August 26, 1995 Aeronautical Information Manual (AIM) 4-1-9 (Non-Towered Airports) |
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The full text of the FAA bulletin.
August 26, 1995
 Aeronautical Information Manual (AIM)
Official Guide to Basic Flight Information and ATC Procedures
U.S. Department of Transportation
Federal Aviation Administration
4-1-9. TRAFFIC ADVISORY PRACTICES AT AIRPORTS WITHOUT OPERATING CONTROL
TOWERS
a. Airport Operations Without Operating Control Tower
1. There is no substitute for alertness while in the vicinity of an airport.
It is essential that pilots be alert and look for other traffic and exchange
traffic information when approaching or departing an airport without an
operating control tower. This is of particular importance since other aircraft
may not have communication capability or, in some cases, pilots may not
communicate their presence or intentions when operating into or out of such
airports. To achieve the greatest degree of safety, it is essential that all
radio equipped aircraft transmit/receive on a common frequency identified for
the purpose of airport advisories.
2. An airport may have a full or part-time tower or Flight Service Station
(FSS) located on the airport, a full or part-time UNICOM station or no
aeronautical station at all. There are three ways for pilots to communicate
their intention and obtain airport/traffic information when operating at an
airport that does not have an operating tower: by communicating with and FSS, a
UNICOM operator, or by making a self-announce broadcast.
b. Communicating on a Common Frequency.
1. The key to communicating at an airport without an operating control tower
is selection of the correct common frequency. The acronym CTAF which stands for
Common Traffic Advisory Frequency, is synonymous with this program. A CTAF is a
frequency designated for the purpose of carrying out airport advisory practices
while operating to or from an airport without an operating control tower. The
CTAF may be a UNICOM, MULTICOM, FSS, or tower frequency and is identified in
appropriate aeronautical publications.
2. The CTAF frequency for a particular airport is contained in the A/FD,
Alaska Supplement, Alaska Terminal Publication, Instrument Approach Procedure
Charts, and Standard Instrument Departure (SID) charts. Also, the CTAF frequency
can be obtained by contacting any FSS. Use of the appropriate CTAF, combined
with a visual alertness and application of the following recommended good
operating practices, will enhance safety of flight into and out of all
uncontrolled airports.
c. Recommended Traffic Advisory Practices.
1. Pilots of inbound traffic should monitor and communicate as appropriate on
the designated CTAF from 10 miles to landing. Pilots of departing aircraft
should monitor/communicate on the appropriate frequency from start up, during
taxi, and until 10 miles from the airport unless the FARs or local procedures
require otherwise.
2. Pilots of aircraft conducting other than arriving or departing operations
at altitudes normally used by arriving and departing aircraft should
monitor/communicate on the appropriate frequency while within 10 miles of the
airport unless required to do otherwise by the FARs or local procedures. Such
operations include parachute jumping/dropping, enroute, practicing maneuvers,
etc.
REFERENCE - AIM, Parachute Jump Aircraft Operations, paragraph 3-5-5
Table 4-1-1
SUMMARY OF RECOMMENDED COMMUNICATION PROCEDURES
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Key:
Facility at Airport
Frequency Use
Communication/Broadcast Procedures
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1. UNICOM (No Tower or FSS)
Communicate with UNICOM
station on published CTAF frequency
(122.7, 122.8, 122.725,
122.975, or 123.0). If unable to
contact UNICOM station,
use self-announce procedures on CTAF.
Outbound: Before taxiing and before taxiing
on the runway for departure.
Inbound: 10 miles out. Entering downwind, base, and final.
Leaving the runway.
2. No Tower, FSS, or UNICOM
Self-announce on MULTICOM
frequency 122.9.
Outbound: Before taxiing and before taxiing
on the runway for departure.
Inbound: 10 miles out. Entering downwind, base, and final.
Leaving the runway.
Practice Instrument Approach: Departing final approach fix
(name) or on final approach
segment inbound.
3. No Tower in operation, FSS open.
Communicate with FSS on
CTAF frequency.
Outbound: Before taxiing and before taxiing
on the runway for departure.
Inbound: 10 miles out. Entering downwind, base, and final.
Leaving the runway.
Practice Instrument Approach: Approach completed/terminated.
4. FSS closed (No Tower).
Self-announce on
CTAF.
Outbound: Before taxiing and before taxiing
on the runway for departure.
Inbound: 10 miles out. Entering downwind, base, and final.
Leaving the runway.
5. Tower or FSS not in operation.
Self-announce on
CTAF.
Outbound: Before taxiing and before taxiing
on the runway for departure.
Inbound: 10 miles out. Entering downwind, base, and final.
Leaving the runway.
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d. Local Airport Advisory Provided by an FSS.
1. Local Airport Advisory (LAA) is a service provided by an FSS physically
located on an airport which does not have a control tower or where the tower is
operated on a part-time basis. The CTAF for FSSs which provide this service will
be disseminated in appropriate aeronautical publications.
2. In communicating with a CTAF FSS, establish two-way communications before
transmitting outbound/inbound intentions or information. An inbound aircraft
should report approximately 10 miles from the airport, reporting altitude and
aircraft type, location relative to the airport, state whether landing or
overflight, and request airport advisory. Departing aircraft should state the
aircraft type, full identification number, type of flight planned, that is, VFR
or IFR and the planned destination or direction of flight. Report before taxiing
and before taxiing on the runway for departure. If communications with a UNICOM
are necessary after initial report to FSS, return to FSS frequency for traffic
update.
(a) Inbound
EXAMPLE:
VERO BEACH RADIO, CENTURION SIX NINER DELTA DELTA IS TEN MILES
SOUTH, TWO THOUSAND, LANDING VERO BEACH. REQUEST AIRPORT ADVISORY.
(b) Outbound
EXAMPLE:
VERO BEACH RADIO, CENTURION SIX NINER DELTA DELTA, READY TO TAXI,
VFR, DEPARTING TO THE SOUTHWEST. REQUEST AIRPORT ADVISORY.
3. A CTAF FSS provides wind direction and velocity, favored or designated
runway, altimeter setting, known traffic, NOTAMs, airport taxi routes, airport
traffic pattern information, and instrument approach procedures. These elements
are varied so as to best serve the current traffic situation. Some airport
managers have specified that under certain wind or other conditions designated
runways be used. Pilots should advise the FSS of the runway they intend to use.
CAUTION
All aircraft in the vicinity of an airport may not be in
communication with the FSS.
e. Information Provided by Aeronautical Advisory Stations (UNICOM).
1. UNICOM is a nongovernment air/ground radio communication station which may
provide airport information at public-use airports where there is no tower or
FSS.
2. On pilot request, UNICOM stations may provide pilots with weather
information, wind direction, the recommended runway, or other necessary
information. If the UNICOM frequency is designated as the CTAF, it will be
identified in appropriate aeronautical publications.
3. Should LAA by an FSS or, Aeronautical Advisory Station (UNICOM) be
unavailable, wind and weather information may be obtainable from nearby
controlled airports via Automatic Terminal Information Service (ATIS) or
Automated Weather Observing System (AWOS) frequency.
f. Self-Announce Position and/or Intentions.
1. General. Self-announce is a procedure whereby pilots broadcast their
position or intended flight activity or ground operation on the designated CTAF.
This procedure is used primarily at airports which do not have an FSS on the
airport. The self-announce procedure should also be used if a pilot is unable to
communicate with the FSS on the designated CTAF.
2. If an airport has a tower and it is temporarily closed, or operated on a
part-time basis and there is no FSS on the airport or the FSS is closed, use the
CTAF to self-announce your position or intentions.
3. Where there is no tower, FSS, or UNICOM station on the airport, use
MULTICOM frequency 122.9 for self-announce procedures. Such airports will be
identified in appropriate aeronautical information publications.
4. Practice Approaches. Pilots conducting practice instrument approaches
should be particularly alert for other aircraft that may be departing in the
opposite direction. When conducting any practice approach, regardless of its
direction relative to other airport operations, pilots should make announcements
on the CTAF as follows:
(a) departing the final approach fix, inbound (nonprecision approach) or
departing the outer marker or fix used in lieu of the outer marker, inbound
(precision approach);
(b) established on the final approach segment or immediately upon being
released by ATC;
(c) upon completion or termination of the approach; and
(d) upon executing the missed approach procedure.
5. Departing aircraft should always be alert for arrival aircraft coming from
the opposite direction.
6. Recommended Self-Announce Phraseologies: It should be noted that aircraft
operating to or from another nearby airport may be making self-announce
broadcasts on the same UNICOM or MULTICOM frequency. To help identify one
airport from another, the airport name should be spoken at the beginning and end
of each self-announce transmission.
(a) Inbound
EXAMPLE:
STRAWN TRAFFIC, APACHE TWO TWO FIVE ZULU, (POSITION), (ALTITUDE),
(DESCENDING) OR ENTERING DOWNWIND/BASE/FINAL (AS APPROPRIATE) RUNWAY ONE SEVEN
FULL-STOP, TOUCH-AND-GO, STRAWN.
STRAWN TRAFFIC APACHE TWO TWO FIVE ZULU CLEAR OF RUNWAY ONE SEVEN STRAWN.
(b) Outbound
EXAMPLE:
STRAWN TRAFFIC QUEEN AIR SEVEN ONE FIVE FIVE BRAVO (LOCATION ON
AIRPORT) TAXIING TO RUNWAY TWO SIX STRAWN.
STRAWN TRAFFIC, QUEEN AIR SEVEN ONE FIVE FIVE BRAVO DEPARTING RUNWAY TWO SIX.
"DEPARTING THE PATTERN TO THE (DIRECTION), CLIMBING TO (ALTITUDE) STRAWN."
(c) Practice Instrument Approach
EXAMPLE:
STRAWN TRAFFIC, CESSNA TWO ONE FOUR THREE QUEBEC (POSITION FROM
AIRPORT) INBOUND DESCENDING THROUGH (ALTITUDE) PRACTICE (NAME OF APPROACH)
APPROACH RUNWAY THREE FIVE STRAWN.
STRAWN TRAFFIC, CESSNA TWO ONE FOUR THREE QUEBEC PRACTICE (TYPE) APPROACH
COMPLETED OR TERMINATED RUNWAY THREE FIVE STRAWN.
g. UNICOM Communications Procedures.
1. In communicating with a UNICOM station, the following practices will help
reduce frequency congestion, facilitate a better understanding of pilot
intentions, help identify the location of aircraft in the traffic pattern, and
enhance safety of flight:
(a) Select the correct UNICOM frequency.
(b) State the identification of the UNICOM station you are calling in each
transmission.
(c) Speak slowly and distinctly.
(d) Report approximately 10 miles from the airport, reporting altitude, and
state your aircraft type, aircraft identification, location relative to the
airport, state whether landing or overflight, and request wind information and
runway in use.
(e) Report on downwind, base, and final approach.
(f) Report leaving the runway.
2. Recommended UNICOM Phraseologies:
(a) Inbound
PHRASEOLOGY -
FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT 10 MILES SOUTHEAST
DESCENDING THROUGH (ALTITUDE) LANDING FREDERICK, REQUEST WIND AND RUNWAY
INFORMATION FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT ENTERING
DOWNWIND/BASE/FINAL (AS APPROPRIATE) FOR RUNWAY ONE NINER FULL-STOP,
TOUCH-AND-GO FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT CLEAR OF RUNWAY ONE
NINER FREDERICK.
(b) Outbound
PHRASEOLOGY -
FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT (LOCATION ON AIRPORT)
TAXIING TO RUNWAY ONE NINER, REQUEST WIND AND TRAFFIC INFORMATION FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT DEPARTING RUNWAY ONE
NINER. "REMAINING IN THE PATTERN" OR DEPARTING THE PATTERN TO THE (DIRECTION)
(AS APPROPRIATE)" FREDERICK.
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