Flying general aviation airplanes are inherently risky. Most single engine airplanes, especially trainers, do not have any redundancy systems, not to mention there is only one engine propelling us forward. So, it is at most importance that we plan for emergencies ahead of time so that we know what to do, more or less, when an emergency occurs. Departure and arrival briefings allows us to prepare for a potential emergency outside the stressful moment of an actual emergency.

Departure Briefing

I typically teach my students to perform the departure briefing post run-up. I broke down the departure briefings to three steps.

Step 1 – Takeoff Briefing

How we execute the take off varies depending on the airport, runway, and surface conditions. During training, the student learns normal, short field, and soft field takeoffs. Depending on the type of take off, we verify our flap setting, determine rotation speed, initial climb speed (Vx) if needed, and normal climb speed (Vy).

“I will perform a short field takeoff. Flaps should be set to zero. Verified. I will use as much as the runway possible for the takeoff. I will hold the brakes, apply power, and release the brakes once the engine reaches full power (full RPM). I will then release the brakes, rotate at 55 kts, climb at 65 kts until clear of all obstacles, then pitch for 75 kts for normal climb.”

Step 2 – Emergency Briefing

FAA requires us, pilots, to know all the available information regarding the flight we will be performing. Thus, it is your responsibility to study and learn about the airport you will be departing out off. You should have inspected the runway lengths, airplane’s expected performance for the given weight, runway (wet or dry), and weather conditions (wind, temperature, density altitude). Based on this information, you would have determined how the airplane will perform for that flight. For each takeoff, we want to plan for three potential outcomes.

  • Identify an abort point on the runway where you expect to reach your rotation speed. If the rotation speed is not achieved by the previously identified point, takeoff should be rejected by pulling the throttle to idle and applying brakes as needed. Easy to spot visuals make great markers on the runway. I typically use crossing runways if any, taxiway exits, wind socks, or recognizable buildings.
  • Identify a safe altitude in MSL of which upon reaching you can attempt to go back in case of total engine failure. 600 feet AGL (convert this to MSL based on airport’s field elevation), usually is enough altitude for a general aviation trainer plane with two people on board to perform a 180 degree turn back to the runway for an emergency landing. Upon reaching to this altitude after takeoff, point out “safe altitude” to remind yourself that an attempt to turn back to the airport may be performed in the event of a total engine failure.
  • You should have reviewed satellite imagery to have some idea of where to aim for an emergency landing in the event of a total engine failure below your safe altitude.

“Today, we will takeoff from runway 18 at KGTU. I expect to reach my rotation speed by the crossing runways, and if I do not, I will pull the throttle to idle, and apply breaks as needed to stop on the runway. I will advise ATC for the rejected takeoff. After lift off, if I have a total engine failure before reaching the safe altitude of 1400 MSL, I will turn to the left away from the towers and attempt to land on the road or green empty field. In the event of a partial engine failure, or total engine failure at or above my safe altitude, I will land on the crossing runway.”

Step 3 – Departure Plan

A good pilot knows what to do after departing a runway. Are we staying in the pattern? If so, is it left or right pattern? If we are departing from a towered airport, which direction are we expecting to given a turn towards, left or right? Are there any risks we must be aware of, such as towers, tall buildings, trees, or terrain?

Once, I was departing from an airport with a student. For our takeoff clearance, the tower controller said to turn left (east) after departure. My student looked at me, keyed the mic, and said ‘Tower, do mean right turn to west? We are VFR to the west.’ The tower then corrected the mistake and asked us to turn right (west). Would the student catch this mistake if we didn’t brief our departure plan?

“We are departing to the south and our course is to the west. We are expecting to be given a right turn to the west after departure.“

Arrival Briefing

Arrival briefing is a standard operation procedure at the airliners. As you descend towards Earth, you have to have a plan of how to approach and land at an airport. It is a rare thing to see a pilot flying general aviation perform an arrival briefing.

Step 1 – Weather and Pattern Briefing

The first step of any landing is to obtain weather information. If the airport is non-controlled (without a controlling tower), the weather information will be transmitted by AWOS system. If there is a controlling tower, there will be an ATIS recording which usually broadcast additional information such as landing and departing runways, and important NOTAMs. Weather information should be obtained at least 20 miles away from the airport. It is also a good practice to look at your iPad for the traffic near the airport at this point especially to get an idea which direction the traffic is landing. This becomes more important on a calm day when any runway becomes a fair game for landings. Once the landing runway and its pattern direction is known, we then figure out the type of entry to the pattern we are to execute when we get to the airport. Are we going to do a direct 45-degree entry to the downwind, or a tear-drop entry while flying 1000 feet above the pattern altitude initially? Where are the wind coming from and how it will affect our pattern? We should also call out any obstacles near the airport as a reminder to avoid those obstacles. If the landing airport is controlled by ATC, then the briefing should include the expected ATC instruction.

“We expect to land at runway 19 at Burnet Airport. Pattern altitude is 2300 feet. We are approaching from the east, hence, we will do a normal 45 degree mid-field left downwind entry for runway 19. The wind is from 160 at 12 kts. I expect the wind to push me towards the runway on left downwind for which a right turn wind correction (crab) will be needed. Right rudder, and left aileron will be needed during landing transition before touchdown.“

“We expect to land at runway 18 at Georgetown Airport. Pattern altitude is 1800 feet. We are approaching from the west, hence, we expect ATC to ask us to enter right downwind for runway 18. The wind is from 160 at 12 kts. I expect the wind to push me away from the runway on the right downwind for which a right turn wind correction (crab) will be needed. Right rudder, and left aileron will be needed during landing transition before touchdown.”

Step 2 – Go-Around Briefing

You have to assume each approach to landing can end up becoming a takeoff if the runway is not safe to land for any reason, or if the ATC instructs to do so. I like to perform a short briefing to remind myself of the go-around procedure of the airplane we are flying.

“In the event of a go-around, I will apply full power, turn off carburetor heat, and reduce flaps to 20 degrees. Once I am climbing safely, and away from obstacles, I will retract remaining flapss slowly. I will then enter left pattern (or ATC instructed pattern) to try the landing again.”

Step 3 – Emergency Briefing

What if there is a total engine failure during a go-around? This is an absolutely plausible scenario which we must have a plan for. If we are conducting an emergency briefing for a takeoff, why not do the same for a go-around? This is especially important if you are flying to an airport that you have never been before. The briefing would be exactly the same as a takeoff emergency briefing apart from the abort point on the ground.

“In the event of a go-around, if I have a total engine failure before reaching the safe altitude of 1400 MSL, I will turn to the left away from the towers and attempt to land on the road or green empty field. In the event of a partial engine failure, or total engine failure at or above my safe altitude, I will land on the crossing runway.“

As always, let me know if you have any questions. Happy flying!