phrase “Cleared for the approach” and the communications  frequency change required, if any. From this point on, there  is no contact with ATC. The pilot is responsible for closing  the IFR flight plan before landing, if in VFR conditions, or  by telephone after landing. Unless otherwise authorized by ATC, a pilot is expected to  execute the complete IAP shown on the chart. When an aircraft approaches an airport with an operating  control tower, but no approach control, ATC issues a  clearance to an approach/outer fix with the appropriate  information and instructions as follows: If ATIS is available, a pilot should monitor that frequency  for information such as ceiling, visibility, wind direction and  velocity, altimeter setting, instrument approach, and runways  in use prior to initial radio contact with the tower. If ATIS is  not available, ATC provides weather information from the  nearest reporting station. Where radar is approved for approach control service, it is  used to provide vectors in conjunction with published IAPs.  Radar vectors can provide course guidance and expedite  traffic to the final approach course of any established IAP. Figure 10-9 shows an IAP chart with maximum ATC  facilities available. Approach control facilities that provide this radar service  operate in the following manner: control facilities, aircraft are cleared to the airport or  to a fix so located that the hand-off is completed prior  to the time the aircraft reaches the fix. With a radar approach, the pilot receives course and altitude  guidance from a controller who monitors the progress of the  flight with radar. This is an option should the pilot experience  an emergency or distress situation. The only airborne radio equipment required for radar  approaches is a functioning radio transmitter and receiver.  1.  Name of the fix 2.  Altitude to be maintained 3.  Holding information and expected approach clearance  time, if appropriate  4.  Instructions regarding further communications,  including: a)  facility to be contacted b)  time and place of contact c)  frequency/ies to be used a)  When the radar hand-offs are utilized, successive  arriving flights may be handed off to approach  control with radar separation in lieu of vertical  separation. b)  After hand-off to approach control, an aircraft  is vectored to the appropriate final approach  course. 3.  Radar vectors and altitude/flight levels are issued  as required for spacing and separating aircraft; do  not deviate from the headings issued by approach  control. 4.  Aircraft are normally informed when it becomes  necessary to be vectored 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. The pilot is not expected to turn inbound on  the final approach course unless an approach clearance  has been issued. This clearance is normally issued with  the final vector for interception of the final approach  course, and the vector enables the pilot to establish the  aircraft on the final approach course prior to reaching  the final approach fix. 5.  Once the aircraft is established inbound on the final  approach course, radar separation is maintained with  other aircraft, and the pilot is expected to complete  the approach using the NAVAID designated in the  clearance (ILS, VOR, NDB, GPS, etc.) as the primary  means of navigation. 6.  After passing the final approach fix inbound, the  pilot is expected to proceed direct to the airport and  complete the approach or to execute the published  missed approach procedure. 7.  Radar service is automatically terminated when the  landing is completed or when the pilot is instructed to  change to advisory frequency at uncontrolled airports,  whichever occurs first. 1.  Arriving aircraft are either cleared to an outer fix most  appropriate to the route being flown with vertical  separation and, if required, given holding information;  or, 2.  When radar hand-offs are effected between ARTCC  and approach control, or between two approach  Approach to an Airport With an Operating Tower,  With an Approach Control Radar Approaches Approach to Airport With an Operating Tower,  With No Approach Control 10-15