Takeoff briefing for multi-engine aircraft
11-07-2012, 06:25 PM
#11
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Joined APC: Nov 2011
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Posts: 3,982
Takeoff briefs are different from Px briefs. You discuss the takeoff, what you are going to do, what to do during the possible malfunctions or emergencies that you might encounter. The key is to make sure it is appropriate for the situation. Obstacles, weather, performance, weight, terrain, etc, can all make the ideal response and outcome different. So you carefully consider these things and brief your plan of action, so that should something go wrong, you'll have a higher chance of doing the right thing.
11-07-2012, 06:37 PM
#12
Eats shoots and leaves...
Joined APC: Apr 2007
Position: Didactic Synthetic Aviation Experience Provider
Posts: 849
Originally Posted by chrisreedrules
Here is what I use:
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
As a briefing with an additional pilot aboard that's a pretty good start. If that were the case I'd also address crew coordination issues (who is going to do what during normal & abnormal operations), expected departure procedure, weather considerations (if any), and the plan for an emergency return or takeoff diversion airport.
11-07-2012, 06:58 PM
#13
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Joined APC: Nov 2012
Position: Left Seat
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Originally Posted by chrisreedrules
Here is what I use:
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
11-08-2012, 12:38 AM
#14
Gets Weekends Off
Joined APC: Jul 2011
Position: Pressing On
Posts: 524
VANE
Voice callouts
Aborts
Normal Departure Profile
Emergency return
One other thing...landing the aircraft immediately after airborne with an engine failure is great bar talk but a bad way to ruin a great ATP checkride.
Voice callouts
Aborts
Normal Departure Profile
Emergency return
One other thing...landing the aircraft immediately after airborne with an engine failure is great bar talk but a bad way to ruin a great ATP checkride.
11-08-2012, 03:33 AM
#15
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Joined APC: Oct 2006
Position: Midfield downwind
Posts: 1,919
Originally Posted by chrisreedrules
Here is what I use:
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
On a multi-pilot required aircraft, this looks like a good briefing.
11-08-2012, 03:53 AM
#16
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Joined APC: Aug 2010
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Hi Hacker,
He asked in the title about a takeoff briefing, but in his post asked for a passenger briefing. These are two seperate briefings both required by the PTS. That is likely why he got both kinds of responses.
He asked in the title about a takeoff briefing, but in his post asked for a passenger briefing. These are two seperate briefings both required by the PTS. That is likely why he got both kinds of responses.
11-08-2012, 04:16 AM
#17
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Joined APC: May 2010
Posts: 165
Here is what I use:
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
I think one important part of the safety briefing is to determine who is PIC and will ultimately control the aircraft during an emergency. That way there's no wrestling and there's also a pilot ready and able to back you up on the checklists.
CRM shouldn't only exist in multi crew ops.
Just a thought..
11-08-2012, 05:32 AM
#18
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At Cape Air our part 135 pax briefings pretty much go as follows for the 402: there's three exits: door that you entered, right side of the aircraft and the crew door, keep your seatbelts fastened the entire flight (and operation of seatbelts), there's no smoking, fire extinguisher under the co-pilot's seat, floatation devices under all seats and briefing cards in the seatback pockets. Now of course all of these aren't suitable for part 91 flying, but it's probably a good place to start. And I left out the touchy-feely welcome aboard stuff and weather for the flight, though as a professional (or training to be one) it's certainly ok to add that stuff in .
11-08-2012, 06:28 AM
#19
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,261
Originally Posted by chrisreedrules
Here is what I use:
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
"This is going to be a ________ takeoff from runway ________. We will rotate at ______ and climb out at _______ until 1,000 AGL. Any engine abnormalities or loss of directional control before rotation and I will bring the throttles to idle and apply max breaking to stop the aircraft. Engine failure after rotation with usable runway I will bring the throttles to idle and land on the remaining usable runway. Engine failure after rotation with no remaining usable runway I will maintain directional control and climb straight ahead. As soon as possible I will identify, verify, fix or feather.
For non-pilot pax, use the same seatbelts, etc brief you use in an ASEL.
11-08-2012, 06:39 AM
#20
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Joined APC: May 2009
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Or this as a takeoff brief in a Seminole, Dutchess, Seneca, 310, etc.
"In the event of an engine failure at any altitude below 2000 feet we will retard the good engine to keep us from rolling over and use it to guide us to the off-airport landing site in a controlled fashion as this aircraft was certified under a part of the regulations that does not require it to be able to climb in any fashion in the event of an engine loss."
Obviously, sarcastic here but the psychology is to try and make these things climb when in many cases they won't - even with "forward, forward, forward, flaps up, gear up, identify, verify, feather, secure". The best option in a lot of accidents would have been retard the good one and make a controlled descent rather than the stall/spin, Vmc roll while trying to climb.
"In the event of an engine failure at any altitude below 2000 feet we will retard the good engine to keep us from rolling over and use it to guide us to the off-airport landing site in a controlled fashion as this aircraft was certified under a part of the regulations that does not require it to be able to climb in any fashion in the event of an engine loss."
Obviously, sarcastic here but the psychology is to try and make these things climb when in many cases they won't - even with "forward, forward, forward, flaps up, gear up, identify, verify, feather, secure". The best option in a lot of accidents would have been retard the good one and make a controlled descent rather than the stall/spin, Vmc roll while trying to climb.
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