GEN 3.3: Air Traffic Services

1.1 The authority responsible for the overall administration of air traffic services provided for civil aviation in the U.S. and its territories, possessions and international airspace under its jurisdiction is the Chief Operating Officer of the Air Traffic Organization, acting under the authority of the Federal Aviation Administration (FAA).

2.1 Air traffic services as indicated in the following paragraphs are provided for the entire territory of the conterminous U.S., Alaska, Hawaii, Puerto Rico and the U.S. Virgin Islands, as well as the international airspace in oceanic areas under the jurisdiction of the U.S. which lies within the ICAO Caribbean (CAR), North Atlantic (NAT), North American (NAM), and Pacific (PAC) regions.

3.1 With the exception of terminal control services at certain civil aerodromes and military aerodromes, air traffic service in the U.S. is provided by the Air Traffic Organization, FAA, Department of Transportation (DOT), U.S. Government.

3.2 Air Traffic control is exercised within the area of responsibility of the U.S.:

3.2.1 On all airways.

3.2.2 In Class B, C, D, and E Airspace; and

3.2.3 Within the Class A airspace whose vertical extent is from 18,000 feet to and including FL 600 throughout most of the conterminous U.S. and, in Alaska, from 18,000 feet to and including FL 600 but not including the airspace less than 1,500 feet above the surface of the earth and the Alaskan Peninsula west of longitude 160° 00" West. (A complete description of Class A airspace is contained in the Code of Federal Regulations (CFR), Title 14, Part 71.)

3.3 Air traffic control and alerting services are provided by various air traffic control (ATC) units and are described in ENR 1.1.

3.4 Radar service is an integral part of the air traffic system. A description of radar services and procedures is provided in ENR 1.1.

3.5 The description of airspace designated for air traffic services is found in ENR 1.4.

3.6 Procedural data and descriptions are found in ENR 1.5.

3.7 Numerous restricted and prohibited areas are established within U.S. territory. These areas, none of which interfere with normal air traffic, are explained in ENR 1.5. Activation of areas subject to intermittent activity is notified in advance by a Notice to Airmen (NOTAM), giving reference to the area by its identification.

3.8 In general, the air traffic rules and procedures in force and the organization of the air traffic services are in conformity with ICAO Standards, Recommended Practices and Procedures. Differences between the national and international rules and procedures are given in GEN 1.7. The regional supplementary procedures and altimeter setting procedures are reproduced in full with an indication wherein there is a difference.

3.9 Coordination between the operator and air traffic services is effected in accordance with 2.11 of Annex II, and 2.1.1.4 and 2.1.2.5 of Part VIII of the PANS-ATM (Doc 4444).

3.10 Minimum flight altitudes on the ATS routes as listed in ENR 1.4 have been determined so as to ensure at least 1,000 feet vertical clearance above the highest obstacle within 4 nautical miles (NM) on each side of the centerline of the route. However, where the regular divergence (4.5 degrees) of the navigational aid signal in combination with the distance between the navigational aids could result in the aircraft being more than 4 NM on either side of the centerline, the 4 NM protection limit is increased by the extent to which the divergence is more than 4 NM from the centerline.

3.11 Pilot Visits to Air Traffic Facilities. Pilots are encouraged to participate in local pilot/air traffic control outreach activities. However, due to security and workload concerns, requests for air traffic facility visits may not always be approved. Therefore, visit requests should be submitted through the air traffic facility as early as possible. Pilots should contact the facility and advise them of the number of persons in the group, the time and date of the proposed visit, and the primary interest of the group. The air traffic facility will provide further instructions if a request can be approved.

3.12 Operation Rain Check. Operation Rain Check is a program designed and managed by local air traffic control facility management. Its purpose is to familiarize pilots and aspiring pilots with the ATC system, its functions, responsibilities and benefits.

4.1 Air Route Traffic Control Center (ARTCC)

4.2 ARTCC Communications

4.2.1 Direct Communications, Controllers and Pilots

4.2.1.1 ARTCCs are capable of direct communications with IFR air traffic on certain frequencies. Maximum communications coverage is possible through the use of Remote Center Air/Ground (RCAG) sites comprised of very high frequency (VHF) and ultra high frequency (UHF) transmitters and receivers. These sites are located throughout the U.S. Although they may be several hundred miles away from the ARTCC, they are remoted to the various centers by land lines or microwave links. As IFR operations are expedited through the use of direct communications, pilots are requested to use these frequencies strictly for communications pertinent to the control of IFR aircraft. Flight plan filing, en route weather, weather forecasts, and similar data should be requested through Flight Service Stations, company radio, or appropriate military facilities capable of performing these services.

4.2.1.2 An ARTCC is divided into sectors. Each sector is handled by one or a team of controllers and has its own sector discrete frequency. As a flight progresses from one sector to another, the pilot is requested to change to the appropriate sector discrete frequency.

4.2.1.3 Controller Pilot Data Link Communications (CPDLC) is a system that supplements air/ground voice communications. The CPDLC's principal operating criteria are:

a) Voice remains the primary and controlling air/ground communications means.

b) Participating aircraft will need to have the appropriate CPDLC avionics equipment in order to receive uplink or transmit downlink messages.

c) En Route CPDLC offers many services including the following: Altimeter Setting (AS); Transfer of Communications (TOC); Initial Contact (IC); route assignments including airborne reroutes (ABRR); altitude assignments; speed assignments; crossing constraints; holding; and advisory and emergency messages.

1) Altimeter settings will be uplinked automatically when appropriate after a Monitor TOC. Altimeter settings will also be uplinked automatically when an aircraft receives an uplinked altitude assignment below FL 180. A controller may also manually send an altimeter setting message.

2) Initial contact is a safety validation transaction that compares a pilot's initiated altitude downlink message with an aircraft's stored altitude in the ATC automation system. When an IC mismatch or Confirm Assigned Altitude (CAA) downlink time-out indicator is displayed in the Full Data Block (FDB) and Aircraft List (ACL), the controller who has track control of the aircraft must use voice communication to verify the assigned altitude of the aircraft, and acknowledge the IC mismatch/time-out indicator.

3) Transfer of communications automatically establishes data link contact with a succeeding sector.

4) Menu text transmissions are scripted nontrajectory altering uplink messages.

5) The CPDLC Message Elements available for use in domestic enroute operations are contained in TBL TBL GEN 3.3-1 through TBL GEN 3.3−22, Message Elements, below.

4.2.2 ATC Frequency Change Procedures

4.2.2.1 The following phraseology will be used by controllers to effect a frequency change:

4.2.2.2 The following phraseology should be utilized by pilots for establishing contact with the designated facility:

a) When operating in a radar environment:

1) On initial contact, the pilot should inform the controller of the aircraft's assigned altitude preceded by the words “level,” or “climbing to,” or “descending to,” as appropriate; and the aircraft's present vacating altitude, if applicable.

b) When operating in a nonradar environment:

1) On initial contact, the pilot should inform the controller of the aircraft's present position, altitude and time estimate for the next reporting point.

2) After initial contact, when a position report will be made, the pilot should give the controller a complete position report.

4.2.2.3 At times controllers will ask pilots to verify the fact that they are at a particular altitude. The phraseology used will be: “VERIFY AT (altitude).” In climbing/descending situations, controllers may ask pilots to “VERIFY ASSIGNED ALTITUDE AS (altitude).” Pilots should confirm that they are at the altitude stated by the controller or that the assigned altitude is correct as stated. If this is not the case, they should inform the controller of the actual altitude being maintained or the different assigned altitude.

4.2.3 ARTCC Radio Frequency Outage. ARTCC's normally have at least one back-up radio receiver and transmitter system for each frequency which can usually be pressed into service quickly with little or no disruption of ATC service. Occasionally, technical problems may cause a delay but switchover seldom takes more than 60 seconds. When it appears that the outage will not be quickly remedied, the ARTCC will usually request a nearby aircraft, if there is one, to switch to the affected frequency to broadcast communications instructions. It is important, therefore, that the pilot wait at least one minute before deciding that the ARTCC has actually experienced a radio frequency failure. When such an outage does occur, the pilot should, if workload and equipment capability permit, maintain a listening watch on the affected frequency while attempting to comply with the recommended communications procedures which follow.

4.2.3.1 If two-way communications cannot be established with the ARTCC after changing frequencies, a pilot should attempt to recontact the transferring controller for the assignment of an alternative frequency or other instructions.

4.2.3.2 When an ARTCC radio frequency failure occurs after two-way communications have been established, the pilot should attempt to reestablish contact with the center on any other known ARTCC frequency, preferably that of the next responsible sector when practicable, and ask for instructions. However, when the next normal frequency change along the route is known to involve another ATC facility, the pilot should contact that facility, if feasible, for instructions. If communications cannot be reestablished by either method, the pilot is expected to request communications instructions from the FSS appropriate to the route of flight.

5.1 Pilots of IFR flights experiencing two-way radio failure are expected to adhere to the procedures prescribed in GEN 3.4, paragraph 12.

6.1 The safety and effectiveness of traffic control depends to a large extent on accurate position reporting. In order to provide the proper separation and expedite aircraft movements, ATC must be able to make accurate estimates of the progress of every aircraft operating on an IFR flight plan.

6.2 Position Identification

6.2.1 When a position report is to be made passing a VOR radio facility, the time reported should be the time at which the first complete reversal of the “to/from” indicator is accomplished.

6.2.2 When a position report is made passing a facility by means of an airborne automatic direction finder (ADF), the time reported should be the time at which the indicator makes a complete reversal.

6.2.3 When an aural or light-panel indication is used to determine the time passing a reporting point, such as a fan marker, Z marker, cone of silence or intersection of range courses, the time should be noted when the signal is first received and again when it ceases. The mean of these two times should then be taken as the actual time over the fix.

6.2.4 If a position is given with respect to distance and direction from a reporting point, the distance and direction should be computed as accurately as possible.

6.2.5 Except for terminal transition purposes, position reports or navigation with reference to aids not established for use in the structure in which flight is being conducted will not normally be required by ATC.

6.3 Position Reporting Points

6.3.1 Federal Aviation Regulations require pilots to maintain a listening watch on the appropriate frequency and, unless operating under the provisions of subparagraph 6.4, to furnish position reports passing certain reporting points. Reporting points are indicated by symbols on en route charts. The designated compulsory reporting point symbol is the solid triangle ; the “on request” reporting point symbol is the open triangle . Reports passing an “on request” reporting point are only necessary when requested by ATC.

6.4 Position Reporting Requirements

6.4.1 Flights Along Airways or Routes. A position report is required by all flights regardless of altitude, including those operating in accordance with an ATC clearance specifying “VFR-on-top,” over each designated compulsory reporting point along the route being flown.

6.4.2 Flight Along a Direct Route. Regardless of the altitude or flight level being flown, including flights operating in accordance with an ATC clearance specifying “VFR-on-top,” pilots must report over each reporting point used in the flight plan to define the route of flight.

6.4.3 Flights in a Radar Environment. When informed by ATC that their aircraft are in “RADAR CONTACT,” PILOTS SHOULD DISCONTINUE POSITION REPORTS OVER DESIGNATED REPORTING POINTS. They should resume normal position reporting when ATC advises “RADAR CONTACT LOST” or “RADAR SERVICE TERMINATED.”

6.4.4 Flights in an Oceanic (Nonradar) Environment. Pilots must report over each point used in the flight plan to define the route of flight, even if the point is depicted on aeronautical charts as an “on request" (non-compulsory) reporting point. For aircraft providing automatic position reporting via an Automatic Dependent Surveillance-Contract (ADS-C) logon, pilots should discontinue voice position reports.

6.5 Position Report Items

6.5.1 Position reports should include the following items:

6.5.1.1 Identification.

6.5.1.2 Position.

6.5.1.3 Time.

6.5.1.4 Altitude or flight level (Include actual altitude or flight level when operating on a clearance specifying “VFR-on-top.”).

6.5.1.5 Type of flight plan (not required in IFR position reports made directly to ARTCCs or approach control).

6.5.1.6 ETA and name of next reporting point.

6.5.1.7 The name only of the next succeeding reporting point along the route of flight.

6.5.1.8 Pertinent remarks.

7.1 The following reports should be made to ATC or FSS facilities without a specific request:

7.1.1 At all times, report:

7.1.1.1 When vacating any previously assigned altitude/flight level for a newly assigned altitude/flight level.

7.1.1.2 When an altitude change will be made if operating on a clearance specifying “VFR-on-top.”

7.1.1.3 When unable to climb/descend at a rate of at least 500 feet per minute.

7.1.1.4 When approach has been missed. (Request clearance for specific action; i.e., to alternative airport, another approach, etc.).

7.1.1.5 Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan.

7.1.1.6 The time and altitude/flight level reaching a holding fix or point to which cleared.

7.1.1.7 When leaving any assigned holding fix or point.

7.1.1.8 Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, GPS anomalies while using installed IFR-certified GPS/GNSS receivers, complete or partial loss of ILS receiver capability or impairment of air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR in the ATC system is impaired, and the nature and extent of assistance desired from ATC.

7.1.1.9 Any information relating to the safety of flight.

7.2 When not in radar contact, report:

7.2.1 When leaving the final approach fix inbound on final approach (nonprecision approach) or when leaving the outer marker or fix used in lieu of the outer marker inbound on final approach (precision approach); or

7.2.2 A corrected estimate at anytime it becomes apparent that an estimate as previously submitted is in error in excess of 2 minutes. For flights in the North Atlantic (NAT), a revised estimate is required if the error is 3 minutes or more.

7.3 Pilots encountering weather conditions which have not been forecast, or hazardous conditions which have been forecast, are expected to forward a report of such weather to ATC.

8.1 Quota Flow Control is designed to balance the ATC system demand with system capacity.

8.2 ARTCCs will hold the optimum number of aircraft that their primary and secondary holding fixes will safely accommodate without imposing undue limitations on the control of other traffic operating within the ARTCC's airspace. This is based on the user's requirement to continue operating to a terminal regardless of the arrival rate at that terminal. When staffing, equipment, or severe weather will inhibit the number of aircraft the arrival ARTCC may safely hold, a reduction may be necessary.

8.3 When an ARTCC is holding the optimum number of aircraft, the adjacent ARTCCs will be issued quotas concerning aircraft which can be cleared into the impacted ARTCC's airspace. When the adjacent center's demand exceeds the quota, aircraft will be held in the adjacent ARTCC's airspace until they can be permitted to proceed.

8.4 The size of the hourly quota will be based initially on the projected arrival rate and thereafter on the actual landing and diversion totals. Once quotas have been imposed, departures in the arrival and adjacent ARTCC's area to the affected airport may be assigned ground delay, if necessary, to limit airborne holding to ATC capacity. However, when a forecast of improved arrival rate appears reliable, in the opinion of the arrival ARTCC, additional above-quota flights may be approved based on the expectation that by the time these additional above-quota flights become an operational factor in the affected area, the system will be able to absorb them without undue difficulty.

8.5 Long distance flights, which originate beyond the adjacent ARTCC area, will normally be permitted to proceed to a point just short of the arrival ARTCC boundary where a delay, at least equal to the delays (ground/airborne) being encountered, will be assigned.

8.6 ARTCCs imposing ground delays make efforts to advise the users when lengthy delays are a prospect to preclude unnecessary boarding and subsequent unloading prior to actual takeoff due to lengthy unanticipated ground delays. Users should advise the ARTCC through FSS or operation offices when there is any significant change in the proposed departure time so as to permit more efficient flow control planning. Airborne aircraft holding in the adjacent ARTCC airspace generally receive more benefit than ground delayed aircraft when increases unexpectedly develop in the quota number because the reaction time is less. For this reason, whenever operationally feasible, adjacent ARTCCs may offer airborne delay within their areas instead of ground delay.

8.7 Flights originating beyond the adjacent ARTCC areas may not have sufficient fuel to absorb the total anticipated delay while airborne. Accordingly, the concerned adjacent ARTCC may permit these flights to land in its area while retaining previously accumulated delay for the purpose of quota priority. When the amount of air traffic backlogging in an adjacent ARTCC area is approaching the saturation point, additional en route traffic will be subject to prior approval.

8.8 Generally, movement of arrival aircraft into the impacted airport terminal area will be made on the basis that those flights with the most accumulated delay, either ground, airborne, or a combination of both, normally receive priority over other traffic. This applies only to delays encountered because of the situation at the airport of intended landing.

8.9 Pilots/operators are advised to check for flow control advisories which are transmitted to FSSs, to selected airline dispatch offices, and to ARTCCs.

9.1 Approach Control Service for VFR Arriving Aircraft

9.1.1 Numerous approach control facilities have established programs for arriving VFR aircraft to contact approach control for landing information. This information includes: wind, runway, and altimeter setting at the airport of intended landing. This information may be omitted if contained in the ATIS broadcast and the pilot states the appropriate ATIS code.

9.1.2 Such information will be furnished upon initial contact with the concerned approach control facility. The pilot will be requested to change to the tower frequency at a predetermined time or point, to receive further landing information.

9.1.3 Where available, use of this procedure will not hinder the operation of VFR flights by requiring excessive spacing between aircraft or devious routing. Radio contact points will be based on time or distance rather than on landmarks.

9.1.4 Compliance with this procedure is not mandatory, but pilot participation is encouraged. (See ENR 1.1, paragraph 40, Terminal Radar Services for VFR Aircraft.)

9.2 Traffic Advisory Practices at Airports Without Operating Control Towers

9.2.1 Airport Operations Without an Operating Control Tower

9.2.1.1 There is no substitute for alertness while in the vicinity of an airport. It is essential that pilots be alert and look for other traffic and exchange traffic information when approaching or departing an airport without an operating control tower. This is of particular importance since other aircraft may not have communication capability or, in some cases, pilots may not communicate their presence or intentions when operating into or out of such airports. To achieve the greatest degree of safety, it is essential that:

a) All radio-equipped aircraft transmit/receive on a common frequency identified for the purpose of airport advisories; and

b) Pilots use the correct airport name, as identified in appropriate aeronautical publications, to reduce the risk of confusion when communicating their position, intentions, and/or exchanging traffic information.

9.2.1.2 An airport may have a full or part-time tower or FSS located on the airport, a full or part-time UNICOM station or no aeronautical station at all. There are three ways for pilots to communicate their intention and obtain airport/traffic information when operating at an airport that does not have an operating tower: by communicating with an FSS, a UNICOM operator, or by making a self-announce broadcast.

9.2.1.3 Many airports are now providing completely automated weather, radio check capability and airport advisory information on an automated UNICOM system. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency. Availability of the automated UNICOM will be published in the Chart Supplement and approach charts.

9.2.2 Communicating on a Common Frequency

9.2.2.1 The key to communicating at an airport without an operating control tower is selection of the correct common frequency. The acronym, CTAF, which stands for common traffic advisory frequency, is synonymous with this program. A CTAF is a frequency designated for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower. The CTAF may be a UNICOM, MULTICOM, FSS, or tower frequency and is identified in appropriate aeronautical publications.

9.2.2.2 CTAF (Alaska Only). In Alaska, a CTAF may also be designated for the purpose of carrying out advisory practices while operating in designated areas with a high volume of VFR traffic.

9.2.2.3 The CTAF frequency for a particular airport or area is contained in the Chart 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.

9.2.3 Recommended Traffic Advisory Practices

9.2.3.1 Pilots of inbound aircraft should monitor and communicate on the designated CTAF from 10 miles to landing. Pilots of departing aircraft should monitor/communicate on the appropriate frequency from start-up, during taxi, and until 10 miles from the airport unless the Code of Federal Regulations (CFR) or local procedures require otherwise.

9.2.3.2 Pilots of aircraft conducting other than arriving or departing operations at altitudes normally used by arriving and departing aircraft should monitor/communicate on the appropriate frequency while within 10 miles of the airport unless required to do otherwise by the CFR or local procedures. Such operations include parachute jumping/dropping (see ENR 5.1, Paragraph 2.3, Parachute Jump Aircraft Operations), en route, practicing maneuvers, etc.

9.2.3.3 In Alaska, pilots of aircraft conducting other than arriving or departing operations in designated CTAF areas should monitor/communicate on the appropriate frequency while within the designated area, unless required to do otherwise by CFRs or local procedures. Such operations include parachute jumping/dropping, en route, practicing maneuvers, etc.

9.2.4 Airport Advisory/Information Services Provided by a FSS

9.2.4.1 There are two advisory type services provided at selected airports.

a) Local Airport Advisory (LAA) is available only in Alaska and 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 Information Service (RAIS) is provided in support of special events at nontowered airports by request from the airport authority and must be published as a NOTAM D.

9.2.4.2 In communicating with a CTAF FSS, check the airport's automated weather and establish two-way communications before transmitting outbound/inbound intentions or information. An inbound aircraft should initiate contact approximately 10 miles from the airport, reporting aircraft identification and type, altitude, location relative to the airport, intentions (landing or over flight), possession of the automated weather, and request airport advisory or airport information service. A departing aircraft should initiate contact before taxiing, reporting aircraft identification and type, VFR or IFR, location on the airport, intentions, direction of take-off, possession of the automated weather, and request airport advisory or information service, as applicable. Also, report intentions before taxiing onto the active runway for departure. If you must change frequencies for other service after initial report to FSS, return to FSS frequency for traffic update.

a) Inbound

b) Outbound

9.2.4.3 Airport advisory service includes wind direction and velocity, favored or designated runway, altimeter setting, known airborne and ground traffic, NOTAMs, airport taxi routes, airport traffic pattern information, and instrument approach procedures. These elements are varied so as to best serve the current traffic situation. Some airport managers have specified that under certain wind or other conditions designated runways be used. Pilots should advise the FSS of the runway they intend to use.

9.2.4.4 Automatic Flight Information Service (AFIS) - Alaska FSSs Only

a) AFIS is the continuous broadcast of recorded non-control information at airports in Alaska where an FSS provides local airport advisory service. Its purpose is to improve FSS specialist efficiency by reducing frequency congestion on the local airport advisory frequency.

1) The AFIS broadcast will automate the repetitive transmission of essential but routine information (for example, weather, favored runway, braking action, airport NOTAMs, etc.). The information is continuously broadcast over a discrete VHF radio frequency (usually the ASOS frequency).

2) Use of AFIS is not mandatory, but pilots who choose to utilize two-way radio communications with the FSS are urged to listen to AFIS, as it relieves frequency congestion on the local airport advisory frequency. AFIS broadcasts are updated upon receipt of any official hourly and special weather, and changes in other pertinent data.

3) When a pilot acknowledges receipt of the AFIS broadcast, FSS specialists may omit those items contained in the broadcast if they are current. When rapidly changing conditions exist, the latest ceiling, visibility, altimeter, wind or other conditions may be omitted from the AFIS and will be issued by the FSS specialist on the appropriate radio frequency.

b) Pilots should listen to Alaska FSSs AFIS broadcasts whenever Alaska FSSs AFIS is in operation.

c) Pilots should notify controllers on initial contact that they have received the Alaska FSSs AFIS broadcast by repeating the phonetic alphabetic letter appended to the broadcast.

d) While it is a good operating practice for pilots to make use of the Alaska FSS AFIS broadcast where it is available, some pilots use the phrase “have numbers” in communications with the FSS. Use of this phrase means that the pilot has received wind, runway, and altimeter information ONLY and the Alaska FSS does not have to repeat this information. It does not indicate receipt of the AFIS broadcast and should never be used for this purpose.

9.2.5 Information Provided by Aeronautical Advisory Stations (UNICOM)

9.2.5.1 UNICOM is a nongovernment air/ground radio communication station which may provide airport information at public use airports where there is no tower or FSS.

9.2.5.2 On pilot request, UNICOM stations may provide pilots with weather information, wind direction, the recommended runway, or other necessary information. If the UNICOM frequency is designated as the CTAF, it will be identified in appropriate aeronautical publications.

9.2.5.3 Unavailability of Information from FSS or UNICOM. Should LAA by an FSS or Aeronautical Advisory Station UNICOM be unavailable, wind and weather information may be obtainable from nearby controlled airports via Automatic Terminal Information Service (ATIS) or Automated Weather Observing System (AWOS) frequency.

9.2.6 Self-Announce Position and/or Intentions

9.2.6.1 General. Self‐announce is a procedure whereby pilots broadcast their position or intended flight activity or ground operation on the designated CTAF. This procedure is used primarily at airports which do not have an FSS on the airport. The self‐announce procedure should also be used if a pilot is unable to communicate with the FSS on the designated CTAF. Pilots stating, “Traffic in the area, please advise” is not a recognized Self-Announce Position and/or Intention phrase and should not be used under any condition.

9.2.6.2 If an airport has a tower which is temporarily closed or operated on a part-time basis, and there is no FSS on the airport or the FSS is closed, use the CTAF to self-announce your position or intentions.

9.2.6.3 Where there is no tower, FSS, or UNICOM station on the airport, use MULTICOM frequency 122.9 for self-announce procedures. Such airports will be identified in appropriate aeronautical information publications.

9.2.6.4 Straight‐in Landings. The FAA discourages VFR straight‐in approaches to landings due to the increased risk of a mid‐air collision. However, if a pilot chooses to execute a straight‐in approach for landing without entering the airport traffic pattern, the pilot should self-announce their position on the designated CTAF approximately 8 to 10 miles from the airport and coordinate their straight-in approach and landing with other airport traffic. Pilots executing a straight-in approach (IFR or VFR) do not have priority over other aircraft in the traffic pattern, and must comply with the provisions of 14 CFR 91.113 (g), Right‐of‐way rules.

9.2.6.5 Traffic Pattern Operations. All traffic within a 10‐mile radius of a non‐towered airport or a part‐time‐towered airport when the control tower is not operating, should monitor and communicate on the designated CTAF when entering the traffic pattern. Pilots operating in the traffic pattern or on a straight‐in approach must be alert at all times to other aircraft in the pattern, or conducting straight‐in approaches, and communicate their position to avoid a possible traffic conflict. In the airport traffic pattern and while on straight‐in approaches to a runway, effective communication and a pilot's responsibility to see‐and‐avoid are essential mitigations to avoid a possible midair collision. In addition, following established traffic pattern procedures eliminates excessive maneuvering at low altitudes, reducing the risk of loss of aircraft control.

9.2.6.6 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.

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

9.2.6.8 Recommended Self-Announce broadcasts. 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. When referring to a specific runway, pilots should use the runway number and not use the phrase “Active Runway.”

a) Inbound

b) Outbound

c) Practice Instrument Approach

9.2.7 UNICOM Communication Procedures

9.2.7.1 In communicating with a UNICOM station, the following practices will help reduce frequency congestion, facilitate a better understanding of pilot intentions, help identify the location of aircraft in the traffic pattern, and enhance safety of flight:

a) Select the correct UNICOM frequency.

b) State the identification of the UNICOM station you are calling in each transmission.

c) Speak slowly and distinctly.

d) Report approximately 10 miles from the airport, reporting altitude, and state your aircraft type, aircraft identification, location relative to the airport, state whether landing or overflight, and request wind information and runway in use.

e) Report on downwind, base and final approach.

f) Report leaving the runway.

9.2.7.2 Recommended UNICOM Phraseologies:

a) Inbound.

b) Outbound

9.3 IFR Approaches/Ground Vehicle Operations

9.3.1 IFR Approaches. When operating in accordance with an IFR clearance and ATC approves a change to the advisory frequency, make an expeditious change to the CTAF and employ the recommended traffic advisory procedures.

9.3.2 Ground Vehicle Operation. Airport ground vehicles equipped with radios should monitor the CTAF frequency when operating on the airport movement area and remain clear of runways/taxiways being used by aircraft. Radio transmissions from ground vehicles should be confined to safety-related matters.

9.3.3 Radio Control of Airport Lighting Systems. Whenever possible, the CTAF will be used to control airport lighting systems at airports without operating control towers. This eliminates the need for pilots to change frequencies to turn the lights on and allows a continuous listening watch on a single frequency. The CTAF is published on the instrument approach chart and in other appropriate aeronautical information publications.

9.4 Designated UNICOM/MULTICOM Frequencies

9.4.1 Frequency Use

9.4.1.1 TBL GEN 3.3-24 depicts UNICOM and MULTICOM frequency uses as designated by the Federal Communications Commission (FCC).

9.4.1.2 TBL GEN 3.3-25 depicts other frequency uses as designated by the FCC.

9.5 Use of UNICOM for ATC purposes

9.5.1 UNICOM service may be used for air traffic control purposes, only under the following circumstances:

9.5.1.1 Revision to proposed departure time.

9.5.1.2 Takeoff, arrival, or flight plan cancellation time.

9.5.1.3 ATC clearance, provided arrangements are made between the ATC facility and the UNICOM licensee to handle such messages.

9.6 Automatic Terminal Information Service (ATIS)

9.6.1 ATIS is the continuous broadcast of recorded noncontrol information in selected high activity terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information. The information is continuously broadcast over a discrete VHF radio frequency or the voice portion of a local NAVAID. ATIS transmissions on a discrete VHF radio frequency are engineered to be receivable to a maximum of 60 NM from the ATIS site and a maximum altitude of 25,000 feet AGL. At most locations, ATIS signals may be received on the surface of the airport, but local conditions may limit the maximum ATIS reception distance and/or altitude. Pilots are urged to cooperate in the ATIS program as it relieves frequency congestion on approach control, ground control, and local control frequencies. The Chart Supplement indicates airports for which ATIS is provided.

9.6.2 ATIS information includes:

9.6.2.1 Airport/facility name

9.6.2.2 Phonetic letter code

9.6.2.3 Time of the latest weather sequence (UTC)

9.6.2.4 Weather information consisting of:

a) Wind direction and velocity

b) Visibility

c) Obstructions to vision

d) Present weather consisting of: sky condition, temperature, dew point, altimeter, a density altitude advisory when appropriate, and other pertinent remarks included in the official weather observation

9.6.2.5 Instrument approach and runway in use.

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

9.6.4 Pilots should notify controllers on initial contact that they have received the ATIS broadcast by repeating the alphabetical code word appended to the broadcast.

9.6.5 When the pilot acknowledges receipt of the ATIS broadcast, controllers may omit those items contained on the broadcast if they are current. Rapidly changing conditions will be issued by ATC and the ATIS will contain words as follows:

9.6.6 Controllers will issue pertinent information to pilots who do not acknowledge receipt of a broadcast or who acknowledge receipt of a broadcast which is not current.

9.6.7 To serve frequency-limited aircraft, FSSs are equipped to transmit on the omnirange frequency at most en route VORs used as ATIS voice outlets. Such communication interrupts the ATIS broadcast. Pilots of aircraft equipped to receive on other FSS frequencies are encouraged to do so in order that these override transmissions may be kept to an absolute minimum.

9.6.8 While it is a good operating practice for pilots to make use of the ATIS broadcast where it is available, some pilots use the phrase “Have Numbers” in communications with the control tower. Use of this phrase means that the pilot has received wind, runway and altimeter information ONLY and the tower does not have to repeat this information. It does not indicate receipt of the ATIS broadcast and should never be used for this purpose.

9.7 Airport Reservation Operations and Special Traffic Management Programs

9.7.1 This section describes procedures for obtaining required airport reservations at airports designated by the FAA and for airports operating under Special Traffic Management Programs.

9.7.2 Slot Controlled Airports.

9.7.2.1 The FAA may adopt rules to require advance reservations for unscheduled operations at certain airports. In addition to the information in the rules adopted by the FAA, a listing of the airports and relevant information will be maintained on the FAA website www.fly.faa.gov/ecvrs.

9.7.2.2 The FAA has established an Airport Reservation Office (ARO) to receive and process reservations for unscheduled flights at the slot controlled airports. The ARO uses the Enhanced Computer Voice Reservation System (e‐CVRS) to allocate reservations. Reservations will be available beginning 72 hours in advance of the operation at the slot controlled airport. Standby lists are not maintained. Flights with declared emergencies do not require reservations. Refer to the website for the current listing of slot controlled airports, limitations, and reservation procedures.

9.7.2.3 For more detailed information on operations and reservation procedures at a slot controlled airport, please see 14 CFR Part 93, Subpart K – High Density Traffic Airports.

9.7.3 Special Traffic Management Programs (STMP)

9.7.3.1 Special programs may be established when a location requires special traffic handling to accommodate above normal traffic demand (for example, NFL Super Bowl, EAA AirVenture Oshkosh, SUN 'n FUN Aerospace Expo) or reduced airport capacity (for example, significant airport runway closures for airport construction). The special programs may remain in effect until the problem has been resolved or until local traffic management procedures can handle the volume and a need for special handling no longer exists.

9.7.3.2 If an STMP is used to accommodate a special event, a domestic notice will be issued relaying the website address: www.fly.faa.gov/estmp. Domestic notice information includes: what airports are included in the STMP, the dates and times reservations are required, the time limits for reservation requests, the point of contact for reservations, and any other instructions.

9.7.4 Making Reservations. Detailed information and User Instruction Guides for using the Web interface to the reservation systems are available on the websites for the slot controlled airports (e‐CVRS), www.fly.faa.gov/ecvrs; and STMPs (e‐STMP), www.fly.faa.gov/estmp.

9.7.5 Prior Permission Required (PPR)

9.7.5.1 A PPR may be required at locations where air traffic demand does not require an STMP, but operations may be impacted by on-airport activity or by a nearby event.

9.7.5.2 Events that may require a PPR include, but are not limited to:

a) Construction on or near an active runway requiring time to remove personnel and equipment.

b) Limited ramp space for parking aircraft.

c) Snow removal at airports without an operating control tower.

d) General aviation operations into military airports.

9.7.5.3 Pilots are responsible for coordinating operations related to the PPR. Controllers may be aware of the PPR, but they do not enforce or otherwise oversee compliance. Operations contrary to a PPR could result in a safety hazard to persons or property on the ground.

9.7.5.4 PPRs are disseminated via NOTAM or published in the airport remarks section of the Chart Supplement and typically includes a phone number or frequency to coordinate operations. An identification number may be issued that is to be included in the Remarks section of the flight plan. Major airports with PPRs are listed on the FAA's National Airspace System Status website (https://nasstatus.faa.gov).

9.8 Operations at Uncontrolled Airports with Automated Surface Observing System (ASOS)/Automated Weather Observation System (AWOS)

9.8.1 Many airports throughout the National Airspace System are equipped with either ASOS or AWOS. At most airports with an operating control tower or human observer, the weather will be available to you in a METAR hourly or special observation format on the Automatic Terminal Information Service (ATIS) or directly transmitted from the controller/observer.

9.8.2 At uncontrolled airports that are equipped with ASOS/AWOS with ground-to-air broadcast capability, the one-minute updated airport weather should be available to you within approximately 25 NM of the airport below 10,000 feet. The frequency for the weather broadcast will be published on sectional charts and in the Chart Supplement. Some part-time towered airports may also broadcast the automated weather on their ATIS frequency during the hours that the tower is closed.

9.8.3 Controllers issue SVFR or IFR clearances based on pilot request, known traffic and reported weather; i.e., METAR/SPECI observations, when they are available. Pilots have access to more current weather at uncontrolled ASOS/AWOS airports than do the controllers who may be located several miles away. Controllers will rely on the pilot to determine the current airport weather from the ASOS/AWOS. All aircraft arriving or departing an ASOS/AWOS equipped uncontrolled airport should monitor the airport weather frequency to ascertain the status of the airspace. Pilots in Class E airspace must be alert for changing weather conditions which may affect the status of the airspace from IFR/VFR. If ATC service is required for IFR/SVFR approach/departure or requested for VFR service, the pilot should advise the controller that he/she has received the one-minute weather and state his/her intentions.