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5. Advance Information on Instrument Approaches
5.1 When landing at airports with approach control services and where two or more instrument approach procedures 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 instrument approach procedure for the airport.
5.2 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 if they are unable to execute the approach ATC advised will be used, or if they prefer another type of approach.
5.3 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 intentions.
NOTE.
1. ASOS/AWSS/AWOS should be set to provide one.minute broadcast weather updates at uncon-

Federal Aviation Administration Twentieth Edition trolled 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 responsible for determining if weather/visibility is adequate for approach/landing.
5.4
When making an IFR approach to an airport not served by a tower or FSS, after the ATC controller advises “CHANGE TO ADVISORY FREQUENCY APPROVED,” you should broadcast your intentions, including the type of approach being executed, your position, and when over the final approach fix inbound (nonprecision approach) or when over the outer marker or the fix used in lieu of the outer marker inbound (precision approach). Continue to monitor the appropriate frequency (UNICOM, etc.) for reports from other pilots.

6.
Approach Clearance

6.1 An aircraft which has been cleared to a holding fix and subsequently “cleared . . . approach” has not received new routing. Even though clearance for the approach may have been issued prior to the aircraft reaching the holding fix, ATC would expect the pilot to proceed via the holding fix (the last assigned route), and the feeder route associated with that fix (if a feeder route is published on the approach chart) to the initial approach fix (IAF) to commence the approach. WHEN CLEARED FOR THE AP-PROACH, THE PUBLISHED OFF AIRWAY (FEEDER) ROUTES THAT LEAD FROM THE EN ROUTE STRUCTURE TO THE IAF ARE PART OF THE APPROACH CLEARANCE.
6.2 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, a pilot should commence the approach via the published feeder route; i.e., the aircraft would not be expected to overfly the feeder route and return to it. The pilot is expected to commence the approach in a similar manner at the IAF, if the IAF for the procedure is located along the route of flight to the holding fix.
6.3
If a route of flight directly to the initial approach fix is desired, it should be so stated by the controller with phraseology to include the words “direct . . . ,” “proceed direct” or a similar phrase which the pilot can interpret without question. If a pilot is uncertain of the clearance, immediately query ATC as to what route of flight is desired.

7.
Landing Priority

7.1
A clearance for a specific type of approach (ILS, MLS, ADF, VOR, or straight.in approach) to an aircraft operating on an IFR flight plan does not mean that landing priority will be given over other traffic. Traffic control towers handle all aircraft, regardless of the type of flight plan, on a “first.come, first.served” basis. Therefore, because of local traffic or runway in use, it may be necessary for the controller, in the interest of safety, to provide a different landing sequence. In any case, a landing sequence will be issued to each aircraft as soon as possible to enable the pilot to properly adjust the aircraft’s flight path.

8.
Procedure Turn and Hold.in.lieu of Procedure Turn
　
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