Section 4. Airport Advisory Services
Airport advisory services are provided at airports
without an operating control tower that have certified
automated weather reporting via voice capability.
The types of service depend upon the location of the
FSS and communications capabilities. There are
a. Local airport advisory (LAA) is a service
provided by facilities that are located on the landing
b. Remote airport advisory (RAA) is a remote
service which may be provided by facilities that are
not located on the landing airport.
LAA/RAA both have:
1. Groundtoair communication on the common traffic advisory frequency (CTAF).
2. Automated weather reporting with voice
3. A continuous automated weather data
4. Other continuous direct reading instruments,
or manual observations available to the specialist.
c. Remote airport information service (RAIS) is a
temporary service provided by facilities which are
not located on the landing airport but have:
1. Communication capability.
2. Automated weather reporting available to the
pilot at the landing airport.
FAA policy requires pilots to access the current automated
weather prior to requesting any remote ATC services at
nontowered airports. It is the pilot's responsibility to
comply with the Federal Aviation Regulations (FARs) if
landing clearance is required.
a. If a pilot asks for airport advisory services at an
airport where the requested service is not available
but one of the services is available, inform the pilot
about what service is available, and provide the
(Airport name) AIRPORT ADVISORY IS NOT
AVAILABLE. REMOTE AIRPORT INFORMATION...
b. At airports with commissioned automated
weather with continuous automated voice capability,
instruct the pilot to monitor the automated broadcast
and advise intentions.
MONITOR (location) AUTOMATED WEATHER
(frequency). ADVISE INTENTIONS.
1. When the pilot indicates receipt of automated
weather, provide the appropriate nonweather
2. If the pilot reports the automated weather is
out of service, provide the last reported weather
available and the appropriate nonweather elements.
c. Advise the pilot that the requested airport
advisory/RAIS service is not available. Provide
CTAF frequency and/or the automated weather
frequency, when available. When not available, issue
the last known surface condition and altimeter.
(Airport name) AIRPORT ADVISORY or AIRPORT
INFORMATION NOT AVAILABLE. CONTACT (airport
name) CTAF (frequency).
d. During initial contact, if the pilot indicates
receipt of automated weather, provide only the
appropriate nonweather elements. Do not provide
weather information unless specifically requested by
the pilot or a special report is transmitted.
Pilot “Green Bay radio, Cessna 12RG, ten northeast,
landing Eau Claire, request airport information, I have
the automated weather.”
FSS “Cessna 12RG, Eau Claire airport information,
your traffic is a Cessna 172 entering downwind and a
Convair 660 reported on final, both one minute ago.
There is an airport maintenance vehicle .
e. If additional pilots initiate contact a short time
after airport advisory services were provided,
determine if the new pilot(s) copied the information
when it was provided.
1. If the new pilot responds in the affirmative,
do not repeat the information.
2. If the new pilot acknowledges the airport
advisory information and then requests specific
information, provide only the information requested.
The intent is to reduce frequency clutter while insuring
that the pilots are aware of the situation as it changes.
f. Final Guard is a service provided in conjunction
with airport advisory only during periods of
significant and fast changing weather conditions that
may affect landing and takeoff operations.
g. Where AFIS is available, confirm receipt of the
current AFIS information if the pilot does not
initially state the appropriate AFIS code. Issue the
current AFIS information to pilots who are unable to
receive the AFIS or pilots that do not have the
“Verify you have information ALFA.”
h. If the pilot requests special VFR clearance,
provide the appropriate elements and follow the
procedures in Chapter 4, Section 5, Special VFR
4-4-3. Airport Advisory/RAIS
ELEMENTS AND PHRASEOLOGY
a. State the airport name and the type of service
being provided: airport advisory or airport
(Airport name), AIRPORT ADVISORY . . .
(Airport name), AIRPORT INFORMATION . . .
At FSS facilities with AFIS equipment, if an aircraft has
acknowledged receipt of the AFIS message, traffic
advisories and additional information need not be
preceded by the phrase “(Airport name) AIRPORT
b. Provide the
following information as needed to best serve the current traffic situation. Do
not approve or disapprove simulated instrument approaches.
1. Wind direction and speed.
2. Favored or designated runway.
3. Altimeter setting.
5. NOTAM information/braking action/runway
7. Density Altitude.
8. Wake turbulence.
9. Final Guard.
c. Provide the following information as needed to
best serve the current traffic situation. Do not approve
or disapprove simulated instrument approaches.
1. Wind direction and speed.
2. Favored or designated runway is a service
provided in conjunction with an airport advisory. The
specialist must check the current wind data and
provide the favored or designated runway information as follows:
(a) For takeoff and landing operations state
the runway most nearly aligned into the wind.
(b) Inform the pilot when the current wind
direction is varying enough that the selection of the
favored runway may be affected, when there is more
than 10 knots between peaks and lulls, or the pilot has
requested the information.
(c) If there is no wind, state the runway
currently in use, the runway favored by a shorter
taxiway, or other local consideration.
(d) When airport management has designated
a runway to be used under certain wind or other
conditions (and has informed the FSS in writing)
issue runway information accordingly.
(e) If the majority of the traffic has been using
a runway other than the favored or designated
runway, advise the pilot.
Landing airport has runways 27 (longer) and 32 with most
pilots utilizing the shorter runway “WIND VARIABLE
BETWEEN TWO EIGHT ZERO AND THREE FOUR
ZERO AT ONE FIVE GUSTS TWO EIGHT, FAVORED
RUNWAY THREE TWO.”
(f) When a pilot advises he/she will use a
runway other than the favored or the designated
runway, inform all known concerned traffic.
ATTENTION ALL AIRCRAFT. (Aircraft type)
DEPARTING/LANDING RUNWAY (number).
(g) If a pilot requests the distance between an
intersection and the runway end, furnish measured
data from the local airport intersection takeoff
diagram or other appropriate sources.
(h) The favored or designated runway is
never provided with RAIS.
3. Altimeter Setting.
(a) Airport Advisory: Apply special procedures when the altimeter setting is more than
31.00 inches Hg. Stations with the capability of
reading altimeter settings above 31.00 inches Hg
must issue altimeter settings.
ALTIMETER IN EXCESS OF THREE ONE ZERO ZERO.
HIGH PRESSURE ALTIMETER SETTING
PROCEDURES ARE IN EFFECT. RECOMMEND YOU
SET ALTIMETER TO THREE ONE ZERO ZERO EN
(b) RAIS. Do not provide the altimeter unless
specifically requested. Then, provide the altimeter
from the last official weather report.
4. Traffic. Information about observed or
reported traffic, which may constitute a collision
hazard. This may include positions of aircraft inflight
and/or aircraft and vehicles operating on the airport.
TRAFFIC (Aircraft type), (position), (minutes) AGO.
5. Braking action/NOTAM.
Furnish braking action reports as received from pilots
or airport management to all aircraft as follows:
(a) Describe braking action using the terms
fair, poor, or nil. If the pilot or airport management
reports braking action in other than the foregoing
terms, ask them to categorize braking action in these
(b) When known, include the type of aircraft
or vehicle from which the report is received.
“Braking action poor.”
“Braking action poor, reported by a Cessna
(c) If the braking action report affects only a
portion of a runway, obtain enough information from
the pilot or airport management to describe braking
action in terms easily understood by the pilot.
“Braking action poor first half of Runway Six, reported by
a Gulfstream Two.”
“Braking action poor Runway TwoSeven, reported by a
Boeing Seven TwentySeven.”
Descriptive terms, such as first/last half of the runway,
should normally be used rather than landmark
descriptions, such as opposite the fire station, south of a
6. NOTAM. NOTAMs concerning local
NAVAIDs and local field conditions/airspace
conditions pertinent to flight, for example, local
“All runways covered by packed snow 6 inches deep.”
7. Weather. When the pilot does not have the
weather conditions, issue the last reported or known
weather information as follows:
(a) Airport Advisory/RAIS:
(1) Wind direction and speed.
(2) Altimeter (except RAIS).
(3) Ceiling and visibility to VFR aircraft
when less than basic VFR conditions exist.
(4) Visibility to VFR aircraft when it is less
than three miles in any quadrant.
(5) Touchdown runway visual range
(RVR)/runway visibility value (RVV) for the runway
in use where RVR/RVV readout equipment is located
at the workstation providing the service.
(6) To IFR aircraft executing an instrument
approach or departure and to the appropriate control
facility when visibility is less than 3 miles or when
the ceiling is less than 1,000 feet or below the highest
circling minimum, whichever is greater.
8. Weather advisory alert. Provide in accordance with subpara 435a.
(Advisory description) IS CURRENT FOR (condition)
9. Density Altitude.
(a) Facilities at airports with field elevations
of 2,000 feet MSL or higher, transmit a density
altitude advisory to departing general aviation
aircraft whenever the temperature reaches the criteria
contained in TBL 2-21.
CHECK DENSITY ALTITUDE.
(b) Omit this advisory if pilot states the
computation has been done or if the specialist is
aware that a density altitude computation for that
aircraft was included in the preflight briefing.
10. Wake Turbulence. Issue cautionary information to any aircraft if in your judgment wake
turbulence may have an adverse effect on it.
CAUTION, WAKE TURBULENCE (traffic information).
Wake turbulence may be encountered by aircraft in flight
as well as when operating on the airport movement area.
Because wake turbulence is unpredictable, air traffic
personnel are not responsible for anticipating its
existence or effect.
11. Final Guard is a wind and altimeter
monitoring service provided in conjunction with
airport advisory during periods of significant and/or
fast changing weather conditions that may affect
landing and takeoff operations. The specialist must
monitor the remote display of the current wind and
altimeter. Provide Final Guard as follows:
(a) When the pilot reports “On final” or
“Taking the active runway,” the specialist must
provide the current wind direction, speed, and
(b) If during the landing or takeoff operation
conditions change and, in the specialist's opinion, the
changing information might be useful to the pilot, the
specialist must broadcast the new wind and/or
altimeter information in the blind.
(c) Pilots will not be required or expected to
acknowledge the broadcast.
“N12RG, Wind (direction) at (speed).”
Final Guard is never provided with RAIS.
12. Runway Friction. Upon request, provide
runway friction measurement readings/values as
received from airport management to aircraft as
(a) At airports with friction measuring
devices, provide runway friction reports, as received
from airport management, to pilots. State the runway
number followed by the MU number for each of the
three runway zones, the time of the report in UTC,
and a word describing the cause of the runway friction
“Runway two seven, MU thirty nine, thirty eight,
twentyeight at one zero one eight ZULU, ice.”
(b) Issue the runway surface condition and/or
the runway condition reading (RCR), if provided, to
all U.S. Air Force (USAF) and Air National Guard
(ANG) aircraft. Issue the RCR to other aircraft upon
“Ice on runway, RCR zero five, patchy.”
USAF has established RCR procedures for determining
the average deceleration readings of runways under
conditions of water, slush, ice, or snow. The use of RCR
code is dependent upon the pilot's having a “stopping
capability chart” specifically applicable to his/her
aircraft. USAF offices furnish RCR information at
airports serving USAF and ANG aircraft.
Keep charts depicting runways, local taxi routes,
intersection takeoff information, airport traffic
patterns, and instrument approach procedures
convenient to the position that provides airport
4-4-5. AUTHORIZED FREQUENCIES
a. Airport Advisory:
1. Provide airport advisory service on the
appropriate discrete frequency at nontowered
locations and on the tower local control frequency at
an airport with a parttime tower when that facility is
2. If a pilot calls on another frequency, issue
advisories on the frequency to which the pilot is
listening, in addition to the appropriate Airport
3. Encourage the pilot to guard the airport
advisory frequency or tower local control frequency
within a 10mile radius of the airport.
In situations where the inflight position is split, advise
pilot of appropriate frequency to obtain Airport
FOR FURTHER ADVISORY SERVICE AT (airport
name), MONITOR (frequency) WITHIN ONE ZERO
1. Provide RAIS on the existing discrete
frequency located at the remote airport.
2. If a pilot calls and appears to be unaware that
RAIS is available, offer the service.
3. If a pilot calls on another frequency, issue
advisories on the frequency the pilot is listening, in
addition to the appropriate airport advisory frequency.
4. If RAIS is requested when it is not offered,
inform the pilot that the service is not available and
follow para 442c.
This service is only provided at remote airports that have
an existing discrete communications capability between
the airport and the flight service station serving the
airport and a NOTAM D announcing the availability of
the service is in effect.
4-4-6. TRAFFIC CONTROL
When there is no control tower in operation and a
pilot appears unaware of this fact, inform him/her as
NO CONTROL TOWER IN OPERATION.
4-4-7. AIRCRAFT EQUIPMENT CHECKS
When requested, provide observed information.
Landing gear appears to be down and in place.