Division of duties on an airliner

Bob Moore writes:

I am including two pages from my PanAm B-727 Aircraft Operating Manual
in order to provide one example of how an airline might provide
direction to it's flightcrews for the operation of it's aircraft. This
brief example covers only the takeoff, but all operations are covered in
equal detail.

Pretty cool! Thanks!

Which reminds me ... in videos of take-offs I sometimes see the
non-flying pilot place his hand just behind the throttles after the
flying pilot advances them fully forward for take-off. Any idea what
this is supposed to accomplish?

--
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B A R R Y wrote

Bob Moore wrote:

I am including two pages from my PanAm B-727 Aircraft Operating Manual
in order to provide one example of how an airline might provide
direction to it's flightcrews for the operation of it's aircraft.


Thanks for taking the time to post this!


You may have noticed that even back in the '80s, it was part of our
standard procedure to check the runway aligment with the compass
prior to takeoff.

Bob

Mxsmanic wrote
Which reminds me ... in videos of take-offs I sometimes see the
non-flying pilot place his hand just behind the throttles after the
flying pilot advances them fully forward for take-off. Any idea what
this is supposed to accomplish?

One wants the pilot's hands off the throttles after passing the V1
speed to prevent an accidental reactive attempt to abort with not
enough distance remaining to stop, however, you don't want the
throttles creeping or vibrating back from TO Thrust, so either the
FE or Pilot-not-Flying will provide a backup stop to prevent this
from occuring.

Bob Moore

Bob Moore writes:

One wants the pilot's hands off the throttles after passing the V1
speed to prevent an accidental reactive attempt to abort with not
enough distance remaining to stop, however, you don't want the
throttles creeping or vibrating back from TO Thrust, so either the
FE or Pilot-not-Flying will provide a backup stop to prevent this
from occuring.

But in this case the pilot flying had his hand on the throttles, and
the pilot not flying had his hand behind them. If the former were to
pull the throttles back, the latter would have his hand chewed up
pretty badly, and yet he wouldn't be able to stop the throttle
movement because the position of his hand wouldn't provide the
leverage.

Anyway, I was just curious.

--
Transpose mxsmanic and gmail to reach me by e-mail.

Generally speaking, the term is "I'll fly - you fix" (or you fly -
I'll fix). The Captain and First Officer generally alternate flying
duties on each leg of the flight. One flys the airplane the other
handles communications, gear, flaps, reads checklists, investigates
burned out bulbs, etc. The key to CRM (Cocpit Resource Management) is
that someone is always paying attention to flying the airplane and not
distracted by fire lights, terrorists, etc.
Steve



On Wed, 10 Jan 2007 17:37:29 +0100, Mxsmanic
wrote:

On large commercial airliners with required two-person crews, how are
duties usually divided between the captain and the first officer? Are
there specific rules, or are there simply standard conventions, or
does it vary by airline/pilot, or what? Who flies the airplane at
which time, and what does the non-flying pilot do during those times?