B737 Speedbrake use question
Airbus guys: Wouldn’t it be more logical to call “left roll”, “right roll”, “pitch up”, etc. while flying as the other guy can’t see what you're doing with the side-stick but he can with the airbrakes..?
(Only slightly TIC)
(Only slightly TIC)
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When you use speedbrake, do you make or is it recommended to make general call out such as 'speedbrake flight detent' ?
The company I fly for, making too many 'check' callouts and 'yes sirs' inside cockpit which really is ridiculous. Even emphasize things that are not mentioned in POM. When I watch videos on youtube and I do not see procedures too much complicated on foreign carriers. Dont know why.
Also, can we only use speedbrake when throttle is ARM or you are descending with level change?
Last time on my simulator session, FMC message popped up stating 'Drag Required' and noticed throttle was all the way down at IDLE.
Your comments and ideas will be greatly appreciated,
The company I fly for, making too many 'check' callouts and 'yes sirs' inside cockpit which really is ridiculous. Even emphasize things that are not mentioned in POM. When I watch videos on youtube and I do not see procedures too much complicated on foreign carriers. Dont know why.
Also, can we only use speedbrake when throttle is ARM or you are descending with level change?
Last time on my simulator session, FMC message popped up stating 'Drag Required' and noticed throttle was all the way down at IDLE.
Your comments and ideas will be greatly appreciated,
I have flown with airlines where very little is said except to point out something going wrong. Not when things are normal. Good example,
Airline 1 "Set Power. Setting power. Power Set, Speed Building, 80 Knots, Indications Normal etc etc
Airline 2 "Set Power, Power Set. 80 knots....... V1 (only if indications were not normal would it be said)
During approach in airline 2 almost nothing is said unless something deviates from what is expected. Except obvious ones like OM height for example and standard SOP calls like 1000 ft.
With airline 2 if anyone speaks when it is not expected, everyone jumps to attention. In Airline 1 you could start saying the Lords Prayer during takeoff and nobody would notice the difference in the droning sound from PM!
While on this subject about verbose rhetoric on the flight deck, Briefings!!
Some airlines give monologue briefings which drone on and on and cover everything that could possibly happen including all the stuff that you know is going to happen. Ive seen PM secretly reading txt messages on iPhone during these.
Others use a much abbreviated form in the a Q&A style. Which works wonders at keeping the other crew awake.
"On this take off we will use Reduced Thrust. In the event of RTO I will close the thrust levers, monitor auto brake, apply full reverse. What will you do?
On approach. I willl fly the ILS to R/W 27. What is the QDM and OM height? Good. What is the safety height to the NW? In a go around I will blah blah blah. What are your actions. What is the go around routing?
The questions are interspersed at random so that both pilots are involved and sharing the load and it avoids the briefing becoming a lecture falling on dear ears.
Night to all and safe flying.
Yan
I once in Bilbao (training) briefed the trainee on our departure but made it up - complete gobbledegook. He nodded wisely and said YesSir. We then started again gently with asking him to listen attentively and to interject if something didn't sound quite right.
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You can use the speed brakes at any time to increase ROD, and or reduce speed. With turbulence speed reduction you can use speed brake without reducing power by going manual thrust and allowing the speed brakes to reduce the speed to avoid a low power condition at high altitude. Should all be in your SOP manual though?
I have flown with airlines where very little is said except to point out something going wrong. Not when things are normal. Good example,
Airline 1 "Set Power. Setting power. Power Set, Speed Building, 80 Knots, Indications Normal etc etc
Airline 2 "Set Power, Power Set. 80 knots....... V1 (only if indications were not normal would it be said)
During approach in airline 2 almost nothing is said unless something deviates from what is expected. Except obvious ones like OM height for example and standard SOP calls like 1000 ft.
With airline 2 if anyone speaks when it is not expected, everyone jumps to attention. In Airline 1 you could start saying the Lords Prayer during takeoff and nobody would notice the difference in the droning sound from PM!
While on this subject about verbose rhetoric on the flight deck, Briefings!!
Some airlines give monologue briefings which drone on and on and cover everything that could possibly happen including all the stuff that you know is going to happen. Ive seen PM secretly reading txt messages on iPhone during these.
Others use a much abbreviated form in the a Q&A style. Which works wonders at keeping the other crew awake.
"On this take off we will use Reduced Thrust. In the event of RTO I will close the thrust levers, monitor auto brake, apply full reverse. What will you do?
On approach. I willl fly the ILS to R/W 27. What is the QDM and OM height? Good. What is the safety height to the NW? In a go around I will blah blah blah. What are your actions. What is the go around routing?
The questions are interspersed at random so that both pilots are involved and sharing the load and it avoids the briefing becoming a lecture falling on dear ears.
Night to all and safe flying.
Yan
I once in Bilbao (training) briefed the trainee on our departure but made it up - complete gobbledegook. He nodded wisely and said YesSir. We then started again gently with asking him to listen attentively and to interject if something didn't sound quite right.
I have flown with airlines where very little is said except to point out something going wrong. Not when things are normal. Good example,
Airline 1 "Set Power. Setting power. Power Set, Speed Building, 80 Knots, Indications Normal etc etc
Airline 2 "Set Power, Power Set. 80 knots....... V1 (only if indications were not normal would it be said)
During approach in airline 2 almost nothing is said unless something deviates from what is expected. Except obvious ones like OM height for example and standard SOP calls like 1000 ft.
With airline 2 if anyone speaks when it is not expected, everyone jumps to attention. In Airline 1 you could start saying the Lords Prayer during takeoff and nobody would notice the difference in the droning sound from PM!
While on this subject about verbose rhetoric on the flight deck, Briefings!!
Some airlines give monologue briefings which drone on and on and cover everything that could possibly happen including all the stuff that you know is going to happen. Ive seen PM secretly reading txt messages on iPhone during these.
Others use a much abbreviated form in the a Q&A style. Which works wonders at keeping the other crew awake.
"On this take off we will use Reduced Thrust. In the event of RTO I will close the thrust levers, monitor auto brake, apply full reverse. What will you do?
On approach. I willl fly the ILS to R/W 27. What is the QDM and OM height? Good. What is the safety height to the NW? In a go around I will blah blah blah. What are your actions. What is the go around routing?
The questions are interspersed at random so that both pilots are involved and sharing the load and it avoids the briefing becoming a lecture falling on dear ears.
Night to all and safe flying.
Yan
I once in Bilbao (training) briefed the trainee on our departure but made it up - complete gobbledegook. He nodded wisely and said YesSir. We then started again gently with asking him to listen attentively and to interject if something didn't sound quite right.
de minimus non curat lex
So using the “attention getter” technique appears to be the answer
aka Interactive Briefing
Sharing the mental model. A sense of déjà vu during the departure is the acid test....?
aka Interactive Briefing
Sharing the mental model. A sense of déjà vu during the departure is the acid test....?
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When this came up at a well known airline recently, the view from management was that senior captains would not like to be asked questions by a junior FO. That's the whole fecking point!
It levels the authority gradient, involves both pilots on an equal basis, avoids boring briefings and if the briefing is kept to things that actually matter and are "different" at this particular airport, then all will benefit.
Cheers
Yan
It levels the authority gradient, involves both pilots on an equal basis, avoids boring briefings and if the briefing is kept to things that actually matter and are "different" at this particular airport, then all will benefit.
Cheers
Yan
Only half a speed-brake
Re: briefing. Up until the point where the "we've been here before" brigade make an example of themselves similar to AC in SFO or that water bomber 737 in the Carribean. If we can grow out of the resentment against formal protocols, there is good intrinsic value to full briefings at home base. One thorough briefing a day keeps the AAIB away. Indeed the real fight is to keep them short and effective.
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