I fully agree with the idea of minimum verbiage and theatricals in the flight deck. As I am constantly involved with training, I do a lot of comparison with other procedures and SOPs with other air carriers, yet same type of aircraft and using the original Boeing QRH and AOMs...
xxx
True, my airline is strictly adhering to Boeing procedures, and this in the English language. The fact that the crews' language is not English, probably helps us to reduce the amount of words in SOPs.
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I remember my old PanAm days, as a F/E and F/O on 707s and 727s... we had a "Shakespearean" captain native of Oxford who indulged on using words as "undercarriage"... we were in an old 707-321, taking off with 30 flaps. His next call should have been "Flaps 20" (we said "twenny" in the "Colonies").
Well, he called for "Flaps two-z
eero"...
The F/O moved flaps handle to "0" and confirmed "Flaps moving
to 0"...
Nothing much was said for the rest of the Atlantic crossing...
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Had another situation, recently, in a 747 simulator.
Engine fire drills practice, nš 3 fire warning... F/E called "engine fire nš 4"
Our SOPs specify that the call is "engine fire" NOT specifying "which engine"...
Engine failures require the same procedures, until the call for the check list, at 1,000 AGL, after flaps retraction.
All that extra yakyak can create problems...
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Another simulator situation... Before takeoff briefing...
Most of the time, we merely say "standard briefing" when circumstances are standard. We know darned well what we do prior to V1 or after V1 regarding engine failures or fires... One of the captains gave us a briefing that took some 45 seconds, if not 1 minute...
So, at the end of the session, I requested the left seat for "personal practice" and gave a briefing that was similar to a Vatican high mass in Latin. And I briefed that I would "
continue the takeoff" for engine fire/failure
prior to V1 and "
abort the takeoff if fire/failure
after v1...
Nobody noticed or told me "say that again"...
xxx
Happy contrails