|  |  | | Safety briefing 10. 8. 2008 / 12:16 | |
| | Ahoj, nemáte prosím někdo v textové podobně příklad safety briefingu? Doufám že se to tak jmenuje, je to něco jako: "In case of any malfunction I stop the aircraft, you will inform ATC, after V1 we stop only in case of engine fire,...." atd..
Jde mi o reálný safety briefing, pokud možno na typ 737, ale na tom už nejspíš tolik nezáleží.
Díky za info! |
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 |  | | | Safety briefing 10. 8. 2008 / 14:31 | |
| | | docela odvazne: after V1 we stop only in case of engine fire |
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 |  | | | | Safety briefing 10. 8. 2008 / 14:32 | |
| | ono kdyz ti hori oba motory, tak ti nic jineho nezbyde  |
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| | |  | | | Safety briefing 10. 8. 2008 / 14:41 | |
| | | ja spis narazel na prejeti drahy (jakoze po V1 se predpoklada), destrukci trupu vcetne nadrzi a ohen uz mame... na automaticke hasici zarizeni IMO se spolehnout neda, pokud uz jde o pozar vice motoru najednou |
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| | | | Safety briefing 11. 8. 2008 / 06:03 | |
| | Postnu kousek z našich SOPs na tohle téma. V reálné praxi je briefing samozřejmě kratší, většinou ve smyslu "standard emergencies until V1 and after V1..." následované popisem zamýšlených úkonů - ideálně ne suchý výklad níže uvedeného, ale pro konkrétní případ (letiště, letadlo, počasí, ...) plánovaná sekvence úkonů a zamýšlená akce poté. Tzn. co se bude dít v letadle (postup pro engine failure), kudy se poletí (engine out procedure nebo emergency turn), jak se vyřeší daný problém (kdy a pokud jsou drills a kdy QRH items) a co bude následovat (návrat zpět, holding, nebo diversion někam jinam).
Jinak CM1 - Crew Member 1 (levá sedačka), CM2 - Crew Member 2 (pravá sedačka), RTO - Rejected TakeOff, SCCM - Senior Cabin Crew Member (šéfsteward, purser, cabin director, u nás cabin manager), PF - Pilot Flying, PM - Pilot Monitoring, QRH - Quick Reference Handbook (kuchařka jak řešit závady, stručně řečeno 
16.0 EMERGENCY BRIEF should include the following items:
ENGINE START AND TAXI-OUT
16.1 In the event of an emergency during engine start or taxi-out CM1 will stop the
aeroplane and select the park brake on, initiate and supervise the nonnormal
procedures, liaise with the SCCM, and direct an evacuation if
necessary. CM2 will communicate with ATC on command of CM1.
BEFORE V1
16.2 Up to 80kts the aeroplane should be stopped for any significant malfunction.
16.3 Between 80kts and V1 the aeroplane should be stopped in the event of
engine failure confirmed by two parameters (one of which should be on
EICAS), any fire warning, obstructed runway, predictive windshear warning,
or any adverse condition affecting the safety of flight.
16.4 During normal line operations the decision to reject take-off at any time lies
solely with the Captain/CM1 as briefed. CM2 should bring the defect to the
attention of CM1, who should then make the executive call of “STOP”.
16.5 When two qualified Captains fly together, either may call STOP.
16.6 Regardless of who is the PF, CM1 will always be responsible for carrying out
the RTO procedure
• Close the thrust levers.
• Disengage the autothrottle.
• Verify RTO operation of autobrakes. In the event of autobrake failure or
there being no RTO fitted to the aircraft, maximum manual wheel
braking must be applied.
• Deploy full speedbrake.
• Apply maximum reverse thrust consistent with directional control and
conditions.
• Bring the aircraft to a stop and apply the parking brake.
16.7 When carrying out the touch drill for the “Stop Actions”, CM1 should be
looking outside the aircraft.
16.8 The PM will announce ‘ENGINE FAILURE’ or ‘FIRE WARNING’, or any
other condition adversely affecting the safety of flight. Should CM1 decide to
continue the take-off despite a call from CM2, he will call ‘CONTINUE’.
16.9 CM2 should verify the stop actions, call out any omissions and advise ATC.
During the deceleration he should call ‘60 knots’ IAS.
16.10 Once the decision to stop has been made, use maximum effort braking to a
complete standstill. If a fire warning is present, consideration should be given
to stopping the aircraft such that the fire is on the downwind side. Only when
it has been positively established that an evacuation is not necessary should
the aeroplane be taxied off the runway. If another take-off is planned, review
the Brake Cooling Schedule located in the QRH
16.11 Rejecting the take-off after V1 should never be considered unless
exceptional circumstances prevail (e.g. double engine failure) and the
Captain / CM1 considers the aircraft incapable of flight. In this case it is
unlikely the RTO will be entirely successful. Furthermore, it should be
understood that even if excess runway remains after reaching V1, there is no
assurance the brakes will have the capacity to stop the aircraft prior to the
end of the runway.
AFTER V1
16.12 PF will select or call for GA thrust if desired and fly Emergency Turn or
Engine Out Procedure.
16.13 The Engine Out procedure, is normally to be followed as SOP and may only
be deviated from for very good reason and must then be explicitly briefed.
16.14 The PM will automatically set 15 degrees on the bank angle selector when
the PF requests “HEADING SELECT”. All turns below V2 + 15 must be made
at 15 degrees angle of bank maximum (unless specified in company
emergency turn procedure). PM will then reselect 25 degrees on the bank
angle selector when PF requests “Flight Level Change, Max Continuous”
Thrust.
16.15 At a safe altitude, not below 400ft AAL with the aeroplane under control both
pilots will confirm the failure and if necessary PF will call for the non-normal
recall procedures. The PM will carry out these memory items monitored by
the PF. The PF will close the appropriate thrust lever if specified by a QRH
drill. PM will disarm the autothrottle in the event of engine failure with no
recall drills.
16.16 Both pilots must confirm the correct action is going to be taken before
operating a thrust lever, fuel control switch or engine fire switch.
16.17 QRH drills should be completed when flap retraction is complete.
16.18 PF is responsible for flying the aeroplane, its flight path and airspeed control,
configuration and navigation.
16.19 PM is responsible for monitoring PF’s flying for safety and accuracy,
confirming that GA thrust is applied (if desired), gear selected up, emergency
turn initiated, identifying the failure and reading and executing checklists and
non-normal procedures.
16.20 When PM is carrying out QRH drills, PF should be responsible for R/T
communications.
16.21 Do not attempt a role change before the completion of the net flight path
profile except where safety of flight is at risk.
17.0 EMERGENCY TURN & ENGINE OUT PROCEDURES
17.1 The engine failure procedure falls into 2 categories:
a) Engine Out Procedure. No significant terrain in the climb out lane, in which
case the procedure provides a safe climb to 1500ft at 25NM from the
Departure End of Runway (DER). These procedures will normally indicate a
climb straight ahead to approx 1500ft aal and then a turn to an Engine
Failure Holding Point (EFHP) to ensure safe terrain separation.
b) Emergency Turn Procedure. Terrain is a critical factor on departure and
compromises a) above. In this case a turn will be specified at a DME
distance or altitude. Thomas Cook Group SOPs, described below, ensure
that the safest option is catered for and the turn commenced at V2. Where
the terrain compromises a) above and the take off and initial climb path must
be closely controlled a turn will be specified at a DME distance or an altitude
and the radius of turn controlled by specifying a speed to be flown (normally
as “Maintain V2 during first turn”).
17.2 In Case a) above the aircraft can be accelerated straight ahead at single engine
acceleration altitude. The aircraft will be clean by 1500ft aal and once the
altitude specified in the procedure is reached, the aircraft can be turned in
accordance with the procedure. The specified altitude is a “floating point” since
the actual geographical position will vary with aircraft weight and ambient
conditions. The airfield survey and procedure take this into account and the turn
radius has been surveyed at a speed of up to 250 knots to ensure adequate
and safe obstacle clearance.
17.3 In Case b) above, where terrain is critical, the note “Maintain V2 during first
turn.” is added. Clearly this turn must be completed (at 15° AOB) before any
acceleration is commenced. If the initial turn requires a large change in track
then it may result in acceleration/flap retraction starting considerably above the
bugged altitude. Another altitude/DME distance etc may then be specified for
the next turn towards the holding fix. Turns at V2 speed must be flown at 15°
angle of bank. Turns may be specified by a navigational fix (e.g. a DME or a
beacon) or to be commenced at a lower altitude than 1500 ft aal. A speed
limitation is not normally specified when the radius of turn does not need to be
controlled tightly. Thomas Cook Group aircraft SOPs require that the aircraft
speed is maintained at V2 (take off flap) until the initial turn is complete,
whenever the initial turn is delineated by a navigation fix or the initial turn
altitude is less than 300 ft above the aircraft single engine acceleration altitude.
This allows some vertical room for the aircraft acceleration to take place.
17.4 If there is any doubt as to which procedure to be used the aircraft must be
climbed to the initial turn altitude at V2 (take off flap) and accelerated once the
initial turn is complete. This is the safest way to ensure terrain separation.
17.5 Minimum height for the commencement of an Engine Out Procedure or an
Emergency Turn will be 200’ aal.
17.6 If the commander decides to deviate from ATC clearance a MAYDAY call
should be declared without delay. This initial call should also contain the crews
immediate intention (maintain runway heading / emergency turn procedure). |
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