What MULTICOM frequency should be used for self-announce procedures at an airport with no tower, FSS, or UNICOM?

4-1-9. Traffic Advisory Practices at Airports Without Operating Control Towers
(See TBL 4-1-1.)
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:
(a) All radio-equipped aircraft transmit/receive on a common frequency identified for the purpose of
airport advisories; and
(b) Pilots use the correct airport name, as identified in appropriate aeronautical publications, to reduce
the risk of confusion when communicating their position, intentions, and/or exchanging traffic information.
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
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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.
NOTE-
FSS airport advisories are available only in Alaska.
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 Chart Supplement 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.
NOTE-
FSS frequencies are available only in Alaska.
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TBL 4-1-1
Summary of Recommended Communication Procedures
Communication/Broadcast Procedures
Facility at Airport Frequency Use Outbound Inbound
Practice
Instrument
Approach
1. UNICOM (No Tower or
FSS)
Communicate with UNICOM
station on published CTAF
frequency (122.7; 122.8; 122.725;
122.975; or 123.0). If unable to
contact UNICOM station, use
self-announce procedures on
CTAF.
Before taxiing and
before taxiing on
the runway for
departure.
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
2. No Tower, FSS, or
UNICOM
Self-announce on MULTICOM
frequency 122.9.
Before taxiing and
before taxiing on
the runway for
departure.
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
Departing final
approach fix
(name) or on final
approach segment
inbound.
3. No Tower in operation,
FSS open (Alaska only)
Communicate with FSS on CTAF
frequency.
Before taxiing and
before taxiing on
the runway for
departure.
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
Approach com-
pleted/terminated.
4. FSS Closed (No Tower) Self-announce on CTAF. Before taxiing and
before taxiing on
the runway for
departure.
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
5. Tower or FSS not in
operation
Self-announce on CTAF. Before taxiing and
before taxiing on
the runway for
departure.
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
6. Designated CTAF Area
(Alaska Only)
Self-announce on CTAF
designated on chart or Chart
Supplement Alaska.
Before taxiing and
before taxiing on
the runway for
departure until
leaving designated
area.
When entering
designated CTAF
area.
2. CTAF (Alaska Only). In Alaska, a CTAF may also be designated for the purpose of carrying out
advisory practices while operating in designated areas with a high volume of VFR traffic.
3. The CTAF frequency for a particular airport or area is contained in the Chart Supplement U.S., Chart
Supplement Alaska, 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 CFRs 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 CFRs or local procedures. Such operations include parachute
jumping/dropping, en route, practicing maneuvers, etc.
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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, Para 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 available 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 aeronautical publications.
(b) 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, 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 Information Service
(ATIS) or Automated Weather Observing System (AWOS) frequency.
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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. Pilots stating, "Traffic in the area, please advise" is not a recognized
Self-Announce Position and/or Intention phrase and should not be used under any condition.
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. Straight-in Landings. The FAA discourages VFR straight -in approaches to landings due to the
increased risk of a mid-air collision. However, if a pilot chooses to execute a straight-in approach for landing
without entering the airport traffic pattern, the pilot should self-announce their position on the designated CTAF
approximately 8 to 10 miles from the airport and coordinate their straight-in approach and landing with other
airport traffic. Pilots executing a straight-in approach (IFR or VFR) do not have priority over other aircraft in
the traffic pattern, and must comply with the provisions of 14 CFR 91.113 (g), Right-of-way rules.
5. Traffic Pattern Operations.  All traffic within a 10- mile radius of a non -towered airport or a
part-time-towered airport when the control tower is not operating, should  monitor and communicate on the
designated CTAF when entering the traffic pattern. Pilots operating in the traffic pattern or on a straight -in
approach must be alert at all times to other aircraft in the pattern, or conducting straight -in approaches, and
communicate their position to avoid a possible traffic conflict. In the airport traffic pattern and while on
straight-in approaches to a runway, effective communication and a pilot's responsibility to see-and-avoid are
essential mitigations to avoid a possible midair collision. In addition, following established traffic pattern
procedures eliminates excessive maneuvering at low altitudes, reducing the risk of loss of aircraft control.
REFERENCE-
F AA Advisory Circular (AC) 90-66, Non-Towered Airport Flight Operations.
6. 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.
7. Departing aircraft should always be alert for arrival aircraft coming from the opposite direction.
8. Recommended self-announce broadcasts: 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. When referring to a specific runway, pilots should use the runway number and not
use the phrase "Active Runway."
(a) Inbound
EXAMPLE-
Strawn traffic, Apache Two Two Five Zulu, (position), (a ltitude), (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
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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.
(b) Outbound
PHRASEOLOGY-
FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT (location on airport) TAXIING TO RUNWAY
ONE NINER, REQUEST WIND AND TRAFFIC INFORMATION FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT DEP ARTING RUNWAY ONE NINER.
"REMAINING IN THE P ATTERN" OR "DEP ARTING THE P ATTERN TO THE (direction) (as appropriate)"
FREDERICK.