Technique for briefing an approach?

[FR8mastr]

Captain X, if you would look at my post again I did say "what approach, chart date and chart number" If these things agree then you are flying the same approach and all the other numbers you mention will match. I also said if you plan on doing something opposite of standard procedure you would brief that. For this to work obviously one has to look at the chart.

 

[DorkProp]

Our standards manual specifies how to brief an approach. Follow this basic format and you will appear professional in an interview, which is your goal. As for refining a briefing and arguing over what items are more important, leave that for later.

"This will be the ILS 28R at XYZ, page 11-1, April 9 2003. The localizer frequency is 111.8, inbound course 280. Minimum intial altitude is 2800, and we'll cross BEANS at 2720 on the glideslope. DA is 1330, and the minimum visibilty required is 1800 RVR. Elevation is 1196, TDZ is 1128. MSA aroung XYZ VOR is 2400 in all sectors. In the event of a missed approach we will fly runway heading to 4000, then a right turn direct SNEEZ. RADAR and DME are required for this approach. Any questions?"

Just use a format similar to the one above in an interview, covering the major points of the chart. In real life every approach is different and every flight environment requires variations to the standard briefing. Good luck.

 

[FlyaGuppy]

Captain X, I agree it would be nice to cover those things, but even when talking... talking... talking... it always seems people ask, "what was the final approach course again?" or "what is the ILS frequency?" when we were cleared for the approach. Obviously they were not listening. I just believe if the approach brief moved from mundane reading of a chart to something more useful, the other pilot would be more attentive.

Things people always cover which they could figure out themselves:
- Frequencies, altitudes, courses, runway length, missed approach procedure.

Things people never cover which they probably need to know:
- How the approach will be flown, be it with/without autopilot, via FD, raw data/hand flown. Planned area of turnoff (turn off early? or let it roll and use light braking?). Non-standard procedures, such as maintaining a higher speed than the company profiles specify due to ATC requirements. MELed items which would effect the approach and/or landing. Plans for any increase in speed due to wake turbulence concerns, windshear expectations, etc.

 

[regionalcap]

Captain X.
You make very good points but I disagree with your statement about briefing the runway exit. It is very helpful especially when going into an unfamiliar airport. I have seen some f/o's use brakes and reverse without even having a clue where they want to turn off. I think it teaches good piloting skills to have a plan of action. Heck, some taxiways are unusable for larger aircraft. Wouldn't you want the first officer to know this ahead of time? I am not saying they have to slam on the brakes to make the taxiway just have a general plan.