4.2.3_ARTCC Radio Frequency Outage.
ARTCC’s normally have at least one back-up radio
receiver and transmitter system for each frequency
which can usually be pressed into service quickly
with little or no disruption of ATC service.
Occasionally, technical problems may cause a delay
but switchover seldom takes more than 60 seconds.
When it appears that the outage will not be quickly
remedied, the ARTCC will usually request a nearby
aircraft, if there is one, to switch to the affected
frequency to broadcast communications instructions.
It is important, therefore, that the pilot wait at least
one minute before deciding that the ARTCC has
actually experienced a radio frequency failure. When
such an outage does occur, the pilot should, if
workload and equipment capability permit, maintain
a listening watch on the affected frequency while
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United States of America
GEN 3.3-4
15 MAR 07
Federal Aviation Administration Nineteenth Edition
attempting to comply with the recommended
communications procedures which follow.
4.2.3.1_If two-way communications cannot be
established with the ARTCC after changing frequencies, a pilot should attempt to recontact the
transferring controller for the assignment of an
alternative frequency or other instructions.
4.2.3.2_When an ARTCC radio frequency failure
occurs after two-way communications have been
established, the pilot should attempt to reestablish
contact with the center on any other known ARTCC
frequency, preferably that of the next responsible
sector when practicable, and ask for instructions.
However, when the next normal frequency change
along the route is known to involve another ATC
facility, the pilot should contact that facility, if
feasible, for instructions. If communications cannot
be reestablished by either method, the pilot is
expected to request communications instructions
from the FSS appropriate to the route of flight.
NOTE-
The exchange of information between an aircraft and an
ARTCC through an FSS is quicker than relay via company
radio because the FSS has direct interphone lines to the
responsible ARTCC sector. Accordingly, when circumstances dictate a choice between the two, during an
ARTCC frequency outage, relay via FSS radio is
recommended.
5. Radio Communications Failure
5.1_Pilots of IFR flights experiencing two-way radio
failure are expected to adhere to the procedures
prescribed in GEN 3.4, paragraph 12.
REFERENCE-
14 CFR Section 91.185
6. Position Reporting
6.1_The safety and effectiveness of traffic control
depends to a large extent on accurate position
reporting. In order to provide the proper separation
and expedite aircraft movements, ATC must be able
to make accurate estimates of the progress of every
aircraft operating on an IFR flight plan.
6.2_Position Identification
6.2.1_When a position report is to be made passing a
VOR radio facility, the time reported should be the
time at which the first complete reversal of the
_to/from" indicator is accomplished.
6.2.2_When a position report is made passing a
facility by means of an airborne automatic direction
finder (ADF), the time reported should be the time at
which the indicator makes a complete reversal.
6.2.3_When an aural or light-panel indication is used
to determine the time passing a reporting point, such
as a fan marker, Z marker, cone of silence or
intersection of range courses, the time should be
noted when the signal is first received and again when
it ceases. The mean of these two times should then be
taken as the actual time over the fix.
6.2.4_If a position is given with respect to distance
and direction from a reporting point, the distance and
direction should be computed as accurately as
possible.
6.2.5_Except for terminal transition purposes,
position reports or navigation with reference to aids
not established for use in the structure in which flight
is being conducted will not normally be required by
ATC.
6.3_Position Reporting Points
6.3.1_Federal Aviation Regulations require pilots to
maintain a listening watch on the appropriate
frequency and, unless operating under the provisions
of subparagraph 6.4, to furnish position reports
passing certain reporting points. Reporting points are
indicated by symbols on en route charts. The
designated compulsory reporting point symbol is the
solid triangle ; the _on request" reporting point
symbol is the open triangle . Reports passing an
_on request" reporting point are only necessary when
requested by ATC.
6.4_Position Reporting Requirements
6.4.1_Flights Along Airways or Routes. A position
report is required by all flights regardless of altitude,
including those operating in accordance with an ATC
clearance specifying _VFR-on-top," over each
designated compulsory reporting point along the
route being flown.
6.4.2_Flight Along a Direct Route. Regardless of
the altitude or flight level being flown, including
flights operating in accordance with an ATC
clearance specifying _VFR-on-top," pilots shall
report over each reporting point used in the flight plan
to define the route of flight.
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GEN 3.3-5
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6.4.3_Flights in a Radar Environment. When
informed by ATC that their aircraft are in _RADAR
CONTACT," PILOTS SHOULD DISCONTINUE
POSITION REPORTS OVER DESIGNATED RE-
PORTING POINTS. They should resume normal
position reporting when ATC advises _RADAR
CONTACT LOST" or _RADAR SERVICE TERMI-
NATED."
NOTE-
ATC will inform pilots that they are in _radar contact"
(a)_When their aircraft is initially identified in the ATC
system; and (b) When radar identification is reestablished
after radar service has been terminated or radar contact
has been lost. Subsequent to being advised that the
controller has established radar contact, this fact will not
be repeated to the pilot when handed off to another
controller. At times, the aircraft identity will be confirmed
by the receiving controller; however, this should not be
construed to mean that radar contact has been lost. The
identity of transponder-equipped aircraft will be
confirmed by asking the pilot to _ident, squawk standby,"
or to change codes. Aircraft without transponders will be
advised of their position to confirm identity. In this case, the
pilot is expected to advise the controller if in disagreement
with the position given. If the pilot cannot confirm the
accuracy of the position given because of not being tuned
to the NAVAID referenced by the controller, the pilot should
ask for another radar position relative to the tuned in
NAVAID.
6.5_Position Report Items
6.5.1_Position reports should include the following items:
6.5.1.1_Identification.
6.5.1.2_Position.
6.5.1.3_Time.
6.5.1.4_Altitude or flight level (Include actual
altitude or flight level when operating on a clearance
specifying _VFR-on-top.").
6.5.1.5_Type of flight plan (not required in IFR
position reports made directly to ARTCCs or
approach control).
6.5.1.6_ETA and name of next reporting point.
6.5.1.7_The name only of the next succeeding
reporting point along the route of flight.
6.5.1.8_Pertinent remarks.
7. Additional Reports
7.1_The following reports should be made to ATC or
FSS facilities without a specific request:
7.1.1_At all times, report:
7.1.1.1_When vacating any previously assigned
altitude/flight level for a newly assigned altitude/
flight level.
7.1.1.2_When an altitude change will be made if
operating on a clearance specifying _VFR-on-top."
7.1.1.3_When unable to climb/descend at a rate of at
least 500 feet per minute.
7.1.1.4_When approach has been missed. (Request
clearance for specific action; i.e., to alternative
airport, another approach, etc.).
7.1.1.5_Change in the average true airspeed (at
cruising altitude) when it varies by 5 percent or
10_knots (whichever is greater) from that filed in the
flight plan.
7.1.1.6_The time and altitude/flight level reaching a
holding fix or point to which cleared.
7.1.1.7_When leaving any assigned holding fix or
point.
NOTE-
The reports in subparagraphs 7.1.1.6 and 7.1.1.7 may be
omitted by pilots of aircraft involved in instrument training
at military area facilities when radar service is being
provided.
7.1.1.8_Any loss, in controlled airspace, of VOR,
TACAN, ADF, low frequency navigation receiver
capability, GPS anomalies while using installed
IFR-certified GPS/GNSS receivers, complete or
partial loss of ILS receiver capability or impairment
of air/ground communications capability. Reports
should include aircraft identification, equipment
affected, degree to which the capability to operate
under IFR in the ATC system is impaired, and the
nature and extent of assistance desired from ATC.
NOTE-
When reporting GPS anomalies, include the location and
altitude of the anomaly. Be specific when describing the
location and include duration of the anomaly if necessary.
7.1.1.9_Any information relating to the safety of
flight.
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GEN 3.3-6
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NOTE-
Other equipment installed in an aircraft may effectively
impair safety and/or the ability to operate under IFR. If
such equipment; e.g., airborne weather radar, malfunctions and in the pilot’s judgment either safety or IFR
capabilities are affected, reports should be made as above.
7.2_When not in radar contact, report:
7.2.1_When leaving the final approach fix inbound
on final approach (nonprecision approach) or when
leaving the outer marker or fix used in lieu of the outer
marker inbound on final approach (precision
approach); or
7.2.2_A corrected estimate at any time it becomes
apparent that an estimate as previously submitted is
in error in excess of 3 minutes.
7.3_Pilots encountering weather conditions which
have not been forecast, or hazardous conditions
which have been forecast, are expected to forward a
report of such weather to ATC.
8. Quota Flow Control
8.1_Quota Flow Control is designed to balance the
ATC system demand with system capacity.
8.2_ARTCCs will hold the optimum number of
aircraft that their primary and secondary holding
fixes will safely accommodate without imposing
undue limitations on the control of other traffic
operating within the ARTCC’s airspace. This is based
on the user’s requirement to continue operating to a
terminal regardless of the acceptance rate at that
terminal. When staffing, equipment, or severe
weather will inhibit the number of aircraft the arrival
ARTCC may safely hold, a reduction may be
necessary.
8.3_When an ARTCC is holding the optimum
number of aircraft, the adjacent ARTCCs will be
issued quotas concerning aircraft which can be
cleared into the impacted ARTCC’s airspace. When
the adjacent center’s demand exceeds the quota,
aircraft will be held in the adjacent ARTCC’s airspace
until they can be permitted to proceed.
8.4_The size of the hourly quota will be based
initially on the projected acceptance rate and
thereafter on the actual landing and diversion totals.
Once quotas have been imposed, departures in the
arrival and adjacent ARTCC’s area to the affected
airport may be assigned ground delay, if necessary, to
limit airborne holding to ATC capacity. However,
when a forecast of improved acceptance rate appears
reliable, in the opinion of the arrival ARTCC,
additional above-quota flights may be approved
based on the expectation that by the time these
additional above-quota flights become an operational factor in the affected area, the system will be able
to absorb them without undue difficulty.
8.5_Long distance flights, which originate beyond
the adjacent ARTCC area, will normally be permitted
to proceed to a point just short of the arrival ARTCC
boundary where a delay, at least equal to the delays
(ground/airborne) being encountered, will be assigned.
8.6_ARTCCs imposing ground delays make efforts
to advise the users when lengthy delays are a prospect
to preclude unnecessary boarding and subsequent
unloading prior to actual takeoff due to lengthy
unanticipated ground delays. Users should advise the
ARTCC through FSS or operation offices when there
is any significant change in the proposed departure
time so as to permit more efficient flow control
planning. Airborne aircraft holding in the adjacent
ARTCC airspace generally receive more benefit than
ground delayed aircraft when increases unexpectedly
develop in the quota number because the reaction
time is less. For this reason, whenever operationally
feasible, adjacent ARTCCs may offer airborne delay
within their areas instead of ground delay.
8.7_Flights originating beyond the adjacent ARTCC
areas may not have sufficient fuel to absorb the total
anticipated delay while airborne. Accordingly, the
concerned adjacent ARTCC may permit these flights
to land in its area while retaining previously
accumulated delay for the purpose of quota priority.
When the amount of air traffic backlogging in an
adjacent ARTCC area is approaching the saturation
point, additional en route traffic will be subject to
prior approval.
8.8_Generally, movement of arrival aircraft into the
impacted airport terminal area will be made on the
basis that those flights with the most accumulated
delay, either ground, airborne, or a combination of
both, normally receive priority over other traffic. This
applies only to delays encountered because of the
situation at the airport of intended landing.
8.9_Pilots/operators are advised to check for flow
control advisories which are transmitted to FSSs, to
selected airline dispatch offices, and to ARTCCs.
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GEN 3.3-7
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Federal Aviation Administration Nineteenth Edition
9. Advisory and Air Traffic Information
Services
9.1 Approach Control Service for VFR Arriving
Aircraft
9.1.1 Numerous approach control facilities have
established programs for arriving VFR aircraft to
contact approach control for landing information.
This information includes: wind, runway, and
altimeter setting at the airport of intended landing.
This information may be omitted if contained in the
ATIS broadcast and the pilot states the appropriate
ATIS code.
NOTE-
Pilot use of “have numbers” does not indicate receipt of the
ATIS broadcast. In addition, the controller will provide
traffic advisories on a workload permitting basis.
9.1.2 Such information will be furnished upon initial
contact with the concerned approach control facility.
The pilot will be requested to change to the tower
frequency at a predetermined time or point, to receive
further landing information.
9.1.3 Where available, use of this procedure will not
hinder the operation of VFR flights by requiring
excessive spacing between aircraft or devious
routing. Radio contact points will be based on time or
distance rather than on landmarks.
9.1.4 Compliance with this procedure is not
mandatory, but pilot participation is encouraged. (See
ENR 1.1, paragraph 39, Terminal Radar Services for
VFR Aircraft.)
NOTE-
Approach control services for VFR aircraft are normally
dependent on air traffic control radar. These services are
not available during periods of a radar outage. Approach
control services for VFR aircraft are limited when Center
Radar ARTS Presentation/ Processing (CENRAP) is in
use.
9.2 Traffic Advisory Practices at Airports
Without Operating Control Towers
9.2.1 Airport Operations Without an Operating
Control Tower
9.2.1.1 There is no substitute for alertness while in
the vicinity of an airport. It is essential that pilots be
alert and look for other traffic and exchange traffic
information when approaching or departing an
airport without an operating control tower. This is of
particular importance since other aircraft may not
have communication capability or, in some cases,
pilots may not communicate their presence or
intentions when operating into or out of such airports.
To achieve the greatest degree of safety, it is essential
that all radio-equipped aircraft transmit/receive on a
common frequency identified for the purpose of
airport advisories.
9.2.1.2 An airport may have a full or part-time tower
or FSS located on the airport, a full or part-time
UNICOM station or no aeronautical station at all.
There are three ways for pilots to communicate their
intention and obtain airport/traffic information when
operating at an airport that does not have an operating
tower: by communicating with an FSS, a UNICOM
operator, or by making a self-announce broadcast.
9.2.1.3 Many airports are now providing completely
automated weather, radio check capability and airport
advisory information on an automated UNICOM
system. These systems offer a variety of features,
typically selectable by microphone clicks, on the
UNICOM frequency. Availability of the automated
UNICOM will be published in the Airport/Facility
Directory and approach charts.
9.2.2 Communicating on a Common Frequency
9.2.2.1 The key to communicating at an airport
without an operating control tower is selection of the
correct common frequency. The acronym, CTAF,
which stands for common traffic advisory frequency,
is synonymous with this program. A CTAF is a
frequency designated for the purpose of carrying out
airport advisory practices while operating to or from
an airport without an operating control tower. The
CTAF may be a UNICOM, MULTICOM, FSS, or
tower frequency and is identified in appropriate
aeronautical publications.
9.2.2.2 The CTAF frequency for a particular airport
is contained in the Airport/Facility Directory (A/FD),
Alaska Supplement, Alaska Terminal Publication,
Instrument Approach Procedure Charts, and Instrument Departure Procedure (DP) charts. Also, the
CTAF frequency can be obtained by contacting any
FSS. Use of the appropriate CTAF, combined with a
visual alertness and application of the following
recommended good operating practices, will enhance
safety of flight into and out of all uncontrolled
airports.
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9.2.3 Recommended Traffic Advisory Practices
9.2.3.1 Pilots of inbound aircraft should monitor and
communicate on the designated CTAF from 10 miles
to landing. Pilots of departing aircraft should
monitor/communicate on the appropriate frequency
from start-up, during taxi, and until 10 miles from the
airport unless the Code of Federal Regulations (CFR)
or local procedures require otherwise.
9.2.3.2 Pilots of aircraft conducting other than
arriving or departing operations at altitudes normally
used by arriving and departing aircraft should
monitor/communicate on the appropriate frequency
while within 10 miles of the airport unless required to
do otherwise by the CFR or local procedures. Such
operations include parachute jumping/dropping (see
ENR 5.1, paragraph 2.3, Parachute Jump Aircraft
Operations), en route, practicing maneuvers, etc.
9.2.4 Airport Advisory/Information Services
Provided by a FSS
9.2.4.1 There are three advisory type services
provided at selected airports.
a) Local Airport Advisory (LAA) is provided at
airports that have a FSS physically located on the
airport, which does not have a control tower or where
the tower is operated on a part-time basis. The CTAF
for LAA airports is disseminated in the appropriate
aeronautical publications.
b) Remote Airport Advisory (RAA) is provided at
selected very busy GA airports, which do not have an
operating control tower. The CTAF for RAA airports
is disseminated in the appropriate aeronautical
publications. Hours of operation may be changed by
NOTAM D.
c) Remote Airport Information Service (RAIS) is
provided in support of special events at nontowered
airports by request from the airport authority and
shall be published as a NOTAM D.
9.2.4.2 In communicating with a CTAF FSS, check
the airport’s automated weather and establish
two-way communications before transmitting outbound/inbound intentions or information. An inbound aircraft should initiate contact approximately
10 miles from the airport, reporting aircraft
identification and type, altitude, location relative to
the airport, intentions (landing or over flight),
possession of the automated weather, and request
airport advisory or airport information service. A
departing aircraft should initiate contact before
taxiing, reporting aircraft identification and type,
VFR or IFR, location on the airport, intentions,
direction of take-off, possession of the automated
weather, and request airport advisory or information
service, as applicable. Also, report intentions before
taxiing onto the active runway for departure. If you
must change frequencies for other service after initial
report to FSS, return to FSS frequency for traffic
update.
a) Inbound
EXAMPLE-
Vero Beach radio, Centurion Six Niner Delta Delta is ten
miles south, two thousand, landing Vero Beach. I have the
automated weather, request airport advisory.
b) Outbound
EXAMPLE-
Vero Beach radio, Centurion Six Niner Delta Delta, ready
to taxi to runway 22, VFR, departing to the southwest. I
have the automated weather, request airport advisory.
9.2.4.3 Airport advisory service includes wind
direction and velocity, favored or designated runway,
altimeter setting, known airborne and ground traffic,
NOTAMs, airport taxi routes, airport traffic pattern
information, and instrument approach procedures.
These elements are varied so as to best serve the
current traffic situation. Some airport managers have
specified that under certain wind or other conditions
designated runways be used. Pilots should advise the
FSS of the runway they intend to use.
9.2.4.4 Automatic Flight Information Service
(AFIS) -Alaska FSSs Only
9.2.4.4.1 Alaska FSSs AFIS is the continuous
broadcast of recorded noncontrol information at
airports in Alaska where a Flight Service Station
(FSS) provides local airport advisory service. Its
purpose is to improve FSS Specialist efficiency by
reducing frequency congestion on the local airport
advisory frequency. The AFIS broadcast will
automate the repetitive transmission of essential but
routine information (weather, favored runway,
breaking action, airport NOTAMs, other applicable
information). The information is continuously
broadcast over a discrete VHF radio frequency
(usually the ASOS frequency). Use of AFIS is not
mandatory, but pilots who choose to utilize two-way
radio communications with the FSS are urged to
listen to AFIS, as it relieves frequency congestion on
the local airport advisory frequency. AFIS
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broadcasts are updated upon the receipt of any
official hourly and special weather, worsening
braking action reports, and changes in other pertinent
data. When a pilot acknowledges receipt of the AFIS
broadcast, FSS Specialists may omit those items
contained in the broadcast if they are current. When
rapidly changing conditions exist, the latest ceiling,
visibility, altimeter, wind or other conditions may be
omitted from the AFIS and will be issued by the
Flight Service Specialist on the appropriate radio
frequency.
EXAMPLE-
“Kotzebue information ALPHA. One six five five zulu.
Wind, two one zero at five; visibility two, fog; ceiling one
hundred overcast; temperature minus one two, dew point
minus one four; altimeter three one zero five. Altimeter in
excess of three one zero zero, high pressure altimeter
setting procedures are in effect. Favored runway two six.
Weather in Kotzebue surface area is below V-F-R
minima -an ATC clearance is required. Contact
Kotzebue Radio on 123.6 for traffic advisories and advise
intentions. Notice to Airmen, Hotham NDB out of service.
Transcribed Weather Broadcast out of service. Advise on
initial contact you have ALPHA.”
NOTE-
The absence of a sky condition or ceiling and/or visibility
on Alaska FSS AFIS indicates a sky condition or ceiling of
5,000 feet or above and visibility of 5 miles or more. A
remark may be made on the broadcast, “the weather is
better than 5000 and 5.”
9.2.4.4.2 Pilots should listen to Alaska FSSs AFIS
broadcasts whenever Alaska FSSs AFIS is in
operation.
NOTE-
Some Alaska FSSs are open part time and/or seasonally.
9.2.4.4.3 Pilots should notify controllers on initial
contact that they have received the Alaska FSSs
AFIS broadcast by repeating the phonetic alphabetic
letter appended to the broadcast.
EXAMPLE-
“Information Alpha received.”
9.2.4.4.4 While it is a good operating practice for
pilots to make use of the Alaska FSS AFIS broadcast
where it is available, some pilots use the phrase “have
numbers” in communications with the FSS. Use of
this phrase means that the pilot has received wind,
runway, and altimeter information ONLY and the
Alaska FSS does not have to repeat this information.
It does not indicate receipt of the AFIS broadcast and
should never be used for this purpose.
CAUTION-
All aircraft in the vicinity of an airport may not be in
communication with the FSS.
9.2.5 Information Provided by Aeronautical
Advisory Stations (UNICOM)
9.2.5.1 UNICOM is a nongovernment air/ground
radio communication station which may provide
airport information at public use airports where there
is no tower or FSS.
9.2.5.2 On pilot request, UNICOM stations may
provide pilots with weather information, wind
direction, the recommended runway, or other
necessary information. If the UNICOM frequency is
designated as the CTAF, it will be identified in
appropriate aeronautical publications.
9.2.5.3 Unavailability of Information from FSS
or UNICOM. Should LAA by an FSS or
Aeronautical Advisory Station UNICOM be unavailable, wind and weather information may be
obtainable from nearby controlled airports via
Automatic Terminal Information Service (ATIS) or
Automated Weather Observing System (AWOS)
frequency.
9.2.6 Self-Announce Position and/or Intentions
9.2.6.1 General. Self-announce is a procedure
whereby pilots broadcast their position or intended
flight activity or ground operation on the designated
CTAF. This procedure is used primarily at airports
which do not have an FSS on the airport. The
self-announce procedure should also be used if a pilot
is unable to communicate with the FSS on the
designated CTAF. Pilots stating, “Traffic in the area,
please advise” is not a recognized Self-Announce
Position and/or Intention phrase and should not be
used under any condition.
9.2.6.2 If an airport has a tower which is temporarily
closed or operated on a part-time basis, and there is
no FSS on the airport or the FSS is closed, use the
CTAF to self-announce your position or intentions.
9.2.6.3 Where there is no tower, FSS, or UNICOM
station on the airport, use MULTICOM frequency
122.9 for self-announce procedures. Such airports
will be identified in appropriate aeronautical
information publications.
9.2.6.4 Practice Approaches. Pilots conducting
practice instrument approaches should be particularly alert for other aircraft that may be departing in the
opposite direction. When conducting any practice
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approach, regardless of its direction relative to other
airport operations, pilots should make announcements on the CTAF as follows:
a) Departing the final approach fix, inbound
(nonprecision approach) or departing the outer
marker or fix used in lieu of the outer marker, inbound
(precision approach).
b) Established on the final approach segment or
immediately upon being released by ATC.
c) Upon completion or termination of the
approach; and
d) Upon executing the missed approach procedure.
9.2.6.5 Departing aircraft should always be alert for
arrival aircraft coming from the opposite direction.
9.2.6.6 Recommended Self-Announce Phraseologies. It should be noted that aircraft operating to or
from another nearby airport may be making
self-announce broadcasts on the same UNICOM or
MULTICOM frequency. To help identify one airport
from another, the airport name should be spoken at
the beginning and end of each self-announce
transmission.
a) Inbound
EXAMPLE-
Strawn traffic, Apache Two Two Five Zulu, (position),
(altitude), (descending) or entering downwind/base/ final
(as appropriate) runway one seven full stop/touch-
and-go, Strawn.
Strawn traffic Apache Two Two Five Zulu clear of runway
one seven Strawn.
b) Outbound
EXAMPLE-
Strawn traffic, Queen Air Seven One Five Five Bravo
(location on airport) taxiing to runway two six Strawn.
Strawn traffic, Queen Air Seven One Five Five Bravo
departing runway two six. “Departing the pattern to the
(direction), climbing to (altitude) Strawn.”
c) Practice Instrument Approach
EXAMPLE-
Strawn traffic, Cessna Two One Four Three Quebec
(position from airport) inbound descending through
(altitude) practice (name of approach) approach runway
three five Strawn.
Strawn traffic, Cessna Two One Four Three Quebec
practice (type) approach completed or terminated runway
three five Strawn.
9.2.7 UNICOM Communication Procedures
9.2.7.1 In communicating with a UNICOM station,
the following practices will help reduce frequency
congestion, facilitate a better understanding of pilot
intentions, help identify the location of aircraft in the
traffic pattern, and enhance safety of flight:
a) Select the correct UNICOM frequency.
b) State the identification of the UNICOM station
you are calling in each transmission.
c) Speak slowly and distinctly.
d) Report approximately 10 miles from the
airport, reporting altitude, and state your aircraft type,
aircraft identification, location relative to the airport,
state whether landing or overflight, and request wind
information and runway in use.
e) Report on downwind, base and final approach.
f) Report leaving the runway.
9.2.7.2 Recommended UNICOM Phraseologies:
a) Inbound.
PHRASEOLOGY-
FREDERICK UNICOM CESSNA EIGHT ZERO ONE
TANGO FOXTROT 10 MILES SOUTHEAST DE-
SCENDING THROUGH (altitude) LANDING FREDER-
ICK, REQUEST WIND AND RUNWAY INFORMATION
FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE
TANGO FOXTROT ENTERING DOWNWIND/BASE/
FINAL (as appropriate) FOR RUNWAY ONE NINER
FULL STOP/TOUCH-AND-GO FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE
TANGO FOXTROT CLEAR OF RUNWAY ONE NINER
FREDERICK.
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b) Outbound
PHRASEOLOGY-
FREDERICK UNICOM CESSNA EIGHT ZERO ONE
TANGO FOXTROT (location on airport) TAXIING TO
RUNWAY ONE NINE, REQUEST WIND AND TRAFFIC
INFORMATION FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE
TANGO FOXTROT DEPARTING RUNWAY ONE NINE.
“REMAINING IN THE PATTERN” OR “DEPARTING
THE PATTERN TO THE (direction) (as appropriate)”
FREDERICK.
9.3 IFR Approaches/Ground Vehicle Operations
9.3.1 IFR Approaches. When operating in accordance with an IFR clearance and ATC approves a
change to the advisory frequency, make an
expeditious change to the CTAF and employ the
recommended traffic advisory procedures.
9.3.2 Ground Vehicle Operation. Airport ground
vehicles equipped with radios should monitor the
CTAF frequency when operating on the airport
movement area and remain clear of runways/taxiways being used by aircraft. Radio transmissions
from ground vehicles should be confined to
safety-related matters.
9.3.3 Radio Control of Airport Lighting Systems.
Whenever possible, the CTAF will be used to control
airport lighting systems at airports without operating
control towers. This eliminates the need for pilots to
change frequencies to turn the lights on and allows a
continuous listening watch on a single frequency. The
CTAF is published on the instrument approach chart
and in other appropriate aeronautical information
publications. For further details concerning radio
controlled lights, see Advisory Circular 150/5340.27.
TBL GEN 3.3-1
Summary of Recommended Communication Procedures
COMMUNICATION/BROADCAST
PROCEDURES
Facility at
Airport
Frequency Use Outbound Inbound
Practice
Instrument
Approach
1. UNICOM (No
Tower or FSS)
Communicate with UNICOM
station on published CTAF
frequency (122.7; 122.8;
122.725; 122.975; or 123.0).
If unable to contact UNICOM
station, use self-announce
procedures on CTAF.
Before taxiing and
before taxiing
onto the runway
for departure.
10 miles out;
entering
downwind, base,
and final; leaving
the runway.
2. No Tower, FSS, or
UNICOM
Self-announce on
MULTICOM frequency
122.9.
Before taxiing and
before taxiing
onto the runway
for departure.
10 miles out;
entering
downwind, base,
and final; leaving
the runway.
Departing final
approach fix
(name) or on final
approach segment
inbound.
3. No Tower in
operation, FSS open
Communicate with FSS on
CTAF frequency.
Before taxiing and
before taxiing
onto the runway
for departure.
10 miles out;
entering
downwind, base,
and final; leaving
the runway.
Approach
completed/
terminated.
4. FSS closed
(No Tower)
Self-announce on CTAF. Before taxiing and
before taxiing
onto the runway
for departure.
10 miles out;
entering
downwind, base,
and final; leaving
the runway.
5. Tower or FSS not in
operation
Self-announce on CTAF. Before taxiing and
before taxiing
onto the runway
for departure.
10 miles out;
entering
downwind, base,
and final; leaving
the runway.
31 JULY 08
AIP
United States of America
GEN 3.3-12
15 MAR 07
Federal Aviation Administration Nineteenth Edition
9.4 Designated UNICOM/MULTICOM
Frequencies
9.4.1 Frequency Use
9.4.1.1 TBL GEN 3.3-2 depicts UNICOM and
MULTICOM frequency uses as designated by the
Federal Communications Commission (FCC).
NOTE-
1. In some areas of the country, frequency interference
may be encountered from nearby airports using the same
UNICOM frequency. Where there is a problem, UNICOM
operators are encouraged to develop a “least
interference” frequency assignment plan for airports
concerned using the frequencies designated for airports
without operating control towers. UNICOM licensees are
encouraged to apply for UNICOM 25 KHz spaced channel
frequencies. Due to the extremely limited number of
frequencies with 50 KHz channel spacing, 25 KHz channel
spacing should be implemented. UNICOM licensees may
then request FCC to assign frequencies in accordance with
the plan, which FCC will review and consider for approval.
2. Wind direction and runway information may not be
available on UNICOM frequency 122.950.
9.4.2.1 TBL GEN 3.3-3 depicts other frequency
uses as designated by the FCC.
9.5 Use of UNICOM for ATC purposes
9.5.1 UNICOM service may be used for air traffic
control purposes, only under the following circumstances:
9.5.1.1 Revision to proposed departure time.
9.5.1.2 Takeoff, arrival, or flight plan cancellation
time.
9.5.1.3 ATC clearance, provided arrangements are
made between the ATC facility and the UNICOM
licensee to handle such messages.
TBL GEN 3.3-2
UNICOM/MULTICOM Frequency Usage
Use Frequency
Airports without an
operating control tower.
122.700
122.725
122.800
122.975
123.000
123.050
123.075
(MULTICOM
FREQUENCY) Activities
of a temporary, seasonal,
emergency nature or
search and rescue, as well
as, airports with no tower,
FSS, or UNICOM.
122.900
(MULTICOM
FREQUENCY) Forestry
management and fire
suppression, fish and
game management and
protection, and
environmental monitoring
and protection.
122.925
Airports with a control
tower or FSS on airport.
122.950
TBL GEN 3.3-3
Other Frequency Usage Designated by FCC
Use Frequency
Air-to-air communication
(private fixed wing
aircraft).
122.750
Air-to-air communications
(general aviation
helicopters).
123.025
Aviation instruction,
Glider, Hot Air Balloon
(not to be used for
advisory service).
123.300
123.500
AIP
United States of America
GEN 3.3-13
15 MAR 07
Federal Aviation Administration Nineteenth Edition
9.6_Automatic Terminal Information Service
(ATIS)
9.6.1_ATIS is the continuous broadcast of recorded
noncontrol information in selected high activity
terminal areas. Its purpose is to improve controller
effectiveness and to relieve frequency congestion by
automating the repetitive transmission of essential
but routine information. The information is continuously broadcast over a discrete VHF radio frequency
or the voice portion of a local NAVAID. ATIS
transmissions on a discrete VHF radio frequency are
engineered to be receivable to a maximum of 60 NM
from the ATIS site and a maximum altitude of
25,000_feet AGL. At most locations, ATIS signals
may be received on the surface of the airport, but local
conditions may limit the maximum ATIS reception
distance and/or altitude. Pilots are urged to cooperate
in the ATIS program as it relieves frequency
congestion on approach control, ground control, and
local control frequencies. The Airport/Facility
Directory indicates airports for which ATIS is
provided.
9.6.2_ATIS information includes the time of the latest
weather sequence, ceiling, visibility, obstructions to
visibility, temperature, dew point (if available), wind
direction (magnetic), and velocity, altimeter, other
pertinent remarks, instrument approach, and runway
in use. The ceiling/sky condition, visibility, and
obstructions to vision may be omitted from the ATIS
broadcast if the ceiling is above 5,000 feet and the
visibility is more than 5 miles. The departure runway
will only be given if different from the landing
runway except at locations having a separate ATIS for
departure. The broadcast may include the appropriate
frequency and instructions for VFR arrivals to make
initial contact with approach control. Pilots of aircraft
arriving or departing the terminal area can receive the
continuous ATIS broadcast at times when cockpit
duties are least pressing and listen to as many repeats
as desired. ATIS broadcast shall be updated upon the
receipt of any official hourly and special weather. A
new recording will also be made when there is a
change in other pertinent data such as runway change,
instrument approach in use, etc.
SAMPLE BROADCAST-
DULLES INTERNATIONAL INFORMATION SIERRA.
1300ZULU WEATHER. MEASURED CEILING THREE
THOUSAND OVERCAST. VISIBILITY THREE, SMOKE.
TEMPERATURE SIX EIGHT. WIND THREE FIVE ZERO
AT EIGHT. ALTIMETER TWO NINER NINER TWO. ILS
RUNWAY ONE RIGHT APPROACH IN USE. LANDING
RUNWAY ONE RIGHT AND LEFT. DEPARTURE
RUNWAY THREE ZERO. ARMEL VORTAC OUT OF
SERVICE. ADVISE YOU HAVE SIERRA.
9.6.3_Pilots should listen to ATIS broadcasts
whenever ATIS is in operation.
9.6.4_Pilots should notify controllers on initial
contact that they have received the ATIS broadcast by
repeating the alphabetical code word appended to the
broadcast.
EXAMPLE-
_Information Sierra received."
9.6.5_When the pilot acknowledges receipt of the
ATIS broadcast, controllers may omit those items
contained on the broadcast if they are current.
Rapidly changing conditions will be issued by ATC
and the ATIS will contain words as follows:
EXAMPLE-
_Latest ceiling/visibility/altimeter/wind/(other conditions) will be issued by approach control/tower."
NOTE-
The absence of a sky condition/ceiling and/or visibility on
ATIS indicates a sky condition/ceiling of 5,000 feet or
above and visibility of 5 miles or more. A remark may be
made on the broadcast, _the weather is better than 5,000
and 5," or the existing weather may be broadcast.
9.6.6_Controllers will issue pertinent information to
pilots who do not acknowledge receipt of a broadcast
or who acknowledge receipt of a broadcast which is
not current.
9.6.7_To serve frequency-limited aircraft, FSSs are
equipped to transmit on the omnirange frequency at
most en route VORs used as ATIS voice outlets. Such
communication interrupts the ATIS broadcast. Pilots
of aircraft equipped to receive on other FSS
frequencies are encouraged to do so in order that these
override transmissions may be kept to an absolute
minimum.
9.6.8_While it is a good operating practice for pilots
to make use of the ATIS broadcast where it is
available, some pilots use the phrase _Have
Numbers" in communications with the control tower.
Use of this phrase means that the pilot has received
wind, runway and altimeter information ONLY and
the tower does not have to repeat this information. It
does not indicate receipt of the ATIS broadcast and
should never be used for this purpose.
AIP
United States of America
GEN 3.3-14
15 MAR 07
Federal Aviation Administration Nineteenth Edition
9.7_Airport Reservation Operations and Special
Traffic Management Programs
9.7.1_This section describes procedures for obtaining required airport reservations at high density
traffic airports and for airports operating under
Special Traffic Management Programs.
9.7.2_High Density Traffic Airports (HDTA)
9.7.2.1_The FAA, by 14 CFR Part 93, Subpart K, has
designated the John F. Kennedy International (JFK),
LaGuardia (LGA), Ronald Reagan Washington
National (DCA), and Newark International (EWR)
Airports as high density airports and has prescribed
air traffic rules and requirements for operating
aircraft to and from these airports. (The quota for
EWR has been suspended indefinitely.) Reservations
for JFK are required between 3:00 p.m. and 7:59 p.m.
local time. Reservations for LGA and DCA are
required between 6:00 a.m. and 11:59 p.m. local time.
Helicopter operations are excluded from the
requirement for a reservation.
9.7.2.2_The FAA has established an Airport
Reservations Office (ARO) to receive and process all
Instrument Flight Rules (IFR) requests for nonscheduled operations at the designated HDTA’s. This office
monitors operation of the high density rule and
allocates reservations on a _first-come-first-served"
basis determined by the time the request is received
at the reservation office. Standby lists are not
maintained. The ARO utilizes the Enhanced
Computer Voice Reservation System (e-CVRS) to
make all reservations. Users may access the computer
system using a touch-tone telephone or via the
Internet. Requests for IFR reservations will be
accepted starting 72 hours prior to the proposed time
of operation at the affected airport.
9.7.2.3_The toll-free telephone number for obtaining
IFR reservations through e-CVRS at HDTA’s is
1-800-875-9694. This number is valid for calls
originating within the United States, Canada, and the
Caribbean. The toll number for other areas is
(703)_707-0568. The Internet address for the
e-CVRS Web interface is: http://www.fly.faa.gov/
ecvrs.
9.7.2.4_For more detailed information on operations
and reservation procedures at an HDTA, please see
Advisory Circular 93-1, Reservations for Unscheduled Operations at High Density Traffic Airports. A
copy of the Advisory Circular may be obtained via the
Internet at: http://www.faa.gov.
9.7.3_Special Traffic Management Programs
(STMP)
9.7.3.1_Special procedures may be established when
a location requires special traffic handling to
accommodate above normal traffic demand (e.g., the
Indianapolis 500, Super Bowl, etc.) or reduced
airport capacity (e.g., airport runway/taxiway
closures for airport construction). The special
procedures may remain in effect until the problem has
been resolved or until local traffic management
procedures can handle the situation and a need for
special handling no longer exists.
9.7.3.2_There will be two methods available for
obtaining slot reservations at the ATCSCC:_the web
interface and the touch-tone interface. If these
methods are used, a NOTAM will be issued relaying
the web site address and toll-free telephone number.
Be sure to check current NOTAMs to determine:_what airports are included in the STMP; the
dates and times reservations are required; the time
limits for reservation requests; the point of contact for
reservations; and any other instructions.
9.7.4_Users may contact the ARO at 703-904-4452
if they have a problem making a reservation or have
a question concerning the HDTA/STMP regulations
or procedures.
9.7.5_Making Reservations
9.7.5.1_Internet Users._Detailed information and
User Instruction Guides for using the Web Interface
to the reservation systems are available on the
websites for the HDTA (e-CVRS) and STMP’s
(e-STMP).
AIP
United States of America
GEN 3.3-15
15 MAR 07
Federal Aviation Administration Nineteenth Edition
9.7.5.2_Telephone users._When using the telephone
to make a reservation, you are prompted for input of
information about what you wish to do. All input is
accomplished using the keypad on the telephone. The
only problem with a telephone is that most keys have
a letter and number associated with them. When the
system asks for a date or time, it is expecting an input
of numbers. A problem arises when entering an
aircraft call sign or tail number. The system does not
detect if you are entering a letter (alpha character) or
a number. Therefore, when entering an aircraft call
sign or tail number two keys are used to represent
each letter or number. When entering a number,
precede the number you wish by the number 0 (zero)
i.e., 01, 02, 03, 04, . . .. If you wish to enter a letter, first
press the key on which the letter appears and then
press 1, 2, or 3, depending upon whether the letter you
desire is the first, second, or third letter on that key.
For example to enter the letter _N" first press the _6"
key because _N" is on that key, then press the _2" key
because the letter _N" is the second letter on the _6"
key. Since there are no keys for the letters _Q" and
_Z" e-CVRS pretends they are on the number _1"
key. Therefore, to enter the letter _Q", press 11, and
to enter the letter _Z" press 12.
NOTE-
Users are reminded to enter the _N" character with their
tail numbers. (See TBL GEN 3.3-4 and TBL GEN 3.3-5
Helpful Key Entries).
TBL GEN 3.3-4
Codes for Call Sign/Tail Number Input Only
A-21 J-51 S-73 1-01
B-22 K-52 T-81 2-02
C-23 L-53 U-82 3-03
D-31 M-61 V-83 4-04
E-32 N-62 W-91 5-05
F-33 O-63 X-92 6-06
G-11 P-71 Y-93 7-07
H-42 Q-11 Z-12 8-08
I-43 R-72 0-00 9-09
TBL GEN 3.3-5
Helpful Key Entries
# After entering a call sign/tail number, depressing the ‘‘pound key" (#) twice will indicate the end of
the entry.
*2 Will take the user back to the start of the process.
*3 Will repeat the call sign/tail number used in a previous reservation.
*5 Will repeat the previous question.
*8 Tutorial Mode: In the tutorial mode each prompt for input includes a more detailed description of what
is expected as input. *8 is a toggle on/off switch. If you are in tutorial mode and enter *8, you will return
to the normal mode.
*0 Expert Mode: In the expert mode, each prompt for input is brief with little or no explanation. Expert
mode is also on/off toggle.
AIP
United States of America
GEN 3.3-16
15 MAR 07
Federal Aviation Administration Nineteenth Edition
9.8_Operations at Uncontrolled Airports with
Automated Surface Observing System
(ASOS)/Automated Weather Observation
System (AWOS)
9.8.1_Many airports throughout the National Airspace System are equipped with either ASOS or
AWOS. At most airports with an operating control
tower or human observer, the weather will be
available to you in a METAR hourly or special
observation format on the Automatic Terminal
Information Service (ATIS) or directly transmitted
from the controller/observer.
9.8.2_At uncontrolled airports that are equipped with
ASOS/AWOS with ground-to-air broadcast capability, the one-minute updated airport weather should be
available to you within approximately 25 NM of the
airport below 10,000 feet. The frequency for the
weather broadcast will be published on sectional
charts and in the Airport/Facility Directory. Some
part-time towered airports may also broadcast the
automated weather on their ATIS frequency during
the hours that the tower is closed.
9.8.3_Controllers issue SVFR or IFR clearances
based on pilot request, known traffic and reported
weather; i.e., METAR/SPECI observations, when
they are available. Pilots have access to more current
weather at uncontrolled ASOS/AWOS airports than
do the controllers who may be located several miles
away. Controllers will rely on the pilot to determine
the current airport weather from the ASOS/AWOS.
All aircraft arriving or departing an ASOS/AWOS
equipped uncontrolled airport should monitor the
airport weather frequency to ascertain the status of
the airspace. Pilots in Class E airspace must be alert
for changing weather conditions which may effect the
status of the airspace from IFR/VFR. If ATC service
is required for IFR/SVFR approach/departure or
requested for VFR service, the pilot should advise the
controller that he/she has received the one-minute
weather and state his/her intentions.
EXAMPLE-
_I have the (airport) one-minute weather, request an ILS
runway 14 approach."
REFERENCE-
Section GEN 3.5, Paragraph 7, Weather Observing Programs.
AIP
United States of America
GEN 3.4-1
15 MAR 07
Federal Aviation Administration Nineteenth Edition
GEN 3.4 Communication Service
1. Responsible Authority
1.1_The authority responsible for the administration
of communications services in the U.S. is the Federal
Aviation Administration, Communication, Navigation, Surveillance, and Infrastructure.
Postal Address:
Federal Aviation Administration
Communications, Navigation, Surveillance, and
Infrastructure (ARN-1 )
400 7th Street, SW
Washington, D.C. 20590
AFTN Address: KDCAYAYX
Commercial Telegraphic Address:
ACIVAIR Washington DC
Telex: 892-562
2. Area of Responsibility
2.1_Communications services are available on a
continuous basis without charge to the user. The Air
Traffic Services Division is responsible for the
establishment of the operational requirements of the
U.S. communications system. Responsibility for the
day to day operation of these services resides with the
local air traffic facility. Enquiries or complaints
regarding any communications services or facilities
should be referred to the relevant air traffic facility or
to the Federal Aviation Administration, Air Traffic
Operations Services, as appropriate.
3. Types of Services
3.1_Radio Navigation Service
3.1.1_Various types of air navigation aids are in use
today, each serving a special purpose. These aids have
varied owners and operators, namely: the Federal
Aviation Administration, the military services,
private organizations; and individual states and
foreign governments. The Federal Aviation Administration has the statutory authority to establish,
operate, and maintain air navigation facilities and to
prescribe standards for the operation of any of these
aids which are used by both civil and military aircraft
for instrument flight in federally controlled airspace.
These aids are tabulated in the Airport/Facility
Directory by State.
3.1.2_Pilots should be aware of the possibility of
momentary erroneous indications on cockpit displays
when the primary signal generator for a ground-
based navigational transmitter (for example, a
glideslope, VOR, or nondirectional beacon) is
inoperative. Pilots should disregard any navigation
indication, regardless of its apparent validity, if the
particular transmitter was identified by NOTAM or
otherwise as unusable or inoperative.
3.1.3_The following types of radio navigation aids
are provided in the U.S.:
3.1.3.1_VHF Direction-Finding (VHF-DF).
3.1.3.2_LF Non-Directional Beacon (NDB).
3.1.3.3_VHF Omni-Directional Radio Range
(VOR).
3.1.3.4_Distance Measuring Equipment (DME).
3.1.3.5_Tactical Air Navigation (TACAN).
3.1.3.6_Instrument Landing System (ILS).
3.1.3.7_Final Approach Simplified Directional Facility (SDF).
3.1.3.8_Precision Approach Radar (PAR) at certain
military aerodromes.
3.1.3.9_LORAN.
3.1.3.10_Global Positioning System (GPS).
3.1.4_NAVAID Service Volumes
3.1.4.1_Most air navigation radio aids which provide
positive course guidance have a designated standard
service volume (SSV). The SSV defines the reception
limits of unrestricted NAVAIDs which are usable for
random/unpublished route navigation.
3.1.4.2_A NAVAID will be classified as restricted if
it does not conform to flight inspection signal
strength and course quality standards throughout the
published SSV. However, the NAVAID should not be
considered usable at altitudes below that which could
be flown while operating under random route IFR
conditions; even though these altitudes may lie within
the designated SSV.
AIP
United States of America
GEN 3.4-2
15 MAR 07
Federal Aviation Administration Nineteenth Edition
NOTE-
Refer to Federal Aviation Regulations (14 CFR
Section_91.177) for minimum altitudes for IFR operations.
Service volume restrictions are first published in the
Notices to Airman (NOTAMs) and then with the
alphabetical listing of the NAVAIDs in the Airport/Facility
Directory.
3.1.4.3_Standard service volume limitations do not
apply to published IFR routes or procedures.
3.1.4.4_VOR/DME/TACAN Standard Service
Volumes (SSV):
a)_SSVs are graphically shown in
FIG GEN 3.4-1, FIG GEN 3.4-2, FIG GEN 3.4-3,
FIG GEN 3.4-4, and FIG GEN 3.4-5. The SSV of a
station is indicated by using the class designator as a
prefix to the station type designation.
EXAMPLE-
TVOR, LDME, and HVORTAC.
b)_Within 25 NM, the bottom of the T service
volume is defined by the curve in FIG GEN 3.4-4.
Within 40 NM, the bottoms of the L and H service
volumes are defined by the curve in FIG GEN 3.4-5.
FIG GEN 3.4-1
Standard High Altitude Service Volume
(See FIG GEN 3.4-5 for altitudes below 1,000 feet.)
60,000 ft.
100 NM
130 NM
45,000 ft.
18,000 ft.
14,500 ft.
1,000 ft. 40 NM
FIG GEN 3.4-2
Standard Low Altitude Service Volume
(See FIG GEN 3.4-5 for altitudes below 1,000 feet.)
NOTE: All elevations shown are with respect
to the station’s site elevation (AGL).
Coverage is not available in a cone of
airspace directly above the facility.
40 NM
18,000 ft.
1,000 ft.
FIG GEN 3.4-3
Standard Terminal Service Volume
(See FIG GEN 3.4-4 for altitudes below 1,000 feet)
25 NM
12,000 ft.
1,000 ft.
AIP
United States of America
GEN 3.4-3
15 MAR 07
Federal Aviation Administration Nineteenth Edition
3.1.4.5_Nondirectional Radio Beacon (NDB)
a)_NDBs are classified according to their intended
use.
b)_The ranges of NDB service volumes are shown
in TBL GEN 3.4-2. The distances (radius) are the
same at all altitudes.
TBL GEN 3.4-1
VOR/DME/TACAN Standard Service Volumes
SSV Class Designator Altitude and Range Boundaries
T (Terminal) . . . . . . . . . . . .
From 1,000 feet above ground level (AGL) up to and including 12,000 feet AGL at radial
distances out to 25 NM.
L (Low Altitude) . . . . . . . .
From 1,000 feet AGL up to and including 18,000 feet AGL at radial distances out to 40
NM.
H (High Altitude)
From 1,000 feet AGL up to and including 14,500 feet AGL at radial distances out to 40
NM. From 14,500 AGL up to and including 60,000 feet at radial distances out to 100 NM.
From 18,000 feet AGL up to and including 45,000 feet AGL at radial distances out to 130
NM.
TBL GEN 3.4-2
NDB Service Volumes
Class Distance (Radius)
Compass Locator 15 NM
MH 25 NM
H 50 NM*
HH 75 NM
* Service ranges of individual facilities may be less than 50 nautical
miles (NM). Restrictions to service volumes are first published as a
Notice to Airmen and then with the alphabetical listing of the NAVAID
in the A/FD.
FIG GEN 3.4-4
Service Volume Lower Edge Terminal
1000
500
0
0 5 10 15 20 25
DISTANCE TO THE STATION IN NM
ALTITUDE IN FEET
AIP
United States of America
GEN 3.4-4
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.4-5
Service Volume Lower Edge
Standard High and Low
1000
500
0
0 10 20 30 40
DISTANCE TO THE STATION IN NM
ALTITUDE IN FEET
5 15 25 35
3.1.5_NAVAIDs with Voice
3.1.5.1_Voice equipped en route radio navigational
aids are under the operational control of either an
FAA Automated Flight Service Station (AFSS) or an
approach control facility. The voice communication
is available on some facilities. Hazardous Inflight
Weather Advisory Service (HIWAS) broadcast
capability is available on selected VOR sites
throughout the conterminous U.S. and does not
provide two-way voice communication. The availability of two-way voice communication and HIWAS
is indicated in the A/FD and aeronautical charts.
3.1.5.2_Unless otherwise noted on the chart, all radio
navigation aids operate continuously except during
shutdowns for maintenance. Hours of operation of
facilities not operating continuously are annotated on
charts and in the Airport/Facility Directory.
3.2_Mobile Service
3.2.1_The aeronautical stations (Airport Traffic
Control Towers, Air Route Traffic Control Centers,
and Flight Service Stations) maintain a continuous
watch on their assigned frequencies during the
published hours of service unless otherwise notified.
An aircraft should normally communicate with the
air-ground control radio station which exercises
control in the area in which it is flying. Aircraft
should_maintain continuous watch on the appropriate
frequency of the control station and should not
abandon watch, except in an emergency, without
informing the control radio station.
3.2.2_Flight Service Stations (FSSs) are allocated
frequencies for different functions. For Airport
Advisory Service, the pilot should contact the FSS on
123.6 MHz. Individually assigned FSS frequencies
are listed in Airport/Facility Directory under the FSS
entry. If you are in doubt as to what frequency to use
to contact an FSS, transmit on 122.1 MHz and advise
the FSS of the frequency on which you are receiving.
3.3_Fixed Service
3.3.1_Messages to be transmitted over the Aeronautical Fixed Service are accepted only if they satisfy the
requirements of:
3.3.1.1_ICAO Annex 10, Vol. II, Chapter 3,
paragraph_3.3.
3.3.1.2_Are prepared in the form specified in
Annex_10.
3.3.1.3_The text of an individual message does not
exceed 200 groups.
3.3.2_General aircraft operating messages, Class B
traffic, including reservation messages pertaining to
flights scheduled to depart within 72 hours, shall not
be acceptable for transmission over U.S. government
operated telecommunications circuits except in those
AIP
United States of America
GEN 3.4-5
15 MAR 07
Federal Aviation Administration Nineteenth Edition
cases where it has been determined by the U.S. that
adequate non-government facilities are not available.
3.4_Broadcast Service
3.4.1_The following meteorological broadcasts are
available for the use of aircraft in flight:
3.4.1.1_LF Transcribed Weather Broadcast (TWEB).
3.4.1.2_Sub-Area Meteorological Broadcast
(Volmet).
3.4.1.3_VHF RTF Meteorological Broadcasts.
3.4.2_Full details of broadcast service are given in
GEN 3.5, Meteorological Services.
3.4.3_All broadcast services to aircraft are provided
in the English language only.
4. Aeronautical Fixed Services
4.1_General
4.1.1_All U.S. ATC facilities have the ability to
communicate with all other ATS facilities via either
telephone or other domestic telecommunications
systems. Circuit diagrams depicting these connections are not available for this publication due to the
number of ATS facilities available in the U.S.
4.2_The Domestic Telecommunications Network
4.2.1_The U.S. Domestic telecommunications
network is an automated system operating through
the National Airspace Data Interchange Network
(NADIN) in Atlanta, GA, and Salt Lake City, NV. All
Flight Service Stations (FSS) and Air Route Traffic
Control Centers (ARTCC) connect through the
NATCOM. All FSS and ARTCC facilities have both
transmit and receive capabilities.
4.2.2_Airport Air Traffic Control Towers (ATCT)
and Approach Control (A/C) Facilities do not connect
with this system. Messages originating from or
destined to these facilities are relayed through the
associated FSS. Associated FSSs for these facilities
are listed in the Airport/Facility Directory.
4.2.3_Airport administrative offices, airport managers or airport administrative officials do not normally
connect with the domestic telecommunications
network. Urgent messages destined to these facilities
must be forwarded to the associated FSS for relay or
the message must be sent through commercial
telegraphic systems.
4.3_The International Message Network
(Aeronautical Fixed Telecommunications
Network-AFTN)
4.3.1_AFTN messages originating from outside the
U.S. domestic telecommunications system must be
prepared in accordance with ICAO procedures. All
incoming messages are received by NADIN and
relayed to the addressed facility through automated
procedures. The automated system will interpret the
international address group and automatically
forward the message via the domestic system to the
addressee. For example, a message addressed
KIKKYFYX will be accepted by AFTN and relayed
to IKK (Kankakee FSS). The Kankakee FSS will
manually relay this message to the intended recipient
when necessary. Intended recipients are to be
addressed in the first line of the message text.
4.3.2_All international flight plans entering the U.S.
system must adhere to ICAO format. These flight
plans are to be forwarded, via AFTN, to each
affected, U.S. controlled, Flight Information Region
(FIR) or Air Route Traffic Control Center (ARTCC)
outside the continental U.S. (e.g., Miami FIR, San
Juan, P.R. ARTCC) or the first FIR/ARTCC for
flights entering the continental U.S. (e.g., New York
FIR/ARTCC). If the flight plan content is acceptable,
it is entered into the ARTCC system and is forwarded,
automatically, via ARTCC computer, to all subsequently affected domestic ARTCCs. Flight plans
which cannot be processed are rejected at the point of
entry into the U.S. system and the originator is
queried. Format adherence, once the flight plan is in
the ARTCC system, is assured since each of the
ARTCCs are automated facilities. Each subsequent
ARTCC computer, however, will process incoming
flight plans according to the requested routing. Flight
plans can be rejected by any ARTCC due to errors in
routing. Rejected flight plans, regardless of reason or
point of rejection, are held in suspense until the
needed clarification is received by the ARTCC
facility.
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GEN 3.4-6
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Federal Aviation Administration Nineteenth Edition
4.4_Radio Communications Phraseology and
Techniques
4.4.1_General
4.4.1.1_Radio communications are a critical link in
the ATC system. The link can be a strong bond
between pilot and controller - or it can be broken with
surprising speed and disastrous results. Discussion
herein provides basic procedures for new pilots and
also highlights safe operating concepts for all pilots.
4.4.1.2_The single, most important thought in
pilot-controller communications is understanding. It
is essential, therefore, that pilots acknowledge each
radio communication with ATC by using the
appropriate aircraft call sign. Brevity is important,
and contacts should be kept as brief as possible, but
the controller must know what you want to do before
he/she can properly carry out his/her control duties.
And you, the pilot, must know exactly what he/she
wants you to do. Since concise phraseology may not
always be adequate, use whatever words are
necessary to get your message across. Pilots are to
maintain vigilance in monitoring air traffic control
radio communications frequencies for potential
traffic conflicts with their aircraft especially when
operating on an active runway and/or when
conducting a final approach to landing.
4.4.1.3_All pilots will find the Pilot/Controller
Glossary very helpful in learning what certain words
or phrases mean. Good phraseology enhances safety
and is the mark of a professional pilot. Jargon, chatter
and _CB" slang have no place in ATC communications. The Pilot/Controller Glossary is the same
glossary used in the ATC controller’s handbook. We
recommend that it be studied and reviewed from time
to time to sharpen your communication skills.
4.4.2_Radio Technique
4.4.2.1_Listen before you transmit. Many times you
can get the information you want through ATIS or by
monitoring the frequency. Except for a few situations
where some frequency overlap occurs, if you hear
someone else talking, the keying of your transmitter
will be futile and you will probably jam their
receivers causing them to repeat their call. If you have
just changed frequency, pause for your receiver to
tune, listen, and make sure the frequency is clear.
4.4.2.2_Think before keying your transmitter. Know
what you want to say and if it is lengthy; e.g., a flight
plan or IFR position report, jot it down. (But do not
lock your head in the cockpit.)
4.4.2.3_The microphone should be very close to your
lips and after pressing the mike button, a slight pause
may be necessary to be sure the first word is
transmitted. Speak in a normal conversational tone.
4.4.2.4_When you release the button, wait a few
seconds before calling again. The controller or FSS
specialist may be jotting down your number, looking
for your flight plan, transmitting on a different
frequency, or selecting his/her transmitter to your
frequency.
4.4.2.5_Be alert to the sounds or lack of sounds in
your receiver. Check your volume, recheck your
frequency, and make sure that your microphone is not
stuck in the transmit position. Frequency blockage
can, and has, occurred for extended periods of time
due to unintentional transmitter operation. This type
of interference is commonly referred to as a _stuck
mike,’’ and controllers may refer to it in this manner
when attempting to assign an alternate frequency. If
the assigned frequency is completely blocked by this
type of interference, use the procedures described in
paragraph 12, Two-Way Radio Communications
Failure.
4.4.2.6_Be sure that you are within the performance
range of your radio equipment and the ground station
equipment. Remote radio sites do not always transmit
and receive on all of a facilities’ available
frequencies, particularly with regard to VOR sites
where you can hear but not reach a ground station’s
receiver. Remember that higher altitude increases the
range of VHF _line of sight" communications.
4.4.3_Aircraft Call Signs
4.4.3.1_Improper use of call signs can result in pilots
executing a clearance intended for another aircraft.
Call signs should never be abbreviated on an initial
contact or at any time when other aircraft call signs
have similar numbers/sounds or identical letters/
numbers, (e.g., Cessna 6132F, Cessna 1622F,
Baron_123F, Cherokee 7732F, etc.).
EXAMPLE-
As an example, assume that a controller issues an approach
clearance to an aircraft at the bottom of a holding stack and
an aircraft with a similar call sign (at the top of the stack)
acknowledges the clearance with the last two or three
numbers of his/her call sign. If the aircraft at the bottom of
the stack did not hear the clearance and intervene, flight
safety would be affected, and there would be no reason for
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GEN 3.4-7
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Federal Aviation Administration Nineteenth Edition
either the controller or pilot to suspect that anything is
wrong. This kind of _human factors" error can strike
swiftly and is extremely difficult to rectify.
4.4.3.2_Pilots, therefore, must be certain that aircraft
identification is complete and clearly identified
before taking action on an ATC clearance. ATC
specialists will not abbreviate call signs of air carrier
or other civil aircraft having authorized call signs.
ATC specialists may initiate abbreviated call signs of
other aircraft by using the prefix and the last three
digits/letters of the aircraft identification after
communications are established. The pilot may use
the abbreviated call sign in subsequent contacts with
the ATC specialist. When aware of similar/identical
call signs, ATC specialists will take action to
minimize errors by emphasizing certain numbers/letters, by repeating the entire call sign, repeating the
prefix, or by asking pilots to use a different call sign
temporarily. Pilots should use the phrase _Verify
clearance for (your complete call sign)" if doubt
exists concerning proper identity.
4.4.3.3_Civil aircraft pilots should state the aircraft
type, model or manufacturer’s name followed by the
digits/letters of the registration number. When the
aircraft manufacturer’s name or model is stated, the
prefix _N" is dropped.
EXAMPLE-
_Bonanza Six Five Five Golf," _Douglas One One Zero,"
_Breezy Six One Three Romeo Experimental" (Omit
_Experimental" after initial contact).
4.4.3.4_Air taxi or other commercial operators not
having FAA authorized call signs should prefix their
normal identification with the phonetic word
_Tango."
EXAMPLE-
_Tango Aztec Two Four Six Four Alpha."
4.4.3.5_Air carriers and commuter air carriers having
FAA authorized call signs should identify themselves
by stating the complete call sign, using group form for
the numbers.
EXAMPLE-
_United Twenty-five, Midwest Commuter Seven Eleven."
4.4.3.6_Military aircraft use a variety of systems
including serial numbers, word call signs and
combinations of letters/numbers.
EXAMPLE-
_Army Copter 48931" _Air Force 61782" _REACH
31792" _Pat 157" _AirEvac 17652" _Navy Golf Alpha
Kilo 21" _Marine 4 Charlie 36"
4.4.3.7_Air Ambulance Flights._Because of the
priority afforded air ambulance flights in the ATC
system, extreme discretion is necessary when using
the term _LIFEGUARD." It is only intended for those
missions of an urgent medical nature and to be
utilized only for that portion of the flight requiring
expeditious handling. When requested by the pilot,
necessary notification to expedite ground handling of
patients, etc., is provided by ATC; however, when
possible, this information should be passed in
advance through non-ATC communications systems.
a)_Civilian air ambulance flights responding to
medical emergencies (first call to an accident scene,
carrying patients, organ donors, organs, or other
urgently needed lifesaving medical material) will be
expedited by ATC when necessary. When expeditious handling is necessary, add the word _LIFE-
GUARD" in the remarks section of the flight plan. In
radio communications, use the call sign _LIFE-
GUARD" followed by the aircraft registration
letters/numbers.
b)_Similar provisions have been made for the use
of _Air-Evac" and _Med-Evac" by military air
ambulance flights, except that these military flights
will receive priority only when specifically requested.
EXAMPLE-
_Lifeguard Two Six Four Six."
c)_Air carrier and air taxi flights responding to
medical emergencies will also be expedited by ATC
when necessary. The nature of these medical
emergency flights usually concerns the transportation of urgently needed lifesaving medical materials
or vital organs. IT IS IMPERATIVE THAT THE
COMPANY/PILOT DETERMINE, BY THE NA-
TURE/URGENCY OF THE SPECIFIC MEDICAL
CARGO, IF PRIORITY ATC ASSISTANCE IS
REQUIRED. Pilots shall ensure that the word
_LIFEGUARD" is included in the remarks section of
the flight plan and use the call sign _LIFEGUARD"
followed by the company name and flight number, for
all transmissions when expeditious handling is
required. It is important for ATC to be aware of
_LIFEGUARD" status, and it is the pilot’s
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GEN 3.4-8
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Federal Aviation Administration Nineteenth Edition
responsibility to ensure that this information is
provided to ATC.
EXAMPLE-
_Lifeguard Delta Thirty-seven."
4.4.3.8_Student Pilots Radio Identification._The
FAA desires to help the student pilot in acquiring
sufficient practical experience in the environment in
which he/she will be required to operate. To receive
additional assistance while operating in areas of
concentrated air traffic, a student pilot need only
identify himself/herself as a student pilot during
his/her initial call to an FAA radio facility. For
instance, _Dayton Tower, Fleetwing One Two Three
Four, Student Pilot." This special identification will
alert FAA air traffic control personnel and enable
them to provide the student pilot with such extra
assistance and consideration as he/she may need. It is
recommended that student pilots identify themselves
as such, on initial contact with each clearance
delivery prior to taxiing, ground control, tower,
approach and departure control frequency, or FSS
contact.
4.4.4_Description of Interchange or Leased
Aircraft
4.4.4.1_Controllers issue traffic information based
on familiarity with airline equipment and color/markings. When an air carrier dispatches a flight using
another company’s equipment and the pilot does not
advise the terminal ATC facility, the possible
confusion in aircraft identification can compromise
safety.
4.4.4.2_Pilots flying an _interchange" or _leased"
aircraft not bearing the colors/markings of the
company operating the aircraft should inform the
terminal ATC facility on first contact the name of the
operating company and trip number, followed by the
company name as displayed on the aircraft, and
aircraft type.
EXAMPLE-
AIR CAL 311, United (Interchange/Lease), Boeing 727.
4.4.5_Ground Station Call Signs
4.4.5.1_Pilots, when calling a ground station, should
begin with the name of the facility being called
followed by the type of the facility being called, as
indicated in the following examples.
TBL GEN 3.4-3
Calling a Ground Station
Facility Call Sign
Airport UNICOM _Shannon UNICOM"
FAA Flight Service
Station
_Chicago Radio"
FAA Flight Service
Station (En Route Flight
Advisory Service
(Weather))
_Seattle Flight Watch"
Airport Traffic Control
Tower
_Augusta Tower"
Clearance Delivery
Position (IFR)
_Dallas Clearance
Delivery"
Ground Control Position
in Tower
_Miami Ground"
Radar or Nonradar
Approach Control
Position
_Oklahoma City
Approach"
Radar Departure Control
Position
_St. Louis Departure"
FAA Air Route Traffic
Control Center
_Washington Center"
4.5_Radio Communications Phraseology
4.5.1_Phonetic Alphabet
4.5.1.4_The International Civil Aviation Organization (ICAO) phonetic alphabet is used by FAA
personnel when communications conditions are such
that the information cannot be readily received
without their use. Air traffic control facilities may
also request pilots to use phonetic letter equivalents
when aircraft with similar sounding identifications
are receiving communications on the same frequency. Pilots should use the phonetic alphabet when
identifying their aircraft during initial contact with air
traffic control facilities. Additionally, use the
phonetic equivalents for single letters and to spell out
groups of letters or difficult words during adverse
communications conditions.
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GEN 3.4-9
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Federal Aviation Administration Nineteenth Edition
TBL GEN 3.4-4
Character Morse Code Telephony
Phonic
(Pronunciation)
A _ _ Alfa (AL-FAH)
B _ _ _ _ Bravo (BRAH-VOH)
C
_ _ _ _ Charlie (CHAR-LEE) or
(SHAR-LEE)
D
_ _ _ Delta (DELL-TAH)
E
_ Echo (ECK-OH)
F
_ _ _ _ Foxtrot (FOKS-TROT)
G
_ _ _ Golf (GOLF)
H
_ _ _ _ Hotel (HOH-TEL)
I
_ _ India (IN-DEE-AH)
J
_ _ _ _ Juliett (JEW-LEE-ETT)
K
_ _ _ Kilo (KEY-LOH)
L
_ _ _ _ Lima (LEE-MAH)
M
_ _ Mike (MIKE)
N
_ _ November (NO-VEM-BER)
O
_ _ _ Oscar (OSS-CAH)
P
_ _ _ _ Papa (PAH-PAH)
Q _ _ _ _ Quebec (KEH-BECK)
R _ _ _ Romeo (ROW-ME-OH)
S _ _ _ Sierra (SEE-AIR-RAH)
T _ Tango (TANG-GO)
U
_ _ _ Uniform (YOU-NEE-FORM)
or
(OO-NEE-FORM)
V _ _ _ _ Victor (VIK-TAH)
W _ _ _ Whiskey (WISS-KEY)
X _ _ _ _ Xray (ECKS-RAY)
Y _ _ _ _ Yankee (YANG-KEY)
Z _ _ _ _ Zulu (ZOO-LOO)
1 _ _ _ _ _ One (WUN)
2 _ _ _ _ _ Two (TOO)
3 _ _ _ _ _ Three (TREE)
4 _ _ _ _ _ Four (FOW-ER)
5 _ _ _ _ _ Five (FIFE)
6 _ _ _ _ _ Six (SIX)
7 _ _ _ _ _ Seven (SEV-EN)
8 _ _ _ _ _ Eight (AIT)
9 _ _ _ _ _ Nine (NIN-ER)
0 _ _ _ _ _ Zero (ZEE-RO)
4.5.2_Figures
4.5.2.1_Figures indicating hundreds and thousands
in round numbers, as for ceiling heights, and upper
wind levels up to 9,900, shall be spoken in accordance
with the following:
EXAMPLE-
1._500 five hundred . . . . . . . .
2._4,500 four thousand five hundred . . . . . .
4.5.2.2_ Numbers above 9,900 shall be spoken by
separating the digits preceding the word _thousand."
EXAMPLE-
1._10,000 one zero thousand . . . . .
2._13,500 one three thousand five hundred . . . . .
4.5.2.3_ Transmit airway or jet route numbers as
follows:
EXAMPLE-
1._V12 Victor Twelve . . . . . . .
2._J533 J Five Thirty- Three . . . . . . .
4.5.2.4_All other numbers shall be transmitted by
pronouncing each digit.
EXAMPLE-
10 one zero . . . . . . . . . . .
4.5.2.5_When a radio frequency contains a decimal
point, the decimal point is spoken as _Point."
EXAMPLE-
122.1 one two two point one . . . . . . . . .
NOTE-
ICAO procedures require the decimal point be spoken as
_decimal." The FAA will honor such usage by military
aircraft and all other aircraft required to use ICAO
procedures.
4.5.3_Altitudes and Flight Levels
4.5.3.1_Up to but not including 18,000 feet MSL, by
stating the separate digits of the thousands, plus the
hundreds.
EXAMPLE-
1._12,000 one two thousand . . . . .
2._12,500 one two thousand five hundred . . . . .
4.5.3.2_At and above 18,000’ MSL (FL 180) by
stating the words _flight level" followed by the
separated digits of the flight level.
EXAMPLE-
1._190 Flight Level One Niner Zero . . . . . . . .
2._275 Flight Level Two Seven Five . . . . . . . .
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GEN 3.4-10
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4.5.4_Directions
4.5.4.1_The three digits of a magnetic course,
bearing, heading or wind direction, should always be
magnetic. The word _true" must be added when it
applies.
EXAMPLE-
1._(Magnetic course) 005 zero zero five . . .
2._(True course) 050 zero five zero true . . . . . . .
3._(Magnetic bearing) 360three six zero
4._(Magnetic heading) 100 heading one zero zero . .
5._(Wind direction) 220 wind two two zero . . . . .
4.5.5_Speeds
4.5.5.1_The separate digits of the speed are to be
followed by the word _KNOTS" except that
controllers may omit the word _KNOTS" when using
speed adjustment procedures (e.g., _REDUCE/IN-
CREASE SPEED TO TWO FIVE ZERO").
EXAMPLE-
1._(Speed) 250 two five zero knots . . . . . . . . . . . . .
2._(Speed) 190 one niner zero knots . . . . . . . . . . . . .
4.5.5.2_The separate digits of the Mach number are
to be preceded by the word _Mach."
EXAMPLE-
1._(Mach number) 1.5 Mach one point five . . . . . .
2._(Mach number) 0.64 Mach point six four . . . . .
3._(Mach number) 0.7 Mach point seven . . . . . .
4.5.6_Time
4.5.6.1_FAA uses Coordinated Universal Time
(UTC) for all operations. The word _local" or the time
zone equivalent shall be used to denote local when
local time is given during radio and telephone
communications. The term _ZULU" may be used to
denote UTC.
EXAMPLE-
0920 UTC zero niner two zero, . . . . . . .
zero one two zero pacific or local,
or one twenty AM
4.5.6.2_To convert from Standard Time to UTC:
TBL GEN 3.4-5
Standard Time to Coordinated Universal Time
Eastern Standard Time Central
Standard Time
Mountain Standard Time
Pacific Standard Time Alaska
Standard Time
Hawaii Standard Time
Add 5 hours
Add 6 hours
Add 7 hours
Add 8 hours
Add 9 hours
Add 10 hours
NOTE-
For daylight time, subtract 1 hour.
4.5.6.3_A reference may be made to local daylight or
standard time utilizing the 24-hour clock system. The
hour is indicated by the first two figures and the
minutes by the last two figures.
EXAMPLE-
1._0000 zero zero zero zero . . . . . . . . . . . . . . . . . .
2._0920 zero niner two zero . . . . . . . . . . . . . . . . . .
4.5.6.4_Time may be stated in minutes only
(two_figures) in radio telephone communications
when no misunderstanding is likely to occur.
4.5.6.5_Current time in use at a station is stated in the
nearest quarter minute in order that pilots may use this
information for time checks. Fractions of a quarter
minute or more, but less than eight seconds more, are
stated as the preceding quarter minute; fractions of a
quarter minute of eight seconds or more are stated as
the succeeding quarter minute.
EXAMPLE-
0929:05 time, zero niner two niner . . . . . . . . . . .
0929:10 time, zero niner two niner and . . . . . . . . . . .
one-quarter
4.5.7_Communications with Tower when
Aircraft Transmitter/Receiver or Both are
Inoperative
4.5.7.1_Arriving Aircraft
a)_Receiver Inoperative._If you have reason to
believe your receiver is inoperative, remain outside
or above Class D airspace until the direction and flow
of traffic has been determined; then, advise the tower
of your type aircraft, position, altitude, intention to
land, and request that you be controlled with light
signals. When you are approximately 3 to 5 miles
from the airport, advise the tower of your position and
join the airport traffic pattern. From this point on,
watch the tower for light signals. Thereafter, if a
complete pattern is made, transmit your position
when downwind and/or turning base leg.
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Federal Aviation Administration Nineteenth Edition
b)_Transmitter Inoperative._Remain outside or
above Class D airspace until the direction and flow of
traffic has been determined, then join the airport
traffic pattern. Monitor the primary local control
frequency as depicted on sectional charts for landing
or traffic information, and look for a light signal
which may be addressed to your aircraft. During
hours of daylight, acknowledge tower transmissions
or light signals by rocking your wings. At night,
acknowledge by blinking the landing or navigational
lights.
NOTE-
To acknowledge tower transmissions during daylight
hours, hovering helicopters will turn in the direction of the
controlling facility and flash the landing light. While in
flight, helicopters should show their acknowledgment of
receiving a transmission by making shallow banks in
opposite directions. At night, helicopters will acknowledge
receipt of transmissions by flashing either the landing or
the search light.
c)_Transmitter and Receiver Inoperative.
Remain outside or above Class D airspace until the
direction and flow of traffic has been determined,
then join the airport traffic pattern and maintain
visual contact with tower to receive light signals.
4.5.7.2_Departing Aircraft._If you experience
radio failure prior to leaving the parking area, make
every effort to have the equipment repaired. If you are
unable to have the malfunction repaired, call the
tower by telephone and request authorization to
depart without two-way radio communications. If
tower authorization is granted, you will be given
departure information and requested to monitor the
tower frequency or watch for light signals, as
appropriate. During daylight hours, acknowledge
tower transmissions or light signals by moving the
ailerons or rudder. At night, acknowledge by blinking
the landing or navigation lights. If radio malfunction
occurs after departing the parking area, watch the
tower for light signals or monitor tower frequency.
4.5.8_Contact Procedures
4.5.8.1_Initial Contact
a)_The terms _initial contact" or _initial call up"
mean the first radio call you make to a given facility,
or the first call to a different controller/FSS specialist
within a facility. Use the following format:
1)_Name of facility being called.
2)_Your full aircraft identification as filed in the
flight plan or as discussed under aircraft call signs.
3)_When operating on an airport surface, state
your position.
4)_The type of message to follow or your request
if it is short; and
5)_The word _Over," if required.
EXAMPLE-
1.__New York Radio, Mooney Three One One Echo."
2.__Columbia Ground, Cessna Three One Six Zero
Foxtrot, south ramp, I-F-R Memphis."
3.__Miami Center, Baron Five Six Three Hotel, request
VFR traffic advisories."
b)_Many FSSs are equipped with remote communications outlets and can transmit on the same
frequency at more than one location. The frequencies
available at specific locations are indicated on charts
above FSS communications boxes. To enable the
specialist to utilize the correct transmitter, advise the
location and frequency on which you expect a reply.
EXAMPLE-
St. Louis FSS can transmit on frequency 122.3 at either
Farmington, MO, or Decatur, IL. If you are in the vicinity
of Decatur, your callup should be _Saint Louis radio, Piper
Six Niner Six Yankee, receiving Decatur One Two Two
Point Three."
c)_If radio reception is reasonably assured,
inclusion of your request, your position or altitude,
the phrase _Have numbers" or _Information Charlie
received" (for ATIS) in the initial contact helps
decrease radio frequency congestion. Use discretion
and do not overload the controller with information
he/she does not need. When you do not get a response
from the ground station, recheck your radios or use
another transmitter and keep the next contact short.
EXAMPLE-
_Atlanta Center, Duke Four One Romeo, request VFR
traffic advisories, Twenty Northwest Rome, Seven
Thousand Five Hundred, over."
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GEN 3.4-12
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4.5.9_Initial Contact when your Transmitting and
Receiving Frequencies are Different
4.5.9.1_If you are attempting to establish contact
with a ground station and you are receiving on a
different frequency than that transmitted, indicate the
VOR name or the frequency on which you expect a
reply. Most FSSs and control facilities can transmit
on several VOR stations in the area. Use the
appropriate FSS call sign as indicated on charts.
EXAMPLE-
New York FSS transmits on the Kennedy, Deer Park and
Calverton VORTACs. If you are in the Calverton area, your
callup should be _New York Radio, Cessna Three One Six
Zero Foxtrot, receiving Riverhead VOR, over."
4.5.9.2_If the chart indicates FSS frequencies above
the VORTAC or in FSS communications boxes,
transmit or receive on those frequencies nearest your
location.
4.5.9.3_When unable to establish contact and you
wish to call any ground station, use the phrase _any
radio (tower) (station), give Cessna Three One Six
Zero Foxtrot a call on (frequency) or (VOR)." If an
emergency exists or you need assistance, so state.
4.5.10_Subsequent Contacts and Responses to
Call Up from a Ground Facility._Use the same
format as used for initial contact except you should
state your message or request with the call up in one
transmission. The ground station name and the word
_Over" may be omitted if the message requires an
obvious reply and there is no possibility for
misunderstandings. You should acknowledge all
callups or clearances unless the controller of FSS
specialist advises otherwise. There are some
occasions when the controller must issue time-critical instructions to other aircraft and he/she may be in
a position to observe your response, either visually or
on radar. If the situation demands your response, take
appropriate action or immediately advise the facility
of any problem. Acknowledge with your aircraft
identification, either at the beginning or at the end of
your transmission, and one of the words _Wilco,
Roger, Affirmative, Negative" or other appropriate
remarks; e.g., _Piper Two One Four Lima, Roger." If
you have been receiving services such as VFR traffic
advisories and you are leaving the area or changing
frequencies, advise the ATC facility and terminate
contact.
4.6_Acknowledgement of Frequency Changes
4.6.1_When advised by ATC to change frequencies,
acknowledge the instruction. If you select the new
frequency without an acknowledgement, the controller’s workload is increased because he/she has no way
of knowing whether you received the instruction or
have had radio communications failure.
4.6.2_At times, a controller/specialist may be
working a sector with multiple frequency assignments. In order to eliminate unnecessary verbiage
and to free the controller/specialist for higher priority
transmissions, the controller/specialist may request
the pilot _(Identification), change to my frequency
123.4." This phrase should alert the pilot that he/she
is only changing frequencies, not controller/specialist, and that initial call-up phraseology may be
abbreviated.
EXAMPLE-
_United Two Twenty-two on One Two Three Point Four"
or _One Two Three Point Four, United Two Twenty-two."
4.6.3_Compliance with Frequency Changes.
When instructed by ATC to change frequencies,
select the new frequency as soon as possible unless
instructed to make the change at a specific time, fix,
or altitude. A delay in making the change could result
in an untimely receipt of important information. If
you are instructed to make the frequency change at a
specific time, fix, or altitude, monitor the frequency
you are on until reaching the specified time, fix, or
altitudes unless instructed otherwise by ATC.
5. Communications for VFR Flights
5.1_FSSs and Supplemental Weather Service Locations (SWSLs) are allocated frequencies for different
functions; for example, 122.0 MHz is assigned as the
En Route Flight Advisory Service frequency at
selected FSSs. In addition, certain FSSs provide
Local Airport Advisory on 123.6 MHz or other
frequencies which can be found in the A/FD. If you
are in doubt as to what frequency to use, 122.2_MHz
is assigned to the majority of FSSs as a common
en_route simplex frequency.
NOTE-
In order to expedite communications, state the frequency
being used and the aircraft location during initial call-up.
EXAMPLE-
Dayton radio, November One Two Three Four Five on
one_two two point two, over Springfield V-O-R, over.
AIP
United States of America
GEN 3.4-13
15 MAR 07
Federal Aviation Administration Nineteenth Edition
5.1.1_Certain VOR voice channels are being utilized
for recorded broadcasts; i.e., ATIS, HIWAS, etc.
These services and appropriate frequencies are listed
in the Airport/Facility Directory. On VFR flights,
pilots are urged to monitor these frequencies. When
in contact with a control facility, notify the controller
if you plan to leave the frequency to monitor these
broadcasts.
5.2_Hazardous Area Reporting Service
5.2.1_Selected FSSs provide flight monitoring where
regularly traveled VFR routes cross large bodies of
water, swamps, and mountains, for the purpose of
expeditiously alerting Search and Rescue facilities
when required.
5.2.1.1_When requesting the service either in person,
by telephone or by radio, pilots should be prepared to
give the following information: type of aircraft,
altitude, indicated airspeed, present position, route of
flight, heading.
5.2.1.2_Radio contacts are desired at least every
10_minutes. If contact is lost for more than
15_minutes, Search and Rescue will be alerted. Pilots
are responsible for cancelling their request for service
when they are outside the service area boundary.
Pilots experiencing two-way radio failure are
expected to land as soon as practicable and cancel
their request for the service. FIG GEN 3.4-6,
Hazardous Area Reporting Service, includes the
areas and the FSS facilities involved in this program.
5.2.2_Long Island Sound Reporting Service
(LIRS)
5.2.2.1_The New York and Bridgeport AFSSs
provide Long Island Sound Reporting service on
request for aircraft traversing Long Island Sound.
5.2.2.2_When requesting the service, pilots should
ask for SOUND REPORTING SERVICE and should
be prepared to provide the following appropriate
information:
a)_Type and color of aircraft.
b)_The specific route and altitude across the sound
including the shore crossing point.
c)______The overwater crossing time.
d)_Number of persons on board.
e)_True air speed.
5.2.2.3_Radio contacts are desired at least every
10_minutes; however, for flights of shorter duration,
a midsound report is requested. If contact is lost for
more than 15 minutes, Search and Rescue will be
alerted. Pilots are responsible for cancelling their
request for the Long Island Sound Reporting Service
when outside the service area boundary. Aircraft
experiencing radio failure will be expected to land as
soon as practicable and cancel their request for the
service.
5.2.2.4_Communications. Primary communications - pilot transmits 122.1 MHz and listens on the
VOR frequency.
TBL GEN 3.4-6
New York AFSS
Transmits Receives
Hampton RCO 122.6 MHz 122.6 MHz
Calverton VOR 117.2 MHz Standard FSS
frequencies
Kennedy VORTAC 115.9 MHz 122.1 MHz
Bridgeport AFSS
Transmits Receives
Madison VORTAC 110.4 MHz 122.1 MHz
Groton VOR 110.85 MHz 122.1 MHz
Bridgeport VOR 108.8 MHz 122.1 MHz
AIP
United States of America
GEN 3.4-14
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.4-6
Hazardous Area Reporting Service
5.2.3_Block Island Reporting Service (BIRS)
5.2.3.1_Within the Long Island Reporting Service,
the New York FSS/IFSS also provides an additional
service for aircraft operating between Montauk Point
and Block Island. When requesting this service, pilots
should ask for BLOCK ISLAND REPORTING
SERVICE and should be prepared to provide the
same flight information as that required for the Long
Island Sound Reporting Service.
5.2.3.2_A minimum of three position reports are
mandatory for this service. These are:
a)_Report leaving Montauk Point or Block Island.
b)_Midway report.
c)_Report when over Montauk Point or Block
Island at which time the pilot cancels the overwater
service.
5.2.3.3_Communications._Pilots are to transmit
and receive on 122.6 MHz.
5.2.3.4_Pilots are advised that 122.6 MHz is a remote
receiver located at the Hampton VORTAC site and
designed to provide radio coverage between
Hampton and Block Island. Flights proceeding
beyond Block Island may contact the Bridgeport
AFSS by transmitting on 122.1 MHz and listening on
Groton VOR frequency 110.85 MHz.
AIP
United States of America
GEN 3.4-15
15 MAR 07
Federal Aviation Administration Nineteenth Edition
5.2.4_Cape Cod and Islands Radar Overwater
Flight Following
5.2.4.1_In addition to normal VFR radar advisory
service, traffic permitting, Otis Approach Control
provides a radar overwater flight following service
for aircraft traversing the Cape Code and adjacent
island area. Pilots desiring this service may contact
Cape RAPCON on 118.2 MHz.
5.2.4.2_Pilots requesting this service should be
prepared to give the following information:
a)_Type and color of aircraft.
b)_Altitude.
c)_Position and heading.
d)_Route of flight.
e)_True airspeed.
5.2.4.3_For best radar coverage, pilots are encouraged to fly at 1,500 feet MSL or above.
5.2.4.4_Pilots are responsible for cancelling their
request for overwater flight following when they are
over the mainland and/or outside the service area
boundary.
