There is an axiom in aviation that is worth repeating: The rules are written in blood. Not only is this true of the actual regulations, but it holds true for procedures and policies as well. One example is the briefing of a particular procedure. The two most common procedures requiring a briefing are an approach and a departure procedure.
Professional pilots conduct approach briefings every day, even for airports and approaches that they have flown a thousand times. Not only is the briefing universally required, but talking about something before you do it helps lock the steps into the short term memory, especially for the missed approach. The modern approach chart—especially the Jepp version—is designed to simplify the briefing by providing a briefing strip as well as both a textual and at least a partial graphic depiction of the missed approach.
Departure and arrival procedures are more complicated than they have ever been, thanks to the advent of RNAV and GPS procedures and the recent onslaught of Climb Via and Descend Via charts. The Climb and Descend Via profiles have become popular for two reasons. First, more and more aircraft have the GPS/RNAV capability to allow for vertical guidance to the pilot. The days of having to constantly perform mental math are, for the most part, over (though it’s worth noting that one should take the time to mentally practice said math, just in case). On airplanes with three-axis autopilots and the proper automation, these procedures are almost too easy to do, as the airplane will do them for you (with autothrottles) or will visually guide you as you simply manipulate the power.
The second reason these procedures are becoming more prevalent is that they substantially reduce radio congestion by minimizing the number of communication commands required. This makes everyone’s job easier, and it makes the airspace more efficient.
Briefings for DPs and STARs should emphasize both “expect only” versus mandatory crossing restrictions, as well as the appropriate airspeeds. If the controller leaves you at all confused about any changes or new expectations, ask as soon as you can.
Briefings for approaches generally highlight a few key areas: the appropriate nav frequency, the inbound course, and the missed approach procedure. Some approaches have altitude requirements, and a few have speed requirements. This should definitely be covered in the briefing.
Other notable points, depending on the approach, are significant terrain (the MSA), unusual descent angles, and complicated missed approach instructions. This is especially true if you’re flying a multiengine aircraft that may have difficulty achieving certain climb gradients with one engine shut down.
The problem with approach briefings is that they are very easy to get complacent about, because we do them so often. It’s common to abbreviate certain items when you’ve completed the same approach that day or on that trip with a particular crew member. It’s also not uncommon to keep things to a minimum when the weather is good.
If you’re getting ready to start the airline interview process, it’s a good idea to practice giving briefings. The key word is “brief.” You can easily commit overkill and get bogged down into too many details. In reality, you may be pressed for time, especially if ATC is forced to give you several amendments to your instructions. In that case, it’s imperative that you be able to keep a full brief to no more than a minute or so. You won’t have time for much more than that. As you practice for your interview, grab someone you can sit with and practice as a “crew,” making sure you don’t leave unanswered questions. Speak at a normal pace. Follow the same progression each time. Be fluid.
For the regionals, this is often a key part of the interview. Be prepared, be ready, be thorough, and be brief.
