Cockpit Environment

[Bubblehead]

In Youtube recently I watched a series cockpit view videos of take offs and landings by several model planes and got curious. During the final approach and just before touchdown I heard an announcement of "minimums". What does that mean? Also during take off I often see the pilot with his hands on the throttle while the co-pilot had control of the airplane. Is that a normal practice?

[SaultFresh]

Well, I can't say for sure, but I can speculate. The first thing I think of when I hear the word Minimums are minimum IFR altitudes, specifically DH (decision heights - used on ILS') and MDA (Minimum Decision Altitudes - used on non-precision approaches), so it may have something to do with that. I don't think it's the GPWS (Ground Proximity Warning System), and I suppose it could be the TCAS (Traffic Collision Avoidance System) giving an audible warning saying that it's no longer going to show traffic below that altitude, but my guess is that it would have to do with IFR minimums... as for the take-off thing, I have no idea. Again, speculation, I would say that either that is a company policy, in which they are trying to promote teamwork and possible accidents, or the Captain (PNF) in the video is a jerk, constantly correcting and changing things to his liking, despite the First Officer being the PF. Again, also promotes accidents, and can lead to a very hostile work environment.

[DaveSims]

1.  The call minimums is indeed related to the instrument approach the aircraft is flying.  Depending on the aircraft, the call is linked the radar altimeter (shows height above ground), and is set by the crew.  It may also be called out by the crew.

2.  In a two pilot environment, all procedures are divided into pilot flying (PF), and pilot not flying (PNF).  It doesn't usually matter which one is which, often the co-pilots do a lot of the flying, and they can switch back and forth.  Usually on takeoff the PF will be responsible for controlling the aircraft (the yoke), and the PNF is responsible for setting the power settings.  The reason being, they don't want the pilot being distracted by trying to set a precise power setting, while zooming down the runway.  In turbine aircraft, you don't just push the throttles to the stops, but set a very specific power setting, usually based on EPR or N1.

[Slotback]

FADEC helps that problem....

[SaultFresh]

You know what, going back and thinking about it, it does actually make sense to me that the PNF should handle throttle controls on take-off, here I was thinking they should be looking out, and calling out altitudes and airspeeds, which they should be doing, but if their heads in the cockpit setting the speed, I suppose they're going to be able to react to an RA or a GPWS warning just as quickly as the PF

[-Crossfire-]

Usually the PF will keep his hand on the thrust levers up to V1, in case he decides to reject.  At V1, the hand will be brought to the column for rotation.

[Tyler012]

[quote]Usually the PF will keep his hand on the thrust levers up to V1, in case he decides to reject.