FAA requires memory item briefing prior to flight
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In the front preamble section of the (Boeing) QRH(s) - i.e. about how to use that hallowed tome ('Non–Normal Checklist Use') - it says:
That said, the QRH of my B767-300ER tells me that in the event of an 'Engine Overheat' one of the first things one must do is to turn off the engine bleed air on the effected side... However it makes no mention of the fact that doing this above FL350 (which is the limit for operations on a single pack / bleed source - as per the DDPM for this type) might lead one into a cabin decompression, i.e. whilst one gently drifts down to a lower level on 1-and-a-bit engines ?! Therein the QRH is not infallible and it's been said that there's many a pilot who's died whilst holding the QRH their hand!
The pilot flying calls for the checklist when:
- the flight path is in control.
- the airplane is not in a critical phase of flight (such as takeoff or landing).
- all recall items are complete
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Wasn't the reason that boeing took alot of the recall items from the QRH recently, was because in a survey they found a significant proportion of line pilots didn't know all the recall items!
I have to say Im not an anal bookworm pilot but not knowing your recall items is in my books criminal negligence!
I have to say Im not an anal bookworm pilot but not knowing your recall items is in my books criminal negligence!
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Integrity
Stator Vane, although your post on integrity sounds regimental, it does make sense and I certainly agree with you.
My favourite chirp."You can brief yourself and crew so far ahead of the aircraft with events that could happen (lots of material there) that you will eventually forget where you are". Dont you just hate it when you miss an ATC call because you were entertaining a theatrical demonstration of an approach briefing including ....in the event of.....!
The question stares us in the eye. Is it better to keep it real and in line with the manufacturer's procedures and rely on the six monthly (or less) simulator training to give you the tools to handle any emergency thrown your way OR try to impress your audience with BS. The commercial flying evironment is dynamic enough as it is and one needs FREE RAM to deal with it.
The RTO briefing and other pertinant variables such as weather etc should form part of the pre flight. After all the RTO is one of the very few actions in aviation which needs to be executed with no delay and warrants a visit on the days we fly.
My favourite chirp."You can brief yourself and crew so far ahead of the aircraft with events that could happen (lots of material there) that you will eventually forget where you are". Dont you just hate it when you miss an ATC call because you were entertaining a theatrical demonstration of an approach briefing including ....in the event of.....!
The question stares us in the eye. Is it better to keep it real and in line with the manufacturer's procedures and rely on the six monthly (or less) simulator training to give you the tools to handle any emergency thrown your way OR try to impress your audience with BS. The commercial flying evironment is dynamic enough as it is and one needs FREE RAM to deal with it.
The RTO briefing and other pertinant variables such as weather etc should form part of the pre flight. After all the RTO is one of the very few actions in aviation which needs to be executed with no delay and warrants a visit on the days we fly.
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memory item changes---
interesting to see how the memory items have changed over the years just for the 737--
even this morning, it took over 30 minutes to confirm the multiple changes to the APU fire items. used to be memory. then not, then back to a memory item, whilst the current printed QRH still shows it as non-memory.
not to mention the smoke and cabin altitude checks.
used to have 19 items, now down to only 12.
how many does the scarebus 320 have in it's QRH?
even this morning, it took over 30 minutes to confirm the multiple changes to the APU fire items. used to be memory. then not, then back to a memory item, whilst the current printed QRH still shows it as non-memory.
not to mention the smoke and cabin altitude checks.
used to have 19 items, now down to only 12.
how many does the scarebus 320 have in it's QRH?
Beacon Outbound
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Stator Vane wrote:
Actually stop when you get a take off config warning?
actually look at the switch, actually look at the indicator, actually read the notams.
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Reality?
SCD Wrote:
I think you'll find among Human Factors [HF] research, that under stress, pilots over 50 years of age had trouble recalling the items. Quiz and simulator packages were fine, but the real world was another matter! Thus, simplification became the order of the day.
This is not unreasonable IMHO. In the days of the B747 "Classic", I had a tape which I played in the car on the way to work of all memory recalls [aka Phase 1's in those days] and non-normal reference items which my employer had chosen as memory items. It took 45min to get to work and this tape played for half an hour!!
Thus, I'd ask that you temper your thoughts on "criminal negligence" with contemporary HF research on the human ability to cope under stress in the real world.
G'day
Wasn't the reason that boeing took alot of the recall items from the QRH recently, was because in a survey they found a significant proportion of line pilots didn't know all the recall items!
I have to say Im not an anal bookworm pilot but not knowing your recall items is in my books criminal negligence!
I have to say Im not an anal bookworm pilot but not knowing your recall items is in my books criminal negligence!
This is not unreasonable IMHO. In the days of the B747 "Classic", I had a tape which I played in the car on the way to work of all memory recalls [aka Phase 1's in those days] and non-normal reference items which my employer had chosen as memory items. It took 45min to get to work and this tape played for half an hour!!
Thus, I'd ask that you temper your thoughts on "criminal negligence" with contemporary HF research on the human ability to cope under stress in the real world.
G'day
Each airline must have its own manuals rubber-stamped by the FAA, and each flight ops culture must have its own imprint and often re-invent the wheel, regarding c0ckp1t flows and checklists. Some change their flows every 4-7 years. Change for the sake of change, produced by some upstairs flight ops types via more paperwork. Some changes are in order to pretend that a domestic two-pilot jet flying 30-1:40-minute legs can operate like a three or four-engine system monstrosity on an eight-twelve hour "long march". No time for 'fishheads and rice' with five minutes at cruise during a really short flight, and no ATIS from ACARS.
John Nance wrote a book and proved how US deregulation led directly to some tragedies. He claimed that Air Florida had a real hodge-podge of a Flight Manual.
Our Admin. was totally committed to its lofty airline experiment, as each admin. has been since then, no matter what types of airline manuals/procedures were developed or fused together, types of accidents took place, no matter how bizarre and strange Professor Alfred Kahn's economic theories, advice from our 'dereg. guru'.
Oh well, back to the simple elegance of the SKS and Mosin Nagant 44.
John Nance wrote a book and proved how US deregulation led directly to some tragedies. He claimed that Air Florida had a real hodge-podge of a Flight Manual.
Our Admin. was totally committed to its lofty airline experiment, as each admin. has been since then, no matter what types of airline manuals/procedures were developed or fused together, types of accidents took place, no matter how bizarre and strange Professor Alfred Kahn's economic theories, advice from our 'dereg. guru'.
Oh well, back to the simple elegance of the SKS and Mosin Nagant 44.
Last edited by Ignition Override; 23rd Aug 2008 at 07:05.
