Originally Posted by
yanrair
You can use the speed brakes at any time to increase ROD, and or reduce speed. With turbulence speed reduction you can use speed brake without reducing power by going manual thrust and allowing the speed brakes to reduce the speed to avoid a low power condition at high altitude. Should all be in your SOP manual though?
I have flown with airlines where very little is said except to point out something going wrong. Not when things are normal. Good example,
Airline 1 "Set Power. Setting power. Power Set, Speed Building, 80 Knots, Indications Normal etc etc
Airline 2 "Set Power, Power Set. 80 knots....... V1 (only if indications were not normal would it be said)
During approach in airline 2 almost nothing is said unless something deviates from what is expected. Except obvious ones like OM height for example and standard SOP calls like 1000 ft.
With airline 2 if anyone speaks when it is not expected, everyone jumps to attention. In Airline 1 you could start saying the Lords Prayer during takeoff and nobody would notice the difference in the droning sound from PM!
While on this subject about verbose rhetoric on the flight deck, Briefings!!
Some airlines give monologue briefings which drone on and on and cover everything that could possibly happen including all the stuff that you know is going to happen. Ive seen PM secretly reading txt messages on iPhone during these.
Others use a much abbreviated form in the a Q&A style. Which works wonders at keeping the other crew awake.
"On this take off we will use Reduced Thrust. In the event of RTO I will close the thrust levers, monitor auto brake, apply full reverse. What will you do?
On approach. I willl fly the ILS to R/W 27. What is the QDM and OM height? Good. What is the safety height to the NW? In a go around I will blah blah blah. What are your actions. What is the go around routing?
The questions are interspersed at random so that both pilots are involved and sharing the load and it avoids the briefing becoming a lecture falling on dear ears.
Night to all and safe flying.
Yan
I once in Bilbao (training) briefed the trainee on our departure but made it up - complete gobbledegook. He nodded wisely and said YesSir. We then started again gently with asking him to listen attentively and to interject if something didn't sound quite right.
Spot on, on the topic of call outs and briefings. For the guys who drone on during the brief, please stop wasting your time. If we’re going into JFK or LAX, I’ll only pay attention to the first 30 seconds, and by 60 seconds in, I’ve tuned you out. If we’re going to TGU or MDE, that obviously requires more talking. Otherwise, I really don’t care where you plan to vacate the runway, or the taxi route you think we’ll get.