Approach Briefing

[FLYHY]

I'm getting ready to interview with a few regionals. Up to now, I have used NOAA charts for Part 91 ops. How do you brief an approach for 121? Any formats would help!

 

[DrProc]

Just read across the briefing strip on the top of the Jepp.

 

[labbats]

Just remember to keep a briefing brief in real life operations. Nothing too safe about a captain droning on about capturing the 223 radial outbound to the XXXX fix and holding, left pattern, etc, etc when it's clear and a million. I pay more attention to Charlie Brown's teacher.

 

[BoDEAN]

Just remember to keep a briefing brief in real life operations. Nothing too safe about a captain droning on about capturing the 223 radial outbound to the XXXX fix and holding, left pattern, etc, etc when it's clear and a million. I pay more attention to Charlie Brown's teacher.

They are not looking for you to reinvent the wheel. BRIEF the approach like YOU brief an approach. They are not looking for a special remix of the original. Only tip I would give, they like when you tell them what the highest obstacle is on the approach plate. Remember that BIG BLACK arrow? Point it out!

Good Luck

 

[jrav8tor]

Just read left to right from the top of briefing chart. Read the header first ex. "Ok I am looking at the ILS 26R Atlanta, Georgia, 11-2 dated 06 Oct 05. Do you concur?" Or just tell them you would verify that the captain is looking at the same chart as you by using some sort of verbage as above.

Good point by BoDean about the largest obstacle. Another thing you want to mention is tell them the time from the FAF to the missed approach point, runway, etc. Remember the little grid on the left just below the plan view.

Remember to take you time and read all the notes on the chart. Take your time before jumping into briefing it. Review the chart first to make sure there isn't anything unusual your not used to. Jepps are easier to read than NOS charts as well.

Remember take your time and brief it like you would normally do!

Good Luck!

 

[91100 100 set]

In 121 operations after a while, you will become familiar enough with alot of the aproaches you do that approach briefings will sound like a broken record. "Okay, ILS 27R, chart index blah blah, dated blah blah, localizer freq is such and such, course is XXX, top is this, bottom is this, missed is this, and so on. It is very easy to just start reading it off without really thinking about it, and in some cases, all that chatter about frequency and stepdowns is kinda silly. I'm not condoning just glazing over these details, but be sure to consider and place some emphasis on the details of that particular approach for those particular conditions. What is the braking action? What kind of condition will the turnoff be in (as in, will the high speed turnoff be a mess and we oughta be pretty close to taxi-speed before we leave the centerline)? Will we need to hold short of a parallel runway immediately after clearing? What if we need to miss, will it be just runway heading to 3000 or will we have to actually fly whatever complex procedure is published and how will we set that up? Do we have any MEL's that affect how we will do this approach and landing? Will that MD-80 in front of us use the entire runway or will the Airbus clear quickly? What about the guy behind us, will we need to clear quickly? When we actually break out, where will the runway be, right in front of us on an ILS, or at an angle? Will there be a few runways to confuse us, lets not land on the wrong one? Things like that. Even if you don't actually verbalize all of these things in your briefing, you oughta be thinking about these things.

Anybody can just read off the Jepp briefing strip, and you certainly do need to do that, but considering the other things is just as, if not more important. And if we are talking about a job interview situation, I think that mentioning things like that would be pretty impressive and sharp.

 

[foreverfo]

ILS in visual conditions...done

 

[Fly2Scuba]

One guy I flew with was the ultimate in standarized operations as one of the lead check airmans. Everything was done according to the FOM and AOM including thorough briefings. Going into Newark, it's clear and a million with airport clearly in site and approach gives us a last minute runway switch. He starts freaking out about how the approach hasn't been briefed. I swore if it was most guys you would thought the airplane was on fire. L-O-O-S-E-R. Another relatively senior check airman I flew with had a different briefing when I was EWR based. Part of it was "Do you know how to fly the Newark 7 Departure?" Me: "Yes". "Do you know how to fly an ILS into Newark?" Me: "Yes". Good, half of our briefings are complete.

 

[check6]

Just read left to right from the top of briefing chart. Read the header first ex. "Ok I am looking at the ILS 26R Atlanta, Georgia, 11-2 dated 06 Oct 05. Do you concur?

Do most 121 carriers require briefing the date of the plate?

 

[flatspin7]

This airplane--- That Runway ---- Dont F*$# it UP!!!!!

 

[pianoman]

Engine out procedures are good to review if your company has special ones. I find that sometimes the FO's who complain the most about briefing something actually don't know the procedure.

So you can be lazy, but you had better still know what's going on.

 

[SkyBoy1981]

Engine out procedures are good to review if your company has special ones. I find that sometimes the FO's who complain the most about briefing something actually don't know the procedure.

So you can be lazy, but you had better still know what's going on.

What about the Captains that interupt the FO's during their briefing and say "no questions". This is probably what led these FO's to being "lazy" and hesitating to brief thoroughly. I mean, I don't brief things that aren't necessary if its clear and a million outside, but come on, lets be professionals here and at least go over the basics of what we are going to do so that we are on the same page. Don't interupt me during my briefing...its rude, its condescending, and its unprofessional.

 

[Chest Rockwell]

Go to FAA.gov and check out AC120-74A, Appendix 5. This is the recommended guidance to 121 carriers as to approach briefings.

 

[flyer172r]

Only tip I would give, they like when you tell them what the highest obstacle is on the approach plate. Remember that BIG BLACK arrow? Point it out!

So that's what that arrow is for (j/k).

One other thing to mention for when you're in training or on the line, when doing an approach in actual conditions, while you're briefing the approach, memorize the DH. Especially if you're the non-flying pilot and it's your responsibility to call out 1,000 ft. above, 200 ft. above, etc. You don't wanna be halfway through the approach and start thinking, "what altitude am I supposed to call out again?"

 

[FLYHY]

91 going to 121

Thanks for all the input!

 

[Stealthh21]

This airplane--- That Runway ---- Dont F*$# it UP!!!!!

Thats the best one!!!

 

[BigLebowski]

Take your time and get familar with them. Then brief them the way you would the NOAA charts...same info just different company.

Good Luck.

 

[pianoman]

What about the Captains that interupt the FO's during their briefing and say "no questions". This is probably what led these FO's to being "lazy" and hesitating to brief thoroughly. I mean, I don't brief things that aren't necessary if its clear and a million outside, but come on, lets be professionals here and at least go over the basics of what we are going to do so that we are on the same page. Don't interupt me during my briefing...its rude, its condescending, and its unprofessional.

You are probably correct. Many of the bad habits FO's get, if not all, are from captains that are "too cool" to just do it the right way.

 

[kramden]

604, 804

 

[dollacrackho]

which flight attendant do u want ? the fat one or the really fat one?
ok briefing complete.