background image

AIM 

6/17/21 

LNAV/VNAV or LPV service is available, then 
vertical guidance may be used to complete the 
approach using the displayed level of service. Should 
an outage occur during the procedure, reversion to 
LNAV minima may be required. As the WAAS 
coverage is expanded, the 

 will be removed. 

NOTE

 

Properly trained and approved, as required, TSO-C145() 
and TSO-C146() equipped users (WAAS users) with and 
using approved baro-VNAV equipment  may plan for 
LNAV/VNAV DA at an alternate airport. Specifically 
authorized WAAS users with and using approved 
baro-VNAV equipment may also plan for RNP 0.3 DA at the 
alternate airport as long as the pilot has verified RNP 
availability through an approved prediction program. 

5

4

6.  Approach Clearance 

a. 

An aircraft which has been cleared to a holding 

fix and subsequently “cleared . . . approach” has not 
received new routing. Even though clearance for the 
approach may have been issued prior to the aircraft 
reaching the holding fix, ATC would expect the pilot 
to proceed via the holding fix (his/her last assigned 
route), and the feeder route associated with that fix (if 
a feeder route is published on the approach chart) to 
the initial approach fix (IAF) to commence the 
approach. 

WHEN CLEARED FOR THE 

APPROACH, THE PUBLISHED OFF AIRWAY 
(FEEDER) ROUTES THAT LEAD FROM THE 
EN ROUTE STRUCTURE TO THE IAF ARE PART 
OF THE APPROACH CLEARANCE. 

b. 

If a feeder route to an IAF begins at a fix located 

along the route of flight prior to reaching the holding 
fix, and clearance for an approach is issued, a pilot 
should commence the approach via the published 
feeder route; i.e., the aircraft would not be expected 
to overfly the feeder route and return to it. The pilot 
is expected to commence the approach in a similar 
manner at the IAF, if the IAF for the procedure is 
located along the route of flight to the holding fix. 

c. 

If a route of flight directly to the initial approach 

fix is desired, it should be so stated by the controller 
with phraseology to include the words “direct . . . ,” 
“proceed direct” or a similar phrase which the pilot 
can interpret without question. When uncertain of the 
clearance, immediately query ATC as to what route of 
flight is desired. 

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 Rwy 05 or LOC Rwy 05. 

e. 

The following applies to aircraft on radar 

vectors and/or cleared “direct to” in conjunction with 
an approach clearance: 

1. 

Maintain the last altitude assigned by ATC 

until the aircraft is established on a published 
segment of a transition route, or approach procedure 
segment, or other published route, for which a lower 
altitude is published on the chart. If already on an 
established route, or approach or arrival segment, you 
may descend to whatever minimum altitude is listed 
for that route or segment. 

2. 

Continue on the vector heading until 

intercepting the next published ground track 
applicable to the approach clearance. 

3. 

Once reaching the final approach fix via the 

published segments, the pilot may continue on 
approach to a landing. 

4. 

If proceeding to an IAF with a published 

course reversal (procedure turn or hold-in-lieu of PT 
pattern), except when cleared for a straight in 
approach by ATC, the pilot must execute the 
procedure turn/hold-in-lieu of PT, and complete the 
approach. 

5. 

If cleared to an IAF/IF via a NoPT route, or 

no procedure turn/hold-in-lieu of PT is published, 
continue with the published approach. 

6. 

In addition to the above, RNAV aircraft may 

be issued a clearance direct to the IAF/IF at intercept 
angles not greater than 90 degrees for both 
conventional and RNAV instrument approaches. 
Controllers may issue a heading or a course direct to 
a fix between the IF and FAF at intercept angles not 
greater than 30 degrees for both conventional and 
RNAV instrument approaches. In all cases, control-
lers will assign altitudes that ensure obstacle 
clearance and will permit a normal descent to the 
FAF. When clearing aircraft direct to the IF, ATC will 
radar monitor the aircraft until the IF and will advise 
the pilot to expect clearance direct to the IF at least 5 

Arrival Procedures 

5

4

26