information required for initial programming of FMS  equipment. The included latitude/longitude grid shows the  specific location of each parking area on the airport surface  for use in initializing FMS. Figure 4-19 shows the airport  sketch and diagram for Chicago-O’Hare International  Airport (KORD).  Pilots making approaches to airports that have this type of  complex runway and taxiway configuration must ensure  that they are familiar with the airport diagram prior to  initiating an instrument approach. A combination of poor  weather, high traffic volume, and high ground controller  workload makes the pilot’s job on the ground every bit as  critical as the one just performed in the air.  A thorough instrument approach briefing greatly increases  the likelihood of a successful instrument approach. Most  Part 121, 125, and 135 operators designate specific items  to be included in an IAP briefing, as well as the order in  which those items are briefed.  Before an IAP briefing can begin, flight crews must decide  which procedure is most likely to be flown from the  information that is available to them. Most often, when  the flight is being conducted into an airport that has  ATIS information, the ATIS provides the pilots with the  approaches that are in use. If more than one approach  is in use, the flight crew may have to make an educated  guess as to which approach will be issued to them based  on the weather, direction of their arrival into the area, any  published airport NOTAMs, and previous contact with the  approach control facility. Aircrews can query ATC as to  which approach is to be expected from the controller. Pilots  may request specific approaches to meet the individual  needs of their equipment or regulatory restrictions at any  time and ATC will, in most cases, be able to accommodate  those requests, providing that workload and traffic permit.  If the flight is operating into an airport without a control  tower, the flight crew is occasionally given the choice of  any available instrument approach at the field. In these  cases, the flight crew must choose an appropriate approach  based on the expected weather, aircraft performance,  direction of arrival, airport NOTAMs, and previous  experience at the airport.  Once the anticipated approach and runway have been  selected, each crewmember sets up their side of the flight  deck. The pilots use information gathered from ATIS,  dispatch (if available), ATC, the specific approach chart  for the approach selected, and any other sources that  are available. Company regulations dictate how certain  things are set up and others are left up to pilot technique.  In general, the techniques used at most companies are  similar. This section addresses two-pilot operations. During  single-pilot IFR flights, the same items must be set up and  the pilot should still do an approach briefing to verify that  everything is set up correctly.  The number of items that can be set up ahead of time  depends on the level of automation of the aircraft and the  avionics available. In a conventional flight deck, the only  things that can be set up, in general, are the airspeed bugs  (based on performance calculations), altimeter bug (to DA,  DH, or MDA), go around thrust/power setting, the radio  altimeter bug (if installed and needed for the approach),  and the navigation/communication radios (if a standby  frequency selector is available). The standby side of the PF  navigation radio should be set to the primary NAVAID for  the approach and the PM navigation radio standby selector  should be set to any other NAVAIDs that are required or  available, and as dictated by company procedures, to  add to the overall situational awareness of the crew. The  ADF should also be tuned to an appropriate frequency  as required by the approach, or as selected by the crew.  Aircrews should, as much as possible, set up the instruments  for best success in the event of a vacuum or electrical failure.  For example, if the aircraft will only display Nav 1 on battery  or emergency power, aircrews should ensure that Nav 1 is  configured to the primary NAVAID for the final approach  to be flown.  In addition to the items that are available on a conventional  flight deck aircraft, glass flight deck aircraft, as well as  aircraft with an approved RNAV (GPS) system, usually  give the crew the ability to set the final approach course  for the approach selected and many other options to  increase situational awareness. Crews of FMS equipped  aircraft have many options available as far as setting up  the flight management computer (FMC), depending on  the type of approach and company procedures. The PF  usually programs the FMC for the approach and the PM  verifies the information. A menu of available approaches  is usually available to select from based on the destination  airport programmed at the beginning of the flight or a new  destination selected while en route.  The amount of information provided for the approach  varies from aircraft to aircraft, but the crew can make  modifications if something is not pre-programmed into the  computer, such as adding a MAP or even building an entire  approach for situational awareness purposes only. The PF  can also program a VNAV profile for the descent and LNAV  for segments that were not programmed during preflight,  such as a standard terminal arrival route (STAR) or expected  Instrument Approach Procedure (IAP) Briefing  Flight Management System (FMS)  Navigation and Communication Radios  4-35