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Standard

 Briefing  for  AIRBUS  FLEET  


A. TAKEOFF BRIEFING

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 parameters has been set or programmed correctly. The takeoff briefing covers the
following:

Takeoff briefing with associated checks

1 – Miscellaneous

Aircraft type and model (Tail strike awareness)


Aircraft technical status (MEL and CDL considerations, relevant OEB)
NOTAMS
Weather
Runway conditions
Use of ENG/Wing Anti-Ice
ENG start procedure
Pushback
Expected taxi clearance
Use of radar
Use of packs off for takeoff

2 – Init B Page

Block fuel (must be cross-checked on the associated display, FOB on EW/D)


Estimated takeoff weight
Extra time at destination

3 – Takeoff Performance Page

Takeoff runway
Takeoff configuration
Flex or TOGA (cross-check in the MCDU)
V1, VR, V2 (V1 and V2 on PFD)
Transition altitude
Thrust reduction/Acceleration altitude
4 – Flight Plan

Minimum safe altitude


TERRAIN (discuss terrain that may be a threat in the departure, example is altitude constraint at TANAY,
7000 feet AGL not met on a heavyweight TO on RWY 06)
First assigned flight level (altitude target in blue on PFD)
CHARTS (check appropriate chart, cross-check validity and brief important points)
Flight plan description (runway heading, NO SID or SID on MCDU FPLN page)
Note: When the PF discusses the flight plan on the MCDU page, the appropriate chart must be cross-
checked for the routing, altitude constraints, etc. The PM cross-checks briefing points with the appropriate
chart.
RAD NAV setting (RAD NAV on ND)

5 – Abnormal Operations

For any failure before V1: CAPT will call “STOP” or “GO”

In case of failure after V1: Continue TO, no actions before 400 feet AGL except L/G Up
Reaching 400 feet AGL, ECAM actions
Reaching EO Acceleration altitude:
- if the engine is secured, level off, accelerate and clean up
- otherwise, continue climbing until engine is secured (but not above EO
maximum acceleration altitude)
- at Green Dot speed, OPEN CLB, MCT, continue ECAM,
After TO checklist, status page
- ENG OUT routing: EOSID, SID, radar vector, immediate turn

B. APPROACH BRIEFING

The main objective of the approach briefing is for the PF to inform the PM of his intended course of action
for the approach. The briefing should be practical and relevant to the actual weather conditions expected.
It should be concise and conducted in a logical manner. It should be given at a time of workload if
possible, to enable the crew to concentrate on the content. It is very important that any
misunderstandings are resolved at this time.

Prior to the start of the approach briefing, the PF will prepare the appropriate charts, check the validity
and silently cross-checks the MCDU FLPN page (altitude and speed constraints) with the arrival charts.

Aircraft type and technical status (again, tail strike awareness and technical restrictions, for example,
ENG 1 or 2 reverser inoperative, etc.)

NOTAM

Weather (accessibility, runway in use)

Fuel (cross-check FUEL PRED page, extra fuel available, time, fuel required for diversion)

At this point, the PM will prepare the appropriate charts, check the validity, and cross-checks the MCDU
FPLN page (altitude and speed constraints) while the PF conducts the briefing.
Descent (TOD time and position, MORA, STAR, MSA, TERRAIN ISSUES, altitude and speed constraint
cross-checked in the FPLN page)

Holding (entry to the holding pattern, Minimum Holding Altitude and MAX speed)

Approach

- Approach type (cross-check in the PERF APPR and ND)


- Altitude and FAF identification (cross-check in the FPLN page)
- Glide path (cross-check in the PFD and FMA)
- MDA/DH (cross-check in the PERF APPR)
- Missed approach procedure (cross-check the FPLN page)
- Alternate considerations (cross-check the FPLN page)

Landing

- Runway condition, length and width


- Tail strike awareness
- Use of autobrake (mode and manual takeover)
- Use of reversers (IDLE or Max, consideration for a reduced engine taxi)
- Expected taxi route

RAD NAV settings (in relation to arrival chart procedures)

OTHER OPERATIONAL ITEMS: The idea is to brief the threats, items that are not always discussed.

Example: Approach into Agana, Guam…high terrain when approaching RWY 6 L and R, strict
compliance to altitude constraints, transitioning to visual approach during night operations, possible wet
runway due to frequent rains, cloud build ups, use of reverse with consideration for brake cooling
(availability of cooling fans), runway closures and shortened runways, if there are any doubts we will
double check before accepting a clearance…can you think of any other threats?

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