Centers are established primarily to provide air traffic service to aircraft operating on IFR flight plans within controlled airspace, and principally during the en route phase of flight.

4-1-2. Control Towers

Towers have been established to provide for a safe, orderly and expeditious flow of traffic on and in the vicinity of an airport. When the responsibility has been so delegated, towers also provide for the separation of IFR aircraft in the terminal areas.

Aircraft operating on an IFR flight plan, landing at an airport without an operating control tower will be advised to change to the airport advisory frequency when direct communications with ATC are no longer required. Towers and centers do not have nontower airport traffic and runway in use information. The instrument approach may not be aligned with the runway in use; therefore, if the information has not already been obtained, pilots should make an expeditious change to the airport advisory frequency when authorized.

a. 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 Automatic Terminal Information Service (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.

b. Such information will be furnished upon initial contact with 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.

c. Where available, use of this procedure will not hinder the operation of VFR flights by requiring excessive spacing between aircraft or devious routing.

a. Airport Operations Without Operating Control Tower

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.

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.

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.

b. Communicating on a Common Frequency

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.
 

TBL 4-1-1

2. The CTAF frequency for a particular airport is contained in the 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.

c. Recommended Traffic Advisory Practices

1. Pilots of inbound traffic should monitor and communicate as appropriate 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 CFR's or local procedures require otherwise.

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's or local procedures. Such operations include parachute jumping/dropping, en route, practicing maneuvers, etc.

REFERENCE-
AIM, Parachute Jump Aircraft Operations, Paragraph 3-5-4.

d. Airport Advisory/Information Services Provided by a FSS

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.

(c) Remote Airport Information Service (RAIS) is provided in support of special events at nontowered airports by request from the airport authority.

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. 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.

3. Airport advisory service includes wind direction and velocity, favored or designated runway, altimeter setting, known airborne and ground traffic, NOTAM's, 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.

CAUTION-
All aircraft in the vicinity of an airport may not be in communication with the FSS.

e. Information Provided by Aeronautical Advisory Stations (UNICOM)

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.

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.

f. 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.

g. Self-Announce Position and/or Intentions

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.

2. If an airport has a tower and it 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.

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.

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 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.

5. Departing aircraft should always be alert for arrival aircraft coming from the opposite direction.

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.

h. UNICOM Communications Procedures

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.

2. Recommended UNICOM phraseologies:

(a) Inbound

PHRASEOLOGY-
FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT 10 MILES SOUTHEAST DESCENDING THROUGH (altitude) LANDING FREDERICK, 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.

a. Communications between aircraft

CAUTION-
The Federal Communications Commission (FCC) requires an aircraft station license to operate on UNICOM/MULTICOM frequencies and usage must be in accordance with Part 87 of the FCC rules (see Section 87.29 regarding license applications). Misuse of these frequencies may result in either the imposition of fines and/or revocation/suspension of FCC aircraft station license.

b. Frequency use

1. The following listing depicts UNICOM and MULTICOM frequency uses as designated by the Federal Communications Commission (FCC). (See TBL 4-1-2.)

TBL 4-1-2

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.
 

2. The following listing depicts other frequency uses as designated by the Federal Communications Commission (FCC). (See TBL 4-1-3.)

TBL 4-1-3

4-1-12. Use of UNICOM for ATC Purposes

UNICOM service may be used for ATC purposes, only under the following circumstances:

a. 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 A/FD indicates airports for which ATIS is provided.

b. 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.

EXAMPLE-
Dulles International information Sierra. 1300 zulu 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.

c. Pilots should listen to ATIS broadcasts whenever ATIS is in operation.

d. 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."

e. When a pilot acknowledges receipt of the ATIS broadcast, controllers may omit those items contained in 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 or ceiling and/or visibility on ATIS 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," or the existing weather may be broadcast.

f. 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.

g. To serve frequency limited aircraft, FSS's are equipped to transmit on the omnirange frequency at most en route VOR's 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.

This is a service provided by radar ATC facilities. Pilots receiving this service are advised of any radar target observed on the radar display which may be in such proximity to the position of their aircraft or its intended route of flight that it warrants their attention. This service is not intended to relieve the pilot of the responsibility for continual vigilance to see and avoid other aircraft.

a. Purpose of the Service

1. The issuance of traffic information as observed on a radar display is based on the principle of assisting and advising a pilot that a particular radar target's position and track indicates it may intersect or pass in such proximity to that pilot's intended flight path that it warrants attention. This is to alert the pilot to the traffic, to be on the lookout for it, and thereby be in a better position to take appropriate action should the need arise.

2. Pilots are reminded that the surveillance radar used by ATC does not provide altitude information unless the aircraft is equipped with Mode C and the radar facility is capable of displaying altitude information.

b. Provisions of the Service

1. Many factors, such as limitations of the radar, volume of traffic, controller workload and communications frequency congestion, could prevent the controller from providing this service. Controllers possess complete discretion for determining whether they are able to provide or continue to provide this service in a specific case. The controller's reason against providing or continuing to provide the service in a particular case is not subject to question nor need it be communicated to the pilot. In other words, the provision of this service is entirely dependent upon whether controllers believe they are in a position to provide it. Traffic information is routinely provided to all aircraft operating on IFR flight plans except when the pilot declines the service, or the pilot is operating within Class A airspace. Traffic information may be provided to flights not operating on IFR flight plans when requested by pilots of such flights.

NOTE-
Radar ATC facilities normally display and monitor both primary and secondary radar when it is available, except that secondary radar may be used as the sole display source in Class A airspace, and under some circumstances outside of Class A airspace (beyond primary coverage and in en route areas where only secondary is available). Secondary radar may also be used outside Class A airspace as the sole display source when the primary radar is temporarily unusable or out of service. Pilots in contact with the affected ATC facility are normally advised when a temporary outage occurs; i.e., "primary radar out of service; traffic advisories available on transponder aircraft only." This means simply that only the aircraft which have transponders installed and in use will be depicted on ATC radar indicators when the primary radar is temporarily out of service.

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.

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 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

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

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.

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 ARTS IIA, III, AND IIIA 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 IIA, III, and IIIA 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.

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.

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 CFR's. 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:

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.

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 upon being advised to contact the tower.

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 INSTRUCTION ISSUED TO THE PRECEDING AIRCRAFT. If other "nonparticipating" or "local" aircraft are in the traffic pattern, the tower will issue a landing sequence. Radar service will be continued to the runway. If an arriving aircraft does not want the 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.

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. TRSA's 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 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 SERVICES ARE NOT TO BE INTERPRETED AS RELIEVING PILOTS OF THEIR RESPONSIBILITIES TO SEE AND AVOID OTHER TRAFFIC OPERATING IN BASIC VFR WEATHER CONDITIONS, 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 COMPROMISE PILOT RESPONSIBILITY RESPECTING TERRAIN AND OBSTRUCTION CLEARANCE, VORTEX EXPOSURE, AND WEATHER MINIMUMS, APPROACH CONTROL SHOULD BE SO ADVISED AND A REVISED CLEARANCE OR INSTRUCTION OBTAINED.

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.

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.

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 AIRSPACE EACH PILOT OPERATING AN AIRCRAFT EQUIPPED WITH AN OPERABLE ATC TRANSPONDER MAINTAINED IN ACCORDANCE WITH 14 CFR SECTION 91.413 SHALL OPERATE THE TRANSPONDER, INCLUDING MODE C IF INSTALLED, ON THE APPROPRIATE CODE OR AS ASSIGNED BY ATC. IN CLASS G AIRSPACE, THE TRANSPONDER SHOULD BE OPERATING WHILE AIRBORNE UNLESS OTHERWISE REQUESTED 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.

b. Transponder Code Designation

1. For ATC to utilize one or a combination of the 4096 discrete codes FOUR DIGIT CODE DESIGNATION 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 SPECIFICALLY 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, ALTITUDE 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 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 CFR's 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 CFR's. 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.

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 Mode's.

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.

FIG 4-1-3

4-1-20. Hazardous Area Reporting Service

a. Selected FSS's 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 AFSS's 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.

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 VORTAC (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 122.15 MHz).

(2) Groton VOR (FSS transmits on 110.85 and receives on 122.15 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 cancelled.

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 (TMU) frequency 111.8 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 AFSS's provide Lake Reporting Service on request for aircraft traversing the western half of Lake Erie; Green Bay, Kankakee, Lansing, and Terre Haute AFSS's 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.

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 cancelling 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) Northbrook VORTAC (FSS transmits on 113.0 and receives on 122.1 MHz).

(2) Chicago Heights VORTAC (FSS transmits on 114.2 and receives on 122.1 MHz).

(3) Meigs RCO (FSS transmits and receives on 122.15 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).

[b] 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's (FSS transmits and receives on 123.65/primary and 122.6/secondary MHz).

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.

a. FAA operates the Computerized Voice Reservation System (CVRS) which is used to make arrival and/or departure reservations at airports designated by 14 CFR Part 93 Subpart K as High Density Traffic Airports (HDTA). The system may also be used to make arrival and/or departure reservations at airports which are part of a Special Traffic Management Program (STMP). Some STMP's may require users to contact the controlling ARTCC to make reservations, while others will use the CVRS to make reservations. Pilots should check current Notices to Airmen (NOTAM's) to determine airports included in a special traffic management program and reservations procedures.

b. High Density Traffic Airports (HDTA).

1. The FAA, by 14 CFR Part 93, Subpart K, as amended, has designated the John F. Kennedy International Airport (JFK), LaGuardia (LGA), Chicago O'Hare International (ORD), Ronald Reagan Washington National Airport (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 at ORD are required between 6:45 a.m. and 9:15 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.

NOTE-
Time periods for ORD are in 30-minute increments.

2. The FAA has established an Airport Reservations Office (ARO) to receive and process all Instrument Flight Rules (IFR) requests for operations at the designated HDTA's. This office monitors operation of the high density rule and allots 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 CVRS to make all reservations. Users may access the computer system using a touch tone telephone, rotary dial telephone, or a personal computer equipped with a modem. Requests for IFR reservations will be accepted starting 48 hours prior to the proposed time of operation at the affected airport. For example, a request for an 11:00 a.m. reservation on a Thursday will be accepted beginning at 11:00 a.m. on the preceding Tuesday. An exception to the 48 hour limitation is made for weekends to recognize normal business hours. Consequently, a reservation request for an IFR operation on Monday would be accepted on the previous Thursday, starting at the proposed hour of operation. Similarly, requests for IFR operations on Tuesday would be accepted on the previous Friday, starting at the proposed hour of operation. For example, a request for an 11:00 a.m. reservation on Tuesday would be accepted beginning at 11:00 a.m. on Friday. Another exception to the 48 hour time limit is made for users who make both an arrival and departure reservation provided they both fall on the same calendar day and they are both made during the same phone call. For example, a reservation request for an 11:00 a.m. arrival on Friday and a 4:00 p.m. departure on Friday may be made beginning at 11:00 a.m. Wednesday.

1. If operating IFR, an IFR reservation is required prior to takeoff for any operation to or from a high density airport. Users may obtain IFR reservations in either of two ways. They may file their request with the nearest Flight Service Station (FSS) by any available means or call the ARO's interactive computer system via touch-tone telephone, rotary dial telephone, or personal computer modem.

The telephone numbers for the ARO computer are: Using touch-tone or rotary phone: 1-800-875-9694. For Personal Computer and Modem: 1-800-875-9759.

Users may contact the ARO at 703-904-4452 if they have a problem making a reservation or have a question concerning the HDTA regulations. (Being unable to make a reservation due to the fact that all the slots have been allocated is not considered as having a problem making a reservation).

2. When filing a request for an IFR reservation, the pilot should be prepared to provide the following information:

(a) Name(s) of high density traffic airport(s) for which the pilot wishes reservation(s).

(b) Date(s) and hour(s) (UTC) of proposed operation(s).

(c) Aircraft identification/tail number(s).

3. Should the requested time not be available, the user will be offered the closest time before or after the requested time. If an alternate time is accepted, this will be considered as an assigned allocation unless subsequently cancelled by the user.

4. Users are encouraged to advise the ARO whenever they need to change their reservation or to cancel their IFR reservation when it is known that the reservation will not be used. For other than scheduled air carriers/commuters, a cancellation should be made directly to the ARO computer system or an FSS.

5. The following information should be available when cancelling a reservation:

(a) Aircraft identification/tail number.

(b) Airport for which reservation was made.

(c) Date and Time (UTC) of reservation.

(d) Reservation number.

1. If favorable conditions in the system and at the HDTA indicate a significant delay is not likely in the short term, the ARO may coordinate with the HDTA tower to determine that additional IFR reservations may be accommodated for a specific time period. This is an additional IFR reservation as described in 14 CFR Part 93. If additional IFR reservations can be accommodated, they are administered by the ARO under the procedures described above.

2. An operator of an IFR unscheduled operation may take off or land an aircraft without regard to the maximum allocation if a reservation is obtained from ATC in accordance with the procedures above. A reservation is granted for an additional IFR operation only if it can be accommodated by ATC without significant additional delay to operations already allocated. The granting of an additional IFR reservation is contingent upon dynamic, short-term traffic and weather conditions. Generally, availability of additionals will not be known more than 8 hours in advance of the current time. If available, IFR additionals will be granted on a first-come-first- served basis.

3. An operator who has been unable to obtain a reservation under the normal 48 hour in advance procedure may find they are able to obtain a reservation on the scheduled day of operation when additionals can be authorized.

e. Visual Flight Rules (VFR) Reservations.

1. The operator of a VFR unscheduled operation may take off or land an aircraft under VFR at an HDTA if a departure or arrival reservation is obtained from the FAA ATC facility serving the HDTA.

2. Under 14 CFR Part 93, a VFR operation is considered to be an additional operation. VFR additional operations may be granted by ATC if they can be accommodated without significant delay to operations already allocated. In addition, the reported ceiling at the HDTA must be at least 1,000 feet and the reported ground visibility at least 3 miles.

3. Each HDTA lies within Class B airspace. A clearance from ATC to enter the airspace or depart the airport under VFR constitutes an approval for a VFR additional reservation.

4. Any time an HDTA is not authorizing VFR operations, a NOTAM to that effect will be issued by the controlling ATC facility and a recording placed on the Automated Terminal Information Service. This information can be obtained from any FSS or by referring to the HDTA teletype weather report. The code "VNA" at the end of the weather report indicates VFR arrival reservations are not authorized. The indication will not be made when IFR weather conditions exist.

5. The requirements for obtaining reservations pursuant to 14 CFR Part 93, Subpart K, are mandatory. Failure to operate in accordance with the CFR's may be grounds for enforcement action.

f. 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 NOTAM's 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.

g. Making HDTA Reservations using the CVRS.

1. Computer Modem Users. A Personal Computer (PC) may be used to make reservations on the CVRS. Equipment required is a computer with a modem capable of a 300 to 9600 baud rate and a communications software program. There are several communications software programs available from many computer stores. The type program required is one which is used to connect with a Bulletin Board System (BBS). The CVRS modem data is transmitted using No Parity, 8 data bits, and 1 stop bit (N,8,1). Be sure your computer software is set to these parameters.

2. When your computer connects with CVRS, you will be presented with a screen that will ask you to log on. If this is the first time you have logged onto the CVRS, you will be asked for your name, the city you are calling from, and a password. (Be sure to record your password for future use). CVRS uses your name and password to save your computer "set-up" so that the next time you call you will have the same display. After you have logged on, every thing you need to do involving a reservation is menu driven. There are also several files you can download which explain CVRS operations in greater detail.

3. 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 or rotary dial 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 a tail number. The system does not detect if you are entering a letter (alpha character) or a number. Therefore, when entering a 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" 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

 

4. Additional helpful key entries: (See TBL 4-1-5.)

TBL 4-1-5

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.