AIM

8/15/19

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26

Arrival Procedures

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

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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.

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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