A320 briefing before engine start.
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A320 briefing before engine start.
I would like to know how you conduct this briefing in your airline....
and how you press the key on the fmgc, IFRIP or differently?
this is my way:
-chart #,runway in use, weather(wind, surface,....), NOTAM
-use not IFRIP(the other way) and read all the pages
-emergency stop: I call abort, break, parking break.
PNF: read ecam, call tower, ecam action+evacuation checklist if fire after checking from window.
-engine failure after v1, use full power if need, trim and autopilot. at 400f, go for ecam action.N1 route to follow.question???
and how you press the key on the fmgc, IFRIP or differently?
this is my way:
-chart #,runway in use, weather(wind, surface,....), NOTAM
-use not IFRIP(the other way) and read all the pages
-emergency stop: I call abort, break, parking break.
PNF: read ecam, call tower, ecam action+evacuation checklist if fire after checking from window.
-engine failure after v1, use full power if need, trim and autopilot. at 400f, go for ecam action.N1 route to follow.question???
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Briefing
As they told us in Airbus.France : the PF will read directly from the MCDU and the PNF will hold the SID to make sure that all constraints and routes are exactly the same as predicted. The briefing sequence goes as follows:
1-Miscellaneous:MTO,NOTAM,MEL,CDL,Use of Anti ice,radar.
2-INIT page: PF will say the BLOCK FUEL,EXTRA/TIME,TOW,LW. and Fuel on Board from the EWD.
3-PERF T/O: RWY-FLAPS-FLEX TO-V1 VR V2-TRANS ALT-THRUST RED/ACC-ENG OUT ACC.
4-F/PLN: Altitude target blue on the PFD,SID on the ND, VOR/ADF tunning for departure,F PLN page:RWY,SID
RWY HDG after TO? Turn after TO?SID or radar vector, Initial ALT/FL, Selected Navaids.
5-Engine Failure:Before V1 CAPT Stops the A/C F/O monitors DECEL,REV.
After V1: Continue takeoff
Eng.Out routing will be….
(EOSID(if appl.),EO ACC,MSA, immediate turn, overweight landing)
That is a typtical Briefing before eningine start as per Airbus Industry, of course each airline has it’s own policy and procedures and you may find a little deference from one airline to another. For the flow of the Briefing you can find an e copy at www.smartcockpit.com under take off brienfing.
1-Miscellaneous:MTO,NOTAM,MEL,CDL,Use of Anti ice,radar.
2-INIT page: PF will say the BLOCK FUEL,EXTRA/TIME,TOW,LW. and Fuel on Board from the EWD.
3-PERF T/O: RWY-FLAPS-FLEX TO-V1 VR V2-TRANS ALT-THRUST RED/ACC-ENG OUT ACC.
4-F/PLN: Altitude target blue on the PFD,SID on the ND, VOR/ADF tunning for departure,F PLN page:RWY,SID
RWY HDG after TO? Turn after TO?SID or radar vector, Initial ALT/FL, Selected Navaids.
5-Engine Failure:Before V1 CAPT Stops the A/C F/O monitors DECEL,REV.
After V1: Continue takeoff
Eng.Out routing will be….
(EOSID(if appl.),EO ACC,MSA, immediate turn, overweight landing)
That is a typtical Briefing before eningine start as per Airbus Industry, of course each airline has it’s own policy and procedures and you may find a little deference from one airline to another. For the flow of the Briefing you can find an e copy at www.smartcockpit.com under take off brienfing.
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jb5000, try that in any reputable airline and you will be on the dole pretty soon.
If that is your slipshod and lackadaisical attitude to the profession of flying then I hope I never find you in the cockpit.
If that is your slipshod and lackadaisical attitude to the profession of flying then I hope I never find you in the cockpit.
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The following is based around my type, the 737, but much is transferable.
If you think about it, you need to cover several aspects to ensure that both pilots have 'the plan'. These should centre around 'what's different?' What do I mean by that? Well, you need to mention significant weather and notams, runway and ramp conditions, the SID and associated lateral and vertical profiles, performance and emergencies. BUT, you only need to mention the aspects that aren't SOP. A briefing can be long enough when you cover what really IS required, without adding in too much that is already part of your plan - the SOPs.
Over the years a briefing style develops in any particular airline, be it the manufacturers style or the style developed by Fleet Management and Training Department. It is best to follow something similar or you will be the oddball and may be just confusing the other pilot and raising more questions, which will need clarification and hence may take longer.
Next time you listen to a brief, see how many pilots just read the chart AT you. they diligently cover what the tracks/ beacons are and what the step altitudes are, the MSA etc etc etc, probably due to some extent to the 'Briefing Strip' layout that Jeppesen utilise. But IMHO they are missing something here. The other pilot can see all that clearly, and yes, it needs to be covered but does this tell the other pilot HOW you are going to actually fly the procedure? What modes are you going to use? What speed(s) are you going to fly (perhaps requiring a non-standard acceleration height?), Do you anticipate flying the full SID or when do you expect to get a radar heading? What implications does water patches on the ramp in +1C have?
Think about these next next time you hear a briefing. See if your mental model is really the same as the other guy's. Has he sought input and clarified that it is? Usually not. When was the last time you were asked for input into the other pilot's brief, other than 'Any questions?' right at the end. How many times have you heard the missed approach read from the briefing strip and that is it? Have you ever experienced a.n. other pilot brief the G/A like this then actually have to fly it when not expected? They call the TOGA switches the 'shambles buttons' on the 737 for good reason. The A/P drops out and capacity is reduced. Having read the chart out 1/2 hr earlier usually ill prepares that pilot for the late G/A. They seem taken by surprise that the autopilot has dropped out, forget the standard calls, forget to ask for the gear up, don't remember to take a roll mode above 400', can't work out what 1500' AGL is on the QNH to accelerate, miss the first turn and call 'set up speed' when the speed window is blank.....Why? Because they read the chart AT you and didn't think it through thoroughly enough when they had the time in the cruise and review it as they came down final approach.
A technique which helps during the briefing is to get the other pilot to cover a certain aspect like the missed approach (seeking input). Sure as eggs is eggs they will read the briefing strip at you. You then can add in the 'HOW' detail, mentioning how you will fly the procedure, when you will accelerate (based on an ALTITUDE, not just '1500ft'), how quickly the first turn will happen, what roll mode you will require etc etc etc. This is a much more interative form of briefing and involves the PM much more, seeking their input, clarifying what they think will happen and then adding in HOW you will conduct the departure/ approach.
Be warned though, as mentioned above an airline has a bit of a briefing culture that may be difficult to deviate from. If you are a captain you can set your own tone and briefing style, but eyebrows may be raised when you are completely at odds with the airline briefing style. If you are an F/O you may well meet resistance from captains who don't like being asked questions or for input during 'your' briefing.
My airline is moving towards this more interactive style as it compliments and fulfils one of the identified 'pilot skills' (new form of NOTECHs) that we use in the training department. There is some resistance amongst our older colleagues and it will not change over night. However, the value was driven home to me when I line trained a 20 year captain onto the 737 recently who really thought he couldn't be taught anything and failed to see why he had to do things differently (by the book) from what he had done on the 75/767. The extremely unstable approach followed by 'shambolic' G/A (commanded by me) proved to him that his attitude and briefing/ flying style could perhaps have been improved. It was actually the most positive line training sector I have conducted in a long time. Will he change? Long term I have my doubts.
So, my opinion is that Workload Management in the cockpit is the vital skill, especially during the high workload moments at take-off and during approach. The best way to manage the workload is to stay one step ahead of the aircraft (Situational Awareness). Keep asking yourself 'What If?' and then run through what you would do for various scenarios (like EFATO, G/A at various stages of the approach etc). Staying ahead of the aircraft starts with a good briefing where the plan is expressed and questioned to ensure both of you have come up with the best plan to meet the requirements of the procedure.
All the best.
PP
If you think about it, you need to cover several aspects to ensure that both pilots have 'the plan'. These should centre around 'what's different?' What do I mean by that? Well, you need to mention significant weather and notams, runway and ramp conditions, the SID and associated lateral and vertical profiles, performance and emergencies. BUT, you only need to mention the aspects that aren't SOP. A briefing can be long enough when you cover what really IS required, without adding in too much that is already part of your plan - the SOPs.
Over the years a briefing style develops in any particular airline, be it the manufacturers style or the style developed by Fleet Management and Training Department. It is best to follow something similar or you will be the oddball and may be just confusing the other pilot and raising more questions, which will need clarification and hence may take longer.
Next time you listen to a brief, see how many pilots just read the chart AT you. they diligently cover what the tracks/ beacons are and what the step altitudes are, the MSA etc etc etc, probably due to some extent to the 'Briefing Strip' layout that Jeppesen utilise. But IMHO they are missing something here. The other pilot can see all that clearly, and yes, it needs to be covered but does this tell the other pilot HOW you are going to actually fly the procedure? What modes are you going to use? What speed(s) are you going to fly (perhaps requiring a non-standard acceleration height?), Do you anticipate flying the full SID or when do you expect to get a radar heading? What implications does water patches on the ramp in +1C have?
Think about these next next time you hear a briefing. See if your mental model is really the same as the other guy's. Has he sought input and clarified that it is? Usually not. When was the last time you were asked for input into the other pilot's brief, other than 'Any questions?' right at the end. How many times have you heard the missed approach read from the briefing strip and that is it? Have you ever experienced a.n. other pilot brief the G/A like this then actually have to fly it when not expected? They call the TOGA switches the 'shambles buttons' on the 737 for good reason. The A/P drops out and capacity is reduced. Having read the chart out 1/2 hr earlier usually ill prepares that pilot for the late G/A. They seem taken by surprise that the autopilot has dropped out, forget the standard calls, forget to ask for the gear up, don't remember to take a roll mode above 400', can't work out what 1500' AGL is on the QNH to accelerate, miss the first turn and call 'set up speed' when the speed window is blank.....Why? Because they read the chart AT you and didn't think it through thoroughly enough when they had the time in the cruise and review it as they came down final approach.
A technique which helps during the briefing is to get the other pilot to cover a certain aspect like the missed approach (seeking input). Sure as eggs is eggs they will read the briefing strip at you. You then can add in the 'HOW' detail, mentioning how you will fly the procedure, when you will accelerate (based on an ALTITUDE, not just '1500ft'), how quickly the first turn will happen, what roll mode you will require etc etc etc. This is a much more interative form of briefing and involves the PM much more, seeking their input, clarifying what they think will happen and then adding in HOW you will conduct the departure/ approach.
Be warned though, as mentioned above an airline has a bit of a briefing culture that may be difficult to deviate from. If you are a captain you can set your own tone and briefing style, but eyebrows may be raised when you are completely at odds with the airline briefing style. If you are an F/O you may well meet resistance from captains who don't like being asked questions or for input during 'your' briefing.
My airline is moving towards this more interactive style as it compliments and fulfils one of the identified 'pilot skills' (new form of NOTECHs) that we use in the training department. There is some resistance amongst our older colleagues and it will not change over night. However, the value was driven home to me when I line trained a 20 year captain onto the 737 recently who really thought he couldn't be taught anything and failed to see why he had to do things differently (by the book) from what he had done on the 75/767. The extremely unstable approach followed by 'shambolic' G/A (commanded by me) proved to him that his attitude and briefing/ flying style could perhaps have been improved. It was actually the most positive line training sector I have conducted in a long time. Will he change? Long term I have my doubts.
So, my opinion is that Workload Management in the cockpit is the vital skill, especially during the high workload moments at take-off and during approach. The best way to manage the workload is to stay one step ahead of the aircraft (Situational Awareness). Keep asking yourself 'What If?' and then run through what you would do for various scenarios (like EFATO, G/A at various stages of the approach etc). Staying ahead of the aircraft starts with a good briefing where the plan is expressed and questioned to ensure both of you have come up with the best plan to meet the requirements of the procedure.
All the best.
PP
jb5000, try that in any reputable airline and you will be on the dole pretty soon.
If that is your slipshod and lackadaisical attitude to the profession of flying then I hope I never find you in the cockpit.
If that is your slipshod and lackadaisical attitude to the profession of flying then I hope I never find you in the cockpit.
Actually rubik, I work with jb5000 and he is the consummate professional.
Some people just don't have a sense of humour...!
For what it's worth, the way I was trained to conduct a briefing follows that of Flyman35, but only making a point of things relative to the day. For example, if there's nothing wrong with the aeroplane then we won't mention the MEL, if it's CAVOK then it's unlikely we'll mention the runway state and use of anti-ice. If it's a flight from home base and we're flying the same SID day in day out, we won't brief the entire thing from the glass - we'll just have a quick check that it looks correct and that the correct stop altitude/level is set on the PFD. The emergencies brief is normally the longest part.
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Is it just me (maybe because I'm an old f@rt) or should the 'brief'-ing be renamed the 'long'-ing. After listening to these ghastly monologues it is abundantly apparent that 99.9% of what is said is done so to meet a requirement that it be done and not to impart any information. Please, just tell me what is different, unusual or non-standard. As for all the "what if's," how do you decide which ones to brief? What are we going to do if we have a dual engine flame out? What are we going to do if we get hit by a meteor? What are we going to do if, blah, blah, blah....
Rant over... back to your regularly scheduled drivel...
Rant over... back to your regularly scheduled drivel...
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Old style immovable object vs new style unstoppable force.
I'm with Pilot Pete on this one. I'd rather give and receive a thorough brief that sets you up to do your job properly when it hits the fan. I have seen on far too many occasions the "old fart" approach and missed approach shambolically cobbled together with me mentally hovering over the appropriate switches and actions miles ahead of the other guy because I performed my own thorough briefing in my head after the "old fart" gave me the "standard calls and drills, brief complete" type flight.
On the flip side, I've seen late go-around at ATC request into complicated and simple missed approaches go like clockwork because of a nice thorough briefing.
Full briefing vs "old fart" briefing? Full for first sector at least please.
On the flip side, I've seen late go-around at ATC request into complicated and simple missed approaches go like clockwork because of a nice thorough briefing.
Full briefing vs "old fart" briefing? Full for first sector at least please.
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"Happy with Standard?"
Ahhhh, yes. If ts standard.
Some people confuse cross checking of FMC data with briefing. The FMC flight plan should always be checked in my humble opinion by both pilots but as to what briefing items should be covered, the less you talk the more someone listens.
I find it hilarious briefing taxi routes for example - its in the hands of the ATC gods. Engine out accel etc - ITS IN THE FCTM. You should know how it all works before you go to work.
Rant complete.
Ahhhh, yes. If ts standard.
Some people confuse cross checking of FMC data with briefing. The FMC flight plan should always be checked in my humble opinion by both pilots but as to what briefing items should be covered, the less you talk the more someone listens.
I find it hilarious briefing taxi routes for example - its in the hands of the ATC gods. Engine out accel etc - ITS IN THE FCTM. You should know how it all works before you go to work.
Rant complete.
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I think a briefing can be short after the first flight.
for the first flight,it' s good to go deeper on details, specially with a new capt./copilot.
we all know the usual mistakes(not set the break after abort t/o, evac check list only when VISUAL fire confirmed, not read t/off checklist before reading status, ecam action below 400).
I think a briefing should not take more than 2-3 minutes and avoid the usual bla bla bla....
1 minute to go through the fmcg with the route to fly and check all pages, 1 minute for take off emergency, rtb with 1 engine, and maybe another minute for cockpit check,... that everything is here,... altitude in the FCU, radio on, squawk set, etc...
then "before start c/l down to the line".
for the first flight,it' s good to go deeper on details, specially with a new capt./copilot.
we all know the usual mistakes(not set the break after abort t/o, evac check list only when VISUAL fire confirmed, not read t/off checklist before reading status, ecam action below 400).
I think a briefing should not take more than 2-3 minutes and avoid the usual bla bla bla....
1 minute to go through the fmcg with the route to fly and check all pages, 1 minute for take off emergency, rtb with 1 engine, and maybe another minute for cockpit check,... that everything is here,... altitude in the FCU, radio on, squawk set, etc...
then "before start c/l down to the line".
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As for all the "what if's," how do you decide which ones to brief?
The idea is not to brief every single thing you can think of that may go wrong, it is to highlight the important likely differences. In order to brief them, you need to have thought of them. I have seen it demonstrated a number of times when pilots have not, when they just brief the chart and "read" you what it says then as an example try to do a standard go-around in windshear.....
I think a briefing should not take more than 2-3 minutes and avoid the usual bla bla bla....
PP
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Hello, everybody! I am completely agree with Pilot Pete. Time interval can't be applied for the briefing due to unique pending flight conditions and cruel necessity to pass the briefing through the mind. The pilot is not a blockhead with eyes!
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Engine out accel etc - ITS IN THE FCTM.
The non-expected missed approach is statistically one of the most badly flown procedures we have. How do you mitigate against this? It starts with a plan, where you have thought 'what if?' and then told your PM of that plan, and then reviewed it on final approach 'just in case'. Even more so when the missed approach has caveats like 'turn right heading 360 at 1dme or 750', whichever is the later'. How often when this is 'read' off the chart at you have you wondered if the other guy has actually applied any thought to when 1dme or 750' is going to be later? As soon as they press the shambles buttons you see them frantically trying to work it out, and then trying to work out what 1500' AGL is at this 739' elevation airfield!
PP
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Pilot Pete
I totally agree with Pilot Pete, however the Acc Alt for EOTA is clearly visible on the Perf Page in our A320 for the pilot flying,but I don't have any problem to repeat it and clear things out plus saying things to my fellow pilot is actually making a programming to my mind for the procedures and will remind you of it at the right time , speacially when it is not done every day except at sim training, so Pilot Pete you are right and thank you for your contributions.
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And of course I now fly the 737, which drops the A/P out on a single A/P approach when you press the TOGA button.
Anyone got any excess spare capacity to share around.........?
PP
Anyone got any excess spare capacity to share around.........?PP