Division of duties on an airliner

"Capt.Doug" wrote in message
...
"Chris" wrote in message
Its interesting. The major low cost carriers in Europe have developed
business models where they have a number of bases with the aim that crews
get to their own homes after each duty session. As well as cutting out
the
costs of paying for accommodation, crews are in better shape from having
a
stable home life.

How many of those pilots actually live in those bases? Just like in the
US,
many pilots commute to their assigned base.

Most live at those bases. For example, Ryanair main base at London Stansted
has a base in Poland and guess what, they have Polish pilots. Moving people
around Europe is not the same as moving people around the US.
It is a model which suits all, crew and company.

gpsman writes:

What fault did you find with mine...?

I don't see any replies from you.

--
Transpose mxsmanic and gmail to reach me by e-mail.

CRM addresses the social aspects of crew interaction; it does not
address the technical aspects.

I am not an airline pilot, and I don't know the "technical aspects". I
also have not taken a formal CRM course (although I am familiar with CRM
from FAA safety seminars). So, take my words with as much sodium
chloride as you deem appropriate.

I suspect that the answer to your question as to who does what is to
some extent dependent on each individual crew combination. And if an
airliner is on autopilot most of the time, nobody is "holding the yoke".
I understand that the captain, the PIC, the one in charge, can allow
(say) the first officer to hand-fly an approach, or do it himself.

CRM came about because in the past, sometimes the PIC was "too much" in
command, intimidating the rest of the flight crew in such a manner that
they would fear to question inappropriate decisions made by the captain.
CRM is an official recognition, and enforcement (of sorts), of the
idea that two heads are better than one, especially when one is swelled
up. It fostered co-operation rather than subjugation. It deals with
authority (among other things), and requires crew members to give
appropriate input, and to listen to and consider that input.

CRM is an important consideration in =deciding= who does what, and when
(and whether) somebody else ought to. But as you say, it does not by
itself assign cockpit duties.

Sometimes I fly (real spam cans) with another pilot. In that case, I
have on occasion delegated radio work to that other pilot, but I find
that I prefer to handle it all myself, for a number of reasons. First,
I don't fly all that much, so it keeps me sharp to do all the tasks
myself, since I sometimes fly by myself. Second, I don't fly with a
crew all that much, so I find that if the other pilot is doing
something, I may not be aware of it to the same degree as if I did it
myself. And third, most of my flying is "easy" flying - small aircraft
requring only one pilot in fairly benign conditions. Larger aircraft
require two pilots becuase there is more to do.

Alas, I don't really know what it all is.

Jose

"Chris" wrote in message
Most live at those bases. For example, Ryanair main base at London
Stansted
has a base in Poland and guess what, they have Polish pilots. Moving
people
around Europe is not the same as moving people around the US.
It is a model which suits all, crew and company.

Ryanair had pilots in the US also. They spent 6 months in the US and 6
months in Ireland and Britian during tourist season.

D.

Jose writes:

I suspect that the answer to your question as to who does what is to
some extent dependent on each individual crew combination.

No doubt. I simply wanted to get an idea of what current practices
are.

CRM came about because in the past, sometimes the PIC was "too much" in
command, intimidating the rest of the flight crew in such a manner that
they would fear to question inappropriate decisions made by the captain.

That is still true in many parts of the world; CRM has proven to be at
least partially impossible to apply in some regions, where culture
overrides safety (the Far East comes to mind).

--
Transpose mxsmanic and gmail to reach me by e-mail.

Jose,

I understand that the captain, the PIC, the one in charge, can allow
(say) the first officer to hand-fly an approach, or do it himself.


Actually, for most airlines I know about, the concept of Captain/PIC
and Copilot during flight dissolves into Pilot Flying (PF) and Pilot
Not Flying (PNF). The roles may switch during one flight. Duties are
clearly divided between the two as set forth in the ops manual. And how
they are divided is influenced largely by the concepts of CRM - the
disbelief of the village idiot not withstanding.

--
Thomas Borchert (EDDH)

"Jim Logajan" wrote in message
.. .
snip

Here is a good video on crew duties in a three man cockpit.

http://alexisparkinn.com/photogaller...hTheMighty.wmv

*Slap* Get a hold of yourself! Learn some real cockpit management from
these two crews:

http://www.youtube.com/watch?v=0ienyuFvIrU

http://www.youtube.com/watch?v=Hh_shsRfXqk

Roger, Roger :-)

Danny Deger

Mxsmanic wrote

Jose writes:
I suspect that the answer to your question as to who does what is to
some extent dependent on each individual crew combination.

No doubt. I simply wanted to get an idea of what current practices
are.

I am including two pages from my PanAm B-727 Aircraft Operating Manual
in order to provide one example of how an airline might provide
direction to it's flightcrews for the operation of it's aircraft. This
brief example covers only the takeoff, but all operations are covered in
equal detail.

Very little is left to the discreation of the crewmembers. It is this
regimentation that makes it possible for several hundred different
combinations of flight crewmembers to work together safely as a crew.

No longer do copilots have to remember the ideosyncrasies of each PIC
with whom they fly.


Bob Moore
PanAm (retired)

ATP B-727 B-707 L-188
17 years as B-707 Pilot, 5 years as Instructor/Check Airman, 3 years as
Chief Pilot/Director of Flight Operations (Air Florida, Arrow Air)

----------------------------------------------------------------------

Pan Am 727 Aircralt Operating Manual

OPERATING INFORMATION 176.120p 1

May 13, 1988 Normal Operation Takeoff

To achieve required airplane performance during takeoff, the
following procedures must be closely adhered to. They have been
established as the most desirable for reasons of safety and minimum
practical takeoff distance. When adhered to, other factors being equal,
they produce the results indicated in the performance charts.

For the takeoff thrust rating and flap setting to be used for takeoff,
see the Performance chapter.

CREW MANAGEMENT

The takeoff, being one of the most critical flight phases, demands
everyone's full potential as a member of the flightcrew.
Administrative and non' essential duties must be completed or held
until later so that attention is not diverted.

The captain is responsible for ensuring that a common plan of action is
shared and executed by all crewmembers.

Use of the shoulder harness for takeoff and landing is required by
FAR.

Ail crewmembers should immediately bring problems of operational
significance to the attention of the rest of the crew. Don't be too
hasty to react. immediate, unilateral action is seldom required.

The pilot making the takeoff should verify the speeds as they are
called out. The callouts are crosschecks, not commands.

The landing gear and flaps are normally operated by the pilot not
flying when called for by the pilot flying. However if the pilot in the
right seat is flying, the captain may have him operate the gear or
flaps himself by repeating the call. This call and its acknowledgement
ensure that both pilots are aware of the airplane's configuration at
all times.

The pilot not making the takeoff will make the standard callouts. See
the Standard Callouts Summary in this chapter. The engineer's primary
interests during takeoff are the performance of the engines and related
systems. His attention should be on the forward instrument panel.
Other systems monitoring is secondary. The engineer should crosscheck
the flight instruments and callout any deviation from the planned
flightpath climbangle, or airspeed.

NOTE The entire crew will monitor ATC and cross-check instruments to
ensure compliance with clearance and company procedures.

PRETAKEOFF ANNOUNCEMENT

A flight crewmember will make a brief announcement to the passengerts
that departure is imminent. This will serve as a warning to the
flight attendants. No additional specific warning is needed. lf any
delay at the gate or taxiing warrants a cabin announcement, th en the
expected takeoff time should be mentioned. Otherwise, flight attendants
w ill conclude that takeoff is imminent.

TAKEOFF CONSIDERATIONS

Before every takeoff, mentally review the engine failure and rejected
takeoffp rocedures. Consider the factors relevant to the takeoff, as
noted in the following paragraphs. The ONH. TOGW limits in the Route
and Airport Manual are based on field elevaticn, but airplane
performance is based on pressure altitude. No corrections are made
until QNH falls below 29.81 ( 1009.6m b). Above 29.81, the higher the
QNH, the better the airplane's performance. . The temperature lapse
rate. Low-altitude inversions can result in significant loss of thrust
if the throttles are not advanced with the rising temperature as the
airplane climbs. . The wind that may be encountered on the runway
during takeoff. V1 may not be vaiid for windshear conditions since
groundspeed can be much higher than airspeed. lt therefore may not be
possible to stop the airplane on the runway in case of a rejected
takeoff. The ability to lift off is a function of airspeed, th e
ability to stop is a function of ground speed. The wind that may be
encountered alter liftoff. Horizontal wind gradients and vertical wind
components are not figured in TOGW calculations, but they can have a
significant effect on performance over the ground.

WARNING

lf significant windshear is suspected, consider the alternatives of
taking off in a different direction or delaying the takeoff until
conditions are more favorable. The thrust. TOGW limits are based on full
takeoff thrust. Set exact EPR.

Pan Am 727 Aircraft Operating Manual

176.12 p02 OPERATING INFORMATION

Normal Operation Takeoff Oct 26,1 990

COMPASS CHECK

To help prevent an inadvertant takeoff on the wrong runway, after
taxiing onto the runway, all crew-members should routinely check
airplane compass heading against the desired runway heading.

TAKEOFF AND DEPARTURE BRIEFING

Verify that a common plan of action is shared by the crew.This
briefing, in minimum but adequate detail, will probably be given in
segments as events occur; but at this time, particularly if there have
been lengthy taxi delays, any missing elements should be completed. The
use of standard takeoff procedures will be assumed. The briefing should
include: . A review of the departure procedure and clearance.. The
radio management procedures desired. . The takeoff and departure climb
procedure to be used... Additional items as necessary ( for example,
a T- page engine failure procedure).

STANDARD TAKEOFF PROCEDURES

Standard take-off procedures include the following: The pilot not
making the takeoff will call out "Airspeed, 80 knots, Vr, V2, positive
climb, 800 feet" ( or appropriate obstruction clearance) altitude).lf
V1 and Vr are different," V1" must be called out also. . The engineer
will automatically switch to an operating generator if essential power
is lost. . The pilot making the takeoff will advance the throttles to
approximately the vertical position and check for balanced EPR. He
will then advance the throttles to near takeoff thrust. The engineer
will trim the engines to takeoff thrust and monitor the power
throughout the takeoff regime. The pilot in the left seat ( normally
the pilot in command) will position his hand on the throttles until V1.
.. The pilot in the left seat will make any decision to discontinue the
takeoff and will execute the Re-jected Takeoff procedures as described
in Abnormal Operation, Chapter 5. . The pilot in the left seat will
remove his hand from the throttles at V1.

CHECKLIST

The Takeoff checklist is a final safety check. The engineer will
announce " Configuration Check" and will challenge all the items that
follow. All three crewmembers will visually check the challenged
items. The captain will respond to all challenged items.

Initiate the Takeoff checklist soon enough to avoid causing a delay
after being cleared for takeoff. The Takeoff checklist can be
completed before actually taxiing on to the runway. Complete the
checklist before applying takeoff thrust.

AIRPLANE CONTROL , TAKEOFF POSITIONING

Normally all takeoffs are made on the centerline of the runway with a
rolling start. Takeoff performance is not affected with this technique
and engine surges from crosswinds or tailwinds are minimized. Engine
No.2 is especially susceptible to crosswind- caused compressor stalls
and should be accelerated slowly under these conditions, but with
takeoff thrust set before 60 kt.

The point at which thrust may be increased varies with the runway and
taxiway layout. Avoid making sharp turns onto the runway at high speed.

APPLYING TAKEOFF THRUST

During the latter part of the turn to runway alignment, begin applying
thrust for the takeoff. - Advance the throttles smoothly to
approximately the vertical position. This will oroduce about 1.40
EPR. - Allow engines to stabilize, then check for balanced EPR. - lf
using brakes, ease them off. - Smoothly advance the throttles to near
takeoff thrust EPR and call for takeoff thrust. - The flight engineer
will trim the engines to take-off EPR and ensure that correct thrust
is set by 60 kt. Once the required thrust is confirmed, the flight
engineer should remove his hands from the throttles except for
adjustments to avoid exceeding EGT, N1, or N2 limits. This is to
prevent possible injury during a rejected takeoff and also to avoid an
accidental closing of the throttles if the flight engineer's seat
unlocks and slides aft.

Static starts( applying takeoff thrust before releasing the brakes) may
be made as required ( for example, to check a suspected faulty engine
instrument before starting the takeoff roll). All other takeoff
procedures remain the same. Once takeoff thrust is set, regardless of
which pilot is making the takeoff, the pilot in the left seat is to
keep his hand on the throttles until V1.

WARNING

lf the takeoff warning horn sounds early in the takeoff roll, the cause
may be difficult to determine. Do not attempt to assess the problem.
Retard the throttles and reject the takeoff.

I am including two pages from my PanAm B-727 Aircraft Operating Manual

Fascinating material there... thanks.

Jose
--
He who laughs, lasts.
for Email, make the obvious change in the address.

Bob Moore wrote:

I am including two pages from my PanAm B-727 Aircraft Operating Manual
in order to provide one example of how an airline might provide
direction to it's flightcrews for the operation of it's aircraft.


Thanks for taking the time to post this!