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c.

When crossing altitudes and speed restrictions are issued verbally or
are depicted on a chart, ATC will

expect the pilot to descend first to the crossing altitude and then
reduce speed. Verbal clearances for descent will

normally permit an uninterrupted descent in accordance with [1]the
procedure as described in paragraph b above.

Acceptance of a charted fuel efficient descent (Runway Profile Descent)
clearance requires the pilot to adhere

to the altitudes, speeds, and headings depicted on the charts unless
otherwise instructed by ATC. PILOTS

RECEIVING A CLEARANCE FOR A FUEL EFFICIENT DESCENT ARE EXPECTED TO
ADVISE ATC

IF THEY DO NOT HAVE RUNWAY PROFILE DESCENT CHARTS PUBLISHED FOR
THAT AIRPORT

OR ARE UNABLE TO COMPLY WITH THE CLEARANCE.

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3.  Approach Control

a.

Approach control is responsible for controlling all instrument flight o
perating within its area of

responsibility. Approach control may serve one or more airfields, and
control is exercised primarily by direct

pilot and controller communications. Prior to arriving at the
destination radio facility, instructions will be

received from ARTCC to contact approach control on a specified
frequency.

b.  Radar Approach Control.

Where radar is approved for approach control service, it is used not
only for radar approaches (Airport

Surveillance Radar [ASR] and Precision Approach Radar [PAR]) but is als
o used to provide vectors in

conjunction with published nonradar approaches based on radio NAVAIDs
(ILS, VOR, NDB, TACAN). Radar

vectors can provide course guidance and expedite traffic to the final
approach course of any established IAP or

to the traffic pattern for a visual approach. Approach control
facilities that provide this radar service will operate

in the following manner:

(a)

Arriving aircraft are either cleared to an outer fix most appropriate
to the route being flown with

vertical separation and, if required, given holding information or,
when radar handoffs are effected between the

ARTCC and approach control, or between two approach control facilities,
aircraft are cleared to the airport or

to a fix so located that the handoff will be completed prior to the
time the aircraft reaches the fix. When radar

handoffs are utilized, successive arriving flights may be handed off
to approach control with radar separation in

lieu of vertical separation.

(b)

After release to approach control, aircraft are vectored to the final
approach course (ILS, RNAV, GLS,

VOR, ADF, etc.). Radar vectors and altitude or flight levels will be
issued as required for spacing and separating

aircraft.

Therefore, pilots must not deviate from the headings issued by approach
control.

 Aircraft will normally

be informed when it is necessary to vector across the final approach
course for spacing or other reasons. If

approach course crossing is imminent and the pilot has not been
informed that the aircraft will be vectored across

the final approach course, the pilot should query the controller.

(c)

The pilot is not expected to turn inbound on the final approach course
unless an approach clearance

has been issued. This clearance will normally be issued with the final
vector for interception of the final approach

course, and the vector will be such as to enable the pilot to establish
the aircraft on the final approach course prior

to reaching the final approach fix.

(d)

In the case of aircraft already inbound on the final approach course,
approach clearance will be issued

prior to the aircraft reaching the final approach fix. When established
inbound on the final approach course, radar

separation will be maintained and the pilot will be expected to
complete the approach utilizing the approach aid

designated in the clearance (ILS, RNAV, GLS, VOR, radio beacons, etc.)
as the primary means of navigation.

Therefore, once established on the final approach course, pilots must
not deviate from it unless a clearance to

do so is received from ATC.

(e)

After passing the final approach fix on final approach, aircraft are
expected to continue inbound on

the final approach course and complete the approach or effect the
missed approach procedure published for that

airport.

ARTCCs are approved for and may provide approach control services to
specific airports. The radar

systems used by these centers do not provide the same precision as an
ASR/PAR used by approach control

Arrival Procedures

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References

1. file:///media/stevei/plnkx/aspirations/go-faraim/work/src/faraim/faa/aim/400/aim-400.html#0