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.  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  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.  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  Figure 3-21. Arrival instructions when established.  3-24  Radar Vectors to Final Approach Course  Present Position Direct  25 IAF  IAF  2  1  3  LIMA  LOM  1500  6 DME  X-RAY  INT  1300  12 DME  4000  20 DME  ALPHA  INT 