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2.2.1.3 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.
2.2.1.4 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, 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.
2.2.1.5 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.
2.2.2 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 facilities and towers, and the update rate is not as fast. Therefore, pilots may be requested to report established on the final approach course.
2.2.3
Whether aircraft are vectored to the appropri-ate 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.

3.
Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals

3.1 A 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.
3.1.1 STAR/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

Federal Aviation Administration Twentieth Edition
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).
3.1.2 Pilots 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 “DE-SCEND VIA.”
3.1.2.1 Clearance 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, for aircraft on a direct routing to a STAR/RNAV STAR/FMSP.

3.
Minimum en route altitudes (MEA) are not considered restrictions; however, pilots are expected to remain above MEAs.

EXAMPLE.
1. Lateral/routing clearance only.
“Cleared Hadly One arrival.”
2. Routing with assigned altitude:
“Cleared Hadly One arrival, descend and maintain Flight Level two four zero.”
“Cleared Hadly One arrival, descend at pilot’s discretion, maintain Flight Level two four zero.”
3. Lateral/routing and vertical navigation clearance.
　
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