Front Cover

Briefing Guidelines
2020 SOPs

Issue 0, Rev. 3
01.01.2021
Lauda Europe Ltd.
Level 3,191 Triq Marina
Tal-Pietà
PTA 9041
Malta

All rights reserved. No part of this document may be used or reproduced in any
manner whatever without written permission of Lauda Europe.
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Table of Contents
Issue and Revision log .......................................................................................................3
Introduction .....................................................................................................................4
Briefing technique.................................................................................................................... 4
Example conditions .................................................................................................................. 5
Takeoff Briefing ................................................................................................................6
Briefing structure ..................................................................................................................... 6
WANT ...................................................................................................................................... 7
INIT B page .............................................................................................................................. 9
Landing weight above performance – or structural limits ...........................................................................10
TAKEOFF Perf Page................................................................................................................. 11
Plan ....................................................................................................................................... 12
Taxi routing ...................................................................................................................................................12
SID briefing ...................................................................................................................................................12
Route-check ..................................................................................................................................................12
Emergency Briefing ................................................................................................................ 14
Approach Briefing ...........................................................................................................16
Briefing structure ................................................................................................................... 17
WANT .................................................................................................................................... 17
F-PLN ..................................................................................................................................... 18
Descent .........................................................................................................................................................18
Approach (from the instrument approach chart) ........................................................................................18
Taxi & Apron .................................................................................................................................................20
RAD NAV ............................................................................................................................... 20
PROG ..................................................................................................................................... 20
PERF ...................................................................................................................................... 20
PERF DES page ..............................................................................................................................................20
PERF APPR page ............................................................................................................................................20
PERF GO-AROUND page ...............................................................................................................................21
FUEL PRED ............................................................................................................................. 21
SEC F-PLN............................................................................................................................... 21
Annexes .........................................................................................................................22
Annex 1 - TEM........................................................................................................................ 22
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Issue and Revision log

Issue 0, Rev. 0 26.08.2020 Initial issue
Issue 0, Rev. 1 15.10.2020 Minor corrections
Issue 0, Rev. 2 02.11.2020 Change of company address
Issue 0, Rev. 3 01.01.2021 Align with FCOM and QRH 01-01-2021
Change of wording in the Emergency briefing
Addition of the EZFW vs ZFW check
Change of company address
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Introduction
This non-controlled document is designed to showcase our implementation/practical
application of the Airbus recommended briefing items as per FCTM-PR-NP-SOP-60 5&6/6 and
PR-NP-SOP-160 29&30/30 (Airbus FCTM).

All text that is printed with a grey background is a straight copy from Airbus documents. Text
in a box contains explanatory text by the operator, referring to the Airbus section just before.

It is Airbus and our understanding, that the intentions of a briefing are to:
1. identify deviations from normal, day-to-day operation – to complement the SOPs, if
appropriate review parts, but not to repeat them
2. identify Threats and generate mitigations strategies (TEM)
3. Create a shared mental model of the intended operation

In line with point 1 above, the briefing is meant to supplement the normal procedures and
SOPs. It is therefore of great importance that all pilots adhere to both, normal and abnormal
procedures and the SOPs.

The commander must use sound judgment, based on the complexity of the
intended operation, and the experience of the flight crew members when
deciding the detail level required for the briefing.

Remember, a long briefing is not necessarily a good one.

Briefing technique

Briefing requires out-of-the-box thinking, beyond the pure reflection of standard operations
and routine. It should have a threat-focused view and identify and prioritize likely threats to
the intended operation. It should then provide a way of action to mitigate these threats.
A briefing should be conversational, interactive, and use open questions that involve all flight
crewmembers to share their experience and expectations.

We do appreciate this statement, and where possible, the briefing contains

conversational, interactive elements. We do however insist on a fixed structure, backed
by Acronyms, to ensure consistency. Both, the structure and the acronyms will be
explained in this guide. To facilitate interactivity and a conversational style, please refrain
from using “single word questions” like “happy” or “questions”.

The outcome is that all flight crew members share the same mental model about the intended
operation, thereby enhance the overall safety of our operation.
This again, is in line with the 3 core values of our flight operations department:
SAFETY – COMPLIANCE- EFFICIENCY
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Example conditions

These guidelines are based on a training scenario and disregard any time-based runway
restrictions, preferential RWY system and other limitations/restrictions.

General:
• Aircraft: 9H-LMG, no defects
• LOWW to LEBL
Departure LOWW:
• Parking stand B94
• 350/15, 9/8, O003, Q990
• TWY M closed between intersections 3 and 7
• Thunderstorms north of the field
• RW29, WET, line-up from A4
• TOW (68T) > MLW
• SID: STEIN3C
• special EOSID: “At 7.4 DME 'FMD' 110.4 LT to 'BRK' 408 (292 INBD,LT)”

Landing LEBL:
• RW02, DRY, vacate via UB
• LW 63T
• Parking stand 116
• 040/11, 16/11, CAVOK, Q1021
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Takeoff Briefing

Briefing structure

Airbus Operator
Miscellaneous Acronym WANT (incl. TEM)
INIT B page INIT B page
TAKE OFF Perf page TAKE OFF Perf page
Flight Plan Plan
Abnormal Operations Emergency Briefing
FCTM Ident.: PR-NP-SOP-60-00016298.0001001 / 25 JUL 17 Applicable to: ALL
The PF should perform the takeoff briefing at the gate, when the flight crew workload permits,
Cockpit preparation has been completed and, before engine start.
The takeoff briefing should be relevant, concise and chronological. When a main parameter
is referred to by the PF, both flight crewmembers must crosscheck that the parameter has
been set or programmed correctly.

This paragraph obviously confirms the timely position of the takeoff briefing. In our FCOM the
TAKEOFF BRIEFING is positioned at the very end of the section COCKPIT PREPARATION, just after
ATC CLEARANCE. As for the ATC clearance, it is of great importance, and therefore policy, that both
crew members actively listen when receiving ATC clearance.

Conditions:
• Setup by PF complete
• Crosscheck by PM complete
• Fueling completed
• ATC clearance received if possible.
Otherwise setup & brief the most likely scenario based on AFB information, expected
clearance (from ATC) or local knowledge.
• Calm, uninterrupted environment. If required, close the door and turn down VHF volume.
• Do not use any personnel electronic devices (PEDs).
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WANT

Most of the listed content of this section should have been done or discussed before the
actual briefing. If so, it is not necessary to repeat it.

• Weather
o Weather
Likely discussed during the preliminary performance determination,
any significant or hazardous weather shall be highlighted.
o RWY conditions
Likely discussed during the preliminary performance determination.
Any change shall be highlighted.
o Use of Radar
Our policy is to have the TERR ON ND on the PM side, and the WXR on
the PFs ND. Only if the situation demands a deviation from this SOP,
this item would be discussed.
o Use of ENG/Wing Anti Ice
Likely discussed during the preliminary performance determination.

• Aircraft
o Type and model (Tail strike awareness)
applicable if operating in a mixed variant environment. In our current
fleet configuration, this is not applicable.
o technical status (MEL and CDL considerations, relevant OEB)
discussed between all flight crew members during flight crew
preparation and the preliminary cockpit preparation, in section
ECAM/TECHLOG CHECK. Only if something changed regarding the
technical status, this item will be reviewed.
o Use of Packs for Takeoff
Our policy is to depart with PACKS OFF. If the takeoff is planned with
the PACKS ON, this would likely have been discussed during the
preliminary performance determination.
o ENG Start Procedure
Only applicable for non-standard situations, e.g. push & hold, engine
start with external pneumatic power, ….
o Push Back
Same as with engine start
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• NOTAMS
o discussed during the flight crew preparation. It is however possible that a new
NOTAM was generated, or an existing one changed/was removed during the
day. It is therefore prudent for the PF to review applicable NOTAMS before
each briefing, and bring any changes to the attention of the PF.

• Threat & Error Management (Annex 1)

o PF shall ask the PM what he thinks the threats the crew is facing for the
intended operation are.
o The crew will identify the threats and discuss mitigation strategies together
(this is the M in TEM – Management!). In the discussion, the PF has the chance
to highlight threats he believes are important.
o In our example, since a thunderstorm is north of the field and the wind is from
the north, it might be a good idea to discuss:
the use of the WXR (line-up, scan the departure path, decide whether
the intended routing is safe, any need to give ATC a heads up that you
required time to assess the departure flight path, ...)
the importance of good monitoring, as windshear recognition during
takeoff roll is based on flight crew observation
to review the memory items for WINDSHEAR WARNING
…..
Example:
“Thunderstorm north of the field moving towards the airport, SID and EOSID
are towards the south. In case a return to Vienna is not possible, the weather
in Linz is fine, ILS26, RWY is 2850m.”
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INIT B page

Discuss the INIT B page in the following sequence:

1) BLOCK fuel – compare the following

• OFP BLOCK fuel (calculated by flight planning software)
• MCDU (entered by the PF)
• FOB value on the EW/D (as per the aircraft's sensors)

This triple-check will ensure that the aircraft departs with the required amount of fuel for
the mission and that predictions are accurate.

2) ZFW – compare the following

• OFP EZFW (calculated by the flight planning software)
• MCDU (entered by the PF)

This check will identify any gross errors on the LID. The crew shall identify the reason for
any discrepancies. This might be indicative of a LID error.
A good rule of thumb is to add the number of pax * 100kg to the Dry Operating Weight
DOW (see OMB Mass and Balance, 3.3.6 for definitions).
The DOW can be found on the Aircraft Weight Certificate in DocuNet under LDA Aircraft
Cert File.

3) Check the estimated takeoff and landing weights against performance and structural
limits (calculated during the preliminary performance determination)
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Example:
“OFP 9.632, BLOCK MCDU 9.7, FOB 9.720, TOW and LW below limits”

Landing weight above performance – or structural limits

To meet with Performance Dispatch requirements, a flight plan should never be calculated
with a landing weight above maximum landing weight. Weather and/or runway conditions
(hot & high ops, tailwind, contaminated runway, ..) might however lead to a performance
limited landing weight that is lower than the structural maximum landing weight. Flight crew
shall check performance limited landing weight, based on expected conditions at ETA, and
consult with flight planning should any issues arise.
If an overweight landing situation is caused by an over-fuelled aircraft, refer to OM-A for
guidance.
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TAKEOFF Perf Page

Discuss the TAKEOFF Perf Page in the following sequence:

1) TRANS ALT
2) applicable NADP + THR RED / ACC Altitude
3) ENG OUT ACC Altitude

Example:
“Transition altitude 10.000, NADP2, thrust reduction & acceleration at 1.400, engine out
acceleration at 4.500.”

Note: All other information on this page (e.g. FLAPS/THS,..) is discussed/confirmed during
either dual-pilot SOP items or checklists.
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Plan

The point plan covers three different items: Taxi routing, SID and the route check.

Taxi routing

Using the taxi or ground charts (10-X), discuss the expected taxi routing, including the exit of
the apron, hotspots, runway crossings, holding point(s) and any special requirements.

Example:
“Self-maneuvering via TL32, first left onto Lima, first right via EX11 onto Mike until EX4 where
we turn right for HP A4”.

SID briefing

Both pilots must INDEPENDENTLY verify the applicable stop altitude from the SID chart. If ATC
clearance has been obtained, set the clearance altitude/FL on the FCU. If not, set expected
altitude/FL + 100 on the FCU as a reminder that the actual clearance has not been received
yet.

As the PF sets up the FMGS and the PM crosscheck all inputs during the CHECK OF FMGS
PREPARATION (PRO-NOR-SOP-06), it is not necessary to brief the SID in detail.

Example:
“STEIN3C, Chart 30-17, Stop alt 5.000, MSA 4.700, special EOSID: “At 7.4 'FMD' LT to 'BRK' to
hold at 5.000”.

Route-check

The intention behind the route check is to add an additional mitigation layer against input
error, and to ensure that the OFP route and the filed ATC route are the same.

The PM reads the OFP origin and destination four letter aerodrome
codes and reads the ATC callsign (in the NATO alphabet). The PF verifies
INIT
that these entries are correct in the MCDU INIT A page.
The PM reads the ICAO routing from the OFP including the SID and
DATA
STAR, if known, and calls the total distance (this verifies the OFP route
-> / <-
and the filed route are the same). The PF will silently read & confirm
the route from the MCDU PILOTS ROUTE page. PILOTS ROUTES (4R)

DELETE ALL (6R)

STORE ACTIVE F-PLN (2L)

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The PF calls “CHECKED” and states estimated fuel remaining at

destination (MCDU F-PLN page). The PM will read the fuel at F-PLN
destination from the OFP. If the difference between both values is
within reasonable limits, this indicates the SID, ROUTE and STAR are the
same, the total distance is approximately the same and the FMGS fuel
predictions are reliable.
The PF shall challenge any differences in any of the above items.

Note: The above illustration is for demonstration purposes only. The upper section does not
belong to the lower one, but it serves to demonstrate the position of the applicable
information blocks.

Example:
PM: “From LIMA ECHO ZULU LIMA to ECHO GOLF PAPA HOTEL, LIMA DELTA MIKE 43 CHARLY.
RWY09-HIJ2R (if know, otherwise just HIJ)-UM30-PARKA …(for demonstration purposes we
skip to the end)...ESKDO-EDN3A-RW24, total distance 1185”.
PF: “CHECKED, fuel remaining 2.4T”.
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Emergency Briefing

Before the first sector as a crew, a full emergency briefing must be performed.
Each pilot has to brief the GO case for his first sector as PF.
For all consecutive sectors, only the EOSID/special EOSID needs to be briefed.

The below structure also demonstrates the philosophy we are aiming for, to reduce
unnecessary talking, and to focus on what’s essential. We therefore intentionally omitted any
gap-fillers and reduced the briefing to action items and “CALLOUTS”.

Only items in bold need to be said out loud, notes are included to provide additional
information.

First sector as a crew (per day)

o CPT
Before V1, if I call “STOP”
apply max reverse thrust
stop the aircraft
set the parking brake
o FO
If you call “STOP”, I will call:
“REVERSE GREEN” or “NO REVERSE”
“DECEL” or “NO DECEL”
parking brake set - advise ATC
o CPT
“ATTENTION CREW! ON STATIONS” (twice)
Confirm failure
Initiate ECAM actions
If we consider an evacuation, perform the Evacuation checklist
If time permits, I pull the CVR C/Bs
Note: This is the last item before the captain evacuates the aircraft.
First sector as PF
o PF
If the call is “GO”
continue TO, no actions before 400 ft AGL except gear up and AP on.
Note: Above 100 ft AGL, Aircraft in trim (unless restricted by e.g. AFB, special
EOSID, MEL...), engage the AP.
At or above 400’ AGL, HDG/NAV, confirm failure
Note: Except if otherwise stated in the AFB, the secondary F-PLN feature shall be
used (PULL HDG – activate secondary – PUSH for NAV)
At or above EO ACC altitude
o If the engine is secured, level off, accelerate and clean up
o Otherwise continue climbing until the engine is secured
at green dot
o OP CLB, MCT, continue ECAM
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The above briefing structure covers the immediate actions (not the whole abnormal
procedure) and must be adopted to reflect the actual situation. The PF will have programmed
the EOSID or special EOSID on the secondary F-PLN, and the PM will have crosschecked it. The
appropriate lateral mode will therefore normally be NAV.

END OF SECTION TAKEOFF BRIEFING

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Approach Briefing
The following chapter will focus on the briefing of the approach and landing, not the setup
of the aircraft. It is however important to note, that the approach setup and briefing follow
a slightly different logic compared to the takeoff briefing.

The PF for the sector (S/PF) will, in due time (to be able to start the briefing approx. 100NM
before the TOD), start preparing for the approach in the below sequence:

1) Hand over the controls (to the S/PM)

2) Get and record the weather (ATIS, VOLMET or from ATC) for the destination, and if
necessary, the alternate(s). Should the weather not be available at that time, do not
delay the briefing. Use the METAR obtained before departure to calculate the
performance and adjust (if necessary) at a later stage.
3) check applicable charts and local procedures (GENERAL section in Charts+, AFB and
company NOTAMS)
4) check NOTAMS for the destination and alternates(s).
5) set-up the FMGS for the intended approach and landing applying the “Mexican hat”
sequence
6) compute the landing performance to vacate at the chosen turnoff
7) PA – if time permits
8) Take back the controls (from the S/PM)

The S/PM will

9) check the weather recorded by the S/PF
10) check applicable charts and local procedures (GENERAL section in Charts+, AFB and
company NOTAMS)
11) check NOTAMS for the destination and alternates(s).
12) compute the landing performance to vacate at the chosen turnoff

Note: The S/PM doesn’t have to check the F-PLN related FMGS preparation before the
briefing, as this will be covered by the S/PFs approach briefing.

The S/PF will

13) Conduct the approach briefing using the below briefing structure.
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Briefing structure

Airbus Operator
Aircraft type and technical Acronym WANT (incl. TEM)
status
NOTAM
Weather
Fuel “Mexican hat”
Descent
Holding (if expected)
Approach
Landing
Radio aids

WANT

If any of the listed content of this section has been discussed before the actual briefing, it is
not necessary to repeat it.

• Weather
o Weather
discuss significant weather, associated threats and mitigations
o RWY conditions
If not covered by the weather (e.g. slush on the runway, braking
coefficient reduced due to chemical agent, …)
o Use of Radar
Our policy is to have the TERR ON ND on the PM side, and the WXR on
the PFs ND. Only if situation demands a deviation from this SOP, this
item would be discussed.
o Use of ENG/Wing Anti Ice
Likely incorporated in the weather section.

• Aircraft
o Type and model (Tail strike awareness)
applicable if operating in a mixed variant environment. In our current
fleet configuration, this is not applicable.
o technical status (MEL and CDL considerations, relevant OEB)
discuss any technical deficiencies and/or procedural implications
o One Engine Taxi
Our policy is to taxi-in single-engine. Any deviation from that standard
should be addressed.
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• NOTAMS
o Discuss all NOTAMS that are relevant for the destination and alternates

• Threat & Error Management (TEM)

o Discuss relevant threats that the crew identified (make use of the TEM box
in the AFB) and agree on mitigation strategies.

F-PLN

The S/PF shall use the EFB, the MCDU pages and the ND to guide and illustrate the briefing
and to confirm the various data entries.

Descent
• Confirm or adjust the TOD, computed by the FMGS, as a function of the expected
arrival (i.e., following the published STAR or expecting radar vectors). Be aware
of the resulting track-distance between the TOD point and the runway threshold.
Note: Latest at this stage use VERT REV at any waypoint after TOD to enter
DESCENT WINDs. These are necessary to provide the pilot with reliable
predictions and performance.
• MORA
• MSA
o reference point
o sectors and minimum sector safe altitudes
• waypoints, altitude and speed constraints (STAR)
• Identify and check possible holding facilities

Approach (from the instrument approach chart)

• Designated runway and approach type (e.g. ILS Z RW31, RNP RW28, …)
• Approach aid frequency and FAT (e.g. ILS/DME 109.55 OEX, FAT 291)
• Threshold elevation and resulting landing gate altitude
• MSA
o reference point
o sectors and minimum sector safe altitudes
• Any relevant notes on the chart (e.g. DME required, NA below -10° C, …)
• Platform altitude
• FDP/FAF
• Glide path/slope angle
• Distance/altitude checks (if applicable) or OM check
• Minimum (DA/MDA/DH)
• required visibility/RVR/cloud base (as applicable)
• visual cues/approach light system, PAPIs, …
• Missed approach routing, initial action and auto-flight modes
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Example:
“Barcelona, ILS Z RW02, ILS/DME 108.75 BLT, final approach track 019, threshold
elevation 7 ft, landing gate VMC 507 ft. MSA based on PRA, highest and applicable
5.900 to the north. VOR and DME required. Platform altitude 2.000 ft intercept the
glide at D6 BLT, 3° glideslope down to a DA of 320ft. Full approach lighting system,
PAPIS left and right 3° adjusted for 65ft, therefore 2-3 red on short final, LDA 2528m.

In case of a missed approach, above 500ft, not before PRA, right turn on R054, max
185kts, stop climb at 2.000ft and wait for ATC instructions.

Set thrust levers to TOGA; call “go-around, flaps”; Positive climb, gear up; announce
the FMA; engage AP; after takeoff/Climb checks. Make sure not to exceed 185kts
until established on R054”

Note 1: The first part of the missed approach briefing focuses on the flight path, the
second part on the pilot actions.

Note 2: Announcing the FMA implies that the PF ensures that the A/C is in the
appropriate guidance modes, and takes corrective action if necessary.

Note 3: Each pilot shall brief the action items once a day as PF. For consecutive
sectors, only items that require a deviation from “standard” need to be briefed (e.g.
delaying flap retraction due speed control).
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Taxi & Apron

The taxi phase should be considered as a critical phase of flight and be carefully briefed.
Review and discuss the following items:
• Anticipated taxiways to taxi to the assigned gate (e.g., back-track on an active or
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 hotspots identified by the AFB or local knowledge

Example:
“Vacate via UB, LT on U, first right onto S and via gate HN to stand 116, middle one on the
right-hand side. Hotspot on the intersection of U and S, look out for traffic from the left
vacating via S4“

RAD NAV

Set navaids, as required, and check idents on the NDs (VOR/ADF) and PFDs. Flight crew shall
use the MCDU to override the automatic tuning of navaids by the FMGC in order to select a
specific NAVAID for visual display.

PROG

Insert the landing runway threshold into 4R to get bearing and distance to the threshold
(e.g. LEBL02).

PERF

Pressing the PERF key on the MCDU console calls up the performance page for the current
active phase.

PERF DES page

• If a speed other than ECON is required, insert that MACH or SPD into the ECON field
• A speed limit of 250 kt below 10 000 ft is the default speed – adjust as necessary

PERF APPR page

• Enter/check the QNH, temperature, and wind at destination.
• Insert/check the average wind given by the ATC or ATIS. Do not insert the gust value.
• Insert/check MDA (=DA) or DH
• Check or modify the landing configuration (refer to FCOM-PRO-NOR-SOP-16 and
FCTM-PR-NP-SP-20)
• 2 stage landing performance crosschecks
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1. Pilot to Pilot (S/PF will call the values, S/PM silently confirms)
Airport

RWY

WIND
OAT
QNH
RWY COND
LW T
LDG CONF
LD
VLS

2. Pilots to Aircraft (if Pilot to Pilot was identical, otherwise establish and resolve
the reason for any difference)
• Compare the VLS from the S/PFs EFB against the VLS displayed on the PERF
APPR page. This will, independently of the wind, verify that the FS+
calculated weight equals the FMGS estimated landing weight.

PERF GO-AROUND page

• Check THR RED ALT and ACC ALT - modify if necessary (operator standard value is
1.500 ft AGL)

FUEL PRED
• review UTC (time) and the EFOB at destination
• review ALTN/TIME
• review EXTRA/TIME

SEC F-PLN

Before the top of descent, the SEC F-PLN should either be set to an alternate runway for
destination, or to the landing runway in case of circling. In all cases, routing to the alternate
should be available.
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Annexes

Annex 1 - TEM

Threat and Error Management is a dynamic process by which pilots identify threats and errors and
implement management strategies to maintain safety margins. It should not be seen as a 'box-ticking'
exercise at the end of briefings but rather as a tool to prevent undesired aircraft states through effective
management techniques.

Threats can be defined as:

Events or the result of errors that occur beyond the influence of the flight crew
Threats must be managed to maintain the margins of safety.

Errors can be defined as:

Actions or inactions by the flight crew that lead to deviations from organizational or flight crew intentions
or expectations.
Errors tend to reduce the margins of safety and increase the probability of adverse events.

The TEM philosophy stresses three basic concepts: ANTICIPATE, RECOGNISE, RECOVER