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informed that the aircraft will be vectored across the
final approach course, the pilot should query the
controller.
2.2.1.3The 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.
2.2.1.4In 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, MLS, 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.
2.2.1.5After 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.
2.2.2ARTCCs 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 facilities and towers, and the update rate is not
as fast. Therefore, pilots may be requested to report
established on the final approach course.
2.2.3Whether aircraft are vectored to the appropriate
final approach course or provide their own
navigation on published routes to it, radar service is
automatically terminated when the landing is
completed or when instructed to change to advisory
frequency at uncontrolled airports, whichever occurs
first.
ENR 1.5−8 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
3. Standard Terminal Arrival (STAR),
Area Navigation (RNAV) STAR, and Flight
Management System Procedures (FMSP) for
Arrivals
3.1A STAR is an ATC coded IFR arrival route
established for application to arriving IFR aircraft
destined for certain airports. RNAV STAR/FMSP
procedures for arrivals serve the same purpose but are
only used by aircraft equipped with FMS or GPS. The
purpose of both is to simplify clearance delivery
procedures and facilitate transition between en route
and instrument approach procedures.
3.1.1STAR/RNAV STAR/FMSP procedures may
have mandatory speeds and/or crossing altitudes
published. Other STARs may have planning
information depicted to inform pilots what clearances
or restrictions to expect." Expect" altitudes/speeds
are not considered STAR/RNAV STAR/FMSP
procedures crossing restrictions unless verbally
issued by ATC.
NOTE−
The expect" altitudes/speeds are published so that pilots
may have the information for planning purposes. These
altitudes/speeds shall not be used in the event of lost
communications unless ATC has specifically advised the
pilot to expect these altitudes/speeds as part of a further
clearance.
REFERENCE−
14 CFR Section 91.185c(2)(iii).
3.1.2Pilots navigating on STAR/RNAV
STAR/FMSP procedures shall maintain last assigned
altitude until receiving authorization to descend so as
to comply with all published/issued restrictions. This
authorization will contain the phraseology
DESCEND VIA."
3.1.2.1Clearance to descend via" authorizes pilots
to:
a)Vertically and laterally navigate on a STAR/
RNAV STAR/FMSP.
b)When cleared to a waypoint depicted on a
STAR/RNAV STAR/FMSP, to descend from a
previously assigned altitude at pilot’s discretion to the
altitude depicted for that waypoint, and once
established on the depicted arrival, to navigate
laterally and vertically to meet all published
restrictions.
NOTE−
1.Air traffic is responsible for obstacle clearance when
issuing a descend via" instruction to the pilot. The
descend via is used in conjunction with STARs/RNAV
STARs/FMSPs to reduce phraseology by not requiring the
controller to restate the altitude at the next waypoint/fix to
which the pilot has been cleared.
2.Air traffic will assign an altitude to cross the
waypoint/fix, if no altitude is depicted at the waypoint/fix,
　
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