JollyF15

Jetjok is spot on in my opinion. "Standards" are extremely important when you are dead ass tired at 0400 and things don't go exactly the way you planned. You can't possibly have everything covered in the book, but that's we earn our pay.

dojetdriver

It was printed before, but this is hands down the BEST take off brief.

Yo, check dis. If sh1t go down before we be fas, we gonna be jammin' da skids, ahight?

If sh1t go down afta we be fas, we aint gonna do nutin till 'celeration height. Afta dat, we gonna clean up an floss n' fly dis mofo back arown fo da west siiiide. You down?

JollyF15

No dats some mad crunk my brotha!

Uncle Bose

Another good example of theory vs. practice. An anal captain will be more concerned with following the on-paper procedure of giving a briefing, while the more practical (read: competent) will be more concerned with its practical use, keeping it short and concise, and in a style geared towards a human being, rather than a robot.

TonyC

This guidance is spot on... almost. If you don't like the way the company asks you to do it, do it anyway. If you're so inclined, use processes available to you to have the procedures changed. If you can't hack that, quit.



Jetjok,

Your quote of the FOM is just one example of how to standardize the briefings. Ironically, though, the briefings vary wildly between fleets. Additional guidance in the CFMs about the briefings is not standard. For example, in the MD-11, with the First Officer flying and none of the special procedures, restrictions, or abnormals, the Captain could say "Your leg" and be done. (Well, the line about "Review Company airport specific pages" has been added, so he has to do that now.) He doesn't have to even say "Standard FedEx Procedures," because that would be redundant.

In "the Boeing", on the other hand, it is Standard Procedure to say "Standard Procedures". It seems kind of redundant to me, but like you said, you do it the way The Company wants it to be done. It seems further redundant to me to then go on to state procedures that are part of the Standard Procedures (my reject, you handle the radios, advise about the dump, blah, blah, blah...).


Here's my take. Do what the procedures require. Keep it as brief as possible. Make sure you still have everyone's attention at the end, and end it with the most important stuff, the stuff we'll be doing next. I'm required to brief the page number and effective date of the departure procedure if I'm the pilot flying, but what I want to end with is, "Runway heading, initially climbing to 5,000". That's the part that really counts.





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Jetjok

Amen! And I agree with you that although the FOM addresses "standards", there is disparity amongst our fleet. Interestingly enough, I find the Boeing the most non-standard of all our jets except the DC-10, of which I have no knowledge. A number of years ago flight standards began a campaign to standardize, across aircraft type, our training, checklists and procedures. The MadDog and Bus fleet did a good job in this, but the Boeing is still not there, and probably never will be. I believe we need term limits on Flight Management as well as for Standards and the Training Department.

HotMamaPilot

well put bose

dojetdriver

It should be like a check ride, or a mini skirt. Just barely long enough to cover everything but short enough to keep you interested.

fecav8r

I usually tell the F/O I'm going to try and kill him and it's his responsibility to prevent it. That pretty much sets the tone for the rest of the flight....Done.

captjns

The best brief a Captain can give is the one contained within his company's operations manual without deviation therefrom. It does not make a difference your company's brief is 2 or 20 lines. It has to be accomplished. Those are the fact of life and the regs. That's how the company, FAA, director of flight standards, check airman, and any other crewmember you fly with expects the brief to be accomplished. Any deviation therefrom undermines training, policy, and procedures. Hey we don't make the rules, we just follow them. Don't forget the old CVR if a situation arises on takeoff. What ever is on the tape can either make or break the day.