Kellwolf's Upgrade Updates
- Thread starter kellwolf
- Start date
MusketeerMan
Well-Known Member
During my training...we did the oral during sim training (CA's as well as FO's)...ours was after sim session 2.
kellwolf
Piece of Trash
So after two days off, we got back in the swing of things by doing what we call "GFS." This used to be called CPT (cockpit procedures training,) but they changed the name when we got the nifty touch screen things.
So, started off doing first flight of the day checks as if we just walked up to the airplane from an overnight. External AC was connected, so I didn't start the APU. Unfortunately, I also forgot to check for the dreaded "APU FIRE FAIL" message. Soon as I went to check the APU fire loops the APU shut itself down. Guess who won't make THAT mistake again. Rest of the flight deck inspection check went off without a hitch. Took a major effort to get back in the swing of doing things to get ready for a flight. It's amazing how you start forgetting the little things like getting a clearance, ATIS and programming the FMS when you haven't done it for almost a month. Oh, yeah. And you're in a different seat. Normally, the FO would do this, but my sim partner was enthralled by me doing the flight deck inspection check, I guess.
Honestly, if the roles had been reveresed, I might have done the same thing and been too busy following along.
Get all the checklists done, get ready to push back, get the clearance to start the engines. Shocker. No light off. So we go through the procedures on that one. MX says "Try it again, just use the other ignition." Well, I see the ITT shooting through the roof, call it a "hot start" and follow those procedures. The instructor pointed out that the ITT never hit 900 and I never got a "hot" icon, but I did the right thing. I saw the trend and stopped it. His advice, though, was in the training world to wait until you see a "hot" icon. Otherwise, the QRH has no guidance. I thought that was kinda odd, but whatever.
After finally getting the engines started, we did the taxi checks, before takeoff checks, and got cleared onto the runway. No surprise, but we got an engine fire before V1. So, we aborted, went through the QRH procedures, then talked about when we evacuate and we we wouldn't evacuate on the runway. In case of a fire, you don't really know if it's gonna flame up again, so it's not a bad idea to evac. On the other hand, people generally get hurt during evacs. So, if the fire's under control, you could taxi to a remote area and get the people off through an expiditious deplaning method. Ruling: it's up to the CA and the situations.
We get in the air and do some intercepting and tracking of radials using the FMS. Sounds basic to you 172 guys, but it's odd how you set it up in the FMS to make it track inbound/outbound. If you want to track inbound, you tell the FMS to go direct to the fix, but change the course to the reciprocal of the radial. For example, you're told to track inbound to MEM on the 180 radial. You'd tell the FMS to go to MEM on a 360 course. If you were told to track outbound on the 180 radial, you have to build a fix for it to go to. You have to enter something like MEM180/99 as a fix for it to navigate to. Clear as mud? Yeah. Flying's the easy part.
After that, FA calls and says we've got a guy having a heart attack in the back. I say "Okay, we're declaring an emergency and diverting to Jackson, MS." Instructor leans up and says "Crap. I didn't know you were that far south. Just go to MEM. For the record, Jackson is a better call, but, uh, I want you to go to MEM." So, I'm juggling the FA, ATC, my FO and dispatch, and get everything set up for the approach into MEM......an approach I never got to fly.
The rest of the time was spent going over profiles like stalls (both in the takeoff and landing config), steep turns, SE and two engine non-precision approaches, SE and two engine precision approaches, engine failures after V1, ILS PRM approaches, and SE and two engine go-arounds. Basically, he wanted to see if we knew the profiles or not.
So, tomorrow, it's back in the GFS for more training there. Friday, I've got a stage check in the GFS. After that, it's in the sim on Monday.
So, started off doing first flight of the day checks as if we just walked up to the airplane from an overnight. External AC was connected, so I didn't start the APU. Unfortunately, I also forgot to check for the dreaded "APU FIRE FAIL" message. Soon as I went to check the APU fire loops the APU shut itself down. Guess who won't make THAT mistake again. Rest of the flight deck inspection check went off without a hitch. Took a major effort to get back in the swing of doing things to get ready for a flight. It's amazing how you start forgetting the little things like getting a clearance, ATIS and programming the FMS when you haven't done it for almost a month. Oh, yeah. And you're in a different seat. Normally, the FO would do this, but my sim partner was enthralled by me doing the flight deck inspection check, I guess.
Honestly, if the roles had been reveresed, I might have done the same thing and been too busy following along.Get all the checklists done, get ready to push back, get the clearance to start the engines. Shocker. No light off. So we go through the procedures on that one. MX says "Try it again, just use the other ignition." Well, I see the ITT shooting through the roof, call it a "hot start" and follow those procedures. The instructor pointed out that the ITT never hit 900 and I never got a "hot" icon, but I did the right thing. I saw the trend and stopped it. His advice, though, was in the training world to wait until you see a "hot" icon. Otherwise, the QRH has no guidance. I thought that was kinda odd, but whatever.
After finally getting the engines started, we did the taxi checks, before takeoff checks, and got cleared onto the runway. No surprise, but we got an engine fire before V1. So, we aborted, went through the QRH procedures, then talked about when we evacuate and we we wouldn't evacuate on the runway. In case of a fire, you don't really know if it's gonna flame up again, so it's not a bad idea to evac. On the other hand, people generally get hurt during evacs. So, if the fire's under control, you could taxi to a remote area and get the people off through an expiditious deplaning method. Ruling: it's up to the CA and the situations.
We get in the air and do some intercepting and tracking of radials using the FMS. Sounds basic to you 172 guys, but it's odd how you set it up in the FMS to make it track inbound/outbound. If you want to track inbound, you tell the FMS to go direct to the fix, but change the course to the reciprocal of the radial. For example, you're told to track inbound to MEM on the 180 radial. You'd tell the FMS to go to MEM on a 360 course. If you were told to track outbound on the 180 radial, you have to build a fix for it to go to. You have to enter something like MEM180/99 as a fix for it to navigate to. Clear as mud? Yeah. Flying's the easy part.
After that, FA calls and says we've got a guy having a heart attack in the back. I say "Okay, we're declaring an emergency and diverting to Jackson, MS." Instructor leans up and says "Crap. I didn't know you were that far south. Just go to MEM. For the record, Jackson is a better call, but, uh, I want you to go to MEM." So, I'm juggling the FA, ATC, my FO and dispatch, and get everything set up for the approach into MEM......an approach I never got to fly.
The rest of the time was spent going over profiles like stalls (both in the takeoff and landing config), steep turns, SE and two engine non-precision approaches, SE and two engine precision approaches, engine failures after V1, ILS PRM approaches, and SE and two engine go-arounds. Basically, he wanted to see if we knew the profiles or not.
So, tomorrow, it's back in the GFS for more training there. Friday, I've got a stage check in the GFS. After that, it's in the sim on Monday.
kellwolf
Piece of Trash
Day two of GFS (Goofy Flight System as termed by the instructors) started off in the normal Pinnacle fashion. Training scheduling called my sim partner and I yesterday to let us know that our session had been moved up to 12 pm instead of 1 pm and it was at Flight Safety. So, we met about 45 minutes early to go over the syllabus and run through things together before our session started. Well, about 15 minutes before noon, my phone rings. Yep, you gueesed it. Training scheduling dropped the ball. The session was still at noon, but it was at the education center......15-20 minutes away. Sad thing is I drove right by there to get to Flight Safety.
So, after we finally made it to where we were supposed to be, things weren't too bad at all. We knew a little bit more of what to expect, and we were both starting to get back in the swing of thing as far as setting up for a flight went. We both got to run through the flight deck safety checks and flight deck inspection checks. We practiced takeoff briefings, which are a little different from the left seat since you have to brief abort procedures, etc. Both of us did the before start, cleared to start and after start flows and checklists. We both got to do simulated pushbacks and engine starts. We talked about all the different engine start problems we're going to see in the sim and how to handle those. Then we went through all the profiles, and I got to practice the one I always get confused on: the emergency descent profile. It's more like kung-fu flailing than a flow. Talked about APU deferral procedures, unpressurized takeoff and landing procedures and cross-bleed starts. Went over step by step how to do steep turns and the different stalls.
We also discovered that a new revision was snuck out, and it wasn't a minor one either. They changed four of our profiles since we started training: normal takeoff, rejected takeoff, Engine fire or severe engine damage after V1 and inadvertent thrust reverser deployment after V1. Due to an AD that came out on the CRJ, we no longer takeoff with the FD on. We hit the TOGA switch to update the FMS, but then the flying pilot turns the FD off and we fly (GASP!) raw data. Once we're in the air, we turn the FD back on, though. Also tossed in some new limitations in regards to the wing anti-ice. Now we takeoff with the wing anti-ice on if there is icing conditions (fog, clouds, etc and OAT of 5C or less) below 400 AGL.
So, tomorrow is the phase check in the GFS, and I'm done with that part of training.
So, after we finally made it to where we were supposed to be, things weren't too bad at all. We knew a little bit more of what to expect, and we were both starting to get back in the swing of thing as far as setting up for a flight went. We both got to run through the flight deck safety checks and flight deck inspection checks. We practiced takeoff briefings, which are a little different from the left seat since you have to brief abort procedures, etc. Both of us did the before start, cleared to start and after start flows and checklists. We both got to do simulated pushbacks and engine starts. We talked about all the different engine start problems we're going to see in the sim and how to handle those. Then we went through all the profiles, and I got to practice the one I always get confused on: the emergency descent profile. It's more like kung-fu flailing than a flow.
Talked about APU deferral procedures, unpressurized takeoff and landing procedures and cross-bleed starts. Went over step by step how to do steep turns and the different stalls. We also discovered that a new revision was snuck out, and it wasn't a minor one either. They changed four of our profiles since we started training: normal takeoff, rejected takeoff, Engine fire or severe engine damage after V1 and inadvertent thrust reverser deployment after V1. Due to an AD that came out on the CRJ, we no longer takeoff with the FD on. We hit the TOGA switch to update the FMS, but then the flying pilot turns the FD off and we fly (GASP!) raw data. Once we're in the air, we turn the FD back on, though. Also tossed in some new limitations in regards to the wing anti-ice. Now we takeoff with the wing anti-ice on if there is icing conditions (fog, clouds, etc and OAT of 5C or less) below 400 AGL.
So, tomorrow is the phase check in the GFS, and I'm done with that part of training.
RRPower
Well-Known Member
Too bad our company doesn't have enough faith in their pilots to let us take-off raw data.....we just had a new checklist item come out because of the same AD. Now when we get cleared on the runway one of our calls is the FO says Pitch set 10 degrees....and CA says indicating 10 degrees. This means we have to manually set the TO pitch. That is jacked up. I just takeoff raw data regardless. if you want to use the flight director then your in luck on the first set of calls....gear up speed mode...gee simple fix to that problem. wish our company could see that.
kellwolf
Piece of Trash
Memphis. If/when I'm done with training, I'll still be based here as well.
kellwolf
Piece of Trash
Today was the last day of GFS. Show up at Flight Safety and run through all the profiles and the syllabus with my sim partner before the session started. Get things started with me in the left seat doing all the pre-flight checks. Got set up for a simulated flight, briefed the takeoff, pushed back, started the engines up.....hot start. After we went through that procedure, taxiied out, cleared for takeoff, aborted t/o for a L engine fire. Went through the immediate action items for that, and then did the passenger evac procedures.
Repositioned at the end of the runway, did a normal takeoff......to an indavertant thrust reverser deploy that didn't stow. Reset to cruise flight, and we discussed the stall profiles, steep turn profiles, SE and normal approaches and then got vectors and set up for an ILS to 36L. Normal landing, and we were done.
We were scheduled for 4 hours, but we finished up in under 2. This was a phase check to make sure we were where we needed to be before heading to the sim. My sim partner and I both like to be overprepared, and this was one of those days it really benefitted. We got to leave almost 2 hours early b/c we went through the whole syllabus for the day, no questions, no problems.
Start sims on Monday.
Repositioned at the end of the runway, did a normal takeoff......to an indavertant thrust reverser deploy that didn't stow. Reset to cruise flight, and we discussed the stall profiles, steep turn profiles, SE and normal approaches and then got vectors and set up for an ILS to 36L. Normal landing, and we were done.
We were scheduled for 4 hours, but we finished up in under 2. This was a phase check to make sure we were where we needed to be before heading to the sim. My sim partner and I both like to be overprepared, and this was one of those days it really benefitted. We got to leave almost 2 hours early b/c we went through the whole syllabus for the day, no questions, no problems.
Start sims on Monday.
Bumblebee
Commodore
. . .and I remember when you were trying to get your flight times up for a regional, working the ramp for SWA.
I'm very proud of you Steve
kellwolf
Piece of Trash
Okay, so sim 1 was tonight. First thing.....HOLY CRAP I'm rusty. I haven't flown an airplane since the end of March, and I haven't flown the sim in over a year. It showed.
My sim partner started off in the left seat, so I was pretty darn comfortable in the zone over in the right seat. Yes, you DO see every mistake from that seat. Then when it's your turn, you don't see anything. Anyways, we did the whole flight deck inspection, set things up, pushed back and started the engines. Or tried to. First one was a no starter cut out malfunction. Next one was a weird one. Started fine, then the ITT started to skyrocket. Shut off the fuel....still going. Only one thing left to do, hit the engine fire push switch. That did the trick. Only thing is, you're supposed to dry motor the engine. Seems we've gotten the Marquis de Sade for our sim instructor. He gave us the malfunction at 55% of N2, which is where the starter cuts out. Neither one of us noticed it, so the engine wasn't dry motoring anymore. Man, if this guy keeps us on our toes like this for our sims, there's very little the APDs are gonna be able to toss at us on a checkride.....
So, taxiied out, up and away with a normal takeoff, level at 5000 feet for the steep turns. This was one I was worried about since I'd never done it before. It's now my new favorite. I lost MAYBE 10 feet on my altitude. The trick is when they want you to go from a steep turn to the left into a steep turn to the right, you REALLY have to push the nose over b/c of the excess power you've got in there. So, not really stressed about that one anymore.
Takeoff stalls.....STILL the bane of my existence. These things have haunted me since initial training, and I still suck at them. I'm getting better, though. After my fourth one tonight, I think I was starting to get the hang of it. Clean stalls and landing stalls, bring it on. I lost 5 feet on each. Now, I just need to at least get my takeoff stall in PTS.
Did some intercepting and tracking with the FMS, did a hold, and got set up for the full NDB 35 into PNS while we were in the hold. Cleared for the approach, did that just fine. Had to go around at 50 feet, and that was a little shaky. Not catastrophic, but needs fine tuning. Published missed, set up for the ILS 17 while holding. That went okay up until I ATTEMPTED to land from the left seat for the first time. Damn. Sight picture was all jacked up, and my right hand was saying "You want me to do WHAT? Thrust levers???! I'm used to moving the yoke ya dummy!" Needless to say, the approach was NOT pretty. Probably just another thing that needs practice.
Reset on the runway in MEM, told to taxi to M6, clear the runway and contact ground. Did that, and the after landing checklist. Taxiied to the gate and did the shutdown and terminating checklists.
Someone in there we got some electrical issues. We had an AC Bus 1 failure, so we ran the QRH and did procedures for that one. After we switched, we had a Gen 1 failure. Had an inadvertant stick pusher on t/o one time, too. So I got my rejected take off in.
All in all, I'm glad we didn't do anything crazy. As jacked up as I was in the left seat, if I had lost an engine, I might have spun it into the ground.
Tomorrow is sim 2, so I'll take my lessons and lumps in with a humble attitude and try to do better tomorrow.
My sim partner started off in the left seat, so I was pretty darn comfortable in the zone over in the right seat. Yes, you DO see every mistake from that seat. Then when it's your turn, you don't see anything.
Anyways, we did the whole flight deck inspection, set things up, pushed back and started the engines. Or tried to. First one was a no starter cut out malfunction. Next one was a weird one. Started fine, then the ITT started to skyrocket. Shut off the fuel....still going. Only one thing left to do, hit the engine fire push switch. That did the trick. Only thing is, you're supposed to dry motor the engine. Seems we've gotten the Marquis de Sade for our sim instructor. He gave us the malfunction at 55% of N2, which is where the starter cuts out. Neither one of us noticed it, so the engine wasn't dry motoring anymore. Man, if this guy keeps us on our toes like this for our sims, there's very little the APDs are gonna be able to toss at us on a checkride.....So, taxiied out, up and away with a normal takeoff, level at 5000 feet for the steep turns. This was one I was worried about since I'd never done it before. It's now my new favorite. I lost MAYBE 10 feet on my altitude. The trick is when they want you to go from a steep turn to the left into a steep turn to the right, you REALLY have to push the nose over b/c of the excess power you've got in there. So, not really stressed about that one anymore.
Takeoff stalls.....STILL the bane of my existence. These things have haunted me since initial training, and I still suck at them. I'm getting better, though. After my fourth one tonight, I think I was starting to get the hang of it. Clean stalls and landing stalls, bring it on. I lost 5 feet on each. Now, I just need to at least get my takeoff stall in PTS.
Did some intercepting and tracking with the FMS, did a hold, and got set up for the full NDB 35 into PNS while we were in the hold. Cleared for the approach, did that just fine. Had to go around at 50 feet, and that was a little shaky. Not catastrophic, but needs fine tuning. Published missed, set up for the ILS 17 while holding. That went okay up until I ATTEMPTED to land from the left seat for the first time. Damn. Sight picture was all jacked up, and my right hand was saying "You want me to do WHAT? Thrust levers???! I'm used to moving the yoke ya dummy!" Needless to say, the approach was NOT pretty. Probably just another thing that needs practice.
Reset on the runway in MEM, told to taxi to M6, clear the runway and contact ground. Did that, and the after landing checklist. Taxiied to the gate and did the shutdown and terminating checklists.
Someone in there we got some electrical issues. We had an AC Bus 1 failure, so we ran the QRH and did procedures for that one. After we switched, we had a Gen 1 failure. Had an inadvertant stick pusher on t/o one time, too. So I got my rejected take off in.
All in all, I'm glad we didn't do anything crazy. As jacked up as I was in the left seat, if I had lost an engine, I might have spun it into the ground.
Tomorrow is sim 2, so I'll take my lessons and lumps in with a humble attitude and try to do better tomorrow.
kellwolf
Piece of Trash
Kel, sim 2 is normally a bit better. I pretty much thought I was going to fail my upgrade after the first sim session.
It's hard flying with your left hand. And it's even harder adjusting the damn seat.
Glad it's not just me.
ERfly
Well-Known Member
Glad it's not just me.
It happens to all of us. The first sim will be a little shaky. Also, be advised, you will most likely have one sim session that, to you, will be pure Hell. Nothing will go right and you'll walk out thinking that you can't fly and will never pass the type ride. We all have them, and Lord knows I had mine. However, the subsequent sims and type ride went beautifully. Don't let it get you down. Just a head's up that will probably happen.
Good luck, man! It's worth it in the end!
kellwolf
Piece of Trash
Sim 2 went a lot better. Still need to smooth off the rough edges, but a lot better than sim 1.
Started out doing the flight deck safety/inspection checks for a through flight, so we got started a bit quicker. None of those pesky FFOD items. Caught the "APU FIRE FAIL" that was tossed in on me, and pushed back. Got a no lightoff, put the thrust lever to shut off.....and notice the fuel flow wasn't decreasing, so I hit the engine fire switch to kill the fuel SOV. That did the trick. Oddly enough, that was the only abnormal start he gave me. Ran the QRH and taxiied out. Normal takeoff and climb up to 5000 feet for my new fav manuever, steep turns. If my type ride lived or died tomorrow on my steep turns, I'd be okay. Stalls were MUCH better. Managed to do them within PTS, so that little fear in the back of my mind is gone.
Finished the stalls and got a "HYD 3 LO PRESS" message. Ran the QRH and discovered no fluid in our #3 hyd system. This is a bad thing b/c you lose the normal gear extension and the nose wheel steering. I can live without being able to retract the nose door. Declared an emergency, got vectors back to MEM for a LOC 36L approach. Asked for 36C since it's 2000 ft longer, but it was closed. At least I asked, though. Got set up for the approach, fought off the panicky/stressed ATC guy that kept trying to rush me into an approach to get me out of his airspace, ran the last couple of checklists and headed in. I'm still a little shaky on some of the call-outs in the sim, but I can fire them off when I'm sitting in a chair not moving. Just gonna take more practice to fight through the adrenaline dump, I guess. Normal landing in a 10 kt crosswind, up until the accumulators for the inboard brakes finally gave out, no nose wheel steering, and I wasn't sure I was EVERY gonna get the thing stopped.
Reset on 18R, take off and had an engine flame out at V1. This was my first V1 cut in over a year, and it was pretty bad. I wound up about 10 feet off to the left of the runway in the air, so we reset and did it again. Much better this time. Did the SE takeoff profile to the letter, got up to the final segment and ran the single engine procedures QRH. 'Course the WX in MEM was crap, so we couldn't go back there, so we wound up going to Tupelo for the VOR/DME 18. Did all the normal stuff we do, declared an emergency, checklists, notifying the right people, etc, etc and headed to TUP. Better on the call outs for SE non-precision, and the go around (hey, you KNEW that was coming, right?) wasn't too bad. Publshed missed and entered the hold to get set up for the ILS 17 into TUP. SE ILS went well, and the SE landing was actually better than the normal landing from earlier.
All in all, I still need work on the landings from the left seat. I'm winding up off centerline b/c I'm used to the sight picture from the right seat. My hands are starting to work together a little bit better now, but it still needs work. I think if I can get the landings down, iron my call-outs a little more and just relax a bit I'll be okay.
Sim 3 is tonight, and I'll be halfway done with sims. Sim partner's checkride is next Wed. Mine is next Thur.
Started out doing the flight deck safety/inspection checks for a through flight, so we got started a bit quicker. None of those pesky FFOD items.
Caught the "APU FIRE FAIL" that was tossed in on me, and pushed back. Got a no lightoff, put the thrust lever to shut off.....and notice the fuel flow wasn't decreasing, so I hit the engine fire switch to kill the fuel SOV. That did the trick. Oddly enough, that was the only abnormal start he gave me. Ran the QRH and taxiied out. Normal takeoff and climb up to 5000 feet for my new fav manuever, steep turns. If my type ride lived or died tomorrow on my steep turns, I'd be okay. Stalls were MUCH better. Managed to do them within PTS, so that little fear in the back of my mind is gone. Finished the stalls and got a "HYD 3 LO PRESS" message. Ran the QRH and discovered no fluid in our #3 hyd system. This is a bad thing b/c you lose the normal gear extension and the nose wheel steering. I can live without being able to retract the nose door. Declared an emergency, got vectors back to MEM for a LOC 36L approach. Asked for 36C since it's 2000 ft longer, but it was closed. At least I asked, though. Got set up for the approach, fought off the panicky/stressed ATC guy that kept trying to rush me into an approach to get me out of his airspace, ran the last couple of checklists and headed in. I'm still a little shaky on some of the call-outs in the sim, but I can fire them off when I'm sitting in a chair not moving. Just gonna take more practice to fight through the adrenaline dump, I guess. Normal landing in a 10 kt crosswind, up until the accumulators for the inboard brakes finally gave out, no nose wheel steering, and I wasn't sure I was EVERY gonna get the thing stopped.
Reset on 18R, take off and had an engine flame out at V1. This was my first V1 cut in over a year, and it was pretty bad. I wound up about 10 feet off to the left of the runway in the air, so we reset and did it again. Much better this time. Did the SE takeoff profile to the letter, got up to the final segment and ran the single engine procedures QRH. 'Course the WX in MEM was crap, so we couldn't go back there, so we wound up going to Tupelo for the VOR/DME 18. Did all the normal stuff we do, declared an emergency, checklists, notifying the right people, etc, etc and headed to TUP. Better on the call outs for SE non-precision, and the go around (hey, you KNEW that was coming, right?) wasn't too bad. Publshed missed and entered the hold to get set up for the ILS 17 into TUP. SE ILS went well, and the SE landing was actually better than the normal landing from earlier.
All in all, I still need work on the landings from the left seat. I'm winding up off centerline b/c I'm used to the sight picture from the right seat. My hands are starting to work together a little bit better now, but it still needs work. I think if I can get the landings down, iron my call-outs a little more and just relax a bit I'll be okay.
Sim 3 is tonight, and I'll be halfway done with sims. Sim partner's checkride is next Wed. Mine is next Thur.
cptnmarcus
New Member
Kellwolf congrats on the upgrade. I just signed my first release as 121 captain on Monday. Felt nice. I'm sure when your done, the whole thing will just seem like a process.
kellwolf
Piece of Trash
Sim 3 was right out of the Marquis de Sade's playbook. Sadly, I found this as the sim I had the most fun in so far, though.
Started off in MSP with heavy thunderstorms all around and lightning everywhere. Honestly, in the real world, my ass wouldn't have left the gate. Thinking it might be some trick, I said this. Instructor said "Sorry, sim world says ya gotta go." Ah well.
So, lined up on the runway, took a look with the radar and asked for an immediate left turn after takeoff to avoid the level 5 right in front of us. Approved. Windshear on takeoff, so we aborted the takeoff. Try again. Climbing through about 400 ft, we got a windshear warning and carried out that procedure.....right into severe turbulence.
AP kicked itself off, and I'm hand flying in this crap. The airplane's yelling "bank angle" about every 30 seconds, so I request a block altitude along with a possible report of ANYTHING smoother. Gives us a block from 4000-10000 and the smooth rides are at FL210. Great. About this time the radar fails. Well, that's not too good, so we declare an emergency, tell 'em we want to go back to MSP and we'll need a heads up on the heavy stuff. So we start heading back. Get a descent to 4000 and it magically smooths out.
Start getting vectored for the ILS 30R, and WHAM! wake turbulence from a 757 knocks us sideways. Recovered from that and continued what we were doing. Sim instructor has me disconnect the AP during the approach. Break out about 500 AGL, and we get a windshear warning on short final, so we do the go around and follow those procedures.
Reposition to FL350.....and both engines start spooling down. Maintain .7M (or 240 kts below FL340) and run the QRH for a dual engine flame out while turning towards MSP. Get a windmilling re-light on one and do a crossbleed re-light on the other. Crisis averted.
Vectors for the LOC 30R to a normal landing. Reposition on the runway, climb out.....DING "FLAPS FAIL." Okay. Run the QRH for a flaps fail, climb checklist, call dispatch and MX see what they want to do.....and we're coming back to MSP. Call the FA, tell her why we're doing a 180 and let the passengers know. Get setup for a visual to 30L (second longest runway since 22 was closed). Go to back it up with an ILS.....oh, glideslopes out of service. No problem. They've got PAPIs. Huh? THOSE are out, too? Well, we can.....crap FMS just failed. Okay, looks like this is gonna be done the old fashioned way. Sad thing is, if I hadn't flared a BIT too much, I woulda nailed the 1000 ft markers.
Stopped, taxiied to the gate, ran the shutdown and terminating checklists and called it a night.
Off for two days, and sim four (mountain flying, yay!) is on Saturday.
Started off in MSP with heavy thunderstorms all around and lightning everywhere. Honestly, in the real world, my ass wouldn't have left the gate. Thinking it might be some trick, I said this. Instructor said "Sorry, sim world says ya gotta go." Ah well.
So, lined up on the runway, took a look with the radar and asked for an immediate left turn after takeoff to avoid the level 5 right in front of us. Approved. Windshear on takeoff, so we aborted the takeoff. Try again. Climbing through about 400 ft, we got a windshear warning and carried out that procedure.....right into severe turbulence.
AP kicked itself off, and I'm hand flying in this crap. The airplane's yelling "bank angle" about every 30 seconds, so I request a block altitude along with a possible report of ANYTHING smoother. Gives us a block from 4000-10000 and the smooth rides are at FL210. Great. About this time the radar fails. Well, that's not too good, so we declare an emergency, tell 'em we want to go back to MSP and we'll need a heads up on the heavy stuff. So we start heading back. Get a descent to 4000 and it magically smooths out.
Start getting vectored for the ILS 30R, and WHAM! wake turbulence from a 757 knocks us sideways. Recovered from that and continued what we were doing. Sim instructor has me disconnect the AP during the approach. Break out about 500 AGL, and we get a windshear warning on short final, so we do the go around and follow those procedures.
Reposition to FL350.....and both engines start spooling down. Maintain .7M (or 240 kts below FL340) and run the QRH for a dual engine flame out while turning towards MSP. Get a windmilling re-light on one and do a crossbleed re-light on the other. Crisis averted.
Vectors for the LOC 30R to a normal landing. Reposition on the runway, climb out.....DING "FLAPS FAIL." Okay. Run the QRH for a flaps fail, climb checklist, call dispatch and MX see what they want to do.....and we're coming back to MSP. Call the FA, tell her why we're doing a 180 and let the passengers know. Get setup for a visual to 30L (second longest runway since 22 was closed). Go to back it up with an ILS.....oh, glideslopes out of service. No problem. They've got PAPIs. Huh? THOSE are out, too? Well, we can.....crap FMS just failed. Okay, looks like this is gonna be done the old fashioned way. Sad thing is, if I hadn't flared a BIT too much, I woulda nailed the 1000 ft markers.
Stopped, taxiied to the gate, ran the shutdown and terminating checklists and called it a night.
Off for two days, and sim four (mountain flying, yay!) is on Saturday.