Approach Clearance
When cleared for an approach and on a published segment of that approach, descend to the minimum altitude for that segment (or procedure turn altitude if in holding pattern at the final approach fix). In preparation for the instrument approach, cross the initial approach fix at the initial approach fix altitude. If not in the holding pattern at the final approach fix, descend to the procedure turn altitude as shown on the approach chart.
When conducting an instrument approach from the holding pattern, continue on the same pattern as holding, extend flaps to 5 on the outbound track parallel to final approach course. Turn inbound on the procedure turn heading. This type of approach is also referred to as a race track approach.

Procedure Turn
On some approaches the procedure turn must be completed within specified limits, such as within 10 NM of the procedure turn fix, beacon, or outer marker. Adjust time outbound for airspeed, wind effects, and/or location of the procedure turn fix, especially if the procedure turn fix is located on or very near the field. The published procedure turn altitudes are normally minimum altitudes.

Stabilized Approach Recommendations
Maintaining a stable speed, descent rate, and vertical/lateral flight path in landing configuration is commonly referred to as the stabilized approach concept.
Any significant deviation from planned flight path, airspeed, or descent rate should be announced. The decision to execute a go-around is no indication of poor performance.
Note: Do not attempt to land from an unstable approach.

Recommended Elements of a Stabilized Approach
The following recommendations are consistent with criteria developed by the Flight Safety Foundation.
All approaches should be stabilized by 1,000 feet above airport elevation in instrument meteorological conditions (IMC) and by 500 feet above airport elevation in visual meteorological conditions (VMC). An approach is considered stabilized when all of the following criteria are met:
. 
the aircraft is on the correct flight path

. only small changes in heading/pitch are required to maintain the correct
flight path

. 
the aircraft speed is not more than VREF + 20 knots indicated airspeed
and not less than VREF

. 
the aircraft is in the correct landing configuration

. 
sink rate is no greater than 1,000 fpm; if an approach requires a sink rate
greater than 1,000 fpm, a special briefing should be conducted

. 
power setting is appropriate for the aircraft configuration

. 
all briefings and checklists have been conducted.

Specific types of approaches are stabilized if they also fulfill the following:
. 
ILS approaches should be flown within one dot of the glide slope and
localizer

. 
a Category II or Category III ILS approach should be flown within the
expanded localizer band

. 
during a circling approach, wings should be level on final when the
aircraft reaches 300 feet above airport elevation.

Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing.
Note: An approach that becomes unstabilized below 1,000 feet above airport
elevation in IMC or below 500 feet above airport elevation in VMC
requires an immediate go-around.
These conditions should be maintained throughout the rest of the approach for it to be considered a stabilized approach. If the above criteria cannot be established and maintained at and below 500 feet AFE, initiate a go-around.
At 100 feet HAT for all visual approaches, the aircraft should be positioned so the flight deck is within, and tracking so as to remain within, the lateral confines of the runway edges extended.
As the aircraft crosses the runway threshold it should be:
. 
stabilized on target airspeed to within + 10 knots until arresting descent

rate at flare
. on a stabilized flight path using normal maneuvering

. 
positioned to make a normal landing in the touchdown zone (the first
3,000 feet or first third of the runway, whichever is less).

Initiate a go-around if the above criteria cannot be maintained.
Maneuvering (including runway changes and circling)
When maneuvering below 500 feet, be cautious of the following:
. 
descent rate change to acquire glide path

. 
lateral displacement from the runway centerline

. 
tailwind/crosswind components
　
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