9/5/24 

AIM 

CAUTION

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When descending on a STAR, pilots should not speed up excessively beyond the previously issued speed. Otherwise, adequate 
spacing between aircraft descending on the STAR that was established by ATC with the previous restriction may be lost. 

g. 

Approach clearances supersede any prior speed adjustment assignments, and pilots are expected to make 

their own speed adjustments as necessary to complete the approach. However, under certain circumstances, it 

may be necessary for ATC to issue further speed adjustments after approach clearance is issued to maintain 

separation between successive arrivals. Under such circumstances, previously issued speed adjustments will be 

restated if that speed is to be maintained or additional speed adjustments are requested. Speed adjustments should 

not be assigned inside the final approach fix on final or a point 5 miles from the runway, whichever is closer to 

the runway. 

h. 

The pilots retain the prerogative of rejecting the application of speed adjustment by ATC if the minimum 

safe airspeed for any particular operation is greater than the speed adjustment. 

NOTE

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In such cases, pilots are expected to advise ATC of the speed that will be used. 

i. 

Pilots are reminded that they are responsible for rejecting the application of speed adjustment by ATC if, 

in their opinion, it will cause them to exceed the maximum indicated airspeed prescribed by 14 CFR 

Section 91.117(a), (c) and (d). 

IN SUCH CASES, THE PILOT IS EXPECTED TO SO INFORM ATC. 

Pilots 

operating at or above 10,000 feet MSL who are issued speed adjustments which exceed 250 knots IAS and are 

subsequently cleared below 10,000 feet MSL are expected to comply with 14 CFR Section 91.117(a). 

j. 

Speed restrictions of 250 knots do not apply to U.S. registered aircraft operating beyond 12 nautical miles 

from the coastline within the U.S. Flight Information Region, in Class E airspace below 10,000 feet MSL. 

However, in airspace underlying a Class B airspace area designated for an airport, or in a VFR corridor designated 

through such as a Class B airspace area, pilots are expected to comply with the 200 knot speed limit specified 

in 14 CFR Section 91.117(c). 

k. 

For operations in a Class C and Class D surface area, ATC is authorized to request or approve a speed 

greater than the maximum indicated airspeeds prescribed for operation within that airspace (14 CFR Section 

91.117(b)). 

NOTE

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Pilots are expected to comply with the maximum speed of 200 knots when operating beneath Class B airspace or in a Class 

B VFR corridor (14 CFR Section 91.117(c) and (d)). 

l. 

When in communications with the ARTCC or approach control facility, pilots should, as a good operating 

practice, state any ATC assigned speed restriction on initial radio contact associated with an ATC 

communications frequency change. 

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13.  Runway Separation 

Tower controllers establish the sequence of arriving and departing aircraft by requiring them to adjust flight or 

ground operation as necessary to achieve proper spacing. They may “HOLD” an aircraft short of the runway to 

achieve spacing between it and an arriving aircraft; the controller may instruct a pilot to “EXTEND 

DOWNWIND” in order to establish spacing from an arriving or departing aircraft. At times a clearance may 

include the word “IMMEDIATE.” For example: “CLEARED FOR IMMEDIATE TAKEOFF.” In such cases 

“IMMEDIATE” is used for purposes of 

air traffic separation. 

It is up to the pilot to refuse the clearance if, in 

the pilot’s opinion, compliance would adversely affect the operation. 

REFERENCE

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AIM, Para 4

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3

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15, Gate Holding due to Departure Delays. 

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14.  Visual Separation 

a. 

Visual separation is a means employed by ATC to separate aircraft in terminal areas and en route airspace 

in the NAS. There are two methods employed to effect this separation: 

ATC Clearances and Aircraft Separation 

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