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. 

(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 controller. 

(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 first. 

## 5 − 4 − 4. Advance Information on Instrument Approach 

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 A TC 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/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 intentions. 

## NOTE − 

1. ASOS/AWOS should be set to provide one − minute broadcast weather updates at uncontrolled airports that are without weather broadcast capability by a human observer. 

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 

