Section 4. Airport Advisory Services

4-4-1. GENERAL

Airport advisory services are provided at airports without an operating control tower that have certified automated weather reporting via voice capability.

a. Local Airport Advisory (LAA) is a service provided by facilities, which are located on the landing airport, have ground-to-air communication on a discrete frequency or the tower frequency when the tower is closed, automated weather reporting with voice broadcasting, and a continuous ASOS/AWOS data display, other continuous direct reading instruments, or manual observations available to the specialist.

b. Remote Airport Advisory (RAA) is a remote service which may be provided by facilities, which are not located on the landing airport, but have ground-to-air communication on a discrete frequency or the tower frequency when the tower is closed, automated weather reporting with voice available to the pilot at the landing airport, and a continuous ASOS/AWOS data display, other direct reading instruments, or manual observation is available to the AFSS specialist.

c. Remote Airport Information Service (RAIS) is a temporary service provided by facilities, which are not located on the landing airport, but have communication capability and automated weather reporting available to the pilot at the landing airport.

d. Final Guard Service is a value added service provided in conjunction with LAA/RAA only during periods of significant and fast changing weather conditions that may affect landing and takeoff operations.

1. When the pilot reports “On final” or “Taking the active runway,” the specialist shall provide the current wind direction, speed, and altimeter.

2. If during the operation conditions change and in the specialist's opinion, the changing information might be useful to the pilot, the specialist shall broadcast the information in the blind.

3. Pilots will not be required or expected to acknowledge the broadcast.

NOTE-
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.

e. During initial contact if the pilot reports: “I have the automated weather,” do not provide weather information unless specifically requested by the pilot or a special report is transmitted.

EXAMPLE-
RAIS:
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 . . ..”

f. If additional pilots initiate contact a short time after LAA/RAIS/RAA was 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 LAA/RAIS/RAA information then requests specific information, provide only the information requested.

NOTE-
The intent is to reduce frequency clutter while insuring that the pilots are aware of the situation as it changes.

g. If a pilot asks for LAA/RAIS/RAA at an airport where the requested service is not available but one of the three services is available, inform the pilot about what service is available, and provide the appropriate service.

PHRASEOLOGY-
(Airport name) LOCAL AIRPORT ADVISORY IS NOT AVAILABLE. REMOTE AIRPORT INFORMATION . . ..

h. At airports where automated current weather is available to the pilot via ASOS/AWOS voice recording:

1. When the pilot reports, “I have the automated weather,” provide the appropriate nonweather elements.

2. At airports with commissioned ASOS/AWOS with continuous automated voice capability, instruct the pilot to monitor the automated broadcast and advise intentions.

PHRASEOLOGY-
MONITOR (location) ASOS/AWOS (frequency). ADVISE INTENTIONS.

3. If the pilot reports the AWOS/ASOS is out of service, provide the last reported weather available.

4. If the pilot requests special VFR clearance, provide the appropriate elements and follow the procedures in Section 5.

4-4-2. LAA/RAIS/RAA ELEMENTS AND PHRASEOLOGY

a. State the airport name and the words, Airport Advisory, Airport Information, or Remote Advisory.

PHRASEOLOGY-
(Airport name), AIRPORT ADVISORY . . . or (Airport name), AIRPORT INFORMATION . . . or (Airport name), REMOTE ADVISORY . . ..

b. Provide the information as appropriate, sequencing the elements in the following manner or to best serve the current traffic situation:

1. Final Guard is a value added wind and altimeter monitoring service provided in conjunction with LAA/RAA during periods of significant and/or fast changing weather conditions that may affect landing and takeoff operations. The specialist shall monitor the remoted 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 shall provide the current wind direction, speed, and altimeter.

(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 shall broadcast the new wind and/or altimeter information in the blind.

(c) Pilots will not be required or expected to acknowledge the broadcast.

PHRASEOLOGY-
N12RG, WIND NOW (Direction) AT (Speed).

NOTE-
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 FARs if landing clearance is required. Final Guard is never provided with RAIS.

2. Favored or Designated Runway is a value added service offered in conjunction with LAA/RAA. The specialist shall check the current wind data and provide the 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.

EXAMPLE-
Landing airport has runways 27 (longer) and 32 with most pilots utilizing the shorter runway, “FAVORED RUNWAY 32, WINDS VARYING BETWEEN 280 AND 340, SPEED 15 GUSTING 28.”

(f) When a pilot advises he/she will use a runway other than the favored or the designated runway, inform all known concerned traffic.

PHRASEOLOGY-
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. Traffic. Factual 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.

PHRASEOLOGY-
TRAFFIC (Aircraft type), (position), (minutes) AGO.

4. Altimeter Setting.

(a) LAA/RAA: 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. shall issue altimeter settings.

PHRASEOLOGY-
ALTIMETER IN EXCESS OF THREE ONE ZERO ZERO. HIGH PRESSURE ALTIMETER SETTING PROCEDURES ARE IN EFFECT.

(b) RAIS: Do not provide the altimeter unless specifically requested. Then, provide the altimeter from the last official weather report.

5. Weather. When the pilot does not have the weather conditions, issue the last reported or known weather information as follows:

(a) LAA/RAIS/RAA:

(1) Wind direction and speed.

(2) Altimeter.

(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 RVR/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.

6. Weather advisory alert. Provide in accordance with subpara 4-3-5a.

PHRASEOLOGY-
(Advisory description) IS CURRENT FOR (condition) OVER (area).

7. 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 2-2-1.

PHRASEOLOGY-
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.

8. Wake Turbulence. Issue cautionary information to any aircraft if in your judgment wake turbulence may have an adverse effect on it.

PHRASEOLOGY-
CAUTION WAKE TURBULENCE (traffic information).

NOTE-
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.

9. NOTAM. NOTAMs concerning local NAVAIDs and field conditions pertinent to flight.

EXAMPLE-
“All runways covered by packed snow 6 inches deep.”

10. Braking Action. 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 terms.

(b) When known, include the type of aircraft or vehicle from which the report is received.

EXAMPLE-
“Braking action poor.”
“Braking action poor, reported by a Cessna Four-Oh-One.”

(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.

EXAMPLE-
“Braking action poor first half of Runway Six, reported by a Gulfstream Two.”

“Braking action poor Runway Two-Seven, reported by a Boeing Seven Twenty-Seven.”

NOTE-
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 taxiway.

11. Runway Friction. Provide runway friction measurement readings/values as received from airport management to aircraft as follows:

(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 problem.

EXAMPLE-
“Runway two seven, MU forty-two, forty-one, twenty-eight at one zero one eight ZULU, ice.”

(b) Issue the runway surface condition and/or the runway condition reading (RCR), if provided, to all USAF and ANG aircraft. Issue the RCR to other aircraft upon request.

EXAMPLE-
“Ice on runway, R-C-R zero five, patchy.”

NOTE-
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.

12. Do not approve or disapprove simulated instrument approaches.

4-4-3. CHARTS

Keep charts depicting runways, local taxi routes, intersection takeoff information, airport traffic patterns, and instrument approach procedures convenient to the airport advisory position.

4-4-4. AUTHORIZED FREQUENCIES

a. LAA/RAA:

1. Provide LAA/RAA on the appropriate discrete frequency at nontower locations and on the tower local control frequency at an airport with a part-time tower when that facility is not operating.

2. If a pilot calls on another frequency, issue advisories on the frequency to which the pilot is listening, in addition to the appropriate LAA/RAA frequency.

3. Encourage the pilot to guard the LAA/RAA frequency or tower local control frequency within a 10-mile radius of the airport.

NOTE-
In situations where the inflight position is split, advise pilot of appropriate frequency to obtain LAA/RAA/RAIS.

PHRASEOLOGY-
FOR FURTHER ADVISORY SERVICE AT (airport name), MONITOR (frequency) WITHIN ONE ZERO MILES.

b. RAIS:

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 LAA/RAA frequency.

4. If RAIS is requested when it is not offered, inform the pilot that the service is not available and follow para 4-4-5.

NOTE-
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.

4-4-5. REQUEST FOR LAA/RAIS/RAA AT AIRPORTS WHERE THE SERVICES ARE UNAVAILABLE

Advise the pilot that the requested LAA/RAIS/RAA service is not available. Provide CTAF frequency and/or the ASOS/AWOS frequency, when available. When not available, issue the last known surface condition and altimeter.

PHRASEOLOGY-
(Airport name) AIRPORT ADVISORY or AIRPORT INFORMATION or REMOTE ADVISORY NOT AVAILABLE. CONTACT (airport name) CTAF (frequency).

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 follows:

PHRASEOLOGY-
NO CONTROL TOWER IN OPERATION.

4-4-7. AIRCRAFT EQUIPMENT CHECKS

When requested, provide observed information.

PHRASEOLOGY-
Landing gear appears to be down and in place.

4-4-8. AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSSs ONLY

Use the AFIS to provide advance non-control airport, meteorological, and pertinent NOTAM information to aircraft.

NOTE-
Use of the AFIS by pilots is not mandatory, but pilots who use two-way radio communication with the FSS are urged to use the service.

a. Begin each new AFIS message with the airport/facility name and a phonetic alphabet letter. The phonetic alphabet letter shall also be spoken at the end of the message and be used sequentially, beginning with “Alfa,” ending with “Zulu.” Full-time facilities shall repeat the letter without regard to the beginning of a new day. Part-time facilities shall identify the first resumed broadcast message with “Alfa.”

b. The AFIS recording shall be reviewed for completeness, accuracy, speech rate, and proper enunciation before being transmitted.

c. Maintain an AFIS message that reflects the most current local airport information.

1. Make a new AFIS recording when any of the following occur:

(a) Upon receipt of any new official weather, regardless of any change in values.

(b) When runway braking action reports are received that indicate runway braking is worse than that which was included in the current AFIS broadcast.

(c) When there is a change in any other pertinent data for the airport or surrounding area, such as change in favored runway, new or canceled NOTAMs, AIRMETs, SIGMETs, CWAs, PIREPs, or other information that facilitates the repetitive transmission of essential but routine information.

2. Data may be omitted because of rapidly changing weather conditions or other circumstances when deemed necessary by the supervisor or controller-in-charge. When this occurs, the AFIS shall state the name of the appropriate facility to contact (and frequency, if different from airport CTAF) to obtain the missing data.

3. Broadcast, on the LAA frequency, the new airport AFIS phonetic alphabet identifier after each new recording.

4. After establishing two-way radio communication, if the pilot does not state that he/she has the current AFIS code, the specialist shall either:

(a) Use LAA procedures to issue pertinent AFIS information, or

(b) Advise the pilot to return to the AFIS frequency.

Specialists shall provide LAA information when the AFIS is not available.

5. At the discretion of the supervisor/controller-in-charge, AFIS broadcasts may be suspended within specified time periods. During these periods, the AFIS shall contain a brief statement the AFIS is suspended for the specified time and pilots should contact the FSS for LAA.

PHRASEOLOGY-
“(Airport name) FLIGHT INFORMATION BROADCASTS ARE SUSPENDED UNTIL (time). CONTACT (facility name) RADIO ON (frequency) FOR AIRPORT INFORMATION.”

6. Part-time and seasonal facilities shall record a message with the appropriate frequency and facility contact information as well as known information regarding resumption of FSS LAA.

PHRASEOLOGY-
“(Name of FSS) HOURS OF OPERATION ARE (time) LOCAL TIME TO (time) LOCAL TIME. THE COMMON TRAFFIC ADVISORY FREQUENCY IS (frequency). PILOT CONTROLLED LIGHTING IS AVAILABLE ON (frequency). FOR ADDITIONAL INFORMATION CONTACT (name of AFSS) ON (frequency).”

“(Name of FSS) IS CLOSED FOR THE WINTER SEASON. THE COMMON TRAFFIC ADVISORY FREQUENCY IS (frequency). PILOT CONTROLLED LIGHTING IS AVAILABLE ON (frequency). FOR ADDITIONAL INFORMATION CONTACT (name of AFSS) ON (frequency).”

7. In the event of an AFIS equipment failure, the supervisor/controller-in-charge shall make an entry in the Daily Record of Facility Operation, FAA Form 7230-4; notify the appropriate Technical Operations personnel; issue a NOTAM; and resume LAA.

8. Use the following format and include the following in AFIS broadcast as appropriate:

(a) (Airport/facility name) airport information.

(b) Phonetic alphabet designator.

(c) Special routing procedures in effect (when appropriate for the Ketchikan (KTN) area).

(d) Time of the AFIS preparation (UTC) followed by the word, “ZULU.”

(e) Weather information consisting of: Wind, visibility, present weather (obstructions to visibility), sky condition, temperature, dew point, altimeter, pertinent remarks included in the official weather observation. The ceiling/sky condition, visibility, and obstructions to vision may be omitted if the ceiling is above 5,000 feet and the visibility is more than 5 miles.

EXAMPLE-
“The weather is better than five thousand and five.”

(f) Favored runway and additional local information, as required.

(g) NOTAMs concerning local NAVAIDs and field conditions pertinent to flight.

EXAMPLE-
“Notice to Airmen, Iliamna NDB out of service.”
“Transcribed weather broadcast out of service.”

(h) Runway breaking action or friction reports when provided. Include the time of the report and a word describing the cause of the runway friction problem.

PHRASEOLOGY-
“RUNWAY (number) MU (first value, second value, third value) AT (time), (cause).”

REFERENCE-
FAAO JO 7110.10, Para 4-4-2, LAA/RAIS/RAA Elements and Phraseology.

(i) Low Level Wind shear (LLWS) advisory, including those contained in the terminal forecast and in pilot reports. (Include pilot report information at least 20 minutes following the report).

EXAMPLE-
“Low level wind shear is forecast.”

(j) Unauthorized Laser Illumination Events. When a laser event is reported, include reported unauthorized laser illumination events on the AFIS broadcast for one hour following the last report. Include the time, location, altitude, color, and direction of the laser as reported by the pilot.

PHRASEOLOGY-
“UNAUTHORIZED LASER ILLUMINATION EVENT, (UTC time), (location), (altitude), (color), (direction).”

EXAMPLE-
“Unauthorized laser illumination event at zero one zero zero Zulu, eight-mile final runway one eight at three thousand feet, green laser from the southwest.”

(k) Man-Portable Air Defense Systems (MANPADS) alert and advisory. Specify the nature and location of threat or incident, whether reported or observed and by whom, time (if known), and notification to pilots to advise ATC if they need to divert.

PHRASEOLOGY-
“MANPADS ALERT. EXERCISE EXTREME CAUTION. MANPADS THREAT/ATTACK/POST-EVENT ACTIVITY OBSERVED/REPORTED BY (reporting agency) (location) AT (time, if known). (When transmitting to an individual aircraft) ADVISE ON INITIAL CONTACT IF YOU WANT TO DIVERT.”

EXAMPLE-
“MANPADS alert. Exercise extreme caution. MANPADS threat reported by TSA, Anchorage area. Advise on initial contact if you want to divert.”

“MANPADS alert. Exercise extreme caution. MANPADS attack observed by flight service station one-half mile northwest of airfield at one-two-five-zero Zulu. Advise on initial contact if you want to divert.”

NOTE-
1. Upon receiving or observing an unauthorized MANPADS alert/advisory, contact the Alaska Flight Service Information Area Group through the Alaskan Region Regional Operations Center (ROC).

2. Continue broadcasting the MANPADS alert/advisory until advised by national headquarters the threat is no longer present. Coordination may be through Alaska Flight Service Information Area Group or the Alaskan Region ROC.

REFERENCE-
FAAO JO 7210.3, Para 2-1-9, Handling MANPADS Incidents.

(l) Any other advisories applicable to the area covered by the FSS LAA.

(m) Local frequency advisory.

PHRASEOLOGY-
“CONTACT (facility name) RADIO ON (frequency) FOR TRAFFIC ADVISORIES.”

(n) Instructions for the pilot to acknowledge receipt of the FSS AFIS message on initial contact.

EXAMPLE-
“Dillingham airport information ALFA. One six five five Zulu. Wind one three zero at eight; visibility one five; ceiling four thousand overcast; temperature four, dew point three; altimeter two niner niner zero. Favored runway one niner. Notice to Airmen, Dillingham V-O-R out of service. Contact Dillingham Radio on one two three point six for traffic advisories. Advise on initial contact you have ALFA.”

“Kotzebue information ALFA. One six five five Zulu. Wind, two one zero at five; visibility two, fog; ceiling one hundred overcast; temperature minus one two, dew point minus one four; altimeter three one zero five. Altimeter in excess of three one zero zero, high pressure altimeter setting procedures are in effect. Favored runway two six. Weather in Kotzebue surface area is below V-F-R minima - an ATC clearance is required. Contact Kotzebue Radio on one two three point six for traffic advisories and advise intentions. Notice to Airmen, Hotham NDB out of service. Transcribed Weather Broadcast out of service. Advise on initial contact you have ALFA.”