Advance Approach Information

AIM ¶ 5-4-4 — Advance Approach Information

AIM 5-4-4 explains how ATC provides advance instrument approach information, when it's required, and pilot responsibilities at towered and uncontrolled airports.

In Plain English

AIM 5-4-4 explains how pilots get a heads-up about which instrument approach to expect when arriving at an airport with approach control services and two or more published IAPs.

Key points:

The expected approach (or notice of a likely visual approach vector) is broadcast by a controller or on ATIS.
This advance info is not required when visibility is 3 SM or better and the ceiling is at or above the highest initial approach altitude for any low-altitude IAP at that airport.
It is planning information only — not a clearance. Weather, winds, or a blocked runway can change it.
Pilots must immediately tell ATC if they can't fly the assigned approach or want a different one.

For uncontrolled airports with ASOS/AWOS, monitor the broadcast, then advise ATC you have the weather and state your intentions. Controllers treat long-line automated weather as trend/planning only and rely on you for current conditions. The pilot — not ATC — determines whether weather is adequate for the approach.

After ATC says "change to advisory frequency approved," broadcast your intentions on CTAF/UNICOM: type of approach, position, and again when crossing the FAF inbound (nonprecision) or the OM/fix in lieu inbound (precision). Keep monitoring for other traffic.

AIM Source Text

FAA AIM ¶ 5-4-4

5-4-4. 5-4-4. Advance Information on Instrument Approach When landing at airports with approach control services and where two or more IAPs 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 IAP for the airport. 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 they are unable to execute the approach ATC advised will be used, or if they prefer another type of approach. Aircraft destined to uncontrolled airports, which have automated weather data with broadcast capability, should monitor the ASOS/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- ASOS/AWOS should be set to provide one-minute broadcast weather updates at uncontrolled airports that are without weather broadcast capability by a human observer. 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. When making an IFR approach to an airport not served by a tower or FSS, after ATC 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 fix used in lieu of the outer marker inbound (precision approach). Continue to monitor the appropriate frequency (UNICOM, etc.) for reports from other pilots.

Oral Exam Questions a DPE Might Ask

Q1When is ATC required to provide advance information on which instrument approach to expect?

Per AIM 5-4-4, when landing at an airport with approach control services that has two or more published IAPs, pilots are advised in advance — by controller or ATIS — of the approach to expect or that vectors for a visual approach may be used. It is not required when visibility is 3 miles or better and the ceiling is at or above the highest initial approach altitude for any low-altitude IAP at that airport.

Q2What should you do if ATC tells you to expect an approach you can't fly, or you'd prefer a different one?

Per AIM 5-4-4, the advance approach information is not a clearance and is subject to change. Pilots must advise ATC immediately if they are unable to execute the advised approach or if they prefer another type of approach.

Q3When making an IFR approach to an uncontrolled airport after ATC says 'change to advisory frequency approved,' what should you broadcast?

Per AIM 5-4-4, broadcast your intentions on the advisory frequency (UNICOM/CTAF), including the type of approach being executed, your position, and again when over the final approach fix inbound on a nonprecision approach, or over the outer marker (or fix used in lieu of the OM) inbound on a precision approach. Continue monitoring for reports from other pilots.

Related Paragraphs in AIM Chapter 5

¶ 5-4-1

STAR Procedures and Descend Via

¶ 5-4-10

Timed Approaches from Holding Fix

¶ 5-4-11

Radar Approaches

¶ 5-4-12

Radar Monitoring Instrument Approaches

¶ 5-4-13

Simultaneous Parallel Approaches

¶ 5-4-14