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always designated as circling approaches. Unless a specific landing runway is specified in the approach clearance, the pilot may land on any runway. Pilots landing at non- towered airports are reminded of the importance of making radio calls as set forth in the AIM. 

When cleared for an approach prior to reaching a holding fix, ATC expects the pilot to continue to the holding fix, along the feeder route associated with the fix, and then to the IAF. If a feeder route to an IAF begins at a fix located along the route of flight prior to reaching the holding fix, and clearance for an approach is issued, the pilot should commence the approach via the published feeder route. The pilot is expected to commence the approach in a similar manner at the IAF, if the IAF is located along the route to the holding fix. 

ATC also may clear an aircraft directly to the IAF by using language such as “direct” or “proceed direct.” Controllers normally identify an approach by its published name, even if some component of the approach aid (such as the glideslope of an ILS) is inoperative or unreliable. The controller uses the name of the approach as published but advises the aircraft when issuing the approach clearance that the component is unusable. 

## Present Position Direct 

In addition to using high and low altitude en route charts as resources for arrivals, area charts can be helpful as a planning aid for SA. Many pilots find the area chart helpful in locating a depicted fix after ATC clears them to proceed to a fix and hold, especially at unfamiliar airports. 

Looking at Figures 3-19 and 3-20 assume the pilot is on V295 northbound en route to Palm Beach International Airport. The pilot is en route on the airway when the controller clears him present position direct to the ZISUR (IAF) and for the ILS approach. There is no transition authorized or charted between his present position and the approach facility. There is no minimum altitude published for the route the pilot is about to travel. 

In Figure 3-20, the pilot is just north of HEATT Intersection at 5,000 feet when the approach controller states, “Citation 9724J, two miles from HEATT, cleared present position direct ZISUR, cleared for the Palm Beach ILS Runway 10L Approach, contact Palm Beach Tower on 119.1 established inbound.”With no minimum altitude published from that point to the ZISUR intersection, the pilot should maintain the last assigned altitude until he reaches the IAF. In Figure 3-19, after passing ZISUR intersection outbound, commence the descent to 2,000 feet for the course reversal. The ILS procedure relies heavily on the controller’s recognition of the restriction upon the pilot to maintain 

the last assigned altitude until “established” on a published segment of the approach. Prior to issuing a clearance for the approach, the controller usually assigns the pilot an altitude to maintain until established on the final approach course , compatible with glideslope intercept. 

## Radar Vectors to Final Approach Course 

Arriving aircraft usually are vectored to intercept the final approach course, except with vectors for a visual approach, at least 2 NM outside the approach gate unless one of the 

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