5. Applicable ICAO Documents
Annex 12 . . . . . . . . . Search and Rescue
Annex 13 . . . . . . . . . Aircraft Accident Inquiry
Doc 7030 . . . . . . . . . Regional Supplementary
Procedures for Alerting and
Search and Rescue Ser-
vices applicable to the
NAM, NAT, CAR, PAC
Regions.
6. Differences from ICAO Standards,
Recommended Practices and Procedures
6.1 Differences from ICAO Standards, Recom-
mended Practices and Procedures are listed in
GEN 1.7.
7. Emergency Locator Transmitters
7.1 General
7.1.1 ELTs are required for most General Aviation
airplanes.
REFERENCE14 CFR SECTION 91.207.
7.1.2 ELTs of various types were developed as a
means of locating downed aircraft. These electronic,
battery operated transmitters operate on one of three
frequencies. These operating frequencies are
121.5_MHz, 243.0 MHz, and the newer 406 MHz.
ELTs operating on 121.5 MHz and 243.0 MHz are
analog devices. The newer 406 MHz ELT is a digital
transmitter that can be encoded with the owner's
contact information or aircraft data. The latest
406_MHz ELT models can also be encoded with the
aircraft's position data which can help SAR forces
locate the aircraft much more quickly after a crash.
The 406 MHz ELTs also transmits a stronger signal
when activated than the older 121.5 MHz ELTs.
7.1.2.1 The Federal Communications Commission
(FCC) requires 406 MHz ELTs be registered with the
National Oceanic and Atmospheric Administration
(NOAA) as outlined in the ELT's documentation. The
FAA's 406 MHz ELT Technical Standard Order
(TSO) TSO-C126 also requires that each 406 MHz
ELT be registered with NOAA. The reason is NOAA
maintains the owner registration database for U.S.
registered 406 MHz alerting devices, which includes
ELTs. NOAA also operates the United States' portion
of the Cospas-Sarsat satellite distress alerting system
designed to detect activated ELTs and other distress
alerting devices.
7.1.2.2 In the event that a properly registered
406_MHz ELT activates, the Cospas-Sarsat satellite
system can decode the owner's information and
provide that data to the appropriate search and
rescue_(SAR) center. In the United States, NOAA
provides the alert data to the appropriate U.S. Air
Force Rescue Coordination Center (RCC) or U.S.
Coast Guard Rescue Coordination Center. That RCC
can then telephone or contact the owner to verify the
status of the aircraft. If the aircraft is safely secured
in a hangar, a costly ground or airborne search is
avoided. In the case of an inadvertent 406 MHz ELT
activation, the owner can deactivate the 406 MHz
ELT. If the 406 MHz ELT equipped aircraft is being
flown, the RCC can quickly activate a search.
406_MHz ELTs permit the Cospas-Sarsat satellite
system to narrow the search area to a more confined
area compared to that of a 121.5 MHz or 243.0 MHz
ELT. 406 MHz ELTs also include a low-power
121.5_MHz homing transmitter to aid searchers in
finding the aircraft in the terminal search phase.
7.1.2.3 Each analog ELT emits a distinctive
downward swept audio tone on 121.5 MHz and
243.0_MHz.
7.1.2.4 If “armed” and when subject to crash-gener-
ated forces, ELTs are designed to automatically
activate and continuously emit their respective
signals, analog or digital. The transmitters will
operate continuously for at least 48 hours over a wide
temperature range. A properly installed, maintained,
and functioning ELT can expedite search and rescue
operations and save lives if it survives the crash and
is activated.
7.1.2.5 Pilots and their passengers should know how
to activate the aircraft's ELT if manual activation is
required. They should also be able to verify the
aircraft's ELT is functioning and transmitting an alert
after a crash or manual activation.
AIP
United States of America
GEN 3.6-3
15 MAR 07
Federal Aviation Administration Nineteenth Edition
7.1.2.6 Because of the large number of 121.5 MHz
ELT false alerts and the lack of a quick means of
verifying the actual status of an activated 121.5 MHz
or 243.0 MHz analog ELT through an owner
registration database, U.S. SAR forces do not
respond as quickly to initial 121.5/243.0 MHz ELT
alerts as the SAR forces do to 406 MHz ELT alerts.
Compared to the almost instantaneous detection of a
406 MHz ELT, SAR forces' normal practice is to wait
for either a confirmation of a 121.5/243.0 MHz alert
by additional satellite passes or through confirmation
of an overdue aircraft or similar notification. In some
cases, this confirmation process can take hours. SAR
forces can initiate a response to 406 MHz alerts in
minutes compared to the potential delay of hours for
a 121.5/243.0 MHz ELT.
7.1.3 The Cospas-Sarsat system has announced the
termination of satellite monitoring and reception of
the 121.5 MHz and 243.0 MHz frequencies in 2009.
The Cospas-Sarsat system will continue to monitor
the 406 MHz frequency. What this means for pilots is
that after the termination date, those aircraft with only
121.5 MHz or 243.0 MHz ELTs onboard will have to
depend upon either a nearby Air Traffic Control
facility receiving the alert signal or an overflying
aircraft monitoring 121.5 MHz or 243.0_MHz
detecting the alert. To ensure adequate monitoring of
these frequencies and timely alerts after 2009, all
airborne pilots should periodically monitor these
frequencies to try and detect an activated
121.5/243.0_MHz ELT.
7.2 ELT Testing
7.2.1 ELTs should be tested in accordance with the
manufacturer's instructions, preferably in a shielded
or screened room or specially designed test container
to prevent the broadcast of signals which could
trigger a false alert.
7.2.2 When this cannot be done, aircraft operational
testing is authorized as follows:_
7.2.2.1 Analog 121.5/243 MHz ELTs should only be
tested during the first 5 minutes after any hour. If
operational tests must be made outside of this period,
they should be coordinated with the nearest FAA
Control Tower or FSS. Tests should be no longer than
three audible sweeps. If the antenna is removable, a
dummy load should be substituted during test
procedures.
7.2.2.2 Digital 406 MHz ELTs should only be tested
in accordance with the unit's manufacturer's
instructions.
7.2.2.3 Airborne tests are not authorized.
7.3 False Alarms
7.3.1 Caution should be exercised to prevent the
inadvertent activation of ELTs in the air or while they
are being handled on the ground. Accidental or
unauthorized activation will generate an emergency
signal that cannot be distinguished from the real
thing, leading to expensive and frustrating searches.
A false ELT signal could also interfere with genuine
emergency transmissions and hinder or prevent the
timely location of crash sites. Frequent false alarms
could also result in complacency and decrease the
vigorous reaction that must be attached to all ELT
signals.
7.3.2 Numerous cases of inadvertent activation have
occurred as a result of aerobatics, hard landings,
movement by ground crews and aircraft mainte-
nance. These false alarms can be minimized by
monitoring 121.5 MHz and/or 243.0 MHz as follows:
7.3.2.1 In flight when a receiver is available.
7.3.2.2 Before engine shut down at the end of each
flight.
7.3.2.3 When the ELT is handled during installation
or maintenance.
7.3.2.4 When maintenance is being performed near
the ELT.
7.3.2.5 When a ground crew moves the aircraft.
7.3.2.6 If an ELT signal is heard, turn off the
aircraft's ELT to determine if it is transmitting. If it
has been activated, maintenance might be required
before the unit is returned to the “ARMED” position.
You should contact the nearest Air Traffic facility and
notify it of the inadvertent activation.
7.4 Inflight Monitoring and Reporting
7.4.1 Pilots are encouraged to monitor 121.5 MHz
and/or 243.0 MHz while in flight to assist in
identifying possible emergency ELT transmissions.
On receiving a signal, report the following
information to the nearest air traffic facility:
7.4.1.1 Your position at the time the signal was first
heard.
AIP
United States of America
GEN 3.6-4
15 MAR 07
Federal Aviation Administration Nineteenth Edition
7.4.1.2 Your position at the time the signal was last
heard.
7.4.1.3 Your position at maximum signal strength.
7.4.1.4 Your flight altitudes and frequency on which
the emergency signal was heard: 121.5 MHz or
243.0_MHz. If possible, positions should be given
relative to a navigation aid. If the aircraft has homing
equipment, provide the bearing to the emergency
signal with each reported position.
8. National Search and Rescue Plan
8.1 By federal interagency agreement, the National
Search and Rescue Plan provides for the effective use
of all available facilities in all types of SAR missions.
These facilities include aircraft, vessels, pararescue
and ground rescue teams, and emergency radio
fixing. Under the Plan, the U.S. Coast Guard is
responsible for the coordination of SAR in the
Maritime Region, and the U.S. Air Force is
responsible in the Inland Region. To carry out these
responsibilities, the Coast Guard and the Air Force
have established RCCs to direct SAR activities
within their regions. For aircraft emergencies,
distress and urgency information normally will be
passed to the appropriate RCC through an air route
traffic control center (ARTCC) or flight service
station (FSS).
TBL GEN 3.6-1
8.2 Coast Guard Rescue Coordination Centers
Coast Guard Rescue Coordination Centers
Alameda, CA
510-437-3701
Miami, FL
305-415-6800
Boston, MA
617-223-8555
New Orleans, LA
504-589-6225
Cleveland, OH
216-902-6117
Portsmouth, VA
757-398-6390
Honolulu, HI
808-541-2500
Seattle, WA
206-220-7001
Juneau, AK
907-463-2000
San Juan, PR
787-289-2042
8.3 Coast Guard Rescue Coordination Centers are
served by major radio stations which guard 2182 kHz
(VOICE). In addition, Coast Guard units along the
seacoasts of the U.S. and shores of the Great Lakes
guard 2182 kHz. The call “COAST GUARD” will
alert all Coast Guard Radio Stations within range.
2182 kHz is also guarded by most commercial coast
stations and some ships and boats.
8.4 Air Force Rescue Coordination Centers
TBL GEN 3.6-2
Air Force Rescue Coordination Center
Tyndall AFB, Florida Phone
Commercial 850-283-5955
WATS 800-851-3051
DSN 523-5955
TBL GEN 3.6-3
Air Command Rescue Coordination Center
Alaska
Alaskan Air Command Rescue Coordination
Center
Fort Richardson, 11th RCC,
Alaska
Phone
Commercial 907-428-7230 or
800-420-7230
DSN 317-384-6726
8.5 Joint Rescue Coordination Center Hawaii
TBL GEN 3.6-4
Honolulu Joint Rescue Coordination Center
HQ 14th CG District
Honolulu
Phone
Commercial 808-541-2500
DSN 448-0301
30 AUG 07
AIP
United States of America
GEN 3.6-5
15 MAR 07
Federal Aviation Administration Nineteenth Edition
9. Procedures and Signals for Aircraft in
Emergency
9.1_Search and Rescue
9.1.1_Search and Rescue is a life-saving service
provided through the combined efforts of the federal
agencies signatory to the National SAR Plan, and the
agencies responsible for SAR within each State.
Operational resources are provided by the U.S. Coast
Guard, Department of Defense components, the Civil
Air Patrol, the Coast Guard Auxiliary, state, county
and local law enforcement and other public safety
agencies, and private volunteer organizations.
Services include search for missing aircraft, survival
aid, rescue, and emergency medical help for the
occupants after an accident site is located.
9.2_Emergency and Overdue Aircraft
9.2.1_ARTCCs and FSSs will alert the SAR system
when information is received from any source that an
aircraft is in difficulty, overdue, or missing.
9.2.2_Radar facilities providing radar flight following or advisories consider the loss of radar and radios,
without service termination notice, to be a possible
emergency. Pilots receiving VFR services from radar
facilities should be aware that SAR may be initiated
under these circumstances.
9.2.3_A filed flight plan is the most timely and
effective indicator that an aircraft is overdue. Flight
plan information is invaluable to SAR forces for
search planning and executing search efforts. Prior to
departure on every flight, local or otherwise,
someone at the departure point should be advised of
your destination and the route of flight if other than
direct. Search efforts are often wasted and rescue is
often delayed because of pilots who thoughtlessly
take off without telling anyone where they are going.
File a flight plan for your safety.
9.2.4_According to the National Search and Rescue
Plan, _The life expectancy of an injured survivor
decreases as much as 80 percent during the first
24_hours, while the chances of survival of uninjured
survivors rapidly diminishes after the first 3 days."
9.2.5_An Air Force Review of 325 SAR missions
conducted during a 23-month period revealed that
_Time works against people who experience a
distress but are not on a flight plan, since 36 hours
normally pass before family concern initiates an
(alert)."
9.3_VFR Search and Rescue Protection
9.3.1_To receive this valuable protection, file a VFR
or DVFR Flight Plan with an FAA FSS. For
maximum protection, file only to the point of first
intended landing, and refile for each leg to final
destination. When a lengthy flight plan is filed, with
several stops en route and an ETE to final destination,
a mishap could occur on any leg, and unless other
information is received, it is probable that no one
would start looking for you until 30 minutes after
your ETA at your final destination.
9.3.2_ If you land at a location other than the intended
destination, report the landing to the nearest FAA FSS
and advise them of your original destination.
9.3.3_If you land en route and are delayed more than
30 minutes, report this information to the nearest FSS
and give them your original destination.
9.3.4_If your ETE changes by 30 minutes or more,
report a new ETA to the nearest FSS and give them
your original destination. Remember that if you fail
to respond within one-half hour after your ETA at
final destination, a search will be started to locate you.
9.3.5_It is important that you CLOSE YOUR
FLIGHT PLAN IMMEDIATELY AFTER
ARRIVAL AT YOUR FINAL DESTINATION
WITH THE FSS DESIGNATED WHEN YOUR
FLIGHT PLAN WAS FILED. The pilot is
responsible for closure of a VFR or DVFR flight plan;
they are not closed automatically. This will prevent
needless search efforts.
9.3.6_The rapidity of rescue on land or water will
depend on how accurately your position may be
determined. If a flight plan has been followed and
your position is on course, rescue will be expedited.
9.4_Survival Equipment
9.4.1_For flight over uninhabited land areas, it is wise
to take suitable survival equipment depending on
type of climate and terrain.
9.4.2_If forced landing occurs at sea, chances for
survival are governed by degree of crew proficiency
in emergency procedures and by effectiveness of
water survival equipment.
AIP
United States of America
GEN 3.6-6
15 MAR 07
Federal Aviation Administration Nineteenth Edition
9.5_Body Signal Illustrations
9.5.1_If you are forced down and are able to attract
the attention of the pilot of a rescue airplane, the body
signals illustrated on the following pages can be used
to transmit messages to the pilot circling over your
location.
9.5.2_Stand in the open when you make the signals.
9.5.3_Be sure the background, as seen from the air, is
not confusing.
9.5.4_Go through the motions slowly and repeat each
signal until you are positive that the pilot understands
you.
9.6_Observance of a Downed Aircraft
9.6.1_Determine if the crash is marked with yellow
cross; if so, the crash has already been reported and
identified.
9.6.2_Determine, if possible, the type and number of
the aircraft and whether there is evidence of
survivors.
9.6.3_Fix, as accurately as possible, the exact
location of the crash.
9.6.4_If circumstances permit, orbit the scene to
guide in other assisting units or until relieved by
another aircraft.
9.6.5_Transmit information to the nearest FAA or
other appropriate radio facility.
9.6.6_Immediately after landing, make a complete
report to nearest FAA, Air Force, or Coast Guard
installation. The report may be made by long distance
collect telephone.
AIP
United States of America
GEN 3.6-7
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.6-1
Ground-Air Visual Code for Use by Survivors
V
X
N
Y
NO. MESSAGE CODE SYMBOL
1 Require assistance
Require medical assistance
No or Negative
Yes Affirmative or this Proceeding in direction
IF IN DOUBT, USE INTERNATIONAL SYMBOL
INSTRUCTIONS 2
3
4
5
S O S
1. Lay out symbols by using strips of fabric or parachutes, pieces of wood, stones, or any available material.
2. Provide as much color contrast as possible between material used for symbols and background against which symbols are exposed.
3. Symbols should be at least 10 feet high or larger. Care should be taken to lay out symbols exactly as shown.
4. In addition to using symbols, every effort is to be made to attract attention by means of radio, flares, smoke, or other available means.
5. On snow covered ground, signals can be made by dragging, shoveling or tramping. Depressed areas forming symbols will
appear black from the air.
6. Pilot should acknowledge message by rocking wings from side to side.
FIG GEN 3.6-2
Ground-Air Visual Code for use by Ground Search Parties
L L L
L L
X X
N N
NO. MESSAGE CODE SYMBOL
1
2
3
4
5
6
7
Operation completed. We have found personnel. all We have found personnel. only some We not to to base.
are able continue.
Returning two Each proceeding Have divided into groups.
in direction indicated.
received that is in this Information aircraft direction.
Will Nothing found. continue search.
Note: These visual signals have been accepted for international use and appear in Annex 12 to the Convention on International
Civil Aviation.
AIP
United States of America
GEN 3.6-8
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.6-3
Urgent Medical Assistance
ASSISTANCE-when NEED MEDICAL
URGENT
Used only life is at stake
FIG GEN 3.6-4
All OK
ALL DO NOT WAIT
Wave one overhead
OK-arm FIG GEN 3.6-5
Short Delay
WAIT horizontal
CAN PROCEED SHORTLY
IF PRACTICABLE
One arm FIG GEN 3.6-6
Long Delay
NEED HELP
MECHANICAL OR PARTS - LONG DELAY
Both arms horizontal
AIP
United States of America
GEN 3.6-9
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.6-7
Drop Message
Make throwing motion
FIG GEN 3.6-8
Receiver Operates
hands OUR RECEIVER IS
OPERATING
Cup over ears
FIG GEN 3.6-9
Do Not Land Here
ATTEMPT
TO HERE
waved face
DO NOT LAND Both arms across FIG GEN 3.6-10
Land Here
LAND HERE
Both arms forward horizontally,
squatting and point in direction
of landing Repeat
- AIP
United States of America
GEN 3.6-10
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.6-11
Negative (Ground)
NEGATIVE NO)
White waved horizontally
(cloth FIG GEN 3.6-12
Affirmative (Ground)
FIG GEN 3.6-13
Pick Us Up
US UP-
ABANDONED
vertical
PICK PLANE Both arms FIG GEN 3.6-14
Affirmative (Aircraft)
Affirmative reply from aircraft:
AFFIRMATIVE (YES)
Dip nose of plane several times
AIP
United States of America
GEN 3.6-11
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.6-15
Negative (Aircraft)
NEGATIVE NO)
Fishtail plane
(Negative reply from aircraft: FIG GEN 3.6-16
Message received and understood (Aircraft)
by wings
Message received and understood aircraft:
Day or moonlight - Rocking Night - Green flashed from signal lamp
FIG GEN 3.6-17
Message received and NOT understood (Aircraft)
Message received and NOT understood by aircraft:
Day or moonlight - Making a complete right-hand circle
by Night-Red flashes from signal lamp.
AIP
United States of America
GEN 3.6-12
15 MAR 07
Federal Aviation Administration Nineteenth Edition
10. Pilot Responsibility and Authority
10.1_The pilot in command of an aircraft is directly
responsible for, and is the final authority as to the
operation of that aircraft. In an emergency requiring
immediate action, the pilot in command may deviate
from any rule in Title 14 of the Code of Federal
Regulations (CFR), Part 91, Subpart A, General, and
Subpart B, Flight Rules, to the extent required to meet
that emergency (14 CFR Section_91.3(b)).
10.2_If the emergency authority of 14 CFR
Section_91.3(b) is used to deviate from the provisions
of an air traffic control clearance, the pilot in
command must notify ATC as soon as possible and
obtain an amended clearance (14 CFR
Section_91.123(c)).
10.3_Unless deviation is necessary under the
emergency authority of 14 CFR Section 91.3, pilots
of IFR flights experiencing two-way radio communications failure are expected to adhere to the
procedures prescribed under _IFR operations;
two-way radio communications failure." (14 CFR
Section 91.185)
11. Distress and Urgency Communications
11.1_A pilot who encounters a distress or urgency
condition can obtain assistance simply by contacting
the air traffic facility or other agency in whose area of
responsibility the aircraft is operating, stating the
nature of the difficulty, pilot’s intentions, and
assistance desired. Distress and urgency communications procedures prescribed by the International Civil
Aviation Organization (ICAO), however, have
decided advantages over the informal procedure
described above.
11.2_Distress and urgency communications procedures discussed in the following paragraphs relate to
the use of air-ground voice communications.
11.3_The initial communication, and if considered
necessary, any subsequent transmissions by an
aircraft in distress should begin with the signal
MAYDAY, preferably repeated three times. The
signal PAN-PAN should be used in the same manner
for an urgency condition.
11.4_Distress communications have absolute priority
over all other communications, and the word
MAYDAY commands radio silence on the frequency
in use. Urgency communications have priority over
all other communications except distress, and the
word PAN-PAN warns other stations not to interfere
with urgency transmissions.
11.5_Normally, the station addressed will be the air
traffic facility or other agency providing air traffic
services on the frequency in use at the time. If the pilot
is not communicating and receiving services, the
station to be called will normally be the air traffic
facility or other agency in whose area of responsibility the aircraft is operating on the appropriate
assigned frequency. If the station addressed does not
respond, or if time or the situation dictates, the
distress or urgency message may be broadcast, or a
collect call may be used, addressing _Any Station
(Tower) (Radio) (Radar)."
11.6_The station addressed should immediately
acknowledge a distress or urgency message, provide
assistance, coordinate and direct the activities of
assisting facilities, and alert the appropriate search
and rescue coordinator if warranted. Responsibility
will be transferred to another station only if better
handling will result.
11.7_All other stations, aircraft and ground, will
continue to listen until it is evident that assistance is
being provided. If any station becomes aware that the
station being called either has not received a distress
or urgency message, or cannot communicate with the
aircraft in difficulty, it will attempt to contact the
aircraft and provide assistance.
11.8_Although the frequency in use or other
frequencies assigned by ATC are preferable, the
following emergency frequencies can be used for
distress or urgency communications, if necessary or
desirable:
11.8.1_121.5 MHz and 243.0 MHz - Both have a
range generally limited to line of sight. 121.5 MHz is
guarded by direction finding stations and some
military and civil aircraft. 243.0 MHz is guarded by
military aircraft. Both 121.5 MHz and 243.0 MHz are
guarded by military towers, most civil towers, flight
service stations, and radar facilities. Normally
ARTCC emergency frequency capability does not
extend to radar coverage limits. If an ARTCC does
not respond when called on 121.5 MHz or
243.0_MHz, call the nearest tower or flight service
station.
AIP
United States of America
GEN 3.6-13
15 MAR 07
Federal Aviation Administration Nineteenth Edition
11.8.2_2182 kHz - The range is generally less than
300 miles for the average aircraft installation. It can
be used to request assistance from stations in the
maritime service. 2182 kHz is guarded by major radio
stations serving Coast Guard Rescue Coordination
Centers, and Coast Guard units along the sea coasts
of the U.S. and shores of the Great Lakes. The call
_Coast Guard" will alert all Coast Guard Radio
Stations within range. 2182 kHz is also guarded by
most commercial coast stations and some ships and
boats.
12. Emergency Condition -Request
Assistance Immediately
12.1_Pilots do not hesitate to declare an emergency
when they are faced with distress conditions such as
fire, mechanical failure, or structural damage.
However, some are reluctant to report an urgency
condition when they encounter situations which may
not be immediately perilous, but are potentially
catastrophic. An aircraft is in at least an urgency
condition the moment the pilot becomes doubtful
about position, fuel endurance, weather, or any other
condition that could adversely affect flight safety.
This is the time to ask for help, not after the situation
has developed into a distress condition.
12.2_Pilots who become apprehensive for their
safety for any reason should request assistance
immediately. Ready and willing help is available in
the form of radio, radar, direction finding stations and
other aircraft. Delay has caused accidents and cost
lives. Safety is not a luxury. Take action.
13. Obtaining Emergency Assistance
13.1_A pilot in any distress or urgency condition
should immediately take the following action, not
necessarily in the order listed, to obtain assistance:
13.1.1_Climb, if possible, for improved communications and better radar and direction finding detection.
However, it must be understood that unauthorized
climb or descent under IFR conditions within
CONTROLLED AIRSPACE is prohibited, except as
permitted by 14 CFR Section_91.3(b).
13.1.2_If equipped with a radar beacon transponder
(civil) or IFF/SIF (military):
13.1.2.1_Continue squawking assigned Mode A/3
discrete code/VFR code and Mode C altitude
encoding when in radio contact with an air traffic
facility or other agency providing air traffic services,
unless instructed to do otherwise.
13.1.2.2_If unable to immediately establish communications with an air traffic facility/agency, squawk
Mode A/3, Code 7700/Emergency and Mode C.
13.1.2.3_Transmit a distress or urgency message
consisting of as many as necessary of the following
elements, preferably in the order listed:
a)_If distress, MAYDAY, MAYDAY, MAYDAY; if
urgency, PAN-PAN, PAN-PAN, PAN-PAN.
b)_Name of station addressed.
c)_Aircraft identification and type.
d)_Nature of distress or urgency.
e)_Weather.
f)_Pilots intentions and request.
g)_Present position, and heading; or if lost, last
known position, time, and heading since that
position.
h)_Altitude or flight level.
i)_Fuel remaining in minutes.
j)_Number of people on board.
k)_Any other useful information.
13.1.3_After establishing radio contact, comply with
advice and instructions received. Cooperate. Do not
hesitate to ask questions or clarify instructions when
you do not understand or if you cannot comply with
clearances. Assist the ground station to control
communications on the frequency in use. Silence
interfering radio stations. Do not change frequency or
change to another ground station unless absolutely
necessary. If you do, advise the ground station of the
new frequency and station name prior to the change,
transmitting in the blind if necessary. If two-way
communications cannot be established on the
frequency, return immediately to the frequency or
station where two-way communications last existed.
AIP
United States of America
GEN 3.6-14
15 MAR 07
Federal Aviation Administration Nineteenth Edition
13.1.4_When in a distress condition with bailout,
crash landing, or ditching imminent, take the
following additional actions to assist search and
rescue units:
13.1.4.1_Time and circumstances permitting, transmit as many as necessary of the message elements in
subparagraph 13.1.2.3 and any of the following you
think might be helpful:
a)_ELT status.
b)_Visible landmarks.
c)_Aircraft color.
d)_Number of persons on board.
e)_Emergency equipment on board.
13.1.4.2_Actuate your ELT if the installation permits.
13.1.4.3_For bailout, and for crash landing or
ditching if risk of fire is not a consideration, set your
radio for continuous transmission.
13.1.4.4_If it becomes necessary to ditch, make every
effort to ditch near a surface vessel. If time permits,
an FAA facility should be able to get the position of
the nearest commercial or Coast Guard vessel from a
Coast Guard Rescue Coordination Center.
13.2_After a crash landing unless you have good
reason to believe that you will not be located by
search aircraft or ground teams, it is best to remain
with your aircraft and prepare means for signalling
search aircraft.
14. Radar Service for VFR Aircraft in
Difficulty
14.1_Radar equipped air traffic control facilities can
provide radar assistance and navigation service
(vectors) to VFR aircraft in difficulty when the pilot
can talk with the controller, and the aircraft is within
radar coverage. Pilots should clearly understand that
authorization to proceed in accordance with such
radar navigational assistance does not constitute
authorization for the pilot to violate Federal Aviation
Regulations. In effect, assistance is provided on the
basis that navigational guidance information is
advisory in nature, and the responsibility for flying
the aircraft safely remains with the pilot.
14.2_Experience has shown that many pilots who are
not qualified for instrument flight cannot maintain
control of their aircraft when they encounter clouds
or other reduced visibility conditions. In many cases,
the controller will not know whether flight into
instrument conditions will result from his/her
instructions. To avoid possible hazards resulting from
being vectored into IFR conditions, a pilot in
difficulty should keep the controller advised of the
weather conditions in which he/she is operating and
the weather along the course ahead, and observe the
following:
14.2.1_If a course of action is available which will
permit flight and a safe landing in VFR weather
conditions, noninstrument rated pilots should choose
the VFR condition rather than requesting a vector or
approach that will take them into IFR weather
conditions; or
14.2.2_If continued flight in VFR conditions is not
possible, the noninstrument rated pilot should so
advise the controller and indicating the lack of an
instrument rating, declare a distress condition.
14.2.3_If the pilot is instrument rated and current, and
the aircraft is instrument equipped, the pilot should so
indicate by requesting an IFR flight clearance.
Assistance will then be provided on the basis that the
aircraft can operate safely in IFR weather conditions.
15. Direction Finding Instrument Approach
Procedure
15.1_Direction finding (DF) equipment has long
been used to locate lost aircraft and to guide aircraft
to areas of good weather or to airports; and now at
most DF equipped airports, DF instrument approaches may be given to aircraft in emergency.
15.2_Experience has shown that a majority of actual
emergencies requiring DF assistance involve pilots
with a minimum of flight experience. With this in
mind, DF approach procedures provide maximum
flight stability in the approach by utilizing small
turns, and descents in a wings level attitude. The DF
specialist will give the pilot headings to fly and tell
the pilot when to begin descent.
15.3_DF instrument approach procedures are for
emergency use only and will not be given to IFR
weather conditions unless the pilot has declared an
emergency.
15.4_To become familiar with the procedures and
other benefits of DF, pilots are urged to request
practice guidance and approaches in VFR weather
conditions. DF specialists welcome the practice and,
workload permitting, will honor such requests.
AIP
United States of America
GEN 3.6-15
15 MAR 07
Federal Aviation Administration Nineteenth Edition
16. Intercept and Escort
16.1_The concept of airborne intercept and escort is
based on the SAR aircraft establishing visual and/or
electronic contact with an aircraft in difficulty,
providing inflight assistance, and escorting it to a safe
landing. If bailout, crash landing or ditching becomes
necessary, SAR operations can be conducted without
delay. For most incidents, particularly those
occurring at night and/or during instrument flight
conditions, the availability of intercept and escort
services will depend on the proximity of SAR units
with suitable aircraft on alert for immediate dispatch.
In limited circumstances, other aircraft flying in the
vicinity of an aircraft in difficulty can provide these
services.
16.2_If specifically requested by a pilot in difficulty
or if a distress condition is declared, SAR
coordinators will take steps to intercept and escort an
aircraft. Steps may be initiated for intercept and
escort if an urgency condition is declared and unusual
circumstances make such action advisable.
16.3_It is the pilot’s prerogative to refuse intercept
and escort services. Escort services will normally be
provided to the nearest adequate airport. Should the
pilot receiving escort services continue on to another
location after reaching a safe airport, or decide not to
divert to the nearest safe airport, the escort aircraft is
not obligated to continue and further escort is
discretionary. The decision will depend on the
circumstances of the individual incident.
17. Visual Emergency Signals
NOTE-
See FIG GEN 3.6-1 through FIG GEN 3.6-17.
18. Ditching Procedures
18.1_In order to select a proper ditching course for an
aircraft, a basic knowledge of sea evaluation and
other factors involved is required. Selection of the
ditching heading may well determine the difference
between survival and disaster.
(See FIG GEN 3.6-18, FIG GEN 3.6-19,
FIG GEN 3.6-20, and FIG GEN 3.6-21).
18.2_Common Oceanographic Terminology:
18.2.1_Sea._The condition of the surface that is the
result of both waves and swells.
18.2.2_Wave (or Chop)._The condition of the
surface caused by local winds.
18.2.3_Swell._The condition of the surface which
has been caused by a distant disturbance.
18.2.4_Swell Face._The side of the swell toward the
observer. The backside is the side away from the
observer. These definitions apply regardless of the
direction of swell movement.
18.2.5_Primary Swell._The swell system having the
greatest height from trough to crest.
18.2.6_Secondary Swells._Those swell systems of
less height than the primary swell.
18.2.7_Fetch._The distance the waves have been
driven by a wind blowing in a constant direction,
without obstruction.
18.2.8_Swell Period._The time interval between the
passage of two successive crests at the same spot in
the water, measured in seconds.
18.2.9_Swell Velocity._The velocity with which the
swell advances with relation to a fixed reference
point, measured in knots. There is little movement of
water in the horizontal direction. Swells move
primarily in a vertical motion, similar to the motion
observed when shaking out a carpet.
18.2.10_Swell Direction._The direction from which
a swell is moving. This direction is not necessarily the
result of the wind present at the scene. The swell
encountered may be moving into or across the local
wind. Swells, once set in motion, tend to maintain
their original direction for as long as they continue in
deep water, regardless of changes in wind direction.
18.2.11_Swell Height._The height between crest and
trough, measured in feet. The vast majority of ocean
swells are lower than 12 to 15 feet, and swells over
25_feet are not common at any spot on the oceans.
Successive swells may differ considerably in height.
18.3_Swells
18.3.1_It is extremely dangerous to land into the wind
without regard to sea conditions. The swell system, or
systems, must be taken into consideration.
AIP
United States of America
GEN 3.6-16
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.6-18
Single Swell (15 knot wind)
SWELL
DITCHING
HEADING
WIND
FIG GEN 3.6-19
Double Swell (15 knot wind)
PRIMARY
SWELL
SECONDARY
SWELL
HEADING
WIND
DITCHING
FIG GEN 3.6-20
Double Swell (30 knot wind)
PRIMARY
SWELL
SECONDARY
SWELL
WIND
DITCHING
HEADING
FIG GEN 3.6-21
(50 knot wind)
SWELL
WIND
Aircraft with low landing speeds - land into the wind.
Aircraft with high landing speeds - choose compromise
heading between wind and swell.
Both - land on back side of swell.
AIP
United States of America
GEN 3.6-17
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.6-22
Wind-Swell-Ditch Heading
GOOD
GOOD !!
BACK SIDE
POOR!!!
FACE
GOOD
FAIR
BEST BEST
DIRECTION OF
SWELL MOVEMENT
Landing parallel to the major swell
Landing on the face and back of swell
18.3.2_In ditching parallel to the swell, it makes little
difference whether touchdown is on top of the crest
or in the trough. It is preferable, if possible, to land on
the top or back side of the swell. After determining
which heading (and its reciprocal) will parallel the
swell, select the heading with the most into the wind
component.
18.3.3_If only one swell system exists, the problem
is relatively simple - even with a high, fast system.
Unfortunately, most cases involve two or more
systems running in different directions. With many
systems present, the sea presents a confused
appearance. One of the most difficult situations
occurs when two swell systems are at right angles.
For example, if one system is 8 feet high, and the other
3 feet, a landing parallel to the primary system, and
down swell on the secondary system is indicated. If
both systems are of equal height, a compromise may
be advisable - selecting an intermediate heading at
45_degrees down swell to both systems. When
landing down a secondary swell, attempt to touch
down on the back side, not on the face of the swell.
Remember one axiom - AVOID THE FACE OF A
SWELL.
18.3.4_If the swell system is formidable, it is
considered advisable, in landplanes, to accept more
crosswind in order to avoid landing directly into the
swell.
18.3.5_The secondary swell system is often from the
same direction as the wind. Here, the landing may be
made parallel to the primary system, with the wind
and secondary system at an angle. There is a choice
of two headings paralleling the primary system. One
heading is downwind and down the secondary swell;
and the other is into the wind and into the secondary
swell. The choice of heading will depend on the
velocity of the wind versus the velocity and height of
the secondary swell.
18.4_Wind
18.4.1_The simplest method of estimating the wind
direction and velocity is to examine the wind streaks
on the water. These appear as long streaks up and
down wind. Some persons may have difficulty
determining wind direction after seeing the streaks in
the water. Whitecaps fall forward with the wind but
are overrun by the waves thus producing the illusion
that the foam is sliding backward. Knowing this, and
by observing the direction of the streaks, the wind
AIP
United States of America
GEN 3.6-18
15 MAR 07
Federal Aviation Administration Nineteenth Edition
direction is easily determined. Wind velocity can be
accurately estimated by noting the appearance of the
whitecaps, foam and wind streaks.
18.5_Preditching Preparation
18.5.1_A successful aircraft ditching is dependent on
three primary factors. In order of importance they are:
18.5.1.1_Sea conditions and wind.
18.5.1.2_Type of aircraft.
18.5.1.3_Skill and technique of pilot.
18.5.2_The behavior of the aircraft on making
contact with the water will vary within wide limits
according to the state of the sea. If landed parallel to
a single swell system, the behavior of the aircraft may
approximate that to be expected on a smooth sea. If
landed into a heavy swell or into a confused sea, the
deceleration forces may be extremely great_-
resulting in breaking up of the aircraft. Within certain
limits, the pilot is able to minimize these forces by
proper sea evaluation and selection of ditching
heading.
18.5.3_When on final approach the pilot should look
ahead and observe the surface of the sea. There may
be shadows and whitecaps - signs of large seas.
Shadows and whitecaps close together indicate that
the seas are short and rough. Touchdown in these
areas is to be avoided. Select and touchdown in any
area (only about 500 feet is needed) where the
shadows and whitecaps are not so numerous.
18.5.4_Touchdown should be at the lowest speed and
rate of descent which permit safe handling and
optimum nose up attitude on impact. Once first
impact has been made there is often little the pilot can
do to control a landplane.
18.6_Ditching
18.6.1_Once preditching preparations are completed,
the pilot should turn to the ditching heading and
commence letdown. The aircraft should be flown low
over the water, and slowed down until ten knots or so
above stall. At this point, additional power should be
used to overcome the increased drag caused by the
noseup attitude. When a smooth stretch of water
appears ahead, cut power, and touchdown at the best
recommended speed as fully stalled as possible. By
cutting power when approaching a relatively smooth
area, the pilot will prevent over shooting and will
touchdown with less chance of planing off into a
second uncontrolled landing. Most experienced
seaplane pilots prefer to make contact with the water
in a semi-stalled attitude, cutting power as the tail
makes contact. This technique eliminates the chance
of misjudging altitude with a resultant heavy drop in
a fully stalled condition. Care must be taken not to
drop in a fully stalled condition. Care must be taken
not to drop the aircraft from too high altitude, or to
balloon due to excessive speed. The altitude above
water depends on the aircraft. Over glassy smooth
water, or at night without sufficient light, it is very
easy for even the most experienced pilots to misjudge
altitude by 50 feet or more. Under such conditions,
carry enough power to maintain 9_ to 12_ noseup
attitude, and 10_ to 20_ over stalling speed until
contact is made with the water. The proper use of
power on the approach is of great importance. If
power is available on one side only, a little power
should be used to flatten the approach; however, the
engine should not be used to such an extent that the
aircraft cannot be turned against the good engines
right down to the stall with a margin of rudder
movement available. When near the stall, sudden
application of excessive unbalanced power may
result in loss of directional control. If power is
available on one side only, a slightly higher than
normal glide approach speed should be used. This
will insure good control and some margin of speed
after leveling off without excessive use of power. The
use of power in ditching is so important that when it
is certain that the coast cannot be reached, the pilot
should, if possible, ditch before fuel is exhausted. The
use of power in a night or instrument ditching is far
more essential than under daylight contact conditions.
18.6.2_If no power is available, a greater than normal
approach speed should be used down to the flare-out.
This speed margin will allow the glide to be broken
early and more gradually, thereby giving the pilot
time and distance to feel for the surface - decreasing
the possibility of stalling high or flying into the water.
When landing parallel to a swell system, little
difference is noted between landing on top of a crest
or in the trough. If the wings of the aircraft are
trimmed to the surface of the sea rather than the
horizon, there is little need to worry about a wing
hitting a swell crest. The actual slope of a swell is very
gradual. If forced to land into a swell, touchdown
should be made just after passage of the crest. If
contact is made on the face of the swell, the aircraft
AIP
United States of America
GEN 3.6-19
15 MAR 07
Federal Aviation Administration Nineteenth Edition
may be swamped or thrown violently into the air,
dropping heavily into the next swell. If control
surfaces remain intact, the pilot should attempt to
maintain the proper nose attitude by rapid and
positive use of the controls.
18.7_After Touchdown
18.7.1_In most cases drift caused by crosswind can
be ignored; the forces acting on the aircraft after
touchdown are of such magnitude that drift will be
only a secondary consideration. If the aircraft is under
good control, the _crab" may be kicked out with
rudder just prior to touchdown. This is more
important with high wing aircraft, for they are
laterally unstable on the water in a crosswind, and
may roll to the side in ditching.
NOTE-
This information has been extracted from the publication
_Aircraft Emergency Procedures Over Water."
19. Fuel Dumping
19.1_Should it become necessary to dump fuel, the
pilot should immediately advise ATC. Upon receipt
of advice that an aircraft will dump fuel, ATC will
broadcast or cause to be broadcast immediately and
every 3 minutes thereafter on appropriate ATC, FSS,
and airline company radio frequencies the following:
EXAMPLE-
ATTENTION ALL AIRCRAFT-FUEL DUMPING IN
PROGRESS-OVER (location) AT (altitude) BY (type
aircraft) (flight direction).
19.2_Upon receipt of such a broadcast, pilots of
aircraft affected, which are not on IFR flight plans or
special VFR clearances, should clear the area
specified in the advisory. Aircraft on IFR flight plans
or special VFR clearances will be provided specific
separation by ATC. At the termination of the fuel
dumping operation, pilots should advise ATC. Upon
receipt of such information, ATC will issue, on
appropriate frequencies, the following:
EXAMPLE-
ATTENTION ALL AIRCRAFT-FUEL DUMPING BY-
(type aircraft) TERMINATED.
20. Special Emergency (Air Piracy)
20.1_A special emergency is a condition of air piracy,
or other hostile act by a person(s) aboard an aircraft,
which threatens the safety of the aircraft or its
passengers.
20.2_The pilot of an aircraft reporting a special
emergency condition should:
20.2.1_If circumstances permit, apply distress or
urgency radio - telephony procedures. Include the
details of the special emergency.
20.2.2_If circumstances do not permit the use of
prescribed distress or urgency procedures, transmit:
20.2.2.1_On the air-ground frequency in use at the
time.
20.2.2.2_As many as possible of the following
elements spoken distinctly and in the following order.
a)_Name of the station addressed (time and
circumstances permitting).
b)_The identification of the aircraft and present
position.
c)_The nature of the special emergency condition
and pilot intentions (circumstances permitting).
d)_If unable to provide this information, use code
words and/or transponder setting for indicated
meanings as follows:
Spoken Words
TRANSPONDER SEVEN FIVE ZERO ZERO
Meaning
Am being hijacked/forced to a new destination
Transponder Setting
Mode 3/A, Code 7500
NOTE-
Code 7500 will never be assigned by ATC without prior
notification from the pilot that the aircraft is being
subjected to unlawful interference. The pilot should refuse
the assignment of this code in any other situation and
inform the controller accordingly. Code 7500 will trigger
the special emergency indicator in all radar ATC facilities.
20.3_Air traffic controllers will acknowledge and
confirm receipt of transponder Code 7500 by asking
the pilot to verify it. If the aircraft is not being
subjected to unlawful interference, the pilot should
respond to the query by broadcasting in the clear that
the aircraft is not being subjected to unlawful
interference. Upon receipt of this information, the
controller will request the pilot to verify the code
selection depicted in the code selector windows in the
transponder control panel and change the code to the
appropriate setting. If the pilot replies in the
affirmative or does not reply, the controller will not
AIP
United States of America
GEN 3.6-20
15 MAR 07
Federal Aviation Administration Nineteenth Edition
ask further questions but will flight follow, respond to
pilot requests, and notify appropriate authorities.
20.4_If it is possible to do so without jeopardizing the
safety of the flight, the pilot of a hijacked U.S.
passenger aircraft, after departing from the cleared
routing over which the aircraft was operating, will
attempt to do one or more of the following things
insofar as circumstances may permit:
20.4.1_Maintain a true airspeed of no more than
400_knots and, preferably, an altitude of between
10,000 and 25,000 feet.
20.4.2_Fly a course toward the destination which the
hijacker has announced.
20.5_If these procedures result in either radio contact
or air intercept, the pilot will attempt to comply with
any instructions received which may direct him/her to
an appropriate landing field._
21. FAA K-9 Explosives Detection Team
Program
21.1_The FAA’s Office of Civil Aviation Security
Operations manages the FAA K-9 Explosives
Detection Team Program, which was established in
1972. Through a unique agreement with law
enforcement agencies and airport authorities, the
FAA has strategically placed FAA-certified K-9
teams (a team is one handler and one dog) at airports
throughout the country. If a bomb threat is received
while an aircraft is in flight, the aircraft can be
directed to an airport with this capability.
21.2_The FAA provides initial and refresher training
for all handlers, provides single purpose explosive
detector dogs, and requires that each team is annually
evaluated in five areas for FAA certification: aircraft
(wide body and narrow body), vehicles, terminal,
freight, (cargo), and luggage. If you desire this
service, notify your company or an FAA air traffic
control facility.
21.3_FAA Sponsored Explosives Detection Dog/
Handler Team Locations
TBL GEN 3.6-5
Airport Symbol Location
ATL Atlanta, Georgia
BHM Birmingham, Alabama
BOS Boston, Massachusetts
BUF Buffalo, New York
CLT Charlotte, North Carolina
ORD Chicago, Illinois
CVG Cincinnati, Ohio
DFW Dallas, Texas
DEN Denver, Colorado
DTW Detroit, Michigan
IAH Houston, Texas
JAX Jacksonville, Florida
MCI Kansas City, Missouri
LAX Los Angeles, California
MEM Memphis, Tennessee
MIA Miami, Florida
MKE Milwaukee, Wisconsin
MSY New Orleans, Louisiana
MCO Orlando, Florida
PHX Phoenix, Arizona
PIT Pittsburgh, Pennsylvania
PDX Portland, Oregon
SLC Salt Lake City, Utah
SFO San Francisco, California
SJU San Juan, Puerto Rico
SEA Seattle, Washington
STL St. Louis, Missouri
TUS Tucson, Arizona
TUL Tulsa, Oklahoma
21.4_If due to weather or other considerations an
aircraft with a suspected hidden explosive problem
were to land or intended to land at an airport other
than those listed above, it is recommended they call
the FAA’s Washington Operations Center (telephone
202-267-3333, if appropriate) or have an air traffic
facility with which you can communicate contact the
above center requesting assistance.
AIP
United States of America
GEN 3.7-1
15 MAR 07
Federal Aviation Administration Nineteenth Edition
GEN 3.7 Aircraft Rescue and
Fire Fighting Communications
1. Discrete Emergency Frequency
1.1_Direct contact between an emergency aircraft
flight crew, Aircraft Rescue and Fire Fighting
Incident Commander (ARFF IC), and the Airport
Traffic Control Tower (ATCT) is possible on an
aeronautical radio frequency (Discrete Emergency
Frequency ) designated by Air Traffic Control
(ATC) from the operational frequencies assigned to
that facility.
1.2_Emergency aircraft at airports without an ATCT
(or when the ATCT is closed) may contact the
ARFF_IC (if ARFF service is provided) on the
Common Traffic Advisory Frequency (CTAF)
published for the airport or the civil emergency
frequency 121.5 MHz.
2. Radio Call Signs
Preferred radio call sign for the ARFF IC is
_(location/facility) Command" when communicating with the flight crew and the FAA ATCT.
EXAMPLE- LAX Command.
Washington Command.
3. ARFF Emergency Hand Signals
In the event that electronic communications cannot
be maintained between the ARFF IC and the flight
crew, standard emergency hand signals as depicted in
FIG GEN 3.7-1 through FIG GEN 3.7-3 should be
used. These hand signals should be known and
understood by all cockpit and cabin aircrew, and all
ARFF firefighters.
FIG GEN 3.7-1
FIG GEN 3.7-2
AIP
United States of America
GEN 3.7-2
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.7-3
AIP
United States of America
GEN 4.1-1
15 MAR 07
Federal Aviation Administration Nineteenth Edition
GEN 4. CHARGES FOR AERODROMES/HELIPORTS
AND AIR NAVIGATION SERVICES
GEN 4.1 Fees and Charges
1. General
1.1_Charges for services and facilities vary from
aerodrome to aerodrome, and information concerning such charges may be obtained at the aerodromes.
Unless alternative arrangements have been made, all
charges for the use of the aerodrome, such as landing
fees, passenger service charges, cargo charges,
storage charges, and the like, are payable on demand
or before the aircraft departs the aerodrome. All such
charges are established by and payable to the various
administrative authorities of the various aerodromes.
1.2_A private aircraft will be charged a processing
fee of $25 once every calendar year. This will be
charged the first time the aircraft arrives from a
foreign place in the calender year or may be paid in
advance. This fee is charged to the aircraft, not the
pilot, and the receipt should be kept with the aircraft.
1.3_Commercial aircraft operators will be charged a
processing fee of $5 per paying passenger for each
arrival from foreign to the U.S. This fee will not be
charged for passengers arriving from Canada,
Mexico, and certain nearby Caribbean countries.
2. Charges for Inspection Services
2.1_Generally speaking, free service is provided at
airports during regular business hours (usually
8_a.m. to 5 p.m.), Monday through Saturday, and
from 8 a.m. to 5 p.m. on Sundays and national
holidays. However, tours of duty at airports are based
on the need for services and are altered at some ports
to coincide with schedule changes and peak
workloads.
2.2_Overtime charges may be imposed, in certain
cases, for Immigration and Naturalization Services
and Public Health Service quarantine inspection of
aircraft whose operations are not covered by
published schedules. Information concerning such
charges may be obtained from the Immigration and
Naturalization Office and the Public Health Service
Medical Officer in Charge at, or nearest, the intended
place of landing.
3. Penalties for Violations
3.1_Since the law provides for substantial penalties
for violations of the Customs regulations, aircraft
operators and pilots should make every effort to
comply with them.
3.2_A $5,000 penalty will be assessed for common
violations such as:
3.2.1_Failure to report arrival.
3.2.2_Failure to obtain landing rights.
3.2.3_Failure to provide advance notice of arrival.
3.2.4_Failure to provide penetration report on
southern border.
3.2.5_Departing without permission or discharging
passengers or cargo without permission.
REFERENCE-
19 CFR 122.161.
NOTE-
1._Importation of contraband, including agricultural
materials, or undeclared merchandise can result in penalty
action and seizure of aircraft, which varies according to the
nature of the violation and pertinent provision of law.
2._The above penalties are double to $10,000 for a second
offense. Seizure of aircraft may occur at any time
depending upon the circumstances behind the violation.
3._If a penalty is incurred, application may be made to the
customs officer in charge for a reduction in amount or
cancellation, giving the grounds upon which relief is
believed to be justified. If the operator or pilot desires to
petition further for relief of the penalty, he/she may appeal
to the appropriate district Director of Customs. If still
further review of the penalty is desired, written appeal may
be made to the proper regional Commissioner of Customs
and, in some cases, to Customs Headquarters.
3.3_Any person violating any provision of the Public
Health Service regulations shall be subject to a fine of
not more than $1,000 or to imprisonment for not more
than 1 year, or both, as provided in section 368 of the
Public Health Service Act (42 U.S.C. 271).
AIP
United States of America
GEN 4.2-1
15 MAR 07
Federal Aviation Administration Nineteenth Edition
GEN 4.2 Air Navigation Facility Charges
The Federal Aviation Administration does not charge
for the use of Federal air navigation facilities or
telecommunications services.
AIP
AERONAUTICAL INFORMATION PUBLICATION
UNITED STATES OF AMERICA
PART 2
EN ROUTE (ENR)
AIP ENR 0.4-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
PART 2 -EN ROUTE (ENR)
ENR 0.
ENR 0.1 Preface -Not applicable
ENR 0.2 Record of AIP Amendments -See GEN 0.2-1
ENR 0.3 Record of AIP Supplements -Not applicable
ENR 0.4 Checklist of Pages
PAGE DATE
PART 2 -EN ROUTE (ENR)
ENR 0
0.4-1 31 JULY 08
0.4-2 31 JULY 08
0.4-3 31 JULY 08
0.6-1 15 MAR 07
ENR 1
1.1-1 15 MAR 07
1.1-2 15 MAR 07
1.1-3 15 MAR 07
1.1-4 15 MAR 07
1.1-5 15 MAR 07
1.1-6 15 MAR 07
1.1-7 15 MAR 07
1.1-8 15 MAR 07
1.1-9 15 MAR 07
1.1-10 15 MAR 07
1.1-11 15 MAR 07
1.1-12 15 MAR 07
1.1-13 15 MAR 07
1.1-14 15 MAR 07
1.1-15 15 MAR 07
1.1-16 15 MAR 07
1.1-17 15 MAR 07
1.1-18 15 MAR 07
1.1-19 15 MAR 07
1.1-20 15 MAR 07
1.1-21 15 MAR 07
1.1-22 15 MAR 07
1.1-23 15 MAR 07
1.1-24 15 MAR 07
1.1-25 15 MAR 07
1.1-26 15 MAR 07
1.1-27 15 MAR 07
1.1-28 15 MAR 07
PAGE DATE
1.1-29 15 MAR 07
1.1-30 15 MAR 07
1.1-31 15 MAR 07
1.1-32 15 MAR 07
1.1-33 15 MAR 07
1.1-34 15 MAR 07
1.1-35 15 MAR 07
1.1-36 15 MAR 07
1.1-37 15 MAR 07
1.1-38 15 MAR 07
1.1-39 15 MAR 07
1.1-40 15 MAR 07
1.1-41 15 MAR 07
1.1-42 15 MAR 07
1.1-43 15 MAR 07
1.1-44 15 MAR 07
1.1-45 15 MAR 07
1.1-46 15 MAR 07
1.1-47 31 JULY 08
1.1-48 31 JULY 08
1.1-49 15 MAR 07
1.1-50 15 MAR 07
1.1-51 15 MAR 07
1.1-52 15 MAR 07
1.1-53 15 MAR 07
1.1-54 15 MAR 07
1.1-55 15 MAR 07
1.1-56 15 MAR 07
1.1-57 15 MAR 07
1.1-58 15 MAR 07
1.1-59 15 MAR 07
1.1-60 15 MAR 07
1.1-61 15 MAR 07
1.1-62 15 MAR 07
1.1-63 15 MAR 07
PAGE DATE
1.1-64 14 FEB 08
1.1-65 30 AUG 07
1.1-66 30 AUG 07
1.1-67 30 AUG 07
1.1-68 30 AUG 07
1.1-69 30 AUG 07
1.1-70 30 AUG 07
1.1-71 30 AUG 07
1.1-72 30 AUG 07
1.1-73 30 AUG 07
1.1-74 30 AUG 07
1.1-75 30 AUG 07
1.1-76 30 AUG 07
1.2-1 15 MAR 07
1.3-1 15 MAR 07
1.4-1 15 MAR 07
1.4-2 15 MAR 07
1.4-3 15 MAR 07
1.4-4 15 MAR 07
1.4-5 15 MAR 07
1.4-6 15 MAR 07
1.4-7 15 MAR 07
1.4-8 15 MAR 07
1.4-9 15 MAR 07
1.4-10 15 MAR 07
1.4-11 15 MAR 07
1.4-12 15 MAR 07
1.4-13 15 MAR 07
1.5-1 31 JULY 08
1.5-2 15 MAR 07
1.5-3 15 MAR 07
1.5-4 15 MAR 07
1.5-5 15 MAR 07
1.5-6 15 MAR 07
1.5-7 15 MAR 07
31 JULY 08
AIP ENR 0.4-2
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
PAGE DATE
1.5-8 15 MAR 07
1.5-9 30 AUG 07
1.5-10 30 AUG 07
1.5-11 31 JULY 08
1.5-12 31 JULY 08
1.5-13 31 JULY 08
1.5-14 15 MAR 07
1.5-15 15 MAR 07
1.5-16 31 JULY 08
1.5-17 15 MAR 07
1.5-18 15 MAR 07
1.5-19 15 MAR 07
1.5-20 31 JULY 08
1.5-21 31 JULY 08
1.5-22 15 MAR 07
1.5-23 15 MAR 07
1.5-24 15 MAR 07
1.5-25 15 MAR 07
1.5-26 15 MAR 07
1.5-27 30 AUG 07
1.5-28 15 MAR 07
1.5-29 15 MAR 07
1.5-30 15 MAR 07
1.5-31 15 MAR 07
1.5-32 15 MAR 07
1.5-33 14 FEB 08
1.5-34 31 JULY 08
1.5-35 31 JULY 08
1.5-36 31 JULY 08
1.5-37 31 JULY 08
1.5-38 31 JULY 08
1.5-39 31 JULY 08
1.5-40 31 JULY 08
1.5-41 31 JULY 08
1.5-42 31 JULY 08
1.5-43 31 JULY 08
1.5-44 31 JULY 08
1.5-45 31 JULY 08
1.5-46 31 JULY 08
1.5-47 31 JULY 08
1.5-48 31 JULY 08
1.5-49 31 JULY 08
1.5-50 31 JULY 08
1.5-51 31 JULY 08
1.5-52 31 JULY 08
1.5-53 31 JULY 08
1.5-54 31 JULY 08
1.5-55 31 JULY 08
1.5-56 31 JULY 08
PAGE DATE
1.5-57 31 JULY 08
1.5-58 31 JULY 08
1.5-59 31 JULY 08
1.5-60 31 JULY 08
1.5-61 31 JULY 08
1.5-62 31 JULY 08
1.5-63 31 JULY 08
1.5-64 31 JULY 08
1.5-65 31 JULY 08
1.5-66 31 JULY 08
1.5-67 31 JULY 08
1.5-68 31 JULY 08
1.5-69 31 JULY 08
1.6-1 15 MAR 07
1.7-1 15 MAR 07
1.7-2 15 MAR 07
1.7-3 15 MAR 07
1.7-4 15 MAR 07
1.8-1 15 MAR 07
1.9-1 15 MAR 07
1.10-1 15 MAR 07
1.10-2 15 MAR 07
1.10-3 15 MAR 07
1.10-4 15 MAR 07
1.10-5 15 MAR 07
1.10-6 15 MAR 07
1.10-7 15 MAR 07
1.10-8 15 MAR 07
1.10-9 30 AUG 07
1.10-10 15 MAR 07
1.10-11 15 MAR 07
1.10-12 15 MAR 07
1.10-13 15 MAR 07
1.10-14 15 MAR 07
1.10-15 15 MAR 07
1.11-1 15 MAR 07
1.12-1 15 MAR 07
1.12-2 15 MAR 07
1.12-3 15 MAR 07
1.12-4 15 MAR 07
1.12-5 15 MAR 07
1.12-6 15 MAR 07
1.12-7 15 MAR 07
1.13-1 15 MAR 07
1.14-1 15 MAR 07
1.15-1 15 MAR 07
1.15-2 15 MAR 07
1.15-3 15 MAR 07
1.15-4 15 MAR 07
PAGE DATE
1.15-5 15 MAR 07
1.15-6 15 MAR 07
1.15-7 15 MAR 07
1.15-8 15 MAR 07
1.16-1 15 MAR 07
1.16-2 15 MAR 07
1.16-3 15 MAR 07
1.17-1 15 MAR 07
1.18-1 15 MAR 07
1.18-2 15 MAR 07
1.18-3 15 MAR 07
1.18-4 15 MAR 07
1.18-5 31 JULY 08
1.18-6 31 JULY 08
1.18-7 31 JULY 08
1.18-8 15 MAR 07
ENR 2
2-1 15 MAR 07
ENR 3
3.1-1 15 MAR 07
3.2-1 15 MAR 07
3.3-1 30 AUG 07
3.4-1 15 MAR 07
3.5-1 15 MAR 07
3.5-2 15 MAR 07
3.5-3 15 MAR 07
ENR 4
4.1-1 15 MAR 07
4.1-2 15 MAR 07
4.1-3 15 MAR 07
4.1-4 15 MAR 07
4.1-5 15 MAR 07
4.1-6 15 MAR 07
4.1-7 15 MAR 07
4.1-8 15 MAR 07
4.1-9 15 MAR 07
4.1-10 15 MAR 07
4.1-11 15 MAR 07
4.1-12 15 MAR 07
4.1-13 15 MAR 07
4.1-14 15 MAR 07
4.1-15 15 MAR 07
4.1-16 15 MAR 07
4.1-17 15 MAR 07
4.1-18 15 MAR 07
4.1-19 15 MAR 07
4.1-20 15 MAR 07
4.1-21 15 MAR 07
4.1-22 15 MAR 07
31 JULY 08
AIP ENR 0.4-3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
PAGE DATE
4.1-23 15 MAR 07
4.1-24 15 MAR 07
4.1-25 15 MAR 07
4.1-26 15 MAR 07
4.1-27 15 MAR 07
4.1-28 15 MAR 07
4.1-29 15 MAR 07
4.1-30 15 MAR 07
4.1-31 15 MAR 07
4.1-32 15 MAR 07
4.1-33 15 MAR 07
4.1-34 15 MAR 07
4.1-35 31 JULY 08
4.1-36 31 JULY 08
4.1-37 31 JULY 08
4.1-38 31 JULY 08
4.1-39 31 JULY 08
4.1-40 31 JULY 08
4.1-41 31 JULY 08
4.1-42 31 JULY 08
4.2-1 15 MAR 07
ENR 5
5.1-1 15 MAR 07
5.1-2 15 MAR 07
5.1-3 15 MAR 07
5.1-4 15 MAR 07
5.1-5 15 MAR 07
5.2-1 15 MAR 07
5.2-2 15 MAR 07
5.3-1 15 MAR 07
5.4-1 15 MAR 07
5.5-1 15 MAR 07
5.6-1 15 MAR 07
5.6-2 15 MAR 07
5.6-3 15 MAR 07
5.7-1 15 MAR 07
5.7-2 31 JULY 08
5.7-3 31 JULY 08
5.7-4 31 JULY 08
5.7-5 31 JULY 08
5.7-6 31 JULY 08
5.7-7 31 JULY 08
5.7-8 31 JULY 08
5.7-9 31 JULY 08
5.7-10 31 JULY 08
5.7-11 31 JULY 08
5.7-12 31 JULY 08
PAGE DATE
5.7-13 31 JULY 08
5.7-14 31 JULY 08
ENR 6
6.1-1 15 MAR 07
6.1-2 15 MAR 07
6.1-3 15 MAR 07
6.1-4 15 MAR 07
6.1-5 15 MAR 07
6.1-6 15 MAR 07
6.2-1 15 MAR 07
6.2-2 15 MAR 07
6.2-3 15 MAR 07
6.2-4 15 MAR 07
6.2-5 15 MAR 07
6.2-6 15 MAR 07
6.2-7 15 MAR 07
6.2-8 15 MAR 07
6.2-9 15 MAR 07
6.2-10 15 MAR 07
6.2-11 15 MAR 07
6.2-12 15 MAR 07
6.2-13 15 MAR 07
6.2-14 15 MAR 07
6.2-15 15 MAR 07
6.2-16 15 MAR 07
6.2-17 31 JULY 08
6.2-18 31 JULY 08
PAGE DATE
ENR 0.5 List of Hand Amendments to the AIP -Not applicable
31 JULY 08
AIP ENR 0.6-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 0.6 Table of Contents to Part 2
Page
ENR 1. GENERAL RULES AND PROCEDURES
ENR 1.1 General Rules ENR 1.1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.2 Visual Flight Rules ENR 1.2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.3 Instrument Flight Rules ENR 1.3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.4 ATS Airspace Classification ENR 1.4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.5 Holding, Approach, and Departure Procedures ENR 1.5-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.6 ENR 1.6-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.7 Altimeter Setting Procedures ENR 1.7-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.8 ENR 1.8-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.9 ENR 1.9-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.10 Flight Planning (Restriction, Limitation or Advisory Information) ENR 1.10-1 . . . . . . . . . . .
ENR 1.11 ENR 1.11-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.12 Interception of Civil Aircraft, National Security and Interception Procedures ENR 1.12-1 . . .
ENR 1.13 ENR 1.13-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.14 ENR 1.14-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.15 Medical Facts for Pilots ENR 1.15-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.16 Safety, Hazard, and Accident Reports ENR 1.16-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.17 North Atlantic (NAT) Timekeeping Procedures ENR 1.17-1 . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 1.18 Area Navigation (RNAV) and Required Navigation Performance (RNP) ENR 1.18-1 . . . . . .
ENR 2. AIR TRAFFIC SERVICES AIRSPACE ENR 2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 3. ATS ROUTES
ENR 3.1 ENR 3.1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 3.2 ENR 3.2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 3.3 Area Navigation (RNAV) Routes ENR 3.3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 3.4 ENR 3.4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 3.5 Other Routes ENR 3.5-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 4. NAVIGATION AIDS/SYSTEMS
ENR 4.1 Navigation Aids - En Route ENR 4.1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 4.2 Special Navigation Systems ENR 4.2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 5. NAVIGATION WARNINGS
ENR 5.1 Prohibited, Restricted, and Other Areas ENR 5.1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 5.2 Military Exercise and Training Areas ENR 5.2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 5.3 ENR 5.3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 5.4 ENR 5.4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 5.5 ENR 5.5-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 5.6 Bird Migration and Areas with Sensitive Fauna ENR 5.6-1 . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 5.7 Potential Flight Hazards ENR 5.7-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 6. HELICOPTER OPERATIONS
ENR 6.1 Helicopter IFR Operations ENR 6.1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENR 6.2 Special Operations ENR 6.2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIP ENR 1.1-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1. GENERAL RULES AND PROCEDURES
ENR 1.1 General Rules
1. Differences between National and
International Rules and Procedures
1.1_The air traffic rules and procedures applicable to
air traffic in U.S. Class A, B, C, D and E airspace
conform with Annexes 2 and 11 to the Convention on
International Civil Aviation and to those portions
applicable to aircraft in the Procedures for Air
Navigation Services -Rules of the Air and Air Traffic
Services (Doc 4444 - RAC/501/10) and to the
Regional Supplementary Procedures (DOC_7030)
applicable to the NAM, NAT, CAR and PAC Regions,
except as noted in the cases below. All differences
have been registered with the International Civil
Aviation Organization.
1.1.1_Annex 3 - Rules of the Air
NOTE-
See GEN 1.7.
1.1.2_Annex 11 - Air Traffic Services
NOTE-
See GEN 1.7.
1.1.3_Procedures for Air Navigation Services -
Rules of the Air (DOC 4444) and Air Traffic
Services (RAC/501/10)
NOTE-
See GEN 1.7.
1.1.4_Regional Supplementary Procedures
(Doc_7030)
NOTE-
See GEN 1.7.
2. Airport Operations
2.1_General
2.1.1_Increased traffic congestion, aircraft in climb
and descent attitudes, and pilots preoccupation with
cockpit duties are some factors that increase the
hazardous accident potential near the airport. The
situation is further compounded when the weather is
marginal; that is, just meeting VFR requirements.
Pilots must be particularly alert when operating in the
vicinity of an airport. This section defines some rules,
practices, and procedures that pilots should be
familiar with, and adhere to, for safe airport
operations.
2.1.2_Each airport operator regularly serving scheduled air carriers has put into use security measures
designed to prevent or deter unauthorized persons
from having access to _Air Operations Area." The
_Air Operations Area" means any area of the airport
used or intended to be used for landing, takeoff, or
surface maneuvering of aircraft. Pilots are encouraged to obtain airport security instructions by posted
signs or radio communication.
3. Airports With an Operating Control Tower
3.1_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
(Approach Control).
3.2_When operating at an airport where traffic
control is being exercised by a control tower, pilots
are required to maintain two-way radio contact with
the tower while operating within the Class B,
Class_C, and Class D surface area unless the tower
authorizes otherwise. Initial callup should be made
about 15 miles from the airport. Unless there is a good
reason to leave the tower frequency before exiting the
Class B, Class C, and Class D surface area, it is a good
operating practice to remain on the tower frequency
for the purpose of receiving traffic information. In the
interest of reducing tower frequency congestion,
pilots are reminded that it is not necessary to request
permission to leave the tower frequency once outside
of Class B, Class C, and Class D surface area. Not all
airports with an operating control tower will have
Class D airspace. These airports do not have weather
reporting which is a requirement for surface-based
controlled airspace, previously known as a control
zone. The controlled airspace over these airports will
normally begin at 700 feet or 1,200 feet above ground
level and can be determined from the visual
aeronautical charts. Pilots are expected to use good
operating practices and communicate with the control
tower as described in this section.
AIP ENR 1.1-2
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
3.3_When necessary, the tower controller will issue
clearances or other information for aircraft to
generally follow the desired flight path (traffic
pattern) when flying in the Class D airspace, and the
proper taxi routes when operating on the ground. If
not otherwise authorized or directed by the tower,
pilots approach to land in an airplane must circle the
airport to the left, and pilots approaching to land in a
helicopter must avoid the flow of fixed-wing traffic.
However, an appropriate clearance must be received
from the tower before landing.
3.4_The following terminology for the various
components of a traffic pattern has been adopted as
standard for use by control towers and pilots:
3.4.1_Upwind leg._A flight path parallel to the
landing runway in the direction of landing.
3.4.2_Crosswind leg._A flight path at right angles to
the landing runway off its takeoff end.
3.4.3_Downwind leg._A flight path parallel to the
landing runway in the opposite direction of landing.
3.4.4_Base leg._A flight path at right angles to the
landing runway off its approach end and extending
from the downwind leg to the intersection of the
extended runway centerline.
3.4.5_Final approach._A flight path in the direction
of landing along the extended runway centerline from
the base leg to the runway.
FIG ENR 1.1-1
Components of a Traffic Pattern
NOTE-
FIG ENR 1.1-1 is intended only to illustrate terminology
used in identifying various components of a traffic pattern.
It should not be used as a reference or guide on how to enter
a traffic pattern.
3.5_Many towers are equipped with a tower radar
display. The radar uses are intended to enhance the
effectiveness and efficiency of the local control, or
tower, position. They are not intended to provide
radar services or benefits to pilots except as they may
accrue through a more efficient tower operation. The
four basic uses are:
3.5.1_To determine an aircraft’s exact location._This
is accomplished by radar identifying the VFR aircraft
through any of the techniques available to a radar
position; such as, having the aircraft ident. Once
identified, the aircraft’s position and spatial relationship to other aircraft can be quickly determined, and
standard instructions regarding VFR operation in the
aircraft traffic area will be issued. Once initial radar
identification of a VFR aircraft has been established
and the appropriate instructions have been issued,
radar monitoring may be discontinued; the reason
being that the local controller’s primary means of
surveillance in VFR conditions is usually scanning
the airport and local area.
3.5.2_To provide radar traffic advisories._Radar
traffic advisories may be provided to the extent that
the local controller is able to monitor the radar
display. Local control has primary control responsibilities to the aircraft operating on the runways which
will normally supersede radar monitoring duties.
3.5.3_To provide a direction or suggested heading.
The local controller may provide pilots flying VFR
with generalized instructions which will facilitate
operations; e.g., _PROCEED SOUTHWEST
BOUND, ENTER A RIGHT DOWNWIND RUN-
WAY THREE ZERO;" or provide a suggested
heading to establish radar identification or as an
advisory aid to navigation; e.g., _SUGGESTED
HEADING TWO TWO ZERO, FOR RADAR
IDENTIFICATION." In both cases, the instructions
are advisory aids to the pilot flying VFR and are not
radar vectors. PILOTS HAVE COMPLETE
DISCRETION REGARDING ACCEPTANCE OF
THE SUGGESTED HEADING OR DIRECTION
AND HAVE SOLE RESPONSIBILITY FOR
SEEING AND AVOIDING OTHER AIRCRAFT.
AIP ENR 1.1-3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
3.5.4_To provide information and instructions to
aircraft operating within Class D airspace. In an
example of this situation, the local controller would
use the radar to advise a pilot on an extended
downwind when to turn base leg.
NOTE-
The above tower radar applications are intended to
augment the standard functions of the local control
position. There is no controller requirement to maintain
constant radar identification and, in fact, such a
requirement could compromise the local controller’s
ability to visually scan the airport and local area to meet
FAA responsibilities to the aircraft operating on the
runways and within Class D airspace. Normally, pilots will
not be advised of being in radar contact since that
continued status cannot be guaranteed and since the
purpose of the radar identification is not to establish a link
for the provision of radar services.
3.6_A few of the radar-equipped towers are
authorized to use the radar to ensure separation
between aircraft in specific situations, while still
others may function as limited radar approach
controls. The various radar uses are strictly a function
of FAA operational need. The facilities may be
indistinguishable to pilots since they are all referred
to as tower and no publication lists the degree of radar
use. THEREFORE, WHEN IN COMMUNICA-
TION_WITH A TOWER CONTROLLER WHO
MAY_HAVE RADAR AVAILABLE, DO NOT
ASSUME THAT CONSTANT RADAR MON-
ITORING AND COMPLETE ATC RADAR SER-
VICES ARE BEING PROVIDED.
4. Traffic Patterns
4.1_At most airports and military air bases, traffic
pattern altitudes for propeller driven aircraft
generally extend from 600 feet to as high as 1,500 feet
above the ground. Also, traffic pattern altitudes for
military turbojet aircraft sometimes extend up to
2,500 feet above the ground. Therefore, pilots of en
route aircraft should be constantly on the alert for
other aircraft in traffic patterns and avoid these areas
whenever possible. Traffic pattern altitudes should be
maintained unless otherwise required by the
applicable distance from cloud criteria (14 CFR
Section_91.155.)
(See FIG ENR 1.1-2 and FIG ENR 1.1-3.)
4.2_Unexpected Maneuvers in the Airport Traffic
Pattern
4.2.1_There have been several incidents in the
vicinity of controlled airports that were caused
primarily by aircraft executing unexpected maneuvers. ATC service is based upon observed or known
traffic and airport conditions. Controllers establish
the sequence of arriving and departing aircraft by
requiring them to adjust flight as necessary to achieve
proper spacing. These adjustments can only be based
on observed traffic, accurate pilot reports, and
anticipated aircraft maneuvers. Pilots are expected to
cooperate so as to preclude disruption of traffic flow
or creation of conflicting patterns. The pilot in
command of an aircraft is directly responsible for and
is the final authority as to the operation of that aircraft.
4.2.2_On occasion it may be necessary for pilots to
maneuver their aircraft to maintain spacing with the
traffic they have been sequenced to follow. The
controller can anticipate minor maneuvering such as
shallow _S" turns. The controller cannot, however,
anticipate a major maneuver such as a 360-degree
turn. If a pilot makes a 360-degree turn after
obtaining a landing sequence, the result is usually a
gap in the landing interval and more importantly it
causes a chain reaction which may result in a conflict
with following traffic and interruption of the
sequence established by the tower or approach
controller. Should a pilot decide to make maneuvering turns to maintain spacing behind a preceding
aircraft, the pilot should always advise the controller
if at all possible. Except when requested by the
controller or in emergency situations, a 360-degree
turn should never be executed in the traffic pattern or
when receiving radar service without first advising
the controller.
AIP ENR 1.1-4
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.1-2
Traffic Pattern Operations
Single Runway
EXAMPLE-
KEY TO TRAFFIC PATTERN OPERATIONS
1._Enter pattern in level flight, abeam the midpoint of the
runway, at pattern altitude. (1,000’ AGL is recommended
pattern altitude unless established otherwise.)
2._Maintain pattern altitude until abeam approach end of
the landing runway on downwind leg.
3._Complete turn to final at least 1
/4 mile from the runway.
4._Continue straight ahead until beyond departure end of
runway.
5._If remaining in the traffic pattern, commence turn to
crosswind leg beyond the departure end of the runway
within 300 feet of pattern altitude.
6._If departing the traffic pattern, continue straight out, or
exit with a 45 degree turn (to the left when in a left-hand
traffic pattern; to the right when in a right-hand traffic
pattern) beyond the departure end of the runway, after
reaching pattern altitude.
AIP ENR 1.1-5
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.1-3
Traffic Pattern Operations
Parallel Runways
EXAMPLE-
KEY TO TRAFFIC PATTERN OPERATIONS
1._Enter pattern in level flight, abeam the midpoint of the
runway, at pattern altitude. (1,000’ AGL is recommended
pattern altitude unless established otherwise.)
2._Maintain pattern altitude until abeam approach end of
the landing runway on downwind leg.
3._Complete turn to final at least 1
/4 mile from the runway.
4._Continue straight ahead until beyond departure end of
runway.
5._If remaining in the traffic pattern, commence turn to
crosswind leg beyond the departure end of the runway
within 300 feet of pattern altitude.
6._If departing the traffic pattern, continue straight out, or
exit with a 45 degree turn (to the left when in a left-hand
traffic pattern; to the right when in a right-hand traffic
pattern) beyond the departure end of the runway, after
reaching pattern altitude.
7._Do not overshoot final or continue on a track which will
penetrate the final approach of the parallel runway.
8._Do not continue on a track which will penetrate the
departure path of the parallel runway.
AIP ENR 1.1-6
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
5. Visual Indicators at Airports Without an
Operating Control Tower
5.1_At those airports without an operating control
tower, a segmented circle visual indicator system, if
installed, is designed to provide traffic pattern
information. The segmented circle system consists of
the following components:
5.1.1_The Segmented Circle._Located in a position
affording maximum visibility to pilots in the air and
on the ground and providing a centralized location for
other elements of the system.
5.1.2_The Wind Direction Indicator._A wind cone,
wind sock, or wind tee installed near the operational
runway to indicate wind direction. The large end of
the wind cone/wind sock points into the wind as does
the large end (cross bar) of the wind tee. In lieu of a
tetrahedron and where a wind sock or wind cone is
collocated with a wind tee, the wind tee may be
manually aligned with the runway in use to indicate
landing direction. These signaling devices may be
located in the center of the segmented circle and may
be lighted for night use. Pilots are cautioned against
using a tetrahedron to indicate wind direction.
5.1.3_The Landing Direction Indicator._A tetrahedron is installed when conditions at the airport
warrant its use. It may be used to indicate the direction
of landings and takeoffs. A tetrahedron may be
located at the center of a segmented circle and may be
lighted for night operations. The small end of the
tetrahedron points in the direction of landing. Pilots
are cautioned against using a tetrahedron for any
purpose other than as an indicator of landing
direction. Further, pilots should use extreme caution
when making runway selection by use of a
tetrahedron in very light or calm wind conditions as
the tetrahedron may not be aligned with the
designated calm-wind runway. At airports with
control towers, the tetrahedron should only be
referenced when the control tower is not in operation.
Tower instructions supersede tetrahedron indications.
5.1.4_Landing strip indicators._Installed in pairs
as shown in the segmented circle diagram, and used
to show the alignment of landing strips.
5.1.5_Traffic pattern indicators._Arranged in pairs
in conjunction with landing strip indicators and used
to indicate the direction of turns when there is a
variation from the normal left traffic pattern. If there
is no segmented circle installed at the airport, traffic
pattern indicators may be installed on or near the end
of the runway.
5.2_Preparatory to landing at an airport without a
control tower, or when the control tower is not in
operation, the pilot should concern himself with the
indicator for the approach end of the runway to be
used. When approaching for landing, all turns must
be made to the left unless a traffic pattern indicator
indicates that turns should be made to the right. If the
pilot will mentally enlarge the indicator for the
runway to be used, the base and final approach legs
of the traffic pattern to be flown immediately become
apparent. Similar treatment of the indicator at the
departure end of the runway will clearly indicate the
direction of turn after takeoff.
5.3_When two or more aircraft are approaching an
airport for the purpose of landing, the pilot of the
aircraft at the lower altitude has the right-of-way
over the pilot of the aircraft at the higher altitude.
However, the pilot operating at the lower altitude
should not take advantage of another aircraft, which
is on final approach to land, by cutting in front of, or
overtaking that aircraft.
6. Ground Control Frequencies
6.1_Pilots of departing aircraft should communicate
with the control tower on the appropriate ground
control/clearance delivery frequency prior to starting
engines to receive engine start time, taxi and/or
clearance information. Unless otherwise advised by
the tower, remain on that frequency during taxiing
and runup, then change to local control frequency
when ready to request takeoff clearance.
NOTE-
Pilots are encouraged to monitor the local tower frequency
as soon as practical consistent with other ATC
requirements.
6.2_The tower controller will consider that pilots of
turbine-powered aircraft are ready for takeoff when
they reach the runway or warm-up block unless
advised otherwise.
6.3_The majority of ground control frequencies are in
the 121.6-121.9 MHz bandwidth. Ground control
frequencies are provided to eliminate frequency
congestion on the tower (local control) frequency and
are limited to communications between the tower and
aircraft on the ground and between the tower and
utility vehicles on the airport, provide a clear VHF
channel for arriving and departing aircraft. They are
AIP ENR 1.1-7
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
used for issuance of taxi information, clearances, and
other necessary contacts between the tower and
aircraft or other vehicles operated on the airport. A
pilot who has just landed should not change from the
tower frequency to the ground control frequency until
directed to do so by the controller. Normally, only one
ground control frequency is assigned at an airport;
however, at locations where the amount of traffic so
warrants, a second ground control frequency and/or
another frequency designated as a clearance delivery
frequency, may be assigned.
6.4_A controller may omit the ground or local control
frequency if the controller believes the pilot knows
which frequency is in use. If the ground control
frequency is in the 121 MHz bandwidth the controller
may omit the numbers preceding the decimal point;
e.g., 121.7, _CONTACT GROUND POINT
SEVEN." However, if any doubt exists as to what
frequency is in use, the pilot should promptly request
the controller to provide that information.
6.5_Controllers will normally avoid issuing a radio
frequency change to helicopters, known to be
single-piloted, which are hovering, air taxiing, or
flying near the ground. At times, it may be necessary
for pilots to alert ATC regarding single pilot
operations to minimize delay of essential ATC
communications. Whenever possible, ATC instructions will be relayed through the frequency being
monitored until a frequency change can be
accomplished. Pilots must promptly advise ATC if
they are unable to comply with a frequency change.
Also, pilots should advise ATC if they must land to
accomplish the frequency change unless it is clear the
landing; e.g., on a taxiway or in a helicopter operating
area, will have no impact on other air traffic.
7. Traffic Control Light Signals
7.1_The following procedures are used by airport
traffic control towers in the control of aircraft, ground
vehicles, equipment, and personnel not equipped
with radio. These same procedures will be used to
control aircraft, ground vehicles, equipment, and
personnel equipped with radio if radio contact cannot
be established. Airport traffic control personnel use a
directive traffic control signal which emits an intense
narrow beam of a selected color (either red, white, or
green) when controlling traffic by light signals.
7.2_Although the traffic signal light offers the
advantage that some control may be exercised over
nonradio-equipped aircraft, pilots should be cognizant of the disadvantages which are:
7.2.1_The pilot may not be looking at the control
tower at the time a signal is directed toward him/her;
and
7.2.2_The directions transmitted by a light signal are
very limited since only approval of a pilot’s
anticipated actions may be transmitted. No supplement or explanatory information may be transmitted
except by the use of the _General Warning Signal"
which advises the pilot to be on the alert.
7.3_Between sunset and sunrise, a pilot wishing to
attract the attention of the control tower should turn
on a landing light and taxi the aircraft into a position,
clear of the active runway, so that light is visible to the
tower. The landing light should remain on until
appropriate signals are received from the tower.
TBL ENR 1.1-1
Air Traffic Control Tower Light Gun Signals
Meaning
Color and Type of Signal Movement of Vehicles,
Equipment and Personnel
Aircraft on the Ground Aircraft in Flight
Steady green Cleared to cross, proceed or go Cleared for takeoff Cleared to land
Flashing green Not applicable Cleared for taxi Return for landing (to be
followed by steady green at the
proper time)
Steady red STOP STOP Give way to other aircraft and
continue circling
Flashing red Clear the taxiway/runway Taxi clear of the runway in use Airport unsafe, do not land
Flashing white Return to starting point on
airport
Return to starting point on
airport
Not applicable
Alternating red and green Exercise extreme caution Exercise extreme caution Exercise extreme caution
AIP ENR 1.1-8
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
8. Use of Runways/Declared Distances
8.1_Runways are identified by numbers which
indicate the nearest 10-degree increment of the
azimuth of the runway centerline. For example,
where the magnetic azimuth is 183 degrees, the
runway designation would be 18; for a magnetic
azimuth of 87 degrees, the runway designation would
be 9. For a magnetic azimuth ending in the number 5,
such as 185, the runway designation could be either
18 or 19. Wind direction issued by the tower is also
magnetic, and wind velocity is in knots.
8.2_Airport proprietors are responsible for taking the
lead in local aviation noise control. Accordingly, they
may propose specific noise abatement plans to the
FAA. If approved, these plans are applied in the form
of Formal or Informal Runway Use Programs for
noise abatement purposes.
8.3_At airports where no runway use program is
established, ATC clearance may specify:
8.3.1_The runway most nearly aligned with the wind
when it is five knots or more.
8.3.2_The _calm wind" runway when wind is less
than five knots.
8.3.3_Another runway if operationally advantageous.
NOTE-
It is not necessary for a controller to specifically inquire if
the pilot will use a specific runway or to offer the pilot a
choice of runways. If a pilot prefers to use a different
runway than that specified or the one most nearly aligned
with the wind, the pilot is expected to inform ATC
accordingly.
8.4_At airports where a runway use program is
established, ATC will assign runways deemed to have
the least noise impact. If in the interest of safety a
runway different than that specified is preferred, the
pilot is expected to advise ATC accordingly. ATC will
honor such requests and advise pilots when the
requested runway is noise sensitive. When use of a
runway other that the one assigned is requested, pilot
cooperation is encouraged to preclude disruption of
traffic flows or creation of conflicting patterns.
8.5_At some airports, the airport proprietor may
declare that sections of a runway at one or both ends
are not available for landing or takeoff. For these
airports, the declared distance of runway length
available for a particular operation is published in the
Airport/Facility Directory. These distances are
calculated by adding to the full length of paved
runway any applicable clearway or stopway and
subtracting from that sum the sections of the runway
unsuitable for satisfying the required takeoff run,
takeoff, accelerate/stop, or landing distance.
