AIM 

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c. 

When crossing altitudes and speed restrictions are issued verbally or are depicted on a chart, ATC will 

expect the pilot to descend first to the crossing altitude and then reduce speed. Verbal clearances for descent will 

normally permit an uninterrupted descent in accordance with the procedure as described in paragraph b above. 

Acceptance of a charted fuel efficient descent (Runway Profile Descent) clearance requires the pilot to adhere 

to the altitudes, speeds, and headings depicted on the charts unless otherwise instructed by ATC. PILOTS 

RECEIVING A CLEARANCE FOR A FUEL EFFICIENT DESCENT ARE EXPECTED TO ADVISE ATC 

IF THEY DO NOT HAVE RUNWAY PROFILE DESCENT CHARTS PUBLISHED FOR THAT AIRPORT 

OR ARE UNABLE TO COMPLY WITH THE CLEARANCE. 

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3.  Approach Control 

a. 

Approach control is responsible for controlling all instrument flight operating within its area of 

responsibility. Approach control may serve one or more airfields, and control is exercised primarily by direct 

pilot and controller communications. Prior to arriving at the destination radio facility, instructions will be 

received from ARTCC to contact approach control on a specified frequency. 

b.  Radar Approach Control. 

1. 

Where radar is approved for approach control service, it is used not only for radar approaches (Airport 

Surveillance Radar [ASR] and Precision Approach Radar [PAR]) but is also used to provide vectors in 

conjunction with published nonradar approaches based on radio NAVAIDs (ILS, VOR, NDB, TACAN). Radar 

vectors can provide course guidance and expedite traffic to the final approach course of any established IAP or 

to the traffic pattern for a visual approach. Approach control facilities that provide this radar service will operate 

in the following manner: 

(a) 

Arriving aircraft are either cleared to an outer fix most appropriate to the route being flown with 

vertical separation and, if required, given holding information or, when radar handoffs are effected between the 

ARTCC and approach control, or between two approach control facilities, aircraft are cleared to the airport or 

to a fix so located that the handoff will be completed prior to the time the aircraft reaches the fix. When radar 

handoffs are utilized, successive arriving flights may be handed off to approach control with radar separation in 

lieu of vertical separation. 

(b) 

After release to approach control, aircraft are vectored to the final approach course (ILS, RNAV, GLS, 

VOR, ADF, etc.). Radar vectors and altitude or flight levels will be issued as required for spacing and separating 

aircraft. 

Therefore, pilots must not deviate from the headings issued by approach control.

 Aircraft will normally 

be informed when it is necessary to vector across the final approach course for spacing or other reasons. If 

approach course crossing is imminent and the pilot has not been informed that the aircraft will be vectored across 

the final approach course, the pilot should query the controller. 

(c) 

The pilot is not expected to turn inbound on the final approach course unless an approach clearance 

has been issued. This clearance will normally be issued with the final vector for interception of the final approach 

course, and the vector will be such as to enable the pilot to establish the aircraft on the final approach course prior 

to reaching the final approach fix. 

(d) 

In the case of aircraft already inbound on the final approach course, approach clearance will be issued 

prior to the aircraft reaching the final approach fix. When established inbound on the final approach course, radar 

separation will be maintained and the pilot will be expected to complete the approach utilizing the approach aid 

designated in the clearance (ILS, RNAV, GLS, VOR, radio beacons, etc.) as the primary means of navigation. 

Therefore, once established on the final approach course, pilots must not deviate from it unless a clearance to 

do so is received from ATC. 

(e) 

After passing the final approach fix on final approach, aircraft are expected to continue inbound on 

the final approach course and complete the approach or effect the missed approach procedure published for that 

airport. 

2. 

ARTCCs are approved for and may provide approach control services to specific airports. The radar 

systems used by these centers do not provide the same precision as an ASR/PAR used by approach control 

Arrival Procedures

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