AIM

8/15/19

4

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1

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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

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AIM, Paragraph 3

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5

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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

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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

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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

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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

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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

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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

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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