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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aircraft operating on unpublished routes or while 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. 




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. 


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 , 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 
due either to workload or not having the fix on the 
video map. 

Arrival Procedures