2/14/08 AIM
Arrival Procedures 5-4-3
of aircraft being served. This will generally result in
a descent gradient window of 250-350 feet per
nautical mile.
c. When crossing altitudes and speed restrictions
are issued verbally or are depicted on a chart, ATC
will expect the pilot to descend first to the crossing
altitude and then reduce speed. Verbal clearances for
descent will normally permit an uninterrupted
descent in accordance with the procedure as
described in paragraph b above. Acceptance of a
charted fuel efficient descent (Runway Profile
Descent) clearance requires the pilot to adhere to the
altitudes, speeds, and headings depicted on the charts
unless otherwise instructed by ATC. PILOTS
RECEIVING A CLEARANCE FOR A FUEL
EFFICIENT DESCENT ARE EXPECTED TO
ADVISE ATC IF THEY DO NOT HAVE RUNWAY
PROFILE DESCENT CHARTS PUBLISHED FOR
THAT AIRPORT OR ARE UNABLE TO COMPLY
WITH THE CLEARANCE.
5-4-3. Approach Control
a. Approach control is responsible for controlling
all instrument flight operating within its area of
responsibility. Approach control may serve one or
more airfields, and control is exercised primarily by
direct pilot and controller communications. Prior to
arriving at the destination radio facility, instructions
will be received from ARTCC to contact approach
control on a specified frequency.
b. Radar Approach Control.
1. Where radar is approved for approach control
service, it is used not only for radar approaches
(Airport Surveillance Radar [ASR] and Precision
Approach Radar [PAR]) but is also used to provide
vectors in conjunction with published nonradar
approaches based on radio NAVAIDs (ILS, MLS,
VOR, NDB, TACAN). Radar vectors can provide
course guidance and expedite traffic to the final
approach course of any established IAP or to the
traffic pattern for a visual approach. Approach
control facilities that provide this radar service will
operate in the following manner:
(a) Arriving aircraft are either cleared to an
outer fix most appropriate to the route being flown
with vertical separation and, if required, given
holding information or, when radar handoffs are
effected between the ARTCC and approach control,
or between two approach control facilities, aircraft
are cleared to the airport or to a fix so located that the
handoff will be completed prior to the time the
aircraft reaches the fix. When radar handoffs are
utilized, successive arriving flights may be handed
off to approach control with radar separation in lieu
of vertical separation.
(b) After release to approach control, aircraft
are vectored to the final approach course (ILS, MLS,
VOR, ADF, etc.). Radar vectors and altitude or flight
levels will be issued as required for spacing and
separating aircraft. Therefore, pilots must not deviate
from the headings issued by approach control.
Aircraft will normally be informed when it is
necessary to vector across the final approach course
for spacing or other reasons. If approach course
crossing is imminent and the pilot has not been
informed that the aircraft will be vectored across the
final approach course, the pilot should query the
controller.
(c) The pilot is not expected to turn inbound
on the final approach course unless an approach
clearance has been issued. This clearance will
normally be issued with the final vector for
interception of the final approach course, and the
vector will be such as to enable the pilot to establish
the aircraft on the final approach course prior to
reaching the final approach fix.
(d) In the case of aircraft already inbound on
the final approach course, approach clearance will be
issued prior to the aircraft reaching the final approach
fix. When established inbound on the final approach
course, radar separation will be maintained and the
pilot will be expected to complete the approach
utilizing the approach aid designated in the clearance
(ILS, MLS, VOR, radio beacons, etc.) as the primary
means of navigation. Therefore, once established on
the final approach course, pilots must not deviate
from it unless a clearance to do so is received from
ATC.
(e) After passing the final approach fix on
final approach, aircraft are expected to continue
inbound on the final approach course and complete
the approach or effect the missed approach procedure
published for that airport.
2. ARTCCs are approved for and may provide
approach control services to specific airports. The
radar systems used by these centers do not provide the
　
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