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approach have collectively reviewed and verified
the information pertinent to the approach. Figure
5-26 on page 5-37 gives an example of the items
to be briefed and their sequence. Although the
following example is based on multi-crew aircraft, the process is also applicable to single-pilot
operations. A complete instrument approach and
operational briefing example follows.
The approach briefing begins with a general discussion of the ATIS information, weather, terrain,
NOTAMs, approaches in use, runway conditions,
Figure 5-23. Orlando Executive Airport, Orlando, Florida, ILS RWY 7.
performance considerations, expected route to the
final approach course, and the traffic situation. As
the discussion progresses, the items and format of
the briefing become more specific. The briefing can
also be used as a checklist to ensure that all items
have been set up correctly. Most pilots will verbally
brief the specific missed approach procedure so
that it is fresh in their minds and there is no confu-
sion as to who is doing what during a missed
approach. Also, it is a very good idea to brief the
published missed approach even if the tower will
most likely give you alternate instructions in the
event of a missed approach. A typical approach
briefing might sound like the following example for
a flight inbound to the Monroe Regional Airport
(KMLU):
Figure 5-24. Missed Approach Procedure without Holding Pattern.
5-35
ATIS: “Monroe Regional Airport Information Bravo,
time 2253 Zulu, wind 360 at 10, visibility 1 mile, mist,
ceiling 300 overcast, temperature 4, dew point 3,
altimeter 29.73, ILS Runway 4 approach in use, landing and departing Runway 4, advise on initial contact
that you have information Bravo.”
PF (F/O): “We’re planning an ILS approach to Runway
4 at Monroe Regional Airport, page 216, Amdt 21 Alpha.
Localizer frequency is 109.5, SABAR Locator Outer
Marker is 219, Monroe VOR is 117.2, final approach
course is 042º, we’ll cross SABAR at 1,483 feet barometric, decision altitude is 278 feet barometric, touchdown
zone elevation is 78 feet with an airport elevation of 79
feet. Missed approach procedure is climb to 2,000 feet,
then climbing right turn to 3,000 feet direct SABAR locator outer marker and hold. The MSA is 2,200 feet to the
north and along our missed approach course, and 3,100
feet to the south along the final approach course. ADF is
required for the approach and the airport has pilot controlled lighting when the tower is closed, which does not
apply to this approach. The runway has a medium intensity approach lighting system with runway alignment
indicator lights and no VGSI. We need a half-mile visi-
bility so with one mile we should be fine. Runway length
is 7,507 feet. I’m planning a flaps 30 approach, autobrakes 2, left turn on Alpha or Charlie 1 then Alpha, Golf
to the ramp. With a left crosswind, the runway should be
slightly to the right. I’ll use the autopilot until we break
out and, after landing, I’ll slow the aircraft straight
ahead until you say you have control and I’ll contact
ground once we are clear of the runway. In the case of a
missed approach, I’ll press TOGA (Take-off/Go- Around
button used on some turbojets), call ‘go-around thrust,
flaps 15, positive climb, gear up, set me up,’ climb
straight ahead to 2,000 feet then climbing right turn to
3,000 feet toward SABAR or we’ll follow the tower’s
instructions. Any questions?”
PM (CAP): “I’ll back up the auto-speedbrakes. Other
than that, I don’t have any questions.”
INSTRUMENT APPROACH PROCEDURE
SEGMENTS
An instrument approach may be divided into as many
as four approach segments: initial, intermediate, final,
and missed approach. Additionally, feeder routes provide a transition from the en route structure to the IAF.
Figure 5-25. Missed Approach Point Depiction and Steeper than Standard Climb Gradient Requirements.
5-36
5-37
The U.S. Standard for Terminal Instrument Procedures
(TERPS) criteria provides obstacle clearance for each
segment of an approach procedure as shown in Figure
5-27 on page 5-38.
FEEDER ROUTES
By definition, a feeder route is a route depicted on IAP
charts to designate courses for aircraft to proceed from
the en route structure to the IAF. Feeder routes, also
referred to as approach transitions, technically are not
considered approach segments but are an integral part of
many IAPs. Although an approach procedure may have
several feeder routes, pilots normally choose the one
　
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