Approach Brief

[CherryBomb]

Ive heard alot of different ways to brief an approach. Im going to an interview and Im sure they'll have me brief an approach.

I was wondering if you guys that have alot of experience in a crew environment could give me an idea of how you guys brief a typical approach.

Most of my time is single pilot freight, so Im kinda clueless.

Thanks in advance

 

[atrdriver]

Assuming it's a Jepp plate, start with the airport name and chart number and date, and verify that the other guy agrees. Then just go across the briefing strip. I always also include where the highest obstacle is, and what kind of lights we expect to see. Also where you will try to turn off and what direction.

"I've got the ILS 27L in ATL, dated 11/5/06...do you agree?"
"yes"
"loc freq is 108.5, inbound course is 272. Glideslope intercept is at 3500 feet just outside DEPOT, unless ATC gives us something different, down to 200 feet on the radar alt, 1220 on the baro. 1 minute 56 seconds from the marker to the MAP. Miss is straight climb to 1500, then a climbing left turn to 3500 outbound on the ATL 180 radial to SCARR and hold, teardrop entry. Will be looking for ALSFII lights, turnoff at the second high speed to the right, and hold short of the inboard. Highest obstacle is to the north, probably a downtown building. Any questions?"

That's from memory, and the old 27L app, but something similar to that...

 

[Guitar rocker]

Couldnt agree more with that.....

 

[timeoff]

Instrument Procedures Handbook, p 34-35:

http://www.faa.gov/library/manuals/aviation/instrument_procedures_handbook/media/CH%2005a.pdf

 

[typhoonpilot]

Overall a pretty good example of a brief atr, but I'd leave out the part about 200 feet radio altitude on a Category 1 approach. That is incorrect use of radio altitude and shows a misunderstanding of Category 1 minimums. In your example 1220' on the baro would be 200' above Touchdown Zone Elevation.

TP

 

[Lead Sled]

Overall a pretty good example of a brief atr, but I'd leave out the part about 200 feet radio altitude on a Category 1 approach. That is incorrect use of radio altitude and shows a misunderstanding of Category 1 minimums. In your example 1220' on the baro would be 200' above Touchdown Zone Elevation.

That one could get you into real trouble at certain airports.

How about... "This airplane, that runway. Any questions?"

'Sled

 

[AA717driver]

How about... "This airplane, that runway. Any questions?"

'Sled

Unfortunately, that tends to be my brief too.

Man! I wish I'd gone to Riddle... TC

 

[skiandsurf]

If they also give you the airport diagram (10-9), I like to review how long the runway is and how much is available from the Glideslope or Threshold. And then include which exit you plan to turn off on.

" Runway ## is 6700 feet long, but 5900 feet available from the Glideslope. We will turn left on "G" or maybe "H"."

....
and make note of the airport elevation...

Flying into ZYX airport, "the field elevation is 3600 feet, pattern altitude is 5100 feet."

 

[uwochris]

I was taught the AMORTS technique:

A: approach- confirm you have the right approach plate and that the effective date is current.
M: go over minimums (minimums to the beacon, procedure turn min if applicable, mins to FAF, and mins for final).
O: overshoot procedure/ review missed app. procedure.
R: go over radio freqs and tune/ident them.
T: timing from FAF to MAP.
S: special instructions for approach.

 

[Mercury]

All real good info especially the parts about runway available and planned route after exiting. Typhoon, thanks for pointing that out, I've been using "xxxx msl or 200 on the radar altimeter" so I definately learned something today.
Anyway, in the interview, Once you confirm the proper airport and approach you can also use the "briefing strip format" that Jepp went to awhile back. It might not be the "exact" format that XYZ airlines uses but they can teach you that kinda stuff during your CPTs.

Best of luck to you!!!!

p.s. be sure to practice a few briefings prior to the big day

 

[CherryBomb]

Thank a bunch for the info guys!!!! Yeah Im no Riddle grad, just gonna have to settle on the school of hard knocks...

Like I said, thanks again!!! I owe you guys a beer...

 

[Say Again Over]

suggestion

Make the brief, brief, the longer you read, the less your crew member will pay attention, I heard that SAS is now changing their strategy of the long drawn out brief.

 

[threegreen]

I interviewed recently and the interviewer said he liked how brief my briefing was. Only the important (bold) stuff!

 

[FN FAL]

Make the brief, brief, the longer you read, the less your crew member will pay attention, I heard that SAS is now changing their strategy of the long drawn out brief.

Really...only people doing contact approaches need to know if the highest obstacle is building or smokestack.

 

[aussiefly]

I interviewed recently and the interviewer said he liked how brief my briefing was. Only the important (bold) stuff!

You sure he wasnt saying he liked how brief your brief's are ???

 

[Say Again Over]

Good one! :laugh: :laugh:

 

[Bjammin]

At my airline we use the acronymn C. T. W. O.

Ex.

C - Chart: "ILS-DME runway 14 chart 11-7 dated 07 July 05. DME/altitude check 1600 at KANSI (FAF). minimums of 230FT MSL set on the right/left with a touchdown zone elevation of 654FT and a downsloping runway. Missed approach (initial actions only) climb to 800ft then climbing left turn to 270 hdg up to 2000ft. ILS freq. is 117.4 with an inbound course of 141."

T - Terrign "Higest sector terrign is 7700FT to the northwest and highest relevent is 5500 for the missed approach.

W - Weather "We should have visual of the runway at 1200ft in broken conditions. I expect patchy snow on the runway and taxiways and anti-ice will be needed for the entire approach"

O - Operational effects "I will use full thrust reverse for the patchy snow."

I always brief threats such as, "I have not been to this airfield before and we are both off our clock."

Anything to add or questions?

 

[CherryBomb]

Thanks again guys for all the help!!

With your guidance my approach brief in the interview went well and I was offered the job.

THANKS!!!

 

[pilotyip]

I go along with making it brief. There is no need for timing on precision approach because the MAP is not tied to timing. Converting to LOC only after commencing an ILS is a receipt for problems. You only need to brief the initial MAP heading and altitude, because most of the time unless it is an airport you go to 7 times a week you are not going remember the entire MAP. The NFP will assist in the remainder of the MAP if you must execute a full-published MAP. Of course there are unique things at some airports that must be briefed beyond the standard format. Like ILS PRM.

 

[Carl_Spackler]

Also, if the vis is going to be near mins, I brief that if the approach lights (SFL') are insight the we will descend to xxx (100 above TDZE).