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if an crewmember is off the fligh deck all A TC instruc tions are writt en down until his or her r etur n and then passed t that crewmember upon r etur n. Similar ly, if a cr ewmember is off ATC fr equenc y when mak ing a precision appr oach (PA announc emen t or when talking on company fr equenc y all A TC instruc tions are brief ed upon his or her r etur n. 

• C ompan y polic should address use of speakers, h e a d sets, boom mi crophone, and/or han d - h e ld micr ophone . 

• SOP should stat the altitude awareness c ompan y polic on confirming assigned altitude. 

Example: The PM ackno wledges ATC altitude clearance . If the aircraft is on the aut opilot , then the PF makes input into the autopilot/altitude alert er. PF points to the input while stating the assigned altitude as he or she understands it. The PM then points t the input stating aloud what he or she understands the AT clearance to be confirming that the input and clearance mat ch. If the aircraft is being hand- flown, then the P makes the input into the altitude alerter/ autopilot, then points t the input and states clearance. PF then points to the alert er stating aloud what he or she understands the ATC clear ance to be confirming that the alerter and clearance match. 

Example: If ther is no altitude alerter in the aircraft, then both pilots write down the clearance, confirm that they have the same altitude and then cross off the previously assigned altitude. 

## Approach Control 

Approach control is r esponsible for controlling all instrument flights operating within its area of responsibility. Approach control may serv e one or more airports. Control is exercised primarily thr ough direct pilot and controller communication and airpor t surveillance radar (ASR). Prior to arriving at the initial appr oach fix (IAF), instructions will 

be received from the air route traffic control center (ARTCC) to contact approach control on a specified frequency. Where radar is approved for approach control service, it is used not only for radar approaches, but also for vectors in conjunction with published non-radar approaches using conventional NAVAIDs or RNAV/GPS. 

When radar handoffs are initiated between the ARTCC and approach control, or between two approach control facilities, aircraft are cleared (with vertical separation) to an outer fix most appropriate to the route being flown and, if required, given holding instructions. Or, aircraft are cleared to the airport or to a fix so located that the handoff is completed prior to the time the aircraft reaches the fix. When radar handoffs are used, successive arriving flights may be handed off to approach control with radar separation in lieu of vertical separation. 

After release to approach control, aircraft are vectored to the final approach course. ATC occasionally vectors the aircraft across the final approach course for spacing requirements. The pilot is not expected to turn inbound on the final approach course unless an approach clearance has been issued. This clearance is normally issued with the final vector for interception of the final approach course, and the vector enables the pilot to establish the aircraft on the final approach course prior to reaching the FAF. 

## Air Route Traffic Control Center (ARTCC) 

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 or precision approach radar (PAR) used by approach control facilities and control towers, and the update rate is not as fast. Therefore, pilots may be requested to report established on the final approach course. Whether 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 airports without an operating ATC tower, whichever occurs first. When arriving on an IFR flight plan at an airport with an operating control tower, the flight plan is closed automatically upon landing. 

The extent of services provided by approach control varies greatly from location to location. The majority of Part 121 operations in the NAS use airports that have radar service and approach control facilities to assist in the safe arrival and departure of large numbers of aircraft. Many airports do not have approach control facilities. It is important for pilots to understand the differences between approaches with and without an approach control facility. For example, 

