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AIM

10/12/17

4−1−4

Services Available to Pilots

operations include parachute jumping/dropping, en

route, practicing maneuvers, etc.

3. In Alaska, pilots of aircraft conducting other

than arriving or departing operations in designated

CTAF areas should monitor/communicate on the

appropriate frequency while within the designated

area, unless required to do otherwise by CFRs or local

procedures. Such operations include parachute

jumping/dropping, en route, practicing maneuvers,

etc.

REFERENCE−

AIM, Paragraph 3−5−4 , Parachute Jump Aircraft Operations

d. Airport Advisory/Information Services

Provided by a FSS

1. There are two advisory type services

provided at selected airports.

(a) Local Airport Advisory (LAA) is avail-

able only in Alaska and provided at airports that have

a FSS physically located on the airport, which does

not have a control tower or where the tower is

operated on a part−time basis. The CTAF for LAA

airports is disseminated in the appropriate aeronauti-

cal publications.

(b) Remote Airport Information Ser-

vice (RAIS) is provided in support of special events

at nontowered airports by request from the airport

authority.

2. In communicating with a CTAF FSS, check

the airport’s automated weather and establish

two−way  communications before transmitting out-

bound/inbound intentions or information. An

inbound aircraft should initiate contact approximate-

ly 10 miles from the airport, reporting aircraft

identification and type, altitude, location relative to

the airport, intentions (landing or over flight),

possession of the automated weather, and request

airport advisory or airport information service. A

departing aircraft should initiate contact before

taxiing, reporting aircraft identification and type,

VFR or IFR, location on the airport, intentions,

direction of take−off, possession of the automated

weather, and request airport advisory or information

service. Also, report intentions before taxiing onto

the active runway for departure. If you must change

frequencies for other service 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. I have

the automated weather, request airport advisory.

(b) Outbound

EXAMPLE−

Vero Beach radio, Centurion Six Niner Delta Delta, ready

to taxi to runway 22, VFR, departing to the southwest. I

have the automated weather, request airport advisory.

3. Airport advisory service includes wind

direction and velocity, favored or designated runway,

altimeter setting, known airborne and ground 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.

f. Unavailability of Information from FSS or

UNICOM
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 Informa-

tion Service (ATIS) or Automated Weather

Observing System (AWOS) frequency.

g. 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