Brief or Grief

Instrument Approach Procedures (IAPs) define an area of relatively high risk in instrument flying. The airplane is required to be maneuvered (sometimes extensively) close to the ground while executing course reversals, altitude and airspeed changes, and aircraft configuration changes. Margins between our aircraft and obstructions are reduced drastically in the approach environment. Approach procedures demand a high degree of situational awareness during a high workload and fast-paced phase of flight. There's a lot to think about and to manage, and no two IAPs are alike.

Airline crews have been conducting approach briefings for many years. Approach briefings are becoming common practice in light aircraft as well, as they should. Instrument approaches are no less risky or demanding for small airplanes than they are for jets. In fact, we quite often have lower approach minimums than the bigger, faster guys. The same degree of situational awareness is required, and often GA aircraft aren't equipped with the same level of cockpit automation and avionics as jets, nor do we always have two pilots. This means we need to be even more on our toes than crews of better-equipped jets. If you're not in the habit of conducting a briefing before every approach, here are a few guidelines to create an effective approach briefing.

The objective here is to familiarize yourself with the entire approach procedure long before you get to it. I usually look over anticipated approach plates during my preflight planning on the ground, then I conduct a formal approach briefing when "in range" of my destination, which I define as fifty miles from the airport. For trips less than fifty miles, I'll often brief the approach before takeoff so I'm not rushed in the air and so I don't allow myself to become task saturated during critical phases of flight. Instrument approaches can be very complex, and safe pilots approach them with a well developed plan for how the approach will be flown. Because all approaches are unique, a thorough study of the chart is critical.

Airline crews conduct approach briefings aloud between each other. I recommend conducting your own approach briefings aloud, even if you're the only pilot in the cockpit. Talk to yourself. If you have passengers onboard, let them know beforehand that you'll be going over the approach chart out loud and they don't need to listen. Use a crew isolation button if one is available on your intercom system. It's been proven that when we verbalize things as opposed to thinking them silently, they stick in our minds better. Pretend there's another pilot present if you need to and conduct your briefing.

Always start your approach briefings by positively identifying the approach chart. Chart identification seems excruciatingly obvious, but accidentally pulling the wrong chart can be a simple but deadly mistake. Verify you've selected the proper chart by reviewing the approach title and airport. This is also a good time to verify that you've got the required equipment on board and that it is operating properly. Remember, the equipment the approach requires is listed in the title itself (GPS can be substituted for certain items, such as DME and often ADF). Check the valid date range on the side of the approach chart and verify the chart is current. Any NOTAMs for the approach should've been received during your preflight briefing and marked on the chart.

After you've determined you've got the correct chart in front of you, begin working through the chart from top to bottom. Approach charts (both NACO and Jeppesen) are designed to be reviewed this way to provide the most critical information in logical order. Review the navaid/ground station frequencies, the final approach course, and the runway (if applicable) and elevation information. Work your way down to the notes/remarks section and approach lighting information, then review the communications frequencies.

Now move down to the plan view section. This is a top-down depiction of the approach procedure. First review the minimum safe altitude (MSA) for your sector and study any terrain or obstructions of concern along the approach segments. Determine which initial approach fix (IAF) you'll need to use if not receiving radar vectors, and review the lateral navigation requirements of the approach. Talk through the various approach segments' courses and intercepts, and review the procedure turn if one will be required. It's also good to mention at what points during the approach checklists will be conducted or configuration changes will be made as well as what automation mode will be used if flying with an autopilot.

Next, review the profile section. This section depicts the vertical profile of the procedure and provides altitude guidance. Identify minimum altitudes for all approach segments, and review any step-down fixes. Check the final approach angle to determine whether or not a deviation from a standard 3-degree descent will be necessary. This helps keep you ahead of the game and prepared for the unique considerations of each approach. Review the missed approach point (MAP) and determine how it will be identified (altitude, DME, time, GPS waypoint, etc.).

Arguably the most important step of the briefing comes next: A review of the approach minima. Check the minimums for your aircraft category and also note the required visibility and height above touchdown (or height above airport elevation for circling approaches). Disregard the numbers in parentheses as these are for military use only.

Finally, review the missed approach procedure (graphical and textual descriptions) and determine what type of hold entry will be necessary upon arrival at the missed approach holding fix. If you'll be using time to identify the missed approach point, review this information if its available on the chart. It's also helpful to look at the mini airport diagram and note where the final approach segment intersects the airport (especially if the approach is not straight-in).

When you're finished and satisfied with your review of the approach procedure, say "Approach briefing complete." Remember, in flying what you don't know CAN hurt you. Make sure you've got a thorough understanding of all chart symbology. If you're a bit rusty on chart elements, I highly recommend completing the AOPA Air Safety Foundation's (ASF) online course, "IFR Insights: Charts".

Managing risk during the approach phase is demanding. It subjects us to a complex and high workload task at the end of a flight when our abilities are often deteriorated by fatigue. Having a tactically-sound plan for executing an approach is critical, and conducting a thorough approach briefing is an important step in making an approach go smoothly and safely.

PIREPs

Ever get home from a flight and check ADDS or DUATS to see if your PIREP was entered correctly, only to find it's not there at all? This has happened to most pilots at least once. It's a bit frustrating because Flight Service Specialists and the FAA are always encouraging us to submit PIREPs as often as possible, not to mention it's required by regulation to report unforecast weather conditions. As pilots, we value PIREPs because they help us put together an accurate picture of the weather conditions that are actually existing. That's why it's a bummer when we go to the trouble of giving reports and then have them get lost in the shuffle.

I once got my butt kicked in mountain wave turbulence while flying in IMC over the Ouchita Mountains in Arkansas. There was no AIRMET or forecast for the turbulence before, during, or after my flight. I made a PIREP to the controller and described the turbulence as "continuous moderate chop." There may've been an occasional "severe" bump or two in there. The controller acknowledged my transmission, I landed and checked ADDS, and my PIREP was nowhere to be found. At least I did my part. I guess the controller didn't do his.

I was browsing through ASRS reports yesterday. That's something I do every so often just to see what kinds of issues pilots are reporting. One pilot made a report about his PIREP not being filed and suggested that the FAA consider implementing an online interface that would allow pilots to enter their own PIREPs once on the ground. You know, that's not a bad idea.

The only problem would be the time delay, but filing a delayed report is better than having your report never make it into the system at all. I could see how an online PIREP system like this could be easily created in DUATS. Seems cheap and feasible.

The best solution, though, would be for controllers (and Flight Service Specialists, although I have a hunch controllers are worse about this because they tend to have higher workloads) to reliably and consistently enter PIREPs into the system every time.

If they want us to give them, they need to let us know they're valued and appreciated. I bet there will be an online PIREP submission system up and running within the next five years. Let's see if I'm right...