7110.65AA RADAR Approach Procedures PDF

4/20/23 JO 7110.65AA Section 7. Arrival Procedures 4−7−1. CLEARANCE INFORMATION Clear an arriving aircraft to a clearance limit by specifying the following: a. Name of fix or airport. PHRASEOLOGY− CLEARED TO (destination) AIRPORT. Or CLEARED TO (NAVAID name and type if known). Or CLEARED TO (interse...

4/20/23 JO 7110.65AA Section 7. Arrival Procedures 4−7−1. CLEARANCE INFORMATION Clear an arriving aircraft to a clearance limit by specifying the following: a. Name of fix or airport. PHRASEOLOGY− CLEARED TO (destination) AIRPORT. Or CLEARED TO (NAVAID name and type if known). Or CLEARED TO (intersection or waypoint name and type if known). b. Route of flight including a STAR/RNAV STAR/FMSP and STAR/RNAV STAR/FMSP transition, if appropriate. Assign a STAR/RNAV STAR/FMSP and STAR/RNAV STAR/FMSP transition to any aircraft in lieu of other routes; e.g., airways or preferential arrival routes when the routings are the same. The clearance must include the name and transition, if necessary, of the STAR/RNAV STAR/FMSP to be flown. TERMINAL: When the STAR/RNAV STAR/FMSP transition is designed to provide course guidance to multiple runways, the facility must state intended runway number on initial contact, or as soon as practical. If the runway assignment, or any subsequent runway change, is not issued prior to 10 NM from the runway transition waypoint, radar vectors to final must be provided. PHRASEOLOGY− (STAR/RNAV STAR/FMSP name and number) ARRIVAL. (STAR/RNAV STAR/FMSP name and number) ARRIVAL, (transition name) TRANSITION. CHANGE/AMEND TRANSITION TO (runway number). CHANGE/AMEND TRANSITION TO (runway number) TURN LEFT/RIGHT or HEADING (heading) FOR VECTOR TO FINAL APPROACH COURSE. EXAMPLE− “Rosewood One arrival.” “Rosewood One arrival, Delta transition.” “Change transition to Runway 09 right.” “Amend transition to Runway 22 left, turn right heading 180 for vector to final approach course.” NOTE− 1. If a civil pilot does not wish to use a STAR issued in an ATC clearance or any other STAR published for that location, the pilot is expected to advise ATC. 2. Arrival procedure descriptive text contained within parentheses (for example, “Devine One (RNAV) Arrival”) are not included in arrival clearance phraseology. c. Altitude instructions, as follows: 1. Assigned altitude; or 2. Instructions to vertically navigate on the STAR/FMSP or STAR/FMSP transition. EXAMPLE− “Bayview Three Arrival, Helen Transition, maintain Flight Level Three Three Zero.” “Descend via the Civit One Arrival.” “Descend via the Lendy One Arrival, Runway 22 left.” “Cross JCT at Flight Level Two Four Zero.” “Descend via the Coast Two Arrival.” “Civit One Arrival, Descend and Maintain Flight Level Two Four Zero.” REFERENCE− FAA Order JO 7110.65, Para 4−5−7, Altitude Information. AIM, Para 5−4−1, Standard Terminal Arrival (STAR) Procedures. Arrival Procedures 4−7−1 JO 7110.65AA 4/20/23 d. Issue holding instructions, EFC, and additional delay information as required. e. Instructions regarding further communications as appropriate. REFERENCE− FAA Order JO 7110.65, Para 2−1−17, Radio Communications. 4−7−2. ADVANCE DESCENT CLEARANCE EN ROUTE Take the following action when exercising control of aircraft landing at an airport located in an adjacent center’s control area near the common boundary: a. Coordinate with the receiving facility for a lower altitude and issue a clearance to the aircraft as appropriate. b. Initiate this action at a distance sufficient from destination to allow for normal descent and speed reduction. 4−7−3. SINGLE FREQUENCY APPROACHES (SFA) TERMINAL Where SFA procedures for military single-piloted turbojet aircraft on an IFR flight plan are contained in a letter of agreement, do not require a radio frequency change after the aircraft begins approach or after initial contact during an en route descent until a landing or low approach has been completed except under the following conditions: REFERENCE− FAA Order JO 7610.4, Special Operations, Para 9−3−6, Single Frequency Approach (SFA). P/CG Term − Single-Piloted Aircraft. a. During daylight hours while the aircraft is in VFR conditions. b. On pilot request. c. When pilot cancels IFR flight plan. d. In an emergency situation. e. When aircraft is cleared for visual approach. 4−7−4. RADIO FREQUENCY AND RADAR BEACON CHANGES FOR MILITARY AIRCRAFT When military single-piloted turbojet aircraft will conduct an approach wholly or partly in IFR conditions or at night, take the following action: NOTE− It is known that the mental distraction and the inadvertent movement of aircraft controls resulting from the pilot’s turning, reaching, or leaning to change frequencies can induce spatial disorientation (vertigo). a. Avoid radio frequency and radar beacon changes to the maximum extent that communications capabilities and traffic will permit. However, when changes are required: 1. Give instructions early enough to allow the change before the aircraft reaches the approach fix or handoff point. 2. Keep frequency/radar beacon changes to a minimum below 2,500 feet above the surface. 3. Avoid requiring frequency/radar beacon changes during the time the aircraft is making a turn. b. When traffic volume requires, a frequency other than the one used by aircraft making approaches may be assigned for use in transferring control to the approach control facility. TERMINAL 4−7−2 Arrival Procedures 4/20/23 JO 7110.65AA c. If practicable, use a frequency common to both the GCA unit and approach control to minimize frequency changes. d. When a GCA unit is not able to communicate on a common frequency, a change to a GCA frequency may be authorized. e. When a nonradar approach will be made, aircraft may be instructed to change to tower frequency when: 1. The reported ceiling is at or above 1,500 feet and visibility is 5 statute miles or more. 2. The aircraft reports able to proceed by visual reference to the surface. 3. The aircraft requests and is cleared for a contact approach. 4. The aircraft is cleared for a visual approach. f. Avoid making frequency/radar beacon changes after an aircraft begins a high altitude approach. g. In the event of a missed approach, do not require a frequency/radar beacon change before the aircraft reaches the missed approach altitude, the MEA, or the MVA. 4−7−5. MILITARY TURBOJET EN ROUTE DESCENT Provide military turbojet aircraft the same arrival procedures that are provided for nonmilitary turbojet aircraft except: NOTE− It is the responsibility of the pilot to request a high altitude approach if he/she does not want normal arrival handling. a. An en route descent may be used in a nonradar environment; however, radar capability should exist which will permit the aircraft to be vectored to the final approach course of a published high altitude instrument approach procedure or PAR/ASR approach. Do not use this procedure if other than normal vectoring delays are anticipated. b. Prior to issuance of a descent clearance below the highest initial approach fix altitude established for any high altitude instrument approach procedure for the destination airport inform the aircraft: 1. Type of approach to expect. EXAMPLE− “Expect V−O−R approach to runway three two.” 2. Radar vectors will be provided to the final approach course. EXAMPLE− “Expect surveillance/precision approach to runway one seven; radar vectors to final approach course.” 3. Current weather whenever the ceiling is below 1,000 feet (USAF: 1,500 feet) or the highest circling minimum whichever is greater, or when the visibility is less than 3 miles. EXAMPLE− “Expect ILS approach to runway eight; radar vectors to localizer course. Weather (reported weather).” c. If ATIS is provided and the pilot advises he/she has received the current ATIS broadcast before the descent clearance in subparagraph b is issued, omit those items in subparagraph b that are contained in the broadcast. d. To avoid requiring an aircraft to fly at low altitudes for an excessive distance, descent clearance should be issued at a point determined by adding 10 to the first two digits of the flight level. EXAMPLE− For FL 370, 37  10 = 47 miles. NOTE− Turbojet en route descents are based on a rate of descent of 4,000 to 6,000 feet per minute. e. Do not terminate the en route descent of an aircraft without the consent of the pilot except as required by radar outage or an emergency situation. Arrival Procedures 4−7−3 JO 7110.65AA 4/20/23 REFERENCE− FAA Order JO 7110.65, Para 4−8−4, Altitude Assignment for Military High Altitude Instrument Approaches. 4−7−6. ARRIVAL INFORMATION EN ROUTE a. Forward the following information to nonapproach control towers soon enough to permit adjustment of the traffic flow or to FSSs (Alaska Only) soon enough to provide local airport advisory where applicable: 1. Aircraft identification. 2. Type of aircraft. 3. ETA. 4. Type of instrument approach procedure the aircraft will execute; or 5. For SVFR, the direction from which the aircraft will enter Class B, Class C, Class D, or Class E surface area and any altitude restrictions that were issued; or 6. For aircraft executing a contact approach the position of the aircraft. NOTE− Specific time requirements are usually stated in a letter of agreement. b. Forward the following information to approach control facilities before transfer of control jurisdiction: NOTE− Transfer points are usually specified in a letter of agreement. 1. Aircraft identification. 2. Type of aircraft and appropriate aircraft equipment suffix. 3. ETA or actual time, and proposed or actual altitude over clearance limit. The ETA need not be given if the arrival information is being forwarded during a radar handoff. 4. Clearance limit (when other than the destination airport) and EFC issued to the aircraft. Clearance limit may be omitted when provided for in a letter of agreement. 5. Time, fix, or altitude when control responsibility is transferred to the approach control facility. This information may be omitted when provided for in a letter of agreement. PHRASEOLOGY− (Identification), (type of aircraft), ESTIMATED/OVER (clearance limit), (time), (altitude), EFC (time). If required, YOUR CONTROL, or YOUR CONTROL AT (time, fix or altitude). 4−7−7. WEATHER INFORMATION EN ROUTE When an available official weather report indicates weather conditions are below a 1,000−foot (USAF: 1,500−foot) ceiling or below the highest circling minimum, whichever is higher, or less than three-miles visibility for the airport concerned, transmit the weather report and changes classified as special weather observations to an arriving aircraft prior to or as part of the approach clearance when: 4−7−4 Arrival Procedures 4/20/23 JO 7110.65AA a. It is transmitted directly to the pilot via center controller-to-pilot communications. b. It is relayed through a communications station other than an air carrier company radio or through a nonapproach control facility. You may do this by telling the station or nonapproach control facility to issue current weather. 4−7−8. BELOW MINIMA REPORT BY PILOT If an arriving aircraft reports weather conditions are below his/her landing minima: NOTE− Determination that existing weather/visibility is adequate for approach/landing is the responsibility of the pilot/aircraft operator. a. Issue appropriate instructions to the aircraft to hold or proceed to another airport. b. Adjust, as necessary, the position in the landing sequence of any other aircraft desiring to make approaches and issue approach clearances accordingly. 4−7−9. TRANSFER OF JURISDICTION Transfer radio communications and control responsibility early enough to allow the receiving facility to clear an aircraft beyond the clearance limit before the aircraft reaches it. 4−7−10. APPROACH INFORMATION a. Both en route and terminal approach control sectors must provide current approach information to aircraft destined to airports for which they provide approach control services. This information must be provided on initial contact or as soon as possible thereafter. Approach information contained in the ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. For pilots destined to an airport without ATIS, items 3−5 below may be omitted after the pilot advises receipt of the automated weather; otherwise, issue approach information by including the following: 1. Approach clearance or type approach to be expected if two or more approaches are published and the clearance limit does not indicate which will be used. 2. Runway if different from that to which the instrument approach is made. 3. Surface wind. 4. Ceiling and visibility if the reported ceiling at the airport of intended landing is below 1,000 feet or below the highest circling minimum, whichever is greater, or the visibility is less than 3 miles. 5. Altimeter setting for the airport of intended landing. REFERENCE− FAA Order JO 7110.65, Chapter 2, Section 7, Altimeter Settings. b. Upon pilot request, controllers must inform pilots of the frequency where automated weather data may be obtained and, if appropriate, that airport weather is not available. PHRASEOLOGY− (Airport) AWOS/ASOS WEATHER AVAILABLE ON (frequency). 1. ASOS/AWOS must be set to provide one minute weather at uncontrolled airports that are without ground−to−air weather broadcast capability by a CWO, NWS or FSS observer. 2. Controllers will consider the long−line disseminated weather from an automated weather system at an uncontrolled airport as trend information only and must rely on the pilot for the current weather information for that airport. 3. Controllers must issue the last long−line disseminated weather to the pilot if the pilot is unable to receive the ASOS/AWOS broadcast. Arrival Procedures 4−7−5 JO 7110.65AA 4/20/23 NOTE− Aircraft destined to uncontrolled airports, which have automated weather data with broadcast capability, should monitor the ASOS/AWOS frequency to ascertain the current weather at the airport. The pilot should advise the controller when he/she has received the broadcast weather and state his/her intentions. c. Issue any known changes classified as special weather observations as soon as possible. Special weather observations need not be issued after they are included in the ATIS broadcast and the pilot states the appropriate ATIS code. d. Advise pilots when the ILS on the runway in use is not operational if that ILS is on the same frequency as an operational ILS serving another runway. EXAMPLE− “Expect visual approach runway two five right, runway two five right I−L−S not operational.” REFERENCE− FAA Order JO 7110.65, Para 2−7−2, Altimeter Setting Issuance Below Lowest Usable FL. FAA Order JO 7110.65, Para 5−10−2, Approach Information. 14 CFR Section 91.129 Operations in Class D Airspace, Subpara (d)(2). e. TERMINAL: If multiple runway transitions are depicted on a STAR procedure, advise pilots of the runway assignment on initial contact or as soon as possible thereafter. 4−7−11. ARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES TERMINAL a. Forward the following information to nonapproach control towers soon enough to permit adjustment of the traffic flow or to FSSs soon enough to provide local airport advisory where applicable: 1. Aircraft identification. 2. Type of aircraft. 3. ETA. 4. Type of instrument approach procedure the aircraft will execute; or 5. For SVFR, the direction from which the aircraft will enter Class B, Class C, Class D, or Class E surface area and any altitude restrictions that were issued; or 6. For aircraft executing a contact approach, the position of the aircraft. NOTE− Specific time requirements are usually stated in a letter of agreement. b. Forward the following information to the tower when the tower and TRACON are part of the same facility: 1. Aircraft identification. 2. Type aircraft if required for separation purposes. 3. Type of instrument approach procedure and/or runway if differing from that in use. NOTE− The local controller has the responsibility to determine whether or not conditions are adequate for the use of STARS data on the CTRD where a facility directive authorizes its use for the transfer of arrival data. REFERENCE− FAA Order JO 7210.3, Para 12−6−4, Use of STARS Quick Look Functions. c. Where the collocated or satellite tower has STARS data displayed on its CTRD, the STARS modify or quick look functions may be used to forward arrival data provided that a facility directive at the collocated tower or a letter of agreement with the satellite tower exists which outlines procedures for using STARS for transferring this data. d. Forward the following information to centers: 4−7−6 Arrival Procedures 4/20/23 JO 7110.65AA 1. Where two or more instrument approach procedures are published for the airport, the particular procedure which an aircraft can expect or that it will be vectored toward the airport for a visual approach. 2. Highest altitude being used by the approach control facility at the holding fix. 3. Average time interval between successive approaches. 4. Arrival time of aircraft over the holding fix or, if control has been transferred to you before an aircraft has reached the fix, a statement or other indication acknowledging receipt of control responsibility. 5. Revised EFC if different by 10 minutes or more from that issued by the center. 6. Missed approaches if they affect center operations. 7. Information relating to an unreported or overdue aircraft. 4−7−12. AIRPORT CONDITIONS a. EN ROUTE. Before issuing an approach clearance, and subsequently as changes occur, inform an aircraft of any abnormal operation of approach and landing aids and of destination airport conditions that you know of which might restrict an approach or landing. This information may be omitted if it is contained in the ATIS broadcast and the pilot states that he/she has received the appropriate ATIS code. NOTE− 1. Airport conditions information, in the provision of en route approach control service, does not include the following: a. The airport surface environment other than the landing area(s) (e.g. TAXIWAY, APRON or SERVICE keyword NOTAMs). b. Obstruction information (e.g. OBST NOTAMs) for aircraft that will be cleared for an instrument approach. c. Information pertaining to cold temperature compensation. 2. When advised of special use airspace (SUA) or military training route (MTR) activation, appropriate action is taken to separate nonparticipating IFR aircraft from those activities when required, and/or to issue applicable advisories as warranted. When meeting this requirement, there is no requirement for controllers to additionally issue the associated D NOTAM activating that SUA or MTR to the pilot. Accordingly, D NOTAMs for SUA that contain the accountability codes SUAE, SUAC, and SUAW are not required to be issued. 3. Although a pilot may have obtained NOTAM information during pre−flight briefings, airport conditions may have changed in flight. Therefore a pilot stating, or a controller asking, if they “have the NOTAMS” does not relieve the controller of the responsibility of issuing airport conditions that might restrict an approach or landing. Additionally, controller instructions to contact FSS to obtain the NOTAMs does not relieve the controller of their responsibilities specified in this paragraph. b. TERMINAL. On first contact or as soon as possible thereafter, and subsequently as changes occur, inform an aircraft of any abnormal operation of approach and landing aids and of destination airport conditions that you know of which might restrict an approach or landing. This information may be omitted if it is contained in the ATIS broadcast and the pilot states the appropriate ATIS code. REFERENCE− FAA Order JO 7110.65, Chapter 3, Section 3, Airport Conditions. c. Issue RwyCC contained in a FICON NOTAM to aircraft in accordance with one of the following: 1. Before or when an approach clearance is issued. 2. Before an en route descent clearance is issued. 3. TERMINAL. Prior to departure. 4. As soon as possible after receipt of any subsequent changes in previously issued RwyCC information. d. RwyCC may be issued in lieu of the complete FICON NOTAM. Issue the complete FICON NOTAM upon pilot request, workload permitting. Arrival Procedures 4−7−7 JO 7110.65AA 4/20/23 EXAMPLE− Boston Runway Two Seven, field condition, three, three, three, one hundred percent, two inches dry snow over compacted snow. Observed at one five three zero zulu. NOTE− RwyCC may be transmitted via the ATIS as prescribed in paragraphs 2−9−3, Content; 3−3−1, Landing Area Condition; 3−9−1, Departure Information; and 3−10−1, Landing Information. e. TERMINAL. Where RCRs are provided, transmit this information to USAF and ANG aircraft. Issue the RCR to other aircraft upon pilot request. NOTE− USAF offices furnish RCR information at airports serving USAF and ANG aircraft. REFERENCE− FAA Order JO 7110.65, Para 2−9−3, Content. FAA Order JO 7110.65, Para 3−3−1, Landing Area Condition. FAA Order JO 7110.65, Para 3−9−1, Departure Information. FAA Order JO 7110.65, Para 3−10−1, Landing Information. 4−7−13. SWITCHING ILS RUNWAYS TERMINAL When a change is made from one ILS to another at airports equipped with multiple systems which are not used simultaneously, coordinate with the facilities which use the fixes formed by reference to these NAVAIDs. 4−7−8 Arrival Procedures 4/20/23 JO 7110.65AA Section 8. Approach Clearance Procedures 4−8−1. APPROACH CLEARANCE a. Clear aircraft for “standard” or “special” instrument approach procedures only. 1. To require an aircraft to execute a particular instrument approach procedure, specify in the approach clearance the name of the approach as published on the approach chart. Where more than one procedure is published on a single chart and a specific procedure is to be flown, amend the approach clearance to specify execution of the specific approach to be flown. If only one instrument approach of a particular type is published, the approach needs not be identified by the runway reference. 2. An aircraft conducting an ILS or LDA approach must be advised at the time an approach clearance is issued when the glideslope is reported out of service, unless the title of the published approach procedure allows (for example, ILS or LOC Rwy 05). 3. Standard instrument approach procedures (SIAP) must begin at an initial approach fix (IAF) or an intermediate fix (IF) if there is not an IAF. 4. Where adequate radar coverage exists, radar facilities may vector aircraft to the final approach course in accordance with paragraph 5−9−1, Vectors to Final Approach Course, and paragraph 5−9−2, Final Approach Course Interception. 5. Where adequate radar coverage exists, radar facilities may clear an aircraft to any fix 3 NM or more prior to the FAF, along the final approach course, at an intercept angle not greater than 30 degrees. 6. Controllers must not disapprove a pilot request to cold temperature compensate in conjunction with the issuance of an approach clearance. PHRASEOLOGY− CLEARED (type) APPROACH. CLEARED APPROACH. (To authorize a pilot to execute his/her choice of instrument approach), CLEARED (specific procedure to be flown) APPROACH. (Where more than one procedure is published on a single chart and a specific procedure is to be flown), CLEARED (ILS/LDA) APPROACH, GLIDESLOPE UNUSABLE. (To authorize a pilot to execute an ILS or an LDA approach when the glideslope is out of service) CLEARED LOCALIZER APPROACH (When the title of the approach procedure contains “or LOC”) CANCEL APPROACH CLEARANCE (additional instructions as necessary) (When it is necessary to cancel a previously issued approach clearance) EXAMPLE− “Cleared Approach.” “Cleared (V-O-R/I-L-S/Localizer) Approach.” “Cleared L-D-A Runway Three-Six Approach.” Approach Clearance Procedures 4−8−1 JO 7110.65AA 4/20/23 “Cleared Localizer Back Course Runway One-Three Approach.” “Cleared (GPS/RNAV Z) Runway Two-Two Approach.” “Cleared BRANCH ONE Arrival and (ILS/RNAV) Runway One-Three Approach.” “Cleared I-L-S Runway Three-Six Approach, glideslope unusable.” “Cleared S-D-F Approach.” “Cleared G-L-S Approach.” NOTE− 1. Clearances authorizing instrument approaches are issued on the basis that, if visual contact with the ground is made before the approach is completed, the entire approach procedure will be followed unless the pilot receives approval for a contact approach, is cleared for a visual approach, or cancels their IFR flight plan. 2. Approach clearances are issued based on known traffic. The receipt of an approach clearance does not relieve the pilot of his/her responsibility to comply with applicable Parts of Title 14 of the Code of Federal Regulations and the notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; for example, “Straight-in minima not authorized at night,” “Procedure not authorized when glideslope/glidepath not used,” “Use of procedure limited to aircraft authorized to use airport,” or “Procedure not authorized at night” or Snowflake icon with associated temperature. 3. In some cases, the name of the approach, as published, is used to identify the approach, even though a component of the approach aid, other than the localizer on an ILS is inoperative. 4. Where more than one procedure to the same runway is published on a single chart, each must adhere to all final approach guidance contained on that chart, even though each procedure will be treated as a separate entity when authorized by ATC. 5. The use of alphabetical identifiers in the approach name with a letter from the end of the alphabet; for example, X, Y, Z, such as “HI TACAN Z Rwy 6L or RNAV(GPS) Y Rwy 04”, denotes multiple straight-in approaches to the same runway that use the same approach aid. 6. Alphabetical suffixes with a letter from the beginning of the alphabet; for example, A, B, C, denote a procedure that does not meet the criteria for straight-in landing minimums authorization. 7. 14 CFR Section 91.175(j) requires a pilot to receive a clearance to conduct a procedure turn when vectored to a final approach course or fix, conducting a timed approach, or when the procedure specifies “NO PT.” 8. An aircraft which has been cleared to a holding fix and prior to reaching that fix is issued a clearance for an approach, but not issued a revised routing; that is, “proceed direct to....” may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated\ with the beginning of a feeder route to be used, the aircraft is expected to commence the approach using the published feeder route to the IAF or from the IAF as appropriate; that is, the aircraft would not be expected to overfly and return to the IAF or feeder route. 9. Approach name items contained within parenthesis; for example, RNAV (GPS) Rwy 04, are not included in approach clearance phraseology. 10. Pilots are required to advise ATC when intending to apply cold temperature compensation to instrument approach segments. Pilots must advise ATC of the amount of compensation required for each affected segment on initial contact or as soon as possible. Pilots are not required to advise ATC when correcting on the final segment only. Controllers may delay the issuance of an approach clearance to comply with approved separation requirements when informed that a pilot will apply cold temperature compensation (CTC). Pilots will not apply altitude compensation, unless authorized, when assigned an altitude prior to an approach clearance. Consideration should be given to vectoring aircraft at or above the requested compensating altitude if possible. This eliminates pilots having to climb once on the approach. REFERENCE− FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS). P/CG Term – Cold Temperature Compensation. AIM, Para 5-1-17, Cold Temperature Operations. AIM, Para 5-5-4, Instrument Approach. 11. There are some systems, for example, Enhanced Flight Vision System (EFVS), which allow pilots to conduct Instrument Approach Procedures (IAP) when the reported weather is below minimums prescribed on the IAP to be flown. REFERENCE− 14 CFR § 91.175(l). P/CG Term − EFVS. 4−8−2 Approach Clearance Procedures 4/20/23 JO 7110.65AA b. For aircraft operating on unpublished routes, issue the approach clearance only after the aircraft is: 1. Established on a segment of a published route or instrument approach procedure, or (See FIG 4−8−1) EXAMPLE− The aircraft is established on a segment of a published route at 5,000 feet. “Cleared V-O-R Runway Three Four Approach.” FIG 4−8−1 Approach Clearance Example 2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure. (See FIG 4-8-2.) EXAMPLE− Aircraft 1 is cleared direct LEFTT. The MVA in the area is 3,000 feet, and the aircraft is at 4,000 feet. “Cross LEFTT at or above three thousand five hundred, cleared RNAV Runway One Eight Approach.” The MVA in the area is 3,000 feet and Aircraft 2 is at 3,000 feet. “Cleared direct LEFTT direct CENTR, maintain three thousand until CENTR, cleared straight-in RNAV Runway One Eight Approach.” FIG 4−8−2 Approach Clearance Example NOTE− 1. The altitude assigned must assure IFR obstruction clearance from the point at which the approach clearance is issued until established on a segment of a published route or instrument approach procedure. Approach Clearance Procedures 4−8−3 JO 7110.65AA 4/20/23 2. If the altitude assignment is VFR-on-top, it is conceivable that the pilot may elect to remain high until arrival over the final approach fix which may require the pilot to circle to descend so as to cross the final approach fix at an altitude that would permit landing. 3. An aircraft is not established on an approach until at or above an altitude published on that segment of the approach. REFERENCE− FAA Order 8260.3 United States Standard for Terminal Instrument Procedures (TERPS), Para 11-3. c. Except for visual approaches, do not clear an aircraft direct to the FAF unless it is also an IAF, wherein the aircraft is expected to execute the depicted procedure turn or hold-in-lieu of procedure turn. d. Intercept angles greater than 90 degrees may be used when a procedure turn, a hold-in-lieu of procedure turn pattern, or arrival holding is depicted and the pilot will execute the procedure. e. If a procedure turn, hold-in-lieu of procedure turn, or arrival holding pattern is depicted and the angle of intercept is 90 degrees or less, the aircraft must be instructed to conduct a straight-in approach if ATC does not want the pilot to execute a procedure turn or hold-in-lieu of procedure turn. (See FIG 4−8−3) PHRASEOLOGY− CLEARED STRAIGHT-IN (type) APPROACH NOTE− 1. Restate “cleared straight-in” in the approach clearance even if the pilot was advised earlier to expect a straight-in approach. 2. Some approach charts have an arrival holding pattern depicted at the IAF using a “thin line” holding symbol. It 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. EXAMPLE− “Cleared direct SECND, maintain at or above three thousand until SECND, cleared straight-in ILS Runway One-Eight approach.” REFERENCE− AIM, Para 5-4-5, Instrument Approach Procedure Charts. AIM, Para 5-4-9, Procedure Turn and Hold-in-lieu of Procedure Turn. 4−8−4 Approach Clearance Procedures 4/20/23 JO 7110.65AA FIG 4−8−3 Approach Clearance Example For Aircraft On a Conventional Approach EXAMPLE− Aircraft 1 can be cleared direct to XYZ VORTAC, or SECND because the intercept angle is 90 degrees or less. Aircraft 2 cannot be cleared to XYZ VORTAC because the intercept angle is greater than 90 degrees. Aircraft 2 can be cleared to SECND if allowed to execute the hold-in-lieu of procedure turn pattern. f. Except when applying radar procedures, timed or visual approaches, clear an aircraft for an approach to an airport when the preceding aircraft has landed or canceled IFR flight plan. g. Where instrument approaches require radar monitoring and radar services are not available, do not use the phraseology “cleared approach,” which allows the pilot his/her choice of instrument approaches. RNAV APPLICATION h. For RNAV−equipped aircraft operating on unpublished routes, issue approach clearance for conventional or RNAV SIAP including approaches with RF legs only after the aircraft is: (See FIG 4−8−4). 1. Established on a heading or course direct to the IAF at an intercept angle not greater than 90 degrees and is assigned an altitude in accordance with b2. Radar monitoring is required to the IAF for RNAV (RNP) approaches when no hold−in−lieu of procedure turn is executed. EXAMPLE− Aircraft 1 can be cleared direct to CENTR. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR, section 91.177) along the flight path to the IAF is 3,000 feet. If a hold in lieu of procedure turn pattern is depicted at an IAF and a TAA is not defined, the aircraft must be instructed to conduct a straight-in approach if ATC does not want the pilot to execute a hold-in-lieu procedure turn. “Cleared direct CENTR, maintain at or above three thousand until CENTR, cleared straight-in RNAV Runway One-Eight Approach.” Approach Clearance Procedures 4−8−5 JO 7110.65AA 4/20/23 2. Established on a heading or course direct to the IF at an angle not greater than 90 degrees, provided the following conditions are met: (a) Assign an altitude in accordance with b2 that will permit a normal descent to the FAF. NOTE− Controllers should expect aircraft to descend at approximately 150-300 feet per nautical mile when applying guidance in subparagraph h2(a). (b) Radar monitoring is provided to the IF. (c) The SIAP must identify the intermediate fix with the letters “IF.” (d) For procedures where an IAF is published, the pilot is advised to expect clearance to the IF at least 5 miles from the fix. EXAMPLE− “Expect direct CENTR for RNAV Runway One-Eight Approach.” 3. Established on a heading or course direct to a fix between the IF and FAF, at an intercept angle not greater than 30 degrees, and assigned an altitude in accordance with b2. EXAMPLE− Aircraft 1 is more than 5 miles from SHANN. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to SHANN is 3,000 feet. SHANN is a step down fix between the IF/IAF (CENTR) and the FAF. To clear Aircraft 1 to SHANN, ATC must ensure the intercept angle for the intermediate segment at SHANN is not greater than 30 degrees and must be cleared to an altitude that will allow a normal descent to the FAF. “Cleared direct SHANN, cross SHANN at or above three thousand, cleared RNAV Runway One-Eight Approach.” REFERENCE− FAA Order JO 7110.65, Para 5−6−2, Methods. FAA Order JO 7110.65, Chapter 5, Section 9, Radar Arrivals. FIG 4−8−4 Approach Clearance Example For RNAV Aircraft EXAMPLE− Aircraft 2 cannot be cleared direct to CENTR unless the aircraft is allowed to execute the hold-in-lieu of procedure turn. The intercept angle at that IF/IAF is greater than 90 degrees. The minimum altitude for IFR operations (14 CFR Section 4−8−6 Approach Clearance Procedures 4/20/23 JO 7110.65AA 91.177) along the flight path to the IAF is 3,000 feet. “Cleared direct CENTR, maintain at or above three thousand until CENTR, cleared RNAV Runway One-Eight approach.” The pilot is expected to proceed direct CENTR and execute the hold-in-lieu of procedure turn. Aircraft 2 can be cleared direct LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. “Cleared direct LEFTT, maintain at or above three thousand until LEFTT, cleared RNAV Runway One-Eight Approach.” The pilot does not have to be cleared for a straight-in approach since no hold-in-lieu of procedure turn pattern is depicted at LEFTT. REFERENCE− FAA Order JO 7110.65, Chapter 5, Section 9, Radar Arrivals. i. Clear RNAV−equipped aircraft conducting RNAV instrument approach procedures that contain radius to fix (RF) legs: 1. Via published transitions, or 2. In accordance with subparagraph h. 3. Do not clear aircraft direct to any waypoint beginning or within an RF leg. 4. Do not assign fix/waypoint crossing speeds in excess of charted speed restrictions. NOTE− 1. RNAV approaches (containing RF legs) that commence at 10,000 feet or above require special procedures that will be site specific and specified in a facility directive. 2. An RF leg is defined as a curved segment indicating a constant radius circular path about a defined turn center that begins at a waypoint. RF legs may have maximum airspeeds charted for procedural containment that must be followed. 3. If an aircraft is vectored off the procedure, expect the aircraft to request a return to an IAF. FIG 4−8−5 Radius to Fix (RF) and Track to Fix (TF) NOTE− 1. The segment between THIRD and FORTH in FIG 4−8−5 is an RF leg. 2. The straight segments between waypoints in FIG 4−8−5 are TF legs. j. Where a terminal arrival area (TAA) has been established to support RNAV approaches, use the procedures under subparagraph b above. (See FIG 4−8−6.) Approach Clearance Procedures 4−8−7 JO 7110.65AA 4/20/23 NOTE− 1. Aircraft that are within the lateral boundary of a TAA, and at or above the TAA minimum altitude, are established on the approach and may be issued an approach clearance without an altitude restriction. 2. The TAA minimum altitude may be higher than the MVA/MIA. If an aircraft is below the TAA minimum altitude, it must either be assigned an altitude to maintain until established on a segment of a published route or instrument approach procedure, or climbed to the TAA altitude. EXAMPLE− Aircraft 1: The aircraft is at or above the minimum TAA altitude and within the lateral boundary of the TAA. “Cleared R−NAV Runway One Eight Approach.” Aircraft 2: The MVA is 3000 feet and the aircraft is level at 4000 feet. The TAA minimum altitude is 4200 feet. The aircraft must be assigned an altitude to maintain until established on a segment of the approach. “Cross RIGHT at or above three thousand, cleared R−NAV Runway One Eight Approach.” Aircraft 3: The aircraft is inbound to the CHARR IAF on an unpublished direct route at 7,000 feet. The minimum IFR altitude for IFR operations (14 CFR Section 91.177) along this flight path to the IAF is 5,000 feet. “Cleared direct CHARR, maintain at or above five thousand until entering the TAA, cleared RNAV Runway One−Eight Approach.” FIG 4−8−6 Basic “T” and TAA Design k. When GPS TESTING NOTAMs are published and testing is actually occurring, inform pilots requesting or cleared for a RNAV approach that GPS may not be available and request intentions. Do not resume RNAV approach operations until certain that GPS interference is no longer a factor or such GPS testing exercise has ceased. l. During times when pilots report GPS anomalies, request the pilot’s intentions and/or clear that aircraft for an alternative approach, if available and operational. Announce to other aircraft requesting an RNAV approach that GPS is reported unavailable and request intentions. REFERENCE− FAA Order JO 7110.65, Para 2−1−10, NAVAID Malfunctions. FAA Order JO 7110.65, Para 4−7−12, Airport Conditions. m. When clearing an aircraft for an RNAV approach, and a GPS NOTAM is published (a WAAS NOTAM is not issued), both GPS and WAAS may become unavailable. Therefore, when a GPS anomaly is reported, request the pilot’s intentions. NOTE− WAAS UNAVAILABLE NOTAMs are published to indicate a failure of a WAAS system component. Airborne GPS/WAAS equipment may revert to GPS−only operation which satisfies the requirements for basic RNAV (GPS) approaches to the airport of intended landing or filed alternate airport, if airborne equipment is approved for such operations. 4−8−8 Approach Clearance Procedures 4/20/23 JO 7110.65AA 4−8−2. CLEARANCE LIMIT Issue approach or other clearances, as required, specifying the destination airport as the clearance limit if airport traffic control service is not provided even though this is a repetition of the initial clearance. PHRASEOLOGY− CLEARED TO (destination) AIRPORT 4−8−3. RELAYED APPROACH CLEARANCE TERMINAL Include the weather report, when it is required and available, when an approach clearance is relayed through a communication station other than an air carrier company radio. You may do this by telling the station to issue current weather. 4−8−4. ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE INSTRUMENT APPROACHES Altitudes above those shown on the high altitude instrument approach procedures chart may be specified when required for separation. NOTE− To preclude the possibility of aircraft exceeding rate-of-descent or airspeed limitations, the maximum altitudes which may be assigned for any portion of the high altitude instrument approach procedure will be determined through coordination between the ATC facility concerned and the military authority which originated the high altitude instrument approach procedure. REFERENCE− FAA Order JO 7110.65, Para 4−7−5, Military Turbojet En Route Descent. 4−8−5. SPECIFYING ALTITUDE Specify in the approach clearance the altitude shown in the approach procedures when adherence to that altitude is required for separation. When vertical separation will be provided from other aircraft by pilot adherence to the prescribed maximum, minimum, or mandatory altitudes, the controller may omit specifying the altitude in the approach clearance. NOTE− Use FAA or NGA instrument approach procedures charts appropriate for the aircraft executing the approach. 4−8−6. CIRCLING APPROACH a. Circling approach instructions may only be given for aircraft landing at airports with operational control towers. b. Include in the approach clearance instructions to circle to the runway in use if landing will be made on a runway other than that aligned with the direction of instrument approach. When the direction of the circling maneuver in relation to the airport/runway is required, state the direction (eight cardinal compass points) and specify a left or right base/downwind leg as appropriate. PHRASEOLOGY− CIRCLE TO RUNWAY (number), or CIRCLE (direction using eight cardinal compass points) OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT BASE/DOWNWIND TO RUNWAY (number). NOTE− Where standard instrument approach procedures (SIAPs) authorize circling approaches, they provide a basic minimum of 300 feet of obstacle clearance at the MDA within the circling area considered. The dimensions of these areas, expressed in distances from the runways, vary for the different approach categories of aircraft. In some cases a SIAP may otherwise restrict circling approach maneuvers. Approach Clearance Procedures 4−8−9 JO 7110.65AA 4/20/23 c. Do not issue clearances, such as “extend downwind leg,” which might cause an aircraft to exceed the circling approach area distance from the runways within which required circling approach obstacle clearance is assured. 4−8−7. SIDE−STEP MANEUVER TERMINAL Side-step Maneuver. When authorized by an instrument approach procedure, you may clear an aircraft for an approach to one runway and inform the aircraft that landing will be made on a parallel runway. EXAMPLE− “Cleared I−L−S Runway seven left approach. Side-step to runway seven right.” NOTE− Side-step maneuvers require higher weather minima/MDA. These higher minima/MDA are published on the instrument approach charts. REFERENCE− FAA Order JO 7110.65, Para 3−3−2, Closed/Unsafe Runway Information. P/CG Term − Side−step Maneuver. 4−8−8. COMMUNICATIONS RELEASE If an IFR aircraft intends to land at an airport not served by a tower or FSS, approve a change to the advisory service frequency when you no longer require direct communications. PHRASEOLOGY− CHANGE TO ADVISORY FREQUENCY APPROVED. NOTE− An expeditious frequency change permits the aircraft to receive timely local airport traffic information in accordance with AC 90−66, Non−Towered Airport Flight Operations. 4−8−9. MISSED APPROACH Except in the case of a VFR aircraft practicing an instrument approach, an approach clearance automatically authorizes the aircraft to execute the missed approach procedure depicted for the instrument approach being flown. An alternate missed approach procedure as published on the appropriate FAA Form 8260 or appropriate military form may be assigned when necessary. After an aircraft commences a missed approach, it may be vectored at or above the MVA/MIA, or follow the provisions of paragraph 5−6−3, Vectors Below Minimum Altitude. NOTE− 1. Alternate missed approach procedures are published on the appropriate FAA Form 8260 or appropriate military form and require a detailed clearance when they are issued to the pilot. 2. In the event of a missed approach involving a turn, unless otherwise cleared, the pilot will proceed to the missed approach point before starting that turn. 3. Pilots must advise ATC when intending to apply cold temperature compensation and of the amount of compensation required. Pilots will not apply altitude compensation, unless authorized, when assigned an altitude if provided an initial heading to fly or radar vectors in lieu of published missed approach procedures. Consideration should be given to vectoring aircraft at or above the requested compensating altitude if possible. REFERENCE− FAA Order JO 7110.65, Para 4−8−11, Practice Approaches. FAA Order JO 7110.65, Para 5−6−3, Vectors Below Minimum Altitude. FAA Order JO 7110.65, Para 5−8−3, Successive or Simultaneous Departures. FAA Order 8260.19, Flight Procedures and Airspace, Para 8−6−6 FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS), Para 2−8−1 and Chapter 16. AIM, Para 5−5−5, Missed Approach. 4−8−10. APPROACH INFORMATION Specify the following in the approach clearance when the pilot says he/she is unfamiliar with the procedure: 4−8−10 Approach Clearance Procedures 4/20/23 JO 7110.65AA a. Initial approach altitude. b. Direction and distance from the holding fix within which procedure turn is to be completed. c. Altitude at which the procedure turn is to be made. d. Final approach course and altitude. e. Missed approach procedures if considered necessary. PHRASEOLOGY− INITIAL APPROACH AT (altitude), PROCEDURE TURN AT (altitude), (number) MINUTES/MILES (direction), FINAL APPROACH ON (name of NAVAID) (specified) COURSE/RADIAL/AZIMUTH AT (altitude). f. Applicable notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; for example, “Straight-in minima not authorized at night,” “Procedure not authorized when glideslope/glidepath not used,” “Use of procedure limited to aircraft authorized to use airport,” “Procedure not authorized at night,” or a Snowflake icon indicating mandatory cold temperature compensation. REFERENCE− AIM, Para 5−1−17, Cold Temperature Operations. AIM, Para 5−5−4, Instrument Approach. AIM, Para 5−5−5, Missed Approach. 4−8−11. PRACTICE APPROACHES Except for military aircraft operating at military airfields, ensure that neither VFR nor IFR practice approaches disrupt the flow of other arriving and departing IFR or VFR aircraft. Authorize, withdraw authorization, or refuse to authorize practice approaches as traffic conditions require. Normally, approaches in progress should not be terminated. NOTE− The priority afforded other aircraft over practice instrument approaches is not intended to be so rigidly applied that it causes grossly inefficient application of services. a. Separation. 1. IFR aircraft practicing instrument approaches must be afforded approved separation in accordance with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and Chapter 7 minima until: (a) The aircraft lands, and the flight is terminated, or (b) The pilot cancels the flight plan. 2. Where procedures require application of IFR separation to VFR aircraft practicing instrument approaches, IFR separation in accordance with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and Chapter 7 must be provided. Controller responsibility for separation begins at the point where the approach clearance becomes effective. Except for super or heavy aircraft, 500 feet vertical separation may be applied between VFR aircraft and between a VFR and an IFR aircraft. REFERENCE− FAA Order JO 7210.3, Para 6−4−4, Practice Instrument Approaches. FAA Order JO 7210.3, Para 10−4−5, Practice Instrument Approaches. 3. Where separation services are not provided to VFR aircraft practicing instrument approaches, the controller must; (a) Instruct the pilot to maintain VFR. (b) Advise the pilot that separation services are not provided. PHRASEOLOGY− “(Aircraft identification) MAINTAIN VFR, PRACTICE APPROACH APPROVED, NO SEPARATION SERVICES PROVIDED.” (c) Provide traffic information or advise the pilot to contact the appropriate facility. Approach Clearance Procedures 4−8−11 JO 7110.65AA 4/20/23 4. If an altitude is assigned, including at or above/below altitudes, the altitude specified must meet MVA, minimum safe altitude, or minimum IFR altitude criteria. REFERENCE− FAA Order JO 7110.65, Para 7−7−5, Altitude Assignments. 5. All VFR aircraft must be instructed to maintain VFR on initial contact or as soon as possible thereafter. NOTE− This advisory is intended to remind the pilot that even though ATC is providing IFR-type instructions, the pilot is responsible for compliance with the applicable parts of the CFR governing VFR flight. b. Missed Approaches. 1. Unless alternate instructions have been issued, IFR aircraft are automatically authorized to execute the missed approach depicted for the instrument approach being flown. REFERENCE− FAA Order JO 7110.65, Para 4−8−9, Missed Approach. 2. VFR aircraft are not automatically authorized to execute the missed approach procedure. This authorization must be specifically requested by the pilot and approved by the controller. When a missed approach has been approved and the practice approach is conducted in accordance with paragraph 4−8−11 a2, separation must be provided throughout the procedure including the missed approach. If the practice approach is conducted in accordance with paragraph 4−8−11 a3, separation services are not required during the missed approach. REFERENCE− FAA Order JO 7110.65, Para 7−2−1, Visual Separation. 4−8−12. LOW APPROACH AND TOUCH-AND-GO Consider an aircraft cleared for a touch-and-go, low approach, or practice approach as an arriving aircraft until that aircraft touches down or crosses the landing threshold; thereafter, consider the aircraft as a departing aircraft. Before the aircraft begins its final descent, issue the appropriate departure instructions the pilot is to follow upon completion of the approach (in accordance with paragraph 4−3−2, Departure Clearances). Climb-out instructions must include a specific heading or a route of flight and altitude, except when the aircraft will maintain VFR and contact the tower. EXAMPLE− “After completing low approach, climb and maintain six thousand. Turn right, heading three six zero.” “Maintain VFR, contact tower.” (Issue other instructions as appropriate.) NOTE− Climb-out instructions may be omitted after the first approach if instructions remain the same. 4−8−12 Approach Clearance Procedures