To brief or not to brief...

I'm must curious. There is an opspec for that, but I didn't know if the 135 guys have it. Or if it's a tprop only deal or what.

Don't know that I'd fly a contact approach in the jets....
 
Polar742 said:
I'm must curious. There is an opspec for that, but I didn't know if the 135 guys have it. Or if it's a tprop only deal or what.

Don't know that I'd fly a contact approach in the jets....
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If memory serves, we were not approved for contact approaches at either of the 135 carriers where I flew.
 
ctab5060X said:
If memory serves, we were not approved for contact approaches at either of the 135 carriers where I flew.
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I know we're not approved for them at RUF. I can't remember whether you could do them at FLX or not. Obviously, if I ever did one at either company, I was part 91. :)

PS. And no, from my very layman's outsider understanding of flying the big iron, I don't think I'd try a contact approach in a 747, although you da man if you do. It can get a little wiggity even in the little rice rocket. Under Pt. 91, obviously.
 
Well, just so ya'll don't think I'm some stuck in the mud, I think they are a wonderful tool.

Of course, it's probably at the bottom end of approaches that I'd want to do, but it could be a great tool to have.
 
Polar742 said:
Well, just so ya'll don't think I'm some stuck in the mud, I think they are a wonderful tool.

Of course, it's probably at the bottom end of approaches that I'd want to do, but it could be a great tool to have.
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Unfortunately I don't think I have that tool in my bag.
 
wheelsup said:
It's something that noob's and check airman do. Then they cry when the runway assignment is changed.
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Kinda have to disagree a bit with that. In a multi-pilot crew, briefings are an important part of keeping things on track and where I worked were part of published SOPs. Runway changes were not all that common (with DFW being the big exception).

Polar, contact approaches were specifically prohibited in our ops specs, IIRC.
 
Hacker15e said:
Switching to the LOC while intending to fly the ILS is a contingency -- something you do in case things do not go as planned.

There are a million different things that can make your approach not go as planned, yet you still do them even if you didn't sit there and discuss every possible one before the approach.

"Whoops...we just lost #1....but since we didn't discuss the single-engine approach as part of the brief, we can't do it."
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Depending where I lost an engine, and in what aircraft, I might well want to do a single engine go around to troubleshoot the issue. Unless I'm within a few hundred feet of landing in the jet it's probably a more prudent idea (in my mind) to go around, wind the clock, run the QRH and get our heads in the game rather than trying to force a transport category get onto the ground. About the only thing I can see changing that is a fuel situation that won't allow for it.

Now in a Chieftain? We're probably going to land, one way or another, with or without that glideslope, so at that point we're going through minimums no matter what happens. A single engine go around in that aircraft isn't much of an option.
 
I'm so happy that other people think the "start the time" nazis are smoking crack.
 
Roger said:
I'm so happy that other people think the "start the time" nazis are smoking crack.
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If you have no DME info and it's not a RADAR or DME required approach, and the GS craps out, how else would you know where the MAP was?

Start the clock.
 
Polar742 said:
If you have no DME info and it's not a RADAR or DME required approach, and the GS craps out, how else would you know where the MAP was?

Start the clock.
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If the GS craps out go missed. I don't like changing horses in mid stream frankly.
 
Polar742 said:
If you have no DME info and it's not a RADAR or DME required approach, and the GS craps out, how else would you know where the MAP was?

Start the clock.
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If I'm down to using time to find the MAP on an ILS gone to a localizer in the middle of my approach, and going missed at that point is not an option, I'm in deep doo-doo.
 
I brief the approach because of company SOP and in case of something went :banghead::banghead::banghead:.

I had one ILS approach went out of window because of ILS inop - no moorse codes. ATCs were not aware of it. We had to opposite runway ILS with tailwinds(in case of company/chief pilot reading this post, it was under limitations). :D Guess what's on next ATIS? :rolleyes: Due to wind condition, few flights went somewhere else that night.

I got questions for those pilots who fly electronic altimeter airplane. Is it possible that you might have deviation on both sides? about 20 feets or so :confused:
 
KLB said:
Well that doesn't mean that it's attached to my hip! It's sitting in the airplane, while I'm sitting in the hotel. I'd never carry it home with me anyways.:)
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:laff::laff::laff:

Well, the people sitting across the table from you at a hearing (when you got nailed for violating those ops specs) WILL know what your ops specs say.

That might be a bad time for you to repeat that statement.

Stuff like ops specs just come with the territory. :D
 
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