How do you brief the approach plate?

[172_driver]

At the school I did my training our approach briefings felt very long and not really to the point. Now I am starting to work at a flight school in San Diego and the briefings we use are kind of similar to once we used to do back home in Sweden.

The LOC-D appr. to Gillespie field (LID:SEE - LOC-D (0806)) could sound like this:

"Localizer Delta approach at Gillespie, Date 22:nd of April 05, plate 21-1. Localizer frequency 110.5, final approach course 269. Initial altitude 6600 feet at BARET inbound on course 269, identified by Julian radial 177. Next altitude 4500 at FAF SAMOS, identified by Julian radial 195. Next altitude 2700 feet at GRIGG, identified by Marker. Minimum descent altitude 1540 feet, if contact we will make a circle approach, not authorized northeast of runways 17 and 27 right. If no contact by decision point 5 minutes after SAMOS then we will initiate a missed approach. Missed approach procedure is climbing LEFT turn to 3000 feet direct MZB VOR. Minimum safe altitude is 5300 feet east of MZB. Any questions?"

I have just read everything right of the plate and afterwards I don't remember a fraction of what I just briefed. While doing this briefing (single pilot) you are supposed to fly the plane and monitor a very busy frequency. And just knowing that reading out every single altitude and every single radial will take you 2 minutes of your valuable time makes it even more stressful.

An easier way to brief it, and still all necessary information given, I find:

"Localizer Delta approach at Gillespie, plate 21-1. Vectors for localizer set on NAV1. Initial altitude 6600 feet. NAV2 for position awareness. Minimum descent altitude 1540 feet with circle to land, not authorized northeast of the field. If no contact by decision point 4 min after SAMOS we'll do a missed approach, climbing left turn to 3000 ft direct MZB VOR. Any questions?"

That takes merely half the time and you might also remember the briefing. What are your opinions? Do the briefings need to contain any single item written on there? You are always allowed to look on the plate.

[TheGorrilla]

I usually confirm we're both looking at the same plate and then ask the other guy if he/she can read. Then point out the ILS/QDM is the same as in the FMC/FMGC and then discuss go-around actions and procedures followed by auto brake settings and expected runway turn off point and taxi route.

[low n' slow]

Having flown the same approach in the same operation, there are two sides of that coin. All BFSAA procedures seem to be built so that the student gets the highest workload possible. There's nothing wrong in that, as long as there is a safety pilot or someone taking care of the actual airmanship: looking out, maintaining a proper SA, listening to the radio etc etc.

The other side of the coin is that the San Diego Airspace is very cramped. I had 2 good friends that lost their lives because of this in a mid air and occupying the PF with a long arduous briefing is not really a safetyminded thing to do.

Things you can do to alleviate some of the related stresses are:
- Brief the approach in good time while still on level, you know you're going to do that LLZ approach anyways...
- Let the Non flying pilot fly the plane/listen to the radio whilst briefing.
- Look through the essentials, that is things that you really can screw up on, meaning: minimum altitudes, courses, frequencies, MAP's etc.
- Some commericial operators that fly planes without autopilot actually lets the PNF brief the approach. Perhaps something you can adopt in your operation (Then again, your operation is single pilot so it might not be of value for the solo students).

I would brief it like this:
LOC-D 27R Gillespie
Inbound 269 on frequency 110.5
Initial Altitude 6800 outbound barret and 6600 inbound.
When passing R177 Julian, cleared 4500 and after R195, cleared 2700: that marks the timing 3.45 to the MAPt.
When going around, climbing left turn to MZB, 3000 fet and in case of landing, left hand visual circuit.


I know the school does have a procedure for this. To stay on the right side of everything, stick to the procedures and where you do find nonsense going on, write a report and try to change the procedure the proper way. Your students will only be confused if you start working your own procedures and that may be even more dangerous.

Enjoy SD and look out!
/LnS

[172_driver]

Thanks for your replies guys! I'll stick to the procedure as it is right now, just wondering how things are done when you come to a fast moving jetliner into a big airport and things happen even faster.

[NVpilot]

I have just read everything right of the plate and afterwards I don't remember a fraction of what I just briefed

In the modern flight deck, while this is being read, the other pilot should verify that the FMS is programed as such, most airlines have approaches in the data base but some mistakes may be present. Your narrative after the reading of the plate is exactly what we do, explaining intended configurations, modes of automation etc.

[ETOPS]

172_driver

In BA we practise an "interactive" briefing - the intention being to avoid longwinded speeches that simply read out the data on the plate. So we start with "big picture" stuff - an overview of the approach we intend to fly with emphasis on terrain and any obvious differences from standard set up. Then check your colleague is still engaged by asking questions "what's the ILS ident?" or "how would you fly this go-around?" Remember the vast majority of approach plates contain nearly identical info i.e. 3 deg ILS glide path so much better to highlight unusual differences such as PAPIs set at 3.25 deg or whatever.

Main point is keep it short, keep it relevant

[Superpilot]

172 driver, my jaw has just dropped. I was thinking about this very thing last night and was meaning to ask on PPrune. Just logged onto this forum to ask this very exact question. And you just asked it!!!

Anyway, thanks for asking exactly what was on my mind. Is a full plate briefing really necessary at a time of high stress (initial approach)?

[172_driver]

One of all those coincidences

[411A]

We don't have multiple approach charts, only one, shared by both pilots (and the Flight Engineer...and make no mistake, these folks are smart as a whip, as they should be), so...

Title.
MSA.
ILS (or VOR/NDB frequency) as appropriate.
Inbound QDM.
Final approach fix and the relevant altitude.
Minima.
Missed approach procedure.
Any Questions?

There are normally none...nada, zip.
Why?
With over thirty years in the business (each crew member), I do believe we have done it all before.

However, IF we have a junior crew member, a slight more discussion is required.
Not however...going on for ten minutes, as I have observed in line checks.

Overly long winded...folks doze off.
Hey, it is NOT as though we are briefing a moon landing, just pay attention to details, as professionals should.

PS:
For that NDB approach, one crew member absolutely should monitor the NDB frequency for the ident, for the duration of the approach.

Mandatory...for IF the ident goes away, so might the beacon.
In this case, no failure flags are normally in view.

[point8six]

Definition of a briefing (according to the Oxford English Dictionary) is:- "a concise description of short duration".
How will we do it, if it goes well and how will we do it, if it doesn't? - and ask questions to make sure the other crew members are still paying attention!

[172_driver]

Interesting to read. Thank you!

[SNS3Guppy]

There are several parts to briefing the approach, and it's not just the procedure itself. I perform a full approach briefing, out loud, even when flying single pilot, and don't differentiate between types of aircraft or the number of crewmembers..so the same approach works just as well in a 172 with another pilot or student, or solo as it does in a B747.

So far as the approach procedure itself being briefed, I prefer to set everything up, first. That means setting in the course, frequency, etc, where apropriate or as far as I can go at the time. When the approach is briefed, it's not so much a matter of rattling off a litany of numbers and headings and altitudes as it is a familiarization practice, and a verification of the work already done.

On several occasions I've seen different charts in the cockpit. This could occur for a number of reasons, but verifying the page number and the revision date is important. Part of the approach briefing will be the arrival, so that's included.

"This will be a left seat arrival and landing. We are expecting the ZAGA2B arrival, SHRPA transition. Expect crossing below 12,000 at BEDOL. Transition Level FL180. Airspeed restricted 230 after WANSA. We will fly the arrival off the FMS. Airspeed is built off bug 142, flaps 25 landing. Expecting the ILS 23L, plate 11-1, dated 07-07-07. Frequency 110.3 is set left and right, inbound course 232 set left and right. Glideslope intercept at 3,000' at KIKDA, located 7.3 miles on the localizer DME. Decision altitude one thousand one hundred, that's two hundred on the radar altimeter, set. Airport elevation 1,900'. MSA 6,000'. Missed will be straight ahead to 3 DME, then right heading 270. We will fly the missed on the FMS, and the hold is verified. On landing, it will be a left exit to taxiway Hotel, we have a hotspot there. Expect routing on Hotel to Bravo to parking. Comments or questions?"

The last sentence is the single most important one.

[flyr767]

Since we're all sharing, I do my briefing (well before T/D) like this:

Go through the ATIS/NOTAMS/MEL items
Details unique to the approach or airport
Terrain / obstacles
Windshear / runway condition
Target speed on approach
FM G/A profile
Runway and exit plan
Taxi considerations
Runway incursion hot spots
NAVAIDs and their corresponding frequencies
Transition level

Approach chart number and date
Inbound course
FAF / crossing altitude
Minimums
Time or distance to the MAP from the FAF
and finally go over the MISSED APPROACH procedure

And depending on the situation I may omit or add items as neccessary.

[Visual Calls]

Anyone that labours an approach briefing that both crew members have seen before dozens of times might as well be saying nursery rhymes for all the attention the other person is paying.
The correct way for a "normal" day in a familiar: Check the information in the FMS is the same as on the plate. Mention any unusual or different threats present today. Specify if manual/auto flight and thrust.
Lengthy briefings to home base, or any familiar airport, are an utter waste of time.

[Visual Calls]

Anyone that labours an approach briefing that both crew members have seen before dozens of times might as well be saying nursery rhymes for all the attention the other person is paying.
The correct way for a "normal" day in a familiar airport: Check the information in the FMS is the same as on the plate. Mention any unusual or different threats present today. Specify if manual/auto flight and thrust.
Lengthy briefings to home base, or any familiar airport, are an utter waste of time.

[411A]

Lengthy briefings to home base, or any familiar airport, are an utter waste of time.

Very well said...in fact our procedure is...'ILS to runway ..... DH ...., standard calls.
It works just fine for true professionals, others...do not apply.
Does this seem harsh?

Hey, if they can't cut the mustard, we don't want 'em.

Now, if a new guy, who has little experience in the specific airplane/airfield, a different story altogether.
The soon learn.

IF not, goodbye.

[SNS3Guppy]

Lengthy briefings to home base, or any familiar airport, are an utter waste of time.

That's dandy if you have a home base or fly to two or three airports only.

For many of us who might or might not see the same airport twice in a month, or even in a year, a full brief every time is appropariate, and per our SOP, necessary.

Moreover, even if I fly an airplane single pilot I still perform the same brief, completely, out loud.

It's good procedure.

Personally, there's nothing professional about "standard calls and procedures," as the brief. There's no point to a briefing that you don't brief. (and it's not called a "brief" because it's short in duration or "brief.")

The guys who have it all memorized because they've done it one too many times are the ones to watch out for. We use checklists every time, thoroughly, beginning to end for that very reason, and we do briefings the same way. Nothing is saved in the shortcut.

[TWApilot]

A briefing should be as brief as possible, hitting on big picture things. If it gets too detailed, then you won't be able to remember all the stuff that was mentioned... then, the briefing was counter-productive. Some airlines require that long dissertations be read. This is a bad idea, as I wouldn't remember anything after the long speeches required at some carriers. The briefer the better.

NV pilot --

While one pilot is reading the briefing, the other pilot should be... FLYING THE PLANE!!! NOT looking at the FMC!

[frontlefthamster]

The brief needs to be finished well before you anticipate receiving your first descent clearance. This is how I like to do it and see it done:

First, the big picture: aircraft status, notams, weather, a quick word about anything specific (eg low QNH day = level bust risk, new purser in charge so seat belts on early, plan to start manual flight early, or whatever else is notable about today's flight).

Then the arrival, from the plate, including terrain matters, and especially, clearance limits.

Then the approach, from the plate, including terrain matters. I like the Briefing Strip (TM).

Then the landing and taxi in, including flap and autobrake setting (referenced from the Perf Inflight), planned use of reverse, etc.

Then the missed approach, in full, intentions (and this might include a brief on the approach at an alternate if it's close by), fuel remaining, etc. There's no point having an SOP call of 'tune radio aids for missed approach' if your colleague dooesn't know what to set and where, before he hears it.

Then the opportunity for questions, and discussion of any points not already resolved.

Yes, interactive is a great method, provided your company supports it (and there's no excuse not to) and that you've been trained how to do it properly and in particular to do it effectively and non-confrontationally. For example, 'What do you believe is the Cat 1 minimum?' not 'What is the Cat 1 minimum?'. Focus the interactive elements on the important stuff.

But, most importantly I believe, the brief must be a story: it must be sequential, and told as a narrative of events. It should state what is going to be done, and when, and by whom. It should be listenable and engaging. It should inquire. It should seek out doubt and confusion and run them hard to ground. It must expand outside itself, into checking the nav aid set up and FMS, etc, and it must retract into itself to give unambiguous clarity, as for example, if revising standard calls for an autoland. It should be given, with enthusiasm and care, and listened and responded to attentively.

Two final points: the brief should be as long as it needs to be, and should cover everything of relevance without wasting time; briefing is too often done poorly. There is no excuse for this.

[jb5000]

In our airline we start with big picture stuff, like weather, defects, NOTAMS, and terrain issues then we 'brief from the glass'.

The PF runs through what he has programmed in for the descent, arrival, approach and go around and this is then cross checked by the PNF against the Jepp chart.

Quick brief of the radio aids that have been tuned, Nav accuracy, performance in the descent so speeds, (M)DA, go around acceleration altitude etc., quick review of how much fuel you have extra for holding, g/a etc., autobrake setting and where you're going to leave the runway and expected taxi route.

Sounds like a lot but can be taken care of in a few minutes, and as mentioned above, a home base briefing can take even less than that. Innsbruck might be just a tad longer.