T/O briefing

[buxflyr]

Some guys like to overbrief every takeoff. Its not a shuttle launch.



probably one of the best responses on FI. Without some strewn out answer or argument, that pretty much sums it up. Well done.

 

[pipe]

604, 804. Questions?

Those who know already know. Those who don't can't be fixed with a briefing.

Less is definitely more. For a takeoff or appraoch at the home drome it is a waste of time unless the weather is down. I once briefed the wrong arrival in its entirety and I was the only one who caught it (3 pilots) - about ten minutes later.

No one is listening unless the weather sucks, you're doing cat II or III, circling, mountainous terrain, etc. Briefing the he!! out of the average vectors to ILS/VFR final or a normal flap/no terrain takeoff just trains us all to tune out.

PIPE

 

[Huck]

I was in the back on the 727, headed into somewhere high during the daytime. I think the field elevation was around 5000'.

The F/O was flying, new to the seat, humping on in at about 12000' (which was only 7000' above the airport). He was doing about 350 knots across the ground.

Now, it was clear and a million, and the airport was using visuals to a runway that only had a VOR approach. It wasn't even a straight-in VOR approach, it had like a 30 degree turn to final at the MDA. This joker starts his brief with, "This is a visual, backed up with the VOR, page 16-1, 12 november 2###, field elevation is..., blah blah blah if we have to miss it's a left turn to the ### radial...."

All this time we're getting closer, and by the time he's done we're 10 miles from the field, 7000' above the field and at 350.

He looked back at me and said, "approach check."

I said, "Sure, if you'll slow down first...."

In Huck's humble opinion, we would have been much safer if he had closed his jepp book (or flipped to the ground chart) and said, "Visual approach, boys, back me up on this, approach check...."

 

[pipe]

I was in the back on the 727, headed into somewhere high during the daytime. I think the field elevation was around 5000'.

The F/O was flying, new to the seat, humping on in at about 12000' (which was only 7000' above the airport). He was doing about 350 knots across the ground.

Now, it was clear and a million, and the airport was using visuals to a runway that only had a VOR approach. It wasn't even a straight-in VOR approach, it had like a 30 degree turn to final at the MDA. This joker starts his brief with, "This is a visual, backed up with the VOR, page 16-1, 12 november 2###, field elevation is..., blah blah blah if we have to miss it's a left turn to the ### radial...."

All this time we're getting closer, and by the time he's done we're 10 miles from the field, 7000' above the field and at 350.

He looked back at me and said, "approach check."

I said, "Sure, if you'll slow down first...."

In Huck's humble opinion, we would have been much safer if he had closed his jepp book (or flipped to the ground chart) and said, "Visual approach, boys, back me up on this, approach check...."

That's our culture - by the book all the way to the scene of the crash.

PIPE

 

[Rez O. Lewshun]

A retired airline pilot commented on how the guys with the elaborate briefings were the ones who frooze up when the sh!t hit the fan....