What do you use
- Thread starter sr71
- Start date
I use the plate itself. It's organized in a briefing format.
MidlifeFlyer
Well-Known Member
Same here. Jepp did a lot of research into how professional pilots brief approaches. The Jepp Briefing Strip with the major numbers is the result. It was so good, NACO copied the concept.
Think of it as a flow.
I avoid acronyms wherever possible.
Think of it as a flow.
I avoid acronyms wherever possible.
Agree. Too much mumbo jumbo to fill the brain with.
Same as minimizing public math in the cockpit as much as possible.
SuperCubRick
Well-Known Member
Acronyms can help, but you can have too many of them.
I brief my approach plate in more detail to myself, flowing around the plate, but this checklist addresses the main components of the approach checklist.
Weather mice atm.
Wx
Mag compass, align DG and marker beacon test
Identify facilities being used
Course (final approach course)
Entry (is it vectors, or what IAF you're using, PT or no PT)
Altitude profile and minimums
Time (from FAF to MAP)
Missed (direction of first turn and altitude)
A check of fuel state / endurance and a reminder to yourself to key up the pilot controlled lighting at a non-towered airport should be added in there somewhere.
In my training, it was mentioned to check for PCL but was never emphasized to make damn sure you remember to turn it on, seems like an easy step to miss.
I brief my approach plate in more detail to myself, flowing around the plate, but this checklist addresses the main components of the approach checklist.
Weather mice atm.
Wx
Mag compass, align DG and marker beacon test
Identify facilities being used
Course (final approach course)
Entry (is it vectors, or what IAF you're using, PT or no PT)
Altitude profile and minimums
Time (from FAF to MAP)
Missed (direction of first turn and altitude)
A check of fuel state / endurance and a reminder to yourself to key up the pilot controlled lighting at a non-towered airport should be added in there somewhere.
In my training, it was mentioned to check for PCL but was never emphasized to make damn sure you remember to turn it on, seems like an easy step to miss.
Bernoulli Fan
Controller
From a coworker: DABS
Do
A
Briefing
Stupid
Do
A
Briefing
Stupid
bLizZuE
Calling for engine starts en français
Identify the approach
How will we join the approach? (Vectors, feeder route, PT)
Where are we in space in relation to the airport? (downwind, approaching from the southwest, etc)
Final course guidance set, identified, secondary navaids as required(beacons, crossing radials, etc)
Identify FAF and MAP and MAH
MSA, intermediate, minimum altitude/decision altitude
What will we look for when we get to MDA/DA? (ALS)
Available landing distance
Right or left turn for taxi
Missed approach instructions
Missed approach configured in Nav 2 or as required
Airspeeds, configuration settings
There is no mnemonic, just practice.
How will we join the approach? (Vectors, feeder route, PT)
Where are we in space in relation to the airport? (downwind, approaching from the southwest, etc)
Final course guidance set, identified, secondary navaids as required(beacons, crossing radials, etc)
Identify FAF and MAP and MAH
MSA, intermediate, minimum altitude/decision altitude
What will we look for when we get to MDA/DA? (ALS)
Available landing distance
Right or left turn for taxi
Missed approach instructions
Missed approach configured in Nav 2 or as required
Airspeeds, configuration settings
There is no mnemonic, just practice.
Grabo172
Well-Known Member
I agree with the briefing strip... That's how I do it now that it has been changed.
Before they did change it on NOAA (Dating myself back to 1998 now) I followed my instruments instructor's brief acronym...
Any - Verify Approach type
Numbskull - Nav Aids programmed and identified
Can - Courses to fly
Always - Altitudes to fly
Make - Missed Approach Point identified
Mistakes - Missed Approach Procedure reviewed
Before they did change it on NOAA (Dating myself back to 1998 now) I followed my instruments instructor's brief acronym...
Any - Verify Approach type
Numbskull - Nav Aids programmed and identified
Can - Courses to fly
Always - Altitudes to fly
Make - Missed Approach Point identified
Mistakes - Missed Approach Procedure reviewed
dasleben
That's just, like, your opinion, man
I used to work at a school that was really big on acronyms. Some got so unwieldy that they were just funny. I remember that one genius came up with one for briefing approaches that was something like MMMAILLMANN. No joke. I don't know anyone who actually taught it. 
Somebody in my company's training department actually came up with some forced departure briefing acronym at one point. What was it? You guessed it: CAPE AIR. Clearance, altitudes, possible emergencies....yeah, that's about all I remember of it, and I could be wrong about those.
Guess who used it? Nobody. Even the check airmen didn't know it or care enough to use it. If you were caught briefing CAPE AIR outside of a training event you were automatically branded as "that guy." Even in the training event, it was permissible and downright expected of you to stumble through it and give it lip service. Anyone who knows it cold and briefs it perfectly during a training event is also branded "that guy."
Random acronyms are okay for initial students; for professionals, it's downright unnecessary and dare I say, a bit amateur. Sorry.
If you must, keep acronyms simple. I've personally taught "ABC" when teaching someone to prepare for an approach.
A - ATIS
B - Brief
C - Checklist
As for the actual brief, I never had a student have a problem with a simple top-down brief. No need to get crazy with acronyms about identifying the localizer, etc. Reading the frequency off the plate should prompt you to ID it. Just walk through the approach step by step as if you were going to fly it (duh!). Start at the IAF, finish at the MAP. Brief the missed, and brief which way you'll turn off the runway. A basic taxi plan is great too. I'm just a simple line pilot who'd be breaking rocks with other rocks if I wasn't flying airplanes; gotta keep things easy.
Somebody in my company's training department actually came up with some forced departure briefing acronym at one point. What was it? You guessed it: CAPE AIR. Clearance, altitudes, possible emergencies....yeah, that's about all I remember of it, and I could be wrong about those.
Guess who used it? Nobody. Even the check airmen didn't know it or care enough to use it. If you were caught briefing CAPE AIR outside of a training event you were automatically branded as "that guy." Even in the training event, it was permissible and downright expected of you to stumble through it and give it lip service. Anyone who knows it cold and briefs it perfectly during a training event is also branded "that guy."
Random acronyms are okay for initial students; for professionals, it's downright unnecessary and dare I say, a bit amateur. Sorry.If you must, keep acronyms simple. I've personally taught "ABC" when teaching someone to prepare for an approach.
A - ATIS
B - Brief
C - Checklist
As for the actual brief, I never had a student have a problem with a simple top-down brief. No need to get crazy with acronyms about identifying the localizer, etc. Reading the frequency off the plate should prompt you to ID it. Just walk through the approach step by step as if you were going to fly it (duh!
). Start at the IAF, finish at the MAP. Brief the missed, and brief which way you'll turn off the runway. A basic taxi plan is great too. I'm just a simple line pilot who'd be breaking rocks with other rocks if I wasn't flying airplanes; gotta keep things easy.
As for the actual brief, I never had a student have a problem with a simple top-down brief. No need to get crazy with acronyms about identifying the localizer, etc. Reading the frequency off the plate should prompt you to ID it. Just walk through the approach step by step as if you were going to fly it (duh!
Very true. Again, that's why the plates are designed the way they are now. Acronyms (IMHO) are a waste of brain bytes (for me). However, if someone wishes to use them, just insure that they aren't taking SA away from something else, since they are technique, and as long as they're not unsafe in any way (such as a distraction), then use them to your hearts content. There's just seemingly easier techniques.
Keeping it simple.......agree!
flyman128
Well-Known Member
AOPA had an article in flight training mag this month, and this is what the article suggested....
A- ATIS: obtain current weather and altimiter setting
B- Build: Tune, set and identify all GPS, comm and nav radios
B- Brief: Mentally prepare for the approach and memorize the DA/MDA, MAP, and missed approach altitude and direction of turn.
C- Checklist: Accomplish the aircraft before-landing checklist
A- ATIS: obtain current weather and altimiter setting
B- Build: Tune, set and identify all GPS, comm and nav radios
B- Brief: Mentally prepare for the approach and memorize the DA/MDA, MAP, and missed approach altitude and direction of turn.
C- Checklist: Accomplish the aircraft before-landing checklist
Dazzler
Well-Known Member
The best acronymns are the ones that are easiest to remember, and some of the most memorable ones include:
TIT (for setting the VOR)
Tune, Identify, Twist
TITS (for setting the ADF)
Tune, Identify, Test, Set
VD-MONA (errors of magnetic compass)
Variation, Deviation, Magnetic dip, Oscillation, Northerly-turning, Acceleration-deceleration
TIT (for setting the VOR)
Tune, Identify, Twist
TITS (for setting the ADF)
Tune, Identify, Test, Set
VD-MONA (errors of magnetic compass)
Variation, Deviation, Magnetic dip, Oscillation, Northerly-turning, Acceleration-deceleration
