or the along track distance (ATD) readout. The holding
fix on conventional procedures, or controller-defined
holding based on a conventional navigation aid with DME,
is a specified course or radial and distances are from the
DME station for both the inbound and outbound ends of
the holding pattern. When flying published GPS overlay
or standalone procedures with distance specified, the
holding fix is a waypoint in the database and the end of the
outbound leg is determined by the ATD. Instead of using
the end of the outbound leg, some FMS are programmed
to cue the inbound turn so that the inbound leg length
matches the charted outbound leg length.
Normally, the difference is negligible, but in high winds,
this can enlarge the size of the holding pattern. Aircrews
need to understand their aircraft’s FMS holding program to
ensure that the holding entry procedures and leg lengths
match the holding pattern. Some situations may require
pilot intervention in order to stay within protected airspace.
[Figure 3-18]
Approach Clearance
The approach clearance provides guidance to a position
from where the pilot can execute the approach. It is also
a clearance to fly that approach. If only one approach
procedure exists, or if ATC authorizes the aircrew to execute
the approach procedure of their choice, the clearance
may be worded as simply as “ … cleared for approach. ”
If ATC wants to restrict the pilot to a specific approach,
the controller names the approach in the clearance. For
example, “ …cleared ILS Runway 35 Right approach. ”
When the landing is to be made on a runway that is not
aligned with the approach being flown, the controller may
issue a circling approach clearance, such as “ …cleared
for VOR Runway 17 approach, circle to land Runway 23. ”
Approaches whose final approach segment is more than 30
degrees different from the landing runway alignment are
NOT FOR NAVIGATION
Figure 3-19. Cleared present position direct from V295.
NOT FOR NAVIGATION
Direct from V295
SE-3, 21 OCT 2010 to 18 NOV 2010
SE-3, 21 OCT 2010 to 18 NOV 2010
Figure 3-20. Cleared for the Palm Beach ILS approach.
always designated as circling approaches. Unless a specific
landing runway is specified in the approach clearance,
the pilot may land on any runway. Pilots landing at non-
towered airports are reminded of the importance of making
radio calls as set forth in the AIM.
When cleared for an approach prior to reaching a holding
fix, ATC expects the pilot to continue to the holding fix,
along the feeder route associated with the fix, and then
to the IAF. 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, the pilot should
commence the approach via the published feeder route.
The pilot is expected to commence the approach in a
similar manner at the IAF, if the IAF is located along the
route to the holding fix.
ATC also may clear an aircraft directly to the IAF by using
language such as “direct” or “proceed direct. ” Controllers
normally identify an approach by its published name,
even if some component of the approach aid (such as
the glideslope of an ILS) is inoperative or unreliable. The
controller uses the name of the approach as published but
advises the aircraft when issuing the approach clearance
that the component is unusable.
Present Position Direct
In addition to using high and low altitude en route charts
as resources for arrivals, area charts can be helpful as a
planning aid for SA. Many pilots find the area chart helpful
in locating a depicted fix after ATC clears them to proceed
to a fix and hold, especially at unfamiliar airports.
Looking at Figures 3-19 and 3-20 assume the pilot is on
V295 northbound en route to Palm Beach International
Airport. The pilot is en route on the airway when the
controller clears him present position direct to the ZISUR
(IAF) and for the ILS approach. There is no transition
authorized or charted between his present position and the
approach facility. There is no minimum altitude published
for the route the pilot is about to travel.
In Figure 3-20, the pilot is just north of HEATT Intersection
at 5,000 feet when the approach controller states, “Citation
9724J, two miles from HEATT, cleared present position
direct ZISUR, cleared for the Palm Beach ILS Runway 10L
Approach, contact Palm Beach Tower on 119.1 established
inbound. ” With no minimum altitude published from that
point to the ZISUR intersection, the pilot should maintain
the last assigned altitude until he reaches the IAF. In
Figure 3-19, after passing ZISUR intersection outbound,
commence the descent to 2,000 feet for the course reversal.
The ILS procedure relies heavily on the controller’s
recognition of the restriction upon the pilot to maintain
the last assigned altitude until “established” on a published
segment of the approach. Prior to issuing a clearance for the
approach, the controller usually assigns the pilot an altitude
to maintain until established on the final approach course ,
compatible with glideslope intercept.
Radar Vectors to Final Approach Course
Arriving aircraft usually are vectored to intercept the final
approach course, except with vectors for a visual approach,
at least 2 NM outside the approach gate unless one of the
Figure 3-21. Arrival instructions when established.
IAF IAF
LIMA
LOM
6 DME
X-RAY
INT
12 DME
20 DME
ALPHA
INT
following exists:
1. When the reported ceiling is at least 500 feet above
the minimum vectoring altitude or minimum IFR
altitude and the visibility is at least 3 NM (report
may be a pilot report if no weather is reported for
the airport), aircraft may be vectored to intercept
the final approach course closer than 2 NM outside
the approach gate but no closer than the approach
gate.
2. If specifically requested by a pilot, ATC may vector
aircraft to intercept the final approach course inside
the approach gate but no closer than the final
approach fix (FAF).
For a precision approach, aircraft are vectored at an altitude
that is not above the glideslope/glidepath or below the
minimum glideslope/glidepath intercept altitude specified
on the approach procedure chart. For a non-precision
approach, aircraft are vectored at an altitude that allows
descent in accordance with the published procedure.
When a vector takes the aircraft across the final approach
course, pilots are informed by ATC and the reason for the
action is stated. In the event that ATC is not able to inform
the aircraft, the pilot is not expected to turn inbound on
the final approach course unless an approach clearance has
been issued. An example of ATC phraseology in this case
is, “ … expect vectors across final for spacing. ”
The following ATC arrival instructions are issued to an IFR
aircraft before it reaches the approach gate:
1. Position relative to a fix on the final approach course.
If none is portrayed on the controller’s radar display
or if none is prescribed in the instrument approach
procedure, ATC issues position information relative
to the airport or relative to the NAVAID that provides
final approach guidance.
2. Vector to intercept the final approach course if
required.
3. Approach clearance except when conducting a radar
approach. ATC issues the approach clearance only
after the aircraft is established on a segment of a
published route or instrument approach procedure, or
in the following examples as depicted in Figure 3-21.
Aircraft 1 was vectored to the final approach course
but clearance was withheld. It is now at 4,000 feet and
established on a segment of the instrument approach
procedure. “Seven miles from X-RAY. Cleared ILS runway
three six approach. ”
Aircraft 2 is being vectored to a published segment of
Figure 3-22. Arrival instructions when not established.
12 DME
ALPHA
IAF
FAF
Straight-in ILS
the final approach course, 4 NM from LIMA at 2,000 feet.
The minimum vectoring altitude for this area is 2,000 feet.
“Four miles from LIMA. Turn right heading three four zero.
Maintain two thousand until established on the localizer.
Cleared ILS runway three six approach. ”
Aircraft 3: There are many times when it is desirable to
position an aircraft onto the final approach course prior to
a published, charted segment of an instrument approach
procedure (IAP).
Sometimes IAPs have no initial segment and require
vectors. “RADAR REQUIRED” is charted in the plan view.
Sometimes a route intersects an extended final approach
course making a long intercept desirable.
When ATC issues a vector or clearance to the final approach
course beyond the published segment, controllers assign
an altitude to maintain until the aircraft is established on
a segment of a published route or IAP . This ensures that
both the pilot and controller know precisely what altitude
is to be flown and precisely where descent to appropriate
minimum altitudes or step-down altitudes can begin.
Most aircraft are vectored onto a localizer or final approach
course between an intermediate fix and the approach gate.
These aircraft normally are told to maintain an altitude until
established on a segment of the approach.
When an aircraft is assigned a route that is not a published
segment of an approach, the controller must issue an
altitude to maintain until the aircraft is established on a
published segment of the approach. [Figure 3-21] Assume
the aircraft is established on the final approach course
beyond the approach segments, 8 NM from Alpha at 6,000
feet. The minimum vectoring altitude for this area is 4,000
feet. “Eight miles from Alpha. Cross Alpha at or above four
thousand. Cleared ILS runway three six approach. ”
If an aircraft is not established on a segment of a published
approach and is not conducting a radar approach,
ATC assigns an altitude to maintain until the aircraft
is established on a segment of a published route or
instrument approach procedure. [Figure 3-22]
The aircraft is being vectored to a published segment of the
ILS final approach course, 3 NM from Alpha at 4,000 feet.
The minimum vectoring altitude for this area is 4,000 feet.
“Three miles from Alpha. Turn left heading two one zero.
Maintain four thousand until established on the localizer.
Cleared ILS runway one eight approach. ”
The ATC assigned altitude ensures IFR obstruction
clearance from the point at which the approach clearance
is issued until established on a segment of a published
route or instrument approach procedure.
ATC tries to make frequency changes prior to passing the
FAF, although when radar is used to establish the FAF, ATC
informs the pilot to contact the tower on the local control
frequency after being advised that the aircraft is over the
fix. For example, “Three miles from final approach fix. Turn
left heading zero one zero. Maintain two thousand until
established on the localizer. Cleared ILS runway three six
approach. I will advise when over the fix. ”
“Over final approach fix. Contact tower one-one eight
point one. ”
Special Airport Qualification
It is important to note an example of additional resources
that are helpful for arrivals, especially into unfamiliar
airports requiring special pilot or navigation qualifications.
The operating rules governing domestic and flag air
carriers require pilots in command to be qualified over
the routes and into airports where scheduled operations
are conducted, including areas, routes, and airports in
which special pilot qualifications or special navigation
qualifications are needed. For Part 119 certificate holders
Special Airports
Kodiak, AK
Petersburg, AK
Cape Newenham AFS, AK
Washington, DC (National)
Shenandoah Valley, VA
(Stanton-Waynesboro-Harrisonburg)
Aspen, CO
Gunnison, CO
Missoula, MT
Jackson Hole, WY
Hailey, ID (Friedman Memorial)
Hayden, Yampa Valley, CO
Lihue, Kauai, HI
Ontario, CA
Comments
Airport is surrounded by mountainous terrain. Any go-around beyond ILS or GCA
MAP will not provide obstruction clearance.
Mountainous terrain in immediate vicinity of airport, all quadrants.
Runway located on mountain slope with high gradient factor; nonstandard
instrument approach.
Special arrival/departure procedures.
Mountainous terrain.
High terrain; special procedures.
VOR only; uncontrolled; numerous obstructions in airport area; complete departure
procedures.
Mountainous terrain; special procedures.
Mountainous terrain; all quadrants; complex departure procedures.
Mountainous terrain; special arrival/departure procedures.
Mountainous terrain; no control tower; special engine-out procedures for certain
large aircraft.
High terrain; mountainous to 2,300 feet within 3 miles of the localizer.
Mountainous terrain and extremely limited visibility in haze conditions.
Figure 3-27. Special airports and comments.
who conduct operations under 14 CFR Part 121, § 121.443,
there are provisions in OpSpecs under which operators can
comply with this regulation. Figure 3-27 provides some
examples of special airports in the United States along with
associated comments.