COMMAND BRIEFING
CAPTAIN
➢ C – Command Qualities & Conduct
➢ A – Attitude / Approachable
➢ P – Procedural
➢ T – Trained
➢ A – Ability
➢ I – Informative / Interactive / Involved
➢ N – No Nonsense
COMPETENCIES
➢ KNOWLEDGE
➢ SKILL
➢ ATTITUDE
ATTITUDE
➢Conduct
➢Non Technical Skills
➢Communication
➢Best Practices
Conduct
➢ NEVER ATTEMPT TO LAND FROM AN UNSTABILZED APPROACH
➢ Deportment – Follow company policies on grooming while in uniform. Represent
your company and colleagues.
➢ Cockpit Cleanliness – Ensure that the cockpit remains neat and tidy at all times,
especially at the end of duty.
➢ Use of Social Media – Act responsibly. Do not engage with passengers or media
wrt airline issues.
➢ Report before time – reporting on time works out when things go as per plan. In
case of a contingency, extra time improves workload management.
Non Technical Skills
➢ CRM Tools
• FORDEC - for Decision Making. (Use Trichy accident as a case study)
• NITS – communication tool. To be used with Cabin Crew, ATC and Despatch in case of a Non
Normal/ Abnormal situation.
➢ Workload Management – When things go wrong, “SLOW DOWN”
( SLOW DOWN = slow the a/c down to make more time to focus on the problem)
➢ Communication
• Cockpit Briefings – Be relevant and involve the First Officer.
• Cabin Crew Briefings – Break the Ice. Review company procedures and establish any special
procedure for the flight.
• Passenger Announcement – At least 2 PAs must be made on every sector. Be brief and use
minimum Aviation Terminology.
Non Technical Skills
➢ Communication
• In case of an event, declare MAY DAY/ PAN PAN without delay. (You can
always downgrade or cancel the call if required)
• Make at least 2 PAs every sector.
• In case of Reject/ Go Around, Inform ATC the reason so that there isn’t
unnecessary follow up communication during a critical manoeuvre.
➢ Leadership and Teamwork
• Encourage Team Participation and Open Communication
• Address and Resolve conflicts and disagreements in a constructive manner
• Exercise decisive Leadership when required and accept Responsibility for
Decisions and Actions.
Best Practices
➢ When flying an ILS approach, continue to remain on the Glide Slope even in the
visual segment while flying manually. Do not follow PAPI when Glide Slope
available.
➢ Always wait for system response when using a switch. (eg. Crossfeed valve, APU
Bleed, Eng. AI)
➢ Avoid using Flaps as drag devices. If high on profile,
- Increase speed and/or
- Use Speed brakes and/ or
- Extend Landing Gear
- Also, do not hesitate in asking extra track miles
➢ Follow Company recommendation of establishing a Stabilised Approach by
1500’ AGL.
➢ LDR should be obtained for all flights, compared with LDA and documented in
the OFP irrespective of length of Runways.
Skills
➢ Important pitch/thrust settings
➢ Abort Engine Start
➢ Engine Failure
➢ Non Precision Approach
➢ FD OFF ILS
➢ VISUAL APPROACH
Important Pitch/ Thrust Settings
Ref Weight = 65 tons
2 Engines OEI
Straight and Level at Pitch = 5.0 Pitch = 5.0
5000’ (210 kts) Thrust = 60% Thrust = 78%
3^ Descent Angle on Pitch = 1.0 Pitch = 2.5 Flaps 15
Approach Thrust = 58% Thrust = 73%
Abort Engine Start
➢ Primarily, it is worth considering that the following elements are required to start
an Engine
1. Bleed Air
2. Electric Power
3. Ignition
4. Fuel
Beyond the mentioned conditions in the SOP, following common errors are
observed amongst pilots during abort start scenarios:
• Failure to notice “No N1 rotation”
• Lack of MEL application
Engine Failure
Things to Remember
➢ In case of EF on Takeoff – apply Crosswind correction to remain on Runway
“Track” and after completion of Recall Actions, review whether an EOEP is
applicable.
➢ Engine Failure Identification
Type of Malfunction Condition
Engine Flameout N1, N2 and EGT winding down.
Engine Severe Damage N1 or N2 = 0
Engine Separation N1 & N2 = 0, EGT - Blank
Engine Surge Erratic fluctuation of N1, N2 and EGT
Engine Failure
Things to Remember
➢ Engine Failure in CRZ
• Set MCT immediately
• Re-engage AP in case it disconnects and apply rudder pressure as required
• To set Drift Down Speed from the Engine Out Page – Select ALT HLD, not SPD
INTV
• Declare MAYDAY to get immediate descent
• Approaching arrival airport, reduce thrust to idle and resume normal descent
planning
➢ In case of Eng Limit/ Surge/ Stall followed by IFSD, Do Not attempt an Inflight
Engine Start
Non Precision Approaches
Things to Remember
➢ Interpreting approach plate for altitude constraints
➢ Procedure to select LNAV/ VNAV
➢ Setting Next Altitude
➢ Setting Missed Approach Altitude
➢ In case of OEI, configuring GR DN & F15 at “Approaching Glide Path”
➢ Recycling FDs
FD OFF ILS
Ready Reckoner
Preferred ND - MAP mode
PF PM
“Set Rwy App Course Hdg”; As the a/c trend vector “ Localiser Alive”
touches the extended rwy track, commence turn with a
shallow bank to roll out with a/c track line on rwy
track
“ Set Missed App Alt” “GR DN, F15, Set Speed” “Glide Slope Alive”
“F30, Set Speed, Landing CL” Glide Slope – 1 dot
Commence Descent at 900 ft/min Glide Slope – ½ dot
VISUAL APPROACH
Things to Remember
➢ Ensure correct displacement from Runway on Downwind. Be aware of required crosswind correction
(1/3 rd the crosswind)
➢ At end of time check, commence turn at 25^ bank and roll out on base heading. Guard against
converging to the centreline as you will end up closer to the runway than desired.
➢ Set Final Approach Course Hdg and Missed Approach Altitude. Recycle FDs
➢ Maintain steady ROD on base leg and guard against ballooning when extending Landing Flaps (in case
of 2 Eng. Visual). Try and make small changes to thrust and be aware of the required thrust setting.
➢ Commence turn for finals to align yourself to the inner edge of the runway. Use aircraft trend vector on
MAP page as a cue to turn on finals.
Knowledge
➢ Preparation
➢ Revision Record
➢ Regulatory Documents
➢ Mandatory Reportable Incidents
➢ Thumb Rules
➢ NNC Use & MEL Applicability
Preparation
It is essential for the trainee to be able to distinguish information as following:
❑ Must Know
❑ Need to Know
❑ Good to Know
Must Knows
As a starting point, we have identified the Must Knows for you mentioned as under:
1. Normal Procedures – SOP
2. Limitations – FCOM, SOP
3. Memory Items – QRH
4. Standard Callouts – SOP, FCTM, Circulars
5. Checklist Instruction – QRH
6. MANOEUVRES – QRH and as applicable from FCOM, FCTM.
7. COMPANY CIRCULARS & FOBs
8. Revision Record
* Latest updates of various documents will be uploaded on “Briefcase”. Trainees are
required to regularly review the contents of the Briefcase and especially before a Sim
Session.
Systems
Each system must be read in the following sequence:
1. System Description
2. Controls and Indicators
3. Limitations (if any)
4. Supplementary Procedures (if any)
5. Memory Items
6. NNC
7. Non Normal Operations (FCTM)
Revision Record
➢ The revision nos. of all controlled documents must be known. Especially the
revision highlights for the following documents must be reviewed.
1. OM
2. FCOM
3. QRH
4. FCTM
5. SOP
Regulatory Documents
➢ Frequently Used CARs
• FDTL – 7.J.III
• AWO – 8.C.I
• Recency Requirements – 8.F.I
• Flight Crew Training – 8.F.II
• STOL – 8.F.III
• EDTO – 8.S.I
➢ DGCA OPS. CIRCULARS
• Go – Around Policy – OC 1 of 2013
• Unstable Approaches – OC 3 of 2017
• RNAV substitution in case of VOR failure – OC 5 of 2018
• GRF – OC 1 of 2021
Mandatory Reportable Incidents
Thumb Rules
1. Fuel Burn with Gr Dn @ Flaps UP speed
Thumb Rule – 55 kgs/min OR 15 kgs/nm
2. Prediction of OPT/ MAX altitude
Thumb Rule – For every 1 ton of fuel burn (reduction in Gross Weight), OPT/ MAX altitude climbs by 300 ft.
3. Vref Calculation for F30 & F40 (LW > 65.2T, Vref = 147 kts)
Thumb Rule - for every 1.2 ton decrease in GW the Vref reduces by 1 kt
Vref 40 is approximately 8 kts less than Vref 30.
4. Engine Out Altitude
Thumb Rule - Engine Out Altitude is approximately 14000 ft. below the OPT altitude
5. Climb Gradient conversion
Thumb Rule – Climb Rate (ft/min) = Climb Gradient (%) x Airspeed (kts)
NNC Use & MEL applicability
➢ Important Excerpts from QRH Checklist Instructions
1. Checklist titles in upper case (such as AUTO BRAKE DISARM) are annunciated by a light, alert, or other
indication. Checklist titles in upper and lower case (such as Window Damage) are not annunciated.
2. In some multiple failure situations, the flight crew may need to perform several checklists or combine the
elements of more than one checklist.
3. Troubleshooting should only be considered when completion of the published non-normal checklist results in an
unacceptable situation.
4. There are some situations where the flight crew must land at the nearest suitable airport.
5. It must be stressed that for smoke that continues or a fire that cannot be positively confirmed to be completely
extinguished, the earliest possible descent, landing, and evacuation must be done.
6. In flight, reset of a tripped circuit breaker is not recommended unless directed by a non-normal checklist.
However, a tripped circuit breaker may be reset once, after a short cooling period (approximately 2 minutes), if in
the judgment of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on
safety. On the ground, flight crew reset of a tripped circuit breaker should only be done after maintenance has
determined that it is safe to reset the circuit breaker.
7. If an amber caution light illuminates during MASTER CAUTION recall, but extinguishes after MASTER
CAUTION reset, completion of the associated checklist is not required.
NNC Use & MEL applicability
➢ NNC Use
1. When a non–normal situation occurs, at the direction of the pilot flying, both crew members do all memory items in
their areas of responsibility without delay.
2. t is recommended that the flight crew read aloud all the choices in a "Choose one" step before taking action, to reduce
the chance of error.
3. The pilot flying may also direct reference checklists to be done by memory if no hazard is created by such action, or if
the situation does not allow reference to the checklist.
4. At no point should the PF handle RT or the MCP while flying manually.
➢ MEL Applicability
MEL QRH + MEL QRH
Pre – Flight After Door Closure In Flight
- until TOGA
NNC Use & MEL applicability
➢ Captain should return to bay if:
1. The MEL item requires completion of a Maintenance (M) procedure
OR
2. She is unable to comply with the Operational (O) procedure
➢ Discuss MELs 21-32 and 27-04-02-03
➢ Apart from referring the MELs in the “Pink Book”, following information must also be
checked
1. Notes to Crew
2. Base Snags
THANK YOU
