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the controller. Separation will not be provided unless
the missed approach has been approved by ATC.
f. Except in an emergency, aircraft cleared to
practice instrument approaches must not deviate from
the approved procedure until cleared to do so by the
controller.
g. At radar approach control locations when a full
approach procedure (procedure turn, etc.,) cannot be
approved, pilots should expect to be vectored to a
final approach course for a practice instrument
approach which is compatible with the general
direction of traffic at that airport.
h. When granting approval for a practice
instrument approach, the controller will usually ask
the pilot to report to the tower prior to or over the final
approach fix inbound (nonprecision approaches) or
over the outer marker or fix used in lieu of the outer
marker inbound (precision approaches).
i. When authorization is granted to conduct
practice instrument approaches to an airport with a
tower, but where approved standard separation is not
provided to aircraft conducting practice instrument
approaches, the tower will approve the practice
approach, instruct the aircraft to maintain VFR and
issue traffic information, as required.
j. When an aircraft notifies a FSS providing Local
Airport Advisory to the airport concerned of the
intent to conduct a practice instrument approach and
whether or not separation is to be provided, the pilot
will be instructed to contact the appropriate facility
on a specified frequency prior to initiating the
approach. At airports where separation is not
provided, the FSS will acknowledge the message and
issue known traffic information but will neither
approve or disapprove the approach.
k. Pilots conducting practice instrument approaches
should be particularly alert for other aircraft
operating in the local traffic pattern or in proximity to
the airport.
2/17/05 AIM
Airport Operations 4−3−19
4−3−22. Option Approach
The “Cleared for the Option” procedure will permit
an instructor, flight examiner or pilot the option to
make a touch-and-go, low approach, missed
approach, stop-and-go, or full stop landing. This
procedure can be very beneficial in a training
situation in that neither the student pilot nor examinee
would know what maneuver would be accomplished.
The pilot should make a request for this procedure
passing the final approach fix inbound on an
instrument approach or entering downwind for a VFR
traffic pattern. The advantages of this procedure as a
training aid are that it enables an instructor or
examiner to obtain the reaction of a trainee or
examinee under changing conditions, the pilot would
not have to discontinue an approach in the middle of
the procedure due to student error or pilot proficiency
requirements, and finally it allows more flexibility
and economy in training programs. This procedure
will only be used at those locations with an
operational control tower and will be subject to ATC
approval.
4−3−23. Use of Aircraft Lights
a. Aircraft position lights are required to be lighted
on aircraft operated on the surface and in flight from
sunset to sunrise. In addition, aircraft equipped with
an anti−collision light system are required to operate
that light system during all types of operations (day
and night). However, during any adverse meteorological
conditions, the pilot−in−command may determine
that the anti−collision lights should be turned off
when their light output would constitute a hazard to
safety (14 CFR Section 91.209). Supplementary
strobe lights should be turned off on the ground when
they adversely affect ground personnel or other
pilots, and in flight when there are adverse reflection
from clouds.
b. An aircraft anti−collision light system can use
one or more rotating beacons and/or strobe lights, be
colored either red or white, and have different (higher
than minimum) intensities when compared to other
aircraft. Many aircraft have both a rotating beacon
and a strobe light system.
c. The FAA has a voluntary pilot safety program,
Operation Lights On, to enhance the see-and-avoid
concept. Pilots are encouraged to turn on their landing
lights during takeoff; i.e., either after takeoff clearance
has been received or when beginning takeoff
roll. Pilots are further encouraged to turn on their
landing lights when operating below 10,000 feet, day
or night, especially when operating within 10 miles of
any airport, or in conditions of reduced visibility and
　
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