B737 takeoff briefing

[Allan]

Boeing 737 Flight Crew Training Manual states on p. 2.1 that the takeoff briefing assumes that normal operating procedures are used, hence it is not necessary to brief normal or standard takeoff. My question to you is: Does your company accept this, or do you do a complete takeoff briefing, and if yes, how does it sound?

Kind regards and thanks in advance

[Telstar]

We do a full briefing before every takeoff, at the Gate if possible. Its quite long we start with flap settings, bleeds on off, wond, surface conditions, emergency turns. Then the before V1 scenario, evacutaion and after V1. Its too long to type out but its about an A4 page. With pactice it takes about 40 secs to say it.

[x5uvt]

We got specific briefing cards issued. One side is "pilot briefing" and the other "flight attendant briefing".
- CRM Briefing
- DEP/ARR Briefing
Mel, Notams, Special issues
Airport info, taxi plan
Weather, rwy condition, t/o & ldg weight
RTO & Evac
Air return, fuel jett, Alternate
Terrain
- Pilot Flying Brief
SID/STAR & Approach
Displays & Automation modes
Transition alts & levels
Engine out / special procedures, accel. alt

Enroute issues, PAs, Questions

Hope this helps. x5

[kotakota]

Departure Brief

I think a 'full' A4 brief before every sector is a bit OTT.
First sector/flight of day should be so ( very important to be interactive , ie asking NHP to add their part when requested ) , but thereafter only anything 'different' ( ie weather , icing , flaps , E.Turns , X-winds etc ) should be discussed . Too much repetition is going nowhere. You will soon know from your initial I/active brief whether you need to repeat anything.
As recent events have proved , it is far more useful to discuss other scenarios ( Pressurisation , Eng fail and driftdown etc ).

[Pilot Pete]

When they say that it is not necessary to brief a normal take-off, I think they mean that your 'standard profile' does not need an indepth explanation every sector. So if you take LNAV as standard above 400' and take climb thrust and accelerate at 1500' as standard you don't have to go through all this. Just say standard T/O. If however you are going to do something different, like HDG SEL at 400' and take climb thrust at 1500' but not accelerate until 3000', perhaps due to a restriction you need to make, then brief that.

As pointed out by others, the important differences must be briefed every time, like emergency turns, MSA and plan if you have an emergency (will you return to this airport, which might be the 'standard' thought process, but what if it's a limiting runway? You may well want to fly 50nm to a 10,000' strip of the black stuff!) Tell the other guy your plan, brief the bits that are different.

Hope this helps.

PP