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Arrival Procedures

utilized, successive arriving flights may be handed

off to approach control with radar separation in lieu

of vertical separation.

(b) After release to approach control, aircraft

are vectored to the final approach course (ILS, RNAV,

GLS, VOR, ADF, etc.). Radar vectors and altitude or

flight levels will be issued as required for spacing and

separating aircraft. Therefore, pilots must not deviate

from the headings issued by approach control.

Aircraft will normally be informed when it is

necessary to vector across the final approach course

for spacing or other reasons. If approach course

crossing is imminent and the pilot has not been

informed that the aircraft will be vectored across the

final approach course, the pilot should query the


(c) The pilot is not expected to turn inbound

on the final approach course unless an approach

clearance has been issued. This clearance will

normally be issued with the final vector for

interception of the final approach course, and the

vector will be such as to enable the pilot to establish

the aircraft on the final approach course prior to

reaching the final approach fix.

(d) In the case of aircraft already inbound on

the final approach course, approach clearance will be

issued prior to the aircraft reaching the final approach

fix. When established inbound on the final approach

course, radar separation will be maintained and the

pilot will be expected to complete the approach

utilizing the approach aid designated in the clearance

(ILS, RNAV, GLS, VOR, radio beacons, etc.) as the

primary means of navigation. Therefore, once

established on the final approach course, pilots must

not deviate from it unless a clearance to do so is

received from ATC.

(e) After passing the final approach fix on

final approach, aircraft are expected to continue

inbound on the final approach course and complete

the approach or effect the missed approach procedure

published for that airport.

2. 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/PAR used by approach

control facilities and towers, and the update rate is not

as fast. Therefore, pilots may be requested to report

established on the final approach course.

3. Whether aircraft are vectored to the appropri-

ate 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 uncontrolled airports, whichever occurs


5−4−4. Advance Information on Instrument


a. When landing at airports with approach control

services and where two or more IAPs are published,

pilots will be provided in advance of their arrival with

the type of approach to expect or that they may be

vectored for a visual approach. This information will

be broadcast either by a controller or on ATIS. It will

not be furnished when the visibility is three miles or

better and the ceiling is at or above the highest initial

approach altitude established for any low altitude IAP

for the airport.

b. The purpose of this information is to aid the

pilot in planning arrival actions; however, it is not an

ATC clearance or commitment and is subject to

change. Pilots should bear in mind that fluctuating

weather, shifting winds, blocked runway, etc., are

conditions which may result in changes to approach

information previously received. It is important that

pilots advise ATC immediately they are unable to

execute the approach ATC advised will be used, or if

they prefer another type of approach.

c. Aircraft destined to uncontrolled airports,

which have automated weather data with broadcast

capability, should monitor the ASOS/AWSS/AWOS

frequency to ascertain the current weather for the

airport. The pilot must advise ATC when he/she has

received the broadcast weather and state his/her



1. ASOS/AWSS/AWOS should be set to provide one−

minute broadcast weather updates at uncontrolled airports

that are without weather broadcast capability by a human

2. Controllers will consider the long line disseminated
weather from an automated weather system at an
uncontrolled airport as trend and planning information
only and will rely on the pilot for current weather
information for the airport. If the pilot is unable to receive
the current broadcast weather, the last long line
disseminated weather will be issued to the pilot. When
receiving IFR services, the pilot/aircraft operator is


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