EXAMPLE APPROACH BRIEFING

During an instrument approach briefing, the name of the airport and the specific approach

Figure 5-23. Orlando Executive Airport, Orlando, Florida, ILS RWY 7.

procedure should be identified to allow other crewmembers the opportunity to cross-reference the chart being used for the brief. This ensures that pilots intending to conduct an instrument 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 5-24. Missed Approach Procedure without Holding Pattern.

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 confusion 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 5-25. Missed Approach Point Depiction and Steeper than Standard Climb Gradient Requirements.

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 visibility 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.”