How do you brief your departure?

[great cornholio]

I like to use "If $hit goes down before we be fast we jammin on the skids. After that we takin it on the fly. I fly you floss dont touch $hit till 500 feet she be kinda light today so we bring her back on the southside. "

 

[Lead Sled]

Pretty Simple Actually:

1. Discuss Any changes to normal procedures.
2. Review what you do if a problem occurs before V1. What you'll abort for and who does what.
3. Review what you do if a problem occurs after V1. Who does what and where you'll go.
4. Review clearance departure procedure.
5. Ask if the other pilot has any questions or any thing to add.

Example:

(1) "We'll use standard callouts and procedures today."
(2) "If anything abnormal occurs before 90 knots we will abort. After 90 but before V1 we'll abort only for a Fire, Engine Failure, Thrust Reverser Deployment or any loss of control. If we do abort you get the airbrakes and I'll apply maximum braking, throttles to idle and TR (thrust reverse) if its available."
(3) "Anything abnormal after V1, we'll take into the air. I'll fly the airplane and work the radios, you run the checklists. We'll return back to runway 36 if we need to."
(4) "The clearance states that we are to fly runway heading up to 3000' for vectors to XYZ."
(5) "Do you have any questions or comments?"

FWIW, I pretty much follow the above. However, I would like to add a couple of thoughts...

If you use phraseology such as "Standard Brief" or "SALT" or "As previously briefed" in the brief I would suggest that you consider incorporating at least one full briefing (usually the first flight of the day) into your SOPs.

I've flown with guys who habitually use the phrase "Standard Briefing" and I have no problem with that; however, after a period of time "Standard Briefing" begins to lose its original meaning (an abbreviated way of listing certain specific components) and simply becomes the meaningless phrase "Standard Briefing". I have, on occasion, asked those guys what the standard briefing was and in more than a few cases the response was "You know - the standard briefing." When pressed, they either couldn't tell me what the "standard briefing" was or at best had to think about it for a moment or two (or longer).

Shortcuts are nice and we all use them; however the next time you fly with a person who says "standard briefing" simply ask him what that is. If he doesn't know what it is or if your idea of what the standard briefing is doesn't correspond 100% to his then you know what you need to be doing.

'Sled

 

[Shaggy 135 Guy]

I brief that if you're a former marine named joe, you just sit in the seat and stay quiet unless I'm on fire because you're a jarhead!

just kidding

 

[landlover]

i read it on here a long while ago. for take off

what jetpilot500 said plus

Dear God, let these engines run for at least 5 minutes once I stand these mothers up.

 

[MarineGrunt]

I brief that if you're a former marine named joe, you just sit in the seat and stay quiet unless I'm on fire because you're a jarhead!

just kidding

I'm thinking of trying, "Just sit back and relax while I floss and fly this mo-fo all over this b!tch...."

 

[DorkProp]

Favorite brief from a CAK-based pilot, before we closed the CAK base... Take-off briefing: "CAK" Didn't matter what airport you were at. It was always, "CAK".

 

[Cardinal]

This airplane, that runway. Questions?

 

[pilotpat]

The Captain, or "Aircraft Commander" if military, should always be the one to make the final decision whether to abort. The FO or Co-Pilot should certainly callout what he sees, but he should not be the one yelling out "Abort." This is especially true when flying with the newer guys. The last thing I need is a new FO calling out "abort" for an EFIS COMP MON msg at 110 knots. It's much better for him just to call out the EICAS message and then I can evaluate what to do.

Do you think your right seater would really call out an "abort" for an EFIS message?? If so, then I'd wonder how that person made it through initial... Maybe I'm a little touchy on the subject since I am a right seater for now, but I think I'd know before V1 when a major item demands an abort. I can't tell you how many times in the sim the "captain" got chewed out because I called a "amber caution" that he ignored. Obviously, (I hope) someone wouldn't get their nad voice screaming over an "Inverter Fail" light...

 

[Wankel7]

"Hit the guns son!"

check dis,
$hit go down for we be fast we be jaming da skids
after dat, we take it on the fly
don't do $hit tell 400 ft
I be drivin, you be jivin
take her around and land it southside

That was great! I am doing that on my six month tomorrow!

 

[FN FAL]

Because you're a jarhead!

...just kidding

No you're not. Cut to the chase! You know it and I know it...everybody knows it. Jarheads have to take their hats off to pee.

 

[minitour]

Excellent info guys....thanks!

-mini

 

[TankerPuke]

GRUNTer-

You're on the right track, so let me offer my 3$. Do whatever gets you through the SIM. Nod politely and say, "man, I never thought of it that way." Ask your flightline instructor how the evaluators (the ones that pass you and get you back home) want it done. Do what you have to do to get out of Altus, it's different in the real world.

As far as your unit (which I am very familar with...hehe) - there is a standard brief you will learn when you get home. Like I said - flightline instructor wants...flightline instructor gets.

Some thoughts - its the AC/CPT decision. I know you have more experience than some, but I personally don't want a NEW CP calling an abort at 125 knots (S1 140) for a TR FAIL or an OVHD CAUTION for a generator tripping offline. It would be like a new FO calling an abort for an EFIS COMP MON (as mentioned before) or ANTI SKID FAIL just prior or at decision in the RJ. I do know what you are saying though with an engine failure, but if I as the AC have your throttles for takeoff it will be pretty apparent as you start to tool off the runway centerline and I would abort anyway. Deal with this other stuff I mentioned in the air.

Grunt - I would trust you and I will when you get back. Just nod to the FS guys and get to the flightline. OK? Now get back to your Dash 1 studies...

PUKE

P.S. I am in the SIM at Fairchild with one of your FS instructors (Scott). Also, if you get a SIM FS guy with the intials of CH...call in sick.

 

[hobbsmeter]

Like Cardinal said..."mine off of runway ___, any questions?"

 

[MarineGrunt]

Grunt - I would trust you and I will when you get back.

Sheesh, you're more brave than I am. I sure as heck don't trust me!

]P.S. I am in the SIM at Fairchild with one of your FS instructors (Scott). Also, if you get a SIM FS guy with the intials of CH...call in sick.

I have CH tomorrow for the third time. Know of any bad Chinese places in Altus? uke: He's not that bad really, I actually learned quite a bit from him. However, I'm interested to know the "story" so PM or email me when you get time.

Now get back to your Dash 1 studies...

What??? You mean we're supposed to be reading that thing???? Uuuuuuum..... gotta go.... I have stuff to do!

 

[mar]

And now for something completely different

I think it's fairly standard to leave the decision to abort with the Capt.

That doesn't mean the FO sits there with their arms crossed.

But at my company, not only does the Capt make the decision but he performs *every* abort--no matter who the "flying pilot" is.

Obviously when the Capt is the "FP" he handles the decision, the power and the brakes.

But when the FO is the "FP", on takeoff, the Capt and FE will set the power. The Capt will release the brakes, the FO will steer with rudder and both hands on the yoke. The Capt keeps his hand on the power levers until V1 in case of abort.

On this part of the brief I say, "It's a right seat departure. We'll abort for any malfunction below 80 knots, between 80 knots and V1 we'll abort for engine failure, fires or inability of the airplane to fly, any malfunction after V1 we'll treat like an inflight emergency. If we need to make an immediate return the ILS to XX is in use, otherwise we'll need to dump. The Capt will perform the abort and I'll accomplish the non-flying pilot duties..."

It's a little wordy, but believe me, my "brief" is a lot *briefer* than others...

At first it was strange for me to have both of my hands on the yoke while I was performing the takeoff--at other jobs, while the Capt still retained the sole authority to call the abort, the FO would *perform* it on his command.

But now, at this job, The Capt calls it, he performs it, and the FO never touches the power until after he calls for "climb thrust".

For me, that's a little different, but I've actually come to like it better. With some practice, the aborts in the sim go a lot smoother.

Good luck.