![]() "Cleared Approach" - This authorizes the pilot to fly any instrument approach (note that a visual approach would require a separate clearance) at the airport obviously, it should only be used when the controller doesn't care which instrument approach the pilot flies.This can be done in a few different ways: If the pilot is flying a published route (airway, SID, or STAR) which includes minimum altitude information all the way to the IAF or feeder fix, the pilot just needs to be cleared for the approach. This section is very straight-forward, and there is no difference between non-precision and precision approaches all approaches are handled in the same way. If a pilot will overfly an IAF or feeder fix on his route (in the case of an RNAV approach, this same section can be used for aircraft routed over an intermediate fix as well), the approach clearance can be issued using this section. Section 4-8 (Approach will begin at an initial approach fix) Rather than reproduce several definitions here, please refer to the Pilot/Controller Glossary if you are not familiar with any of the following terms: approach gate, feeder fix, final approach course, final approach fix, or initial approach fix. As you progress through your approach training, you will eventually want to become familiar with the advanced topics article. All approach controllers need to be familiar with the material in this article. There is a related article that covers advanced topics. This article will cover the central points of interest. If the aircraft will not overfly an initial approach fix/feeder fix, its approach clearance must use the phraseology prescribed by section 5-9. The main distinction between these sections is that approach clearances issued using the phraseology in 4-8 must have the aircraft routed over an initial approach fix or feeder fix. We'll look at each of those sections separately. Aircraft vectored to the final approach course must receive approach clearances that also comply with section 5-9. All approach clearances must comply with section 4-8. The first question to ask when dealing with an instrument approach is which section(s) of the 7110.65 is applicable. Ask a mentor or instructor for help in finding them. If you need help with that, there are several tutorials available. The article presumes an understanding of how to read an approach chart. While pilots may find this information useful, pilot specific information is available at the Vatsim Pilot Resource Center or ZLA's own Pilot Certification Center. This article is aimed at controllers, not pilots. In this article we'll try to create a basic framework for dealing with any instrument approach. It doesn’t hurt anything, after all.Procedures and phraseology for instrument approach clearances can be confusing and complex. So the one airplane that day that is already established when they get the clearance, likely gets the “Maintain 1600 until established” as a matter of routine. ![]() So, while you may be already established, the controller may or may not know that, and even if they did, they issue the whole PTAC routine hundreds of times a day – so often that it literally just rolls off the tongue without much thought. The list of things the controller is required to tell you is in FAAO 7110.65W, para 5-9-4, and is typically summarized as PTAC:Ī – Altitude, Maintain XXXX until established Typically you are on a vector to intercept final when the controller issues the clearance, so you are not yet established. “Also, why does controllers mention ‘maintain 1600ft until established~’ even when A/C is already established on localizer (CDI centered) ?” Realistically, I would just intercept the glideslope at 1600, that to me is better than descending 100 feet, leveling off, and then descending again – more power and trim changes than are necessary. You can do either, as either one is in accordance with your clearance. “Let us assum that you are currently at 1600ft, can I descend down to 1500ft or just intercept GS at 1600ft?” However, I will assume you mean the ILS 18, which does have GS intercept at 1500. If you were, that’s a foul on ATC’s part and you shouldn’t accept it. The KPIE ILS 36 has glideslope intercept at 2000, so you should not be cleared to intercept at 1500. ![]()
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