CTC 737 take off brief
Thread Starter
Join Date: Jun 2001
Location: England
Posts: 908
Likes: 0
Received 0 Likes
on
0 Posts
CTC 737 take off brief
Am going to CTC in the near future, and am looking at rehearsing my pre take off brief for the 737 which i've no experience of.
If anyone could give me any pointers regarding what CTC are looking for i'd appreciate any information.
Regards Tonker
If anyone could give me any pointers regarding what CTC are looking for i'd appreciate any information.
Regards Tonker
Join Date: Aug 2005
Location: uk
Posts: 516
Likes: 0
Received 0 Likes
on
0 Posts
I would concentrate on more important things, such as getting standard calls correct first.
But, brief the:
Tech log and ADD's, Departure Alternates and Speeds.
Brief the departure, without boring the other guy to death, and talk thru any emergency turn,
Brief the MSA's and enroute PLOG MORA's,
then, give an emergency brief, along the lines of:
Anything on push back,on stand or the taxy, I will ( or I expect you will) apply the park brake and sit on my (your) hands while we identify the problem..... we will use any EICAS (ECAM) prompts or the QRH if necessary.
On the runway I will stop for anything significan to 80 kts, between 80 and V1, I will only stop for Fire,eng failure, blocked runway or anything that leads us to believe the airplane will not fly.
Thru V1, we continue, TOGA thrust (consider), rotate, and remind me to get the gear up. We will abandon the SID and climb straight ahead. We will accelerate at xxxxfeet and consider our options. If we are still on fire we will return here or do xxxxxx.....
Then reiterat that no thrust lever, engine master or fire buttons should be moved without positive confirmation from BOTH pilots.
Most importantly !!!! ANY QUESTIONS????
Involve the other guy and keep it simple and short and sweet. CRM CRM CRM.
But, brief the:
Tech log and ADD's, Departure Alternates and Speeds.
Brief the departure, without boring the other guy to death, and talk thru any emergency turn,
Brief the MSA's and enroute PLOG MORA's,
then, give an emergency brief, along the lines of:
Anything on push back,on stand or the taxy, I will ( or I expect you will) apply the park brake and sit on my (your) hands while we identify the problem..... we will use any EICAS (ECAM) prompts or the QRH if necessary.
On the runway I will stop for anything significan to 80 kts, between 80 and V1, I will only stop for Fire,eng failure, blocked runway or anything that leads us to believe the airplane will not fly.
Thru V1, we continue, TOGA thrust (consider), rotate, and remind me to get the gear up. We will abandon the SID and climb straight ahead. We will accelerate at xxxxfeet and consider our options. If we are still on fire we will return here or do xxxxxx.....
Then reiterat that no thrust lever, engine master or fire buttons should be moved without positive confirmation from BOTH pilots.
Most importantly !!!! ANY QUESTIONS????
Involve the other guy and keep it simple and short and sweet. CRM CRM CRM.
Thread Starter
Join Date: Jun 2001
Location: England
Posts: 908
Likes: 0
Received 0 Likes
on
0 Posts
A very helpful response thank you, sort of beats my "and the last one homes a homo" effort.
I was dreading the be-anoracked spotter type responses from the scout hut types ...."spelling this" ...."it's obvious that"
Regards Tonker
I was dreading the be-anoracked spotter type responses from the scout hut types ...."spelling this" ...."it's obvious that"
Regards Tonker
Join Date: Dec 2004
Location: Europe
Posts: 35
Likes: 0
Received 0 Likes
on
0 Posts
Certainly not perfect but this ok
Set T/O thrust by 60kts
Call 80 Kts throttle hold
Call any failure effecting safety
Call V1 at XXXkts and VR at XXXkts
In advent of failure before V1 / stop call.......You will close throttle/select Reverse/monitor braking/ensure spd brk deployed/and stop.
If Go Call or failure after V1....I will continue T/O with no immediate action below MFRA except for you to silence warning and raise gear on my command.
be alert for incapcitation.
Sid already discussed!
Runway XX / Dry-wet/ wind/ emergency turns?
Any questions?
Right now dont fcuk it up and start your clock on the roll.
Set T/O thrust by 60kts
Call 80 Kts throttle hold
Call any failure effecting safety
Call V1 at XXXkts and VR at XXXkts
In advent of failure before V1 / stop call.......You will close throttle/select Reverse/monitor braking/ensure spd brk deployed/and stop.
If Go Call or failure after V1....I will continue T/O with no immediate action below MFRA except for you to silence warning and raise gear on my command.
be alert for incapcitation.
Sid already discussed!
Runway XX / Dry-wet/ wind/ emergency turns?
Any questions?
Right now dont fcuk it up and start your clock on the roll.
Join Date: Aug 1998
Location: Always Travelling, Never Arriving
Posts: 262
Likes: 0
Received 0 Likes
on
0 Posts
Also say what you will do if you get a Master Caution after 80kts (i.e. Make a note of it and Cancel the warning) coz generally after 80kts you will only stop for ANY fire, Engine Failure, Handling Problems, Predictive Windshear (NG) etc. (Most airlines' SOPs wil cover this but some don't).
When briefing the SID don't just focus on the Nav aids - it's all very well saying what's on Nav1 and Nav2 blah blah but at 400' you are going to press the LNAV button so emphasise what's in the box more than the nav aids. I've seen people brief the SID verbatim from the Jeppesen/Aerad without noticing they've put the wrong SID in the box.
All the best - Kemble seems a million years ago.
When briefing the SID don't just focus on the Nav aids - it's all very well saying what's on Nav1 and Nav2 blah blah but at 400' you are going to press the LNAV button so emphasise what's in the box more than the nav aids. I've seen people brief the SID verbatim from the Jeppesen/Aerad without noticing they've put the wrong SID in the box.
All the best - Kemble seems a million years ago.
Join Date: Jun 2002
Location: Dustbowl
Posts: 32
Likes: 0
Received 0 Likes
on
0 Posts
I was at ctc recently for a few courses and they give you all the stuff you need. No point in getting to worried about it as each airline seems to have their own take on briefings.
If you're going for the AQC course its the same deal they send all the stuff out to you in advance of the course.
As someone else has already said in one of the other posts its more important to know that standard calls and the profiles that you'll be using.
Good luck!
If you're going for the AQC course its the same deal they send all the stuff out to you in advance of the course.
As someone else has already said in one of the other posts its more important to know that standard calls and the profiles that you'll be using.
Good luck!
Join Date: Jan 2001
Location: "Gee Dubya"
Posts: 62
Likes: 0
Received 0 Likes
on
0 Posts
I was at CTC a couple of years ago and I'm sure the sim work won't have dramatically altered. Best thing I'd say is to go there with a clear head. They're not expecting you to be a 737 pilot yet, so will teach you what you need to know when you get there.
One other thing, try not to dribble over Mrs Robinson (sorry, Karen) when you get there!
One other thing, try not to dribble over Mrs Robinson (sorry, Karen) when you get there!
