Provide military turbojet aircraft the same arrival procedures that are provided for nonmilitary turbojet aircraft except:
NOTE: It is the responsibility of the pilot to request a high altitude approach if he/she does not want normal arrival handling.
An en route descent may be used in a nonradar environment; however, radar capability should exist which will permit the aircraft to be vectored to the final approach course of a published high altitude instrument approach procedure or PAR/ASR approach. Do not use this procedure if other than normal vectoring delays are anticipated.
Prior to issuance of a descent clearance below the highest initial approach fix altitude established for any high altitude instrument approach procedure for the destination airport inform the aircraft:
Type of approach to expect.
“Expect V-O-R approach to runway three two.”
Radar vectors will be provided to the final approach course.
“Expect surveillance/precision approach to runway one seven; radar vectors to final approach course.”
Current weather whenever the ceiling is below 1,000 feet (USAF: 1,500 feet) or the highest circling minimum whichever is greater, or when the visibility is less than 3 miles.
“Expect ILS approach to runway eight; radar vectors to localizer course. Weather (reported weather).”
If ATIS is provided and the pilot advises he/she has received the current ATIS broadcast before the descent clearance in subpara b is issued, omit those items in subpara b that are contained in the broadcast.
To avoid requiring an aircraft to fly at low altitudes for an excessive distance, descent clearance should be issued at a point determined by adding 10 to the first two digits of the flight level.
For FL 370, 37 + 10 = 47 miles.
NOTE: Turbojet en route descents are based on a rate of descent of 4,000 to 6,000 feet per minute.
Do not terminate the en route descent of an aircraft without the consent of the pilot except as required by radar outage or an emergency situation.