AIM 5-4-6

An aircraft which has been cleared to a holding fix and subsequently “cleared . . . approach” has not received new routing. Even though clearance for the approach may have been issued prior to the aircraft reaching the holding fix, ATC would expect the pilot to proceed via the holding fix (his/her last assigned route), and the feeder route associated with that fix (if a feeder route is published on the approach chart) to the initial approach fix (IAF) to commence the approach. WHEN CLEARED FOR THE APPROACH, THE PUBLISHED OFF AIRWAY (FEEDER) ROUTES THAT LEAD FROM THE EN ROUTE STRUCTURE TO THE IAF ARE PART OF THE APPROACH CLEARANCE.

If a feeder route to an IAF begins at a fix located along the route of flight prior to reaching the holding fix, and clearance for an approach is issued, a pilot should commence the approach via the published feeder route; i.e., the aircraft would not be expected to overfly the feeder route and return to it. The pilot is expected to commence the approach in a similar manner at the IAF, if the IAF for the procedure is located along the route of flight to the holding fix.

If a route of flight directly to the initial approach fix is desired, it should be so stated by the controller with phraseology to include the words “direct . . . ,” “proceed direct” or a similar phrase which the pilot can interpret without question. When uncertain of the clearance, immediately query ATC as to what route of flight is desired.

The name of an instrument approach, as published, is used to identify the approach, even though a component of the approach aid, such as the glideslope on an Instrument Landing System, is inoperative or unreliable. The controller will use the name of the approach as published, but must advise the aircraft at the time an approach clearance is issued that the inoperative or unreliable approach aid component is unusable, except when the title of the published approach procedures otherwise allows; for example, ILS Rwy 05 or LOC Rwy 05.

At times ATC may not specify a particular approach procedure in the clearance, but will state “CLEARED APPROACH.” This clearance indicates the pilot may execute any one of the authorized IAPs for that airport.

The clearance may be issued in conjunction with the route to or over an IAF or feeder fix.

This clearance does not constitute approval for the pilot to execute a contact approach or a visual approach to the airport or runway.

Except when being vectored to the final approach course, pilots cleared for an IAP are expected to execute the entire procedure commencing at an IAF or an associated feeder fix as described on the IAP chart. Pilots are not required to execute the entire procedure if: An appropriate new or revised ATC clearance is received, or

The IFR flight plan is canceled.

STAR to Approach Connectivity. A STAR may terminate at a fix that is also the IAF or IF for an approach. When the arrival route instructions as published on the STAR state the pilot can expect the instrument approach from the STAR terminus fix or approach IAF or IF, pilots are expected to ensure that the RNAV system is loaded with the approach beginning at that IAF or IF so that the STAR and approach are connected. ATC will clear the aircraft for the instrument approach by stating the IAF fix/waypoint by name with the approach clearance. This procedure also applies to aircraft arriving to an airport via other air traffic services (ATS) routes. EXAMPLE-

“At RDFSH, Cleared ILS Runway 27 Approach”

NOTE-

The fix “RDFSH” is the STAR terminus fix and an IAF for the ILS runway 27 approach at KIAH. Pilots are expected to ensure that the ILS Runway 27 approach is loaded in the RNAV system with the RDFSH IAF selected. Pilots are not to select vectors or vectors to final option when loading the ILS runway 27 approach.

The following applies to aircraft on radar vectors and/or cleared “direct to” in conjunction with an approach clearance: Maintain the last altitude assigned by ATC until the aircraft is established on a published segment of a transition route, or approach procedure segment, or other published route, for which a lower altitude is published on the chart. If already on an established route, or approach or arrival segment, you may descend to whatever minimum altitude is listed for that route or segment.

Continue on the vector heading until intercepting the next published ground track applicable to the approach clearance.

Once reaching the final approach fix via the published segments, the pilot may continue on approach to a landing.

If proceeding to an IAF with a published course reversal (procedure turn or hold-in-lieu of PT pattern), except when cleared for a straight in approach by ATC, the pilot must execute the procedure turn/hold-in-lieu of PT, and complete the approach.

If cleared to an IAF/IF via a NoPT route, or no procedure turn/hold-in-lieu of PT is published, continue with the published approach.

In addition to the above, RNAV aircraft may be issued a clearance direct to the IAF/IF at intercept angles not greater than 90 degrees for both conventional and RNAV instrument approaches. Controllers may issue a heading or a course direct to a fix between the IF and FAF at intercept angles not greater than 30 degrees for both conventional and RNAV instrument approaches. In all cases, controllers will assign altitudes that ensure obstacle clearance and will permit a normal descent to the FAF. When clearing aircraft direct to the IF, ATC will radar monitor the aircraft until the IF and will advise the pilot to expect clearance direct to the IF at least 5 miles from the fix. ATC must issue a straight-in approach clearance when clearing an aircraft direct to an IAF/IF with a procedure turn or hold-in-lieu of a procedure turn, and ATC does not want the aircraft to execute the course reversal. NOTE-

Refer to 14 CFR 91.175 (i).

RNAV aircraft may be issued a clearance direct to the FAF that is also charted as an IAF, in which case the pilot is expected to execute the depicted procedure turn or hold-in-lieu of procedure turn. ATC will not issue a straight-in approach clearance. If the pilot desires a straight-in approach, they must request vectors to the final approach course outside of the FAF or fly a published “NoPT” route. When visual approaches are in use, ATC may clear an aircraft direct to the FAF. NOTE-

In anticipation of a clearance by ATC to any fix published on an instrument approach procedure, pilots of RNAV aircraft are advised to select an appropriate IAF or feeder fix when loading an instrument approach procedure into the RNAV system.

Selection of “Vectors-to-Final” or “Vectors” option for an instrument approach may prevent approach fixes located outside of the FAF from being loaded into an RNAV system. Therefore, the selection of these options is discouraged due to increased workload for pilots to reprogram the navigation system.

Arrival Holding. Some approach charts have an arrival holding pattern depicted at an IAF or at a feeder fix located along an airway. The arrival hold is depicted using a “thin line” since it is not always a mandatory part of the instrument procedure. Arrival holding is charted where holding is frequently required prior to starting the approach procedure so that detailed holding instructions are not required. The arrival holding pattern is not authorized unless assigned by ATC. Holding at the same fix may also be depicted on the en route chart.

Arrival holding is also charted where it is necessary to use a holding pattern to align the aircraft for procedure entry from an airway due to turn angle limitations imposed by procedure design standards. When the turn angle from an airway into the approach procedure exceeds the permissible limits, an arrival holding pattern may be published along with a note on the procedure specifying the fix, the airway, and arrival direction where use of the arrival hold is required for procedure entry. Unlike a hold-in-lieu of procedure turn, use of the arrival holding pattern is not authorized until assigned by ATC. If ATC does not assign the arrival hold before reaching the holding fix, the pilot should request the hold for procedure entry. Once established on the inbound holding course and an approach clearance has been received, the published procedure can commence. Alternatively, if using the holding pattern for procedure entry is not desired, the pilot may ask ATC for maneuvering airspace to align the aircraft with the feeder course. EXAMPLE-

Planview Chart Note: “Proc NA via V343 northeast bound without holding at JOXIT. ATC CLNC REQD.”

An RF leg is defined as a constant radius circular path around a defined turn center that starts and terminates at a fix. An RF leg may be published as part of a procedure. Since not all aircraft have the capability to fly these leg types, pilots are responsible for knowing if they can conduct an RNAV approach with an RF leg. Requirements for RF legs will be indicated on the approach chart in the notes section or at the applicable initial approach fix. Controllers will clear RNAV-equipped aircraft for instrument approach procedures containing RF legs: Via published transitions, or

In accordance with paragraph e 6 above, and

ATC will not clear aircraft direct to any waypoint beginning or within an RF leg, and will not assign fix/waypoint crossing speeds in excess of charted speed restrictions. EXAMPLE-

Controllers will not clear aircraft direct to THIRD because that waypoint begins the RF leg, and aircraft cannot be vectored or cleared to TURNN or vectored to intercept the approach segment at any point between THIRD and FORTH because this is the RF leg. (See FIG 5-4-15 .)

When necessary to cancel a previously issued approach clearance, the controller will advise the pilot “Cancel Approach Clearance” followed by any additional instructions when applicable.