AIM

8/15/19

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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
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.

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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 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/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

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1.

ASOS/AWOS should be set to provide one

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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
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