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pilots advise ATC immediately they are unable to
execute the approach ATC advised will be used, or if
they prefer another type of approach.
c. 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 shall advise ATC when he/she has
received the broadcast weather and state his/her
intentions.
NOTE−
1. 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.
2. Controllers will consider the long line disseminated
weather from an automated weather system at an
AIM 8/5/04
5−4−4 Arrival Procedures
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.
d. 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.
5−4−5. Instrument Approach Procedure
Charts
a. 14 CFR Section 91.175(a), Instrument approaches
to civil airports, requires the use of SIAPs
prescribed for the airport in 14 CFR Part 97 unless
otherwise authorized by the Administrator (including
ATC). If there are military procedures published at a
civil airport, aircraft operating under 14 CFR Part 91
must use the civil procedure(s). Civil procedures are
defined with “FAA” in parenthesis; e.g., (FAA), at the
top, center of the procedure chart. DOD procedures
are defined using the abbreviation of the applicable
military service in parenthesis; e.g., (USAF), (USN),
(USA). 14 CFR Section 91.175(g), Military airports,
requires civil pilots flying into or out of military
airports to comply with the IAPs and takeoff and
landing minimums prescribed by the authority
having jurisdiction at those airports. Unless an
emergency exists, civil aircraft operating at military
airports normally require advance authorization,
commonly referred to as “Prior Permission Required”
or “PPR.” Information on obtaining a PPR for
a particular military airport can be found in the
Airport/Facility Directory.
NOTE−
Civil aircraft may conduct practice VFR approaches using
DOD instrument approach procedures when approved by
the air traffic controller.
1. IAPs (standard and special, civil and military)
are based on joint civil and military criteria contained
in the U.S. Standard for TERPS. The design of IAPs
based on criteria contained in TERPS, takes into
account the interrelationship between airports,
facilities, and the surrounding environment, terrain,
obstacles, noise sensitivity, etc. Appropriate
altitudes, courses, headings, distances, and other
limitations are specified and, once approved, the
procedures are published and distributed by
government and commercial cartographers as
instrument approach charts.
2. Not all IAPs are published in chart form.
Radar IAPs are established where requirements and
facilities exist but they are printed in tabular form in
appropriate U.S. Government Flight Information
Publications.
3. Straight−in IAPs are identified by the
navigational system providing the final approach
guidance and the runway to which the approach is
aligned (e.g. VOR RWY 13). Circling only
approaches are identified by the navigational system
providing final approach guidance and a letter (e.g.,
VOR A). More than one navigational system
separated by a slash indicates that more than one type
of equipment must be used to execute the final
approach (e.g., VOR/DME RWY 31). More than one
navigational system separated by the word “or”
indicates either type of equipment may be used to
execute the final approach (e.g., VOR or GPS
　
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