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are cleared to the airport or to a fix so located that the 
handoff will be completed prior to the time the 
aircraft reaches the fix. When radar handoffs are 
utilized, 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 (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 


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. 


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. 


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. 


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. 


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 



4.  Advance Information on Instrument 



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. 


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. 


Aircraft destined to uncontrolled airports, 

which have automated weather data with broadcast 
capability, should monitor the ASOS/AWOS fre-
quency 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 




ASOS/AWOS should be set to provide one


broadcast weather updates at uncontrolled airports that 
are without weather broadcast capability by a human 


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 

Arrival Procedures