T-P-C Brief

Briefing Philosophy

 Departure and Arrival briefings should generate thought

provoking, relevant discussion.

 Every departure and arrival must be viewed in the context of

the specific threats and errors posed by the operation and
the strategies which will be employed to overcome them.

V1.1 CEBU Training and Standards 1

 T-P-C Brief
The Takeoff briefing consists of two components:

a) An Emergency Briefing, and

b) A Normal Briefing which will include the T-C-P components
described below:

Emergency Briefing

An Emergency Briefing before each Takeoff.

The briefing shall be interactive and should contain at least the following
items:

 Aircraft type and if applicable, tails-strike threats.

 Allocation of PF and PM functions.
 Duties of the Augmenting crew where appropriate.
 Actions in the event of a failure or malfunction affecting the safety or
performance of the aircraft before V1.
 For the first Takeoff of the crew paring, the PF will give the full
emergency briefing to cover a rejected take-off and the initial
actions to be followed in the event of a failure occurring after V1.
For subsequent flights on the same crew paring with the same
crew, he may abbreviate the briefing with the comment: “Standard
Emergency Briefing”.
 Initial flight path to be followed, including any Engine Out Procedure
(EOSID)
 In VMC, where terrain and climb performance permit, or in any
conditions after initial turn:
o Continue on the SID or;
o Accept radar vectors or;
o Maintain visual reference to the airport.

V1.1 CEBU Training and Standards 2

 T-P-C Brief
Normal Brief - Prerequisites

The following must be completed before the briefing commences:

 Flight Briefing Review

 Review the weather, applicable NOTAMS, briefing package,

runway intersections.

 Electronic Flight Bag / Charts

 Ensure Chart and FlySmart databases are current, check

performance data and applicable charts.

 FCOM procedures

 Complete the FCOM procedures for the flight including and

supplementary and MEL operational procedures, instrument
checks and FMA confirmation.

 FM setup

 Confirm Nav Database is current and valid. Tracks and altitude

restrictions etc checked against the flight plan and published
procedures. Both pilots must also check ATC Route clearance
against FM route when it is received.

 PM cross-check of all entries

 PM questions may be resolved as they occur or during the

briefing.

V1.1 CEBU Training and Standards 3

 T-P-C Brief

Structure
The Briefing has 3 Modules:
 Threats
 Plan
 Chart
 Terrain
 Weather
 Operational
 Considerations

Each module shall be discussed in every briefing.

 The Normal Briefing commences with the PF asking the PM to

identify and review any relevant Threats. The PM thus begins
the briefing, outlining the Treats that may be anticipated. The crew
will discuss the threats and decide on countermeasures to
mitigate the threats. The PF may discuss additional Threats not
identified by the PM.
 The PF will then detail his Plan to fly the sector. Just like briefing
threats, the Plan portion should be relevance-based and scaled
up or down appropriately.
 The Considerations portion of the briefing is intended to be a
recap or summary of the discussion. A review of specific PM
duties will serve to „prime the PF and PM for action‟ should any
relevant threat require the agreed upon countermeasures.

V1.1 CEBU Training and Standards 4

 T-P-C Brief

PRIOR TO THE BRIEFING

 Has the FMS setup been checked against published procedures and OFP by PF and PM?
 Is the crew familiar with the airport?
 Is the crew familiar with the terrain?
 Does the weather pose a threat?
THREATS

The PF asks the PM to identify relevant threats and their mitigations. PF may add and
discuss additional relevant threats that were not identified by the PM
PLAN (Brief ONLY relevant items)
Departure Briefing Arrival Briefing
 Chart/FMS  Chart/FMS
o Chart IDs o Chart IDs
o Taxi / Hotspots / Departure Runway / Name o Name of STAR / Transition / Type of
of SID / Departure /Transition. Approach / RWY / initial taxi
o Route (Clearance/Flight Plan-FMS Route o Use of relevant Navaids
Crosscheck) o Autobrakes
o Cleared Altitude/Flight Level o Reverse Thrust
o Transition Altitude o Airport Elevation if above 100ft MSL
o Use of relevant Navaids o FAP / FAF or equivalent
 Terrain o Minima
o Sector /Highest MSA/Significant Terrain o Missed Approach.
o Use of Terrain on ND o Taxi / Hotspots / Runway Exit
Note: state “None” if terrain is not a factor  Terrain
 Weather o Sector /Highest MSA/Significant Terrain
o Relevant Weather Note: state “None” if terrain is not a factor
Note: state “None” if no weather risks  Weather
 Operational o Relevant Weather
o Relevant Operational considerations Note: state “None” if no weather risks
o Relevant NOTAMS  Operational
o T/O Perf, intersection T/O, Config o Relevant Operational considerations
o Noise Abatement o MEL/CDL
o Flap retraction schedule o Non-ILS issues
o Metric Altitudes o Non-Normal procedures
o MEL/CDL o Visual segment procedures (displaced
o Short/Long Taxi threshold, parallel runway, crossing
Note: state “None” if no special operational risks (intersecting) runway
 Any questions? o Noise abatement
o Landing Perf, Landing Config
o Use of reversers
o Cross Wind limitations
o Fuel remaining at destination / Diversion /
Holding fuel if relevant
Note: state “None” if no special operational risks
 Any questions?

V1.1 CEBU Training and Standards 5

 T-P-C Brief
CONSIDERATIONS

 Any Specific PM duties

 Summaries/Recap as necessary
Any other relevant considerations

DEBRIEF

 Debrief both good performance and areas to improve

 What could have been done differently
 Are there any reports to submit?

Possible Threats
What are our threats?
Airport/Runway ATC Aircraft
 Contamination  Re-routes  Systems
 Construction  Arr/Dep Amendments  MELs
 Hotspots  Rwy Changes  Automation
 Wing Tip Clearance  Procedural Control  Performance
 Non-ILS Approaches  Radar Coverage  Non-Normal Procedures
 Off-Set Approaches  Traffic Density  Landing Weight
 Visual Approaches  Communication  Tail Strike margins
 Parallel Runways
 Runway Characteristics
 Category B/C Airports
 Bird Strike

Adverse Weather Airline Ops/Dispatch Ground/Ramp/Maintenance

 Visibility  Delays  Congestion
 Winds, Windshear, x-winds  Time Pressure  Passenger Handling
 Precipitation  Paperwork  Technical Log
 Typhoons, Thunderstorms  Load Sheet
 Lightning
 Turbulence
 Cold Temperature Altimetry
 Icing/De-icing
 Jet Streams

Environment Physiology Cabin

 Terrain  Fatigue Onset  Passengers
 Night  Stress  Interruptions
 Traffic  Nutrition
 Wake Turbulence  Hydration

V1.1 CEBU Training and Standards 6

 T-P-C Brief
RTO/Emergency Brief Example
CM2 PF Mnl Rwy 06

CM1 (PM) CM2 (PF)

Below 100kts you will call “STOP” for any relevant reason.

Between 100kts and approaching V1, you will call “STOP”

in the event of any Warning, Caution of the ENG or F/CTL
system, windshear, loss of engine thrust or any indication
that the aircraft will not fly safely.

If the decision is to STOP, You Will...

I will close the thrust levers, apply MAX

Reverse, and verify operation of Autobrake
or apply MAX braking.
When the aircraft is stopped. I will set and
confirm the PARK brake is ON and make a
P.A. “Attention Crew to Stations”.
I will then call for the appropriate checklist.
I will not attempt to vacate the runway until I
am certain that an evacuation is NOT
required and it is safe to do so.

I will:
• monitor brake response
• confirm Reverse, and
• cancel any Aural Warnings.
• advise ATC and
• locate the Emergency Evacuation Checklist.

If you call “GO”, I will continue the Takeoff with no actions

below 400 ft other than silencing any aural warnings, raising
the gear and application of TOGA if required.
The autopilot will be used when the aircraft is under safe
control.
We will carry out the appropriate Memory Items or Checklist
on my command.

In the event of an engine failure, ATC will be advised of our

intentions and I will fly the Engine Out SID for runway 06
which is initially straight ahead to 8 DME MIA followed by a
right turn to MIA.
In VMC and if conditions allow, I may continue on the
cleared SID or accept radar vectors.

V1.1 CEBU Training and Standards 7

 T-P-C Brief
CM1 PF Mnl Rwy 06

CM1 (PF) CM2 (PM)

Below 100kts I will call “STOP” for any relevant reason.

Between 100kts and approaching V1, I will call “STOP” in the

event of any Warning, Caution of the ENG or F/CTL system,
windshear, loss of engine thrust or any indication that the
aircraft will not fly safely.

If the decision is to STOP, I will:

I will call “STOP” while simultaneously closing the thrust

levers, apply MAX Reverse, and verify operation of Autobrake
or apply MAX braking.
When the aircraft is stopped. I will set and confirm the PARK
brake is ON and make a P.A. “Attention Crew to Stations”.
I will then call for the appropriate checklist.
I will not attempt to vacate the runway until I am certain that an
evacuation is NOT required and it is safe to do so.

I will
 monitor brake response
 confirm Reverse, and
You Will...  cancel any Aural Warnings.
 advise ATC and
 locate the Emergency Evacuation
Checklist.

If I call “GO”, I will continue the Takeoff with no actions below

400 ft other than silencing any aural warnings, raising the gear
and application of TOGA if required.
The autopilot will be used when the aircraft is under safe
control.
We will carry out the appropriate Memory Items or Checklist
on my command.

In the event of an engine failure, ATC will be advised of our

intentions and I will fly the Engine Out SID for runway 06 which
is initially straight ahead to 8 DME MIA followed by a right turn
to MIA.
In VMC and if conditions allow, I may continue on the cleared
SID or accept radar vectors.

V1.1 CEBU Training and Standards 8

 T-P-C Brief
Normal Brief Examples
Keep the briefing simple. Discuss additional information
only if USEFUL and RELEVANT.

Departure example briefs

MNL 06 CAVOK
 (PF) „What are our Threats?‟
o (PM) The threats from T3 to runway 06 will be crossing an active runway 13, there
are multiple hotspots during the taxi. We should keep a good lookout before crossing
the active and the strobes and all lights will be switched on. For the departure, there
is significant terrain in the direction of the departure, to help our situational
awareness I will select terrain on my side and we will review the minimum vectoring
altitude chart. This is a busy period for traffic and it may be difficult to contact ATC -
to keep RT down I will use Callsign only on initial contact.
o (PF and PM to discuss management/mitigation of threats, PF may have identified
additional threats which will be discussed)
 (PF) RWY 06, IPATA 2A, Chart 30-18. I am anticipating runway heading 7000‟ with vectors
to IPATA.
 (PF) The relevant MSA is 7000 ft.
 (PF) Weather nil significant.
 (PF) Operationally, there is a noise abatement.
 (PF) So to recap - Taxi hotspots, crossing an active runway keep a good lookout, high
terrain with terrain selected on your side, monitor the minimum vectoring altitude chart.
Minimise RT in busy environ.
 (PF) Any questions?

HKG 07R 15 kt X-Wind, AUTO THRUST INOP

 (PF) What are our threats?
o (PM) The Auto-thrust is inop, according to the MEL this is still a go item, however,
alpha-floor is not available. With the crosswind in Hong Kong runway 07R there is a
possibility of windshear on the departure. Let‟s also review the reactive Windshear
procedure.
o (PF and PM to discuss management/mitigation of threats, PF may have identified
additional threats which will be discussed)
 (PF) RWY 07R, OCEAN 2A, Chart 30-7 with a Terminal Transition V4, Chart 30-19. This is
an RNAV departure.
 (PF) Significant terrain to the right of the initial departure track, the relevant MSA is 4300 ft.
Transition 11000.
 (PF) Weather nil significant.
 (PF) Operationally, A/THR is inop TOGA or FLEX are available. There is a speed restriction
of 220 kts until passing PORPA, green dot is 210kts so we can clean-up without restriction.
For runway 07R NADP2 is recommended as stated on chart 10-23.

V1.1 CEBU Training and Standards 9

 T-P-C Brief
 (PF) To summarise - Auto-Thrust Inop - Flex and TOGA available. Possible windshear and
terrain in all quadrants.
 (PF) Any questions?

ICN 33L, LVP in force RVR 130m,

 (PF) „What are our Threats?
o (PM) LVP in force with take-off minima below 150m, the requirements are on the
aerodrome chart 10-2 which requires 3 RVRs, HRCLL and HREDL. Visibility during
taxi will be reduced, so taxi at a maximum of 10kts and keep a good lookout. Any
time we are unsure of our position we will stop the aircraft, set the parking brake and
confirm with ATC. There are multiple CAT II/III holding points which must not be
crossed unless cleared to cross. ICN is a busy airport, keep a good listen out. We
must not fly north of R270 YJU. A FIX radial has been inserted for visual reference.
o (PF adds) It is extremely important that the SID is strictly followed.
o (PF and PM to discuss management/mitigation of threats, PF may have identified
additional threats which will be discussed)
 (PF) Departing runway 33L, BOPTA 1L chart 30-5, Aerodrome chart 10-1 and 10-3, low vis
taxi chart 10-14.
 (PF) Taxi AN, R1, 6E, A, A4 and onto G CAT III holding point 33L.
 First alt restriction 5000ft. RNAV 1, Radar required and GNSS or DME/DME required.
Climb gradient 6.5% until FL170 (RAMS chapter 3 shows we can meet this).
 (PF) Terrain NIL significant with relevant MSA 3800ft.
 (PF) Weather LVP with RVR 130M. Take-off alternate is Gimpo.
 (PF) Operationally, LVP in force, lead cabin crew has been advised to observe sterile flight
deck after doors closed. Maximum 10kts taxi, I would like you to call out rally style
navigation and monitor the ground speed. No CAT II/III holding points to be crossed unless
cleared to do so. No red stop bars to be crossed even if cleared to do so by ATC.
 (PF) So to recap - LVP with RVR 130m. Crew, aircraft and equipment levels comply for
reduced take-off minima. Sterile flight deck. All actions and checks to be completed with the
aircraft stopped and parking brake set on. 10kts on the taxi. Cat II/III holding points.
 Any questions?

V1.1 CEBU Training and Standards 10

 T-P-C Brief
Arrival Example Briefs
MNL 24, S.W Monsoon with scattered TS. E4 rapid exit category ‘C’
aircraft or below
 (PF) „What Threats have you identified?‟
o (PM) Manila is home base. There is significant terrain in all sectors - the minimum
radar vectoring altitude chart will be used to monitor. There are numerous CBs in the
area, I suggest weather radar is selected on both sides. Due to the terrain on the
approach to runway 24, there is a chance of being vectored high for the approach,
let‟s review the G/S capture from above procedure. Runway 24 has a slight downhill
slope and there is a tendency to float. This (A330) is a category „E‟ aircraft so E4 is
not available to us, we will vacate via E5.
o In this case the PF adds „On the ground we will be crossing an active runway - be
vigilant and visible.‟ (PF and PM to discuss management/mitigation of threats, PF
may have identified additional threats which will be discussed)
 (PF) LBG 1A, ILS 24, charts 40-9 and 50-2.
 (PF) Minima 375ft, vis 0.8km required., ILS is IMA inbound course 24. Missed approach is
initially runway heading, 4000 ft
 (PF) There is significant terrain in all sectors., Using minimum vectoring altitude chart xxx to
monitor. Transition is FL130 and the relevant MSA is 7000ft.
 (PF) Thunder storms in the vicinity. Radar on both
 (PF) Operationally - performance allows for idle reverse but if runway is wet I will select
max reverse. Exiting on E5 so manual braking to help with minimum runway occupancy.
 (PF) Clark fuel is 2.3 tonnes plus 2.2 tonnes holding. We will arrive with 7.5 tonnes;
therefore 25 minutes.
 (PF) Vacate E5, expecting right on C and then as cleared to cross runway 13/31 then to the
gate.
 (PF) To summarise - Home base, let‟s be careful about complacency. Terrain in all sectors,
vectoring may bring us high on the approach. CBs in the area. Exit E5 - use of reversers
discussed. Will be crossing an active runway
 (PF) Any questions?

ICN 33R, LVP in force, RVR 150 m

 (PF) „What are our Threats?
o (PM) There will be reduced visibility during the last portion of the approach, roll out
and taxi. For the approach, landing and taxi we will maintain sterile flight deck rules.
Due to the reduced visibility max reverse will be used to minimise the landing
distance. Runway exit will be the first safe exit relative to our speed. Exits will be
illuminated by alternate yellow and green lights. Once the lights become all green we
will have vacated the runway. Taxi will be max 10kts and no checklists will be
actioned unless the aircraft is stopped with the parking brake set. Incheon has
ground movement radar, if we are unsure of our location we will stop the aircraft and
request for guidance. A Major threat will be the go-around which MUST be strictly
adhered to. We must not fly north of R270 YJU. A FIX radial has been inserted for
visual reference. Other threats will increase in fuel burn due to increased separation
standards and possible holding. (PF and PM to discuss management/mitigation of
threats, PF may have identified additional threats which will be discussed)

V1.1 CEBU Training and Standards 11

 T-P-C Brief
 (PF) GUKDO 1P arrival, Cat 3B ILS 33R, Charts 40-8 and 50-7, FAF at 7.9 DME, INNR of
2600 ft, NO DH (confirmed by PM), RVR required is 125 m, ILS INNR, 108.9 inbound
course 333.
 (PF) Relevant MSA for the approach is 3300 ft.
 (PF) Weather (discuss).
 (PF) LVP is in force (discuss qualifications, limitations, approach ban, downgrades etc).
 (PF) Operationally, discuss stabilised approach.
 (PF) In the event of a go-around I will...... (Discuss all MAP considerations)
 (PF) Gimpo fuel is 2.5 tonnes. We will arrive with 8.0 tonnes; therefore 45 minutes holding
is available.
 (PF) After touchdown anticipated taxi via......
 Recapping - LVP in force. CAT IIIB NODH. RVR 125m. Sterile flight deck. Exit runway at
safe speed. 10kts max taxi. No actions/checklist on the ground unless the aircraft is
stopped with parking brake set. For the Go-Around - do not fly North of the 270 radial YJU.
 (PF) Any questions?

V1.1 CEBU Training and Standards 12

 T-P-C Brief
Aide De Memoire

Prior to briefing for Departure and Arrival

 Has the FMS setup been checked against published

procedures and OFP by PF and PM?
 Is the crew familiar with the airport?
 Is the crew familiar with the terrain?
 Does the weather pose a threat?

Departure / Arrival Briefing

THREATS

The PF asks the PM to identify relevant threats and their

mitigations. PF may add and discuss additional relevant
threats that were not identified by the PM.

PLAN

 Chart/FMS
 Terrain
 Weather
 Operational
Any questions?

CONSIDERATIONS

 Any Specific PM duties

 Summaries/Recap as necessary
 Any other relevant considerations

DEBRIEF

 Debrief both good performance and areas to improve

 What could have been done differently
 Are there any reports to submit?

V1.1 CEBU Training and Standards 13