10.1 If a pilot-in-command reports or if it is clearly apparent to the ATC unit that he or she is not familiar with an instrument approach procedure, the initial approach level, the point (in minutes from the appropriate reporting point) at which procedure turn will be started, the level at which the procedure turn shall be carried out and the final approach track shall be specified, except that only the last-mentioned need be specified if the aircraft is to be cleared for a straight-in approach. The missed approach procedure shall be specified when deemed necessary.
10.2 If visual reference to terrain is established before completion of the approach procedure, the entire procedure must nevertheless be executed unless the aircraft requests and is cleared for a visual approach.
10.3 A particular approach procedure may be specified to expedite traffic. The omission of a specified approach procedure will indicate that any authorized approach may be used at the discretion of the pilot.
11. Holding

11.1 Holding and holding pattern entry shall be accomplished in accordance with procedures established by the appropriate ATS authority and published in Aeronautical Information Publications. If entry and holding procedures have not been published or if the procedures are not known to the pilot-in-command of an aircraft, the appropriate air traffic control unit shall describe the procedures to be followed.
11.2 Aircraft shall be held at a designated holding point. The required minimum vertical, lateral or longitudinal separation from other aircraft, according to the system in use at that holding point, shall be provided.
11.3 When aircraft are being held in flight, the appropriate vertical separation minima shall continue to be provided between holding aircraft and en-route aircraft while such en-route aircraft are within five minutes' flying time of the holding area, unless lateral separation exists (see Figure IV-4).
11.4 Levels at holding points shall be assigned in a manner that will facilitate clearing each aircraft to approach in its proper priority. Normally, the first aircraft to arrive over a holding point should be at the lowest level, with following aircraft at successively higher levels. However, aircraft particularly sensitive to high fuel consumption at low levels, such as supersonic aircraft, should be permitted to hold at higher levels than their order in the approach sequence indicates, without losing their order in the sequence, whenever the availability of discrete descent paths and/or radar makes it possible, subsequently, to clear the aircraft for descent through the levels occupied by other aircraft.
IV. Approach Control Service

Figure IV-4 (see 11.3)
11.5 If a pilot-in-command of an aircraft advises of an inability to comply with the approach control holding or communication procedures, the alternative procedure(s) requested by the pilot-in-command should be approved if known traffic conditions permit.
12. Approach sequence
12.1 General approach procedures

The following procedures shall be applied whenever approaches are in progress:
12.1.1 The approach sequence shall be established in a manner which will facilitate arrival of the maximum number of aircraft with the least average delay. A special priority may be given to:
a)  an aircraft which anticipates being compelled to land because of factors affecting the safe operation of the aircraft (engine failure, shortage of fuel, etc.);
b)  hospital aircraft or aircraft carrying any sick or seriously injured person requiring urgent medical attention.

Note.— An aircraft which has actually encountered an emergency is handled as outlined in Part III, Section 16.
12.1.2 Succeeding aircraft shall be cleared for approach when the preceding aircraft:
a)  has reported that it is able to complete its approach without encountering instrument meteorological con-ditions; or
　
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