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Arrival Procedures

approach clearance is received, must, in addition to
complying with the minimum altitudes for IFR
operations (14 CFR Section 91.177), maintain the
last assigned altitude unless a different altitude is
assigned by ATC, or until the aircraft is established on
a segment of a published route or IAP. After the
aircraft is so established, published altitudes apply to
descent within each succeeding route or approach
segment unless a different altitude is assigned by
ATC. Notwithstanding this pilot responsibility, for
aircraft operating on unpublished routes or while
being radar vectored, ATC will, except when
conducting a radar approach, issue an IFR approach
clearance only after the aircraft is established on a
segment of a published route or IAP, or assign an
altitude to maintain until the aircraft is established on
a segment of a published route or instrument
approach procedure. For this purpose, the procedure
turn of a published IAP must not be considered a
segment of that IAP until the aircraft reaches the
initial fix or navigation facility upon which the
procedure turn is predicated.


Cross Redding VOR at or above five thousand, cleared
VOR runway three four approach. 
Five miles from outer marker, turn right heading three three
zero, maintain two thousand until established on the
localizer, cleared ILS runway three six approach.


1. The altitude assigned will assure IFR obstruction clear-
ance from the point at which the approach clearance is
issued until established on a segment of a published route
or IAP. If uncertain of the meaning of the clearance, imme-
diately request clarification from ATC.

2. An aircraft is not established on an approach while
below published approach altitudes. If the MVA/MIA
allows, and ATC assigns an altitude below an IF or IAF
altitude, the pilot will be issued an altitude to maintain until
past a point that the aircraft is established on the approach.


Several IAPs, using various navigation and

approach aids may be authorized for an airport. ATC
may advise that a particular approach procedure is
being used, primarily to expedite traffic. If issued a
clearance that specifies a particular approach
procedure, notify ATC immediately if a different one
is desired. In this event it may be necessary for ATC
to withhold clearance for the different approach until
such time as traffic conditions permit. However, a
pilot involved in an emergency situation will be given
priority. If the pilot is not familiar with the specific

approach procedure, ATC should be advised and they
will provide detailed information on the execution of
the procedure.


AIM, Paragraph 5

−4−4 , Advance Information on Instrument Approach


The name of an instrument approach, as

published, is used to identify the approach, even
though a component of the approach aid, such as the
glideslope on an Instrument Landing System, is
inoperative or unreliable. The controller will use the
name of the approach as published, but must advise
the aircraft at the time an approach clearance is issued
that the inoperative or unreliable approach aid
component is unusable, except when the title of the
published approach procedures otherwise allows, for
example, ILS or LOC.


Except when being radar vectored to the final

approach course, when cleared for a specifically
prescribed IAP; i.e., “cleared ILS runway one niner
approach” or when “cleared approach” i.e., execution
of any procedure prescribed for the airport, pilots
must execute the entire procedure commencing at an
IAF or an associated feeder route as described on the
IAP chart unless an appropriate new or revised ATC
clearance is received, or the IFR flight plan is


Pilots planning flights to locations which are

private airfields or which have instrument approach
procedures based on private navigation aids should
obtain approval from the owner. In addition, the pilot
must be authorized by the FAA to fly special
instrument approach procedures associated with
private navigation aids (see paragraph 5


Owners of navigation aids that are not for public use
may elect to turn off the signal for whatever reason
they may have; for example, maintenance, energy
conservation, etc. Air traffic controllers are not
required to question pilots to determine if they have
permission to land at a private airfield or to use
procedures based on privately owned navigation aids,
and they may not know the status of the navigation
aid. Controllers presume a pilot has obtained
approval from the owner and the FAA for use of
special instrument approach procedures and is aware
of any details of the procedure if an IFR flight plan
was filed to that airport.


Pilots should not rely on radar to identify a fix

unless the fix is indicated as “RADAR” on the IAP.
Pilots may request radar identification of an OM, but
the controller may not be able to provide the service


7110.65R CHG 2