Let's talk takeoff briefings

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packardrod44@reddit

Instead of your altitudes in AGL, I was taught to use MSL. AGL is the easy number, but when you're in the thick of it, you look down and see 1200', you don't have to do the math, you know that's below your minimum and you do what you briefed. For example, anything below 1000' AGL we will land straight forward becomes anything below 1700' we land straight forward.

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AlexJamesFitz@reddit (OP)

That's a great call.

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packardrod44@reddit

I have a retired 777 check airmen to thank for that one. I was getting a checkout on an SR22 and he brought that up. I throw it out there whenever I can, and after I finish up CFI it will go with every student, BFR, etc.

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setthrustpositive@reddit

Seatbelts, exits, fire extinguisher locations, where to put hands for takeoff and landing, and being quiet.

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Final-Muscle-7196@reddit

For GA / PPL - to add. Make sure you reference where your wind is coming from as you should point out that you’d turn into the wind in the event of a p/o180 landing. Then at the end, ask your instructor - any questions?

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tailwheel307@reddit

For almost every light single I’ve flown the same briefing of: Runway Rotation speed Abort point Climb profile/speed Emergency return option/altitudes It works for me and covers non-instrument departures.

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Select_Respond_8627@reddit

I do the same but I also add the first departure course and how I'm departing the pattern. Something like, "Left Downwind departure to a 020 heading."

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tailwheel307@reddit

I leave that on the departure briefing. Preferably discussed before engine start but otherwise it’ll happen after the takeoff briefing(such as for VFR).

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Select_Respond_8627@reddit

That's fair, I was thinking of largely basic VFR departures. For IFR, I brief the ODP/DP before engine start.

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Bunslow@reddit

very, very similar to mine, which makes me feel good

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Melodic_Visual1595@reddit

“Departing runway __ on a ____(departure), rotating at __ knots, if we don’t reach rotation speed by half the length of the runway we’re going to chop the power and apply full heavy braking procedures. If we do reach rotation speed but lose the engine below 1000’ AGL we’re looking for somewhere straight ahead within 20° of the windscreen to put down safely. Above 1000’ AGL, winds permitting, we’ll turn back and establish a descent to the opposite runway. Questions or concerns?”

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JewofTVC1986@reddit

What makes a good brief? It’s brief

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anactualspacecadet@reddit

Type of takeoff, takeoff emergencies (more specifics for engine failure if we are departing IFR), the SID that we’re gonna do, what transition we’re doing, transition altitude. That pretty much covers it

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Scottzilla90@reddit

If anything goes wrong, you say shit, I’ll say fuck and we will figure it out from there.. it sounds silly but key words like this help you overcome the shock factor and get into grear!

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EngineerFly@reddit

“See that long straight road? Aim to be airborne before we get to the end of it. If your engine quits, I’ll step on my side’s rudder. If mine quits, you step on your side’s.”

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Typical-Nectarine746@reddit

In addition to everything that you’ve been told here, one thing that often missed, if you are flying with another pilot, discussing when and how controls can be exchanged… clearly define when

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KrakenTimesTwo@reddit

In the F/A-18E/F we use: Above 48 knots, I will only abort for a fire warning, dual bleed warning, or any other event jeopardizing safety of flight. Procedure is idle, boards, brakes, stick, hook as required. Departing out to (initial fix) at (initial altitude), (fix) is under the hammer. Usually there’s nobody you’re actually talking to but it’s a standardized verbal sanity check.

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walleyednj@reddit

Since you asked, this is laminated and always on my kneeboard. SAFETY Briefing Seatbelts Must worn while taxiing, taking off and landing. I prefer you wear them for duration of the flight. Air Fresh air supply/how to use. Fire In case of fire, after landing, exit the plane, move aft, away from the propeller, then away from the aircraft and upwind. Exit To exit the plane, lift up on the silver handle and push out on the door. Traffic/Talking Please help me watch for other aircraft and alert me if you see other air traffic. Sterile cockpit rule: limit talking to only relate the flight itself during critical phases: taxi, take-off, approach, and landing. Your Questions? Preflight/Emergency Briefing We will taxi to runway ___ and perform a run-up on the engine to verify proper operation. We will then enter the runway, apply full power and take-off once the aircraft has reached flying speed. If there’s a problem prior to takeoff, we will abort and stop on the runway. If a problem occurs after taking off, if there is enough room, we will land back on the runway, otherwise we will land forward in the nearest clear area. If we are 1000’ AGL or higher, we will evaluate returning to the airport.

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andrewrbat@reddit

Walk throug the plan to get from sitting in the plane with everything off, to being level at cruise. Weather and considerations. Return to the field if u have a problem or go elsewhere? Is there a better runway? Is it close to legal/personal mins? Verbalize possible challenges, and review the appropriate material to prepare to meet that challenge. For example: large complicated airport: brief the possible taxi routes to the runway you are planning, possible runway change if its likely, runway crossings, hot spots. Discuss your go/no go decision strategy for takeoff. What things will you definitely abort for? What things will you definitely continue for? Theres probably some stuff that could go either way in a small ga plane. what might push you one way or another on takeoff today? Discuss go or no go plan. In a ga plane you generally have 4 basic things you can do Abnormality before rotation/enough runway to stop : close throttle, max manual braking or as appropriate for runway remaining, report reject, assess and taxi back to fbo if safe. Abnormality before rotation, not enough runway to stop: throttle closed, max breaking, maintain directional control mixture, fuel selector master mags off if time permits. Abnormality after rotation with runway remaining for a safe landing (no time for diagnosis and troubleshooting) :close throttle, full flaps, gear down, land straight on runway and max braking. Abnormality with no runway remaining: pitch vg, land in the best spot ahead within about 30° of runway heading. Gear, flaps down then max breaking if you touch pavement. (Considering a safe landing area is its own discussion) secure as above right before impact but do not sacrifice flying the plane to do so, and unlatch door. Im not getting into the impossible turn discussion but if you practice it and your plane can do it make sure you are high and fast enough to attempt It . Frequently its less risk to just accept a landing on a beech, road, etc. you will likely damage the plane but survive, maybe with no injuries. If you stall at 400’ agl in a 30° bank while trying to turn back ur TOAST. All 4 of these require a lot of information and planning to brief well based on your exact flight but it’s a framework. Discuss notams and how they will affect your flight if at all. You maight find this all to be too much and decide to break a lot of it up into chunks. Some you brief in the fbo, some on/before taxi, some holding short maybe. Maybe its too much but i used to run theough almost all of this with my students and. They had it memorized by ppl. Solo even. Make a checklist for your briefing if you want.

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LRJetCowboy@reddit

After 30 seconds the other person stops listening. Try to find

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BChips71@reddit

One of the things I did as a CFI when talking about an engine failure was to teach my students to physically go thru the motion of pitching for best glide speed. "If we lose an engine at xx feet, we're going to (push hand forward) pitch for 72..." There is always that startle factor and the sooner you get the nose down the better. Literally saved one of my student's life when they lost an engine at 400'

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LearningDumbThings@reddit

I used to brief my students on this, then take them to a long, uncontrolled field and actually practice it. They built proficiency relatively quickly. Like you said, they just have to get over the startle factor and the fill-the-windshield-with-runway factor, then it becomes like any other maneuver.

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MidwestFlyerST75@reddit

I teach predominantly beginner pilots, so I try to keep it as simple and clear as possible. My biggest suggestion is to *call out altitudes in MSL*. Most people call out “we will climb to 400 AGL and then xyz”, and I immediately ask, ok your engine just quit, what’s your AGL? What you’re going to see in that moment of startle is MSL, and you need to make an immediate decision.

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send_lasagna@reddit

The clue is in the name, don’t waffle on about stuff for the sake of it. In multi crew aircraft it’s so pilot monitoring knows what they’re supposed to be monitoring. I understand having the important actions fresh in the mind but the full departure briefs seem a bit much in a 172.

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Necessary_Use_4729@reddit

If you’re flying with another pilot, it’s good to ask if they have any “threats” first and then your mitigation strategy because there may be something you haven’t considered as a potential threat. I use a similar briefing in the Cirrus and Airbus catered to each aircraft: AIRBUS: “We’ll taxi out expect 27 via alpha, bravo. Initial altitude on the SID is 5000, departure 119.2, squawking 1621. Secondary flight plan is setup for 27 in case we need to come back, engine out initially will be runway heading, no ECAM till 400 ft, 400ft ECAM actions, above thrust/reduction acceleration altitude, push to level off, thrust MCT, pull open climb, overweight landing checklist if we have to come back around, questions?” Cirrus: “We’ll taxi out to 27 expect alpha, bravo. Normal takeoff, full power, rotate 71 climb out 96, flaps up 85. Anything happens on the roll with sufficient runway, we’ll stop, after rotation with sufficient runway will land back, after rotation, no runway remaining and below 600 ft, scan 30 degrees left and right off the nose for a suitable landing spot, above 600ft below 1500 ft pull CAPS, above 1500 ft, we’ll troubleshoot and make a pattern back around full stop, questions?”

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Gor-Gor_Returns@reddit

Mines a bit more thorough because we still have an engineer and the purpose is to make sure we all planned and expect the same thing. First is a broad statement about left or right seat flown, power setting and runway conditions used for TOLD and the runway we are using. Next is confirmation of V speeds and ensuring all the bugs and flight director are set. Then emergency handling. Last is the departure procedure and any other factors. I like to mention when we expect to enter cloud, icing, when I'll be using automation. Military likes to be pedantic about this stuff. An evaluator threatened to hook my ride once because I didn't go line by line as detailed in the AOIs.

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SoftiiScarr@reddit

Ie gotta make sure they know what’s up, clarity is key or things get messyk

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TellmSteveDave@reddit

People brief takeoffs in GA? Who are you briefing?

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Bunslow@reddit

> People brief takeoffs in GA? Who are you briefing? Yea no shit we brief takeoffs, so that in case anything goes wrong, I don't just freeze up or something. The act of having talked about it gets the old neurons firing and improves reflexes and decision making. Maybe there will come a time when I have 10,000 hours in cessnas that I won't care about making sure I'm ready to fly, but until then, briefing myself (not anyone else) is a key part of my flow to be sure I'm good to fly.

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Metharlin@reddit

Not sure why you’re getting downvoted-voted. I feel kind of the same way. 95% of my GA flying is solo. I am not going to brief myself. Most of the rest is joy rides with people who have never been in a small plane. The brief is “don’t step there or there. Don’t touch any of this. I am going to be talking on the radio for a bit when we get going, so please be quiet unless we are going to hit something or we are on fire.” Basically, the same brief I would give on the PA to the PAX in my day job.

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Bunslow@reddit

> I am not going to brief myself. I absolutely brief myself. If I don't brief myself then I'm not ready to takeoff.

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TellmSteveDave@reddit

I'm used to it in this sub. It often actively discourages participation from people who know what they're talking about. In this case - I asked a legitimate question and all they keyboard warriors got itchy clicky fingers.

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fly123123123@reddit

The lack of regard for knowing your plan well right before execution is why GA fatality rates are what they are… I think it’s incredibly tone deaf to suggest that briefings are worthless in GA. If anything, they’re more useful than in the airlines, where you’re repeating the same steps multiple times a day. In GA, most pilots are pulling their plane out less than once every few weeks. Reviewing and briefing takeoff distances, runway lengths, emergency decisions (what altitude to consider a turn back to the runway vs landing straight ahead and/or when it is acceptable to pull CAPS), and departure instructions when departing is imperative. Saying the information out loud solidifies it in memory. “We’re departing runway 21 with 3,500 ft available. We plan to use 1,500 ft to get off the ground and 2,000 to clear a 50 foot obstacle. If we aren’t off by B3, abort. Engine failure on the runway, brake, taxi off, and secure the engine. Engine failure below 600’ MSL land straight ahead on the golf course. Engine failure between 600’ and 2100’, pull CAPS immediately. On departure, we’re flying runway heading until reaching 1000’, then turning right 250°. Any questions?” Takes < 30 seconds and solidifies all of the most important information in your head at the most critical point it needs to be there.

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Swimming_Way_7372@reddit

GA fatality rates aren't what you think they are. You're thinking of recreational aviation fatality rates. General aviation as a whole is statistically incredibly safe.

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fly123123123@reddit

Fair enough. I still stand by my opinion that recreational aviation pilots should still be performing briefings, even if they are self briefings.

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Swimming_Way_7372@reddit

You can but there is actually an FAA category that tracks GA stats and it includes all those facets of aviaiton. So it looks better than if you just look at piston singles/twins

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fly123123123@reddit

That’s exactly my point. Recreational aviation doesn’t hold the same regard for standardization and planning that commercial aviation does.

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Swimming_Way_7372@reddit

My point too. We are saying the same thing.

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fly123123123@reddit

Got it. Sorry for the misunderstanding haha. Have a good one :)

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Swimming_Way_7372@reddit

GA is anything thats not airline and military. Bizjets to recreational aviation should all be doing a brief.

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TellmSteveDave@reddit

Fair enough. That's why I asked. No need for everyone to angrily downvote.

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Special-Jellyfish739@reddit

T-RIBETS Threats- currency/any specific airport threats Route Instruments- QNH/Di Brief - t/o runway/stop below v1/ air and circuit if above Engine - parameters good Taxi - expected route/cleared route SIDS - if applicable

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Bunslow@reddit

My briefing is: Brief my departure, VFR? pattern, east, south...? or IFR departure. ensure my navionics are configured for departure (set altitude etc). Brief pseudo-V1, pseudo-Vr, in the sense of "rotate at 45 knots, if not airborne by 55 reject, if 2000 feet remaining reject". Brief my climbout speed (don't stall). Brief what "reject" means, namely cut the throttle, hit the brakes. Finally I brief my plan if my engine dies between 10 and 700 feet -- straight ahead? good targets, roads, crossing runways, taxiways, ramps, grass? 90deg turn? 135deg turn? trees, powerlines? and if my engine dies above 700 feet, i can make the full tear drop.

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Hemmschwelle@reddit

I'm surprised that more pilots don't use 'point and call' technique with all checklists. I believe it reduces the chance of reading a checklist item without doing the intended action (we've all done that, right?) For example, I wear a four point harness, so I say 'Straps' and count '1, 2, 3' as I pull on each of the tangs. I started doing this after I took off with the lap belt secured but the shoulder straps unplugged. Likewise, I touch the adjustment knob on my altimeter, read the dial and say 'altimeter reads 1500 field elevation'. Japan railroads are credited with adopting 'Point and Call' to reduce operator mistakes. https://en.wikipedia.org/wiki/Pointing_and_calling#:~:text=Pointing%20and%20calling%20is%20a,workers%20using%20Pointing%20and%20Calling.

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BeefyMcPissflaps@reddit

Talk about what you’re going to do as far as the departure plan, emergency ops, etc. Set and expectation. “We’re going to take off 30R on runway heading. At 400’ we’ll turn right 350 and expect direct COORZ after vectors. Climbing 8000. If we have any emergencies below 80 we’ll abort. 80-V1 well short for fire, failure, loss of directional control. Above v1 we’re taking it in the air and come back to BJC. Any questions?” Varies depending airplane. In the PC12 I’d have a discussion about engine failure landing options. The above is what I’m would give in the jet.

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Nicktuf99@reddit

I’m training out of BJC! In the Skyhawks I give rotate speed, climb out speed, course of action for engine failure in different critical phases of the departure. Now that I’m doing IFR I’ll brief the DP heading range and altitude as well. It helps that I can do this in the run up so I can be thorough and see if the instructor has questions.

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RepresentativeAd9395@reddit

The first question I’d ask, is what is the greatest threat to my takeoff today? Is it density altitude? Am I near max weight? Am I departing in low IFR? Are there numerous suitable off airport landing sites or is this a congested area? I’d brief what to do to mitigate these threats. Then I’d walk through a succinct summary of what we’ll do in the first few minutes of the flight, and a succinct plan of what to do in case of engine failure after takeoff. What I wouldn’t do is repeat a whole bunch of rote stuff because that numbs the brain when we need it most.

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Primary-Implement580@reddit

One of the most pointless, vacant, least useful pieces of performance theater students pilots are asked to put on. It’s more like a ritual, sort of like doing clearing turns before a power-off stall or getting flight following to fly to an airport 21nm away. Look up how many feet your piston single aircraft needs to takeoff fully loaded on a scorching hot day, then look up how long all your local runways are. Ask yourself if its really necessary to go through this charade.

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idontgetitohwait@reddit

I am here to die on this hill with you. The learning to fly it part should have been done long before you get to the airplane. Leave the chair flying to the chair. The briefing is to analyze what is different from what you normally do and call out any threats, possible errors, and traps for those threats. Make briefings brief again.

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TooLowPullUp@reddit

Couldn't agree more. We brief the threats, and any differences to normal - gotchas on the taxi, SID, aircraft configuration etc. If you're operating in and out of the same airport every single day, the other guy isn't going to be interested in a 20 minute lecture on taxi routing or a SID they've flown hundreds of times, unless there's something materially different.

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Primary-Implement580@reddit

The cargo cult of safety theater. “Look at how good and proper and airline-esque we are” while flying around in four-bangers built in the 1970’s. Meanwhile most people get their PPL in the United States without ever having actually inducing and recovering from a spin, or even flying through a cloud. But look at them go on those takeoff briefings! So safe!!

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__joel_t@reddit

Works great if your engine is producing full power the whole time. I use the 50/70 rule, at 50% of the runway length, you should be at 70% of your rotate speed. If not, abort the takeoff.

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Primary-Implement580@reddit

If we are talking about any of the aircraft generally used for primary flight training the entire idea of “rotate speed” is completely pointless and really just part of a giant airline LARP so many schools force students to endure.

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Neither-Way-4889@reddit

So you just sit there with the power in until you go "eh, that's probably fast enough" and take off? You realize rotation speeds are published in the POH, right?

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Primary-Implement580@reddit

When it’s ready to fly it’ll fly.

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colin_do@reddit

That 50/70 rule is OK for short fields, but if you're 3500 ft down a 7000 ft runway and your C172 just squeaked past 45 KIAS, would you still continue?

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__joel_t@reddit

Agree, it's really a worst-case scenario. If I have a long runway, I will generally say something like, "I should be off by the 1000 footers."

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F1shermanIvan@reddit

What denotes 50% of the runway? What visual cue are you looking for? How do you know when you’re at that point, and what your airspeed should be?

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__joel_t@reddit

The 172 I fly has a rotate speed of 55 knots, so I know that 70% of that is about 38 knots. (Yes, I typed that from memory, I didn't have to look it up or calculate it. I also have it on my pre-takeoff checklist so I won't forget it.) And I try to pick a visual cue. For example, it's common to get an intersection departure from one of the runways at my home airport, so my visual cue is the control tower. When I get a full length, I will usually say something like, "Realistically, I should be off by the 1000 footers."

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flightist@reddit

My absolute favourite thing to hear on a multi ride is that they’re gonna use an intersection 5500 feet down a 7000 foot runway as a go/no-go point in a Seminole.

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poser765@reddit

I’ll take some downvotes with you. I agree completely. If you’re doing a complex departure maybe brief the first one or two points, but there’s really not anything else that matters.

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fly123123123@reddit

Refreshing your brain on emergency handling right before it happens can save you several seconds of “oh shit what now” processing. That’s why I do it. I have CAPS, and CAPS is only really useable above 500’ AGL. I brief that altitude in MSL and state what I will do before and after I reach that altitude if my engine quits. Briefing runway lengths and expected takeoff distances is also a good habit to be in. You might know your airplane pretty well at your home field, but if you get too complacent you might forget to brief them at the shorter, higher strip down the way with trees at the end of the runway. Good habits help create good outcomes…

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poser765@reddit

Like I said to the other guy I’ll grant you caps as that’s a system of greater complexity. Runway lengths. Nope. I’ll review it. I’ll even to the performance charts/graphs. When it’s done, I’m done with it. “7,578 available from A” is not important information for me approaching the hold short line.

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fly123123123@reddit

That’s fair, but I would argue briefing an abort plan/point in GA is important. You can know that you’re expecting to be off in 2,000 ft and have 4,000 ft available. But at what point down the runway do you decide to abort if you aren’t in the air? GA airplanes rarely meet exact POH performance specifications. I like to brief a taxiway intersection as an abort point if I don’t get off the ground where I expect, either due to the airplane not performing as expected, or a change in weather. “We expect to be off around B2. If not off by B3, abort.”

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AlexJamesFitz@reddit (OP)

Boy I gotta disagree. I think it's useful to verbalize a plan to reduce shock factor if something goes wrong on your initial rollout/climbout.

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poser765@reddit

In a light single what is there to brief? If the engine quits on the take off roll you stop. End of options. Your plan is fit the airplane.

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PilotC150@reddit

What's your rotation speed? If you're using flaps, at what speed do the flaps come up? What is your initial altitude? I'm in a Cirrus to I brief "below 600 AGL, we're landing. From 600-2000 we immediately pull CAPS. Above 2000 we have some time to troubleshoot". Not to mention, even light singles file IFR and need to fly some sort of departure procedure that should be briefed. Even if there's only one pilot on board, or just the pilot on board, verbalizing all of it makes a difference.

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fly123123123@reddit

In the cirrus I also brief altitudes in MSL. I’m not calculating that in my head the moment the engine fails

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poser765@reddit

Well I’d imagine the rotation speed is whatever it says in the poh so like “50-60kts for a normal takeoff” or whatever. Flaps will come up, again when recommended by the poh, or at Vx, or before Vfe. Whatever. I’m not terribly worried about final stage climb performance in a 172. I’ll grant you the caps. SID shit. Yeah if I’m single pilot I’ve already reviewed it, and I’ll probably give the first one or two actions a once over before I roll, but that’s more of a reminder to myself not a formal “brief”. My whole inner monologue is a brief on the way to the runway. Look, at the end of the day I don’t really care. Do a brief if it’s beneficial for you. I won’t be. Side note. All of my position goes out the window if there is another person operating as “crew”. Absolutely brief and make sure everyone is on the same page of music.

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PilotC150@reddit

You're right, it is just the numbers in the POH. But I fly three different planes with different rotation and climb speeds. Do I really want to be rolling down the runway at full power and have a brain fart about what my rotation speed is or is it better to just take 10 seconds and verbalize it after I completed my runup? I also commonly fly out of two different airports, both under a bravo. One of them is under a 2,300 foot shelf (1,300 AGL), the other is under a 4,000 (3,000 AGL). Depending on which airport I'm at depends on what my initial altitude is. If I mess that up there can be consequences. So again, why not just verbalize it before takeoff?

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poser765@reddit

Then do that! Verbalize all you want. Hell my dumb ass has to read aloud crossing speeds and altitudes on arrivals pretty much every time I review them. With that said, after I do review them I ain’t briefing them. My contention is the rigid adherence to a formal brief which is fundamentally a multi crew concept. If you need that, do it. I’ll die on the hill that I’m not wrong for not, though.

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TheGacAttack@reddit

Pre-programming your mental plan 1) reduces reaction time by preparing your mind for possible failures and 2) reduces work load by establishing good decision criteria in advance. What is there to brief? Well, your actions to take depending on _when_ you lose engine power. How best to return to the airport, if needed (esp in IMC, for example). Local hazards or airspace considerations. What is there straight ahead of the runway? What's your first heading and altitude? I realize that a light single is less complex than your A320, but that doesn't relieve the pilot from their responsibility for safety.

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poser765@reddit

I’ll tell you what untold the other guy I responded too. I AM pre programming my mental plan.

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Flapaflapa@reddit

Meh on verbalizing it to yourself. Absolutely think about the plan and the plan for engine failure, but verbalizing it in a non crew environment is extra steps that don't have any utility.

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Primary-Implement580@reddit

Like all things it just becomes rote and pointless. A scripted, prescribed, generalized Thing You Say without anyone actually thinking about it. Sort of like CGUMPS where students are so engrained to say ”undercarriage: fixed” and “prop: fixed” that they don’t even check those things when they move to complex aircraft.

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Mountain-Captain-396@reddit

Be a professional guy.

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LawManActual@reddit

This right here is why GA insurance is so expensive.

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dinanm3atl@reddit

In our club 172s with 180hp the briefing is mostly "You ready to really feel some power?" after they clear us for take off. I like to set the bar high so they can easily be disappointed. Also the standard stuff below is what I do. Ask or final questions. Explain what is going to happen. Speeds. And emergency plans.

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ltcterry@reddit

“This is a normal, soft field, short field takeoff on runway X. We have 5,200 feet for takeoff. We will rotate at 55 and climb out at 74.” “In the event of an abnormality while still on the runway…” Abnormality not engine failure. Get a red X on the G-1000? Abort on the ground. I dislike “if at X altitude we will do ‘the impossible turn’ and return to land.” This is much more nuanced. “If we haven’t reached 70% of takeoff speed by 50% of the runway” is horribly incomplete and useless.

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biggusfootusnz@reddit

Briefings should be like skirts, long enough to cover the important parts, but short enough to keep everyone interested. Talk what you're going to do if things go wrong, and your intended plan to vacate/get on track.

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aviatortrevor@reddit

It's gonna be different flying single vs multi, but I want to put my normal plan and emergency plan fresh in my mind. That unique airport, terrain, aircraft, performance, inoperative equipment on the airplane (legally deferred) and how that might effect things, runway conditions, airport emergency services, weather risks, etc, are what are going to drive which items are briefed. I could go into a lot more detail, but that is the general idea behind a briefing.

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shoksurf@reddit

Runway, where winds are coming from, our flight plan, abort point if we haven’t reached 70% of rotation speed, emergency before takeoff, emergency after takeoff with runway remaining, critical emergency after takeoff (and possible landing sites +-30 degrees or heading) before TPA, non critical emergency after takeoff, critical emergency after take off and at or above TPA.

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TempoMinusOne@reddit

Always brief what you fly and fly what you brief. It’s not just about verbalizing and theatrics, but it’s you saying out clearly what you plan to do, and making sure the other guy knows what you plan to do. Clear any doubts before you go. 1. Takeoff - v speeds, go/stop point, rotation 2. Departure - any SID? Who to call after? 3. Emergency - if things go wrong, what’s your game plan? How do you abort takeoff? If you lose engine after v1 or airborne, what will you do? If you can’t make it back, where would you go? Even if you are alone, please do a brief to yourself. When things go wrong, the last thing you want is to fumble and think “oh shit what am I gonna do?” instead of just trying to keep to what you have briefed.

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eSUP80@reddit

I start tuning captains out if they type rate me during the brief. I know the Vspeeds and callouts… we both bugged them. I know the SID- I loaded it in the GPS. I know who to call after, it was on the clearance I pulled. The rest I agree with fully.

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14Three8@reddit

Standard briefing at my 61/141 school: Ok, departing rwy 18 8900’ available, 900 required. We’ll climb on runway heading to 400’ then a right turn to 270 and up to 1600’. In case of engine failure, engine roughness, equipment failure, or PIC discretion; before rotation, idle the throttle full stop on the runway. Immediately on or after rotation, we can return or proceed. Above 200’ we land straight ahead or make left traffic. Above 500’ we can make a turn back or left traffic. Abnormal or emergency, I’m PIC, I’m flying. Questions? You should tailor it to your needs as well. Briefing the required runway distance probably isn’t necessary in an archer operating out of 9000 foot runway. But it builds good habits for when you’re running a baron out of a 3000 foot runway. I’ll also add that you should take great care in briefing the impossible turn. Make sure you’ve practiced and know how much altitude you need on a bad day to do it.

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UnhingedCorgi@reddit

Flight schools tend to way overdo takeoff briefings. They could reduce that to: > Ok, departing rwy 18. We’ll climb on runway heading to 400’ then a right turn to 270 and up to 1600’. Abnormal or emergency, I’m PIC, I’m flying. Questions?

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__Patrick_Basedman_@reddit

In order: 1. Engine failure - Before rotation - After rotation (runway remaining) - After rotation (no runway remaining) 2. Conditions of runway - Is it wet, dry, grass, concrete, is it maintained? - Distance 3. What kind of takeoff I’m doing and what speeds to look for

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phxcobraz@reddit

Sterile cockpit in the pattern I get the door, you do not know how to close it correctly Don't touch the controls unless I say "your controls", I get the controls back when I say my controls. If you see another plane coming at us that I haven't verbalized, please say something. I keep it short and sweet pertinent to what their duty is, which is usually just passenger going ohh and ahh.

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Severe_Elderberry769@reddit

I generally build a playlist before my takeoff clearance.

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scrubhiker@reddit

Important to nail down your timing so that the Evanescence chorus hits at about 3,000 feet on climb-out, right where those geese are hanging out.

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10FourGudBuddy@reddit

For VFR, if we see anything we don’t like and we can make the runway, land now. If we’re below 1000 but cannot make the runway go into a field off the end (you’d know where it is before taking off at whatever airport it is) if you’re above 1000, turn around and come back to the airport.

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poser765@reddit

Am I briefing another person? If so, “left turn to 040, up to 4, questions?” If it’s just me, fuck it, I know what I’m doing. But if you MUST brief an instructor or some shit keep one thing in mind. However great or thorough your briefing is the other guy 100% stoped listening after about 12 seconds.

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Mispelled-This@reddit

Since I’m flying a single, I verbalize the MSL above which I will turn back (and which way) vs land ahead. I try to include info on clear areas ahead, but I don’t always do the research. I should get better at that.

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Frederf220@reddit

It's important to keep briefs effective which can mean reducing the information. If expanded info is important enough to say it's important enough to belabor, repeat, get engagement, quiz, etc.

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poser765@reddit

Yeah. The problem is people have a really hard time deciding which piece of info is important enough to say. The first crossing restriction is. The fifth not so much.

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Yardieguapo@reddit

As someone who doesn’t understand the aviation lingo can someone please explain….what is GA flying and who exactly would be briefed?

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AlexJamesFitz@reddit (OP)

GA = general aviation. Shorthand for small planes, but doesn't necessarily always mean that. You're briefing yourself on a plan, and/or an instructor, examiner, safety pilot, etc.

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Yardieguapo@reddit

Ah I see, thanks mate.

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JPAV8R@reddit

Briefings should tell a story. We’re in this plane with xyz MEL items weather is _, taxi plan is _ applicable notams, takeoff runway _ engine failure plan _, if all goes well the route is _ climbing to _

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AceCanuck@reddit

[Follow this guideline.](https://imgur.com/a/K9kvgiS)

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Heavy_Notice3544@reddit

I feel that. Relevant info only. Performance data, emergency actions, and route/altitude for departure. Then again I’m mostly single pilot piston twins so I’ve already had a plan in mind since before I got out of the pilot lounge recliner.

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Suspicious_Clock2311@reddit

If you flying with another pilot familiar or unfamiliar with the plane, i try to make a point to brief who will be pilot flying in an emergency. Usually (but not always) i deligate the flying to the less experienced pilot, assuming they're capable. That allows the more experienced pilot to work through the emergency and attempt to solve it.

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JustABreakfast@reddit

Takeoff briefings I keep to runway assignment, taxi directions, takeoff and landing performance, destination area, possible hazards in the area for the day including weather, emergencies on takeoff and in flight.

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Otherwise-Pen70@reddit

The Departure SID is discussed and insured everyone understands it. Then I begin my brief: "Rolling down the runway I will abort for ANYTHING below 80 kts, between 80kts and up to but prior to the call of V1 I'll 3 things will cause me to abort - bells, bangs or swerves or PWS cautions or warnings other than that I will continue the take-off UNLESS I am convinced the jet will not fly (Wing falls off)". Sim instructions sometimes will turn on the cargo door light to bait you into an abort but if you notice in my brief I don't cover that because it is a minor issue and will not prevent the jet from flying. My briefing allows me to IGNORE minor stuff like a cargo or cabin door light because they will not prevent the jet to fly it also eliminates the need to decide "go/no go" decisions for every minor thing that could happen during the Take-off phase

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stuck_inmissouri@reddit

Short, succinct, and to the point. It doesn’t have to be a novel. What is my normal plan/clearance. What am I going to do if that plan can’t happen. If I can’t get back to the departure airport, or have a bigger issue, where am I going? Those of you who just wrote a novel, if you can’t condense it to this you’re wasting your breath or you just like hearing yourself talk.

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LowTimePilot@reddit

It depends on who is with me but I ***always*** make sure to brief the spot on the runway where I'll abort if we're not positive rate. Too many GA pilots fly a plane that doesn't want to fly. If we're not up by "the taxiway half way down" or whatever I'm pulling the throttle and figuring out why.

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SpartanDoubleZero@reddit

"Were doing a standard/shortfield/softfield take off xx Runway, fly runway heading until 500 feet and start our turn to the N/S/E/W, were gonna rotate 55kts, then pitch for 75kts (For soft field, were gonna hold full back until that nose wheel pops up then ride the mains until airborne, stay in ground effect until 65kts for best angle to clear x obstacles that are xx feet tall). Note birds and traffic spotted. If anything abnormal happens on the roll, power idle and brake to stop before the end of the runway, if we aren't off the ground by the midpoint of the runway we will abort take off, if we lose the engine after we get airborne and were before the midpoint were going power idle, and full braking once back on the ground. If we lose the engine not enough runway remaining were going for (insert preplanned area) (my home airport has a grass runway that intersects the paved runway and open field all around it and thats my go to). If we are above 1000 feet AGL and lose the engine im gonna consider wind, current heading and position to see if I can make the runway. At no time will I ever attempt the impossible turn. If we lose the engine above 1000 feet we are immediately setting best glide of 65 knots, power idle, mixture cut off, fuel selectors off, scan for fire and smoke, once I know I've made my landing I will add flaps, cut the master switch, and pop the doors.

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idontgetitohwait@reddit

If I were to say all that I’d have stopped listening to myself after the first sentence.

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LeoFlightTraining@reddit

Custom fit for the mission you might even just do it in your head. Keep it simple and on topic. I target three main areas as I teach it to students. 1st, the take off. What type, review the process if needed. What are the V speeds you’ll use. 2nd departure, remind yourself how are you getting to cruise. It could be as simple as straight out or it could be a long roundabout way. the idea is you just wanna remind yourself of how you’re leaving the airport environment. bug your heading if you can. 3rd is emergency. What’s my Vg. What’s the procedure for aborted takeoff, engine failure under 500’, for over 500’. For airports I don’t know I like to pop open the satellite imagery and take a look for fields under the departure leg. get an idea of where you’re going.

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TheOldBeef@reddit

I just yeet it on to the runway

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ps2sunvalley@reddit

If you’re doing it on the roll it’s gotta be quick. In airline world we do it at the gate and should there be any changes we verbalize them at that time.

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indianmcflyer@reddit

Runway, initial heading and altitude, abort/engine failure plans, maybe tallest obstacle if you're feeling extra

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rFlyingTower@reddit

This is a copy of the original post body for posterity: --- I'm trying to get better about verbalizing them every time, for GA flying. What do you like to include in yours? --- Please downvote this comment until it collapses. Questions about this comment? [Please see this wiki post before contacting the mods](https://www.reddit.com/r/flying/wiki/index/rflyingtower/). --- I am a bot, and this action was performed automatically. If you have any questions, please [contact the mods of this subreddit](https://www.reddit.com/message/compose?to=/r/flying).

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