Parking Brake Release
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Parking Brake Release
Have always been under the impression that wnen we release the Parking Brake (Only familiar with B737, B744, B773) we should let the lever release unaided (so it makes the noise for the CVR).
Just flew with a "guru" (B773) and he claimed that it not a requirement on this type, as it is an "electric" aeroplane.
I understand it sounds minor, but does anyone have a Boeing reference or something I could use to clarify this?
Just flew with a "guru" (B773) and he claimed that it not a requirement on this type, as it is an "electric" aeroplane.
I understand it sounds minor, but does anyone have a Boeing reference or something I could use to clarify this?
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Would not matter on any aircraft if it records as a non-manditory paramiter, the parking brake is also often used to initiate recording. None the less I am pretty sure it is an event on most modern aircraft.
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Irrespective of the cvr, it should be released with a 'clang' to keep the other crew members in the loop as to the park brake status,,- if you think its set and the other guy has quietly released it without you knowing its gona give you a fright when it starts moving!
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This must be a local habit - 10 yrs on the 737 across 3 companies and never heard such a thing. No Boeing reference to this I'm sure. (stands by to eat hat)
Bet you never thought to taxi in the dark with no taxi lights - apparently to "save the bulbs", or fail to get en-route or terminal diversion weather as it is "CAVOK down there", or prefix your callsign with "The...". or say "Fully" before ready for departure, pushback, established and a lot of other times too. Some do! Bizarre!
Some very strange ideas sometimes develop over time in the closed environment of a company's operational habits.
Bet you never thought to taxi in the dark with no taxi lights - apparently to "save the bulbs", or fail to get en-route or terminal diversion weather as it is "CAVOK down there", or prefix your callsign with "The...". or say "Fully" before ready for departure, pushback, established and a lot of other times too. Some do! Bizarre!
Some very strange ideas sometimes develop over time in the closed environment of a company's operational habits.
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Some very strange ideas sometimes develop over time in the closed environment of a company's operational habits.
I still remember the ops for the B707 at SQ when I was there...they distributed the B707 ops manual from Boeing...and plainly indicated...'fly it this way, thank you.'
Worked very well in service.
No muss, no fuss, standard Boeing procedures.
Those airline companies who try to reinvent the wheel, are in my opinion, totally wasting their time.
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Does the CVR starts with oil pressure on engine start?, hence letting it fall unaided on push back makes no difference at all as the oil pressure is zero before start and then CVR is not recording. All sounds a bit odd to me. On the Airbus it's a turn switch with no pressure. so that's another myth busted!
We state " Parking brake released" rather than depend on some woolly interpretation of what the aircraft status may be, having said that, I can imagine one would get distracted in the enthusiasm and excitement of creeping forward to the holding point at 27R!
We state " Parking brake released" rather than depend on some woolly interpretation of what the aircraft status may be, having said that, I can imagine one would get distracted in the enthusiasm and excitement of creeping forward to the holding point at 27R!
Have the CVR work off the engine oil pressure is very old school. The last plane I saw that on was a ConVair 600. The regs now require the CVR to be functional from the beginning of the before start checklist to the completion of the shutdown checklist. Not sure how the 737 does it, the 727 CVR starts with AC on the bus, the FDR with ship's AC on the bus.
Bottums Up
it should be released with a 'clang' to keep the other crew members in the loop as to the park brake status
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Just using visual cues what about audible?-You need to look in and down for the sign on the eicas as to park brake status, -how is that better than having heard a distinctive audible cue the park brake is released? Suppose it depends what the CRM is used too,-if brake set/released is announced.
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Just using visual cues what about audible?-You need to look in and down for the sign on the eicas as to park brake status, -how is that better than having heard a distinctive audible cue the park brake is released? Suppose it depends what the CRM is used too,-if brake set/released is announced.
The aircraft Commander calls the shots, regardless of the RHS distorted
input.
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The aircraft Commander calls the shots, regardless of the RHS distorted input.
As for the parking brake, I release with the parking brake with a 'clang', smack my F/O over the head when I want to turn right, stamp my feet for a descent, etc. To the cabin crew, I make a 'T' with my hands and then a 'W' with my fingers for 'white tea'. Then the number of fingers I hold up indicates the number of sugars. I find this keeps all members of my crew in the loop as to the status of most things. I find using phrases like "Parking Brake Released" very ambiguous.
But really, I don't think the CVR needs to have the parking brake release recorded. For most QAR/ACARS equipped aircraft this will be recorded automatically, if not on the FDR as well. The position will also be obvious when something approaching take-off thrust is used to taxi and the aircraft refuses to move. It is the unintentional parking brake release that has to be noticed by everyone. As to how how you should release the brake, if it is important, will be appropriately documented.
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Have the CVR work off the engine oil pressure is very old school.
Park brake is of course recorded on the QAR, via ACARS to the company and on the FDR. Quite enough recording of its status as it is, and on the 737 it has this huge red light plus the lever thingy to keep you posted about its status.
Uhm, OK, I'll rephrase that. In the US, FAR 121.359 says..
(a) No certificate holder may operate a large turbine engine powered airplane or a large pressurized airplane with four reciprocating engines unless an approved cockpit voice recorder is installed in that airplane and is operated continuously from the start of the use of the checklist (before starting engines for the purpose of flight), to completion of the final checklist at the termination of the flight.
The only 737-300 checklist I can get my hands on says nothing about manually activating the CVR so I have to believe that models meant for US airlines have the CVR start with basic aircraft power up. Boeing custom builds each model per the airlines request so your mileage may vary.
(a) No certificate holder may operate a large turbine engine powered airplane or a large pressurized airplane with four reciprocating engines unless an approved cockpit voice recorder is installed in that airplane and is operated continuously from the start of the use of the checklist (before starting engines for the purpose of flight), to completion of the final checklist at the termination of the flight.
The only 737-300 checklist I can get my hands on says nothing about manually activating the CVR so I have to believe that models meant for US airlines have the CVR start with basic aircraft power up. Boeing custom builds each model per the airlines request so your mileage may vary.
A quick look in my FCOM for the B737 NG series (non FAA/JAA operator) shows we have two versions of CVR:- one version works anytime 115V AC is applied to the aeroplane, and the other version "is activated when an engine is started or the VOICE RECORDER switch is placed in the ON position" it goes on to say that the CVR will change from ON to AUTO after 1st engine start.
Have only known two pilots who "gently" release the B737 park brake and they were/are both Australian
Have only known two pilots who "gently" release the B737 park brake and they were/are both Australian
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"Gently" or "sneakily". Whatever turns you on.
A rose by any other name will still smell the same.
Its just a very good CRM practice.That's ALL. NO legal requirment whatsoever to do it either way. Not illegal either. Just an awarness tool to keep all in the cockpit in the loop...
And a great one at that....don't let the cheese slices line up!
A rose by any other name will still smell the same.
Its just a very good CRM practice.That's ALL. NO legal requirment whatsoever to do it either way. Not illegal either. Just an awarness tool to keep all in the cockpit in the loop...
And a great one at that....don't let the cheese slices line up!
Bottums Up
Not once in any time I've been in the RHS of a multi-crew aircraft, and the captain has sneakily released the park brake, have I thought, "gee that's poor CRM".
If the park brake snapping off, lights your fire, that's good for you. I don't like it, don't do it, and it's not poor CRM or keeping the F/O out of the loop either.
If the park brake snapping off, lights your fire, that's good for you. I don't like it, don't do it, and it's not poor CRM or keeping the F/O out of the loop either.
Then the number of fingers I hold up indicates the number of sugars.
Notice all the ex-Varig drivers in EK take the effort to keep the brakes release "quiet", where the sop's say there is no requirement.
The EICAS message disappears, yes, but the bang is nice to confirm with all in the flight deck, not just the FO, that the brakes release has been performed, whilst no visual identification is required. Especially good during LVP whilst all eyes are outside or on the EFB!
halas
The EICAS message disappears, yes, but the bang is nice to confirm with all in the flight deck, not just the FO, that the brakes release has been performed, whilst no visual identification is required. Especially good during LVP whilst all eyes are outside or on the EFB!
halas