In thrust I trust.

 

Agreed. We spend so much briefing time on unrealistic engine out procedures as well as published missed procedures it's mind boggling. Some folks even brief the entry point into the hold at which point I say what are the chances we do that followed by let's brief a realistic plan

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Remember to talk about all the stuff you'll never do in the goaround with the missed approach strip. 15 years of flying people for money I've done a published missed once. Small airport, no tower that time of night, Center controlling me down to the bottom. I felt like buying a lotto ticket.

 

"missed is in the box, I'll set x,xxx but i expect tower instructions"

 

There’s nothing that makes me start hitting my head against the window more than when they start briefing the full missed + callouts every damn approach. Some folks forget the “brief” part.

 

Do you find that the realistic plan you would like to brief is complicated enough that it benefits from even more time briefing? Tower assigned headings and altitudes, anyone?

Your belittling question-in-the-form-of-a-statement surely earns you cool points from the majority of professional aviators who surely don’t know how to evaluate liklihoods of certain actions like you do. If you don’t like what your fellow pilots are choosing to cover in the queep that is a standard Delta brief, you might do better to engage the training department or flight standards.

 

+15, done. BTW, anyone ever been to TROYS intersection? 24 years flying in/out of ATL for me, no yet.

 

Tower assigned heading and altitudes plus how much fuel do we have is all that needs to be briefed. This takes a quarter or less of the time it takes to talk about published missed hold and how you will enter the hold. Not sure why you assume a realistic plan has to be complicated. BTW the training department has started to emphasize the Briefs not only be relevent but also "brief"

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We need a published standard abort/takeoff and approach/GA brief. "Delta standard" go around, 3000 on assigned heading. Delta standard T/O, plan an immediate return to runway XX left/right traffic.

 

Both really interesting missed approaches involved the tower going NORDO after having no idea how to un-f the situation.

KEWR - Fed, Program Manager on the JS. Tower, tower, held us high for a helicopter passing below. When clear I dive for the 1,000 box to be "stable" and bring in the power at 600 feet or so. Good airmanship, but kinda pushing the gates. About 70 feet off the ground get a GO AROUND GO AROUND from the tower (first thought, what did I goon up?) Shove up the power, arrest the descent and start to climb & clean up as a business jet rolls out across the crossing runway .... (oh, so it wasn't my approach after all...) .... so we ask tower for missed instructions coming off this visual. Tower goes nordo.... we fly the (whatever it is) departure procedure figuring that would keep us clear of KJFK traffic flows with the direction everyone was landing. Tower finally responded as we coasted out. After we taxied in the Fed asked us to get the tower's phone number for him and told us to have a nice day.

The other was a KAL 777 that went missed off of a BFI approach and flew right into parallel visual arrivals for KSEA. Kinda looked like the Blue Angels doing one of those "starburst" formations, but with two 777's a couple of 787's and a 737. Everyone climbed and broke away in almost perfect symmetry.