Simulator time again. I've been away on fairly extended leave, so I spent about a week with my head in the books prior to this exercise.
Firstly, in relation to a question about Virgin's sim sequences a while back, QF is changing the system they use, so that we'll now do two sims very close together (apparently they have to be within two months, but will try to make them within a couple of days), followed by a longer break. Still four sims a year.
The exercise that I've just done was around Hong Kong. Windshear warnings occurred throughout the exercise, and appeared to be almost randomly inserted, so some on approach, and others on departure. Just to welcome me back, the very first take off resulted in a low speed abort, when the aircraft failed to give the annunciations that we expect at the start of the take off roll (related to nav, pitch, and auto throttle modes).
Then took off from 25L. Manually flew part of the departure, and then both FO and I did some flying on the standby instruments (all of the fancy screens turned off). Given that the display is only about 2 inches across, it's hard to see, much less fly accurately, but it can be done. To get to that point though, you would need at least six other full sized screens to have failed, so not likely.
After that, we flew up to the north and set up for a VOR approach to 25R. Became visual at the bottom, but got a windshear warning at about 400 feet. Once we'd sorted that out, IP back to just before the shear started, and completed a visual landing. One of the aims of this exercise was to do a bunch of landings at config 3 instead of the normal full...basically less flap. It's more floaty in the flare, but it's a safer configuration to use in expected windshear (as it has less drag).
Because there were a lot of small items to be done, this exercise included a lot of IPs...jumps to a spot in space and different configurations. They can be disconcerting, and it's easy to lose track of what is going on, so it really relies on the instructor making sure you're on top of the position and configuration before releasing the sim. But, they allow multiple looks at procedures without having to go through setting them up each time.
Back to the other runway, and this time, just after V1, I drop dead. When the FO got no response to 'rotate' he quickly took over. Exercise over once he has the a/p engaged, and has completed the clean up and checklist.
IP back to the runway. This time we take off, and fly straight into a windshear event. These aren't mild either, going from somewhere around 20 knots of headwind, to up to 40 tail. Once that is sorted out, IP back and fly an ILS to 25R. Then IP back again, and fly in visual conditions but without any approach slope guidance. Land.
Now the FO has a go. Takes off on 07, and comes back for the VOR 07L. Windshear again. Sort it out and IP back for an ILS 07L, and land.
Time for a coffee break. When we come back, it's all low vis sequences. These are always flown by the captain. So, start with a take off in 175 metres vis. Engine failure, and abort. Exercise stops once you complete the checklist and PAs. IP back to the start of the runway, and go again. This time an engine fails just after V1. Continue take off. Because of the high terrain all around HK, there are special procedures to be flown instead of the SIDs. Once sorted out, for the purpose of the exercise, restart the engine. Carry out a Cat IIIA approach to 25 (50' minima). Go around at about 200' as the reported crosswind is outside limits. Carry out the full go around procedure (which is quite complex) and then another approach. Land off that.
FO now flying. IP to about 150 miles SE of HK, inbound at FL350. Bang...simultaneous engine failure, giving hull breach, and depressurisation. The plan (as of course we knew it was going to happen) was for the FO to be pilot flying and to manage to multiple problems. But, in the sim things don't always go quite to plan. As I dropped the oxygen mask over my face and it retracted, it snapped my glass's frame. So, now I really couldn't see (close up) all that well, certainly not well enough to be able to quickly read the ECAMs that we needed to do. So, I took over control, and got the FO to take that role. The idea in the sim is that you always just deal with issues as best you can...and fractured glasses at an inconvenient time, is just one of those issues. Problems sorted out, and back at 10,000 feet. IP back to HK for the FO to fly a couple of visual approaches. Exercise over.
