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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 AIP 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.

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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. AIP United States of America GEN 3.3-5 15 MAR 07 Federal Aviation Administration Nineteenth Edition

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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. AIP United States of America GEN 3.3-6 15 MAR 07 Federal Aviation Administration Nineteenth Edition 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. AIP United States of America GEN 3.3-7 15 MAR 07 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. AIP United States of America GEN 3.3-8 15 MAR 07 Federal Aviation Administration Nineteenth Edition 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 31 JULY 08 AIP United States of America GEN 3.3-9 15 MAR 07 Federal Aviation Administration Nineteenth Edition 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 31 JULY 08 AIP United States of America GEN 3.3-10 15 MAR 07 Federal Aviation Administration Nineteenth Edition 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. 31 JULY 08 AIP United States of America GEN 3.3-11 15 MAR 07 Federal Aviation Administration Nineteenth Edition 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.

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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. AIP United States of America GEN 3.4-6 15 MAR 07 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.

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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 AIP United States of America GEN 3.4-7 15 MAR 07 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 AIP United States of America GEN 3.4-8 15 MAR 07 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. AIP United States of America GEN 3.4-9 15 MAR 07 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 . . . . . . . . AIP United States of America GEN 3.4-10 15 MAR 07 Federal Aviation Administration Nineteenth Edition 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. AIP United States of America GEN 3.4-11 15 MAR 07 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." AIP United States of America GEN 3.4-12 15 MAR 07 Federal Aviation Administration Nineteenth Edition

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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.

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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.

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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.

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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.

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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.