## 4 − 1 − 8. Approach Control Service for VFR Arriving Aircraft 

a. Numerous approach control facilities have established programs for arriving VFR aircraft to contact approach control for landing information. This information includes: wind, runway, and altimeter setting at the airport of intended landing. This information may be omitted if contained in the Automatic Terminal Information Service (ATIS) broadcast and the pilot states the appropriate ATIS code. 

## NOTE − 

Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast. In addition, the controller will provide traffic advisories on a workload permitting basis. 

b. Such information will be furnished upon initial contact with concerned approach control facility. The pilot will be requested to change to the tower frequency at a predetermined time or point, to receive further landing information. 

c. Where available, use of this procedure will not hinder the operation of VFR flights by requiring excessive spacing between aircraft or devious routing. 

d. Compliance with this procedure is not mandatory but pilot participation is encouraged. 

## REFERENCE − 

AIM, Paragraph 4 − 1 − 18 , Terminal Radar Services for VFR Aircraft 

## NOTE − 

Approach control services for VFR aircraft are normally dependent on ATC radar. These services are not available during periods of a radar outage. Approach control services for VFR aircraft are limited when CENRAP is in use. 

## 4 − 1 − 9. Traffic Advisory Practices at Airports Without Operating Control Towers 

(See TBL 4 − 1 − 1.) 

## 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: 

(a) All radio − equipped aircraft transmit/re- ceive on a common frequency identified for the purpose of airport advisories; and 

(b) Pilots use the correct airport name, as identified in appropriate aeronautical publications, to reduce the risk of confusion when communicating their position, intentions, and/or exchanging traffic information. 

2. An airport may have a full or part-time tower or 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 an FSS, a UNICOM operator, or by making a self-announce broadcast. 

## NOTE − 

FSS airport advisories are available only in Alaska. 

3. Many airports are now providing completely automated weather, radio check capability and airport advisory information on an automated UNICOM system. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency. Availability of the automated UNICOM will be published in the Chart Supplement U.S. and approach charts. 

## 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. 

## NOTE − 

FSS frequencies are available only in Alaska. 

