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adjacent ARTCC area is approaching the saturation
point, additional en route traffic will be subject to
prior approval.
8.8Generally, movement of arrival aircraft into the
impacted airport terminal area will be made on the
basis that those flights with the most accumulated
delay, either ground, airborne, or a combination of
both, normally receive priority over other traffic. This
applies only to delays encountered because of the
situation at the airport of intended landing.
8.9Pilots/operators are advised to check for flow
control advisories which are transmitted to FSSs, to
selected airline dispatch offices, and to ARTCCs.
AIP
United States of America
GEN 3.3−7
15 MAR 07
Federal Aviation Administration Nineteenth Edition
9. Advisory and Air Traffic Information
Services
9.1 Approach Control Service for VFR Arriving
Aircraft
9.1.1 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
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.
9.1.2 Such information will be furnished upon initial
contact with the 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.
9.1.3 Where available, use of this procedure will not
hinder the operation of VFR flights by requiring
excessive spacing between aircraft or devious
routing. Radio contact points will be based on time or
distance rather than on landmarks.
9.1.4 Compliance with this procedure is not
mandatory, but pilot participation is encouraged. (See
ENR 1.1, paragraph 39, Terminal Radar Services for
VFR Aircraft.)
NOTE−
Approach control services for VFR aircraft are normally
dependent on air traffic control radar. These services are
not available during periods of a radar outage. Approach
control services for VFR aircraft are limited when Center
Radar ARTS Presentation/ Processing (CENRAP) is in
use.
9.2 Traffic Advisory Practices at Airports
Without Operating Control Towers
9.2.1 Airport Operations Without an Operating
Control Tower
9.2.1.1 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.
9.2.1.2 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.
9.2.1.3 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 Airport/Facility
Directory and approach charts.
9.2.2 Communicating on a Common Frequency
9.2.2.1 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
　
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