koz2000

Add bad spelling (proper use of words) to that list.

JollyF15

These are the same clowns that would spend 45 minutes on admin, and 15 minutes on the mission--can't talk about the mission if you don't know how to lead I guess.

acl65pilot

At ASA we have what is called, "CRJ standard" If is all the stuff below and above 80 KIAS. That is what we brief. We have to option of adding things like ice, W/S and the what not. We went to this two and a half years ago to maximize safety on the taxi out. Now everyone flies by the same takeoff brief. It has made it quite simple.

Hacker15e

Hey...in the Smurf, admin was the mission! They don't call IFF "Admin Weapons School" for nothing!

Do the airlines not have a little thing called "standard"? Sounds like some of them do from the posts on here...so perhaps during the Captain upgrade they can be taught to just say "standard".

HotMamaPilot

sky nazi, by chance?

Jetjok

After occupying each seat in a 3 person jet and each seat in a 2 person jet, I'd recommend to you First Officers (and Second Officers) that regardless of the length of the Captains' pre-departure brief, you listen to it, in it's entirety. When you become the Captain, then you can remember how painful it was and shorten your brief accordingly. You really learn from the bad captains, not the good ones, as the good ones fly "standard". From the bad ones you learn what not to say, what not to do, how not to treat others, etc, etc.

As far as "standard" is concerned, I would bet that not all of us actually remembers what all is covered under that term "Standard." Write them down, if you don't believe me, and then check your company's documented "Standards". How many of you got all of them. I didn't. So the next time the captain briefs "Standard", review in your mind what that really entails.

Below is an excerpt from our company's Flight Operations Manual. These are the things that, by "company law" are required to be addressed, each and every flight (at our company.) They are many, and some don't apply to each and every flight, based on aircraft type, geographical location (China, Russia, or Chicago), brand new First Officer, High Mins Captain, etc,etc.

Takeoff Briefing:
The Takeoff Briefing should normally be accomplished before engine start. If conditions permit, accomplish the briefing after the departure clearance is received. All flight crews must thoroughly understand the clearance as well as the duties each will accomplish during the departure. Briefings should be "brief and to the point." Long briefings tend to be counterproductive to crewmember retention and understanding; however the Captain may choose to increase the detail of the briefing with consideration of the departure weather and crew experience.

The goals of the brief are to:
• Enhance communications, promote effective teamwork and ensure effective situational awareness of the crew.
• Brief any non-standard procedures to be used on the departure.
• Ensure automation, if applicable and used, will provide lateral, vertical and speed commands consistent with the clearance.

The Captain briefs the takeoff including the following, as appropriate or applicable:
• Identify pilot flying the leg.
• Review Company airport specific pages.
• Any special procedures, crew duties (QFE altimetry, etc.) or NOTAMs.
• MEL/CDL deferrals/restrictions that may affect the takeoff.
• Other abnormal conditions.

The Pilot Flying (PF) briefs the departure including the following, as appropriate or applicable:
• ATC area departure procedures (DP).
- Name of DP.
- Page number and date of the DP chart (paper charts only).
- Routing/DP
- Airspeed restrictions.
- Altitude restrictions.
- Notes and Remarks.
- Profile specifics.
NOTE: FMS aircraft shall verify that the automation is programmed properly and complies with the departure profile and restrictions.
• Terrain/CFIT risks and EGPWS use.
• Transition altitude when other than 18,000 ft.
• Engine-out DP and Engine-out Acceleration Altitude or Minimum Flap Retraction Altitude when different from normal per the respective aircraft CFM.
The Takeoff Briefing may be combined with the performance briefing. At airports where the clearance is received just prior to pushback or while taxiing, brief the anticipated DP (SID) and then, if changes occur, brief all revisions during the Before Takeoff Checklist.

Standard Procedures:
The following items are considered to be Standard Takeoff Procedures for my Company and do not require briefing by the Captain. Only planned deviations to the following are required to be briefed.
• Standard callouts.
• Sterile cockpit.
• Autothrottle and autobrakes will be used, if available (not applicable to B727).
• Autoflight and vertical navigation will be engaged and utilized in accordance with the respective CFM.
• The Captain will make the decision to reject the takeoff and perform the RTO, taking control of the aircraft if necessary. If the takeoff is rejected, the FO (SO on three pilot aircraft) will ensure and/or back-up ground spoiler deployment and advise of reverse thrust capability by exception only, i.e., "No reverse on 2." The FO will notify ATC as soon as practical of the reject.
• In the event of an emergency after V1, the PF will continue to fly the airplane. The PM will accomplish the emergency checklists (or work with SO to accomplish on three pilot aircraft), when appropriate, and notify ATC, unless the Captain directs otherwise.
• With the loss of one engine after V1, the PM (SO on three pilot aircraft) will remind the PF of any fuel dump required to achieve landing weight.
• With the loss of two engines, the PM (SO on three pilot aircraft) will commence fuel dump and advise the PF that fuel dump is in progress (not applicable.

Sorry for the long rant, but this important stuff.

HotMamaPilot

why not mention what to do if the sky falls too?

Jetjok

If it had happened before, maybe we should! Like military aircraft manuals, these company flight manuals get thicker, due in large part to accidents/incidents that happen over time. I didn't write the book, but I do believe in it. I'm sorry if you don't. They pay me a very good salary, train me on great equipment, and tell me how they want me to operate their aircraft. The least I could do is to do it the way they ask. If you don't like that, do it the way you want, at your own risk.

Sir James

Yes, and what happens if a deer crosses the runway, if we hit a bird and one of us is incapacitated, bla bla bla.

That post just proves my point.

Jetjok

It's nice that some of us don't take things to extremes. Every situation can't be accounted for and nobody wants them to be. What happens if two engines fall off their mounts on rotation? Try to use common sense. Don't **** and moan, get into management and change what you don't like about your companys' way of flying. Or, check out as Captain and do it the way you want.