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traffic operations. The approach charts depict
prominent landmarks, courses, and recommended
altitudes to specific runways. CVFPs are designed to
be used primarily for turbojet aircraft.
b. These procedures will be used only at airports
with an operating control tower.
c. Most approach charts will depict some
NAVAID information which is for supplemental
navigational guidance only.
d. Unless indicating a Class B airspace floor, all
depicted altitudes are for noise abatement purposes
and are recommended only. Pilots are not prohibited
from flying other than recommended altitudes if
operational requirements dictate.
e. When landmarks used for navigation are not
visible at night, the approach will be annotated
“PROCEDURE NOT AUTHORIZED AT NIGHT.”
f. CVFPs usually begin within 20 flying miles
from the airport.
g. Published weather minimums for CVFPs are
based on minimum vectoring altitudes rather than the
recommended altitudes depicted on charts.
h. CVFPs are not instrument approaches and do
not have missed approach segments.
i. ATC will not issue clearances for CVFPs when
the weather is less than the published minimum.
j. ATC will clear aircraft for a CVFP after the pilot
reports siting a charted landmark or a preceding
aircraft. If instructed to follow a preceding aircraft,
pilots are responsible for maintaining a safe approach
interval and wake turbulence separation.
k. Pilots should advise ATC if at any point they are
unable to continue an approach or lose sight of a
preceding aircraft. Missed approaches will be
handled as a go-around.
5−4−23. Contact Approach
a. Pilots operating in accordance with an IFR
flight plan, provided they are clear of clouds and have
at least 1 mile flight visibility and can reasonably
expect to continue to the destination airport in those
conditions, may request ATC authorization for a
contact approach.
b. Controllers may authorize a contact approach
provided:
1. The contact approach is specifically requested
by the pilot. ATC cannot initiate this
approach.
EXAMPLE−
Request contact approach.
2. The reported ground visibility at the
destination airport is at least 1 statute mile.
3. The contact approach will be made to an
airport having a standard or special instrument
approach procedure.
4. Approved separation is applied between
aircraft so cleared and between these aircraft and
other IFR or special VFR aircraft.
EXAMPLE−
Cleared contact approach (and, if required) at or below
(altitude) (routing) if not possible (alternative procedures)
and advise.
c. A contact approach is an approach procedure
that may be used by a pilot (with prior authorization
from ATC) in lieu of conducting a standard or special
IAP to an airport. It is not intended for use by a pilot
on an IFR flight clearance to operate to an airport not
having a published and functioning IAP. Nor is it
intended for an aircraft to conduct an instrument
approach to one airport and then, when “in the clear,”
discontinue that approach and proceed to another
airport. In the execution of a contact approach, the
pilot assumes the responsibility for obstruction
2/17/05 AIM
Arrival Procedures 5−4−47
clearance. If radar service is being received, it will
automatically terminate when the pilot is instructed to
change to advisory frequency.
5−4−24. Landing Priority
A clearance for a specific type of approach (ILS,
MLS, ADF, VOR or Straight-in Approach) to an
aircraft operating on an IFR flight plan does not mean
that landing priority will be given over other traffic.
ATCTs handle all aircraft, regardless of the type of
flight plan, on a “first-come, first-served” basis.
Therefore, because of local traffic or runway in use,
it may be necessary for the controller in the interest
of safety, to provide a different landing sequence. In
any case, a landing sequence will be issued to each
aircraft as soon as possible to enable the pilot to
properly adjust the aircraft’s flight path.
5−4−25. Overhead Approach Maneuver
a. Pilots operating in accordance with an IFR
flight plan in Visual Meteorological Conditions
(VMC) may request ATC authorization for an
overhead maneuver. An overhead maneuver is not an
instrument approach procedure. Overhead maneuver
patterns are developed at airports where aircraft have
an operational need to conduct the maneuver. An
aircraft conducting an overhead maneuver is considered
　
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