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automatically terminate when the pilot is instructed to
change to advisory frequency.
5−4−25. 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.
5−4−26. 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 to be VFR and the IFR flight
plan is cancelled when the aircraft reaches the initial
point on the initial approach portion of the maneuver.
(See FIG 5−4−27.) The existence of a standard
overhead maneuver pattern does not eliminate the
possible requirement for an aircraft to conform to
conventional rectangular patterns if an overhead
maneuver cannot be approved. Aircraft operating to
an airport without a functioning control tower must
initiate cancellation of an IFR flight plan prior to
executing the overhead maneuver. Cancellation of
the IFR flight plan must be accomplished after
crossing the landing threshold on the initial portion of
the maneuver or after landing. Controllers may
authorize an overhead maneuver and issue the
following to arriving aircraft:
1. Pattern altitude and direction of traffic. This
information may be omitted if either is standard.
PHRASEOLOGY−
PATTERN ALTITUDE (altitude). RIGHT TURNS.
2. Request for a report on initial approach.
PHRASEOLOGY−
REPORT INITIAL.
A71I1M0.65R CHG 2 37//1315//078
AIM 2/14/08
5−4−52 Arrival Procedures
3. “Break” information and a request for the
pilot to report. The “Break Point” will be specified if
nonstandard. Pilots may be requested to report
“break” if required for traffic or other reasons.
PHRASEOLOGY−
BREAK AT (specified point).
REPORT BREAK.
FIG 5−4−27
Overhead Maneuver
3 - 5 NM
X X
INITIAL POINT
INITIAL APPROACH
X
ROLL OUT
BREAK POINT
180° TURN
180° TURN
A71I1M0.65R CHG 2 37//1315//078
2/14/08 AIM
Pilot/Controller Roles and Responsibilities 5-5-1
Section 5. Pilot/Controller Roles and Responsibilities
5-5-1. General
a. The roles and responsibilities of the pilot and
controller for effective participation in the ATC
system are contained in several documents. Pilot
responsibilities are in the CFRs and the air traffic
controllers' are in the FAA Order JO 7110.65,
AirTraffic Control, and supplemental FAA directives.
Additional and supplemental information for
pilots can be found in the current Aeronautical
Information Manual (AIM), Notices to Airmen,
Advisory Circulars and aeronautical charts. Since
there are many other excellent publications produced
by nongovernment organizations, as well as other
government organizations, with various updating
cycles, questions concerning the latest or most
current material can be resolved by cross‐checking
with the above mentioned documents.
b. The pilot-in-command of an aircraft is directly
responsible for, and is the final authority as to the safe
operation of that aircraft. In an emergency requiring
immediate action, the pilot-in-command may
deviate from any rule in the General Subpart A and
Flight Rules Subpart B in accordance with 14 CFR
Section 91.3.
c. The air traffic controller is responsible to give
first priority to the separation of aircraft and to the
issuance of radar safety alerts, second priority to other
services that are required, but do not involve
separation of aircraft and third priority to additional
services to the extent possible.
d. In order to maintain a safe and efficient air
traffic system, it is necessary that each party fulfill
　
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