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2. When receiving VFR radar advisory service, pilots should monitor the assigned frequency at all times. This is to preclude controllers’ concern for radio failure or emergency assistance to aircraft under the controller’s jurisdiction. VFR radar advisory service does not include vectors away from conflicting traffic unless requested by the pilot. When advisory service is no longer desired, advise the controller before changing frequencies and then change your transponder code to 1200, if applicable. Pilots should also inform the controller when changing VFR cruising altitude. Except in programs where radar service is automatically terminated, the controller will advise the aircraft when radar is terminated. NOTE- Participation by VFR pilots in formal programs implemented at certain terminal locations constitutes pilot request. This also applies to participating pilots at those locations where arriving VFR flights are encouraged to make their first contact with the tower on the approach control frequency. c. Issuance of Traffic Information. Traffic information will include the following concerning a target which may constitute traffic for an aircraft that is: 1. Radar identified (a) Azimuth from the aircraft in terms of the 12 hour clock, or (b) When rapidly maneuvering civil test or military aircraft prevent accurate issuance of traffic as in (a) above, specify the direction from an aircraft’s position in terms of the eight cardinal compass points (N, NE, E, SE, S, SW, W, NW). This method shall be terminated at the pilot’s request. (c) Distance from the aircraft in nautical miles; (d) Direction in which the target is proceeding; and (e) Type of aircraft and altitude if known.

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EXAMPLE- Traffic 10 o’clock, 3 miles, west-bound (type aircraft and altitude, if known, of the observed traffic). The altitude may be known, by means of Mode C, but not verified with the pilot for accuracy. (To be valid for separation purposes by ATC, the accuracy of Mode C readouts must be verified. This is usually accomplished upon initial entry into the 7/31/08 AIM AIM 2/14/4-1-10 Services Available to Pilots radar system by a comparison of the readout to pilot stated altitude, or the field elevation in the case of continuous readout being received from an aircraft on the airport.) When necessary to issue traffic advisories containing unverified altitude information, the controller will issue the advisory in the same manner as if it were verified due to the accuracy of these readouts. The pilot may upon receipt of traffic information, request a vector (heading) to avoid such traffic. The vector will be provided to the extent possible as determined by the controller provided the aircraft to be vectored is within the airspace under the jurisdiction of the controller. 2. Not radar identified (a) Distance and direction with respect to a fix; (b) Direction in which the target is proceeding; and (c) Type of aircraft and altitude if known. EXAMPLE- Traffic 8 miles south of the airport northeastbound, (type aircraft and altitude if known). d. The examples depicted in the following figures point out the possible error in the position of this traffic when it is necessary for a pilot to apply drift correction to maintain this track. This error could also occur in the event a change in course is made at the time radar traffic information is issued. FIG 4-1-1 Induced Error in Position of Traffic TRACK (A) (B) WIND TRACK EXAMPLE- In FIG 4-1-1 traffic information would be issued to the pilot of aircraft “A” as 12 o’clock. The actual position of the traffic as seen by the pilot of aircraft “A” would be 2 o’clock. Traffic information issued to aircraft “B” would also be given as 12 o’clock, but in this case, the pilot of “B” would see the traffic at 10 o’clock. FIG 4-1-2 Induced Error in Position of Traffic TRACK (C) (D) WIND TRACK EXAMPLE- In FIG 4-1-2 traffic information would be issued to the pilot of aircraft “C” as 2 o’clock. The actual position of the traffic as seen by the pilot of aircraft “C” would be 3 o’clock. Traffic information issued to aircraft “D” would be at an 11 o’clock position. Since it is not necessary for the pilot of aircraft “D” to apply wind correction (crab) to remain on track, the actual position of the traffic issued would be correct. Since the radar controller can only observe aircraft track (course) on the radar display, traffic advisories are issued accordingly, and pilots should give due consideration to this fact when looking for reported traffic.

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4-1-16. Safety Alert A safety alert will be issued to pilots of aircraft being controlled by ATC if the controller is aware the aircraft is at an altitude which, in the controller’s judgment, places the aircraft in unsafe proximity to terrain, obstructions or other aircraft. The provision of this service is contingent upon the capability of the controller to have an awareness of a situation involving unsafe proximity to terrain, obstructions and uncontrolled aircraft. The issuance of a safety alert cannot be mandated, but it can be expected on a reasonable, though intermittent basis. Once the alert is issued, it is solely the pilot’s prerogative to determine what course of action, if any, to take. This procedure is intended for use in time critical situations where aircraft safety is in question. Noncritical situations should be handled via the normal traffic alert procedures. a. Terrain or Obstruction Alert 1. Controllers will immediately issue an alert to the pilot of an aircraft under their control when they recognize that the aircraft is at an altitude which, in their judgment, may be in an unsafe proximity to terrain/obstructions. The primary method of detecting unsafe proximity is through Mode C automatic altitude reports. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 4-1-11 Services Available to Pilots EXAMPLE- Low altitude alert, check your altitude immediately. The, as appropriate, MEA/MVA/MOCA in your area is (altitude) or, if past the final approach fix (nonprecision approach) or the outer marker or fix used in lieu of the outer marker (precision approach), the, as appropriate, MDA/DH (if known) is (altitude). 2. Terminal Automated Radar Terminal System (ARTS) IIIA, Common ARTS (to include ARTS IIIE and ARTS IIE) (CARTS), Micro En Route Automated Radar Tracking System (MEARTS), and Standard Terminal Automation Replacement System (STARS) facilities have an automated function which, if operating, alerts controllers when a tracked Mode C equipped aircraft under their control is below or is predicted to be below a predetermined minimum safe altitude. This function, called Minimum Safe Altitude Warning (MSAW), is designed solely as a controller aid in detecting potentially unsafe aircraft proximity to terrain/obstructions. The ARTS IIIA, CARTS, MEARTS, and STARS facility will, when MSAW is operating, provide MSAW monitoring for all aircraft with an operating Mode C altitude encoding transponder that are tracked by the system and are: (a) Operating on an IFR flight plan; or (b) Operating VFR and have requested MSAW monitoring.

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3. Terminal AN/TPX-42A (number beacon decoder system) facilities have an automated function called Low Altitude Alert System (LAAS). Although not as sophisticated as MSAW, LAAS alerts the controller when a Mode C transponder equipped aircraft operating on an IFR flight plan is below a predetermined minimum safe altitude. NOTE- Pilots operating VFR may request MSAW or LAAS monitoring if their aircraft are equipped with Mode C transponders. EXAMPLE- Apache Three Three Papa request MSAW/LAAS. b. Aircraft Conflict Alert. 1. Controllers will immediately issue an alert to the pilot of an aircraft under their control if they are aware of another aircraft which is not under their control, at an altitude which, in the controller’s judgment, places both aircraft in unsafe proximity to each other. With the alert, when feasible, the controller will offer the pilot the position of the traffic if time permits and an alternate course(s) of action. Any alternate course(s) of action the controller may recommend to the pilot will be predicated only on other traffic being worked by the controller. EXAMPLE- American Three, traffic alert, (position of traffic, if time permits), advise you turn right/left heading (degrees) and/or climb/descend to (altitude) immediately. 4-1-17. Radar Assistance to VFR Aircraft a. Radar equipped FAA ATC facilities provide radar assistance and navigation service (vectors) to VFR aircraft provided the aircraft can communicate with the facility, are within radar coverage, and can be radar identified. b. Pilots should clearly understand that authorization to proceed in accordance with such radar navigational assistance does not constitute authorization for the pilot to violate CFRs. In effect, assistance provided is on the basis that navigational guidance information issued is advisory in nature and the job of flying the aircraft safely, remains with the pilot. c. In many cases, controllers will be unable to determine if flight into instrument conditions will result from their instructions. To avoid possible hazards resulting from being vectored into IFR conditions, pilots should keep controllers advised of the weather conditions in which they are operating and along the course ahead. d. Radar navigation assistance (vectors) may be initiated by the controller when one of the following conditions exist:

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1. The controller suggests the vector and the pilot concurs. 2. A special program has been established and vectoring service has been advertised. 3. In the controller’s judgment the vector is necessary for air safety. e. Radar navigation assistance (vectors) and other radar derived information may be provided in response to pilot requests. Many factors, such as limitations of radar, volume of traffic, communications frequency, congestion, and controller workload could prevent the controller from providing it. Controllers have complete discretion for determining if they are able to provide the service in a particular case. Their decision not to provide the service in a particular case is not subject to question. 7/31/08 AIM AIM 2/14/4-1-12 Services Available to Pilots 4-1-18. Terminal Radar Services for VFR Aircraft a. Basic Radar Service: 1. In addition to the use of radar for the control of IFR aircraft, all commissioned radar facilities provide the following basic radar services for VFR aircraft: (a) Safety alerts. (b) Traffic advisories. (c) Limited radar vectoring (on a workload permitting basis). (d) Sequencing at locations where procedures have been established for this purpose and/or when covered by a Letter of Agreement. NOTE- When the stage services were developed, two basic radar services (traffic advisories and limited vectoring) were identified as “Stage I.” This definition became unnecessary and the term “Stage I” was eliminated from use. The term “Stage II” has been eliminated in conjunction with the airspace reclassification, and sequencing services to locations with local procedures and/or letters of agreement to provide this service have been included in basic services to VFR aircraft. These basic services will still be provided by all terminal radar facilities whether they include Class B, Class C, Class D or Class E airspace. “Stage III” services have been replaced with “Class B” and “TRSA” service where applicable. 2. Vectoring service may be provided when requested by the pilot or with pilot concurrence when suggested by ATC. 3. Pilots of arriving aircraft should contact approach control on the publicized frequency and give their position, altitude, aircraft call sign, type aircraft, radar beacon code (if transponder equipped), destination, and request traffic information. 4. Approach control will issue wind and runway, except when the pilot states “have numbers” or this information is contained in the ATIS broadcast and the pilot states that the current ATIS information has been received. Traffic information is provided on a workload permitting basis. Approach control will specify the time or place at which the pilot is to contact the tower on local control frequency for further landing information. Radar service is automatically terminated and the aircraft need not be advised of termination when an arriving VFR aircraft receiving radar services to a tower-controlled airport where basic radar service is provided has landed, or to all other airports, is instructed to change to tower or advisory frequency. (See FAA Order JO 7110.65, Air Traffic Control, paragraph 5-1-13, Radar Service Termination.) 5. Sequencing for VFR aircraft is available at certain terminal locations (see locations listed in the Airport/Facility Directory). The purpose of the service is to adjust the flow of arriving VFR and IFR aircraft into the traffic pattern in a safe and orderly manner and to provide radar traffic information to departing VFR aircraft. Pilot participation is urged but is not mandatory. Traffic information is provided on a workload permitting basis. Standard radar separation between VFR or between VFR and IFR aircraft is not provided. (a) Pilots of arriving VFR aircraft should initiate radio contact on the publicized frequency with approach control when approximately 25 miles from the airport at which sequencing services are being provided. On initial contact by VFR aircraft, approach control will assume that sequencing service is requested. After radar contact is established, the pilot may use pilot navigation to enter the traffic pattern or, depending on traffic conditions, approach control may provide the pilot with routings or vectors necessary for proper sequencing with other participating VFR and IFR traffic en route to the airport. When a flight is positioned behind a preceding aircraft and the pilot reports having that aircraft in sight, the pilot will be instructed to follow the preceding aircraft. THE ATC INSTRUCTION TO FOLLOW THE PRECEDING AIRCRAFT DOES NOT AUTHORIZE THE PILOT TO COMPLY WITH ANY ATC CLEARANCE OR INSTRUC- TION ISSUED TO THE PRECEDING AIRCRAFT. If other “nonparticipating” or “local” aircraft are in the traffic pattern, the tower will issue a landing sequence. If an arriving aircraft does not want radar service, the pilot should state “NEGATIVE RADAR SERVICE” or make a similar comment, on initial contact with approach control. (b) Pilots of departing VFR aircraft are encouraged to request radar traffic information by notifying ground control on initial contact with their request and proposed direction of flight. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 4-1-13 Services Available to Pilots EXAMPLE- Xray ground control, November One Eight Six, Cessna One Seventy Two, ready to taxi, VFR southbound at 2,500, have information bravo and request radar traffic information. NOTE- Following takeoff, the tower will advise when to contact departure control. (c) Pilots of aircraft transiting the area and in radar contact/communication with approach control will receive traffic information on a controller workload permitting basis. Pilots of such aircraft should give their position, altitude, aircraft call sign, aircraft type, radar beacon code (if transponder equipped), destination, and/or route of flight. b. TRSA Service (Radar Sequencing and Separation Service for VFR Aircraft in a TRSA). 1. This service has been implemented at certain terminal locations. The service is advertised in the Airport/Facility Directory. The purpose of this service is to provide separation between all participating VFR aircraft and all IFR aircraft operating within the airspace defined as the Terminal Radar Service Area (TRSA). Pilot participation is urged but is not mandatory. 2. If any aircraft does not want the service, the pilot should state “NEGATIVE TRSA SERVICE” or make a similar comment, on initial contact with approach control or ground control, as appropriate. 3. TRSAs are depicted on sectional aeronautical charts and listed in the Airport/Facility Directory. 4. While operating within a TRSA, pilots are provided TRSA service and separation as prescribed in this paragraph. In the event of a radar outage, separation and sequencing of VFR aircraft will be suspended as this service is dependent on radar. The pilot will be advised that the service is not available and issued wind, runway information, and the time or place to contact the tower. Traffic information will be provided on a workload permitting basis. 5. Visual separation is used when prevailing conditions permit and it will be applied as follows: (a) When a VFR flight is positioned behind a preceding aircraft and the pilot reports having that aircraft in sight, the pilot will be instructed by ATC to follow the preceding aircraft. Radar service will be continued to the runway. THE ATC INSTRUCTION TO FOLLOW THE PRECEDING AIRCRAFT DOES NOT AUTHORIZE THE PILOT TO COMPLY WITH ANY ATC CLEARANCE OR INSTRUCTION ISSUED TO THE PRECEDING AIRCRAFT. (b) If other “nonparticipating” or “local” aircraft are in the traffic pattern, the tower will issue a landing sequence. (c) Departing VFR aircraft may be asked if they can visually follow a preceding departure out of the TRSA. The pilot will be instructed to follow the other aircraft provided that the pilot can maintain visual contact with that aircraft. 6. VFR aircraft will be separated from VFR/IFR aircraft by one of the following: (a) 500 feet vertical separation. (b) Visual separation. (c) Target resolution (a process to ensure that correlated radar targets do not touch) when using broadband radar systems. 7. Participating pilots operating VFR in a TRSA: (a) Must maintain an altitude when assigned by ATC unless the altitude assignment is to maintain at or below a specified altitude. ATC may assign altitudes for separation that do not conform to 14 CFR Section 91.159. When the altitude assignment is no longer needed for separation or when leaving the TRSA, the instruction will be broadcast, “RESUME APPROPRIATE VFR ALTITUDES.” Pilots must then return to an altitude that conforms to 14 CFR Section 91.159 as soon as practicable. (b) When not assigned an altitude, the pilot should coordinate with ATC prior to any altitude change. 8. Within the TRSA, traffic information on observed but unidentified targets will, to the extent possible, be provided to all IFR and participating VFR aircraft. The pilot will be vectored upon request to avoid the observed traffic, provided the aircraft to be vectored is within the airspace under the jurisdiction of the controller. 9. Departing aircraft should inform ATC of their intended destination and/or route of flight and proposed cruising altitude. 10. ATC will normally advise participating VFR aircraft when leaving the geographical limits of 7/31/08 AIM AIM 2/14/4-1-14 Services Available to Pilots the TRSA. Radar service is not automatically terminated with this advisory unless specifically stated by the controller. c. Class C Service. This service provides, in addition to basic radar service, approved separation between IFR and VFR aircraft, and sequencing of VFR arrivals to the primary airport. d. Class B Service. This service provides, in addition to basic radar service, approved separation of aircraft based on IFR, VFR, and/or weight, and sequencing of VFR arrivals to the primary airport(s). e. PILOT RESPONSIBILITY. THESE SER- VICES ARE NOT TO BE INTERPRETED AS RELIEVING PILOTS OF THEIR RESPONSIBILI- TIES TO SEE AND AVOID OTHER TRAFFIC OPERATING IN BASIC VFR WEATHER CONDI- TIONS, TO ADJUST THEIR OPERATIONS AND FLIGHT PATH AS NECESSARY TO PRECLUDE SERIOUS WAKE ENCOUNTERS, TO MAINTAIN APPROPRIATE TERRAIN AND OBSTRUCTION CLEARANCE, OR TO REMAIN IN WEATHER CONDITIONS EQUAL TO OR BETTER THAN THE MINIMUMS REQUIRED BY 14 CFR SECTION 91.155. WHENEVER COMPLIANCE WITH AN ASSIGNED ROUTE, HEADING AND/OR ALTITUDE IS LIKELY TO COMPRO- MISE PILOT RESPONSIBILITY RESPECTING TERRAIN AND OBSTRUCTION CLEARANCE, VORTEX EXPOSURE, AND WEATHER MINI- MUMS, APPROACH CONTROL SHOULD BE SO ADVISED AND A REVISED CLEARANCE OR INSTRUCTION OBTAINED. f. ATC services for VFR aircraft participating in terminal radar services are dependent on ATC radar. Services for VFR aircraft are not available during periods of a radar outage and are limited during CENRAP operations. The pilot will be advised when VFR services are limited or not available. NOTE- Class B and Class C airspace are areas of regulated airspace. The absence of ATC radar does not negate the requirement of an ATC clearance to enter Class B airspace or two way radio contact with ATC to enter Class C airspace. 4-1-19. Tower En Route Control (TEC) a. TEC is an ATC program to provide a service to aircraft proceeding to and from metropolitan areas. It links designated Approach Control Areas by a network of identified routes made up of the existing airway structure of the National Airspace System. The FAA initiated an expanded TEC program to include as many facilities as possible. The program’s intent is to provide an overflow resource in the low altitude system which would enhance ATC services. A few facilities have historically allowed turbojets to proceed between certain city pairs, such as Milwaukee and Chicago, via tower en route and these locations may continue this service. However, the expanded TEC program will be applied, generally, for nonturbojet aircraft operating at and below 10,000 feet. The program is entirely within the approach control airspace of multiple terminal facilities. Essentially, it is for relatively short flights. Participating pilots are encouraged to use TEC for flights of two hours duration or less. If longer flights are planned, extensive coordination may be required within the multiple complex which could result in unanticipated delays. b. Pilots requesting TEC are subject to the same delay factor at the destination airport as other aircraft in the ATC system. In addition, departure and en route delays may occur depending upon individual facility workload. When a major metropolitan airport is incurring significant delays, pilots in the TEC program may want to consider an alternative airport experiencing no delay. c. There are no unique requirements upon pilots to use the TEC program. Normal flight plan filing procedures will ensure proper flight plan processing. Pilots should include the acronym “TEC” in the remarks section of the flight plan when requesting tower en route control. d. All approach controls in the system may not operate up to the maximum TEC altitude of 10,000 feet. IFR flight may be planned to any satellite airport in proximity to the major primary airport via the same routing. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 4-1-15 Services Available to Pilots 4-1-20. Transponder Operation a. General 1. Pilots should be aware that proper application of transponder operating procedures will provide both VFR and IFR aircraft with a higher degree of safety in the environment where high-speed closure rates are possible. Transponders substantially increase the capability of radar to see an aircraft and the Mode C feature enables the controller to quickly determine where potential traffic conflicts may exist. Even VFR pilots who are not in contact with ATC will be afforded greater protection from IFR aircraft and VFR aircraft which are receiving traffic advisories. Nevertheless, pilots should never relax their visual scanning vigilance for other aircraft.

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2. Air Traffic Control Radar Beacon System (ATCRBS) is similar to and compatible with military coded radar beacon equipment. Civil Mode A is identical to military Mode 3. 3. Civil and military transponders should be adjusted to the “on” or normal operating position as late as practicable prior to takeoff and to “off” or “standby” as soon as practicable after completing landing roll, unless the change to “standby” has been accomplished previously at the request of ATC. IN ALL CASES, WHILE IN CONTROLLED AIR- SPACE EACH PILOT OPERATING AN AIRCRAFT EQUIPPED WITH AN OPERABLE ATC TRANSPONDER MAINTAINED IN AC- CORDANCE WITH 14 CFR SECTION 91.413 SHALL OPERATE THE TRANSPONDER, IN- CLUDING MODE C IF INSTALLED, ON THE APPROPRIATE CODE OR AS ASSIGNED BY ATC. IN CLASS G AIRSPACE, THE TRANS- PONDER SHOULD BE OPERATING WHILE AIRBORNE UNLESS OTHERWISE RE- QUESTED BY ATC. 4. A pilot on an IFR flight who elects to cancel the IFR flight plan prior to reaching destination, should adjust the transponder according to VFR operations. 5. If entering a U.S. OFFSHORE AIRSPACE AREA from outside the U.S., the pilot should advise on first radio contact with a U.S. radar ATC facility that such equipment is available by adding “transponder” to the aircraft identification. 6. It should be noted by all users of ATC transponders that the coverage they can expect is limited to “line of sight.” Low altitude or aircraft antenna shielding by the aircraft itself may result in reduced range. Range can be improved by climbing to a higher altitude. It may be possible to minimize antenna shielding by locating the antenna where dead spots are only noticed during abnormal flight attitudes. 7. If operating at an airport with Airport Surface Detection Equipment -Model X (ASDE-X), transponders should be transmitting “on” with altitude reporting continuously while moving on the airport surface if so equipped. b. Transponder Code Designation 1. For ATC to utilize one or a combination of the 4096 discrete codes FOUR DIGIT CODE DES- IGNATION will be used, e.g., code 2100 will be expressed as TWO ONE ZERO ZERO. Due to the operational characteristics of the rapidly expanding automated ATC system, THE LAST TWO DIGITS OF THE SELECTED TRANSPONDER CODE SHOULD ALWAYS READ “00” UNLESS SPECIF- ICALLY REQUESTED BY ATC TO BE OTHERWISE. c. Automatic Altitude Reporting (Mode C) 1. Some transponders are equipped with a Mode C automatic altitude reporting capability. This system converts aircraft altitude in 100 foot increments to coded digital information which is transmitted together with Mode C framing pulses to the interrogating radar facility. The manner in which transponder panels are designed differs, therefore, a pilot should be thoroughly familiar with the operation of the transponder so that ATC may realize its full capabilities. 2. Adjust transponder to reply on the Mode A/3 code specified by ATC and, if equipped, to reply on Mode C with altitude reporting capability activated unless deactivation is directed by ATC or unless the installed aircraft equipment has not been tested and calibrated as required by 14 CFR Section 91.217. If deactivation is required by ATC, turn off the altitude reporting feature of your transponder. An instruction by ATC to “STOP ALTITUDE SQUAWK, ALTI- TUDE DIFFERS (number of feet) FEET,” may be an indication that your transponder is transmitting incorrect altitude information or that you have an incorrect altimeter setting. While an incorrect 7/31/08 AIM AIM 2/14/4-1-16 Services Available to Pilots altimeter setting has no effect on the Mode C altitude information transmitted by your transponder (transponders are preset at 29.92), it would cause you to fly at an actual altitude different from your assigned altitude. When a controller indicates that an altitude readout is invalid, the pilot should initiate a check to verify that the aircraft altimeter is set correctly. 3. Pilots of aircraft with operating Mode C altitude reporting transponders should report exact altitude or flight level to the nearest hundred foot increment when establishing initial contact with an ATC facility. Exact altitude or flight level reports on initial contact provide ATC with information that is required prior to using Mode C altitude information for separation purposes. This will significantly reduce altitude verification requests. d. Transponder IDENT Feature 1. The transponder shall be operated only as specified by ATC. Activate the “IDENT” feature only upon request of the ATC controller. e. Code Changes 1. When making routine code changes, pilots should avoid inadvertent selection of Codes 7500, 7600 or 7700 thereby causing momentary false alarms at automated ground facilities. For example, when switching from Code 2700 to Code 7200, switch first to 2200 then to 7200, NOT to 7700 and then 7200. This procedure applies to nondiscrete Code 7500 and all discrete codes in the 7600 and 7700 series (i.e., 7600-7677, 7700-7777) which will trigger special indicators in automated facilities. Only nondiscrete Code 7500 will be decoded as the hijack code. 2. Under no circumstances should a pilot of a civil aircraft operate the transponder on Code 7777. This code is reserved for military interceptor operations. 3. Military pilots operating VFR or IFR within restricted/warning areas should adjust their transponders to Code 4000 unless another code has been assigned by ATC. f. Mode C Transponder Requirements 1. Specific details concerning requirements to carry and operate Mode C transponders, as well as exceptions and ATC authorized deviations from the requirements are found in 14 CFR Section 91.215 and 14 CFR Section 99.12. 2. In general, the CFRs require aircraft to be equipped with Mode C transponders when operating: (a) At or above 10,000 feet MSL over the 48 contiguous states or the District of Columbia, excluding that airspace below 2,500 feet AGL; (b) Within 30 miles of a Class B airspace primary airport, below 10,000 feet MSL. Balloons, gliders, and aircraft not equipped with an engine driven electrical system are excepted from the above requirements when operating below the floor of Class A airspace and/or; outside of a Class B airspace and below the ceiling of the Class B airspace (or 10,000 feet MSL, whichever is lower); (c) Within and above all Class C airspace, up to 10,000 feet MSL; (d) Within 10 miles of certain designated airports, excluding that airspace which is both outside the Class D surface area and below 1,200 feet AGL. Balloons, gliders and aircraft not equipped with an engine driven electrical system are excepted from this requirement. 3. 14 CFR Section 99.12 requires all aircraft flying into, within, or across the contiguous U.S. ADIZ be equipped with a Mode C or Mode S transponder. Balloons, gliders and aircraft not equipped with an engine driven electrical system are excepted from this requirement. 4. Pilots shall ensure that their aircraft transponder is operating on an appropriate ATC assigned VFR/IFR code and Mode C when operating in such airspace. If in doubt about the operational status of either feature of your transponder while airborne, contact the nearest ATC facility or FSS and they will advise you what facility you should contact for determining the status of your equipment. 5. In-flight requests for “immediate” deviation from the transponder requirement may be approved by controllers only when the flight will continue IFR or when weather conditions prevent VFR descent and continued VFR flight in airspace not affected by the CFRs. All other requests for deviation should be made by contacting the nearest Flight Service or Air Traffic facility in person or by telephone. The nearest ARTCC will normally be the controlling agency and is responsible for coordinating requests involving deviations in other ARTCC areas. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 4-1-17 Services Available to Pilots g. Transponder Operation Under Visual Flight Rules (VFR) 1. Unless otherwise instructed by an ATC facility, adjust transponder to reply on Mode 3/A Code 1200 regardless of altitude. 2. Adjust transponder to reply on Mode C, with altitude reporting capability activated if the aircraft is so equipped, unless deactivation is directed by ATC or unless the installed equipment has not been tested and calibrated as required by 14 CFR Section 91.217. If deactivation is required and your transponder is so designed, turn off the altitude reporting switch and continue to transmit Mode C framing pulses. If this capability does not exist, turn off Mode C. h. Radar Beacon Phraseology Air traffic controllers, both civil and military, will use the following phraseology when referring to operation of the Air Traffic Control Radar Beacon System (ATCRBS). Instructions by ATC refer only to Mode A/3 or Mode C operation and do not affect the operation of the transponder on other Modes. 1. SQUAWK (number). Operate radar beacon transponder on designated code in Mode A/3. 2. IDENT. Engage the “IDENT” feature (military I/P) of the transponder. 3. SQUAWK (number) and IDENT. Operate transponder on specified code in Mode A/3 and engage the “IDENT” (military I/P) feature. 4. SQUAWK STANDBY. Switch transponder to standby position. 5. SQUAWK LOW/NORMAL. Operate transponder on low or normal sensitivity as specified. Transponder is operated in “NORMAL” position unless ATC specifies “LOW” (“ON” is used instead of “NORMAL” as a master control label on some types of transponders.) 6. SQUAWK ALTITUDE. Activate Mode C with automatic altitude reporting. 7. STOP ALTITUDE SQUAWK. Turn off altitude reporting switch and continue transmitting Mode C framing pulses. If your equipment does not have this capability, turn off Mode C. 8. STOP SQUAWK (mode in use). Switch off specified mode. (Used for military aircraft when the controller is unaware of military service requirements for the aircraft to continue operation on another Mode.) 9. STOP SQUAWK. Switch off transponder. 10. SQUAWK MAYDAY. Operate transponder in the emergency position (Mode A Code 7700 for civil transponder. Mode 3 Code 7700 and emergency feature for military transponder.) 11. SQUAWK VFR. Operate radar beacon transponder on Code 1200 in the Mode A/3, or other appropriate VFR code. 7/31/08 AIM AIM 2/14/4-1-18 Services Available to Pilots FIG 4-1-3 Hazardous Area Reporting Service 4-1-21. Hazardous Area Reporting Service a. Selected FSSs provide flight monitoring where regularly traveled VFR routes cross large bodies of water, swamps, and mountains. This service is provided for the purpose of expeditiously alerting Search and Rescue facilities when required. (See FIG 4-1-3.) 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. 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 canceling 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 4-1-3 depicts the areas and the FSS facilities involved in this program. b. Long Island Sound Reporting Service. The New York and Bridgeport AFSSs provide Long Island Sound Reporting service on request for aircraft traversing Long Island Sound. 1. 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; and (e) True air speed. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 4-1-19 Services Available to Pilots

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2. 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 canceling 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. 3. Communications. Primary communications -pilots are to transmit on 122.1 MHz and listen on one of the following VOR frequencies: (a) New York AFSS Controls: (1) Hampton RCO (FSS transmits and receives on 122.6 MHz). (2) Calverton VOR (FSS transmits on 117.2 and receives on standard FSS frequencies). (3) Kennedy VORTAC (FSS transmits on 115.9 and receives on 122.1 MHz). (b) Bridgeport AFSS Controls: (1) Madison VORTAC (FSS transmits on 110.4 and receives on 122.1 MHz). (2) Groton VOR (FSS transmits on 110.85 and receives on 122.1 MHz). (3) Bridgeport VOR (FSS transmits on 108.8 and receives on 122.1 MHz). c. Block Island Reporting Service. Within the Long Island Reporting Service, the New York FSS 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 required for the Long Island Sound Reporting Service. 1. A minimum of three position reports are mandatory for this service; these are: (a) Reporting leaving either Montauk Point or Block Island. (b) Midway report. (c) Report when over either Montauk Point or Block Island. At this time, the overwater service is canceled. 2. Communications. Pilots are to transmit and receive on 122.6 MHz. NOTE- 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. d. Cape Cod and Islands Radar Overwater Flight Following. In addition to normal VFR radar advisory services, traffic permitting, Cape Approach Control provides a radar overwater flight following service for aircraft traversing the Cape Cod and adjacent Island area. Pilots desiring this service may contact Cape RAPCON on 118.2 MHz. 1. 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; and (e) True airspeed. 2. For best radar coverage, pilots are encouraged to fly at 1,500 feet MSL or above. 3. Pilots are responsible for canceling their request for overwater flight following when they are over the mainland and/or outside the service area boundary. e. Lake Reporting Service. Cleveland and Lansing AFSSs provide Lake Reporting Service on request for aircraft traversing the western half of Lake Erie; Green Bay, Kankakee, Lansing, and Terre Haute AFSSs provide Lake Reporting Service on request for aircraft traversing Lake Michigan. 1. When requesting the service, pilots should ask for LAKE REPORTING SERVICE. 2. Pilots not on a VFR flight plan should be prepared to provide all information that is normally provided for a complete VFR flight plan. 7/31/08 AIM AIM 2/14/4-1-20 Services Available to Pilots 3. Pilots already on a VFR flight plan should be prepared to provide the following information: (a) Aircraft or flight identification. (b) Type of aircraft. (c) Near-shore crossing point or last fix before crossing. (d) Proposed time over near-shore crossing point or last fix before crossing. (e) Proposed altitude. (f) Proposed route of flight. (g) Estimated time over water. (h) Next landing point. (i) AFSS/FSS having complete VFR flight plan information. 4. Radio contacts must not exceed 10 minutes when pilots fly at an altitude that affords continuous communications. If radio contact is lost for more than 15 minutes (5 minutes after a scheduled reporting time), Search and Rescue (SAR) will be alerted. 5. The estimated time for crossing the far shore will be the scheduled reporting time for aircraft that fly at an altitude that does not afford continuous communication coverage while crossing the lake. If radio contact is not established within 5 minutes of that time, SAR will be alerted. 6. Pilots are responsible for canceling their request for Lake Reporting Service when outside the service area boundary. Aircraft experiencing radio failure will be expected to land as soon as practicable and cancel their Lake Reporting Service flight plan. 7. Communications. Primary communications -Pilots should communicate with the following facilities on the indicated frequencies: (a) Cleveland AFSS Controls: (1) Cleveland RCO (FSS transmits and receives on 122.35 or 122.55 MHz). (2) Sandusky VOR (FSS transmits on 109.2 and receives on 122.1 MHz). (b) Green Bay AFSS Controls: (1) Escanaba VORTAC (FSS transmits on 110.8 and receives on 122.1 MHz). (2) Green Bay RCO (FSS transmits and receives on 122.55 MHz). (3) Manistique RCO (FSS transmits and receives on 122.25 MHz). (4) Manitowoc VOR (FSS transmits on 111.0 and receives on 122.1 MHz). (5) Menominee VOR (FSS transmits on 109.6 and receives on 122.1 MHz). (6) Milwaukee RCO (FSS transmits and receives on 122.65 MHz). (7) Falls VOR (FSS transmits on 110.0 and receives on 122.1 MHz). (c) Kankakee AFSS Controls: (1) Chicago Heights VORTAC (FSS transmits on 114.2 and receives on 122.1 MHz). (2) Meigs RCO (FSS transmits and receives on 122.15 MHz). (3) Waukegan RCO (FSS transmits and receives on 122.55 MHz). (d) Lansing AFSS Controls: (1) Lake Erie. Detroit City RCO (FSS transmits and receives on 122.55 MHz). (2) Lake Michigan: [a] Keeler VORTAC (FSS transmits on 116.6 and receives on 122.1 MHz). Ludington RCO (FSS transmits and receives on 122.45 MHz). [c] Manistee VORTAC (FSS transmits on 111.4 and receives on 122.1 MHz). [d] Muskegon RCO (FSS transmits and receives on 122.5 MHz). [e] Pellston RCO (FSS transmits and receives on 122.3 MHz). [f] Pullman VORTAC (FSS transmits on 112.1 and receives on 122.1 MHz). [g] Traverse City RCO (FSS transmits and receives on 122.65 MHz). (e) Terre Haute AFSS Controls. South Bend RCO (FSS transmits and receives on 122.6 MHz). 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 4-1-21 Services Available to Pilots f. Everglades Reporting Service. This service is offered by Miami Automated International Flight Service Station (MIA AIFSS), in extreme southern Florida. The service is provided to aircraft crossing the Florida Everglades, between Lee County (Ft. Myers, FL) VORTAC (RSW) on the northwest side, and Dolphin (Miami, FL) VOR (DHP) on the southeast side. 1. The pilot must request the service from Miami AIFSS. 2. MIA AIFSS frequency information, 122.2, 122.3, and 122.65. 3. The pilot must file a VFR flight plan with the remark: ERS. 4. The pilot must maintain 2000 feet of altitude. 5. The pilot must make position reports every ten (10) minutes. SAR begins fifteen (15) minutes after position report is not made on time. 6. The pilot is expected to land as soon as is practical, in the event of two-way radio failure, and advise MIA AIFSS that the service is terminated. 7. The pilot must notify Miami AIFSS when the flight plan is cancelled or the service is suspended. 4-1-22. Airport Reservation Operations and Special Traffic Management Programs This section describes procedures for obtaining required airport reservations at high density traffic airports and for airports operating under Special Traffic Management Programs. a. High Density Traffic Airports (HDTA). 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. Effective July 2, 2002, the slot requirements at ORD were eliminated.) 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. 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 HDTAs. 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. 3. The toll-free telephone number for obtaining IFR reservations through e-CVRS at HDTAs 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. 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. b. Special Traffic Management Programs (STMP). 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. 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 7/31/08 AIM AIM 2/14/4-1-22 Services Available to Pilots dates and times reservations are required; the time limits for reservation requests; the point of contact for reservations; and any other instructions. c. 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. d. Making Reservations. 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 STMPs (e-STMP).

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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 4-1-4.) TBL 4-1-4 Codes for Call Sign/Tail Number Input 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-41 P-71 Y-93 7-07 H-42 Q-11 Z-12 8-08 I-43 R-72 0-00 9-09 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 4-1-23 Services Available to Pilots 3. Additional helpful key entries: (See TBL 4-1-5.) TBL 4-1-5 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. 4-1-23. Requests for Waivers and Authorizations from Title 14, Code of Federal Regulations (14 CFR) a. Requests for a Certificate of Waiver or Authorization (FAA Form 7711-2), or requests for renewal of a waiver or authorization, may be accepted by any FAA facility and will be forwarded, if necessary, to the appropriate office having waiver authority. b. The grant of a Certificate of Waiver or Authorization from 14 CFR constitutes relief from specific regulations, to the degree and for the period of time specified in the certificate, and does not waive any state law or local ordinance. Should the proposed operations conflict with any state law or local ordinance, or require permission of local authorities or property owners, it is the applicant’s responsibility to resolve the matter. The holder of a waiver is responsible for compliance with the terms of the waiver and its provisions. c. A waiver may be canceled at any time by the Administrator, the person authorized to grant the waiver, or the representative designated to monitor a specific operation. In such case either written notice of cancellation, or written confirmation of a verbal cancellation will be provided to the holder. 4-1-24. Weather System Processor The Weather System Processor (WSP) was developed for use in the National Airspace System to provide weather processor enhancements to selected Airport Surveillance Radar (ASR)-9 facilities. The WSP provides Air Traffic with warnings of hazardous wind shear and microbursts. The WSP also provides users with terminal area 6-level weather, storm cell locations and movement, as well as the location and predicted future position and intensity of wind shifts that may affect airport operations. 7/31/08 AIM AIM 2/14/08 4-2-1 Radio Communications Phraseology Section 2. Radio Communications Phraseology and Techniques 4-2-1. General a. 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. b. 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 controllers must know what you want to do before they can properly carry out their control duties. And you, the pilot, must know exactly what the controller 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. c. 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 FAA Order JO 7110.65, Air Traffic Control. We recommend that it be studied and reviewed from time to time to sharpen your communication skills. 4-2-2. Radio Technique a. 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 frequencies, pause, listen, and make sure the frequency is clear. b. 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. c. 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. d. 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 the transmitter for your frequency. e. Be alert to the sounds or the 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 for en route IFR radio frequency outage to establish or reestablish communications with ATC. f. 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 facility's available frequencies, particularly with regard to VOR sites where you can hear but not reach a ground station's receiver. Remember that higher altitudes increase the range of VHF “line of sight” communications. 4-2-3. Contact Procedures a. Initial Contact. 1. The terms initial contact or initial callup means the first radio call you make to a given facility or the first call to a different controller or FSS specialist within a facility. Use the following format: AIM 2/14/08 4-2-2 Radio Communications Phraseology (a) Name of the facility being called; (b) Your full aircraft identification as filed in the flight plan or as discussed in paragraph 4-2-4, Aircraft Call Signs; (c) When operating on an airport surface, state your position. (d) The type of message to follow or your request if it is short; and (e) The word “Over” if required. EXAMPLE1. “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 V-F-R traffic advisories.” 2. Many FSSs are equipped with Remote Communications Outlets (RCOs) 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 the frequency on which you expect a reply. EXAMPLE- St. Louis FSS can transmit on frequency 122.3 at either Farmington, Missouri, or Decatur, Illinois, 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.” 3. If radio reception is reasonably assured, inclusion of your request, your position or altitude, and the phrase “(ATIS) Information Charlie received” in the initial contact helps decrease radio frequency congestion. Use discretion; do not overload the controller with information unneeded or superfluous. If you do not get a response from the ground station, recheck your radios or use another transmitter, but keep the next contact short. EXAMPLE“Atlanta Center, Duke Four One Romeo, request V-F-R traffic advisories, Twenty Northwest Rome, seven thousand five hundred, over.” b. Initial Contact When Your Transmitting and Receiving Frequencies are Different. 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, the Hampton, and the Calverton VORTACs. If you are in the Calverton area, your callup should be “New York radio, Cessna Three One Six Zero Foxtrot, receiving Calverton V-O-R, over.” 2. If the chart indicates FSS frequencies above the VORTAC or in the FSS communications boxes, transmit or receive on those frequencies nearest your location. 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 (V-O-R).” If an emergency exists or you need assistance, so state. c. Subsequent Contacts and Responses to Callup from a Ground Facility. Use the same format as used for the initial contact except you should state your message or request with the callup 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 or FSS specialist advises otherwise. There are some occasions when controllers must issue time-critical instructions to other aircraft, and they 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; e.g., VFR traffic advisories and you are leaving the area or changing frequencies, advise the ATC facility and terminate contact. d. Acknowledgement of Frequency Changes. 1. When advised by ATC to change frequencies, acknowledge the instruction. If you select the new frequency without an acknowledgement, the control- ler's workload is increased because there is no way of knowing whether you received the instruction or have had radio communications failure. AIM 2/14/08 4-2-3 Radio Communications Phraseology 2. At times, a controller/specialist may be working a sector with multiple frequency assign- ments. 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 the controller/specialist is only changing frequencies, not controller/specialist, and that initial callup phraseolo- gy may be abbreviated. EXAMPLE“United Two Twenty-Two on one two three point four” or “one two three point four, United Two Twenty-Two.” e. 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. REFERENCE- AIM, ARTCC Communications, Paragraph 5-3-1. 4-2-4. Aircraft Call Signs a. Precautions in the Use of Call Signs. 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/ number; e.g., Cessna 6132F, Cessna 1622F, Baron_123F, Cherokee 7732F, etc. 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 the aircraft's 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 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. 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/let- ters, by repeating the entire call sign, by 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. 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; e.g., Aztec Two Four Six Four Alpha. EXAMPLE1. Bonanza Six Five Five Golf. 2. Breezy Six One Three Romeo Experimental (omit “Experimental” after initial contact). 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. 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) and the word “heavy” if appropriate. EXAMPLE1. United Twenty-Five Heavy. 2. Midwest Commuter Seven Eleven. 6. Military aircraft use a variety of systems including serial numbers, word call signs, and combinations of letters/numbers. Examples include Army Copter 48931; Air Force 61782; REACH 31792; Pat 157; Air Evac 17652; Navy Golf Alfa Kilo_21; Marine 4 Charlie 36, etc. AIM 2/14/08

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4-2-4 Radio Communications Phraseology b. 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 re- quested 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. 1. 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 expedi- tious handling is necessary, add the word “LIFEGUARD” in the remarks section of the flight plan. In radio communications, use the call sign “LIFEGUARD” followed by the aircraft registration letters/numbers. 2. 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 handling only when specifically requested. EXAMPLE- Lifeguard Two Six Four Six.

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3. 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 transporta- tion 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 responsibility to ensure that this information is provided to ATC. EXAMPLE- Lifeguard Delta Thirty-Seven. c. Student Pilots Radio Identification.