MCC/JOC TRAINING

BRIEFING GUIDE FOR CAE OAA STUDENTS

Issue No.2 August 2016

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 BRIEFING GUIDE FOR CAE OAA STUDENTS

Effective briefings should be short, structured, concise and adapted to the particular conditions of the
take-off or Descent, approach-and-landing.

The information provided hereafter has been expanded on purpose to provide an opportunity to review
and discuss in detail each briefing item.

Objectives of Briefings
Crew briefings ( ie., PF to PM briefings ) are aimed at the following objectives, in support of the CAE
OAA standard operating procedures (SOPs) :

• Define and communicate action plans and expectations, under normal or non-normal conditions;

• Confirm applicable task sharing (i.e., crew members’ roles and responsibilities);

• Brief specific areas to the required level of details;

• Promote inquiry / advocacy and feedback;

• Ensure full understanding and agreement by both crew members on sequence of actions;

• Communicate objectives to other crew members (e.g., cabin crew, as applicable).

Briefings are also intended to enhance the flight crew and cabin crew preparedness for facing unusual
requirements or responding to unanticipated conditions ( i.e., expecting the unexpected ).

Briefing Techniques
The importance of briefing techniques is often underestimated, although effective briefings contribute to
enhance crew standardization and communication.

The style and tone of the briefing play an important role; interactive briefings provides more effective and
productive briefings than an uninterrupted recitation terminated by the final query.
i.e. Confirming the agreement and understanding of the PM after each phase of the briefing
Any questions ?

Interactive briefings better fulfill an important purpose of the briefings that is to provide the PF and PM
with an opportunity to correct each other and point out any missed relevant points or items.
e.g., confirming the use of the correct and effective departure / approach chart, confirming the correct
setup of appropriate Navaids for the assigned Departure/Arrival and Approach landing runway, etc.

Briefings should be structured.

i.e. Follow the logical sequence of the Taxi to departure runway, take-off, departure/SID – Arrival,
approach ,landing and taxi to stand.

The routine and formal repetition of the same points on each sector may become counterproductive;
adapting and expanding the briefing by highlighting the special aspects or potential Threat & Error points
of the airport departure / approach procedure and the prevailing weather conditions will result in a more
interactive and effective briefing.

In short, the briefing should encourage effective listening to attract the PM’s attention.

Any aspect that may affect normal operation should be carefully evaluated and discussed, “Making time”
(Holding or additional track miles) if required to complete the task.
e.g. Abnormalities, system failures, Adverse weather conditions or other non-technical situations, such
as on board medical emergency.

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The briefing should help both the PF (giving the briefing) and the PM (receiving and acknowledging
the briefing) understanding the sequence of events and actions, as well as any special hazards and
circumstances of the take-off, departure, approach and landing.
i.e. By creating a common mental model of the complete flight profile.

Changes or Amendments to Briefings

Whether anticipated or not, changes in an air traffic control (ATC) clearance, weather conditions or
changes of Departure/ landing runway require reviewing as part of the initial briefing or stated/discussed
prior to departure or approach.

Timeliness of Briefings
All Briefings should be conducted during low-workload periods.

Take-off and Departure

Briefing should be conducted while the aircraft is stationary.
i.e. At the gate or other parking position.

Approach Briefings
To prevent any rush in initiating the descent and the resulting increased workload in conducting the
approach, the descent preparation and the approach and go-around briefings should typically be
completed between 10 - 15 minutes prior to reaching the top-of-descent point.

Rushing during descent and approach is a significant factor in approach-and-landing incidents and
accidents.

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Overview of Briefings
The quality of the pre-flight briefings shapes the quality of the crew performance throughout the entire
flight.
i.e. Flight crew / cabin crew briefing and flight crew take-off briefing.

The pre-flight briefings start at the dispatch office when the Dispatcher hands over the Flight Folder to
the flight crew, for review and final decision on the route, cruise flight level and fuel quantity required.

The on-board take-off briefing should include the following generic elements of the take-off and departure
phase:

Take-off Departure Brief

• Weather (ATIS)
• A/C Status (MEL)
• NOTAMS
• Threat & Error
• Weight & Balance Data
• Take-Off Data

Phase break

“Any Questions”

• Taxi route
• Non-Normal procedures (Emergency Brief) & Rejected Take-Off
• Departure Route (SID)

“Any Questions”

Descent / Approach Brief

• Weather (ATIS)
• A/C Status
• NOTAMS
• Threat & Error
• Fuel Status
• Top of Descent point

Phase break

“Any Questions”

• Landing Data ( Bug speeds)

• STAR Arrival route
• Type of Approach
• Go-Around Procedure
• After landing Taxi route/Stand
Descent checklist complete

“Any Questions”

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Expanded Overview of Briefings

General Statement
This will be a R/H seat take-off, Rwy--(in use), Flap--, Using reduced thrust, (For training purposes.
Always 86% N1)

Take-off Departure

• Weather (ATIS)
Review and brief the latest broadcast to include:
○ Expected Departure Runway
○ Surface Wind.
○ Runway Conditions.(Wet or Dry), Runway length available
○ OAT/Dew Point (With consideration to Engine Anti-Ice for T/O)
○ QNH

• A/C Status (MEL) Minimum Equipment List

Review and discuss any dispatch condition (i.e., dispatch under MEL) that affects :
○ The Intended flight, under: Taxi, Take-Off, Climb, Cruise, Descent, Approach and Landing
conditions.

• NOTAMS
Review and discuss take-off and departure NOTAMs, as applicable for possible operational
impact, e.g.:
○ Unserviceable navigation aids, change of departure routing, airspace restrictions, and/or,
○ Specific threats / hazards (e.g., work-in-progress on taxiways and/or runways, obstructions,
man-made obstacles, volcanic activity).

• Threat and Error

Review and discuss options for:
○ Factors that may effect, take-off performance
○ System malfunctions or failures. (ie; Engine failure Terrain avoidance).
○ Take–off Alternate considerations.

• Weight and Balance Data

Review weight and balance data (i.e., TOW or TOM/LW within limits).

• Take-Off Data
Confirm the computed take-off data for the prevailing conditions, i.e.:
○ Flaps configuration;
○ V-speeds (i.e, Bug Speeds V1, VR, V2 + additional)
○ Thrust settings (For training purposes. Always 86% N1)

At this phase break of the briefing and to enhance the interaction between PF & PM, the PF will
confirm agreement and understanding, by calling “ANY QUESTIONS”.

• Taxi Route to Departure Runway

The taxi phase should be considered as a critical phase of flight and be carefully briefed:
○ Using the airport chart, perform a review of the expected taxi routes with special attention to

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”hot spots” i.e., intersections where the risk of confusion and the resulting risk of taxiway or
runway incursion may exist.
○ Plan the execution of checks and actions to be performed during taxi in order to prevent
distraction by cockpit duties when approaching “hot spots”.
○ Pay particular attention to temporary situations such as work in progress, other unusual
activity and recent changes in airport layout.
○ When taxi instructions are received from ATC, PF and PM should refer again to the airport
diagram to verbally agree on the assigned runway and taxi route, including instructions to
hold short of, or cross an intersecting runway.
○ Be aware that the expectations established during the take-off briefing can be significantly
altered with a different and unexpected Taxi clearance.
i.e., be prepared to follow the clearance or instructions you actually received, and not the
one you expected to receive.
○ As applicable, Discuss Low Visibility Procedures (LVP’s) and signs, (With reference to
introduction Page 112 -3.2.5.1 of the Training manual/JOC training.

• Non-Normal procedures & Rejected Take-off

Review the Emergency Brief and Rejected Take-off in accordance with the current training
manual Standard Operating Procedures:

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Emergency Brief
During the take-off either pilot can call “STOP, STOP”

Below 80 knots:
• We will stop for any malfunction.

Above 80 kts:
We will only stop for:
• Engine failure
• Fire
• Loss of directional control
• Airplane is unsafe or unable to fly

Before V1:
If “STOP STOP” is called I will simultaneously:
• Disengage the autothrust and close the thrust levers
• Manually deploy the speedbrakes
• Apply max reverse
• Monitor the auto brakes

What are your actions?

• Hold the control column forward
• Call speeds every 20 Kts
• Monitor you
• Tell ATC

At 80 knots:
I will select reverse idle and at 60 knots forward idle.
As we come to a halt I will:
• Turn towards the engine in distress
• Set the parking brake
• Call for the appropriate QRH drill

If we have an engine failure at V1 we will continue the takeoff. There will be no actions taken
below 400 feet AGL. Except to cancel the fire bell or master caution and call for landing gear up
with a positive rate of climb.

Above 400 feet AGL, when safe control has been established, I will ask you to diagnose the
problem and once I have confirmed it I will call for the memory items.

After the aircraft is clean I will engage the autopilot and call for the appropriate QRH drills
followed by the after takeoff checks.

NOTE: Commonly, when the aircraft is at a speed near to V1, the aircraft rolls at 60 to 80 m
per second and accelerates at 4 to 8 knots per second. Therefore, a two-second delay
in initiating the RTO manoeuvre will lead to an approximate stopping distance increase
of 250 m.

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• Departure Route (SID)

NOTE: All available and required Navaids should be selected and tuned for the departure, prior
to commencing the brief.

Review and discuss the following elements, with reference to the FMS CDU, ND and departure
plate:
○ Confirm the correct index for the departure plate to be used and effective date or date of
issue.
○ First cleared altitude or FL.
○ Routing to include Selected and tuned Navaids to be used, Speed and/or altitude constraints,
Airspace restrictions, Terrain and MSA.
○ ATC Communications.

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Descent / Approach Brief

An expanded review of the items to be covered in the Arrival/ Approach briefing – as appropriate for the
conditions of the flight.

NOTE: All available and required Navaids should be selected and tuned for the arrival, prior to
commencing the brief.

• Weather (ATIS)
Review and discuss the following items:
○ Runway in use (type of approach).
○ Expected arrival route (standard terminal arrival [ STAR ] or radar vectors).
○ Altimeter setting ( QNH or QFE as required).
NOTE: For international operations, be aware of the applicable altimeter setting unit
(hectopascals or inches-of-mercury)
○ Transition Level

• A/C Status
Review the aircraft STATUS, as applicable (i.e., any failure or malfunction that may have been
experienced during the flight) and discuss the possible consequences in terms of operation and
performance (i.e., final approach speed and landing distance).

• NOTAMS
Review and discuss the destination airport NOTAM’s as applicable for possible operational
impact, e.g.:
○ Unserviceable navigation aids, change of arrival routing, airspace restrictions,
and/or
○ Specific threats / hazards
e.g. work-in-progress on taxiways and/or runways, obstructions, man-made obstacles,
volcanic activity.

• Threat & Error

Review and discuss potential T/E issues as applicable.
○ Arrival and approach terrain.
○ Weather conditions (ie; potential/reported windshear, Crosswind, etc)
○ Runway Conditions ( Wet/Dry, Contamination, with respect to braking action).
○ System failure or malfunction effecting approach/landing/taxi.
○ Any Non normal procedures as applicable.

• Fuel Status
Review the fuel status:
○ Fuel on board.
○ Minimum diversion fuel; and,
○ Available holding fuel and time.

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• Top of Descent Point

Confirm or adjust the top-of-descent (TOD) point, following the published STAR or expecting
radar vectors. Be aware of the resulting track-distance/NM between the TOD point and the
runway threshold.

Phase break

“Any Questions”

• Landing Data ( Bug speeds/ Minimus)

○ Review, set and crosscheck PF/PM.

• STAR Arrival route

Review and discuss the following items using the arrival/STAR plate and the FMS/ND (as
applicable):
○ Confirm the correct index for the Arrival / STAR plate to be used and effective date or date
of issue.
○ Routing to clearance limit point.
○ Descent planning with any applicable restrictions or constraints.
○ Speed Limit point ( SLP).
○ Published Holding fixes.

• Type of Approach
Review and discuss the following items using the applicable approach plate and the FMS/ND
(as applicable):
○ Confirm the correct index for the approach plate to be used and effective date or date of
issue.
○ Confirm type of Approach to be flown.
○ (Jeppesen Plates) The horizontal pre approach briefing information, known as the “Briefing
Strip” can be used to cover the essential items required for the approach.
○ Approach aid frequency.
○ Final approach course.
○ G/S altitude at known fix or equivalent for Non precision approach.
○ Lowest DA (H) or MDA (H).
○ Airport elevation and touchdown zone/threshold elevation.
○ Minimum Safe or Sector safe altitude (MSA).

Additional briefing items shall include:

○ Approach transition point ( IAF, FAF, Holding pattern, Altitude and speeds).
○ Final Descent point ( If different from FAF)
○ Typical vertical speed (V/S) for the expected final approach ground speed(G/S).Used on
NPA.
○ DME/Crossing altitudes to be used during NPA.

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• Go-Around Procedure
Shall be conducted in accordance with the Training Manual SOP’s for the asymmetric and the
two-engine G/A procedure.

A detailed go-around briefing should be included in the descent-and-approach briefing,

highlighting the key points of the go-around manoeuvre and missed-approach, and the task
sharing under normal or abnormal / emergency conditions.

The go-around briefing should recall briefly the following key aspects:
○ Missed approach point (MAP). ( ie; Altitude, Heading, radial or track. As published or as
directed by ATC.

• Go-Around procedure
○ Go-around callout (i.e., loud and clear go-around / flaps-- call).
○ PF/PM task sharing (i.e., flow of respective actions, including use of A/P, speed restrictions,
go-around altitude, excessive-deviation callouts).
○ Discuss Intended use of automation (i.e., automatic or manual go-around, lateral navigation
modes to be used for missed-approach procedure).
○ Discuss Intentions (i.e., second approach or diversion with fuel remaining considerations)

• After landing Taxi route / Stand

Review and discuss the following items using the appropriate airport plate:

• Local airport requirements

e.g. Noise restrictions with use of reverse thrust etc.
○ Runway length, width and slope.
○ Approach and runway lighting, and other expected visual references.
○ Specific hazards (as applicable).
○ Intended turn off taxiway.

NOTE: If another airport is located in the close vicinity of the destination airport, relevant
details or procedures should be discussed for awareness purposes.

○ Taxi route to stand. Anticipated taxiways to taxi to the assigned gate (e.g., back-track on
active runway or on parallel runway, with special emphasis on the possible crossing of
active runways, as applicable).
○ Non-standard lighting and/or marking of taxiways; and/or,
Possible work in progress on runways and taxiways.

“Any Questions”

As required, this review and discussion can be delayed until after landing.

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NOTES

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