|  | | Briefingy během letu 8. 11. 2009 / 00:39 | |
| | BRIEFINGS GENERAL
- The purpose of a briefing is to ensure that both pilots are aware of and
agree with a proposed plan of action. The pilot giving the briefing
should make it clear and concise. Apart from the full emergency
brief, which should be given on the first of a series of consecutive
sectors, it is not necessary to recite SOPs.
- When experienced crews are operating together, into or from airfields
which are familiar to both of them, briefings may be shortened to
essential points. If using shortened briefings in this manner crews may
use a question and answer style of briefing in order to fully involve
both pilots in the briefing.
- Many factors do require variable emphasis depending on the area, the
runway, and conditions. The briefing should leave no doubt as to the
normal and emergency procedures, which will be carried out in the
circumstances prevailing. Should any doubt exist in the mind of the
pilot being briefed, he is to clarify that uncertainty before the briefing
stage is passed.
- Both pilots must confirm that they are referring to the same plates and
charts by date and serial number before briefing navigation
procedures.
TAKE-OFF BRIEFING
Take-off and departure briefings are normally given by PF in the
aeroplane on the ramp before starting engines. PF should set up the
navaids, and where possible the speed bugs, prior to the briefing.
Pilots should establish a regular briefing format to include the
following items:
• Which pilot will handle the controls;
• Weather at departure aerodrome and take-off alternate if required;
• Take-off runway and condition;
• 767, 752 or 753 rotation rate;
• Ice protection and prevention requirements;
• Flap, packs, and thrust settings (if known);
• SID, noise and altitude restrictions;
• Transition altitude, MSA and terrain from plates, and MORA from
CFP;
• AFDS and TMS modes;
• Emergency briefing – to include where appropriate:
– Emergency Turn/Engine Out Procedure (include anticipated
configuration to be flown);
– Intentions in the event of engine failure below TOC MORA.
• Questions?
The Take-off brief must be reviewed and updated later prior to the
Before Take-off Checks, using the R I S E acronym:
• Runway in use and performance
• Instrument Departure
• Stop Altitude
• E-Turn/Engine Out Procedure
EMERGENCY BRIEF
The emergency brief should include the following items:
Engine Start and Taxi-out
In the event of an emergency during engine start or taxi-out CM1 will
stop the aeroplane and select the park brake on, initiate and supervise
the non-normal procedures, liaise with the SCCM, and direct an
evacuation if necessary. CM2 will communicate with ATC on
command of CM1.
Before V1
- Up to 80 kts the aeroplane should be stopped for any significant
malfunction.
- Between 80 kts and V1 the aeroplane should be stopped in the event
of engine failure confirmed by two parameters (one of which should be
on EICAS), any fire warning, obstructed runway, predictive windshear
warning, or any adverse condition affecting the safety of flight.
- During normal line operations the decision to reject take-off at any
time lies solely with the Captain/CM1 as briefed. CM2 should bring the
defect to the attention of CM1, who should then make the executive
call of “STOP”.
- When two qualified Captains fly together, either may call STOP.
- Regardless of who is the PF, CM1 will always be responsible for
carrying out the RTO procedure.
• Close the thrust levers.
• Disengage the autothrottle.
• Verify RTO operation of autobrakes. In the event of autobrake
failure or there being no RTO fitted to the aircraft, maximum manual
wheel braking must be applied.
• Deploy full speedbrake.
• Apply maximum reverse thrust consistent with directional control
and conditions.
• Bring the aircraft to a stop and apply the parking brake.
- When carrying out the touch drill for the “Stop Actions”, CM1 should
be looking outside the aircraft.
- The PM will announce ‘ENGINE FAILURE’ or ‘FIRE WARNING’, or
any other condition adversely affecting the safety of flight. Should
CM1 decide to continue the take-off despite a call from CM2, he will
call ‘CONTINUE’.
- CM2 should verify the stop actions, call out any omissions and advise
ATC. During the deceleration he should call ‘60 knots’ IAS.
- Once the decision to stop has been made, use maximum effort
braking to a complete standstill. If a fire warning is present,
consideration should be given to stopping the aircraft such that the fire
is on the downwind side. Only when it has been positively established
that an evacuation is not necessary should the aeroplane be taxied off
the runway. If another take-off is planned, review the Brake Cooling
Schedule located in the QRH.
- Rejecting the take-off after V1 should never be considered unless
exceptional circumstances prevail (e.g. double engine failure) and the
Captain/CM1 considers the aircraft incapable of flight. In this case it is
unlikely the RTO will be entirely successful. Furthermore, it should be
understood that even if excess runway remains after reaching V1,
there is no assurance the brakes will have the capacity to stop the
aircraft prior to the end of the runway.
After V1
- PF will select or call for GA thrust if desired and fly Emergency Turn
or Engine Out Procedure.
- The Engine Out procedure, is normally to be followed as SOP and
may only be deviated from for very good reason and must then be
explicitly briefed.
- The PM will automatically set 15 degrees on the bank angle selector
when the PF requests “HEADING SELECT”. All turns below V2 + 15
must be made at 15 degrees angle of bank maximum (unless
specified in company emergency turn procedure). PM will then
reselect 25 degrees on the bank angle selector when PF requests
“Flight Level Change, Max Continuous Thrust”.
- At a safe altitude, not below 400 ft AAL with the aeroplane under
control both pilots will confirm the failure and if necessary PF will call
for the non-normal recall procedures. The PM will carry out these
memory items monitored by the PF. The PF will close the appropriate
thrust lever if specified by a QRH drill. PM will disarm the autothrottle
in the event of engine failure with no recall drills.
- Both pilots must confirm the correct action is going to be taken before
operating a thrust lever, fuel control switch or engine fire switch.
- QRH drills should be completed when flap retraction is complete.
- PF is responsible for flying the aeroplane, its flight path and airspeed
control, configuration and navigation.
- PM is responsible for monitoring PF’s flying for safety and accuracy,
confirming that GA thrust is applied (if desired), gear selected up,
emergency turn initiated, identifying the failure and reading and
executing checklists and non-normal procedures.
- When PM is carrying out QRH drills, PF should be responsible for R/T
communications.
- Do not attempt a role change before the completion of the net flight
path profile except where safety of flight is at risk.
APPROACH BRIEFING
- The descent and approach briefing should be carried out by the PF
prior to commencing the descent, and updated if circumstances
change. A full instrument approach briefing should be given even if
VMC conditions are indicated at the destination aerodrome, although
in this case a briefing on the expected visual or shortened procedure
should be covered also. PM will confirm the plates, charts, navaids
and speed bugs in use.
- When an approach briefing is conducted for the home base of both
pilots then the brief may be abbreviated if both pilots agree they are
fully familiar with the procedure.
- The PF will review the plates and charts and set up the navaids and
speed bugs prior to carrying out the briefing.
- The autopilot should be engaged or control of the aeroplane may be
given to the other pilot whilst the briefing is in progress.
- The following items should be included:
• NOTAMS.
• Aircraft technical status.
• Category B or C brief if relevant.
• Weather at destination and alternate aerodromes, including runway
surface conditions and crosswinds.
• Top of descent point.
• MORA from CFP, and terrain and MSA from Plates.
• STAR or arrival route, holding facility, altitude and speed
restrictions.
• The Instrument Approach Plate covering the horizontal and vertical
approach profile, radio aids, fix crossing altitudes and approach
minima.
• Flap setting, anti-icing, approach speed, wind additives and use of
wipers.
• Runway brief including touchdown elevation, lighting, landing
distance, use of autobrakes and reverse thrust, (full reverse thrust
to be used unless idle reverse briefed).
• Missed approach procedure, to include an engine inoperative
scenario.
• Contingency procedures in the event of discontinuing a GNSS/GPS
Approach.
• Navaid selections.
• Fuel remaining, alternate requirements and intention.
PF should then ask if PM has any questions about the planned
approach. |
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