Delta 56 Severe Turbulence
08-07-2025 | 03:10 PM
#241
Gets Weekends Off
Joined: Jul 2013
Posts: 12,480
Likes: 1,052
What's the "A" in warts stand for?
Part of it is "abnormals" what one covers there will depend on the threats identified for that place at that time. CAVU day blasting out of ATL, pretty easy. Taking off out of EGE in a blizzard, probably gonna need to talk about it a little.
Part of it is "abnormals" what one covers there will depend on the threats identified for that place at that time. CAVU day blasting out of ATL, pretty easy. Taking off out of EGE in a blizzard, probably gonna need to talk about it a little.
08-07-2025 | 03:35 PM
#242
Gets Weekends Off
Joined: Sep 2015
Posts: 5,529
Likes: 197
From: UNA
It SHOULD be standard, yes. The reason for briefing it at the start of a trip is to reinforce and bring to top of mind, much like an engine failure. Multiple human factors studies have shown the benefit of performance in these scenarios if they were briefed vs the lazy “standard brief” nonsense.
Why do we brief? Decades of CRM and human factors analysis and studies indicate that pilots sharing the same mental model is a tremendous benefit to execution. That's why we brief.
What would non brief email brief cowboys do when getting a line check?
It's our procedure. It's spelled out in our guidance and reenforced in our training and standards checks. It doesn't take long and the brief really does have purpose and benefits that are scientifically proven and supported by operational analysis of events.
What would non brief email brief cowboys do when getting a line check?
It's our procedure. It's spelled out in our guidance and reenforced in our training and standards checks. It doesn't take long and the brief really does have purpose and benefits that are scientifically proven and supported by operational analysis of events.
to be clear my gripe with aborts is they are NOT standard. Who does what changes every time an FO goes to work. The CA designates who does what and what they want. The FO has to change their roles every week. Like a v1 cut, it should be standard every time.
briefing them is fine, they should be standard. The long winded briefs is what I was initially talking about. Like how we will taxi and where after the RTO. but my main issue is the lack of standardization in what should be a very standardized event.
the only thing that should be changing IMO is the CA should make the PA on a 2 pilot crew and the relief pilot should make it on an augmented crew
Guppy: are UA aborts standard? Like who says what and who does what?
08-07-2025 | 04:08 PM
#243
Line Holder
Joined: Mar 2018
Posts: 1,375
Likes: 56
to be clear my gripe with aborts is they are NOT standard. Who does what changes every time an FO goes to work. The CA designates who does what and what they want. The FO has to change their roles every week. Like a v1 cut, it should be standard every time.
briefing them is fine, they should be standard. The long winded briefs is what I was initially talking about. Like how we will taxi and where after the RTO. but my main issue is the lack of standardization in what should be a very standardized event.
the only thing that should be changing IMO is the CA should make the PA on a 2 pilot crew and the relief pilot should make it on an augmented crew
Guppy: are UA aborts standard? Like who says what and who does what?
briefing them is fine, they should be standard. The long winded briefs is what I was initially talking about. Like how we will taxi and where after the RTO. but my main issue is the lack of standardization in what should be a very standardized event.
the only thing that should be changing IMO is the CA should make the PA on a 2 pilot crew and the relief pilot should make it on an augmented crew
Guppy: are UA aborts standard? Like who says what and who does what?
08-07-2025 | 05:30 PM
#246
Roll’n Thunder
Joined: Oct 2009
Posts: 5,123
Likes: 543
From: Pilot
So, for us Air Line pilots, what should the standard reject be? I'm assuming on every fleet the CA performs the RTO regardless of PF, the FO calls spoilers up, 80 kts, and informs the tower.
Non standard items that change with who the CA is:
1. Under what scenarios to "roll the trucks"
2. On the 717 - who retracts the spoilers and sets flaps 25. No idea if other fleets do something similar
3. Who makes the PA when stopped
4. Who checks in with the FA's when stopped
5. Anything else???
Beyond those items you end up really going into the weeds depending on why you aborted and at what speed, so briefing much past that point isn't going to accomplish anything. Those items above capture the gist of getting the plane stopped and set for any post-RTO checklists or emergency procdures so are the main ones that could use some standardization.
Non standard items that change with who the CA is:
1. Under what scenarios to "roll the trucks"
2. On the 717 - who retracts the spoilers and sets flaps 25. No idea if other fleets do something similar
3. Who makes the PA when stopped
4. Who checks in with the FA's when stopped
5. Anything else???
Beyond those items you end up really going into the weeds depending on why you aborted and at what speed, so briefing much past that point isn't going to accomplish anything. Those items above capture the gist of getting the plane stopped and set for any post-RTO checklists or emergency procdures so are the main ones that could use some standardization.
08-07-2025 | 05:49 PM
#247
Gets Weekends Off
Joined: Feb 2012
Posts: 3,599
Likes: 205
From: 787
So, for us Air Line pilots, what should the standard reject be? I'm assuming on every fleet the CA performs the RTO regardless of PF, the FO calls spoilers up, 80 kts, and informs the tower.
Non standard items that change with who the CA is:
1. Under what scenarios to "roll the trucks"
2. On the 717 - who retracts the spoilers and sets flaps 25. No idea if other fleets do something similar
3. Who makes the PA when stopped
4. Who checks in with the FA's when stopped
5. Anything else???
Beyond those items you end up really going into the weeds depending on why you aborted and at what speed, so briefing much past that point isn't going to accomplish anything. Those items above capture the gist of getting the plane stopped and set for any post-RTO checklists or emergency procdures so are the main ones that could use some standardization.
Non standard items that change with who the CA is:
1. Under what scenarios to "roll the trucks"
2. On the 717 - who retracts the spoilers and sets flaps 25. No idea if other fleets do something similar
3. Who makes the PA when stopped
4. Who checks in with the FA's when stopped
5. Anything else???
Beyond those items you end up really going into the weeds depending on why you aborted and at what speed, so briefing much past that point isn't going to accomplish anything. Those items above capture the gist of getting the plane stopped and set for any post-RTO checklists or emergency procdures so are the main ones that could use some standardization.
below 100 KTS call out what you see I will either say Reject I have the aircraft or continue.
if I say reject I have the aircraft I will disc the A/T pull to idle deploy the speedbrakes (or verify) then deploy the Reversers and let AB bring us to a stop and make a decision whether to clear the runway or stay on the runway.
Above 100 KTS there are 4 things we will reject for. Any fire, Eng failure, Windshear or unsafe unable to fly.
if we reject in the high speed regime we will stay on the runway and call for crash fire rescue.
after any rejected takeoff we will accomplish the rejected takeoff QRC together.
that is the United briefing that all of use more or less and is what is looked for by LCPs and in CQ.
08-07-2025 | 06:12 PM
#250
Gets Weekends Off
Joined: Sep 2015
Posts: 5,529
Likes: 197
From: UNA
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