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AIM

10/12/17

5−4−28

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aircraft operating on unpublished routes or while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.

EXAMPLE−

Cross Redding VOR at or above five thousand, cleared

VOR runway three four approach. 

  or

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.
NOTE−

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.

c. 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.

REFERENCE−

AIM, Paragraph 5−4−4 , Advance Information on Instrument Approach

d. 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.

e. 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

canceled.

f. 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 5−4−8).

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.

g. 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

3/15/07

7110.65R CHG 2

AIM

2/28/19