state, alternates) before committing
  • When in hold waiting for runway inspection: set a mental fuel limit for divert decision
  • Low energy UPRT: use V/S, acknowledge being off-track, talk to ATC early — don't try to fix it silently
  • Max TOW 07C red zone: know the fuel/weight state before departure — being max TOW changes the EO trajectory and timeline significantly

PILOT NOTES

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DIFFICULTY Not yet rated
Source: Direct email submission · Seat: Both pilots + Add to this entry
A350
PC4
A350 PC · P4
Jun 2025  ·  Dubai

A350 PC4 operating between Dubai World Central (OMDW) and Abu Dhabi (OMAA). No SO in this session — engine fail in cruise was skipped. Green dot speed 197kt throughout, so SID speed restrictions are not a factor. Profile A: RTO at OMDW, V1 cut with severe damage, LVO CAT3B ILS 30 missed approach (G/S failure at 1700ft — immediate missed approach required), divert to OMAA, hold at TUGVA (306 degrees inbound, right-hand pattern), RNP Y AR 31R missed approach (nil sighting), LOC/DME 31R to land, then repositioned all-engines CAT3B 31R OMAA to land. Profile B: RTO by Pilot B, V1 cut with likely severe damage, ILS 31R missed approach, TUGVA hold cancelled before reaching the fix, RNP AR 31R missed approach (nav failure or downgrade), LOC/DME 31R to land, fuselage fire on landing roll and evacuation.

RTOV1 CUT SEVERELVO CAT3BRNP ARHOLDLOC/DMEG/S FAILUREEVAC
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Profile A — Departure

  • Airport: OMDW
  • Runway: 30
  • SID: DAMVO 4L

Profile A — Failures & Scenarios (in sequence)

  • RTO — reverser unlocked (or engine failure) just after 100kt call; stop; actions; discuss post-RTO actions (taxi?, brakes, NITS); reposition
  • Reposition — V1 cut; severe damage; levelled at 4000ft; WX and VIP restrictions at other fields → back to OMDW; RAVEC ILS 30 LVO CAT3B; missed approach G/S failure at ~1700ft
  • RAVEC for OMAA at 4000ft; direct TUGVA; hold (306° inbound, RH pattern); program and enter hold; cancel hold; clear RNP Y(AR) OMAA 31R; missed approach nil sighting; RAVEC LOC/DME 31R OMAA; visibility improves; land 31R
  • Reposition for all-engines LVO CAT3B 31R OMAA; land and taxi off to first taxiway; check LVO exits on FD Pro

Profile A — Approaches

  • ILS 30 OMDW (LVO CAT3B, EO), Missed approach (G/S failure 1700ft)
  • RNP Y(AR) 31R OMAA (EO), Missed approach (nil sighting)
  • LOC/DME 31R OMAA (EO), Landed
  • ILS CAT3B 31R OMAA (all engines), Landed

Profile B — Departure

  • Airport: OMAA
  • Runway: 31L
  • SID: TULAN 2K

Profile B — Failures & Scenarios (in sequence)

  • RTO by Pilot B
  • Reposition — V1 cut with likely severe damage
  • RAVEC for ILS 31R OMAA; missed approach
  • Program hold at TUGVA — hold cancelled before arriving at TUGVA
  • Clear RNP Y(AR) OMAA 31R; missed approach (nav failure or downgrade)
  • RAVEC for LOC/DME 31R OMAA; landed
  • Fuselage fire on landing roll → evacuation

Note

Profile B possibly changed to LOC/DME OMAA 31R (not OMDB). If extra time: RJFF RNP 34R — note 4th floor sim has original 34 only; it is now 34R; sim on 1/F status unclear.

Profile B — Approaches

  • ILS 31R OMAA (EO), Missed approach
  • RNP Y(AR) 31R OMAA, Missed approach (nav failure)
  • LOC/DME 31R OMAA, Landed
WHAT THE EXAMINER IS WATCHING FOR

G/S failure during a CAT3B is an immediate missed approach — no hesitation. TUGVA hold entry must be briefed early; the hold can be cancelled before arrival. LOC/DME at OMAA — confirm it is OMAA not OMDB if the profile changes.

DON'T WALK IN WITHOUT KNOWING
→Green dot 197kt: SID speed restrictions are not a factor. No need to actively manage speed on departure.
→TUGVA hold: 306 degrees inbound, right-hand pattern. Brief it before cleared in. The hold may be cancelled before you arrive — have the entry ready regardless.
→G/S failure at 1700ft during CAT3B: missed approach immediately. Do not attempt to continue.
→LVO exits at OMAA: check on FD Pro before arrival.
→LOC/DME approach: confirm OMAA 31R, not OMDB, if profile changes at briefing.
STANDOUT TIPS
  • Green dot 197kt — SID speed restrictions not a factor at this green dot speed; no need to manage speed actively
  • TUGVA hold: 306° inbound, RH pattern — brief early so ready when cleared; hold can be cancelled before reaching fix
  • G/S failure at 1700ft during CAT3B: missed approach — don't attempt to continue
  • LVO exits at OMAA: check on FD Pro before arrival
  • Profile B note: be aware LOC/DME OMAA 31R (not OMDB) if profile changes; verify when briefed
  • RJFF RNP 34R: confirm sim floor before briefing (original sim may show 34 not 34R)

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A350
RT3
A350 RT · 3R
Feb 2025  ·  Seoul

A350 RT3 at Seoul Incheon (RKSI). LVO taxi out with runway change close to the threshold at M5 — have the departure change checklist ready before you reach it. Profile A: Green HYD overheat followed by Low Level Yellow HYD at acceleration altitude, level off at 5000ft, vectors to PAMBI hold, ILS 34L to land. Then UPRT and high altitude stall. Erroneous QNH on RNP 34L — session frozen at MDA for discussion. Profile B: takeoff from 34L, at 8000ft HYD ENG 2 Y pump fault followed by F/CTL stabiliser fault, elected return to RKSI, ILS 34L via PAMBI hold. FCOM fuel penalty tables apply — hydraulic abnormal can impose up to 65% fuel penalty. More UPRT and stalls. Erroneous QNH on RNP again — this time to a go-around. Visual approach to Fukuoka (RJFF) for Captains at night with 15kt crosswind and S/O in daytime nil wind.

HYDRAULIC FAULTF/CTL STABILISERLVO TAXIUPRTHIGH ALT STALLRNPERRONEOUS QNHVISUAL APPROACHCROSSWIND
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Profile A — Departure

  • Airport: RKSI
  • Runway: 34R (change from 34L during taxi at M5; departure checklist completed)
  • Taxi routing: Bay 121 → AS → R3 → R8 (hold R4) → R4 → R6 → M5 (hold 34L) → runway change to 34R
  • Weather: LVO taxi out; 150m vis

Profile A — Failures & Scenarios (in sequence)

  • At acceleration altitude: Green HYD overheat ECAM; followed by Low LVL Y HYD; level off at 5000ft; vectors to PAMBI hold; WX + NITS + PA + IOC + LPA + brief for ILS 34L; landed; stopped on runway
  • Reset for UPRT at FL350; followed by high altitude stall
  • Reset for RNP 34L with wrong QNH; sim frozen at MDA to show wrong QNH appearance

Profile A — Approaches

  • ILS 34L RKSI (Green HYD overheat + Y HYD low)
  • RNP 34L RKSI (wrong QNH, instructional freeze at MDA)

Profile B — Departure

  • Airport: RKSI
  • Runway: 34L

Profile B — Failures & Scenarios (in sequence)

  • T/O 34L; passing 8000ft: HYD ENG 2 Y PMP Fault; followed by F/CTL Stabiliser fault; elected to return RKSI; ILS 34L; hold at PAMBI to set up; fuel penalty tables in FCOM indicate up to 65% fuel penalty (note in planning)
  • More UPRT at high altitude; additional stalls
  • RNP 34L wrong QNH; this time to a go-around

Additional

  • RJFF 34 visual: Captains at night with 15kt crosswind; S/O daytime nil wind

Profile B — Approaches

  • ILS 34L RKSI (HYD Y PMP + stabiliser fault)
  • RNP 34L RKSI (wrong QNH, go-around)
  • Visual 34 RJFF (CN night 15kt xwind; S/O day nil wind)
WHAT THE EXAMINER IS WATCHING FOR

LVO taxi discipline and runway change management. Multiple hydraulic faults with flight control implications — methodical QRH. Fuel penalty awareness during the hold. The erroneous QNH go-around is a crew decision, not prompted by the instructor.

DON'T WALK IN WITHOUT KNOWING
→LVO taxi: know the routing. Runway change can happen close to the threshold — at M5 in this session. Have the departure change checklist ready.
→FCOM hydraulic abnormal fuel penalty tables: up to 65% penalty. Check these in the hold early. Don't wait until fuel-critical.
→Stabiliser fault plus hydraulic: elected return is the right call when multiple flight control faults are present.
→Erroneous QNH on RNP: if you cannot reconcile the visual picture with the approach path at MDA — go-around. Don't try to fix it on final.
STANDOUT TIPS
  • LVO taxi: know taxi routing and be ready for runway change close to threshold (M5 in this case); have departure change checklist ready
  • FCOM fuel penalty tables: HYD abnormal can impose up to 65% fuel penalty — check these early in the hold for planning
  • Stabiliser fault + HYD: work methodically; elected return is sensible when multiple F/CTL faults present
  • RNP wrong QNH: go-around if unable to reconcile visual picture with approach path — don't try to salvage

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A330
RT3
A330 RT · 3R
Feb 2025  ·  Seoul

A330 RT3 at Seoul Incheon (RKSI). LVO taxi out with a runway change during taxi. Profile A: gear fails to retract on climb-out, gear doors remain open, Green HYD lost, then Blue HYD lost — now G+B HYD dual loss with slats jammed at 0. QRH application is methodical and time-consuming. ILS 34L to land, stopped on runway. Then erroneous QNH demonstration on RNP 34L — session frozen at MDA to show what wrong QNH looks like on final. UPRT and approach to stall at FL350. Profile B: normal takeoff from 34R, then B and Y HYD loss, return to RKSI ILS 34L. Erroneous QNH RNP again — this time crew decides independently to land or go-around. UPRT. Visual approach to Fukuoka (RJFF) runway 34R for Captains only.

GEAR FAULTHYDRAULIC DUAL LOSSSLATS JAMMEDLVP TAXIUPRTAPPROACH TO STALLRNPERRONEOUS QNHVISUAL APPROACH
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Profile A — Departure

  • Airport: RKSI
  • Runway: 34L (change of runway during taxi from 34 to 34L)
  • SID: (not specified)
  • Weather: RVR 150M RWY 34; LVP; CTOW brief includes icing + QRH LVO; T/O alternate not required (CAT3B available); standard pushback; engine start; runway change during taxi

Profile A — Failures & Scenarios (in sequence)

  • After T/O: all gear cannot retract; gear doors remain open; lose G HYD; request level off; after flap retraction: lose B HYD; now G+B HYD with slats jammed at 0; level off at (not specified); flight freeze at RKSI; ECAM and QRH summary; request delayed vector for long final ILS 34L; landed (stopped on runway)
  • Reposition for RNP 34L: erroneous QRH demonstration; STC instructs wrong QNH intentionally; flight freeze when visual → discuss what it looks like with wrong QNH under hazy conditions
  • Repos FL350 for UPRT and approach to stall

Profile A — Approaches

  • ILS 34L RKSI (G+B HYD loss, gear down, slats jammed)
  • RNP 34L RKSI (erroneous QNH demonstration — instructional)

Profile B — Departure

  • Airport: RKSI
  • Runway: 34R
  • Weather: Vis increased to 5km; OAT 10°C; wet runway

Profile B — Failures & Scenarios (in sequence)

  • Normal T/O and flap retraction; lose B HYD then Y HYD; stop climb; request delayed vector; ECAM and QRH; ILS RWY 34L
  • Reposition for erroneous QRH RNP 34L: this time crew on their own; react when visual (land or go-around)
  • UPRT: same as Profile A

Additional

  • Repos west of RJFF for visual RWY 34 (now 34R — sim on 1/F original charts show 34 only, not 34R)
  • One visual approach per CN; now CN only (was previously CN and FO)

Profile B — Approaches

  • ILS 34L RKSI (B+Y HYD loss)
  • RNP 34L RKSI (erroneous QNH, crew decision)
  • Visual 34R RJFF (CN only)
WHAT THE EXAMINER IS WATCHING FOR

Dual hydraulic loss — this is not a single system failure. Work through QRH methodically. The erroneous QNH exercise is about recognition: can you identify at MDA that the visual picture doesn't match your expectations and act decisively?

DON'T WALK IN WITHOUT KNOWING
→G+B hydraulic loss with slats jammed: work through the QRH step by step. This is not a memory items situation.
→Erroneous QNH: know what you expect the approach to look like at MDA. If the picture doesn't match — go-around. Don't try to salvage.
→RJFF visual 34: the sim may only show runway 34 on original charts. It is now 34R. Confirm the sim's designation before briefing.
STANDOUT TIPS
  • Dual hydraulic loss (G+B): slats jam at 0; this is not a dual failure of single systems — work through QRH methodically
  • Erroneous QNH demonstration: know what you expect to see on final when QNH is wrong; discuss during freeze; be ready for go-around or landing decision when visual
  • RJFF visual 34: sim has only the original 34 charts; it is now 34R; note the discrepancy — confirm sim designation before briefing

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A330
PC3
A330 PC · P3
Dec 2024  ·  Singapore

A330 PC3 at Singapore Changi (WSSS). RTOW calculated in the classroom prior — contaminated runway, 4mm standing water, FlySmart D24. Profile A: engine failure with severe damage, return to WSSS, manual ILS 20C missed approach (nil sighting), VOR 20C approach (lined up left at 800ft — FD off, TRK/FPA, QDM 203 to correct), CAT2 EO missed approach, then in the same profile: explosive decompression at FL350 abeam OLSAM with Jakarta fuel diversion — WSSS closes, divert to Batam (WIDD) for RNP 22. Also cabin pressurisation dual fault at FL350. EGPWS recovery exercises (both day and night). Profile B: engine failure from DODSO 1J, ILS 04 manual missed approach, VOR 20C to land, then 3RS training across multiple colour zones.

V1 CUT EOSEVERE DAMAGEVOR APPROACHEXPLOSIVE DECOMPRESSIONCAB PRESSEGPWS3RS TRAININGDIVERSION
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Profile A — Departure

  • Airport: WSSS
  • Runway: 20C
  • SID: (not specified)
  • Weather: VRB 9kt, 20°C; 4mm standing water (selected 6mm — closest conservative option); T/O alternate nominated (current WX below ILS 20C required vis); FlySmart generated D24 for contamination; RTOW done in classroom

Profile A — Failures & Scenarios (in sequence)

  • A/P on at 1500 AAL; set CLB thrust; modes change to THR DCLB CLB A/THR; ENG 1 fail; A/P remains; MCT on both levers; speed pre-selected 230kt (above F speed 145kt) → advance to TOGA; vertical mode becomes SRS with 150kt managed; ENG 1 vibration → severe damage; Bottle 1 → PRESS ALT → clean up; ECAM complete; three options discussed post-failure for thrust selection
  • ATC: ATIS WX; ILS 20C above CAT1; return WSSS; vectors to NYLON hold; IOC alert; NITS (precautionary landing and disembarkation with bridges); PA; handover to FO; FM setup (Flap 3); LPA; brief; cabin crew seated; approach checklist; from NYLON cleared approach; manual flying manual thrust; nil sighting → go around; 1520 PRESS ALT; clean up; ALTPULL; MCT; AP engaged
  • Weather improved; VOR 20C approach; handover to FO; IOC alert; PA; hard tune VOR1 VTK 203; LPA not required (same runway); set up on downwind; balance fuel; direct Final Fix then cleared VOR 20C; at 800ft visual but lined up left of centreline; FD off; TRK/FPA; inbound QDM 203; landed exit T8
  • LVO reposition 6nm final: CAT2 ILS 20C; ENG 1 still failed; A/P; ATIS 350M all zones; AUTOLAND light flashed at minima; nil sighting → go around; exercise complete
  • LOFT FL350 abeam OLSAM: explosive decompression BANG; memory item; 10000ft in window (over ocean); heading 210 initially; maintain speed (suspected structural damage); ECAM on descent; mask off after 10000ft cabin altitude; FOB below MinDev at Jakarta; divert WSSS; ILS 20C; handover to FO; shallow 500fpm descent (pax comfort); IOC alert; ATC: WSSS closed (reason not given); request WIDD WX + approach; Batam WIDD fine; RNP 22; NITS; PA; reprogram; direct RIVIG then cleared approach; landed exit D
  • Repos FL350 abeam OLSAM: CAB PRESS SYS 1 fault → SYS 2 fault → cabin altitude rapidly rising; memory item: select high speed (internal CAB PRESS problem only); ECAM complete; exercise done

Additional

  • EGPWS: pilot B first; 6nm final ILS 07R; 5000ft on MCP; STC: HDG 105, V/S -500fpm; GPWS CAUTION → PULL OP CLB and right turn to avoid terrain; eventually WARNING → PULL UP TOGA; after MSA, "Go around Flap" to resequence; report HDG and ALT to ATC
  • Second EGPWS exercise: ignored caution, reacted to warning; ALPHA FLOOR came on; be aware speed after levelling may still be below VLS

Profile A — Approaches

  • ILS 20C WSSS (EO, manual), Missed approach
  • VOR 20C WSSS (EO, manual), Landed
  • ILS 20C WSSS CAT2 (EO, A/P), Missed approach
  • WIDD RNP 22 (LOS explosive decomp)

Profile B — Departure

  • Airport: WSSS
  • Runway: (DODSO 1J)

Profile B — Failures & Scenarios (in sequence)

  • ENG 1 fail at same altitude; selected TOGA (above F speed); secure ENG; clean up; ECAM; get WX; ILS 04 CAT1; handover; IOC; NITS; PA; FM (F3); LPA; brief; seated cabin crew; approach checklist; radar vectors between BUTGI and LEBET; manual flying manual thrust; nil sighting → go around; PRESS ALT 1620ft; clean up; climb 2000ft; ATC further climb 3500ft; ask for WIDD WX; WIDD closed VIP movement; VOR 20C WSSS; landed
  • 3RS training: multiple T/Os different colour zones; note GD 221kt and EO GD 211kt; aircraft can clean up to F0 in this profile after passing 2600ft before turning 191 from C1 or D7ARP; Red and Green zones: above 1500ft thrust reduction alt when engine fails → increase thrust; in Red zone: set V2+10, climb to 2600, secure engine, PRESS ALT, clean up; in Green zone: don't intervene speed, let aircraft climb to 2600, secure engine, PRESS ALT, clean up

Profile B — Approaches

  • ILS 04 WSSS (EO, manual), Missed approach
  • VOR 20C WSSS (EO, manual), Landed
WHAT THE EXAMINER IS WATCHING FOR

Speed selection discipline after engine failure — is pre-selected speed above F speed before selecting TOGA? VOR approach with a displaced centreline — recover smoothly using TRK/FPA without FD. Explosive decompression requires immediate structured response under genuine urgency.

DON'T WALK IN WITHOUT KNOWING
→Speed selection after ENG fail: confirm pre-selected speed is above F speed before advancing to TOGA. Below F speed — MCT only.
→Three post-failure thrust options: CLB (leave), V2+10 selected, or TOGA. All acceptable depending on terrain. CLB is acceptable at WSSS.
→3RS Green zone: don't intervene with speed. Let the aircraft climb naturally to 2600ft, then PRESS ALT and clean up.
→3RS Red zone: set V2+10kt. Maintain climb rate to 2600ft.
→VOR approach: at 800ft if visual but left of centreline — FD off, TRK/FPA, QDM 203. Do not try to correct with FD on.
→EGPWS: after ALPHA FLOOR activation from pulling through the warning, check speed after levelling — may still be below VLS.
STANDOUT TIPS
  • Speed pre-selection matters: confirm above F speed before selecting TOGA after ENG fail; below F speed → use MCT only
  • Three post-failure thrust options: CLB (leave), V2+10 select, or TOGA — all acceptable depending on terrain; Option 1 acceptable at WSSS
  • 3RS Green zone: don't intervene with speed; let aircraft climb naturally to 2600ft; PRESS ALT then clean up
  • 3RS Red zone: set V2+10 kt; maintain good climb rate to 2600ft
  • VOR approach: at 800ft visual but displaced left — FD off; TRK/FPA; QDM 203; don't try to line up with FD on
  • EGPWS: after ALPHA FLOOR from pulling through warning — watch speed after leveloff, may still be below VLS

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
B777
RT2
B777 RT · 2R
Sep 2024  ·  Hong Kong

B777 RT2 at Hong Kong — 3RS session. Captain leads through all five zone scenarios on 07C and 07R. Primary focus is lateral flight path management. Closes with a pilot incapacitation — FO incapacitates after a normal healthy climb, not immediately after a failure. Autoland ILS 07R follows. UPRT includes wake turbulence vortex simulation where the aircraft can flip mid-manoeuvre — be ready for it. TCAS includes a session where the crew is sandwiched between two military aircraft at +600ft/-500ft: disconnect AP and AT, hands off. Line-oriented smoke diversion to Kuala Lumpur (WAMM) with smoke also declared in the flight deck — both pilots land with oxygen masks on for the full approach and landing. MSA at WAMM is 8600ft.

3RS EO T/OALL ZONESPILOT INCAPAUTOLANDUPRTTCAS RASMOKE LOSOVERWEIGHT DIVERSION
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Profile A — 3RS Exercises

  • Airport: VHHH
  • Runways: 07C (ADLAT 1T) and 07R (DALOL 1X)
  • Captain PF first; FO after (abbreviated)
  • Primary focus: lateral flight path management

Profile A — Scenarios

  • AMBER zone (07C): ENG fail before HH302; standard E/O SID; LNAV+Autopilot after executing
  • RED zone (07C): failure just before D7ARP; decision point is location of failure (not action point); at D7ARP go TRK SEL to start right turn to 191; delay ENG FIRE memory items if tracking/terrain is bigger threat
  • GREEN zone (07C): passed D7ARP; continue SID; confirm failure; TOGA for max thrust; erase E/O SID from PM; re-engage LNAV
  • AMBER zone (07R DALOL 1X): similar to 07C amber; after HH301 — left turn to R1 before right turn to track 191; E/O SID + LNAV handles it
  • GREEN zone (07R): same as 07C green
  • Final T/O: FO incapacitated after healthy climb (not right after failure); "Attention, ISM to flight deck"; ISM to care for incapacitated FO + call Medlink; NITS for VHHH return; normal landing disembarkation; PAN to ATC; direct LIMES ILS 07R; pilot incap checklist when able; IOC alert; PA; LPA; Autoland ILS 07R

Additional items

  • UPRT: repos FL350; wake turbulence vortex simulation; abrupt significant force needed; aircraft flipped mid-manoeuvre to other side (be prepared); correct with stall/altitude mouth music; 2 exercises per pilot
  • TCAS: 2 exercises per pilot; on one exercise sandwiched between two military aircraft (+600ft/-500ft); disconnect AP and AT on RA; hands off situation; fly between the aircraft
  • LOS: ~100nm north of WAMM; ISM reports smoke/smell in forward business class; give NITS brief for diversion (~15min); head to WAMM; instructor announces smoke in flight deck → oxygen masks on; Smoke/Fire/Fumes checklist (PM runs); Smoke Removal checklist referred to during; both pilots must land with oxygen masks on (or exercise repositioned); purge mask if fogged (button at chin); MAYDAY to ATC; ILS 36 (possibly better ILS 18 if north of aerodrome); SQK 7700; IOC; PA; MSA WAMM 8600ft → initial 9000ft; LPA when time; PM finishes troubleshooting; ISM: smoke continuing cannot locate source → land ASAP; no time for fuel jettison (overweight option); land and stop; parking brake; evacuation checklist
  • Additional training: manual landing ILS 18 WAMM from 6nm; slightly high ROD ~950fpm

Profile — Approaches

  • ILS 07R VHHH Autoland (pilot incapacitation)
  • ILS 36 WAMM (LOS smoke, overweight diversion)
  • ILS 18 WAMM (additional training, manual)
WHAT THE EXAMINER IS WATCHING FOR

RED zone decision — based on location of failure, not the action point. If lateral tracking or terrain is the bigger immediate threat, delay engine fire memory items. The WAMM diversion with flight deck smoke and masks on for the full landing is the most demanding scenario in this session.

DON'T WALK IN WITHOUT KNOWING
→RED zone: the decision is based on where the failure occurs, not the action point. If tracking or terrain is the bigger threat, delay engine fire memory items.
→TCAS sandwiched between two aircraft: disconnect AP and AT. Hands off. Trust the geometry.
→Both pilots land with oxygen masks on. Not just for the approach — through the full landing. Purge button is at the chin if the mask fogs.
→WAMM MSA is 8600ft. Initial altitude should be 9000ft. Not 8500ft as commonly assumed.
→Session completed 40 minutes early — the EOSID scenarios are less complex in execution than they appear in preparation.
STANDOUT TIPS
  • RED zone: decision is based on location of failure, not action point; delay ENG FIRE memory items if tracking/terrain threat is greater
  • TCAS sandwiched: disconnect AP and AT; hands off; trust the system to fly between aircraft
  • Both pilots must land with oxygen masks ON (not just for approach — full landing); purge if fogged
  • WAMM MSA 8600ft — don't descend below 9000ft initially (not 8500ft as commonly assumed)
  • Session completed 40min early — EOSID scenarios less complex in execution than they appear in prep

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A350
RT2
A350 RT · 2R
Sep 2024  ·  Hong Kong

A350 RT2 at Hong Kong — 3RS session. Engines started at the 07C A1 holding point. Both pilots cycle through all colour zones on 07C and 07R including mutual pilot incapacitation scenarios. Critical brief item: ADLAT 1T requires TEGUB speed modified from 230kt to 210kt per the SID picture in the briefing slides. PRESS ALT criteria require both conditions simultaneously: tracking 191 degrees AND above 2600ft AGL. UPRT (nose high, 60-degree bank, wake turbulence second exercise), TCAS RA, then line-oriented smoke diversion to Kuala Lumpur (WAMM) — high speed 330kt to 10nm MENOT, then full speedbrake to 200kt and configure for the approach.

3RS EO T/OALL ZONESENG FIREPILOT INCAPUPRTWAKE TURBULENCETCAS RASMOKE LOS
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Profile A — 3RS Exercises

  • Airport: VHHH
  • Runways: 07C (ADLAT 1T) and 07R (DALOL 1X)
  • Aircraft stationed at 07C A1 holding point; start engines at holding point
  • ADLAT 1T: modify TEGUB speed from 230kt to 210kt per SID picture in 2R slides

Profile A — Scenarios (Senior Pilot)

  • ADLAT 1T Green Zone — ENG 2 fail; return ILS 07R; junior pilot incapacitated on downwind
  • ADLAT 1T Red Zone — ENG 2 FIRE
  • ADLAT 1T Amber Zone — V2 cut ENG 2 fail; E/O SID activated; GPWS warnings (possible late gear retraction)

Profile A — Scenarios (Junior Pilot)

  • DALOL 1X Amber Zone — ENG 2 fail
  • ADLAT 1T Red Zone — ENG 2 FIRE
  • ADLAT 1T Amber Zone — V2 cut; return ILS 07R; senior pilot incapacitated on climb to 5000ft

Additional notes

  • For one amber zone failure: SI activated failure too close to HH302 → E/O SID not available; select HDG, ask PM to activate SEC 1 (had E/O SID pre-programmed)
  • Acceleration criteria (PRESS ALT): after tracking 191deg AND above 2600ft AGL
  • UPRT: 2 exercises per pilot; preset nose high, 60deg left bank at FL350; callouts: ATTITUDE/STALL, I HAVE CONTROL, PUSH, ROLL, THRUST, STABILISED; re-engage AP; FD; Autothrust; second exercise: wake turbulence; aircraft thrown around; no significant speed/altitude lost; F/D giving sensible info → follow it
  • TCAS: 1 exercise per pilot; TCAS BLUE → query traffic → auto TCAS RA; standard calls to ATC; recovery
  • LOS: ISM reports blue smoke in economy; moved pax to PEY and J class; NITS brief for WAMM diversion; requested ILS Z 36 (not RNP 18); CAVOK 270/10; oxygen masks on; ABN FIRE SMOKE/FUME checklist; CN became PF (FO becomes PM for checklist); high speed descent; non-std E/O accel alt; 330kt to ~10nm MENOT; full speedbrake to 200kt then configure; FO set up approach; LPA; CN: WAMM diversion NITS to ISM (precautionary landing + possible evacuation on runway); PA; IOC alert; request fire services near W1/W2; after landing: no fire/smoke → taxi to gate; stop on WP; exercise complete

Profile B — Approaches

  • ILS Z 36 WAMM (LOS smoke diversion)
WHAT THE EXAMINER IS WATCHING FOR

PRESS ALT accuracy — both conditions must be met, not just altitude. E/O SID availability near HH302 and what to do if unavailable. UPRT callout sequence is specifically tested: PUSH before ROLL.

DON'T WALK IN WITHOUT KNOWING
→ADLAT 1T: change TEGUB speed to 210kt in the FM before departure. Default is 230kt. Check the briefing slides.
→PRESS ALT: tracking 191 degrees AND above 2600ft AGL. Both conditions required simultaneously.
→If E/O SID unavailable (failure too close to HH302): select HDG, activate SEC 1. The E/O SID was pre-programmed. Do not programme under pressure.
→UPRT callout sequence: ATTITUDE/STALL, I HAVE CONTROL, PUSH, ROLL, THRUST, STABILISED. PUSH before ROLL.
→LOS smoke: maintain 330kt until 10nm MENOT. Then full speedbrake rapidly to 200kt, then configure.
STANDOUT TIPS
  • ADLAT 1T: modify TEGUB to 210kt (not the FM default 230kt) — check SID picture in briefing slides
  • PRESS ALT criteria: must be tracking 191deg AND above 2600ft AGL — both conditions required
  • If E/O SID unavailable due to failure at HH302: select HDG, activate SEC 1 (E/O SID pre-programmed); do not attempt to programme under pressure
  • UPRT: chant the callouts; PUSH first (before ROLL); keep the sequence
  • LOS smoke: keep 330kt until ~10nm MENOT; full speedbrake to 200kt rapidly then configure

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A330
RT2
A330 RT · 2R
Sep 2024  ·  Hong Kong

A330 RT2 at Hong Kong — 3-runway system (3RS) session. Engine failures across all colour zones on 07C and amber zone on 07R. Each failure is either a clean engine fail or an engine fire persisting after both bottles. After the final departure, as the crew climbs to 5000ft post-engine-secure, the instructor immediately triggers pilot incapacitation — the session is designed to catch crews who relax after EO clean-up. Autoland ILS 07R follows. Then UPRT at FL350 with a TCAS RA (and wake turbulence just before the senior pilot's event). Line-oriented scenario: smoke from overhead compartment on a cruise diversion to Kuala Lumpur (WAMM). PACK 2 off resolved the smoke. Overweight landing and manual ILS 18 also included.

3RS EO T/OALL ZONESENG FIREPILOT INCAPAUTOLANDTCAS RAWAKE TURBULENCESMOKE LOSOVERWEIGHT
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Profile A — 3RS Exercises

  • Airport: VHHH
  • Runways: 07C (ADLAT 1T) and 07R (DALOL 1X)
  • Senior pilot PF first; junior pilot after

Profile A — Failures & Scenarios (in sequence)

  • Engine failures across all three colour zones on 07C; amber zone only on 07R; each either ENG FAIL (no damage) or ENG FIRE (fire persists after both bottles)
  • After final departure — engine secured; while climbing to 5000ft instructor restarts second engine → immediately into Pilot Incapacitation; ATC cleared direct LIMES for ILS 07R; Autoland performed; vacate; exercise complete
  • Break

Additional items (same session)

  • UPRT: repos FL350 near BONDA; junior pilot first; nose high UPRT x2 per pilot; after second recovery and stabilised: ATC direct BONDA → TCAS RA convergence; TCAS mode engaged; watch AP fly; just before senior pilot TCAS event: wake turbulence scenario; PF kept AP in; aircraft recovered itself
  • LOS: repos FL350 on A461 tracking towards AMN; ETP WAMM/WAPP; ISM reports smoke from overhead compartment; verify smoke source (overhead vs air con duct); don oxygen masks; U-turn to WAMM; direct RUMBO descend 10000ft; max speed; WX: rwy 18 initially (requested 36, granted); suspected air con → PAX 2 off; checklist paused to focus on flying; overweight landing → LPA + overweight checklist; FM set RUMBO 1L → ILS Z 36; vectored direct PASTU then MENOT; landed; stop on runway; exercise complete
  • CAT1 manual landing: repositioned 3nm final WAMM rwy 18; one per pilot

Profile A — Approaches

  • ILS 07R VHHH Autoland (pilot incapacitation)
  • ILS Z 36 WAMM (LOS smoke diversion, overweight)
  • ILS 18 WAMM (CAT1 manual)
WHAT THE EXAMINER IS WATCHING FOR

3RS zone management — the correct action depends on location of failure in the departure corridor, not timing. The immediate pilot incapacitation after EO clean-up is a deliberate trap. Smoke diversion requires source verification before acting.

DON'T WALK IN WITHOUT KNOWING
→After securing the engine climbing to 5000ft: stay alert. Instructor triggers pilot incap immediately. Do not relax.
→Wake turbulence during UPRT: keep AP engaged. Aircraft recovered without PF input.
→Smoke diversion: verify source first — overhead compartment versus air conditioning duct. In this session, PACK 2 off resolved it.
→Overweight landing: LPA AND the overweight landing checklist. Both required.
→WAMM ILS Z 36: request direct PASTU then MENOT early. The full STAR was not flown — direct routing was available and used.
STANDOUT TIPS
  • After securing engine on climb to 5000ft, instructor immediately triggers pilot incap — don't relax after EO clean up
  • Wake turbulence: keep AP engaged; aircraft recovered without PF input
  • Smoke diversion: verify source before acting (overhead compartment vs air con duct); PACK 2 off resolved the smoke
  • Overweight landing: do LPA AND overweight landing checklist — both required
  • WAMM ILS Z 36: never actually flew the STAR (cleared direct PASTU then MENOT via shortcuts) — can request early direct routing

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A320
PC2
A320 PC · P2
Jul 2024  ·  Melbourne

A320 PC2 at Melbourne (YMML) in the CPA21 simulator — two First Officers, no Captain. CAT1 weather used throughout for the FO combination. Profile A: RTO with engine stall and brake heat, V1 cut, ILS Z 16 EO missed approach, RNP P16 via EMSEK with GPS Primary Lost on final at 1700ft (go-around), then ILS Z 16 to land. Profile B: RTO due fire truck on runway, V1 cut, three missed approaches at YMML, YMML closes, divert to Avalon (YMAV) for RNP 18, then engine fire reported on landing roll and evacuation. Critical sim note: CPA21 has no FLS — FINAL APP mode only for all RNP approaches. The sim also holds an unusual rudder trim angle — neutralise early on approach.

RTOV1 CUTENGINE STALLMANUAL ILSRNPGPS LOSSFUEL IMBALANCEDIVERSIONEVAC
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Profile A — Departure

  • Airport: YMML
  • Runway: 16
  • SID: CRENA 2, FPR, 5000ft, SQ 3002
  • Weather: ATIS J — 250/10kt RVR600 FG 05/04 Q1024 WET; CAT1 Wx used (2xFO combination)

Profile A — Scenarios (in sequence)

  • RTO — Left seat FO initiates; ENG 2 STALL at ~110kt; park brakes; PA "cabin crew at station"; ECAM; brakes rising above 400°C; QRH hot brakes (still green zone); taxi off via G; call SCCM re hot brakes; return to bay; PA to cabin; exercise complete
  • Reposition — V1 cut ENG 2; rotate normally at VR, aim 12.5°; CPA21 sim very sensitive at pitch above 10° — be careful not to overshoot 12.5°; SRS pitch bar commands just above 10°; speed drops below V2 — raise gear promptly; TOGA thrust strongly recommended; above 400ft RA read ECAM; ENG no damage (N1 rotating, no vibration, no bang) → stop ECAM; ATC call when able; press V/S=0 at or above 1930ft; clean up; ATC vectors north; complete ECAM; weather YMML CAT1; direct BELTA hold; hand over control; LDA; NITS; PA; ATC clear descend 4000ft
  • BELTA hold: 1min or 17nm IMS limit at 4500ft sector MSA — mention to checker for terrain clearance; exit hold for approach; nil sighting at minima → go around (level off 1930ft); weather update; RNP P16 via EMSEK; fuel imbalance ~1T at this stage (review if go around needed); FINAL APP at AREXO; GPS Primary Lost both sides at ~1700ft → go around; level off at EO ACC ALT; GLS not approved — final approach ILS Z 16; visual ~800ft; neutralise rudder trim early (sim holds odd trim angle); stop on runway
  • Note: CPA21 has no FLS (FINAL APP mode only for RNP)

Profile A — Approaches

  • ILS Z 16 YMML (EO, manual), Missed approach
  • RNP P16 via EMSEK, GPS lost → Missed approach
  • ILS Z 16 YMML (EO), Landed

Profile B — Departure

  • Airport: YMML
  • Runway: 16

Profile B — Scenarios (in sequence)

  • RTO — fire truck blocking runway; no ECAM so taxi off; disarm spoiler; SCCM call; PA; hot brakes QRH; reposition
  • V1 cut ENG 2; radar vectors to EMSEK hold (345/RH/1min — no published hold); clear descend 3000ft; RNP P16 nil sighting → go around; ILS Z 16 nil sighting → go around; radar vectors BELTA for ILS Z 16 nil sighting → MAP; YMML closed; divert YMAV; AV2NE cruise; RNP 18 approach; hold at AV2NE (176/LH/1min); CPA21 no FLS → FINAL APP mode; cleared descend 3000ft; land off approach (QDM 177); fuel imbalance advisory pulsing — can land with imbalance
  • After landing: ATC reports ENG 1 fire; CM1 takes control; stop on runway; "cabin crew at stations"; ECAM (CM2 can execute without confirmation while CM1 talks to fire chief); ISM reports fire on left side; ECAM → EVAC checklist; session finished

Profile B — Approaches

  • RNP P16 YMML (EO), Missed approach
  • ILS Z 16 YMML (EO), Missed approach x2
  • RNP 18 YMAV (diversion, EO), Landed
WHAT THE EXAMINER IS WATCHING FOR

CPA21 pitch sensitivity at rotation — the sim is unusually responsive above 10 degrees. GPS Primary Lost on RNP final is not automatically a go-around trigger — knowing the specific triggers is assessed. Both FOs are assessed equally.

DON'T WALK IN WITHOUT KNOWING
→CPA21 at rotation: aim 12.5 degrees carefully. The SRS bar commands just above 10 degrees. Overshooting 12.5 creates a fight with the sim.
→CPA21 has no FLS. FINAL APP mode only for all RNP approaches. No exception.
→GPS Primary Lost on RNP final: not a go-around trigger by itself. Monitor ANP. Go around only on specific triggers.
→Rudder trim in CPA21: neutralise early on approach. The sim holds an odd angle that creates lateral instability.
→EVAC with engine fire: CM2 can run ECAM without confirmation from CM1 while CM1 manages the fire chief comms.
STANDOUT TIPS
  • CPA21 sim: very sensitive at pitch above 10° — do not overshoot 12.5° at rotation; aim carefully
  • CPA21 has no FLS — FINAL APP mode only for RNP approaches
  • BELTA hold limit: 1min or 17nm at sector MSA 4500ft — tell checker you're aware for terrain clearance
  • GPS Primary Lost: not a go-around item in itself; monitor ANP and FINAL APP mode; go around on specific triggers
  • Fuel imbalance at ~1T: review; can land with imbalance if no time for QRH
  • Neutralise rudder trim early in CPA21 — sim holds odd trim angle that upsets lateral stability
  • EVAC with engine fire: CM2 can run ECAM without confirmation while CM1 manages communications with fire chief

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: 2x FO + Add to this entry
A350
PC2
A350 PC · P2
May 2024  ·  Hong Kong

A350 PC2 at Hong Kong. Profile A: RTO with brake temperature rising to 370 degrees and still climbing — decision to return to bay. V1 cut, LVO ILS-Z 16, RNP AR P16 via EMSEK degrading from RNP 0.11 to 0.3 mid-approach, GLS 16, and CAT3A autoland. Low energy exercise in cruise for the S/O. Profile B: RTO at 80kt due ATC instruction — and a second test: ATC taxiway conflicts with a red-line chart restriction. V1 cut, RNP AR P16Z missed approach, ILS-Z 16 missed approach, GLS 16 to land. Then engine fire detected at 90kt on landing roll — evacuation on runway. Note: GLS approach cannot be set up by the checker in this sim despite correct database tuning.

RTOV1 CUTLVORNP ARGLS APPROACHLOW ENERGYBRAKE TEMPEVAC
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Profile A — Departure

  • Airport: VHHH
  • Runway: (not specified, inferred HKG ops)
  • Weather: (not specified)

Profile A — Scenarios (in sequence)

  • RTO — ENG 2 STALL at 100kt; after memory item taxi off (no checklist item; brakes <300deg initially); start brake temp timer; vacate via G right turn V; brake temp rises rapidly to ~370deg and still rising → decision to return to bay; PA; exercise complete
  • Reposition — V1 cut ENG 2; climb to 4000ft; radar vector hold at BELTA (mindful 17nm radius and altitude limit — mention terrain clearance to checker); ILS-Z 16 LVO; nil visual; SAP is G/S intercept point (not OKMEL); RNP AR P16 via EMSEK (RNP 0.11); failure forced change to higher minima (RNP 0.3); go around nav capability lost + SURV ROW/ROP; GLS 16 approach (radar vector, 4500ft direct BELTA)
  • Low energy exercise (S/O in cruise)
  • LVO CAT3A; 200M/150M; land

Profile A — Approaches

  • ILS-Z 16 VHHH (LVO, EO), Missed approach
  • RNP AR P16 EMSEK (RNP 0.11 → 0.3 downgrade), Missed approach
  • GLS 16 VHHH (EO)
  • CAT3A LVO landing

Profile B — Departure

  • Airport: VHHH

Profile B — Scenarios (in sequence)

  • RTO at ~80kt — ATC instruction due cross traffic; check brake temp; ATC taxiway instruction conflicts with red line on chart → unable; request alternate routing; hold at A; brakes now 330deg — 15min cooling time; PA to pax; subsequent departure guidance in FCTM; recycle FD; MEL 32-07-01A table for cooling time estimate
  • V1 cut; hold at EMSEK (request hold instruction from ATC); RNP AR P16Z; go around nil sighting; ILS-Z 16; go around nil sighting; GLS 16; landed
  • At ~90kt: ATC spots smoke/fire from ENG 1; stop on runway; "Attention crew at stations"; ECAM to secure engine; fire persists → EVAC on runway; wording for specific door evacuation from QRH; ISM calls during ENG fire ECAM — tell her standby 1min

Profile B — Approaches

  • RNP AR P16Z VHHH, Missed approach (nil sighting)
  • ILS-Z 16 VHHH, Missed approach (nil sighting)
  • GLS 16 VHHH (landed)
WHAT THE EXAMINER IS WATCHING FOR

Brake temperature management and ground decision-making under delay pressure. RNP AR capability downgrade procedure. The ATC taxiway conflict is a deliberate CRM test. Evacuation discipline at the end of a high-workload session.

DON'T WALK IN WITHOUT KNOWING
→GLS cannot be set up by the checker in this sim even if the database shows correct channel tuning. Know this going in.
→SAP is the glide slope intercept point for ILS-Z 16. Not OKMEL.
→Brake temp above 300 degrees and rising: return to bay. Timer from the peak. MEL 32-07-01A has the cool-down time table.
→ATC taxiway via G on the red line: challenge it. Request alternate routing.
→ISM calls during the engine fire ECAM: tell her "Standby 1 minute, further instructions coming." Do not brief her mid-checklist.
→EVAC wording: use specific door references from the QRH.
STANDOUT TIPS
  • GLS approach cannot be set up by checker in this sim even if database shows correct tuning — be aware going in
  • SAP is the G/S intercept point for ILS-Z 16, not OKMEL
  • RNP AR: as long as EPU < RNP, remain in NAV (vs radar vectors)
  • BELTA hold: 1min or 17nm limit due sector MSA 4500ft — mention terrain clearance under radar vectors
  • Brake temp >300deg rising: return to bay; timer from peak; MEL 32-07-01A for cool-down time
  • ATC taxiway via G red line: challenge the instruction; request alternate routing
  • ISM call during ENG fire ECAM: "Standby 1 minute, further instructions coming"
  • EVAC wording: use specific door references as per QRH

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
B777ER
RT1
B777ER RT · 1R
Apr 2024  ·  Hong Kong

B777ER RT1 at Hong Kong. Profile A: flap/slat control EICAS on climb-out, return to VHHH, fuel jettison, hold at GUAVA, extend flaps in ALTN mode, F20 approach to land. Then repositioned for unreliable airspeed at approximately 200ft — the critical test is below 1000ft: do not call memory items, stick to known climb attitude and declare MAYDAY. At 1000ft, then call memory items. Followed by five windshear takeoffs and UPRT at 10,000ft. Profile B: same UPRT, multiple takeoffs including one RTO, airspeed unreliable continuing to a landing this time, then both pilots fly the LDA Z 22 at Tokyo Haneda (RJTT) with 30 minutes each.

FLAP/SLAT FAULTFUEL JETTISONUNRELIABLE AIRSPEEDUPRTWINDSHEAR T/ORTOLDA Z APPROACH
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Profile A — Departure

  • Airport: VHHH
  • Runway: 25L
  • SID: OCEAN 2B

Profile A — Scenarios (in sequence)

  • FLAP/SLAT CONTROL EICAS (FLAPS DRIVE possible also) on climb out; speed intervene to lock current IAS; advise ATC; climb above MSA; IOC; decide return to VHHH; single runway ops; RNPY 25L; fuel jettison (vectors given); hold at GUAVA; extend flaps in ALTN mode; F20 approach; landed
  • Reposition; airspeed unreliable at low altitude ~200ft; below 1000ft/accel ht: stick to known climb attitude; MAYDAY; at 1000ft: call memory items, PM sets thrust accurately; continue climb above MSA 5000ft; maintain runway heading initially; PM: ascertain pitch/thrust for level flight in current flap config; use QRH airspeed unreliable link to table; ask ATC for altitude readout; leveloff; airspeed unreliable checklist; ALTN Air Data/Attitude source selected → unreliable PFD corrected; F20 approach; ALTN flaps (more time); speedbrake manual pull on touchdown; PF consider handing control temporarily to PM to review approach setup

Profile A — Approaches

  • RNP Y 25L VHHH (Flap ALTN, F20)
  • (Airspeed unreliable: exercise ended after EICAS review — no landing in this profile)

Additional

  • 5 T/O with differing windshear scenarios
  • Repos 10,000ft UPRT: 2 exercises; high nose up to 25deg; release back pressure then roll promptly to 45deg; bank angle protection; nose -10deg below horizon; roll to wings level; smooth pull to horizon using FPV; careful — red army sensitive near horizon

Profile B — Departure

  • Airport: VHHH (same start)

Profile B — Scenarios (in sequence)

  • UPRT (same)
  • Multiple T/O (slightly different from A); one resulted in RTO — check QRH for RTO criteria
  • Airspeed unreliable (same as A) — this time continues to a landing
  • Repos direct BEAST for LDA Z 22 RJTT; both pilots had a go (30 mins remaining); 5000ft F5; arm and capture LOC; approaching BONDO: preselect 1300ft ALT, open FPA; at 0.5nm BONDO set FPA -3.1 (prompt, dynamic arc); settle on 1.1IKL; 180@8 / 160@3; approaching 1.1IKL set missed approach alt and sight runway; disconnect; shallow ROD ~500fpm then fly PAPIs; use noodle onto extended centreline; FDs off then PM back on

Profile B — Approaches

  • LDA Z 22 RJTT (manual, both pilots)
WHAT THE EXAMINER IS WATCHING FOR

Unreliable airspeed below 1000ft is the primary trap. The instinct is to call memory items immediately — that is wrong below 1000ft. The LDA Z 22 at RJTT is the technical highlight of this session: FPA timing and the disconnect point are precise.

DON'T WALK IN WITHOUT KNOWING
→Unreliable airspeed below 1000ft: DO NOT call memory items. Hold climb attitude. MAYDAY. At 1000ft, then call memory items.
→LDA Z 22 RJTT: at exactly 0.5nm BONDO, set FPA -3.1. Dynamic arc to settle on 1.1 IKL. Speed: 180kt at 8nm, 160kt at 3nm.
→UPRT: release back pressure first, then roll to 45 degrees. Bank angle protection engages. Do not rush the roll.
→Speedbrake: manual pull required on touchdown in ALTN flap mode.
STANDOUT TIPS
  • Airspeed unreliable below 1000ft: DO NOT call memory items; stick to known climb attitude and MAYDAY
  • At 1000ft: THEN call memory items; PM can accurately set thrust
  • LDA Z 22 RJTT: at 0.5nm BONDO, set FPA -3.1 promptly; dynamic arc to settle on 1.1 IKL; 180kt@8nm / 160kt@3nm
  • UPRT: release back pressure FIRST, then roll to 45deg (bank angle protection engages) — do not rush the roll
  • Speedbrake manual pull on touchdown required in ALTN flap mode

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A350
RT1
A350 RT · 1R
Feb 2024  ·  Hong Kong

A350 RT1 at Hong Kong. Two profiles covering two completely different system degradations. Profile A: flaps locked just after selecting Flaps 1 to 0 at climb-out, weather deteriorates to LVP at VHHH, divert to Macau for RNP AR 16Z at 165kt with fuel jettison to reach MLW. Very gentle flare required — pitch attitude with Flaps 1 is much higher than normal. Followed by four windshear events and UPRT. Profile B: AP and FD disconnect on both PFDs after takeoff, aircraft enters direct law, unreliable airspeed memory items, block altitude 5000-7000ft requested, NAV ADR 1+2+3 fault, hand-flown ILS 25L in direct law with manual pitch trim. Also includes one RTO and four more windshear events.

FLAPS LOCKEDFUEL JETTISONRNP ARUNRELIABLE AIRSPEEDDIRECT LAWMANUAL ILSWINDSHEARUPRTRTO
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Profile A — Departure

  • Airport: VHHH
  • Runway: (OCEAN 2B departure referenced)
  • SID: OCEAN 2B
  • Weather: 600m vis; LVP

Profile A — Scenarios (in sequence)

  • Flaps Locked ECAM just after selecting Flaps 1→0 (Flaps 1+F T/O config); select speed; ECAM complete; status: no autoland
  • WX at VHHH deteriorating to LVP → divert to Macao (VMMC)
  • RNP (AR) 16Z VMMC; max speed 165kt; fuel jettison to reach MLW; NITS to ISM; PA; initiate alert phase; FM setup; LPA with Flaps Locked (Vapp 165kt for 0 or less than 1+F); very gentle flare (pitch with Flaps 1 much higher than normal)
  • 4 windshear events; UPRT exercises

Profile A — Approaches

  • VMMC RNP (AR) 16Z (Flaps locked, Vapp 165kt, manual)

Profile B — Departure

  • Airport: VHHH
  • Runway: (OCEAN 2B departure)
  • SID: OCEAN 2B
  • Weather: 5000m vis

Profile B — Scenarios (in sequence)

  • After T/O: AP and FD disconnect on both PFDs; ISIS speed (sim went into direct law); airspeed unreliable memory items; PAN to ATC; flight instruments malfunction; request block altitude 5000–7000ft; select VV on FCU
  • ECAM NAV ADR 1+2+3 fault; deferred checklist (cabin alt set target alt)
  • ILS 25L radar vectors (unable ILS 25R with RNAV transition due direct law); NITS to ISM; PA; initiate alert phase; FM setup; LPA; configure early — PF needs time to adjust pitch and manual pitch trim in direct law; landed
  • 1 RTO; 4 windshear events; UPRT exercises

Profile B — Approaches

  • ILS 25L VHHH (direct law, manual)
WHAT THE EXAMINER IS WATCHING FOR

Two distinct failure types in the same session. The flaps-locked diversion tests QRH application and abnormal approach management. The direct law approach tests raw handling — is the PF configuring early enough to have time to adapt to the different pitch feel?

DON'T WALK IN WITHOUT KNOWING
→Flaps locked Vapp on A350: 165kt for config 0 or less than 1+F. Flare must be very gentle — the aircraft sits at a much higher pitch angle than normal.
→VMMC RNP AR 16Y has no speed restrictions but much higher minima. If jammed, 16Z is the right choice.
→Direct law ILS: configure early. The PF needs time to adapt to pitch feel and manual trim before the approach.
→Block altitude: 5000-7000ft is the right call for instruments malfunction while over the sea.
STANDOUT TIPS
  • Flaps Locked: Vapp 165kt for config 0 or less than 1+F; very gentle flare as pitch attitude much higher than normal
  • VMMC RNP (AR) 16Y has no speed restrictions but much higher minima — if jammed, use 16Z
  • Direct law: configure early to give PF time to adjust pitch feel and manual trim
  • Block altitude request: 5000–7000ft is appropriate for instruments malfunction while over sea

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A330
RT1
A330 RT · 1R
Feb 2024  ·  Hong Kong

A330 RT1 at Hong Kong. Two LOFT profiles. Profile A: flaps locked on retraction (jammed between position 0 and F≤1), no reset available in the air, VHHH weather deteriorates below all LVO minima, divert to Macau for RNP Z 16 AR at Vapp 166kt using Flap Lever 2 per Flysmart. Profile B: unreliable airspeed from liftoff — speed tape disappears on both PFDs — memory items, identify reliable ADR, Air Data switching, hand-flown ILS 25L at VHHH with manual thrust. Also includes an RTO and multiple windshear takeoffs. No time for the planned RJTT LDA W 22 — session ran long due to LOFT workload.

FLAPS LOCKEDUNRELIABLE AIRSPEEDRNP ARMANUAL ILSWINDSHEAR T/ORTO
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Profile A — LOFT

  • Scenario: F/CTL FLAPS LOCKED ECAM on flap retraction (jammed position 0 < F ≤ 1); no reset available in air
  • QRH: LANDING WITH SLATS OR FLAPS JAMMED procedure; OVERWEIGHT LANDING procedure reviewed
  • WX at VHHH deteriorated below all LVO minima; VMMC weather suitable
  • IOC; ATC; ISM; PA
  • LW reduced below 187T (magic tap simulating fuel burn/holding)
  • Vectors to ZUH for VMMC RNP Z 16 (AR) — note: A330 FDP is MC808; arm FINAL APP only when MC808 is TO WPT
  • Vapp 166kt (Flysmart LDG FLAP LVR 2)

Profile A — Approaches

  • VMMC RNP Z 16 (AR) — Flaps jammed, Flap Lever 2, Vapp 166kt

Profile B — LOFT

  • Scenario: Speed tape disappeared on both PFDs on liftoff; unreliable speed memory items
  • QRH pitch/thrust table used to level off; identified one reliable ADR; Air Data switching
  • Hand-flown ILS 25L with manual thrust; landed

Additional items

  • RTO event
  • Multiple T/O in windshear
  • No time for RJTT LDA W 22

Profile B — Approaches

  • ILS 25L VHHH (manual thrust, manual flying)
WHAT THE EXAMINER IS WATCHING FOR

Degraded systems management under LOFT conditions. Methodical QRH application when the aircraft is abnormal and the weather is simultaneously against you. The Vapp figure for flaps jammed must be known from Flysmart — not estimated.

DON'T WALK IN WITHOUT KNOWING
→VMMC RNP Z 16 AR on A330: the FDP is MC808. Arm FINAL APP only when MC808 is the TO WPT. Not before.
→Flaps jammed Vapp: 166kt for Flap Lever 2 configuration per Flysmart. Know this before the brief.
→Unreliable speed: identify the reliable ADR early. Air Data switching recovers the display.
STANDOUT TIPS
  • VMMC RNP Z 16 (AR): A330 FDP is MC808 — arm FINAL APP only when MC808 is TO WPT
  • Flaps Jammed: Vapp 166kt per Flysmart for Flap Lever 2 config
  • Unreliable speed: identify reliable ADR early; Air Data switching recovers the display
  • No time for RJTT LDA W 22 — profile ran long due LOFT scenarios

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A350
PC1
A350 PC · P1
Nov 2023  ·  Tokyo

A350 PC1 at the same Tokyo pairing as ENTRY-004 but with briefer notes. Profile A: V1 cut at RJAA, ILS 16R missed approach, gear door fault on climb, RJAA closes, LOC 34L at RJTT with fuel balance procedure completed en route. Profile B: V1 cut from RJTT, return to RJAA, ILS missed approach, LOC approach to land. Additional items include an engine failure in cruise and an LDA Z approach to RJTT runway 22 — instructor guided, repositioned to BONDO 5000ft, FPA -3, disconnect AP at D1.1 and turn manually. Crosswind landing practice also included.

V1 CUTGEAR DOOR FAULTMISSED APPROACHLOC APPROACHLDA Z APPROACHCROSSWINDENG FAIL CRUISE
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Profile A — Departure

  • Airport: RJAA
  • Runway: 16R
  • SID: (positioned at hold point A1)

Profile A — Scenarios (in sequence)

  • V1 cut; returned for ILS 16R RJAA; MAP nil visual
  • During initial climb: L/G door fault; ECAM applied and cleared
  • RJAA closed — proceeded to RJTT; LOC 34L; landed; fuel balance procedure completed en route

Profile A — Approaches

  • ILS 16R RJAA (EO), Missed approach
  • LOC 34L RJTT

Additional items

  • Engine failure in cruise (standard)
  • LDA Z RJTT runway 22: instructor guided; reposition to BONDO 5000ft; descend FPA -3; cross-check profile; at D1.1 disconnect AP, turn manually and land
  • Crosswind landing practice (multiple)

Profile B — Departure

  • Airport: RJTT
  • Runway: (not specified)

Profile B — Scenarios (in sequence)

  • V1 cut; continued to RJAA; ILS approach; nil visual → MAP; LOC approach → landed

Profile B — Approaches

  • ILS RJAA (EO), Missed approach
  • LOC RJAA
WHAT THE EXAMINER IS WATCHING FOR

Same core competencies as the A330 P1 at the same airports. The LDA Z RJTT runway 22 is the standout additional item — disconnect timing is specific and late is penalised.

DON'T WALK IN WITHOUT KNOWING
→LDA Z RJTT 22: reposition to BONDO at 5000ft, FPA -3. At D1.1 — disconnect AP and turn manually. Do not leave it too late.
→Notes from this session are brief — refer to ENTRY-004 (A330 P1 same period) for more detailed procedure notes on the same airports.
STANDOUT TIPS
  • LDA Z RJTT 22: reposition BONDO 5000ft; FPA -3; at D1.1 disconnect AP and turn manually — do not leave it too late
  • Brief notes only — less detail than A330 P1 entry (ENTRY-004)

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A330
PC1
A330 PC · P1
Nov 2023  ·  Tokyo

A330 PC1 operating between Narita (RJAA) and Haneda (RJTT). High-detail entry. Profile A: V1 cut at RJAA, hold at GEMIN, ILS 16R manual missed approach, gear door fault on the MAP climb, then RJAA closes — divert to RJTT for LOC 34L via step descent ARLON-GIINA with fuel imbalance QRH en route. Profile B departs RJTT, V1 cut, continues to RJAA for ILS 34L manual missed approach, then LOC 34L to land. LVO exercise adds a RVR check at 1500ft. Captain-only landing recovery at VHHH 07L with six scenarios covering flare technique and sidestick takeover.

V1 CUTGEAR FAULTEO APPROACHLVOLOC APPROACHFUEL IMBALANCELANDING RECOVERY
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Profile A — Departure

  • Airport: RJAA
  • Runway: 16R
  • SID: (not specified — positioned at hold point A1)
  • Weather: Low visibility

Profile A — Scenarios (in sequence)

  • V1 cut ENG 1 — no damage; press ALT at 1640ft (RJAA elevation 135ft; acceleration height 3000 AAL); radar vector direct GEMIN; hold at GEMIN (310deg inbound; hold details on separate STAR page 20-2P); mini-brief at hold entry (entry type, turn direction, max speed, 1-min leg); IOC alert; NITS+repeat to ISM; PA; FM setup + LPA; brief; approach checklist; report ready; direct KOALA then ILS 16R; manual thrust manual flying; nil sighting → go around (follow published MAP)
  • During MAP gear retraction: L/G GEAR NOT UPLOCK (nose gear door stuck open); carry ECAM → gear cycling required (max 250kt); cycled once → door closed → ECAM cleared
  • RJAA closed — divert RJTT; ILS then LOC 34L; radar vector to ARLON; ISM NITS+R; PA; FM; LPA; fuel imbalance QRH on the way; direct ARLON → approach (all automatics); step descent GIINA→3200ft; 10.8 IYQ: preselect FPA -3.0; 5.8 IHA: FPA PULL; visual ~2nm; landed

Profile A — Approaches

  • ILS 16R RJAA (EO, manual thrust/flying), Missed approach
  • LOC 34L RJTT (all automatics, step descent via ARLON–GIINA)

Additional items

  • LVO: RJAA ILS 16R still EO; RVR 100M at 1500ft (3A requires 200M TDZ, 150M MID) → go around at 1500ft
  • Landing recovery (CN only): ILS 07L; 6 scenarios from 3nm; FO flare issues, overcorrect, over-pitch; key points: (1) use sidestick takeover button, (2) don't wait too long, (3) not always a go-around

Profile B — Departure

  • Airport: RJTT
  • Runway: 34L
  • SID: LAXAS 3A to 5000

Profile B — Scenarios (in sequence)

  • V1 cut ENG 1 — no damage; at 4nm HME ring request PM direct HME; turning left ATC gave heading 195; after clean up A/P on; ECAM complete; continue to RJAA; weather good ILS 34L; radar vector to TYLER hold (STAR 20-2S); IOC; ISM NITS+R; PA; FM; LPA; if MAYDAY earlier — downgrade to PAN; after 1 lap cleared ILS approach; manual thrust manual flying; nil sighting → go around (press ALT at 1640ft)
  • Weather improved; radar vector downwind for LOC 34L; ISM NITS+R; PA; FM; fuel imbalance QRH; from GIINA cleared LOC (all automatics); step descent to 3200ft; 10.8 IYQ: FPA -3.0; 5.8 FPA PULL; visual ~2nm; landed

Profile B — Approaches

  • ILS 34L RJAA (EO, manual), Missed approach
  • LOC 34L RJAA
WHAT THE EXAMINER IS WATCHING FOR

Procedure knowledge specific to RJAA/RJTT — acceleration heights, hold chart location, LOC step descent profile, and GEMIN hold entry details. If the charts are not known before the session, the workload will be overwhelming.

DON'T WALK IN WITHOUT KNOWING
→Acceleration height at RJAA and RJTT is 3000ft AAL. Elevation 135ft. Therefore PRESS ALT at 1640ft. Not the standard figure.
→GEMIN hold details are on separate STAR page 20-2P. Not in the standard arrival chart. Find this before the brief.
→RJTT EO SID via LAXAS 3A: at 4nm HME, request direct HME. STC confirmed obstacle clearance is adequate.
→LVO at RJAA: if RVR drops below minima at 1500ft, query it. Do not continue below category minima.
→Landing recovery: use the sidestick takeover button early. Does not always require a go-around.
STANDOUT TIPS
  • RJAA and RJTT acceleration height is 3000 AAL; elevation 135ft; therefore press ALT at 1640ft
  • GEMIN hold details on separate STAR page 20-2P (not in the standard arrival chart)
  • RJTT E/O SID via LAXAS 3A: at 4nm HME, direct HME — STC confirmed obstacle clearance is adequate despite flying over built-up area
  • LVO: if RVR below minima at 1500ft, query again; do not continue below category minima
  • Landing recovery: use sidestick takeover button early; does not always require go-around

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
A350
RT6
A350 RT · 6R
Aug 2023  ·  Shanghai

A350 RT6 at Shanghai Hongqiao. Two distinct profiles. Profile A is a local training environment covering TCAS RA on downwind, manual ILS Z 06, pilot incapacitation with autoland, EGPWS recovery both day and night, horizontal windshear at altitude, and UPRT nose-low high speed. Profile B shifts to a full line-oriented scenario: passenger with severe chest pain at cruise between MEPEP and NUPNI on Y1 airway, Medlink contacted, divert to Xining (ZLXN). The approach into ZLXN is in a valley with terrain on both sides — cold weather corrections apply, a MAYDAY is declared, and a shortcut direct XN820 inside the valley saves time on the approach.

TCAS RAPILOT INCAPEGPWSWINDSHEARUPRTLOS MEDICAL DIVERSION
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Profile A — Departure

  • Airport: ZSHC
  • Runway: 07
  • SID: OTK01D
  • Weather: Local training (1500M cleared, as per briefing)

Profile A — Scenarios (in sequence)

  • Radar vectors for right downwind; TCAS RA during downwind (traffic at 1 o'clock, 200ft below, 12nm); TCAS RA call "TCAS, I have control"; aircraft climbs; ATC call; cleared of conflict → V/S -500fpm (shallow) to resume level; "Cleared of Conflict, resuming 1500M"
  • ILS Z 06; cleared to 1200M; intercept heading; manual flying; land; exit C5; reset
  • Pilot incapacitation (both pilots): pre-set intercept heading 1200M; FO conducts autoland ILS Z 06; disconnect AP on runway
  • EGPWS (both pilots): ATC instruction to descend 3000ft → open descent into terrain; PULL UP TOGA on warning; night repeat — caution first, then warning; aim 10deg pitch, allow speed to accelerate, level off; contact ATC
  • Horizontal windshear (both pilots): speed decay FL350→FL370; PRESS ALT; V/S -1000fpm; speed recovery; MANAGE CLIMB; tell ATC
  • UPRT (both pilots): nose low high speed; speedbrake required both times

Profile A — Approaches

  • ILS Z 06 ZSHC (manual, CAT1)
  • ILS Z 06 Autoland (pilot incapacitation)

Profile B — Departure (LOS)

  • Route: Between MEPEP and NUPNI on Y1 airway
  • Scenario: Pax severe chest pain; Medlink contacted; divert to ZLXN

Profile B — Scenarios (in sequence)

  • Pax medical: contact Medlink; Medlink approves ZLXN; nominate on D-EDG; lock position at 120nm to NUPNI for FM programming; activate secondary; fix pages with distance rings for step descent; Terrain on both sides; MAYDAY call; request direct XNN high speed + medical services; IOC alert; PA; LPA; cold weather corrections; brief; direct UPVOP for UPV08A arrival; ILS Z 11; inside valley request direct XN820 to save time; landed; stop on runway

Profile B — Approaches

  • ILS Z 11 ZLXN (LOS diversion, medical emergency)
WHAT THE EXAMINER IS WATCHING FOR

Ability to compress a complex medical diversion workload — FM programming, step descent planning, terrain awareness, Medlink communications — without losing control of the flight path. EGPWS recovery technique is also examined: aim 10 degrees pitch first, let speed build, level off. No abrupt inputs.

DON'T WALK IN WITHOUT KNOWING
→After TCAS cleared of conflict: return to level at -500fpm, not the commanded -1000fpm. Avoids a nuisance RA on the way back down.
→EGPWS at night: 10 degrees pitch first, allow speed to increase, then level off. Do not pull abruptly.
→ZLXN diversion: lock your position on D-EDG at 120nm out. Buys time to programme the FM without pressure.
→Inside the valley on approach: request direct XN820. ATC approved it in this session.
→Briefing included TCAS, EGPWS, and pilot incapacitation questions — operational questions were asked.
STANDOUT TIPS
  • After TCAS cleared of conflict, shallow the return descent to -500fpm (not the commanded -1000fpm) to avoid nuisance RA
  • EGPWS night: aim 10deg pitch first, allow speed to build, then level off — do not pull abruptly
  • LOS diversion: lock position early on D-EDG (at 120nm) to buy time for FM programming
  • ZLXN valley approach: request shortcut (direct XN820) inside valley to save time — ATC approved
  • Briefing contained TCAS, EGPWS and pilot incap questions — several operational questions asked

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Both pilots + Add to this entry
B777
PC6
B777 PC · P6
Jun 2023  ·  Hong Kong

B777 PC6 at Hong Kong. Fully automatic check with TAC throughout. Profile A opens with a wheel well fire RTO — the checklist is airborne only, do not apply on the ground — then engine fire between V1 and VR, LVO CAT3B with a LAND3 to LAND2 downgrade at 1500ft, RNP AR 25L with GPS failure on final, Macau RNP 34 manual landing, and CAT2 autoland with an A/T INOP NOTAM. Profile B departs Macau, another engine fire between V1 and VR, returns to VHHH, closes with a runway evacuation after ATC reports flames from the previously shutdown engine on landing roll. Post-PC training adds a manual RNP 13L at KJFK.

RTOWHEEL WELL FIREENGINE FIRELVO CAT3BRNP ARGPS FAILURELVO CAT2 AUTOLANDEVAC
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Profile A — Departure

  • Airport: VHHH
  • Runway: 07R
  • SID: OCEAN 2A
  • Weather: LVO

Profile A — Scenarios (in sequence)

  • RTO — Wheel well fire at approx 100kt; park brake set; MAYDAY to ATC; crew at stations; no wheel well fire checklist on ground (airborne only); exercise complete once items stated
  • Reposition — Engine FIRE between V1 and VR; standard calls; fly to 400ft; confirm failure; memory items; PM bring thrust lever back slowly; fire out after one bottle; PAN call; execute EO07R SID (ATC unaware — include track in emergency call)
  • ILS 07L CAT3B; LAND3→LAND2 downgrade at 1500ft → revert to CAT3A 50ft RA; MAP nil sighting; EO accel alt 2500ft on MAP (07L); max speed 200kt to VH727; fuel imbalance checklist during MAP; planned slight overbalance strategy
  • RNP Y 25L (AR); GPS failure on final (~2000ft); monitor ANP drift (slow drift = feature to allow visual); TERR POS (not go-around item); UNABLE RNP → go around; MAP on runway track then radar vectors
  • VMMC RNP 34 via PAPA; nothing abnormal; runway waypoint so F/Ds stay on; manual landing
  • Reposition 6nm final — VMMC ILS Z 34 CAT2 Autoland; A/T INOP; note NOTAM: disconnect AP after nosewheel touchdown

Profile A — Approaches

  • ILS 07L CAT3B (LVO), Missed approach
  • RNP Y 25L (AR), GPS failure → Missed approach
  • VMMC RNP 34 Manual landing
  • VMMC ILS Z 34 CAT2 Autoland (A/T INOP)

Training items (post-PC)

  • KJFK RNAV (RNP) RWY 13L — manual landing

Profile B — Departure

  • Airport: VMMC (MFM)
  • Runway: 16
  • SID: SOUSA 2P

Profile B — Scenarios (in sequence)

  • Engine FIRE between V1 and VR (same as Profile A); radar vectors south before approach
  • ILS 07R VHHH; MAP (EO accel alt 1400ft; no extra thrust needed but available)
  • RNP Z 07R VHHH; manual landing; evacuation — ATC reports flames from previously shutdown engine on landing roll; stop on runway; CAPT takes control; evacuation checklist (slow and thorough); consider second fire bottle if only one used; evacuate opposite side to engine fire
WHAT THE EXAMINER IS WATCHING FOR

CRM under sustained pressure across two profiles. Correct emergency call content — include the EO SID track, ATC won't know your company procedures. Correct downgrade management during LVO approach. Evacuation discipline at the end.

DON'T WALK IN WITHOUT KNOWING
→Wheel well fire checklist: airborne only. Do not action on the ground.
→Once fire is out and aircraft stable: PAN, not MAYDAY.
→Include the EO SID track when you call ATC. They have Jeppesen charts but not your company EO SIDs.
→VMMC ILS Z 34: NOTAM in effect — disconnect AP after nosewheel touchdown.
→Evacuation: slow and thorough. Second fire bottle may still be available. Evacuate on the opposite side to the fire.
STANDOUT TIPS
  • Wheel well fire checklist is airborne only — do not apply on the ground
  • PAN (not MAYDAY) once fire out and aircraft stable
  • Include EO SID track info in emergency call to ATC — ATC has Jepp charts but may not know company EO SIDs
  • VMMC ILS Z 34: NOTAM — disconnect AP after nosewheel touchdown
  • On evacuation: be slow and thorough; may still have second fire bottle available
  • This was fully automatic PC with TAC throughout

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Captain + SO + Add to this entry
A350
PC6
A350 PC · P6
May 2023  ·  Hong Kong

High-workload A350 PC6 run entirely out of Hong Kong, with a Macau diversion woven through both profiles. Profile A opens with an RTO due tyre damage, then repositions for an engine fire at 500ft. From there it escalates — LVO CAT3B with a dual RA failure mid-approach forcing a downgrade and go-around, followed by RNP AR 25L that loses GPS capability on final, then a Macau diversion via RNP (FLS) 34 and a CAT2 autoland. Profile B departs from Macau, engine fire after liftoff, returns to VHHH, closes with smoke from the shutdown engine on rollout and an evacuation. Post-PC training adds an emergency descent (SO solo) and an RNP AR 13L at KJFK.

RTOENGINE FIRELVO CAT3BLVO CAT2RNP ARGPS FAILUREEVACEMERGENCY DESCENT
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Profile A — Departure

  • Airport: VHHH
  • Runway: 07R
  • SID: OCEAN 2A RNAV (GNSS)
  • Weather: LVO conditions

Profile A — Scenarios (in sequence)

  • RTO — Tire damage at >100kt, vibration and directional control issues; ECAM TIRE PRESS; exercise complete after parking brake set, crew at stations, ATC advised
  • Reposition — Engine FIRE in climb at approx 500ft; fire out after first bottle; insert E/O SID in 30-second break
  • ATC vectors back; LVO ILS CAT3B 07L; hold at LIMES; Dual RA failure on final → downgrade to CAT2 → go around (E/O accel alt 2520ft)
  • Hold at GUAVA; RNP (Y) 25L AR; RNP capability lost on final → go around → inform ATC of straight-ahead track, need 200kt
  • Divert to MFM; RNP (FLS) 34 — insert no VIA, starts at PAPA; missed approach climb gradient restriction, Config 3; G/A altitude 6000ft
  • Reposition — MFM CAT2 ILS 34(Z) autoland; disconnect after nosewheel touchdown

Profile A — Approaches

  • ILS 07L CAT3B (LVO), Missed approach
  • RNP (Y) 25L (AR), GPS failure → Missed approach
  • RNP (FLS) 34 MFM
  • ILS Z 34 MFM CAT2 Autoland

Training items (post-PC)

  • SO: Automatic Emergency Descent (solo) at FL370; AED gives ~9000fpm; fly to level off, cabin calls, set QNH
  • Reposition to COVIR 3000ft: RNP AR 13L KJFK; SO PF; configure early; hazy conditions, look for runway not landmarks; disconnect wings level (below minima), benign winds

Profile B — Departure

  • Airport: MFM
  • Runway: 16
  • SID: SOUSA 2P RNAV (GNSS)

Profile B — Scenarios (in sequence)

  • Engine FIRE after liftoff; extinguished after one bottle; E/O procedure (overridden by vectors)
  • ILS 07R via LIMES hold; go around nil sighting
  • RNP Z(AR) 07R; manual landing
  • On rollout — ATC reports smoke from shutdown engine; stop on runway; EVAC checklist; clarify smoke persisting before EVAC order; EVAC switch location important (horn silence inop in sim)
WHAT THE EXAMINER IS WATCHING FOR

Managing a degrading LVO situation — downgrading autoland categories in real time — while also handling an EO missed approach. Evacuation discipline at the end of a high-workload session when crew fatigue is a factor.

DON'T WALK IN WITHOUT KNOWING
→E/O accel alt on MAP at VHHH 07L is 2520ft. Not the standard figure. Know it before you start.
→After RNP capability lost on 25L: go straight ahead and tell ATC you need 200kt. Managed missed approach speed stays at 185kt — not fast enough.
→MFM RNP (FLS) 34: insert no VIA. It starts at PAPA. Check missed approach climb gradient weight limit before the approach.
→MFM ILS Z 34: turn down HUD and dome light before minimums or you won't see the runway.
→Evacuation: don't rush it. Clarify smoke is persisting before ordering EVAC. Systematic application under stress is the assessment.
STANDOUT TIPS
  • E/O accel alt is 2520ft — do not miss this
  • After RNP cap lost at 25L, go straight ahead and tell ATC you need 200kt (managed missed speed stays at 185kt)
  • MFM RNP (FLS) 34: insert no VIA; starts at PAPA; check missed approach climb gradient weight limit
  • MFM ILS Z 34: turn down HUD and dome light or you won't see anything at minimums
  • Don't evacuate with engines running — systematic application and stress management is the key
  • EVAC switch location discussed in briefing becomes critical
  • AED: don't forget to set QNH after level off
  • KJFK RNP AR 13L: configure early; hazy conditions — look for runway, not landmarks

PILOT NOTES

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DIFFICULTY Not yet rated
Source: rtpcvol8.wordpress.com archive · Seat: Captain + SO + Add to this entry
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