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Communications: Difference between revisions
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→CTAF, UNICOM, and MF
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These airports may also have a facility that is (sometimes) staffed by someone who is not an air-traffic controller or flight-services specialist, for example, a dispatcher at a flight school, or a fuel operator at an FBO. These people cannnot give official clearances, but they can often provide a '''field advisory''' including the current temperature, altimeter setting, wind, runway surface condition, fuel availability, and any known traffic, and can also provide radio checks and similar services. The frequency for obtaining the advisory is called the UNICOM (''Universal Communications''). | These airports may also have a facility that is (sometimes) staffed by someone who is not an air-traffic controller or flight-services specialist, for example, a dispatcher at a flight school, or a fuel operator at an FBO. These people cannnot give official clearances, but they can often provide a '''field advisory''' including the current temperature, altimeter setting, wind, runway surface condition, fuel availability, and any known traffic, and can also provide radio checks and similar services. The frequency for obtaining the advisory is called the UNICOM (''Universal Communications''). | ||
Most of the time, the CTAF and UNICOM frequencies are the same, but they can occasionally be different. The pilot should address only specific requests to "UNICOM" (e.g. "Brockville UNICOM, this is Cessna ABC, radio check seat one."). All position reporting should be addressed to "Traffic" over the CTAF | Most of the time, the CTAF and UNICOM frequencies are the same, but they can occasionally be different. The pilot should address only specific requests to "UNICOM" (e.g. "Brockville UNICOM, this is Cessna ABC, radio check seat one."). All position reporting should be addressed to "Traffic" over the CTAF; otherwise, the poor UNICOM operator will keep running to the mic thinking that someone is making a request. | ||
Note that many airports have control towers that are not open 24/7. When the control tower is closed, the tower frequency will typically become a CTAF, and pilots do their own position reporting, as at any uncontrolled field. | Note that many airports have control towers that are not open 24/7. When the control tower is closed, the tower frequency will typically become a CTAF, and pilots do their own position reporting, as at any uncontrolled field. | ||