indicator (PAPI). 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, auto- brakes 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 Monroe or we’ll follow the tower’s  instructions. Any questions?”  PM: “I’ll back up the auto-speedbrakes. Other than that, I  don’t have any questions.”  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. FAA  Order 8260.3 criteria provides obstacle clearance for each  segment of an approach procedure as shown in Figure 4-28.  By definition, a feeder route is a route depicted on IAP  charts to designate routes for aircraft to proceed from the  en route structure to the IAF. [Figure 4-29 ] 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  closest to the en route arrival point. When the IAF is part of  the en route structure, there may be no need to designate  additional routes for aircraft to proceed to the IAF.  When a feeder route is designated, the chart provides  the course or bearing to be flown, the distance, and the  minimum altitude. En route airway obstacle clearance  criteria apply to feeder routes, providing 1,000 feet of  obstacle clearance (2,000 feet in mountainous areas).  In cases where the IAF is part of the en route structure  and feeder routes are not required, a transition or terminal  route is still needed for aircraft to proceed from the IAF to  the intermediate fix (IF). These routes are initial approach  segments because they begin at the IAF. Like feeder routes,  they are depicted with course, minimum altitude, and  distance to the IF. Essentially, these routes accomplish the  4-42  PF: “We’re planning an ILS approach to Runway 4 at Monroe  Regional Airport, page 270, effective date 22 Sep 11 to  20 Oct 11. Localizer frequency is 109.5, SABAR Locator  Outer Marker is 392, 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. MAP  is climb to 2,000 feet, then climbing right turn to 3,000  feet direct Monroe VOR 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 or DME 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 a precision approach path  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.”  The approach briefing begins with a general discussion of  the ATIS information, weather, terrain, NOTAMs, approaches  in use, runway conditions, 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 verbally  brief the specific MAP 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 is most likely  to 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):  During an instrument approach briefing, the name of the  airport and the specific approach 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 4-27  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.  Example Approach Briefing  Instrument Approach Procedure Segments  Feeder Routes  Terminal Routes 