AIM
4/3/14
5−4−28
Arrival Procedures
NOTE
−
The altitude assigned will assure IFR obstruction
clearance 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,
immediately request clarification from ATC.
c.
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.
REFERENCE
−
AIM, Advance Information on Instrument Approach, Paragraph 5
−4−4.
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 or LOC.
e.
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
canceled.
f.
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 5−4−8).
Owners of navigation aids that are not for public use
may elect to turn off the signal for whatever reason
they may have; e.g., 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.
g.
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.
h.
If a missed approach is required, advise ATC
and include the reason (unless initiated by ATC).
Comply with the missed approach instructions for the
instrument approach procedure being executed,
unless otherwise directed by ATC.
REFERENCE
−
AIM, Missed Approach, Paragraph 5
AIM, Missed Approach, Paragraph 5
5
−
4
−
8. Special Instrument Approach
Procedures
Instrument Approach Procedure (IAP) charts reflect
the criteria associated with the U.S. Standard for
Terminal Instrument [Approach] Procedures
(TERPs), which prescribes standardized methods for
use in developing IAPs. Standard IAPs are published
in the Federal Register (FR) in accordance with
Title 14 of the Code of Federal Regulations, Part 97,
and are available for use by appropriately qualified
pilots operating properly equipped and airworthy
aircraft in accordance with operating rules and
procedures acceptable to the FAA. Special IAPs are
also developed using TERPS but are not given public
notice in the FR. The FAA authorizes only certain
individual pilots and/or pilots in individual
organizations to use special IAPs, and may require
additional crew training and/or aircraft equipment or
performance, and may also require the use of landing
aids, communications, or weather services not
available for public use. Additionally, IAPs that
service private use airports or heliports are generally
special IAPs.