tilley_205
Well-Known Member
Looking for your best pre-takeoff crew brief. Not any airline stuff just a good brief to use in piston singles/twins. i.e. "engine failure on takeoff we will do this and I will do this..."
Thanks
Thanks
Commercial Pretakeoff brief
- Thread starter tilley_205
- Start date
Single Engine:
"Okay I've got a static takeoff on runway ___. I'll apply max power and then release the brakes. ___ monitor the engine instruments and announce any abnmormalities. If we have an abnormality or emergency prior to liftoff, I'll close the throttle and stop on the runway. After liftoff if there is enough runway left to land and stop, I'll lower the flaps and gear and land and stop on the runway. If there is no longer enough runway to land and stop and we don't have enough altitude to return, we'll go to _____ (pre determined spot determined during preflight planning) and land with the flaps down and gear ___.
*Two pilot information -
If we do have an emergency, I'll fly the plane and handle the radios, you run the checklist.*
We rotate at ___ and climb at Vx to ___' and Vx is ___. Then we transition to Vy which is ___. Our departure instructions/DP are ______.
Any questions?"
Multi-Engine
"This is a normal takeoff on runway ___. I'll set max power and release the brakes. ___(you, if two pilots) monitor the engine instruments and announce any abnormalities.
Prior to rotation, we stop for any abnormality or emergency. After we rotate and before gear retraction we'll close the throttles and land for an engine failure. With the gear up or in transition, we'll continue to fly (whatever the DP is if there is one or whatever the plan is) and shut down and feather the dead engine. We'll return/go to somewhere else via ___ (ILS, left traffic, heading ___ to ___ then ___, smoke and mirrors, whatever).
*Two pilot information -
If we do have an emergency, I'll fly the plane and handle the radios, you run the checklist at my direction.*
We'll rotate at ___ and climb at ___ to ___'. Our departure instructions/DP are ______.
Any questions?"
Lots of that can be briefed prior to taxi so the only thing you brief is:
"Okay we briefed the instructions and return/emergency plan. So we'll do that as briefed. We'll rotate at ___, climb at ___ to ___'. I'll set the power and release the brakes you monitor the engine instruments and announce any abnormalities. Any questions?"
-mini
"Okay I've got a static takeoff on runway ___. I'll apply max power and then release the brakes. ___ monitor the engine instruments and announce any abnmormalities. If we have an abnormality or emergency prior to liftoff, I'll close the throttle and stop on the runway. After liftoff if there is enough runway left to land and stop, I'll lower the flaps and gear and land and stop on the runway. If there is no longer enough runway to land and stop and we don't have enough altitude to return, we'll go to _____ (pre determined spot determined during preflight planning) and land with the flaps down and gear ___.
*Two pilot information -
If we do have an emergency, I'll fly the plane and handle the radios, you run the checklist.*
We rotate at ___ and climb at Vx to ___' and Vx is ___. Then we transition to Vy which is ___. Our departure instructions/DP are ______.
Any questions?"
Multi-Engine
"This is a normal takeoff on runway ___. I'll set max power and release the brakes. ___(you, if two pilots) monitor the engine instruments and announce any abnormalities.
Prior to rotation, we stop for any abnormality or emergency. After we rotate and before gear retraction we'll close the throttles and land for an engine failure. With the gear up or in transition, we'll continue to fly (whatever the DP is if there is one or whatever the plan is) and shut down and feather the dead engine. We'll return/go to somewhere else via ___ (ILS, left traffic, heading ___ to ___ then ___, smoke and mirrors, whatever).
*Two pilot information -
If we do have an emergency, I'll fly the plane and handle the radios, you run the checklist at my direction.*
We'll rotate at ___ and climb at ___ to ___'. Our departure instructions/DP are ______.
Any questions?"
Lots of that can be briefed prior to taxi so the only thing you brief is:
"Okay we briefed the instructions and return/emergency plan. So we'll do that as briefed. We'll rotate at ___, climb at ___ to ___'. I'll set the power and release the brakes you monitor the engine instruments and announce any abnormalities. Any questions?"
-mini
Worked great there, I'd give douglas' brief a go; short, simple, easy to remember...I like it.
For example:
The TEB Dalton 19 Departure.
"Our departure is the Dalton 19 and on the DP we are runway heading to 800', then a right turn to 280 at or below 1300' and no faster than 190 knots."
Or:
"We're assigned radar vectors to ___ then on course, so we'll fly the assigned heading."
Or:
"The ODP says to go direct to ___ and climb in the hold to ____'."
"...any questions?" (always to finish).
*edit*
This part of the brief is included whether it's single or multi-engine. I see I placed it in a different spot in the multi-engine brief. I think that's just because it's easier to say/do than it is to type it out. It's not like it's a script, it's just a checklist of things to go over for a contingency plan. If you make it a script, you're likely to memorize it and then just say it to say it vs. getting something out of it.
-mini
You betcha. Best thing you can do is tailor it to your operation. Think of the things you'd like to cover before takeoff and start talking about them. Always finish with "any questions". The other guy might have some, he might not...but no point in blasting off thinking you're both on the same page when you aren't. Defeats the purpose of the brief.
-mini
-mini
89-LX
Well-Known Member
I have a little 3" x 5" card that is laminated that covers crew wx briefing, crew preflight, passenger briefing, departure and arrival briefing this way I dont miss anything.
For the crew preflight, I have the following:
For the crew preflight, I have the following:
- Flight details (VFR, IFR, etc)
- Destination
- Who is PIC, duties, assigments
- Special Considerations such as aircraft time limits, mx (squawks), weather, other (waterkit), etc
- Questions
- Who performs take off
- Departure clearance/procedures
- Winds
- Type of departure
- Numbers (flaps, power, v-speeds, flap speeds, climb speed, check speed/altitude)
- Emergency actions before Vr with rw remaining and no rw remaining, after vr with rw, no rw below 1000, and above 1000.
- Special considerations for density altitude, strong winds, wind shear, etc
- Questions
Crockrocket94
Well-Known Member
Back when I was a fulltime CFI in the little guys, it usually went like this. And it was generally airport specific and wind specific.
"We are departing off of runway XX, it is XX long.
Vx is XX, Vy is XX, Best Glide is XX. The wind is XX at XX and our takeoff roll should use XX feet.
If we have any abnormailites on the takeoff roll, I'll bring the throttle to idle and stop straight ahead.
If we have just lifted off experience and engine failure and we have runway remaining, I will push the nose over and land in the remaining runway.
(Airport specific)If we experience an engine failure and we have no runway remaining or have not yet reached 1000' AGL we will land straight ahead making shallow turns to avoid any obstacles.
OR
If we experience an engine failure and we have no runway remaining or have not yet reached 1000' AGL we will make a turn to XX and aim for XX there is a golf course, or another runway or whatever the weather dictates.
If we are above 1000AGL, we will make a turn back to the airport and land on XX (Depending on Winds). I will fly the airplane, if you can please help with the radios.
Any questions?
"We are departing off of runway XX, it is XX long.
Vx is XX, Vy is XX, Best Glide is XX. The wind is XX at XX and our takeoff roll should use XX feet.
If we have any abnormailites on the takeoff roll, I'll bring the throttle to idle and stop straight ahead.
If we have just lifted off experience and engine failure and we have runway remaining, I will push the nose over and land in the remaining runway.
(Airport specific)If we experience an engine failure and we have no runway remaining or have not yet reached 1000' AGL we will land straight ahead making shallow turns to avoid any obstacles.
OR
If we experience an engine failure and we have no runway remaining or have not yet reached 1000' AGL we will make a turn to XX and aim for XX there is a golf course, or another runway or whatever the weather dictates.
If we are above 1000AGL, we will make a turn back to the airport and land on XX (Depending on Winds). I will fly the airplane, if you can please help with the radios.
Any questions?
meritflyer
Well-Known Member
Briefings are for lawyers.
IslandFlyer
Well-Known Member
If we have an emergency or engine failure on the takeoff roll, prior to rotation, we'll bring the aircraft to a stop on the remaining runway by closing the throttle, applying full brakes, stopping straight ahead, exiting at a 45*
If we have an engine failure or emergency on the takeoff roll after rotation with remaining runway, we'll immediately pitch for Vg, and land the aircraft on the remaining runway, close the throttle, apply firm brakes, and stop straight ahead, exit at a 45
If we have an emergency or engine failure after rotation, with no remaining runway, and we're below 1000', we'll immediately pitch for Vg and find a suitable landing area in front of the aircraft where we will not cause any harm to people or property
If we have an emergency or engine failure with no remaining runway and we're above 1000', we'll immediately pitch for Vg, and circle to land on the reciprocal runway.
If we have an engine failure or emergency on the takeoff roll after rotation with remaining runway, we'll immediately pitch for Vg, and land the aircraft on the remaining runway, close the throttle, apply firm brakes, and stop straight ahead, exit at a 45
If we have an emergency or engine failure after rotation, with no remaining runway, and we're below 1000', we'll immediately pitch for Vg and find a suitable landing area in front of the aircraft where we will not cause any harm to people or property
If we have an emergency or engine failure with no remaining runway and we're above 1000', we'll immediately pitch for Vg, and circle to land on the reciprocal runway.
jhugz
Well-Known Member
MikeOH58
Well-Known Member
My briefings are very basic....I don't feel like I need to mention every single item before every takeoff, however just mentioning the basics has me prepared for the worst.
VMC take off....
Any problems on the runway below (insert speed), Beta Breaks, anything above flying the airplane / gear up...
if it's a single i'll say to myself below xyz altitude straight ahead, above making a turn...
and if it's IMC i'll make sure to have the appropriae approach selected and dialed in, in case of a return and brief the DP
KISS
VMC take off....
Any problems on the runway below (insert speed), Beta Breaks, anything above flying the airplane / gear up...
if it's a single i'll say to myself below xyz altitude straight ahead, above making a turn...
and if it's IMC i'll make sure to have the appropriae approach selected and dialed in, in case of a return and brief the DP
KISS
The important thing to remember is that in a single pilot environment the only purpose of the breifing is so that you know what your doing. you dont want to be rolling down the runway and then start thinking about how to depart the airport. there are some standard things you should have in there but its all about you and what you need fresh in your mind before rolling.
My personal pet peeve with my students is that I would get many students from other instructors who would say "In the event of an engine failure on takeoff I will do the checklist" then I would ask what the checklist was and it took them 15 seconds to respond. Review the procedure (even if you just say "emergency below Vr, stop the aircraft") so its fresh in your mind so you dont have to think about it.
My personal pet peeve with my students is that I would get many students from other instructors who would say "In the event of an engine failure on takeoff I will do the checklist" then I would ask what the checklist was and it took them 15 seconds to respond. Review the procedure (even if you just say "emergency below Vr, stop the aircraft") so its fresh in your mind so you dont have to think about it.
ppragman
No pasa nada.
I despise inordinately long briefings.
I'm single pilot, so my briefing is mental but, actively covering anything more than speeds, and DPs is a little out there.
With two pilot crews, both of you should know the emergency procedures and profiles anyway, going over them is somewhat ridiculous IMO. I'll do what the company makes me do, but reciting them before every takeoff makes it something routine and not taken seriously. I'm sure I'll get flamed for this, but that's kinda how I think, of it. At ACE, we hit speeds, DP, and anything else pertinent. We'd cover the "Below V1 Abort" sometimes, but for the mostpart, we all knew our jobs. Some captains would do the whole:
"We will abort for any abnormality prior to reaching 80Kts. After 80 kts, but before v1 we will abort for any engine fire or failure. After v1, we will continue flying, and come back for landing on runway blah blah."
I dunno, not really a fan of baseless meaningless recitations.
If there is an important difference at the airport then, it should be noted (e.g. no possibility to circle for a landing, aborts after V1 because of some impossible to clear mountain, locals who shoot at planes that fly over). Just my $.02.
I'm single pilot, so my briefing is mental but, actively covering anything more than speeds, and DPs is a little out there.
With two pilot crews, both of you should know the emergency procedures and profiles anyway, going over them is somewhat ridiculous IMO. I'll do what the company makes me do, but reciting them before every takeoff makes it something routine and not taken seriously. I'm sure I'll get flamed for this, but that's kinda how I think, of it. At ACE, we hit speeds, DP, and anything else pertinent. We'd cover the "Below V1 Abort" sometimes, but for the mostpart, we all knew our jobs. Some captains would do the whole:
"We will abort for any abnormality prior to reaching 80Kts. After 80 kts, but before v1 we will abort for any engine fire or failure. After v1, we will continue flying, and come back for landing on runway blah blah."
I dunno, not really a fan of baseless meaningless recitations.
If there is an important difference at the airport then, it should be noted (e.g. no possibility to circle for a landing, aborts after V1 because of some impossible to clear mountain, locals who shoot at planes that fly over). Just my $.02.
Orange Anchor
New Member
Best plan is for a DEPARTURE brief which is done preferably in the chocks or before engine start. That is the long one that details the SID if there is one, anything special with the departure and situational awareness items such as contaminated runway, engine icing, aborts, etc. This is the long one.
The BEFORE TAKEOFF consists of speeds, initial heading, altitude and first fix.. short and to the point. And ends with "Any questions or comments?"
Doing the departure brief while in the chocks levels out the workload. BAD idea to be doing this stuff while taxiing to the runway as that is just a great recipe for a runway incursion. Also, done at night, a good chance you can miss stuff with the cockpit lights low.
YMMV
I firmly believe that all briefings should end with asking all crewmembers involved if there are any questions. Waiting until just before takeoff probably isn't a good idea.
-mini