35 Large RJs coming back?
#561
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 11,993
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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Suggested briefing "you'll get vectors to inbound radials, these may be random. Someone have terrain up. Expect loss of nav systems and to be hit with a laser somewhere in the vicinity of the prison. RNAV/VNAV is your friend. Expect landing clearance at 300 feet. Missed - don't hit the mountain or the TS5 off the approach end. Probably best to hook a left before the ash plume, a right just by the EF5 then avoid the hail and you'll be fine.
Summary - Air Traffic Control is not so much "control" as it is a "service."
Nothing against the MMMX controllers. They're actually really good, working with a lot of accented traffic (including us) into a really sub-standard airport with terrain and volcanos.
#562
Gets Weekends Off
Joined APC: Sep 2016
Posts: 6,716
MMMX .... has any arrival ever happened as briefed? And that sucker can be briefed for hours.
Suggested briefing "you'll get vectors to inbound radials, these may be random. Someone have terrain up. Expect loss of nav systems and to be hit with a laser somewhere in the vicinity of the prison. RNAV/VNAV is your friend. Expect landing clearance at 300 feet. Missed - don't hit the mountain or the TS5 off the approach end. Probably best to hook a left before the ash plume, a right just by the EF5 then avoid the hail and you'll be fine.
Summary - Air Traffic Control is not so much "control" as it is a "service."
Nothing against the MMMX controllers. They're actually really good, working with a lot of accented traffic (including us) into a really sub-standard airport with terrain and volcanos.
Suggested briefing "you'll get vectors to inbound radials, these may be random. Someone have terrain up. Expect loss of nav systems and to be hit with a laser somewhere in the vicinity of the prison. RNAV/VNAV is your friend. Expect landing clearance at 300 feet. Missed - don't hit the mountain or the TS5 off the approach end. Probably best to hook a left before the ash plume, a right just by the EF5 then avoid the hail and you'll be fine.
Summary - Air Traffic Control is not so much "control" as it is a "service."
Nothing against the MMMX controllers. They're actually really good, working with a lot of accented traffic (including us) into a really sub-standard airport with terrain and volcanos.
#563
Gets Weekends Off
Joined APC: Sep 2014
Posts: 4,918
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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Sent from my SM-N986U using Tapatalk
For what it’s worth - I brief the same as you. But I do me and let the PF be the PF unless safety is at risk. If somebody wants me to instruct without being asked, they’ll make that clear.
#565
So…tower-assigned headings and altitudes needs to be briefed then? Does that portion help you any more than holding entry? I never said a realistic plan has to be complicated. The point is that you do a professional courtesy to your coworker to let them brief what they feel is worthwhile on their leg. Believe it or not, the brief can be just as much for the briefer as the briefee, and if that’s the habit pattern they have, (time it) the extra 15” ain’t gonna kill you…not to mention your 5” add-on doesn’t help much either (other than interrupting their personal flow). Assuming your technique was from your previous time as a newish 717 captain, you probably gave your demo first on the first leg, amiright? If after that they still do their way, let it be. You want to be an LCA - go for it. Just don’t practice on folks who may or may not care less about your techniques if they aren’t asking.
For what it’s worth - I brief the same as you. But I do me and let the PF be the PF unless safety is at risk. If somebody wants me to instruct without being asked, they’ll make that clear.
For what it’s worth - I brief the same as you. But I do me and let the PF be the PF unless safety is at risk. If somebody wants me to instruct without being asked, they’ll make that clear.
FYI I didn't practice, I was a 717 LCP
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#567
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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Denny
#568
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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Sent from my SM-N986U using Tapatalk
#569
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#570
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