Pilot Briefings (Airbus & Boeing)
 

Hi every body!

If some of you (preferably Airbus Pilots) could shed some light on what kind of briefing you perform on approach.

Please Show off ! :)

Thanks for your help

Cheers

Me too I would like to hear your examples and Dont stop there, would like to hear a brief for T/O - DEP / APP - Pre LDG also.

I think I have some belonging to US Airways so will try to dig them out. I can give you Boeing ones also if I can find them.

Dead easy into Heathrow on the Airbus when it's your base.
Briefing goes something like-
"Standard 27L (or whichever r/w), any questions?"
That usually does it.
Now ask a longhaul driver, and they'll drone on for hours..............;)

Cheers!

OK, here goes...

DEP - MEL dispatch, NOTAM affecting flight, SIGWX for departure & climb, expected tx. routing + twy conditions + gnd communications, runway for departure + runway state, take-off thrust setting + derate + assumed temp., the corresponding V1, VR & V2 speeds/bugs/trim setting, acceleration altitude/bugs, SID & navaids combined + vertical profile, Notes to SID (e.g. airborne freq & handover/automatic transfer), climb MSA, TAlt, climb speed schedule, expected cruise alt & speed schedule, emergency actions in case of abort prior V1, actions in case of continued take-off, emergency turn procedure, return briefing or briefing for diversion to nominated T/O alternate, review any special procedures (e.g. no engine bleed take-off), questions & comments.

ARR - MEL dispatch, NOTAM affecting flight, SIGWX for descent & approach, TOD + speed schedule, expected STAR (incl. first or most likely holding fix, entry, max. speed & intended speed, MHA & holding capability vs. fuel), vertical profile & speed limit points, transition + speed schedule onto final approach, instrument approach + verification that both are breifing from same plate + navaids, profile + GS check alt vs. pos. or hard altitudes on a CANPA, DA/MDA/DH + bugs, RVR required, Landing flap setting + Vref/bugs/limit mass for approach climb requirement, manual or autoland, autobrake setting, runway conditions, expected taxi route to gate + expected taxi conditions, missed approach briefing, fuel vs. 2nd attempted approach & likely delay, briefing for diversion (route, level, likelihood of delay), alternate WX & minimum fuel for diversion, review any special procedures, questions & comments.

Add or subtract as required, e.g. unusual ALS configuration, strong crosswind (20 deg. crab will not give you much chance of spotting the lights if you look straight ahead), AWOPS qualifications check in case of CAT II or III (both crew & aircraft), de-icing requirements & HOT, APU useage if deviating from standard, communications with handling agent/ops, ETOPS pre-flight brief (though that would usually be in the planning stage), jumpseating crew (allocation of tasks) etc. etc. etc. - anything you find worth briefing or think that there's just a remote chance somebody might misunderstand - clarify & communicate intentions, that's the name of the game :)

Soooo - 10 min. before doors closed for DEP briefing & 10 min. before TOD usually works w/o too much hassle :suspect:

Brgds,
Empty

Oh - forgot to add - this should work for both A & B - you'd probably have to call things something fancy for it to work in a 'bus, but I suspect it'll do just the same - get to the right point in space on the right speed, in the right configuration & either stop on the runway or execute a safe g'round :O

DEP BRIEF - PF

• DEP RWY/TAXIWAY/INTERSECTION & ATIS/WXR
• FLAP SETTING
• V SPEEDS
• RTO PROCEDURE
• THRUST SETTING
• ENG INOP PROCEDURES
• A/C MEL’S & NOTAMS AT DEPARTURE AIRPORT
• SID DETAILS
• MSA/ LASLT/ GRID MORA’S OUTSIDE 25NM MSA’S & TERRAIN IN AREA
• TRANSITION ALTITUDE
• NAV 1/NAV 2 SETTING – STANDBY SETTINGS
• ADF 1/ADF 2 SETTING – STANDBY SETTINGS
• INSTRUMENT CROSS CHECK
• STANDARD CALLS AND PROCEDURES APPLY, ANY QUESTIONS?

ARRIVAL BRIEF – PF

• TOP OF DESCENT
• ATIS/WXR
• TRANSITION LEVEL
• MSA/ LSALT/ GRID MORA’S OUTSIDE 25NM MSA’S & TERRAIN IN AREA
• SPEED CONTROL
• HOLDING IF NEEDED – LEFT/RIGHT
• ILS VOR NDB FREQ/IDENT/AIRPORT ELEVATION
• INITIAL APPROACH ALTITUDE
• INBOUND COURSE
• NAV 1/NAV 2 SETTING – STANDBY SETTINGS
• ADF 1/ADF 2 SETTING – STANDBY SETTINGS
• OM CHECK HEIGHT/FAF/VREF IS/ FLAP SETTING
• DA/MDA HEIGHT
• RUNWAY LOCATION ON BECOMING VISUAL
• RUNWAY LENGTH
• LANDING ROLLOUT/T-VASIS/PAPI/TAXIWAY/GATE
• MISSED APPROACH ACTIONS
• FUEL ON BOARD/DIVERSION FUEL/TO WHICH AIRPORT
• A/C MEL’S & NOTAMS AT ARRIVAL AIRPORT
• STANDARD CALLS AND PROCEDURES APPLY, ANY QUESTIONS?

Empty Cruise

Please tell me that your "brief" doesn't go for 10 minutes!

I am constantly amazed at the things that guys brief - the utter crap (I am not referring to you Empty Cruise but some people in general) that they go on with.

I defy anyone to recall what was said more than 30 seconds after it is said.

In my opinion you should brief the RELEVANT points only.

Most people don't REALLY listen anyway and if you do 3-4 sectors a day it becomes meaningless if you go on...

Keep it short, concise and meaningful and I reckon you have a better chance of people remembering it when it all turns to poo - which is when it actually comes into play.

You'll be surprised if you work in a big company what the different in standards is within some pilots and how they approach the runway completely different then you.
Hence the briefing is relevant was it not to gear yourself up after your brain has run down after a 5 hr cruise......
Back to base with a guy you are familiar with (even to an outstation) yes a standard briefing will suffice, all the other times a good briefing (and yes not anally retentive) is as good a preperation for an arrival.

I am astonished at the extreme length of briefings. Maybe the real reason companies demand the covering of every loophole ad nauseum is to get it all on the CVR in order to cover backsides in the legal sense. However, from the examples published so far, the concept of a short, concise briefing has been consigned to history. More's the pity.

I well recall one sim session with a rather pedantic captain who briefed on absolutely everything. His briefings were a marvel of exactitude, they covered every eventuality, but they went on for so long that one switched off after the first third. He also lacked much in the way of delivery. They were given in a monotone and he stared out of the window the whole time, so while the briefings covered everything, nothing arrived at destination.

I also recall one session with a company and a training captain who will both remain nameless in which I briefed approaches for an NDB to the into-wind runway, an ILS onto the cross runway both for straight-in landing and a circle to land, and was then told off for not having briefed a downwind landing as well... :rolleyes: :* Some people are impossible to please.

Mr or Mrs average can only retain about seven items in the short term memory

Sorry, SFI145 - was there something else..................?:D

The word "briefing" is a long-winded way to say "brief".

And those people who say "Standard calls and procedures. please!" Huh? What do they think is going to happen if they dont state the bleeding obvious? Their oppo is going to start shifting things around willy-nilly and singing?

I try to [Briefly!] brief "how" the event will occur rather than "what" - after all the earth is round. My company uses the C-TWO briefing profile: ie Chart - Terrain Weather Operational threats. Seems to work when tailored to crew familiarity etc.

He-he - not as bad as it sounds, guys :D

A real-life briefing takes 'bout 2 min. - Firstly, this is not (as might be implied in one of the previous posts) something that needs be comitted to memory - it's a check that the crew agree on the info they have in front of them & know where to find it & what sequence to expect to need that information in. Mental prep, if you like - not "Memorise these ten pages of binary codes, then destroy the evidence by eating the paper" :yuk:

Secondly, a lot of the information has already been reviewed at this point - namely in the briefing room when we got it handed to us - we just check that we agree on how to use the info in a practical manner and agree that the information has been covered.

In practical life, take-off mass, assumed T, speeds, trim settings and desired final level will be covered seperately after we get, check & enter the load figures. So the briefing will be divided into 2 "blocks". In practice it'll come out something along these lines:

"MEL - nothing to affect operationally (might be 1 logo light & fwd oven u/s - but so what?), NOTAM - AB beacon u/s at INN - wx good enough for that, WX as discussed, leave the belts on to at least FL250. Standard routing for 24L, rwy & twy wet, covered with GWC. Acceleration altitude 1324 ft (crosscheck), HON1Y, plate 03-4, date 24 Sept. 2004 (crosscheck), Noise route included, no turns below 757 ft, when instructed Manch Control 118,05, standard speeds, possible L turn by radar, otherwise straight ahead to MCT D 3,2, frq 113,55 set on box 2 manual (crosscheck), then a right turn to track 285 to MCT D5, then L to TABLY to intercept HON radial 336 inbound, frq. 113,65 set box 1 manual (crosscheck), 156 deg. set L and R, and could you state our first block?" "I see 5000 ft at SANBA, FMC checks" "Agree, and 5000 set MCP - MSA 3500 (crosscheck), Talt 5000. What actions prior to V1 will promt a stop call from you?" "I'll call stop for any fire, engine failure, take-off config warn or obviously blocked runway" - "Agree, otherwise, state problem & I'll call stop or continue, in case of stop, I'll close t/l, disengage a/t and select full reverse thrust" "I'll monitor spoilers deploy & autobrake, then I'll advise ATC" "Thank you, I'll advise the cabin" "At tx speed, I'll select flaps to 40 and select standby power to BAT" "And I'll turn a/c if required, stop, set parking brake & ask you to restate the problem. Then we initiate required recall items, whereafter we decide to evacuate, taxi off and deplane or taxi back to stand. After V1, take-of continues, only action to cancel any warning or caution, raise the gear at positive climb, at 400 ft I'll ask you to restate problem. If we have an engine fire, severe damage or seperation - your memory actions?" "I'll disengage a/t, upon confirmation for each item close thrust lever, select start lever to cut-off, pull fire switch, if fire continues, I'll rotate & hold handle, observe discharge & time 30" "Agree, no emergency turn, we will continue straight ahead to r/v altitude, wx ok for return, so vectors for L downwind 24R. FMC, bugs & cruise to go - any questions or comments?"

"OK, ready for loadsheet?" "Go!" "ZF is 46,3, loaded (crosscheck), with 10,3 ton present, we have 56,6 for TOM (crosscheck). With Tass of 46 deg. (crosschecked) - we have 131, 133 and 141, set on MCP (crosschecked)" "That will give you 156 and 220" "Set (crosscheck) - we then have ISA +6 deg. - optimum initially 341, so we aim for 350, no step (crosschecked). What trim do you have?" "25,0, giving 5,0 on the stab" "Agree & set".

Now, I timed that with a pal - it took 2 min. 16 sec. and 28 sec. respectively to do in good order and without any rush. Even though we've flown HON1Y a lot of times - if we f**k it up & cause an incident - a CVR stating "Standard to the S" is not gonna help you in a court of law :( I agree with CS - you should not brief things to death - that'll have a negative effect. But there are a certain no. of factors that you legally need to cover.

Best regards to all,
Empty

Read that previous briefing and didn't remember a thing one minute later. Concise briefing? You surely jest.

Hi A37575!

Again - feel you might miss the point a bit...

... it is NOT about remembering it! (AFAIK) It is a crew coordination procedure, not "Who wants to be a millionaire" with a limited no. of lifelines available (and frankly - who'd want to ask the audience in this case :rolleyes: )

Also, if you had the relevant plates, documentation and FMC in front of you, the retention factor would (probably) have been higher.

And finally - yes, it is very much a case of covering yourself legally. The moment words like "...neglectant of duties...", "...poor crew co-ordiantion..." and "...inadequate preparations..." creep into an accident analysis (or a courtroom) - you do not really stand a good chance, do you? Incidentally, covering yourself legally will go a long way towards covering yourself professionally :uhoh:

We know of many aircraft accidents where lack of briefing & preparation has been a contributory factor - I wonder if anybody know of accidents where too much briefing & preparation has been a factor? :confused: Until such evidence is presented - I choose to believe that ones short term memeory retention factor has little bearing on the safe outcome of the flight. ;)

Brgds from
Empty.

BTW - I do not think I used the word concise to describe my brief - comprehensive, if you like. What parts would you feel happy about omitting? OK, the re-run of recall items may be skipped - especially on the 3th sector of the day and onwards, when both crewmembers have had their run-down of the whos and whens. That part comes down to SOP - but what else?

A good briefing is by definition one that captures the attention of the person being briefed;keep it concise unless making a non-precision approach in bad weather at an unfamiliar airport.Theres nothing worse than listening to someone who is regurgitating some standard format laid down in the SOP manual.Reading from a prepared script or regurgitating the same patter word for word each time is how not to do it.After all if the person giving the briefing is not really thinking about what he/she is really saying,how can you expect the listener to do do the same?

empty cruise

Does yor CVR work 15min before start up ?

Is it "weight on seat" activated?

I know some types have an auto function we are supposed to arm on cockpit prep, but you can always select that 4-5 min before push.

If the only reason you go through ALL that is to remain legal, if the CVR is not working at that stage...who is to know?:cool:

From an old TowerAir skipper, the Before Take-off Briefing:

"I fly, you watch. If I want your opinion, I'll give it to you. Any questions?"

Betcha you'll be able to remember that one :D

Brief !
 

AHEM ! EMPTY ....... ya there's a reason they call it BRIEFING to say the least .... .If your gonna give a 10 min long Brief and it all likeness the guy next to you is gonna die of old age , arent you losing out on the fact that you have to go over the relevant points in a quick and timely fashion ?

and oh as far as the BUS is concerned .....don't yall check your co ordinates at the gate on INIT A? lest she things shes taking off from Shang hai when your actually sitting a world away


to answer your Question tho ....
1 ) The A/C / MEL / MET brief is given both to the F/O and the Capt who generally arrive at dispatch in that order . ..before proceeding to the aircraft .

2 ) On board the PF will start the MCDU Briefing (BUSBOY HERE) as a cross check to what the PNF has already inserted . He will then brief about the sector PF / PNF duties and actions incase of Reject before and after V1

3 ) After engine startup and or while your taxing / holding for takeoff PF gives a short brief which includes GW , Flaps Conf , Flex/Toga , FOB , SID review .

4 ) About 50 prior to TOD PF gives the Approach Brief which includes Dest / Alt wx , approach charts , STARS .... including any speed restrictions , minima , Aerodrome op minima , company minima and the likes .

5 ) You land safely compelete your paper work .... and head home to your woman and a beer ... not necessarily in that order !

Flex 35 SRS RWY !!!