BOS - JFK
200/2
3 SM
O/012
-2/-4 2957
4mm Slush BA Medium
Considerations.
- SE start (temp below 5℃) start second when 1st stable
- EAI on after start - brief when to AUTO
3.Flaps up taxi - Select during B4 T/O procedure. - Deicing?
- Perf contaminated as >3mm
- FULL THRUST TAKE OFF
- MEDIUM-POOR BA = Runway condition code 2, MACTOW 24 - Xwind Limit 15Kt
- RUN UP - TAXI OUT (temp between 3 and -7℃) 20%TPR 30 seconds within 60mins.
- Check Oil temps above amber
- RUN UP - 50-55% N1 for 2 seconds
- Ensure <20TPR before brake release otherwise XW limit reduced to 10kt
Workload
What could be refreshed before report?
- FCOM SP.16 Adverse WX
- Perf - T/O from contaminated runway
- FCTM XWind limits
- Special Proc in BOS eg. where does deicing occur and how is it managed AOI/DEPTARTURE/DEICING
Workload
- If you have not prepared, how might it affect workload?
- Commercial aspects?
- Increased workload
- May miss things, become dependant on your buddy.
- Could lead to unsafe operation
- Delays, increased in costs related to perf restrictions etc.
-Eg. MEX if you load excessive fuel, CARGO or pax may need to be left behind + will create a delay.
Workload
How would you deal with an unknowledgeable colleague?
Brief thoroughly and ask open questions, if necessary look things up together.
If you have an inkling on the way out and the return looks complicated, it may be worth discussing what we may need to have looked at before report.
ie. FCOM SP. as a starter
Workload
What is the threat of a high workload during departure?
How do you recognise you are working hard?
Risk of missing something increases
I talk more than normal and can rush.
I try to create firebreaks and review where we are up to, this can sometimes help
Knowledge
- What are your bottom lines for crosswind limits?
- How would that affect your OPT calc?
- If precipitation existed what would you do when the holdover time expired?
Don’t knowingly exceed and take into consideration, experience on aircraft and of airfield.
OPT will advise you if the Xwind is out of limits for the MACTOW and conditions, use the mean wind?
Inspect the wing or ask buddy to do it, if it’s failed return to deicing and/or RTS for more fuel and another deicing
Knowledge
- Where do we deice at LHR?
- If deicing offstand, how do we run the BEFORE TAXI checklist?
- After Deicing what is included in the T/O briefing update?
- What would you discuss for a T/O alternate?
- Usually onstand, but sometimes at JEDI
- If deicing, hold the flap and run the before taxi checks, head to deicing bay, find the deicing checklist in…
NON NORMAL/UNANNUNCIATED/SUPP OPS INFO
Configure, deice, reconfigure, recommence CX at BEFORE TAXI
- Supplemental Procedures - Selecting Flap, Run up
- OPT for contaminated runway, icing conditions, Braking Actions..
Building Situational Awareness
What can you look at ahead of a flight?
- Previous briefing pack, colleagues experience.
- USA ATIS app or Flightradar24
- Aircraft defects
- Refresh Knowledge of airfield procedures or complications.
- PIL - broken seats/ Staff PAX
- Consider threats, brief as much as sensible on bus/lobby if time likely to be tight on the jet.
- Consider telling crew no time for duty free
Building Situational Awareness
At the aircraft…
USE PPP
PLANE - OPDEF, EXTERNALS IE.DE-ICING?, LIKELY DELAYS, contaminated taxiways, flaps out?
PATH - THREATS, OPT, ETP - How will we deal with them
PEOPLE - listen to ATC, Pax and Cargo loading - liaison with staff and crew - close the FD door?
Building Situational Awareness
What would you do as PM, if PF does not share model and discuss contingencies?
Ask open questions…
Such and such happens, where would we go?
I’ll get some weather for XYZ, here it is, lets have a look at the most likely runway..
‘Lets talk about contingencies, how would you diagnose an engine failure and what would you do?’
Building Situational Awareness
Approach brief, why is this at the start of the brief….
What is a succinct and relevant brief?
Because it flavours the brief.
Threats, how to deal with them
What’s different today?
Brief using the items we’ve highlighted,
eg. busy day, holding fuel available, can we/ do we want to commit, minimum fuel, low fuel cx. Teams approaches…
Brush up using the standard items ie. minima, flap, G/A, MSA and pos check
Knowledge and procedures
- How long is a daily check valid for?
- What must be checked on AML pt1&2?
- 48 hours
- AML user guide 14.1
- defects are not open and have not expired
- ADDs with inspections, completed and recorded
- remaining fuel from previous sector
- all maintenance actions correctly certified
- Daily & ETOPS transit check completed
Knowledge and procedures
- What is a controlled inspection?
- How often must it be done?
- Aircraft RTS, new ETOPS transit required?
- An inspection that can only be raised where documents require such an inspection eg. HSTape integrity or engine borascope (raised when the period between inspections is > than a daily check)
- As documented. Less often than a daily check. eg. every 100 hours etc.
5.Not necessarily required, but log may need an entry, depends on the time on stand, engineering will know. See Ipad Elog guide P.14
Knowledge and procedures
- Validity of an A,B,C,D item
- Can an RIE be applied to a D interval item? Such as potable water indications?
- IFE u/s at LHR, can we dispatch?
1.
A - as noted by the defect
B - 3 days
C - 10 days
D - 120 days
- No, an RIE can only be applied to a B or C item.
- 788/9 no dispatch main base 40-20-20-01A - though it seems 78X can depart 40-20-10-01A
