If there is an FSS specialist monitoring the MF, then the pilot will address calls to "Radio" (e.g. The MF is typically for limited hours, and outside of those, it also becomes a CTAF. In Canada and some other countries, when talking over the CTAF/ATS is required, it is referred to as the MF ( Mandatory Frequency), and will often be monitored by a flight-services specialist. 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. 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. "Brockville UNICOM, this is Cessna ABC, radio check seat one."). The pilot should address only specific requests to "UNICOM" (e.g. Most of the time, the CTAF and UNICOM frequencies are the same, but they can occasionally be different. The frequency for obtaining the advisory is called the UNICOM ( Universal Communications). 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. 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. "Ogdensburg Traffic, Grob 123 downwind for runway 09"). When making calls on the CTAF, the pilot addresses them to "Traffic" (e.g. Airports without a control tower (or other air-traffic facility) normally publish a standard frequency for pilots to communicate with each-other: in the US, for example, this is called the Common Traffic Advisory Frequency (CTAF), and in Canada, it is called Aerodrome Traffic Frequency (ATF).
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