PF/PNF roles question
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PF/PNF roles question
Could someone please tell me the usual breakdown of roles on the flightdeck for each phase of the flight i.e who does what preflight, en route, after landing etc. I understand it may vary between operators and types but generic Boeing SOP's would be fine. Also what are the P1 only tasks? Many thanks.
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For us (744), the Capt/FO roles switch to PF/PM after the control checks are done after the After Starting Engines checklist, and continue until the parking brake is set at the stand after landing.
PF handles controls and throttles, MCP if autopilot is engaged. PM handles communication, CDUs, plotting (if required), and flight log; plus non-normal checklists when required.
PF handles controls and throttles, MCP if autopilot is engaged. PM handles communication, CDUs, plotting (if required), and flight log; plus non-normal checklists when required.
Free to Choose
Well, like Intruder I'll give it a go, but PF/PNF roles are a major chunk of any conversion course and for the full comprehensive answer you need to try and get hold of a copy of an FCOM 1 ( the "flying manual", in old speak)...
However....since you asked
:
Preflight
Check the aircraft docs, loadsheets...Captain signs as appropriate.
PF :Walkround, does his/her own scan checks/loads FMC/calls for checklists
PNF: Does Full flightdeck scan check, checks FMC loading, reads checklists.
Start/Push
PF: calls for ATC clearance/push back and taxi/communicates with ground crew. Calls for checklists.
PNF: Starts engines, does pre/post start procedures, reads checklists.
Taxi out- take-off - cruise
PF..Flies, calls for checklists
PNF: Communicates as required. Reads checklists.
Prior to Top of Descent
PF briefs the approach/arrival to be flown...hands over control to PNF who becomes PF, pilot formally PF becomes PNF
Descent:
PF flies, calls for checklists.
PNF: Communicates as required, reads checklists...until
PNF becomes "visual" with airfield/runway
PNF Takes control for landing, becomes (obviously) PF again. Former PF resumes being PNF reads, commun...etc etc...
( actions differ in event of an Autoland being planned to below Cat 1 limits...)
Landing, taxi in/shutdown
PF drives,
PNF commun..etc
After shutdown Captain signs documents as required.
Longhaul: PF and PNF retire to bar/coffee shop of their choice...........
Shorthaul: PF and PNF swop roles and start again
However....since you asked
: Preflight
Check the aircraft docs, loadsheets...Captain signs as appropriate.
PF :Walkround, does his/her own scan checks/loads FMC/calls for checklists
PNF: Does Full flightdeck scan check, checks FMC loading, reads checklists.
Start/Push
PF: calls for ATC clearance/push back and taxi/communicates with ground crew. Calls for checklists.
PNF: Starts engines, does pre/post start procedures, reads checklists.
Taxi out- take-off - cruise
PF..Flies, calls for checklists
PNF: Communicates as required. Reads checklists.
Prior to Top of Descent
PF briefs the approach/arrival to be flown...hands over control to PNF who becomes PF, pilot formally PF becomes PNF
Descent:
PF flies, calls for checklists.
PNF: Communicates as required, reads checklists...until
PNF becomes "visual" with airfield/runway
PNF Takes control for landing, becomes (obviously) PF again. Former PF resumes being PNF reads, commun...etc etc...
( actions differ in event of an Autoland being planned to below Cat 1 limits...)Landing, taxi in/shutdown
PF drives,
PNF commun..etc
After shutdown Captain signs documents as required.
Longhaul: PF and PNF retire to bar/coffee shop of their choice...........
Shorthaul: PF and PNF swop roles and start again
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It's all quite simple at our small outfit.
Others do (IE: First Officer and Flight Engineer), Captain checks.
In addition, the Captain reads the newspaper/smokes his Havana, and sips coffee/tea.
An ideal scenario.....
Howsomever, does this somehow change when the First Officer is the 'flying pilot'?
No.
The Captain checks, the others...do.
And, the Captain still reads his newspaper, smokes the Havana, and sips coffee/tea.
I would ask...what could be better?
Others do (IE: First Officer and Flight Engineer), Captain checks.
In addition, the Captain reads the newspaper/smokes his Havana, and sips coffee/tea.
An ideal scenario.....
Howsomever, does this somehow change when the First Officer is the 'flying pilot'?
No.
The Captain checks, the others...do.
And, the Captain still reads his newspaper, smokes the Havana, and sips coffee/tea.
I would ask...what could be better?
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And whatever you do don't assume that every airline changes control mid flight. BA is the only operator that I am aware of that have decided to disregard each aircraft manufacturers SOPs and dream up their own. Interestingly enough if you ask em why they do it then no one answer will be the same which always cracks me up.
In most airlines the pf and pnf roles are very simple.the pf flys and the pnf doesn't. Simples.
In most airlines the pf and pnf roles are very simple.the pf flys and the pnf doesn't. Simples.
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...the FE manipulate the thrust levers for TO/climb thrust/cruise control etc similar to the 747?
IF the aircraft is equipped with FMS, then full time automatic thrust management does so.
No FMS?
The Flight Engineer does the duty.
the lunatic fringe
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BA is the only operator that I am aware of that have decided to disregard each aircraft manufacturers SOPs and dream up their own.
When I joined BA back in the 80s, Long Haul.. aka BOAC did it the traditional way. One flies, the other fiddles. Shorthaul... BEA, had the monitored approach. Flew on QFE, and other sundry strange stuff.
BEA was at the leading edge of the early introduction into service of Autoland. The Trident I believe was the platform, but don't quote me. I am not quite that old. Very early on, after a number of accidents during approaches and landings in poor vis, it was recognised that in low vis the transition from instruments to the visual segment was fraught with dangers. So they came up with the plan for a "monitored approach." One pilot was assigned the task of instrument flying while the other assesses the visual cues available at decision height. The handling pilot calls "decide" and the non handling pilot who has been constantly looking out, assessing the visual picture, calls "land" or "go-around." He then takes control and lands.
As Autoland was introduced in the early 60s it was decided to keep this method of operating. So the FO (always the FO when done for real) flies the aircraft through the autopilot down to DH. The Captain with his eyes outside makes the decision.
That method of operation was then used for all sectors to keep the SOP and avoid any confusion when done for real. And with BA /BEA based at LHR we as an airline have more autolands under our belts than any other operator world wide.
As time went by, Longhaul got to keep QNH and changed to the monitored approach, and Shorthaul lost QFE.
The monitored approach is derided by all and sundry who have never used it. I have done both. I am happy doing both, as both work. However when based at LHR and it is a foggy tour and you are doing autolands all day, the monitored method works a treat.
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potkettleblack - you obviously have something against an operator who have slightly different procedures to that of yours.
The original concept was that the PNF would take control of the aeroplane at TOD (or during the descent); leaving the PF to monitor the descent path. More crucially, if the reported cloud-base, or visibility, were deemed to be marginal, the PF would have a better chance of seeing the runway than he otherwise might (not) during the transition from Instrument Flight to Visual Flight i.e. changing from panel to window view.
In simplistic terms... roles were swapped until DH. If, at DH (called by the FE), nothing was seen, the PF (non handling pilot) would call 'Go-Around'; where the PNF (now the handling pilot) would carry out the Go-Around procedure.
There was nothing sinister about the procedure; it worked!
There are those who might argue the toss against such things as cross-winds/turbulence and getting the feel of the aeroplane prior to landing; whatever your thoughts might be; those were the procedures; you do them; unless of course that you have good reasons for not doing so.
That's how we did it prior to my retirement; which is now several years ago; therefore, procedures might have changed.
Edit; I see L337 beat me to the post. I believe we have similar views!
TCF
The original concept was that the PNF would take control of the aeroplane at TOD (or during the descent); leaving the PF to monitor the descent path. More crucially, if the reported cloud-base, or visibility, were deemed to be marginal, the PF would have a better chance of seeing the runway than he otherwise might (not) during the transition from Instrument Flight to Visual Flight i.e. changing from panel to window view.
In simplistic terms... roles were swapped until DH. If, at DH (called by the FE), nothing was seen, the PF (non handling pilot) would call 'Go-Around'; where the PNF (now the handling pilot) would carry out the Go-Around procedure.
There was nothing sinister about the procedure; it worked!
There are those who might argue the toss against such things as cross-winds/turbulence and getting the feel of the aeroplane prior to landing; whatever your thoughts might be; those were the procedures; you do them; unless of course that you have good reasons for not doing so.
That's how we did it prior to my retirement; which is now several years ago; therefore, procedures might have changed.
Edit; I see L337 beat me to the post. I believe we have similar views!
TCF
