Centers are established primarily to provide air traffic service to aircraft operating on IFR flight plans within controlled airspace, and principally during the en route phase of flight.

4-1-2. Control Towers

Towers have been established to provide for a safe, orderly and expeditious flow of traffic on and in the vicinity of an airport. When the responsibility has been so delegated, towers also provide for the separation of IFR aircraft in the terminal areas.

Aircraft operating on an IFR flight plan, landing at an airport without an operating control tower will be advised to change to the airport advisory frequency when direct communications with ATC are no longer required. Towers and centers do not have nontower airport traffic and runway in use information. The instrument approach may not be aligned with the runway in use; therefore, if the information has not already been obtained, pilots should make an expeditious change to the airport advisory frequency when authorized.

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.

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 all radio-equipped aircraft transmit/receive on a common frequency identified for the purpose of airport advisories.

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.

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.

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.
 

TBL 4-1-1

2. The CTAF frequency for a particular airport is contained in the A/FD, Alaska Supplement, Alaska Terminal Publication, Instrument Approach Procedure Charts, and Instrument Departure Procedure (DP) Charts. Also, the CTAF frequency can be obtained by contacting any FSS. Use of the appropriate CTAF, combined with a visual alertness and application of the following recommended good operating practices, will enhance safety of flight into and out of all uncontrolled airports.

c. Recommended Traffic Advisory Practices

1. Pilots of inbound traffic should monitor and communicate as appropriate on the designated CTAF from 10 miles to landing. Pilots of departing aircraft should monitor/communicate on the appropriate frequency from start-up, during taxi, and until 10 miles from the airport unless the CFR's or local procedures require otherwise.

2. Pilots of aircraft conducting other than arriving or departing operations at altitudes normally used by arriving and departing aircraft should monitor/communicate on the appropriate frequency while within 10 miles of the airport unless required to do otherwise by the CFR's or local procedures. Such operations include parachute jumping/dropping, en route, practicing maneuvers, etc.

REFERENCE-
AIM, Parachute Jump Aircraft Operations, Paragraph 3-5-4.

d. Airport Advisory/Information Services Provided by a FSS

1. There are three advisory type services provided at selected airports.

(a) Local Airport Advisory (LAA) is 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 aeronautical publications.

(b) Remote Airport Advisory (RAA) is provided at selected very busy GA airports, which do not have an operating control tower. The CTAF for RAA airports is disseminated in the appropriate aeronautical publications.

(c) Remote Airport Information Service (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 outbound/inbound intentions or information. An inbound aircraft should initiate contact approximately 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, NOTAM's, 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 Information 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 self-announce procedure should also be used if a pilot is unable to communicate with the FSS on the designated CTAF.

2. If an airport has a tower and it is temporarily closed, or operated on a part-time basis and there is no FSS on the airport or the FSS is closed, use the CTAF to self-announce your position or intentions.

3. Where there is no tower, FSS, or UNICOM station on the airport, use MULTICOM frequency 122.9 for self-announce procedures. Such airports will be identified in appropriate aeronautical information publications.

4. Practice Approaches. Pilots conducting practice instrument approaches should be particularly alert for other aircraft that may be departing in the opposite direction. When conducting any practice approach, regardless of its direction relative to other airport operations, pilots should make announcements on the CTAF as follows:

(a) Departing the final approach fix, inbound (nonprecision approach) or departing the outer marker or fix used in lieu of the outer marker, inbound (precision approach);

(b) Established on the final approach segment or immediately upon being released by ATC;

(c) Upon completion or termination of the approach; and

(d) Upon executing the missed approach procedure.

5. Departing aircraft should always be alert for arrival aircraft coming from the opposite direction.

6. Recommended self-announce phraseologies: It should be noted that aircraft operating to or from another nearby airport may be making self-announce broadcasts on the same UNICOM or MULTICOM frequency. To help identify one airport from another, the airport name should be spoken at the beginning and end of each self-announce transmission.

(a) Inbound

EXAMPLE-
Strawn traffic, Apache Two Two Five Zulu, (position), (altitude), (descending) or entering downwind/base/final (as appropriate) runway one seven full stop, touch-and-go, Strawn.
Strawn traffic Apache Two Two Five Zulu clear of runway one seven Strawn.

(b) Outbound

EXAMPLE-
Strawn traffic, Queen Air Seven One Five Five Bravo (location on airport) taxiing to runway two six Strawn.
Strawn traffic, Queen Air Seven One Five Five Bravo departing runway two six. Departing the pattern to the (direction), climbing to (altitude) Strawn.

(c) Practice Instrument Approach

EXAMPLE-
Strawn traffic, Cessna Two One Four Three Quebec (position from airport) inbound descending through (altitude) practice (name of approach) approach runway three five Strawn.
Strawn traffic, Cessna Two One Four Three Quebec practice (type) approach completed or terminated runway three five Strawn.

h. UNICOM Communications Procedures

1. In communicating with a UNICOM station, the following practices will help reduce frequency congestion, facilitate a better understanding of pilot intentions, help identify the location of aircraft in the traffic pattern, and enhance safety of flight:

(a) Select the correct UNICOM frequency.

(b) State the identification of the UNICOM station you are calling in each transmission.

(c) Speak slowly and distinctly.

(d) Report approximately 10 miles from the airport, reporting altitude, and state your aircraft type, aircraft identification, location relative to the airport, state whether landing or overflight, and request wind information and runway in use.

(e) Report on downwind, base, and final approach.

(f) Report leaving the runway.

2. Recommended UNICOM phraseologies:

(a) Inbound

PHRASEOLOGY-
FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT 10 MILES SOUTHEAST DESCENDING THROUGH (altitude) LANDING FREDERICK, REQUEST WIND AND RUNWAY INFORMATION FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT ENTERING DOWNWIND/BASE/ FINAL (as appropriate) FOR RUNWAY ONE NINER (full stop/touch-and-go) FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT CLEAR OF RUNWAY ONE NINER FREDERICK.

a. Communications between aircraft

CAUTION-
The Federal Communications Commission (FCC) requires an aircraft station license to operate on UNICOM/MULTICOM frequencies and usage must be in accordance with Part 87 of the FCC rules (see Section 87.29 regarding license applications). Misuse of these frequencies may result in either the imposition of fines and/or revocation/suspension of FCC aircraft station license.

b. Frequency use

1. The following listing depicts UNICOM and MULTICOM frequency uses as designated by the Federal Communications Commission (FCC). (See TBL 4-1-2.)

TBL 4-1-2

NOTE-
1. In some areas of the country, frequency interference may be encountered from nearby airports using the same UNICOM frequency. Where there is a problem, UNICOM operators are encouraged to develop a "least interference" frequency assignment plan for airports concerned using the frequencies designated for airports without operating control towers. UNICOM licensees are encouraged to apply for UNICOM 25 kHz spaced channel frequencies. Due to the extremely limited number of frequencies with 50 kHz channel spacing, 25 kHz channel spacing should be implemented. UNICOM licensees may then request FCC to assign frequencies in accordance with the plan, which FCC will review and consider for approval.

2. Wind direction and runway information may not be available on UNICOM frequency 122.950.
 

2. The following listing depicts other frequency uses as designated by the Federal Communications Commission (FCC). (See TBL 4-1-3.)

TBL 4-1-3

4-1-12. Use of UNICOM for ATC Purposes

UNICOM service may be used for ATC purposes, only under the following circumstances:

a. ATIS is the continuous broadcast of recorded noncontrol information in selected high activity terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information. The information is continuously broadcast over a discrete VHF radio frequency or the voice portion of a local NAVAID. ATIS transmissions on a discrete VHF radio frequency are engineered to be receivable to a maximum of 60 NM from the ATIS site and a maximum altitude of 25,000 feet AGL. At most locations, ATIS signals may be received on the surface of the airport, but local conditions may limit the maximum ATIS reception distance and/or altitude. Pilots are urged to cooperate in the ATIS program as it relieves frequency congestion on approach control, ground control, and local control frequencies. The A/FD indicates airports for which ATIS is provided.

b. ATIS information includes the time of the latest weather sequence, ceiling, visibility, obstructions to visibility, temperature, dew point (if available), wind direction (magnetic), and velocity, altimeter, other pertinent remarks, instrument approach and runway in use. The ceiling/sky condition, visibility, and obstructions to vision may be omitted from the ATIS broadcast if the ceiling is above 5,000 feet and the visibility is more than 5 miles. The departure runway will only be given if different from the landing runway except at locations having a separate ATIS for departure. The broadcast may include the appropriate frequency and instructions for VFR arrivals to make initial contact with approach control. Pilots of aircraft arriving or departing the terminal area can receive the continuous ATIS broadcast at times when cockpit duties are least pressing and listen to as many repeats as desired. ATIS broadcast shall be updated upon the receipt of any official hourly and special weather. A new recording will also be made when there is a change in other pertinent data such as runway change, instrument approach in use, etc.

EXAMPLE-
Dulles International information Sierra. 1300 zulu weather. Measured ceiling three thousand overcast. Visibility three, smoke. Temperature six eight. Wind three five zero at eight. Altimeter two niner niner two. ILS runway one right approach in use. Landing runway one right and left. Departure runway three zero. Armel VORTAC out of service. Advise you have Sierra.

c. Pilots should listen to ATIS broadcasts whenever ATIS is in operation.

d. Pilots should notify controllers on initial contact that they have received the ATIS broadcast by repeating the alphabetical code word appended to the broadcast.

EXAMPLE-
"Information Sierra received."

e. When a pilot acknowledges receipt of the ATIS broadcast, controllers may omit those items contained in the broadcast if they are current. Rapidly changing conditions will be issued by ATC and the ATIS will contain words as follows:

EXAMPLE-
"Latest ceiling/visibility/altimeter/wind/(other conditions) will be issued by approach control/tower."

NOTE-
The absence of a sky condition or ceiling and/or visibility on ATIS indicates a sky condition or ceiling of 5,000 feet or above and visibility of 5 miles or more. A remark may be made on the broadcast, "the weather is better than 5000 and 5," or the existing weather may be broadcast.

f. Controllers will issue pertinent information to pilots who do not acknowledge receipt of a broadcast or who acknowledge receipt of a broadcast which is not current.

g. To serve frequency limited aircraft, FSS's are equipped to transmit on the omnirange frequency at most en route VOR's used as ATIS voice outlets. Such communication interrupts the ATIS broadcast. Pilots of aircraft equipped to receive on other FSS frequencies are encouraged to do so in order that these override transmissions may be kept to an absolute minimum.

This is a service provided by radar ATC facilities. Pilots receiving this service are advised of any radar target observed on the radar display which may be in such proximity to the position of their aircraft or its intended route of flight that it warrants their attention. This service is not intended to relieve the pilot of the responsibility for continual vigilance to see and avoid other aircraft.

a. Purpose of the Service

1. The issuance of traffic information as observed on a radar display is based on the principle of assisting and advising a pilot that a particular radar target's position and track indicates it may intersect or pass in such proximity to that pilot's intended flight path that it warrants attention. This is to alert the pilot to the traffic, to be on the lookout for it, and thereby be in a better position to take appropriate action should the need arise.

2. Pilots are reminded that the surveillance radar used by ATC does not provide altitude information unless the aircraft is equipped with Mode C and the radar facility is capable of displaying altitude information.

b. Provisions of the Service

1. Many factors, such as limitations of the radar, volume of traffic, controller workload and communications frequency congestion, could prevent the controller from providing this service. Controllers possess complete discretion for determining whether they are able to provide or continue to provide this service in a specific case. The controller's reason against providing or continuing to provide the service in a particular case is not subject to question nor need it be communicated to the pilot. In other words, the provision of this service is entirely dependent upon whether controllers believe they are in a position to provide it. Traffic information is routinely provided to all aircraft operating on IFR flight plans except when the pilot declines the service, or the pilot is operating within Class A airspace. Traffic information may be provided to flights not operating on IFR flight plans when requested by pilots of such flights.

NOTE-
Radar ATC facilities normally display and monitor both primary and secondary radar when it is available, except that secondary radar may be used as the sole display source in Class A airspace, and under some circumstances outside of Class A airspace (beyond primary coverage and in en route areas where only secondary is available). Secondary radar may also be used outside Class A airspace as the sole display source when the primary radar is temporarily unusable or out of service. Pilots in contact with the affected ATC facility are normally advised when a temporary outage occurs; i.e., "primary radar out of service; traffic advisories available on transponder aircraft only." This means simply that only the aircraft which have transponders installed and in use will be depicted on ATC radar indicators when the primary radar is temporarily out of service.

2. When receiving VFR radar advisory service, pilots should monitor the assigned frequency at all times. This is to preclude controllers' concern for radio failure or emergency assistance to aircraft under the controller's jurisdiction. VFR radar advisory service does not include vectors away from conflicting traffic unless requested by the pilot. When advisory service is no longer desired, advise the controller before changing frequencies and then change your transponder code to 1200, if applicable. Pilots should also inform the controller when changing VFR cruising altitude. Except in programs where radar service is automatically terminated, the controller will advise the aircraft when radar is terminated.

NOTE-
Participation by VFR pilots in formal programs implemented at certain terminal locations constitutes pilot request. This also applies to participating pilots at those locations where arriving VFR flights are encouraged to make their first contact with the tower on the approach control frequency.

c. Issuance of Traffic Information. Traffic information will include the following concerning a target which may constitute traffic for an aircraft that is:

1. Radar identified

(a) Azimuth from the aircraft in terms of the 12 hour clock, or

(b) When rapidly maneuvering civil test or military aircraft prevent accurate issuance of traffic as in (a) above, specify the direction from an aircraft's position in terms of the eight cardinal compass points (N, NE, E, SE, S, SW, W, NW). This method shall be terminated at the pilot's request.

(c) Distance from the aircraft in nautical miles;

(d) Direction in which the target is proceeding; and

(e) Type of aircraft and altitude if known.

EXAMPLE-
Traffic 10 o'clock, 3 miles, west-bound (type aircraft and altitude, if known, of the observed traffic). The altitude may be known, by means of Mode C, but not verified with the pilot for accuracy. (To be valid for separation purposes by ATC, the accuracy of Mode C readouts must be verified. This is usually accomplished upon initial entry into the radar system by a comparison of the readout to pilot stated altitude, or the field elevation in the case of continuous readout being received from an aircraft on the airport.) When necessary to issue traffic advisories containing unverified altitude information, the controller will issue the advisory in the same manner as if it were verified due to the accuracy of these readouts. The pilot may upon receipt of traffic information, request a vector (heading) to avoid such traffic. The vector will be provided to the extent possible as determined by the controller provided the aircraft to be vectored is within the airspace under the jurisdiction of the controller.

2. Not radar identified

(a) Distance and direction with respect to a fix;

(b) Direction in which the target is proceeding; and

(c) Type of aircraft and altitude if known.

EXAMPLE-
Traffic 8 miles south of the airport northeastbound, (type aircraft and altitude if known).

d. The examples depicted in the following figures point out the possible error in the position of this traffic when it is necessary for a pilot to apply drift correction to maintain this track. This error could also occur in the event a change in course is made at the time radar traffic information is issued.

FIG 4-1-1

Induced Error in Position of Traffic

EXAMPLE-
In FIG 4-1-1 traffic information would be issued to the pilot of aircraft "A" as 12 o'clock. The actual position of the traffic as seen by the pilot of aircraft "A" would be 2 o'clock. Traffic information issued to aircraft "B" would also be given as 12 o'clock, but in this case, the pilot of "B" would see the traffic at 10 o'clock.

FIG 4-1-2

Induced Error in Position of Traffic

A safety alert will be issued to pilots of aircraft being controlled by ATC if the controller is aware the aircraft is at an altitude which, in the controller's judgment, places the aircraft in unsafe proximity to terrain, obstructions or other aircraft. The provision of this service is contingent upon the capability of the controller to have an awareness of a situation involving unsafe proximity to terrain, obstructions and uncontrolled aircraft. The issuance of a safety alert cannot be mandated, but it can be expected on a reasonable, though intermittent basis. Once the alert is issued, it is solely the pilot's prerogative to determine what course of action, if any, to take. This procedure is intended for use in time critical situations where aircraft safety is in question. Noncritical situations should be handled via the normal traffic alert procedures.

a. Terrain or Obstruction Alert

1. Controllers will immediately issue an alert to the pilot of an aircraft under their control when they recognize that the aircraft is at an altitude which, in their judgment, may be in an unsafe proximity to terrain/obstructions. The primary method of detecting unsafe proximity is through Mode C automatic altitude reports.

EXAMPLE-
Low altitude alert, check your altitude immediately. The, as appropriate, MEA/MVA/MOCA in your area is (altitude) or, if past the final approach fix (nonprecision approach) or the outer marker or fix used in lieu of the outer marker (precision approach), the, as appropriate, MDA/DH (if known) is (altitude).

2. Terminal ARTS IIA, III, AND IIIA facilities have an automated function which, if operating, alerts controllers when a tracked Mode C equipped aircraft under their control is below or is predicted to be below a predetermined minimum safe altitude. This function, called Minimum Safe Altitude Warning (MSAW), is designed solely as a controller aid in detecting potentially unsafe aircraft proximity to terrain/obstructions. The ARTS IIA, III, and IIIA facility will, when MSAW is operating, provide MSAW monitoring for all aircraft with an operating Mode C altitude encoding transponder that are tracked by the system and are:

(a) Operating on an IFR flight plan; or

(b) Operating VFR and have requested MSAW monitoring.

3. Terminal AN/TPX-42A (number beacon decoder system) facilities have an automated function called Low Altitude Alert System (LAAS). Although not as sophisticated as MSAW, LAAS alerts the controller when a Mode C transponder equipped aircraft operating on an IFR flight plan is below a predetermined minimum safe altitude.

NOTE-
Pilots operating VFR may request MSAW or LAAS monitoring if their aircraft are equipped with Mode C transponders.

EXAMPLE-
Apache Three Three Papa request MSAW/LAAS.

b. Aircraft Conflict Alert.

a. Radar equipped FAA ATC facilities provide radar assistance and navigation service (vectors) to VFR aircraft provided the aircraft can communicate with the facility, are within radar coverage, and can be radar identified.

b. Pilots should clearly understand that authorization to proceed in accordance with such radar navigational assistance does not constitute authorization for the pilot to violate CFR's. In effect, assistance provided is on the basis that navigational guidance information issued is advisory in nature and the job of flying the aircraft safely, remains with the pilot.

c. In many cases, controllers will be unable to determine if flight into instrument conditions will result from their instructions. To avoid possible hazards resulting from being vectored into IFR conditions, pilots should keep controllers advised of the weather conditions in which they are operating and along the course ahead.

d. Radar navigation assistance (vectors) may be initiated by the controller when one of the following conditions exist:

1. The controller suggests the vector and the pilot concurs.

2. A special program has been established and vectoring service has been advertised.

3. In the controller's judgment the vector is necessary for air safety.

a. Basic Radar Service:

1. In addition to the use of radar for the control of IFR aircraft, all commissioned radar facilities provide the following basic radar services for VFR aircraft:

(a) Safety alerts.

(b) Traffic advisories.

(c) Limited radar vectoring (on a workload permitting basis).

(d) Sequencing at locations where procedures have been established for this purpose and/or when covered by a Letter of Agreement.

NOTE-
When the stage services were developed, two basic radar services (traffic advisories and limited vectoring) were identified as "Stage I." This definition became unnecessary and the term "Stage I" was eliminated from use. The term "Stage II" has been eliminated in conjunction with the airspace reclassification, and sequencing services to locations with local procedures and/or letters of agreement to provide this service have been included in basic services to VFR aircraft. These basic services will still be provided by all terminal radar facilities whether they include Class B, Class C, Class D or Class E airspace. "Stage III" services have been replaced with "Class B" and "TRSA" service where applicable.

2. Vectoring service may be provided when requested by the pilot or with pilot concurrence when suggested by ATC.

3. Pilots of arriving aircraft should contact approach control on the publicized frequency and give their position, altitude, aircraft call sign, type aircraft, radar beacon code (if transponder equipped), destination, and request traffic information.

4. Approach control will issue wind and runway, except when the pilot states "have numbers" or this information is contained in the ATIS broadcast and the pilot states that the current ATIS information has been receiv