How To Give A Jeppesen Approach Brief!?!?

D

dkozak

New Member
What's the proper format for a Jeppesen Approach Briefing? Anything the airlines look for? ANY ADVICE WOULD HELP!
 
Using: http://www.trifocus.net/~casey/slw/slw 001.jpg

Basically you want to read the second and third lines. Be sure to check that the visibility outside exceeds the minimums for the approach, or you'll brief for no reason. Be sure to point out any "gotchas" in the notes section or anything you notice on the chart that you think is worth pointing out. For example:

"Saltillo (Name of airport if there is more than 1 in each city, e.g. LGA or JFK) VOR-DME 1, Runway 17. 13-1, 18 July 03 (to make sure the other pilot has the same chart and that it's current). ((Skip the com frequencies!)). Saltillo VOR is 116.1, final approach course is 172. Final approach fix is 7.0 DME, and we'll be at 6800. Our MDA is 5300' which is 654 AGL. Required visibility for the approach is ___ (look at bottom here). Touchdown Zone elevation is 4646. Highest MSA is 13,400 to the East and South. Our missed approach is climb outbound on the Saltillo 162 radial. At 5 DME we'll turn right direct the Saltillo VOR and continue outbound on the 008 radial from the VOR on the approach track to the minimum holding altitude. We'll step down to 5500 until 3 DME then down to the MDA. Any questions?"

You might also want to talk about how you're going to configure and at what point... stepdown fixes are also good to talk about on non-precision approaches. The above is just a basic example...
 
Navaid Freq, inbound course, MDA/DA, MAP, missed approach instructions, holding pattern entry.

It is a BRIEF, keep it BRIEF


if you are of the lucky ones that actually have two sets of charts in the airplane, a comparrison of the effective dates is not a bad idea.
 
Dugie8 said:
Navaid Freq, inbound course, MDA/DA, MAP, missed approach instructions, holding pattern entry.

It is a BRIEF, keep it BRIEF


if you are of the lucky ones that actually have two sets of charts in the airplane, a comparrison of the effective dates is not a bad idea.
Click to expand...


:yeahthat:

I like it! Brief is better......

I also like this one: Go down, slow down, touch down. :rolleyes:


Seriously, the airline interview folks would likely prefer the CF version above.
 
Chris_Ford said:
Using: http://www.trifocus.net/~casey/slw/slw%20001.jpg

Basically you want to read the second and third lines. Be sure to check that the visibility outside exceeds the minimums for the approach, or you'll brief for no reason. Be sure to point out any "gotchas" in the notes section or anything you notice on the chart that you think is worth pointing out. For example:

"Saltillo (Name of airport if there is more than 1 in each city, e.g. LGA or JFK) VOR-DME 1, Runway 17. 13-1, 18 July 03 (to make sure the other pilot has the same chart and that it's current). ((Skip the com frequencies!)). Saltillo VOR is 116.1, final approach course is 172. Final approach fix is 7.0 DME, and we'll be at 6800. Our MDA is 5300' which is 654 AGL. Required visibility for the approach is ___ (look at bottom here). Touchdown Zone elevation is 4646. Highest MSA is 13,400 to the East and South. Our missed approach is climb outbound on the Saltillo 162 radial. At 5 DME we'll turn right direct the Saltillo VOR and continue outbound on the 008 radial from the VOR on the approach track to the minimum holding altitude. We'll step down to 5500 until 3 DME then down to the MDA. Any questions?"

You might also want to talk about how you're going to configure and at what point... stepdown fixes are also good to talk about on non-precision approaches. The above is just a basic example...
Click to expand...

I'll read over the coms to verify that correct freqs are set in (aka tower in standby, ground in com2, etc)
 
dkozak asked what the airlines are looking for... I assume he meant in an interview scenario. In that case... personal techniques aside... CF is spot on.

Bob
 
Dugie8 said:
Navaid Freq, inbound course, MDA/DA, MAP, missed approach instructions, holding pattern entry.

It is a BRIEF, keep it BRIEF


if you are of the lucky ones that actually have two sets of charts in the airplane, a comparrison of the effective dates is not a bad idea.
Click to expand...

One set? Who do you fly for, GP Express? :)

Brief briefs are great.

We use "NATS" at Southernjets.

Notams, approach, terrain, "special" (or something like that).

Lots of guys overbrief, many guys underbrief, some get it just right.
 
I like boxer briefs.

NOT

Seriously though, if you can get your hands on the "Jeppesen Chart Training" CD, they give you a full run down of an approach briefing along with an audio clip.

Google it...page 2 at the bottom.
 
I took this one from Airnet but I thought is was pretty good....

Coms (standby com selected to the tower feq),

Navs (scan the entire page for the all the nav freqs-inbound course, vor, then ADF),

Headings (put all your headings into each of the navs),
Markers (test and set),

Top of the hill (look at the profile view the first altitude youll be at),

Stepdowns (FAF altitude and any step down fixes including where how they will be identified),

Bottom of the hill (the missed approach point),

Minimums (vis and altitude),

Missed (the first action to take),

And then Ill go and look over notes and any thing thats important plus ill visuallize where im at and going on the plate.

​
 
I used to wonder this all the time when I was an instrument student, thinking that at the pro level there is some magic formula. But it really is left to right, top to bottom, hitting anything that is applicable. "Hitting the highlights" in my mind would be correct nav aid freq, final approach course, step down fixes, mda or da, map, and missed approach procedure and alts, and look at applicable visibility mins for the approach. Hope this helps!
 
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