How to Brief an Instrument Approach: FAA/NACO Charts

Step 1: The Pre-Approach Setup

A successful brief starts long before you begin speaking. As you travel enroute, about 40-50 miles from your destination, it's time to get ahead of the airplane.

Obtain the Weather

Tune in to the ATIS/AWOS to get current airport conditions. If your aircraft has ADS-B weather, you can get the METAR much earlier. Write down key details:

• Wind direction and speed
• Visibility and ceiling
• Altimeter setting
• Active runway (if provided)

Load the Approach

Once you have the expected approach from ATC or the weather, load it into your FMS/GPS. Be ready to activate vectors to final or a specific leg of the approach when cleared by controllers.

Set and Identify Frequencies

Program your avionics before you get busy:

• NAV Frequencies: Set the primary approach frequency (e.g., Localizer 108.9) in both NAV radios for redundancy
• Identify: Listen to the Morse code identifier to confirm correct frequency
• DME: Set the required NAVAID for DME if applicable
• Missed Approach: Place any missed approach NAV frequencies in standby

Review the Approach Plate

Take a moment to scan the entire approach plate from top to bottom. Look for any unusual notes, obstacles, or non-standard procedures that could affect your flight.

Step 2: The Instrument Approach Briefing Checklist

The briefing itself should be a systematic review of the approach plate, following the logical order of the procedure. FAA approach plates are read differently than Jeppesen—generally from top to bottom, left to right.

Example Briefing: ILS Rwy 12 at Santa Maria (KSMX)

Here's how you might brief this approach:

"This will be the ILS or LOC Runway 12 approach into Santa Maria Public, Captain G. Allen Hancock Field. The chart is current, dated January 2018.

Frequencies: ATIS 121.15, Santa Barbara Approach 124.15 and 327.8, Tower 118.3, Ground 121.9. The localizer frequency is 108.9, set and identified in both radios. The final approach course is 120 degrees, set on the CDI.

The MSA is 6600 feet from the northwest sector. We'll intercept the glideslope at or above 1886 feet at HILDY.

For the ILS, our Decision Altitude is 430 feet MSL, which is 200 feet above the touchdown zone elevation of 230 feet. Required visibility is one-half mile, and ATIS is reporting one mile—we're legal.

Missed approach: Climb to 800 feet, then climbing left turn direct to Morro Bay VOR and hold.

Notes: Night landing Runway 2 not authorized. VDP not authorized with Vandenberg altimeter setting.

Any questions?"

FAA vs Jeppesen Approach Plate Differences

While both approach plate formats contain the same essential information, the layout differs significantly between FAA and Jeppesen plates:

Final Checks and Considerations

Before starting the approach, complete your briefing with these practical items:

• Aircraft Configuration: Brief planned flap settings and target approach speeds
• Fuel Status: Confirm enough fuel for approach, missed approach, and diversion
• Airport Diagram: Review runway exit, taxi route, and hot spots
• Threats: Discuss weather hazards, terrain, and relevant NOTAMs

Frequently Asked Questions About Approach Briefings

What should be included in an IFR approach briefing?

A complete IFR approach briefing includes 11 elements: approach type and airport, chart currency, frequencies (NAV and COM), final approach course, MSA, procedure altitudes, DA/MDA, visibility minimums, TDZE, missed approach procedure, and relevant notes. Use the MIATMAM acronym to remember the flow: Method, Identification, Altitudes, Time/Distance, Minimums, Airport info, Missed approach.

When should you brief an instrument approach?

Brief the approach 40-50 nautical miles from your destination, after obtaining current weather and before entering the terminal area. This gives you time to load the approach, set frequencies, and mentally prepare while workload is manageable. Don't wait until you're already in the terminal area.

What is the difference between DA and MDA?

Decision Altitude (DA) is used for precision approaches like ILS—you must execute the missed approach immediately if you cannot see the runway environment at DA. Minimum Descent Altitude (MDA) is used for non-precision approaches—you level off at MDA and continue to the missed approach point before going missed if the runway isn't in sight.

Do I need to brief out loud or can I brief silently?

For checkrides and professional operations, brief out loud. Verbalizing the brief helps catch errors, keeps your instructor or crew informed, and demonstrates systematic thinking to examiners. Even when flying solo, an out-loud brief engages more of your brain and improves retention.