Cleared for the Approach
If a pilot who is "Cleared for the Approach" does not understand his responsibility to adhere to the charted altitudes of that approach, he could be preparing for an accident. The phrase is one of the most misunderstood and ambiguous terms used by ATC. Controllers expect pilots to know what they are supposed to know. Pilots who don't know what they don't know will fail to follow the expectations of the controller. FAR 91.175 (i) states--"when a pilot is cleared for an IFR approach, he shall maintain the last assigned altitude until established on a published route for which a lower minimum altitude is published." One definition of ‘established' is when you are within ½ of the total possible needle deflection.

Any route leading to an IAP (instrument approach procedure) becomes part of that procedure when the approach clearance is given. If you don't get an approach clearance you can't descend. The approach clearance should relieve you from all altitude restrictions. Just report leaving your present altitude

The pilot who has a malfunction of equipment or systems on an IFR flight is required to report the problem to ATC (FAR 91.187). The pilot should know that being cleared for the approach requires him to fly the altitudes and routes as charted. You can remain at higher than charted altitudes but never at lower than charted. If ATC provides vectors then altitude restrictions must be included. If ATC fails to provide the required instructions or information then the pilot needs to know enough to pick up the error. Most of all, the pilot must know enough of his situation to say "NO" to ATC when it is justified.

The term "radar contact" does not mean that ATC will provide obstruction avoidance. ATC will not provide advisories as to traffic and terrain below the minimum vectoring altitude unless specifically requested. The informed pilot understands the performance rules of ATC radar.
--Minimum IFR altitudes (MIA) is the minimum vectoring altitude for Center radar.
--Minimum vectoring altitude (MVA) apples to terminal facilities.

Common Approach Elements
Preparation:
--Study the plate. Highly essential. Memorize what you can.
--Be ready to fly the full approach.
--Always assume you'll have to fly the missed.
--If you need to look at the approach plate inside the outer marker you have not properly prepared.
--Configure the aircraft for approach before reaching a critical point on the approach.
--Anticipate what will be required
--Use a pre-approach checklist
--Take your time. Slow the aircraft down. Try to determine the effect of wind. (Tailwind approach)
--Remain in a hold until YOU are ready for the clearance and approach.
--The inbound hold will probably be aligned with the approach course.
--Use what you have
--Use all available equipment and devices.

Approach Segments
The Five As
ATIS
Altimeter
Airspeed- Power/trim
Avionics- set
Approach-numbers
Headings, altitudes, time, distance, missed

--On interception--
The Ts
Turn
Time
Twist
Throttle
Talk

Each part is defined as to:
Beginning
End
Course
Altitude

Transition
--Inbound to IAF--
--Beginning - the route to IAF
--End

Beginning of approach
-- the Initial Approach Fix --
Course
Altitude

Initial Segment
--Between IAF and end of procedure turn--
--Beginning - IAF
--End - to end of procedure turn
--Course
--Altitude

Intermediate Segment
--Established inbound to FAF--
--Beginning - from procedure turn
--End - to final approach fix (FAF)
--Fan markers can be used as FAF but such use is rare.
--Course
--Altitude

Final Segment
--Between FAF and MAP--
--Beginning - FAF
--End - missed approach point (MAP)
--Course
--Altitude based on 40:1 climb gradient of 152' per nautical mile.

Missed Approach Segment
This segment begins at the decision height (DH) or at a specific point in non-precision approaches. The chart will show an altitude, direction, and clearance limit. Figure minimum climb of 200' per nautical mile. Given a choice between a timed and DME MAP, take DME.

Any departure course within 15 degrees is considered straight-out.

On an ILS do not make any heading changes until above 400' AGL. On a non-precision missed, make your turn immediately. You can always climb before the MAP but never turn before the MAP.

There may be more than one missed approach procedure but only one will be charted.

The Missed
--Between MAP and holding fix--
--Beginning - MAP
--End - to holding fix
--Course
--Altitude

Any approach in actual conditions should be flown with the uppermost idea that the missed approach is an anticipated outcome. Be prepared to configure the aircraft. The landing gear is the least critical item of any re-configuration. The missed will arrive regardless of decision height, and time when there is no runway, no lights on ground. You must act quickly, correctly with prior knowledge that you have charged your short-term memory with the missed-approach procedures.

A good missed is easiest when made following a stabilized approach. Get full power smoothly, set the pitch on the AI for Vy and hold it. These two first and second together. Then climb configuration but don't hurry and only when everything else including heading are in order. Now is the time to refer to the missed checklist.

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