How to Brief a Jeppesen Approach Chart: Boldmethod Live

What's the right way to brief a Jeppesen approach chart? Join us for a live discussion on what airline interviewers want to see, as well as how we brief it in our plane.

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[loooony]

135 interview in two days. This is so freaking perfect.

[jphamgia]

I love rewatching all your videos, they have been such a great resource. Couldn't have gone through flight training without you guys

[DeanCully]

In my approach briefings, which are virtually always either an ILS, RNAV-LPV or RNAV/VNAV, or visual aided by those, I always include the glideslope or glidepath angle; it's not uncommon to encounter a slightly steeper glideslope/path (and sometimes even a slightly shallow one, e.g. Kodiak ILS) into the various 6, 000-7, 000 foot-long civilian runways in Alaska outside ANC, FAI or AKN, particularly at the private Red Dog Mine (PADG) site with its 3.25 GPA (proprietary RNAV-LPV IAP); that extra quarter degree makes a noticeable difference for energy management in a laden B737 freighter, a cue for the crew to be good and fully configured, stabilized a little further before FAF than usual, particularly in no-wind or light tailwind (one-way in, NE) operations. I think it's always worth a mention, so there's no surprise when you're busy. The only mention in the video of this was for the non-precision RNAV IAP at Tillamook. I assume most airline interviews are relevant to transport-category jet airliners operators. But, still, a little steeper-than-usual GS/GPA is a consideration for any pilot and airplane.

As for the runway plan-view/taxi diagram, take note of runway slope, if any. Do the elevation numbers at each end match? Pay attention to any notes about slope if published. If it's not considered significant by charting standards and thus not specially noted, the end elevations are still worth consideration, at least in transport category airplanes with their higher mass to manage; a runway with an upslope gradient, even a seemingly slight gradient, will be less forgiving of a slightly excessive vertical speed during the flare, especially in calm wind. Suddenly pitching up a B737 (or comparable, or larger) in the flare won't immediately affect the sink rate (high mass) and will not only drive/rotate the MLG down (located aft of the horizontal axis), but critically, increase the likelihood of a tail-strike (of course, this shouldn't happen if you're on/above Vref at touchdown). A good example of such a runway is Bethel, Alaska's (PABE) straight-in precision IAPs to 19R. It's basic, nothing really special about it, but note there's a modicum of net upslope; not extreme, not worth a special, published warning. Nonetheless, this lesson was... pounded home... on me one day during my first year as FO and piloting jets with appreciable mass. I was slightly late to commence the flare, and so touching down with slightly more effective vertical speed (as the pavement "rose" to meet the descending wheels, effectively increasing the sink rate) than called-for; the -200 was sturdy, it wasn't technically a "hard landing", but had it been a passenger operation there'd have been complaints, it's safe to assume; and it's still unnecessarily hard on the equipment. And now from the left seat of the much longer-bodied -800 NG, typically weighing some 20 tons more on landing than the retired -200 or extant -300 and -400 freighters in the fleet, it's a factor even more appreciable.

Little things like these accumulate and complicate; so endeavor to appreciate and ameliorate.

[joealex]

I appreciate how much time and effort you put into aviation

[DrJHB]

Great class. As a military helicopter CFII, we aren’t as familiar with some of the Jepp Chart nuances. Thank you for the in-depth explanations & APP Brief flows.

[arminbeyg]

Great material thanks for the educational information and I am sure on 8:08 you meant Jeppesen charts instead of FAA charts are better 👍

[janseytura]

I really enjoy your content either on YT or Website! Good job!

[karlobartolay]

Hi i live in the Philippines. Thank you for the video. Will share this on my facebook.

[pollo]

Great video guys, got my instrument rating with FAA charts, now I am flying in mexico and we only use jeppesen, this was a great tool to start getting used to them.

[MyGoogleYoutube]

Assuming you could be dealing runway contamination and you're on the 10-9.... it is worth mentioning the addition or absence of any friction enhancements to the runway...grooved, porous friction overlay, etc

[keithdmello]

Excellently explained. This is exactly how I teach it.

[MarinePilot]

Could you do a live session on chart currency and effective dates, matching it up with navigation database currency and AIRAC cycles?

[pilotactor]

Outstanding vids. Comprehensive and brilliantly explained. Students are so lucky to be exposed to all these lessons

[carlovera]

thank you for the video, very informative and clear information. one question is some other people brief the chart in order (from top to bottom) in your video you jump to notes and then you go back and to frequencies and the same applies to approach fixes, is this how the regional airlines do it?

[Talento]

Excellent. I really appreciate your efforts to do this amazing job 👍🏽. Thanks

[mizugami]

I live in FL and am working on my PPL rather unconventionally, with a significant amount of work in an SR22. I am also a subscriber to all your course modules. I have a great instructor and have asked him to work on additional maneuvers and concepts that I feel are important to being safe. We just did several power off 180s, for example. Oddly, Cirrus has no information on this maneuver in its Flight Ops Manual, and I do not see instruction on it anywhere. I wonder if you would take this on as a topic for one of your streaming sessions?

[aviatorlife]

Thanks for the great information!
Is there an expiration date for the Jeppesen chart? Like the one on the FAA charts (the 28 days)

[mattcusc]

For the north bend brief he mistakenly uses an old ATIS which was for another airport. He was supposed to use information Mike not Echo from the DFW plate just in case anyone was confused you are not crazy.

[mizugami]

If I can elaborate, would you take on Power-off 180s, and other sorts of emergency maneuvers that are not part of PPL curriculum, but still from a practical or common sense point of view tool sets that will get one home when “stuff happens?”

[winterpull]

It would be great if you could go over how to read 10-9A in more detail. Great class, thanks.