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clearances authorizing instrument approaches are
issued on the basis that, if visual contact with the
ground is made before the approach is completed, the
entire approach procedure will be followed unless the
pilot receives approval for a contact approach, is
cleared for a visual approach, or cancels the IFR flight
plan.
Approach clearances are issued based on known traffic. The receipt of an approach clearance does not
relieve the pilot of his/her responsibility to comply
with applicable Parts of the CFRs and notations on
instrument approach charts, which impose on the
pilot the responsibility to comply with or act on
an instruction, such as “procedure not authorized
at night.” The name of the approach, as published, is used to identify the approach. Approach
name items within parentheses are not included
in approach clearance phraseology.
VECTORS TO FINAL APPROACH COURSE
The approach gate is an imaginary point used within
ATC as a basis for vectoring aircraft to the final
approach course. The gate will be established along the
final approach course one mile from the FAF on the
side away from the airport and will be no closer than 5
NM from the landing threshold. Controllers are also
required to ensure the assigned altitude conforms to the
following:
• For a precision approach, at an altitude not above
the glide slope/glidepath or below the minimum
glide slope intercept altitude specified on the
approach procedure chart.
• For a nonprecision approach, at an altitude that
will allow descent in accordance with the published procedure.
Further, controllers must assign headings that will permit final approach course interception without exceeding the following:
A typical vector to the final approach course and
associated approach clearance is as follows:
“…four miles from LIMA, turn right heading
three four zero, maintain two thousand until established on the localizer, cleared ILS runway three six
approach.”
Other clearance formats may be used to fit individual
circumstances but the controller should always
assign an altitude to maintain until the aircraft is
established on a segment of a published route or IAP.
The altitude assigned must guarantee IFR obstruction clearance from the point at which the approach
clearance is issued until the aircraft is established on
a published route. Part 91.175 (j) prohibits a pilot
from making a procedure turn when vectored to a
FAF or course, when conducting a timed approach,
or when the procedure specifies “NO PT.”
When vectoring aircraft to the final approach course,
controllers are required to ensure the intercept is at
least 2 NM outside the approach gate. Exceptions
include the following situations, but do not apply to
Distance from Interception
Point to Approach Gate
Maximum
Interception Angle
• Less than 2 NM or with
triple simultaneous
ILS/MLS approaches in
use.
20°
• 2 NM or more 30°
(45°for helicopters)
5-43
RNAV aircraft being vectored for a GPS or RNAV
approach:
• When the reported ceiling is at least 500 feet
above the MVA/MIA and the visibility is at least
3 SM (may be a pilot report [PIREP] 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.
• If specifically requested by the pilot, aircraft
may be vectored to intercept the final
approach course inside the approach gate but
no closer than the FAF.
NONRADAR ENVIRONMENT
In the absence of radar vectors, an instrument
approach begins at an IAF. An aircraft that has been
cleared to a holding fix that, prior to reaching that
fix, is issued a clearance for an approach, but not
issued a revised routing, such as, “proceed direct
to…” is expected to proceed via the last assigned
route, a feeder route if one is published on the
approach chart, and then to commence the approach
as published. If, by following the route of flight to
the holding fix, the aircraft would overfly an IAF or
the fix associated with the beginning of a feeder
route to be used, the aircraft is expected to commence the approach using the published feeder route
to the IAF or from the IAF as appropriate. The aircraft would not be expected to overfly and return to
the IAF or feeder route.
For aircraft operating on unpublished routes, an
altitude is assigned to maintain until the aircraft is
established on a segment of a published route or
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊上(131)