The briefing that matters

His reason for the caution was that in the majority of twin turbine airplanes every word we speak, transmission we make, or radio call we receive is recorded by the cockpit voice recorder (CVR). Obviously, if the worst happens none of us want to go out sounding like a doofus on the CVR or even sounding distracted and unprofessional.

But this fellow’s point was more specific. Don’t imagine a fatal crash. Instead, think of what happens if you end up running off the runway or blowing through a clearance and creating a loss of separation. What will your cockpit conversation and preparation sound like when it’s reviewed? Can you live with that?

I’ve tried to keep his advice in mind, but that also makes me consider the safety value of the crew briefing item that is on every turbine airplane checklist before takeoff or approach. Is the way we are taught, or the way we train, to do a crew briefing in business and personal flying useful? I don’t think so.Don’t imagine a fatal crash. Instead, think of what happens if you end up running off the runway or blowing through a clearance and creating a loss of separation.The standard crew briefing, if a standard one really exists, is a tool developed for pilots who fly in large fleets, such as the airlines or even a big charter outfit. Those pilots can be paired with another who they had never met before, much less flown together. The classic example is Sully and Skiles. The two had never flown together before their “Miracle on the Hudson” ditching just moments into their first departure as a crew. They definitely benefited from a standard crew briefing to outline as best as possible what actions each would perform in an emergency.

Compare that to the way most of us fly in personal and business turbine airplanes. Typically, we fly with only a handful, if even that, of other pilots. We know each other well and have the routine down cold. Does chanting a crew briefing “standard calls and aborts. I’ll fly, you handle the checklist” during taxi really add anything to safety? And for the solo pilot, does saying the same thing mentally, or even out loud to satisfy the sim instructor, really help?

What I believe is a more valuable crew briefing for most of us is to simply review the variable items on every takeoff and approach. I’ve been lucky over the years to fly with many experimental test pilots in new models under development, and that’s what they do.

What varies in the same airplane, same crew, even same airport? Lots.

First, how much does the airplane weigh? That impacts all areas of performance. Just repeating the takeoff or landing weight you, or more likely the flight management system (FMS), have calculated has meaning. If you’re light, you know you have more margin and more time to react. Near maximum weight, the situation is more critical if a failure of some sort occurs.

Repeat the required runway length that has also been calculated out loud. Because takeoff and landing weight vary, and the atmosphere does too, those numbers are seldom the same even at your home airport. Simply saying, as I heard almost every test pilot do, something like “we need 3,440 feet and 6,100 feet of runway is available” helps our mindset. We have margin.

The runway conditions should also be addressed. A dry runway needs no further discussion. But if it’s a little wet, what are the factors from the airplane flight manual to consider? Standing water, slush, snow, ice, braking action, runway gradient, all those conditions come and go and need to be considered out loud in the crew brief.

The weather impact can be handled with a “no weather issues” statement on a clear day with moderate temperature and wind speed. Possible icing, restrictions to visibility, and ceiling for a return are obvious weather topics, but what about wind? Strong winds, gusts, and direction of the wind compared to runway heading are huge potential safety factors in every takeoff or landing. That’s why when we changed to the ICAO format METAR replacing the old sequence weather report the wind moved to the head of the list from far back.

Reviewing how to prepare for the wind effects and what to do if the gusts threaten directional control is a must. It’s also useful to confirm the pilot not flying will perform certain tasks such as activating ice protection systems before entering low clouds, or setting the heading bug for a low-altitude course change so the pilot flying isn’t distracted.

Finally, the crew brief should include the ATC environment. Your initial clearance, of course, but what about preparing for the big power reduction that may be necessary for a low initial level-off. Or double checking the FMS programming if cleared for a standard instrument departure with heading changes and altitude restrictions?

These reviews and conversations are going to make you sound prepared and professional on the CVR transcript if something goes wrong. And they can add to safety where the rote mantra of standard call adds little.

Many operators go further and demand a “sterile cockpit” where only topics pertinent to flying the airplane and procedure can be discussed at altitudes below 10,000 feet, or sometimes FL180. To me, the arbitrary nature of the “sterile cockpit” falls into the same category as the rote crew briefing. It can be more like checking a box than actually being briefed and prepared for the departure or approach ahead.

The most powerful incentive to conduct a crew brief that considers your real-world issues, not just a training format, is to remember that sage advice: How do I want to sound on the CVR if something goes wrong?

J. Mac McClellan is a corporate pilot with more than 12,000 hours and a retired aviation magazine editor living in Grand Haven, Michigan.