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Arrival Procedures


Cleared contact approach (and, if required) at or below

(altitude) (routing) if not possible (alternative procedures)

and advise.

c. A contact approach is an approach procedure

that may be used by a pilot (with prior authorization

from ATC) in lieu of conducting a standard or special

IAP to an airport. It is not intended for use by a pilot

on an IFR flight clearance to operate to an airport not

having a published and functioning IAP. Nor is it

intended for an aircraft to conduct an instrument

approach to one airport and then, when “in the clear,”

discontinue that approach and proceed to another

airport. In the execution of a contact approach, the

pilot assumes the responsibility for obstruction

clearance. If radar service is being received, it will

automatically terminate when the pilot is instructed to

change to advisory frequency.

5−4−26. Landing Priority
A clearance for a specific type of approach (ILS,

RNAV, GLS, ADF, VOR or Visual Approach) to an

aircraft operating on an IFR flight plan does not mean

that landing priority will be given over other traffic.

ATCTs handle all aircraft, regardless of the type of

flight plan, on a “first−come, first−served” basis.

Therefore, because of local traffic or runway in use,

it may be necessary for the controller in the interest

of safety, to provide a different landing sequence. In

any case, a landing sequence will be issued to each

aircraft as soon as possible to enable the pilot to

properly adjust the aircraft’s flight path.

5−4−27. Overhead Approach Maneuver

a. Pilots operating in accordance with an

IFR flight plan in Visual Meteorological Condi-

tions (VMC) may request ATC authorization for an

overhead maneuver. An overhead maneuver is not an

instrument approach procedure. Overhead maneuver

patterns are developed at airports where aircraft have

an operational need to conduct the maneuver. An

aircraft conducting an overhead maneuver is

considered to be VFR and the IFR flight plan is

cancelled when the aircraft reaches the initial point on

the initial approach portion of the maneuver. (See

FIG 5−4−36.) The existence of a standard overhead

maneuver pattern does not eliminate the possible

requirement for an aircraft to conform to convention-

al rectangular patterns if an overhead maneuver

cannot be approved. Aircraft operating to an airport

without a functioning control tower must initiate

cancellation of an IFR flight plan prior to executing

the overhead maneuver. Cancellation of the IFR

flight plan must be accomplished after crossing the

landing threshold on the initial portion of the

maneuver or after landing. Controllers may authorize

an overhead maneuver and issue the following to

arriving aircraft:

1. Pattern altitude and direction of traffic. This

information may be omitted if either is standard.



2. Request for a report on initial approach.



3. “Break” information and a request for the

pilot to report. The “Break Point” will be specified if

nonstandard. Pilots may be requested to report

“break” if required for traffic or other reasons.


BREAK AT (specified point).