MTTP/ATC/HANDBOOK

About the example calls

Every call sign, frequency, altitude, heading, runway and fix name on this page is an illustrative placeholder carried over from the contract's own examples. None of them is a real or SOURCE-published value. Read the shape of the call, not the numbers in it.

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Common to Every Facility — Contact and Phraseology

This part covers the format of your initial and subsequent radio contact with any facility (Clearance Delivery, Ground, Tower, Departure, Approach, Center, or an FSS), the call signs you and the ground station use, and the standard pronunciation of letters, numbers, altitudes, directions, speeds, and time on frequency.

Making Contact

Initial contact

When making your first transmission to a given facility, or your first transmission to a different controller or FSS specialist within that facility.

Say: the name of the facility being called; your full aircraft identification as filed in the flight plan; your position, if operating on an airport surface; the type of message or your request, if it is short; and the word OVER, when required — in that order.

• "New York Radio, Mooney Three One One Echo."
• "Columbia Ground, Cessna Three One Six Zero Foxtrot, south ramp, IFR Memphis."
• "Miami Center, Baron Five Six Three Hotel, request VFR traffic advisories." (4.11.a(1))

Addressing the ground station

When initiating a call to a ground station.

Say: the name of the facility being called followed by the type of the facility being called.

Facility Type	Call Sign Format
Airport UNICOM	"Shannon UNICOM"
FAA Flight Service Station	"Chicago Radio"
Airport Traffic Control Tower	"Augusta Tower"
Clearance Delivery position (IFR)	"Dallas Clearance Delivery"
Ground Control position in a tower	"Miami Ground"
Radar or nonradar Approach Control position	"Oklahoma City Approach"
Radar Departure Control position	"St. Louis Departure"

(4.13.a)

• "Miami Ground, Falcon Two One."
• "Dallas Clearance Delivery, Reach Four Zero."
• "Chicago Radio, Cessna Four Five Six Seven X-ray."

Combined initial contact

When you reasonably expect reliable radio reception.

Say: you may include the request, the position or altitude, and, if applicable, the phrase "INFORMATION [phonetic letter] RECEIVED" in the initial contact call — "Atlanta Center, Duke Four One Romeo, request VFR traffic advisories, twenty northwest Rome, seven thousand five hundred, over."

Note: You should not include information that is unneeded or superfluous. (4.11.a(3))

Initial contact through a Remote Communications Outlet

When more than one RCO transmits the same frequency for a Flight Service Station.

Say: the name of the VOR station on which you are receiving — "Saint Louis Radio, Piper Six Niner Six Yankee, receiving Decatur One Two Two Point Three." (4.11.a(2))

Differing transmit and receive frequencies

When establishing contact with a ground station while receiving on a frequency different from the one you transmit on.

Say: the VOR name or the frequency on which you expect a reply, using the FSS call sign shown on the chart for that VOR — "New York Radio, Cessna Three One Six Zero Foxtrot, receiving Calverton VOR, over."

Note: Where the chart shows FSS frequencies above the VORTAC or in the FSS communications boxes, transmit or receive on the frequency nearest your location. (4.11.b(1))

Any-radio callup

When you are unable to establish contact and wish to call any ground station.

Say: "ANY RADIO (tower) (station), GIVE CESSNA THREE ONE SIX ZERO FOXTROT A CALL ON (frequency) OR (VOR)."

Note: You must state an emergency or a need for assistance, if either exists. (4.11.b(3))

Subsequent contact

When transmitting after the initial contact.

Say: the initial-contact format, with the message or request stated together with the callup in one transmission.

Note: When the message requires an obvious reply and there is no possibility of misunderstanding, you may omit the ground station name and the word OVER. (4.11.c(1))

Acknowledging a callup or clearance

When a controller or FSS specialist issues a callup or clearance, unless they advise otherwise.

Say: your aircraft identification, at the beginning or the end of the transmission, together with one of the words WILCO, ROGER, AFFIRMATIVE, NEGATIVE, or another appropriate remark — "Piper Two One Four Lima, ROGER."

Note: You should acknowledge; when the situation demands your response, you must take appropriate action or immediately advise the facility of any problem. (4.11.c(3))

Leaving a service

When you have been receiving services such as VFR traffic advisories and are leaving the area or changing frequencies.

Say: advise the ATC facility and terminate contact. (4.11.c(6))

Frequency change

When ATC advises you to change frequencies.

Say: acknowledge the instruction.

Note: Select the new frequency as soon as possible, unless ATC instructs you to change at a specific time, fix, or altitude — then monitor the frequency currently in use until reaching that time, fix, or altitude, unless ATC instructs otherwise. (4.11.d(1)), (4.11.e)

Abbreviated frequency change

When a controller or FSS specialist working a sector with multiple frequency assignments directs the change using abbreviated phraseology.

Expect: "(Identification), change to my frequency, one three four point five."

Say: "United Two Twenty-Two on one three four point five." or "One three four point five, United Two Twenty-Two."

Note: The abbreviated phrase signals that only the frequency is changing, that the same controller or FSS specialist remains assigned, and that your callup on the new frequency may likewise be abbreviated. (4.11.d(2))

Two-way radio communication established

When entering Class B, Class C, or Class D airspace — before entry you must ensure that the ATC clearance or two-way radio communication requirement for that class is met.

Say: "Springfield Tower, Cessna 5 Alpha Bravo, ten miles west at two thousand five hundred, inbound for landing, with information Bravo."

Expect: "Cessna 5 Alpha Bravo, Springfield Tower, enter left downwind for runway 18, report entering the pattern."

Note: A reply that uses your call sign establishes two-way radio communication and you may enter, subject to any instruction given; a reply without your call sign does not, and you must not enter. (3.4.d(2))

Instruction to remain outside

When the ATC facility instructs you to remain outside Class B, Class C, or Class D airspace because of traffic or workload.

Note: You must remain outside that airspace until the ATC facility authorizes entry; receiving ATC radar advisories does not relieve you of this responsibility. (3.4.d(3))

Radio Technique

Confirming the frequency is clear

When about to transmit on any frequency, and immediately after switching to a new frequency.

Note: Listen first — pause and listen before transmitting to confirm the frequency is clear. (4.10.a), (4.10.b)

Lengthy messages

When about to key the transmitter for a lengthy message, such as a flight plan or an IFR position report.

Say: write the content out in advance, then transmit — "Center, November One Two Three Alpha Bravo, position report. [Fix], zero one five zero Zulu, flight level three five zero."

Expect: Center acknowledges the report and issues any amended clearance. (4.10.c)

Microphone technique

When transmitting.

Note: Position the microphone close to the lips; pause briefly after pressing the microphone button before speaking, so the first word is transmitted; speak in a normal conversational tone; and after releasing the transmitter button, wait several seconds before transmitting again. (4.10.d), (4.10.e)

Unusual sound or silence on frequency

When a frequency produces an unusual sound or an unexplained absence of sound.

Note: Check the radio volume, recheck the selected frequency, and confirm the microphone is not stuck in the transmit position.

Expect: "Attention all aircraft, Center is receiving a stuck microphone on one three four point five. Aircraft transmitting, check your microphone."

Say: if able to receive and transmit, confirm the microphone is not keyed and reestablish the call-up once clear. (4.10.f)

Frequency completely blocked

When the assigned frequency is completely blocked by a stuck microphone.

Note: You must follow the communications-failure procedures established elsewhere in this publication for en route IFR operations. (4.10.g)

Frequency performance range

When selecting or maintaining a frequency assignment.

Note: Confirm the transmission is within the performance range of both the aircraft radio equipment and the ground station equipment. (4.10.h)

Aircraft Call Signs

Civil aircraft

When identifying a civil aircraft.

Say: the aircraft type, model, or manufacturer's name, followed by the digits or letters of the registration number — you should use this form, and when you state the manufacturer's name or model you omit the registration prefix "N."

• "Aztec Two Four Six Four Alpha."
• "Bonanza Six Five Five Golf."
• "Breezy Six One Three Romeo EXPERIMENTAL."

Note: After the initial contact, omit the term EXPERIMENTAL from the call sign. (4.12.b)

Air taxi and other commercial operators

When an air taxi or other commercial operator does not hold an FAA-authorized call sign.

Say: the aircraft's normal identification prefixed with the phonetic word TANGO — "TANGO Aztec Two Four Six Four Alpha." (4.12.c(1))

Air carrier and commuter air carrier

When identifying a flight that holds an FAA-authorized call sign.

Say: the complete call sign, using group form for the numbers, with the word SUPER or HEAVY appended when the aircraft's weight class requires it — "United Twenty-Five HEAVY." "Midwest Commuter Seven Eleven." (4.12.d)

Military aircraft

When identifying a military aircraft.

Say: the call sign assigned by the aircraft's parent military service — a serial number, an assigned word call sign, or a combination of letters and numbers. You must use that assigned call sign.

• "Army Copter 48931." "Air Force 61782." "REACH 31792." "Pat 157." "Air Evac 17652." "Navy Golf Alfa Kilo 21." "Marine 4 Charlie 36." (4.12.e(1))

MEDEVAC

When you need priority handling on a flight of an urgent medical nature; you must reserve the term MEDEVAC for such flights and limit its use to the portion of the flight that requires priority handling.

Say: MEDEVAC followed by the FAA-authorized call sign (an ICAO 3LD, a US Special call sign, or a locally assigned call sign) or the aircraft's civil "N" registration number or letters.

• DAL51: "MEDEVAC Delta Fifty One." MDSTR1: "MEDEVAC Medstar One." N123G or LN123G: "MEDEVAC One Two Three Golf."

Note: A MEDEVAC entry in the flight plan is used for informational purposes or as a visual indicator only — priority handling is provided only when you verbally identify the flight's MEDEVAC status. (4.12.f)

MEDEVAC ground-handling assistance

When you need additional assistance, such as a landline notification, to expedite ground handling of patients, vital organs, or urgently needed medical materials.

Say: request it — the controlling facility will provide it; without a request it takes no action beyond priority handling.

Note: You should use a method other than the ATC radio frequency when possible. (4.12.f(4)), (4.12.f(5))

HOSP and AIR EVAC

When you want priority handling for a flight identified as HOSP or AIR EVAC — request it verbally.

Say: a civilian pilot uses the flight's normal call sign for a HOSP flight; a military pilot uses the call sign EVAC for a HOSP or AIR EVAC flight. (4.12.f(11)), (4.12.f(13)), (4.12.f(14))

Student pilot

When making initial contact with Clearance Delivery prior to taxiing, Ground, Tower, Approach, Departure, or an FSS.

Say: you should identify as a STUDENT PILOT — "Dayton Tower, Fleetwing One Two Three Four, STUDENT PILOT." (4.12.g(1))

Similar call signs on frequency

When another aircraft on the frequency has a call sign with similar numbers or sounds, or with identical letters or numbers.

Note: Neither you nor the facility may abbreviate either aircraft's call sign, on initial contact or at any other time — example set: Cessna 6132F, Cessna 1622F, Baron 123F, Cherokee 7732F.

Expect: the facility to emphasize specific numbers or letters, repeat the entire call sign, repeat the prefix, or ask a pilot to use a different call sign temporarily. (4.12.a(1)), (4.12.a(5))

Abbreviated call signs

When the facility has initiated an abbreviated call sign after two-way communications are established, using the prefix and the last three digits or letters of your identification.

Say: you may use that abbreviated call sign in subsequent transmissions to that facility.

Note: A facility will not abbreviate an FAA-authorized air carrier or other civil call sign. (4.12.a(3)), (4.12.a(4)), (4.12.a(2))

Verify clearance

When you are in doubt about the identity of an aircraft addressed in a clearance.

Say: you should use "VERIFY CLEARANCE FOR" followed by your complete call sign — "VERIFY CLEARANCE FOR November One Two Three Four Alpha." (4.12.a(6))

Phraseology Reference

Phonetic alphabet

When transmission conditions make information difficult to receive without it, or when a fix, waypoint, or word could otherwise be misunderstood — use the phonetic alphabet to identify single letters, spell out groups of letters, and spell difficult words. On initial contact with an ATC facility you should identify the aircraft using the phonetic alphabet.

Character	Telephony	Phonic (Pronunciation)
A	Alfa	AL-FAH
B	Bravo	BRAH-VOH
C	Charlie	CHAR-LEE or SHAR-LEE
D	Delta	DELL-TAH
E	Echo	ECK-OH
F	Foxtrot	FOKS-TROT
G	Golf	GOLF
H	Hotel	HOH-TEL
I	India	IN-DEE-AH
J	Juliett	JEW-LEE-ETT
K	Kilo	KEY-LOH
L	Lima	LEE-MAH
M	Mike	MIKE
N	November	NO-VEM-BER
O	Oscar	OSS-CAH
P	Papa	PAH-PAH
Q	Quebec	KEH-BECK
R	Romeo	ROW-ME-OH
S	Sierra	SEE-AIR-RAH
T	Tango	TANG-GO
U	Uniform	YOU-NEE-FORM or OO-NEE-FORM
V	Victor	VIK-TAH
W	Whiskey	WISS-KEY
X	Xray	ECKS-RAY
Y	Yankee	YANG-KEY
Z	Zulu	ZOO-LOO
1	One	WUN
2	Two	TOO
3	Three	TREE
4	Four	FOW-ER
5	Five	FIFE
6	Six	SIX
7	Seven	SEV-EN
8	Eight	AIT
9	Nine	NIN-ER
0	Zero	ZEE-RO

(4.14.d)

Either accepted pronunciation of Charlie (CHAR-LEE or SHAR-LEE) and Uniform (YOU-NEE-FORM or OO-NEE-FORM) may be used interchangeably.

Spelling a fix on frequency

When a fix or waypoint could be misunderstood.

Expect: "November Four Five Two Seven Bravo, cleared direct KIPPR intersection, spelling follows, Kilo India Papa Papa Romeo, KIPPR."

Read back: the clearance with the spelling — "Cleared direct KIPPR, Kilo India Papa Papa Romeo, November Four Five Two Seven Bravo." (4.14.a)

Phonetic letters for similar call signs

When two or more aircraft with similar-sounding identifications are on the same frequency, the controller may request that each pilot use phonetic letter equivalents for the aircraft's identification.

Expect: "November Two Three Four Sierra Papa and November Two Three Four Foxtrot Papa, use phonetic letters for your call signs on this frequency."

Say: "November Two Three Four Sierra Papa, Sierra Papa, WILCO." (4.14.b)

Numbers

When transmitting any figure on frequency.

Case	Spoken Form
Ceiling height or upper wind level, round number in hundreds or thousands up to 9,900 — spoken as a whole-number group	500: "Five hundred." 4,500: "Four thousand five hundred."
Number above 9,900 — each digit before "thousand" individually, remainder as a round number	10,000: "One zero thousand." 13,500: "One three thousand five hundred."
Airway or jet route number — letter designator followed by its number	V12: "Victor twelve." J533: "J five thirty-three."
Any other number — each digit individually	10: "One zero."
Radio frequency with a decimal point — decimal spoken as "point"	122.1: "One two two point one."

(4.15)

The airway letter is spoken using its phonetic-alphabet equivalent ("Victor" for V); the jet route letter "J" is spoken as the letter itself. ICAO procedures require the decimal point to be spoken as "decimal" rather than "point," and the FAA honors that usage by military aircraft and by any other aircraft required to operate under ICAO procedures, so on a mixed frequency expect both forms — "decimal" must not be treated as a misread frequency.

Altitudes and flight levels

When stating an altitude below 18,000 feet MSL, state the separate digits of the thousands, followed by the separate digits of the hundreds when the altitude includes a hundreds value. At or above 18,000 feet MSL (FL180), state the words "flight level" followed by the separate digits of the flight level.

Expect: "November Three Four Papa Tango, climb and maintain one two thousand five hundred." / "November Three Four Papa Tango, climb and maintain flight level one niner zero."

Read back: the assignment in the same form — "Climb and maintain one two thousand five hundred, November Three Four Papa Tango." / "Climb and maintain flight level one niner zero, November Three Four Papa Tango." (4.16)

Directions

When transmitting a bearing, course, heading, or wind direction — state the value as three digits of degrees magnetic. When the value is degrees true rather than magnetic, you must add the word TRUE immediately following the three digits.

Type	Written Value	Spoken Form
Magnetic course	005	ZERO ZERO FIVE
True course	050 TRUE	ZERO FIVE ZERO TRUE
Magnetic bearing	360	THREE SIX ZERO
Magnetic heading	100	HEADING ONE ZERO ZERO
Wind direction	220	WIND TWO TWO ZERO

(4.17)

Expect: "November One Two Three Alpha Bravo, fly heading one zero zero."

Read back: "Fly heading one zero zero, November One Two Three Alpha Bravo."

Reporting a true course: "November One Two Three Alpha Bravo, on course zero five zero true." HEADING and WIND are spoken as prefix words before their three digits; COURSE and BEARING are not, and TRUE is spoken only after a course, bearing, or heading value that is not magnetic.

Speed and Mach number

When transmitting an airspeed value — state the separate digits of the speed followed by the word "KNOTS." A controller may omit "KNOTS" when issuing a speed adjustment instruction; every other spoken airspeed value, by either a pilot or a controller, includes "KNOTS." For a Mach number, state the separate digits preceded by the word "MACH."

Value	Spoken Form
250 knots	TWO FIVE ZERO KNOTS
190 knots	ONE NINER ZERO KNOTS
Mach 1.5	MACH ONE POINT FIVE
Mach 0.64	MACH POINT SIX FOUR
Mach 0.7	MACH POINT SEVEN

(4.18)

Expect: "Viper One One, reduce speed to two five zero." / "Viper One One, maintain Mach point seven."

Read back: "Reduce speed to two five zero, Viper One One." / "Maintain Mach point seven, Viper One One."

Time

When stating a time on radio or telephone — UTC is the time reference for all facility and cockpit operations, and you may use the brevity term ZULU in place of UTC. You must identify a local time as local, either by the word "local" or by naming the applicable time zone.

• "...fuel on board one plus three zero, estimating one three three zero Zulu."
• "...return to base at zero seven three zero Eastern."

Note: Stating a local daylight or standard time, you may use the 24-hour clock — first two figures the hour, last two the minutes, each figure pronounced individually (0000: "Zero zero zero zero." 0920: "Zero niner two zero."); you may state minutes only, in two figures, when doing so is unlikely to cause misunderstanding. (4.19.a), (4.19.c), (4.19.d)

Local time to UTC conversion

Time Zone	Hours Added to Convert to UTC
Eastern Standard Time (EST)	5
Central Standard Time (CST)	6
Mountain Standard Time (MST)	7
Pacific Standard Time (PST)	8
Alaska Standard Time (AKST)	9
Hawaii Standard Time (HST)	10

(4.19.b)

Time check

When you need the current time.

Say: "Reach Three One, request time check."

Expect: the current time to the nearest quarter minute — for 0929:05, "Time, zero niner two niner."; for 0929:10, "Time, zero niner two niner and one-quarter."

Note: Under 8 seconds past the quarter minute the preceding quarter minute is stated; 8 seconds or more, the succeeding quarter minute. (4.19.e)

ATIS

ATIS acknowledgment on initial contact

When ATIS is in operation — you should monitor the ATIS broadcast before initial contact with Approach, Tower, or Ground, and on initial contact you acknowledge the current broadcast by repeating its phonetic letter code.

Say: "Approach, Reach Three One, with information Sierra."

Expect: the facility continues with instructions, omitting items already contained in that information.

Note: If your initial contact omits acknowledgment or acknowledges an outdated broadcast, the facility will give you the full current airport and weather information. (4.5.c)

HAVE NUMBERS

When reporting HAVE NUMBERS on initial contact — the report indicates receipt of wind, runway, and altimeter information only.

Say: "Clearance Delivery, Reach Three One, have numbers, ready to copy."

Expect: the clearance issued in full; ATIS-covered items are not omitted on the basis of this report.

Note: You must not use HAVE NUMBERS as a substitute for ATIS acknowledgment. (4.5.e)

ATIS broadcast content

When listening to the broadcast, expect the airport or facility name, the phonetic letter code identifying that broadcast, the time of the latest weather sequence in UTC, wind direction and velocity, visibility, obstructions to vision, sky condition, temperature, dew point, the altimeter setting, and the instrument approach and runway in use. Sky condition, ceiling, visibility, and obstructions to vision are included when the ceiling is at or below 5,000 ft AGL or the visibility is 5 SM or less, and may be omitted when the ceiling is above 5,000 ft AGL and the visibility is more than 5 SM. The departure runway is stated when it differs from the landing runway or when a separate departure ATIS exists, and may be omitted when it is identical and no separate departure ATIS exists.

Note: The absence of a sky condition, ceiling, or visibility statement indicates a ceiling at or above 5,000 ft AGL and visibility of 5 SM or greater. A new broadcast is recorded on receipt of an official hourly or special weather observation, and on a change in other pertinent data such as a runway change or a change in the instrument approach in use. (4.5.b)

Rapidly changing conditions

When ceiling, visibility, altimeter, wind, or other conditions change faster than the recorded ATIS can be updated.

Expect: ATIS: "...latest ceiling, visibility, altimeter, and wind will be issued by approach control." Then, on initial contact — "Reach Three One, Approach, wind two two zero at one five gusting two five, altimeter three zero zero one." (4.5.d)

ATIS override on a VOR voice frequency

When you can receive Flight Service Station transmissions on a frequency other than the VOR voice frequency.

Note: You should monitor that other frequency, to keep ATIS override interruptions to a minimum. (4.5.f(2))

Traffic Information

Traffic advisory, radar-identified target

When a radar-identified target may conflict with your position or intended route.

Expect: azimuth from your aircraft in terms of the 12-hour clock, distance in NM, the direction the target is proceeding, and the target's aircraft type and altitude if known — "Traffic, ten o'clock, three miles, west-bound, type and altitude unknown."

Note: Where wind correction (crab) is required to hold a track, expect the target's actual visual position to differ from its issued clock position. (4.6.d), (4.6.f)

Traffic advisory, non-radar-identified target

When the target is not radar identified.

Expect: distance and direction with respect to a fix, the direction the target is proceeding, and the target's aircraft type and altitude if known — "Traffic, eight miles south of the airport, northeast-bound, type and altitude unknown." (4.6.e)

Cardinal-compass traffic calls

When a rapidly maneuvering civil test or military aircraft prevents accurate issuance of clock position, the controller states direction from your position using the eight cardinal compass points: N, NE, E, SE, S, SW, W, NW.

Say: you may request that the controller terminate use of the cardinal-compass method. (4.6.d(1)), (4.6.d(2))

Requesting a vector around traffic

When you want to avoid a target issued in a traffic advisory.

Say: "Request vector to avoid traffic."

Expect: "Turn left heading two seven zero, vector for traffic."

Note: The vector is provided to the extent possible when the target lies within that controller's airspace, and is not provided when the target lies outside it. (4.6.d(4))

VFR radar advisory service

When receiving VFR radar advisory service.

Say: advise the controller before changing VFR cruising altitude, and advise before changing frequencies that the service is no longer desired — "Cancel flight following, changing to advisory frequency."

Expect: "Radar service terminated, squawk VFR, frequency change approved."

Note: Monitor the assigned frequency; a vector around conflicting traffic is provided only on request; after release, reset the transponder code to 1200 if so equipped. (4.6.c)

Unverified Mode C and primary radar outage

When a traffic advisory contains unverified Mode C altitude, the controller states the target's indicated altitude.

Expect: "Primary radar out of service, traffic advisories available on transponder or ADS-B aircraft only." (4.6.d(3))

Safety Alerts

Low altitude alert

When the controller judges your altitude to be in unsafe proximity to terrain or obstructions.

Expect: "LOW ALTITUDE ALERT, Cessna Three Four Juliett, check your altitude immediately. The MVA in your area is 6,000 ft MSL."

Note: No response is specified — you determine what course of action, if any, to take. (4.7.a(1))

Traffic alert

When the controller is aware of another aircraft, not under that controller's control, at an altitude that places both aircraft in unsafe proximity.

Expect: "American Three, TRAFFIC ALERT, (position of traffic, if time permits), advise you turn right/left heading (degrees) and/or climb/descend to (altitude) immediately."

Note: Position and an alternate course of action are included when time permits; any recommended alternative is based only on other traffic the controller is working. (4.7.b(1))

MSAW monitoring request

When you are operating VFR with an operating Mode C transponder and want Minimum Safe Altitude Warning monitoring — otherwise it is not provided for your flight.

Say: "Apache Three Three Papa, request MSAW monitoring."

Expect: the controller acknowledges whether monitoring is provided.

Note: MSAW monitoring is provided for each tracked aircraft with an operating Mode C transponder operating on an IFR flight plan where MSAW processing is operating at the facility. (4.7.a(3)), (4.7.a(2))

Common to Every Facility — Clearances, Readback, and Compliance

What an ATC clearance authorizes and where its limits lie, how to record it, read it back, accept or refuse it, recognise an amendment, and comply with it once accepted, plus the speed-adjustment phraseology set. It applies to every clearance issued by Clearance Delivery, Ground, Tower, Departure, Approach, or Center to any aircraft, civil, military, or formation, operating under VFR or IFR.

Readback and acceptance

Clearance Readback

When ATC issues a clearance or instruction that contains an altitude assignment, a vector, or a runway assignment.

Expect: "United Twelve, climb and maintain flight level three three zero."

Say: "Climbing to flight level three three zero, United Twelve."

Read back: that portion of the clearance or instruction. The pilot should read back altitudes, altitude restrictions, and vectors in the same sequence ATC gives them.

Note: In every readback and acknowledgment the pilot should include the aircraft's identification. (4.34.b)

Acknowledging a Clearance, Frequency Change, or Advisory

When the pilot receives a clearance, frequency change, or advisory information.

Expect: "November Five Charlie Tango, cleared to land, runway nine left."

Say: "November Five Charlie Tango, ROGER, cleared to land runway nine left."

Read back: an acknowledgment using the aircraft's assigned call sign. (4.29.b)

Altitudes Published on a Charted Procedure

When an altitude is contained in a charted procedure, such as a departure procedure or an instrument approach procedure.

Read back: nothing — the pilot should not read that altitude back unless ATC specifically states it in the clearance or instruction. (4.34.b)

Runway in an Initial Readback

When reading back a taxi clearance, a departure clearance, or a landing clearance for the first time.

Read back: the assigned runway, including its left, right, or center designator when one applies. (4.34.b)

Recording and Accepting the Clearance

When conducting an IFR operation.

Note: The pilot must make a written record of the ATC clearance; on receiving an ATC clearance, the pilot alone must decide whether to accept or refuse it. (4.34.a) (4.34.c)

Clearance prefix and amended clearances

Relayed Clearance — the ATC Prefix

When an FSS relays a clearance, control information, or a response to a request for information that originated with an ATC facility.

Expect: "November One Two Three Four Alpha, ATC CLEARS, cleared to Example Airport via direct, climb and maintain five thousand." / "November One Two Three Four Alpha, ATC ADVISES, traffic is a flight of four, eastbound, one thousand feet below." / "November One Two Three Four Alpha, ATC REQUESTS your present altitude."

Say: "ATC CLEARS, cleared to Example Airport via direct, climb and maintain five thousand, November One Two Three Four Alpha." / "ROGER, November One Two Three Four Alpha." / "November One Two Three Four Alpha, level five thousand."

Read back: a relayed clearance in full, and comply with it as an ATC clearance, exactly as when receiving that clearance over a direct ATC frequency.

Note: "ATC CLEARS" marks a clearance, "ATC ADVISES" control information, "ATC REQUESTS" a response to a pilot's request for information. (4.30.a)

Amended Clearance for a Traffic Conflict

When continuing on the existing clearance would cause separation from other IFR traffic to be lost — the controller issues an amended clearance, which may direct the aircraft to hold short of a point, or to change altitude, before reaching the point where the loss would otherwise occur.

Expect: "November One Two Three Alpha Bravo, turn left heading two seven zero, descend and maintain flight level two two zero."

Say: "Turn left heading two seven zero, descend and maintain flight level two two zero, November One Two Three Alpha Bravo."

Note: A pilot who queries traffic after an amendment may be told there is no traffic to report; this does not mean the amendment was issued in error. (4.32.a)

Precedence of an Amended Clearance

When the controller issues an amended clearance.

Expect: "Citation Three Juliet Kilo, radar vectors, descend and maintain eight thousand."

Say: "Radar vectors, descend and maintain eight thousand, Citation Three Juliet Kilo."

Note: The amended clearance takes precedence over the one it replaces; the controller restates any previously issued altitude restriction that still applies, and any restriction omitted from the amendment — including a departure-procedure or STAR altitude restriction — no longer applies. (4.37.g)

Asking Why an Amendment Was Issued

When the pilot wants an explanation of an amended clearance at the time it is issued.

Note: The pilot may request one; the controller may decline to give an immediate explanation if doing so would take the controller from immediate control duties or add to frequency congestion, and otherwise will answer the request. (4.32.b)

Requesting a Different Clearance

When the pilot holds information indicating that another course of action is more practicable, or when aircraft equipment limitations or the pilot's operator or unit procedures prevent compliance with the clearance issued.

Say: "Approach, November One Two Three Alpha Bravo is UNABLE flight level two two zero due to icing, request flight level three one zero."

Expect: "November One Two Three Alpha Bravo, climb and maintain flight level three one zero." (4.32.d)

Requesting an Amended Clearance

When a clearance would require the pilot to deviate from a rule or regulation, or would, in the pilot's judgment, place the aircraft in jeopardy.

Note: The pilot must request an amended clearance from ATC. (4.29.b)

Requesting a Different Course of Action

When the pilot prefers a different course of action than the one cleared — for example a 360-degree turn for spacing, landing on a different runway, departing from a different intersection or from the threshold, or delaying an operation.

Say: "Reno Approach, November One Two Three Alpha Bravo, request three-six-zero for spacing prior to the approach."

Expect: "November One Two Three Alpha Bravo, three-six-zero approved, report resuming the approach."

Note: Absent such a request the pilot complies with the clearance as issued; after informing ATC of a preferred different course of action the pilot should cooperate with ATC to preclude disrupting traffic flow or creating conflicting patterns. (4.29.b)

Compliance

Clearance Compliance

When the controller issues a clearance and the pilot-in-command accepts it.

Note: The pilot-in-command must not deviate from its provisions, under either VFR or IFR, unless the controller issues an amended clearance; regardless of the clearance issued, no clearance authorizes a pilot to deviate from any rule, regulation, or minimum altitude, or to conduct an unsafe operation of the aircraft. (4.37.a) (4.29.a)

Assigned Headings and Turns

When the controller assigns a heading or requests a turn.

Note: The pilot promptly initiates the turn, completes the turn, and maintains the new heading, unless the controller issues additional instructions before the turn is complete. (4.37.b)

Default Climb and Descent Rates

When a clearance's altitude instruction does not include AT PILOT'S DISCRETION and imposes no climb or descent rate restriction.

Expect: "Regional Eight Eight, descend and maintain five thousand."

Say: "Descend and maintain five thousand, Regional Eight Eight."

Note: The pilot initiates the climb or descent promptly on acknowledgment, climbs or descends at an optimum rate consistent with the aircraft's operating characteristics to within 1,000 feet of the assigned altitude, then at a rate between 500 and 1,500 feet per minute (fpm) until reaching the assigned altitude. (4.37.d)

Unable the Minimum Rate

When the pilot cannot maintain at least 500 fpm at any point during the climb or descent.

Say: "Approach, Regional Eight Eight is UNABLE five hundred feet per minute, expect three hundred until level."

Expect: "Regional Eight Eight, ROGER." (4.37.d)

Intermediate Level-Off Advisory

When the pilot must level off at an intermediate altitude during the climb or descent — the pilot advises the controller, except when leveling off at 10,000 feet MSL during descent, or at 2,500 feet above airport elevation before entering a Class C or Class D surface area, to comply with an airspeed restriction. In those two cases no advisory call is required. (4.37.d)

AT PILOT'S DISCRETION

When a clearance's altitude instruction includes the phrase AT PILOT'S DISCRETION.

Expect: "Falcon One Two, descend at pilot's discretion, maintain flight level two four zero."

Say: "Descend at pilot's discretion, maintain flight level two four zero, Falcon One Two."

Note: The pilot may begin the climb or descent at a time of the pilot's choosing, at any rate, and may level off temporarily at any intermediate altitude; once the aircraft has vacated an altitude, the pilot must not return to it. (4.37.c)

Crossing Restrictions

When a descent clearance includes a crossing restriction phrased as CROSS (fix) AT or AT OR ABOVE/BELOW (altitude).

Expect: "Citation Three Juliet Kilo, cross Wilkes at or above one zero thousand, descend and maintain eight thousand."

Say: "Cross Wilkes at or above one zero thousand, descend and maintain eight thousand, Citation Three Juliet Kilo."

Note: The pilot may execute the descent by any profile that satisfies the crossing restriction, and must comply with the stated crossing altitude as a provision of the clearance. (4.37.e)

EXPEDITE Canceled by a Later Altitude Change

When the controller issues an EXPEDITE climb or descent instruction and later changes or restates the assigned altitude without repeating EXPEDITE.

Expect: "Skyhawk Two One Zero, expedite your climb through eight thousand for traffic, climb and maintain one two thousand." then later "Skyhawk Two One Zero, climb and maintain one six thousand."

Say: "Expediting through eight thousand, climb and maintain one two thousand, Skyhawk Two One Zero." then "Climb and maintain one six thousand, Skyhawk Two One Zero."

Note: The later instruction cancels the EXPEDITE instruction, and the pilot follows the default climb or descent rates unless the controller states otherwise. (4.37.i)

TCAS RA Deviation Report

When the pilot deviates from an ATC clearance in response to a TCAS resolution advisory (RA) — the pilot must notify ATC of that deviation as soon as possible after the deviation.

Say: "Center, November One Two Three Alpha Bravo, TCAS RA, descending."

Expect: "November One Two Three Alpha Bravo, ROGER." (4.29.c)

Emergency Deviation

When the pilot-in-command exercises emergency authority to deviate from a clearance.

Note: The pilot-in-command must notify the controller as soon as possible and obtain an amended clearance. (4.37.f)

Afterburner Notification

When a turbojet aircraft equipped with afterburner engines intends to use afterburner during the climb to en route altitude — the pilot should advise the controller before takeoff.

Say: "Tower, Falcon One Two will use afterburner on departure."

Expect: "Falcon One Two, ROGER."

Note: This call is a recommended practice, not a request for permission; the controller neither authorizes nor denies afterburner use in response to it. (4.37.h)

Speed adjustments

Assigned Speed Adjustment

When the controlling facility issues a speed adjustment to achieve or maintain spacing between radar-identified aircraft.

Expect: "Jetstream Four Seven, reduce speed to two five zero knots."

Say: "Reduce speed to two five zero knots, Jetstream Four Seven."

Note: The pilot should maintain speed within 10 knots IAS, or within 0.02 Mach number if the adjustment was issued in Mach, of the specified value. (4.39.a) (4.39.c)

Units of a Speed Adjustment

When the controlling facility issues a speed adjustment — it is expressed in knots IAS, in increments of 5 or 10 knots. At or above FL 240, for an aircraft equipped to display Mach number, it may be expressed in Mach number instead, in increments of 0.01. (4.39.b)

End of a STAR Route Under a Published Speed Restriction

When the aircraft reaches the end of a STAR route while under a published speed restriction.

Note: The pilot must maintain the last published speed until the controlling facility deletes the restriction, assigns a new speed, issues a vector, assigns a direct routing, or issues an approach clearance. (4.39.a)

Combined Speed and Descent Clearance

When the controlling facility combines a speed adjustment with a descent clearance in one transmission, stating the two instructions in the order it expects the pilot to execute them, separated by the word "then."

Expect: "Falcon Two Two, descend and maintain eight thousand, then reduce speed to two one zero knots." / "Falcon Two Two, reduce speed to two one zero knots, then descend and maintain eight thousand."

Say: "Descend and maintain eight thousand, then reduce speed to two one zero knots, Falcon Two Two." / "Reduce speed to two one zero knots, then descend and maintain eight thousand, Falcon Two Two."

Note: If uncertain of the order, the pilot should request clarification before complying; otherwise the pilot executes the clearance in the stated order. (4.39.e)

RESUME NORMAL SPEED

When an ATC-assigned speed adjustment is no longer required and no published speed restriction applies to the segment ahead.

Expect: "Falcon Two Two, maintain two two zero knots until BALTR, then resume normal speed."

Say: "Maintain two two zero knots until BALTR, then resume normal speed, Falcon Two Two."

Read back: the phrase issued — the pilot must read back each terminating instruction.

Note: RESUME NORMAL SPEED cancels only the ATC-assigned speed adjustment; it does not cancel a published speed restriction on a procedure ahead, or the maximum indicated airspeeds. (4.39.f)

COMPLY WITH SPEED RESTRICTIONS

When the pilot is joining or resuming a charted procedure that carries a published speed restriction.

Expect: "Republic Eight Ten, resume the SALTY ONE departure, comply with speed restrictions."

Say: "Resume the SALTY ONE departure, comply with speed restrictions, Republic Eight Ten."

Read back: the phrase issued. (4.39.f)

RESUME PUBLISHED SPEED

When an ATC-assigned speed adjustment is no longer required and a published speed restriction applies to the segment ahead.

Expect: "Falcon Two Two, maintain two two zero knots until BALTR, then resume published speed."

Say: "Maintain two two zero knots until BALTR, then resume published speed, Falcon Two Two."

Read back: the phrase issued.

Note: The pilot should begin adjusting speed far enough in advance of the next published fix to cross that fix at the published speed. (4.39.f)

DELETE SPEED RESTRICTIONS

When neither an ATC-assigned speed adjustment nor a published speed restriction is required any longer.

Expect: "Jetstream Four Seven, delete speed restrictions."

Say: "Delete speed restrictions, Jetstream Four Seven."

Read back: the phrase issued. (4.39.f)

CLIMB VIA and DESCEND VIA

When the controlling facility clears a departing or arriving aircraft to fly a SID or STAR under its own vertical navigation.

Expect: "United Four Three Six, climb via SID." / "Gulfstream Two Three Papa Echo, descend via the Tyler One arrival."

Say: "Climb via SID, United Four Three Six." / "Descend via the Tyler One arrival, Gulfstream Two Three Papa Echo."

Read back: the phrase issued.

Note: CLIMB VIA and DESCEND VIA cancel any previously issued ATC speed and altitude restrictions; the pilot vertically navigates the procedure and complies with every altitude and speed restriction depicted on it, and on a DESCEND VIA should not increase speed significantly above the previously assigned speed. (4.39.f)

Speed Control on Approach

When an approach clearance is issued — any previously issued ATC speed adjustment is superseded, and the pilot then manages speed to complete the approach at the pilot's discretion, in accordance with the aircraft's approach procedure and stabilized-approach criteria; no standard speed applies at this point, by design.

Note: After issuing an approach clearance the controlling facility, normally Approach, may still issue a further speed adjustment to maintain separation. (4.39.g)

Rejecting a Speed for Minimum Safe Airspeed

When the minimum safe airspeed for the aircraft's configuration or the operation being conducted is greater than an assigned speed adjustment — the pilot may reject that speed adjustment and must then advise the controlling facility of the speed the pilot will use instead.

Expect: "Cessna Three Four Kilo, reduce speed to one one zero knots."

Say: "UNABLE one one zero knots, Cessna Three Four Kilo will maintain one two zero knots, our minimum safe speed in this configuration." (4.39.h)

Mandatory Rejection of an Excessive Speed Assignment

When an assigned speed adjustment exceeds the maximum indicated airspeed permitted for the aircraft's altitude or airspace by 14 CFR 91.117(a), (c), or (d).

Note: The pilot must reject the assigned speed and must inform the controlling facility of the rejection. (4.39.i)

Descending Below 10,000 Feet Under a High Assigned Speed

When the pilot has been assigned a speed greater than 250 knots IAS above 10,000 feet MSL and is subsequently cleared below 10,000 feet MSL.

Note: The pilot must reduce speed to comply with the 250-knot IAS limit in 14 CFR 91.117(a), without waiting for a further speed instruction from the controlling facility. (4.39.i)

Reporting an Assigned Speed Restriction on Frequency Change

When making initial contact with a controlling facility after an ATC-directed frequency change — the pilot should state any speed restriction currently assigned by ATC.

Say: "Denver Center, Falcon Two Two, flight level three three zero, two two zero knots assigned." (4.39.l)

Minimum assigned speeds

When assigning a speed adjustment, the controlling facility applies the minimum speed for the aircraft's phase of flight, engine type, and position relative to the airport or runway. Where a speed below these minimums will produce an operational advantage, the controlling facility may assign that lower speed instead.

Category	Condition	Minimum Speed
Any aircraft	Between FL 280 and 10,000 ft MSL	250 kt IAS, or the equivalent Mach number
Arriving turbojet aircraft, below 10,000 ft MSL	Beyond 20 flying miles of the destination airport	210 kt IAS
Arriving turbojet aircraft, below 10,000 ft MSL	Within 20 flying miles of the destination airport	170 kt IAS
Arriving reciprocating-engine or turboprop aircraft	Within 20 flying miles of the runway threshold	150 kt IAS
Departing turbojet aircraft	N/A	230 kt IAS
Departing reciprocating-engine aircraft	N/A	150 kt IAS

(4.39.d)

Mach number equivalent to 250 knots calibrated airspeed (CAS), standard day. Use only where a Mach-based minimum speed applies. Values are subject to minor variation from standard-day conditions.

Flight Level	Mach Number
FL 240	0.60
FL 250	0.61
FL 260	0.62
FL 270	0.64
FL 280	0.65
FL 290	0.66

(4.39.d)

Flight Service Station (FSS)

FSS is the position a pilot calls for a weather and airspace briefing, and for filing, activating, revising, and closing a flight plan. An FSS is addressed on frequency by its location name followed by "Radio" (for example, "Seattle Radio"), not by the words "Flight Service Station."

Preflight

Preflight briefing request

When an FSS position is staffed and you want a briefing instead of self-briefing, before requesting taxi, pushback, an IFR clearance, or entry into airspace served by ATC.

Say: "Seattle Radio, Cessna Four Five Six Seven X-ray, request a preflight briefing, VFR from Boeing Field to Paine Field, eight thousand five hundred, proposed departure one eight three zero Zulu."

Expect: "Cessna Four Five Six Seven X-ray, Seattle Radio, standby for briefing... [current altimeter, winds, and any notices affecting your route follow]."

Note: When no FSS position is staffed, self-brief using the simulation platform's weather and chart tools, the network's special-notices page, or a real-world weather source the mission briefing designates. (5.1.a)

Flight plan elements given to FSS

When requesting a briefing from a staffed FSS position instead of self-briefing, give FSS these elements so FSS can tailor the briefing to the flight. These are the same elements a filed flight plan contains.

Say: in this order —

• Flight rules (VFR or IFR)
• Call sign / aircraft identification (N1234B)
• Aircraft type (C172, B738)
• Departure point (KBFI)
• Route of flight (direct, or named airways and fixes)
• Destination (KPAE)
• Cruising altitude(s) (8,500 ft MSL)
• Proposed departure time (ETD) and estimated time en route (ETE) (1830Z, 0+45)

(5.1.b)

NOTAMs and special notices

When FSS gives you a briefing, FSS includes pertinent NOTAM-equivalent special notices affecting the route of flight — temporary airspace restrictions, closures, or event notices. When FSS omits them, you may ask for them directly.

Note: When planning to fly a special, non-public instrument approach procedure, you must request notice information for that procedure specifically; a standard briefing does not include it. (5.1.c)

Filing a VFR flight plan

When a VFR flight plan is required

When entering an Air Defense Identification Zone (ADIZ) that the simulator models, each pilot other than one operating as DoD or law-enforcement traffic must file a Defense VFR (DVFR) flight plan with the FSS before entry. DoD and law-enforcement flights are exempt.

When flying VFR to a destination outside the host country, you must file and activate a VFR flight plan before the flight.

Note: Otherwise, filing a VFR flight plan is optional; a VFR flight within the host network's domestic airspace does not require one. (5.2.b)

Recommended filing and stopover legs

When no requirement above already applies, you should file a VFR flight plan with the FSS or the network's flight-plan system.

When a flight includes an intermediate stop before its final destination, you should file a separate VFR flight plan for each leg.

Note: Filing alone gives no flight-following or search-and-rescue benefit until the flight plan is activated. (5.2.e)

Equipment suffix on a VFR flight plan

When filing a VFR flight plan, enter the aircraft's equipment suffix using the same equipment codes required for an IFR flight plan. (5.2.l)

Filing an IFR flight plan

IFR filing timing

When you intend to request an IFR clearance, you should file the IFR flight plan at least 30 minutes before the proposed departure time.

When Instrument Meteorological Conditions exist in the destination's Class B, Class C, Class D, or Class E surface area, you should file the IFR flight plan before departure rather than requesting it after becoming airborne.

Note: You must not file a second IFR flight plan for the same flight while an earlier one for that flight remains active; when the route, altitude, or timing changes after filing, close or cancel the earlier flight plan before filing the replacement. (5.3.a)

IFR clearance request

When calling Clearance Delivery, Ground, Tower, or FSS to request an IFR clearance, identify the departure airport by its name or its identifier, in addition to the call sign.

Say: "Springfield Clearance, Skyward Four One Two, IFR to Riverton, request clearance."

Expect: "Skyward Four One Two, Springfield Clearance, cleared to Riverton Airport as filed, climb via SID, expect Flight Level two three zero ten minutes after departure, departure frequency one two four point five five, squawk four two one seven."

Read back: "Cleared to Riverton as filed, climb via SID, expect Flight Level two three zero ten minutes after departure, one two four point five five, four two one seven, Skyward Four One Two." (5.3.b)

Route description by airways and fixes

When the route follows a published airway or jet route, name each airway or jet route by its designator, provided it is established for use at the filed altitude; when the route uses more than one, identify the fix where the flight transitions from one to the next.

When the route is not fully described by airway designators, you may instead name the NAVAIDs or fixes the flight will pass over, provided each is established for use at the filed altitude, and you may combine named fixes with airway segments in the same route. Either way, the filed route includes enough points to be unambiguous to ATC.

When a preferred route is published for the departure and destination pair, you should file that route.

Say: route filed as "KKSPI DCT FAM V4 STL V8 CIRUS KKMEM" (5.3.c)

Direct (off-airway) portions

When a portion of the route will not be flown on an established airway or jet route, you must define that portion by naming the radio fixes, NAVAIDs, or waypoints along it, each established for use at the filed altitude.

Note: On a direct segment not defined by a published airway or a charted procedure, you retain responsibility for terrain and obstruction clearance. (5.3.d)

Random RNAV route filing

When filing a random RNAV route, file the flight plan airport-to-airport; the random-route portion begins and ends over a published arrival or departure transition fix, and you file the route-structure segment connecting the random portion to that fix.

When filing the random-route portion, define it by waypoints, at minimum one waypoint for each Center whose airspace the route crosses, plus one additional waypoint at each course change.

Note: You must route the random portion at least 3 NM clear of prohibited and restricted airspace, unless the agency controlling that airspace has granted permission to operate within it. (5.3.f)

Latitude/longitude route definition

When defining the random-route portion by coordinates rather than by named waypoints, state each turn point and the arrival fix as a latitude/longitude coordinate to the nearest minute, or as a Navigation Reference System (NRS) waypoint, file that portion at FL 390 or above, and fly each segment on a great circle track between its defined points. (5.3.g)

DVFR designation

DVFR flight plan type

When filing a DVFR flight plan required for ADIZ entry, designate the flight's type as Defense VFR (DVFR) in the network's flight-plan system. (5.5.a)

Declining search-and-rescue coverage (NORIV)

When filing a DVFR flight plan, you may decline search-and-rescue (SAR) coverage. When you decline SAR coverage, enter the remark NORIV, preceded by the indicator RMK/, in the flight plan's remarks field.

Say: in the remarks field — "RMK/NORIV"

Note: Where you do not decline SAR coverage, no NORIV remark applies and the flight plan carries standard SAR coverage. (5.5.b)

Revising a filed plan

Flight plan revision

When more than 46 minutes remain before the proposed departure time, you must submit the revision to the flight-plan service provider that holds the original filing; if that provider is unavailable, you may instead contact an ATC facility or FSS.

When 46 minutes or less remain before the proposed departure time, you must coordinate the revision through an ATC facility or FSS instead of the flight-plan service provider.

Say: "Example Radio, Reach Three One Four Zero, request to amend the IFR flight plan filed for Reach Three One Four Zero, change requested altitude to Flight Level two eight zero."

Expect: "Reach Three One Four Zero, Example Radio, copy the amendment, requested altitude Flight Level two eight zero, the revision has been forwarded." (5.6.b)

Activating

VFR flight plan activation

When airborne on a route covered by a filed VFR flight plan, activate that flight plan with the FSS, as soon as practical, by radio or through the network's flight-plan system.

Say: "Seattle Radio, Cessna Five Zero Eight Three Hotel, activate VFR flight plan, Boeing Field to Yakima, off at three five."

Expect: "Cessna Five Zero Eight Three Hotel, Seattle Radio, VFR flight plan activated at three five, have a good flight."

Note: Tower and Ground will not activate a VFR flight plan; only the FSS, or the network's flight-plan system where no FSS is staffed, can do so. (5.2.g)

Filing an assumed departure time instead

When you prefer not to call FSS after takeoff, you may activate a VFR flight plan by filing an assumed departure time with it. An assumed departure time activates the flight plan automatically at the time filed, without a radio or system call.

When the actual departure time, route, or estimated time of arrival changes from what was filed, you must update the FSS with the revision.

Say: "Seattle Radio, Cessna Five Zero Eight Three Hotel, revise proposed departure time on my VFR flight plan, Boeing Field to Yakima, new departure time four five."

Expect: "Cessna Five Zero Eight Three Hotel, Seattle Radio, departure time revised to four five."

Note: Search-and-rescue timing is based on the assumed departure time on file. (5.2.i)

Flight plan retention window

When a filed VFR flight plan is not activated within 2 hours of its proposed departure time, the flight-plan system purges it. Activating a purged flight plan requires filing a new one. (5.2.h)

DVFR flight plan activation

When airborne on a route covered by a filed DVFR flight plan, you must activate that flight plan with FSS.

Say: "Seattle Radio, Cessna Four Five Six Seven X-ray, activate Defense VFR flight plan, Boeing Field to Bellingham, off at four zero."

Expect: "Cessna Four Five Six Seven X-ray, Seattle Radio, Defense VFR flight plan activated at four zero."

Note: Where you entered NORIV, the activation requirement still applies; NORIV changes only whether SAR coverage is expected. (5.5.c)

DVFR activation with a SAR waiver

When activating a DVFR flight plan filed with NORIV.

Say: "Seattle Radio, Cessna Four Five Six Seven X-ray, activate Defense VFR flight plan, Boeing Field to Bellingham, off at four zero, remarks NORIV."

Expect: "Cessna Four Five Six Seven X-ray, Seattle Radio, Defense VFR flight plan activated at four zero, NORIV copied, no cancellation required on landing."

Note: After landing on a DVFR flight plan filed with NORIV, you need not close the flight plan. (5.5.c)

En route

VFR position report

When operating on an active VFR flight plan, you should report position to the FSS periodically along the route.

Say: "Seattle Radio, Cessna Five Zero Eight Three Hotel, position report, over Ellensburg at five three, six thousand five hundred, estimating Yakima at one five."

Expect: "Cessna Five Zero Eight Three Hotel, Seattle Radio, copy your position, Yakima at one five."

Note: Position reports are not required to keep a VFR flight plan active; a missed report does not by itself trigger action. (5.2.j)

Closing

Closing a VFR or DVFR flight plan with FSS

When you complete a flight conducted under a VFR or DVFR flight plan, you must close that flight plan; when FSS contact is available, you should close it with the nearest FSS.

Say: "Elmwood Radio, Cessna One Two Three Four Alpha, closing VFR flight plan."

Expect: "Cessna One Two Three Four Alpha, flight plan closed, good day." (5.7.b)

Closure relayed through another ATC facility

When FSS contact is not available, you may request any other ATC facility in contact with the aircraft — Tower, Ground, Departure, Approach, or Center — to relay the closure to FSS. The facility acknowledges the request before relaying it.

Say: "Springfield Approach, Cessna One Two Three Four Alpha, request you relay closure of my VFR flight plan to Flight Service."

Expect: "Cessna One Two Three Four Alpha, WILCO." (5.7.c)

No automatic closure

When you land at a towered airport or are in contact with any ATC facility, a VFR or DVFR flight plan is still not closed automatically. Closure requires calling FSS or requesting a relay.

Note: If you have not closed the flight plan, or otherwise reported, within 30 minutes after the filed estimated time of arrival, FSS initiates search-and-rescue notification procedures. (5.7.d)

Clearance Delivery

Clearance Delivery issues the IFR departure clearance. Where a pre-taxi clearance program is published for the departure airport, a pilot planning an IFR departure may obtain the IFR clearance from Clearance Delivery before taxiing, in place of receiving it from Ground or Tower later in the departure sequence. Clearance Delivery means a dedicated Clearance Delivery frequency where the airport publishes one, or Ground, at an airport without a separate Clearance Delivery position, performing this function on the ground control frequency.

Requesting the clearance

Pre-taxi IFR clearance

When the pilot elects to use the pre-taxi clearance program — call not more than 10 minutes before the proposed taxi time.

Say: "Aeroville Clearance, November One Two Three Alpha Bravo, IFR to Example City, ready to copy."

Expect: "November One Two Three Alpha Bravo, Aeroville Clearance, cleared to Example City Airport as filed, climb and maintain three thousand, expect flight level two three zero, one zero minutes after departure, departure frequency one two six point one five, squawk four five one two."

Read back: "Cleared to Example City as filed, climb and maintain three thousand, expect flight level two three zero, one zero minutes after departure, departure frequency one two six point one five, squawk four five one two, November One Two Three Alpha Bravo."

Note: If the clearance is not yet available, Clearance Delivery issues delay information instead. (5.9.b)

Initial call-up, no flight plan change

When calling for clearance and the filed flight plan has not changed.

Say: "Washington Clearance Delivery, American Seventy-Six, at gate one, IFR Los Angeles."

Expect: the departure clearance, AS FILED or full route as applicable.

Note: If the flight plan has not changed, no additional notification is required beyond this standard initial call-up. (5.12.d)

Initial call-up, flight plan amended or replaced

When at the initial call-up requesting clearance — the pilot must state whether the filed flight plan has been amended, or canceled and replaced with a new filed flight plan, and if so must request a full route clearance instead of AS FILED.

Say: "Washington Clearance Delivery, American Seventy-Six, at gate one. IFR San Francisco. My flight plan route has been amended. Request full route clearance."

Expect: a full route clearance stating the complete route.

Note: If the pilot has changed the filed route or destination before departure, the pilot must not accept an AS FILED clearance for the original filed route. (5.12.d)

Ready to taxi after receiving clearance

When the pilot has received the IFR clearance from Clearance Delivery and is ready to taxi — call Ground.

Say: "Aeroville Ground, November One Two Three Alpha Bravo, ready to taxi, information Bravo."

Expect: "November One Two Three Alpha Bravo, Aeroville Ground, taxi to runway two seven via Alpha, Alpha three."

Read back: "Taxi to runway two seven via Alpha, Alpha three, November One Two Three Alpha Bravo."

Note: Unless the departure airport's local procedure requires otherwise, the pilot may omit restating the IFR clearance or confirming its receipt on this call. (5.9.c)

Unable to contact Clearance Delivery

When the pilot is unable to establish contact with Clearance Delivery, or has not received the IFR clearance by the time the pilot is ready to taxi — the pilot should call Ground and inform the controller of the situation.

Say: "Aeroville Ground, Raptor Two One, unable to contact Clearance Delivery, IFR to Example City, request clearance and taxi."

Expect: "Raptor Two One, Aeroville Ground, standby for clearance." (5.9.e)

Airborne IFR pickup after a VFR departure

When requesting an airborne IFR pickup after departing VFR — the pilot should call Center with enough lead time before the fix where IFR operations are to begin to avoid delay.

Say: "Los Angeles Center, Apache Six One Papa, VFR estimating Paso Robles VOR (VHF Omnidirectional Range) at three two, one thousand five hundred, request IFR to Bakersfield."

Expect: an IFR clearance, or advice of expected delay. (5.12.k)

Clearance not understood

When any portion of a clearance received is not clearly understood — the pilot must request verification or clarification from Clearance Delivery before executing it. (5.12.l)

What the clearance contains

A clearance is built of these elements, in this order: clearance limit, departure procedure, route of flight, altitude data, holding instructions. (4.31)

Clearance limit

When the destination airport is the clearance limit — ATC states the airport name followed by the word AIRPORT. When a navigational aid, intersection, or waypoint is the clearance limit and its type can be determined, ATC includes that type designation in the clearance. (4.31.a)

Short-range clearance to a fix

When established procedures at the facility provide for it — ATC may issue an abbreviated departure clearance authorizing flight only to a fix within or just outside the terminal area, together with the frequency on which the pilot obtains the long-range clearance from Center. (4.31.a)

Departure headings and restrictions

When separation from other terminal-area traffic requires it — ATC issues specific headings and/or altitude restrictions for the departure. (4.31.b)

Route of flight

When there is no traffic-related reason to do otherwise — ATC clears the pilot via the route and altitude filed in the flight plan; when traffic conditions require a different route or altitude, or when the flight operates over a corridor with an established preferred route, ATC assigns the amended route or altitude instead.

Note: If the aircraft cannot receive the signal(s) needed to identify a reporting fix named in the clearance, the pilot must advise ATC immediately. (4.31.c)

Assigned altitude

When ATC assigns an altitude or flight level — the pilot maintains it; when the pilot wants to climb or descend from the assigned altitude, the pilot should request that change before the time the pilot wants it to take effect. (4.31.d)

Altitude different from the one requested

When the altitude ATC assigns differs from the altitude the pilot requested — ATC should advise the pilot when to expect the requested altitude, or advise the pilot to request it again from the next facility.

Note: If the pilot receives neither before leaving the current facility's frequency and still wants the different altitude, the pilot re-requests it from the next facility. (4.31.d)

The abbreviated "cleared as filed" clearance

Cleared as filed

When the filed route can be approved with little or no revision — Clearance Delivery issues the clearance AS FILED rather than reading the full route: destination, any DP, and the altitude, without restating the filed route. This applies both to a pilot on the ground awaiting an IFR clearance and to a pilot who has departed VFR and is requesting IFR clearance while airborne.

Expect: "Cessna Four Four Two Tango, cleared to Example Valley airport as filed, maintain four thousand, departure frequency one two five point one."

Read back: the clearance in full, including any DP, transition, and assigned altitude.

Note: An AS FILED clearance does not by itself convey an en route altitude; Clearance Delivery separately states an assigned en route altitude, or advises the pilot to expect an assigned or filed altitude within a stated time or at a stated point after departure. (5.12.d)

Full route clearance

When Clearance Delivery knows the filed flight plan has changed, or when the pilot requests a full route clearance — Clearance Delivery issues a full route clearance stating the complete route instead of AS FILED.

Read back: the clearance in full, including any DP, transition, and assigned altitude. (5.12.e)

Keeping AS FILED available

When planning the departure — the pilot should avoid changing the filed flight plan just before departure. (5.12.k)

Clearance with a minor route revision

When a minor revision to the filed route is needed — Clearance Delivery specifies the assigned DP, DP transition, or departure routing, states the revision to the filed route, and states the assigned altitude or flight level.

Expect: "Jetstar One Four Two Four, cleared to Atlanta airport, South Boston Two departure, then as filed except change route to read South Boston, Victor Two Zero, Greensboro, maintain one seven thousand."

Read back: the clearance in full, including any DP, transition, and assigned altitude. (5.12.j)

Clearance in a nonradar environment

When the departure sector has no radar coverage — Clearance Delivery additionally specifies one or more fixes needed to identify the initial route of flight.

Expect: "Cessna Three One Six Zero Foxtrot, cleared to Charlotte airport as filed via Brooke, maintain seven thousand."

Read back: the clearance in full, including any DP, transition, and assigned altitude. (5.12.j)

STAR in the departure clearance

When a STAR is filed — it is part of the filed route and Clearance Delivery does not normally state it in the initial departure clearance; if the same ARTCC's airspace contains both the departure airport and the fix where the STAR or STAR transition begins, Clearance Delivery may state the STAR name, the current STAR number, and the STAR transition name in the initial clearance. (5.12.h)

Departure procedures

Clearance with a departure procedure

When a DP or DP transition is to be flown — Clearance Delivery must state the DP name, the current DP number, and the DP transition name, inserted after the phrase "cleared to [destination] airport" and before the phrase "then as filed." This applies whether or not the DP was filed in the flight plan.

Expect: "National Seven Twenty, cleared to Miami airport, Intercontinental One departure, Lake Charles transition, then as filed, maintain flight level two seven zero."

Read back: the clearance in full, including any DP, transition, and assigned altitude. (5.12.g)

SID assignment

When a SID is assigned as part of the departure clearance.

Expect: "November One Two Three Alpha Bravo, cleared to Example Airport as filed, ROBUC TWO departure, climb via SID except maintain five thousand, expect flight level two three zero one zero minutes after departure, departure frequency one two five point three five, squawk zero four five one."

Read back: "Cleared to Example Airport as filed, ROBUC TWO departure, climb via SID except maintain five thousand, expect flight level two three zero one zero minutes after departure, departure frequency one two five point three five, squawk zero four five one, November One Two Three Alpha Bravo." (5.14.a)

No DP, or a DP the pilot cannot accept

When there is no DP, or the pilot cannot accept the DP that would otherwise apply — Clearance Delivery specifies the assigned altitude or flight level in place of the DP.

Note: Clearance Delivery may use a detailed departure route description or a radar vector, instead of a published DP, to achieve the desired routing. (5.12.j)

"Maintain" instead of "climb via"

When a SID has no published crossing restrictions, includes a radar-vector segment, or is entirely radar-vectored — Clearance Delivery issues the applicable altitude using "maintain [altitude]" phraseology rather than "climb via." (5.14.g)

Aircraft cannot meet a published climb gradient

When the aircraft cannot meet a published nonstandard climb gradient — the pilot must advise ATC before departure; otherwise, no separate notification is required. (5.14.g)

Visual Climb Over Airport (VCOA) request

When the pilot intends to fly a published VCOA — advise Clearance Delivery as early as possible before departure of the intent to fly it.

Say: "Clearance Delivery, November One Two Three Alpha Bravo, request the visual climb over the airport on the Example Six departure."

Expect: "November One Two Three Alpha Bravo, roger, cleared to Example Airport as filed via the Example Six departure, visual climb over the airport approved, maintain visual and climb to at or above five thousand five hundred before proceeding on course, departure frequency one two zero point niner, squawk zero five five two."

Note: A published VCOA is available only when the ceiling and visibility at departure equal or exceed the minimums published for it; otherwise the pilot flies the ODP, SID, or DVA assigned instead. (5.14.d.(6))

Special VFR

Special VFR clearance request

When operating within a Class B, Class C, Class D, or Class E surface area when weather is below the ceiling or visibility required for VFR flight — the pilot must obtain an ATC clearance to operate under SVFR before doing so. The pilot may request the clearance to enter, leave, or operate within the surface area.

Say: "Springfield Tower, Cessna One Two Three Four Five, request special VFR to depart to the south, remaining clear of clouds."

Expect: "Cessna One Two Three Four Five, cleared out of the Delta surface area special VFR, maintain at or below two thousand five hundred, clear of clouds."

Read back: "Cleared special VFR, at or below two thousand five hundred, clear of clouds, Cessna One Two Three Four Five."

Note: Each SVFR flight must remain clear of clouds. (4.33.a)

Who to ask for SVFR

When a control tower is located within the Class B, Class C, or Class D surface area — the pilot should direct the SVFR clearance request to that Tower; within a Class E surface area, the pilot may request the clearance from the nearest Tower, FSS, or Center. (4.33.b)

Stating intentions on an SVFR request

When requesting an SVFR clearance — the pilot may omit a complete flight plan but states intentions in enough detail for the issuing facility to sequence the flight into traffic.

Note: The SVFR clearance must not specify an altitude; the issuing facility may require the pilot to fly at or below a stated altitude for traffic separation. (4.33.c)

One-minute weather with the SVFR request

When arriving at or departing an airport with an Automated Surface Observing System (ASOS) or AWOS within the surface area — the pilot should monitor the broadcast frequency, and before operating there should advise the issuing facility of the one-minute weather and state intentions in the same transmission.

Say: "Springfield Tower, Cessna One Two Three Four Five, has the one-minute weather, request special VFR, landing runway two seven." (4.33.h)

Fixed-wing SVFR prohibited locally

When fixed-wing SVFR operations are prohibited at a Class B or Class C facility per local procedures — the pilot must not request a fixed-wing SVFR clearance, and the issuing facility will not issue one. (4.33.e)

Fixed-wing SVFR at night

When operating between sunset and sunrise — the pilot must not conduct fixed-wing SVFR operations unless the pilot holds an instrument rating and the aircraft is equipped for IFR flight. (4.33.g)

Ground

Ground carries taxi instructions, clearances, and airport vehicle contacts separately from Tower's local control frequency. Before starting engines the pilot should contact Ground or Clearance Delivery for engine start time, taxi instructions, and/or clearance information; after landing the pilot changes to Ground when Tower advises.

Requesting Taxi

Ground Contact Before Taxi

When before starting engines. The pilot should contact Ground or Clearance Delivery to receive engine start time, taxi instructions, and/or clearance information.

Say: "Ground, Falcon Four One, ramp, information Bravo, ready to taxi."

Expect: "Falcon Four One, taxi runway two seven via Alpha, hold short runway one eight."

Note: Unless Tower advises otherwise, remain on that frequency through taxi and run-up, then switch to Tower when ready to request takeoff clearance. (4.24.a)

Initial Taxi Request

When calling Ground for taxi instructions prior to departure. The pilot must state the aircraft identification, the aircraft's position on the airport, whether the flight is VFR or IFR, and the point of first intended landing.

Say: "Washington Ground, Beechcraft One Three One Five Niner at hangar eight, ready to taxi, IFR to Chicago."

Expect: "Beechcraft One Three One Five Niner, Washington Ground, runway two seven, taxi via taxiways Charlie and Delta, HOLD SHORT of runway three three left."

Read back: "Beechcraft One Three One Five Niner, runway two seven, HOLD SHORT of runway three three left." (4.26.d)

IFR Contact Before Engine Start — Clearance Delivery Field

When prior to starting engines on an IFR flight plan, at an airport with a published Clearance Delivery frequency. The pilot should call Clearance Delivery for taxi instructions, the IFR clearance, and an engine start time.

Say: "Springfield Clearance, Cessna Three Four Bravo, IFR to Example City Executive, request clearance."

Expect: "Cessna Three Four Bravo, Springfield Clearance, cleared to Example City Executive as filed, climb via SID, maintain three thousand, expect flight level two two zero, one zero minutes after departure, departure frequency one two zero point four, squawk zero four five one, taxi to runway two three via Alpha, monitor Ground point niner."

Read back: "Cleared to Example City Executive as filed, climb via SID, maintain three thousand, expect flight level two two zero, one zero minutes after departure, departure frequency one two zero point four, squawk zero four five one, taxi to runway two three via Alpha, monitor Ground point niner, Cessna Three Four Bravo." (5.10.a)

IFR Contact Before Engine Start — No Separate Clearance Delivery

When prior to starting engines on an IFR flight plan, at an airport without a separate Clearance Delivery frequency. The pilot should call Ground on the published ground control frequency.

Say: "Example County Ground, Skyhawk One Two Charlie, IFR to Example Metro, ready to copy clearance."

Expect: "Skyhawk One Two Charlie, Example County Ground, cleared to Example Metro as filed, maintain two thousand five hundred, expect four thousand, one zero minutes after departure, departure frequency one two five point six five, squawk zero two one four, taxi to runway one seven via Bravo."

Read back: "Cleared to Example Metro as filed, maintain two thousand five hundred, expect four thousand, one zero minutes after departure, departure frequency one two five point six five, squawk zero two one four, taxi to runway one seven via Bravo, Skyhawk One Two Charlie." (5.10.b)

Relay of a Center Clearance

When Ground relays a Center clearance. At locations with a clearance delivery frequency, Ground may instead direct the pilot to contact Clearance Delivery for relay of the clearance.

Expect: "Beechcraft One Three One Five Niner, cleared to the Chicago Midway Airport via Victor Eight, maintain eight thousand."

Read back: "Beechcraft One Three One Five Niner, cleared to the Chicago Midway Airport via Victor Eight, maintain eight thousand."

Note: Clearance Delivery exercises no surveillance or control over the movement of traffic; a pilot working Clearance Delivery must not expect separation or taxi service from that position. (4.26.f)

Turbine Aircraft Ready for Takeoff

When a turbine-powered aircraft reaches the runway or the warm-up block. Tower considers that aircraft ready for takeoff unless the pilot advises Tower otherwise. (4.24.b)

What a Taxi Clearance Authorizes

Moving Onto the Movement Area

When prior to moving an aircraft or vehicle onto the movement area while Tower is in operation.

Note: The pilot must obtain approval from Tower. (4.26.a)

Taxiing on a Runway, Taking Off, or Landing

When prior to taxiing on a runway, taking off, or landing while Tower is in operation.

Note: The pilot must obtain clearance from Tower. (4.26.a)

Taxi Authorizations Never Use "Cleared"

Note: Tower and Ground must not use the word CLEARED in conjunction with an authorization to taxi, to preclude confusing a taxi authorization with a runway, takeoff, or landing clearance. (4.26.a)

Limits of a Departure Runway Taxi Instruction

When Tower assigns a departure runway. Tower states the runway, issues the taxi route, and states any hold-short instruction or runway-crossing clearance the route requires.

Note: This taxi instruction does not by itself authorize the pilot to enter or cross the assigned departure runway at any point. (4.26.b)

Taxi to a Point Other Than the Departure Runway

When Ground taxis a pilot to a point other than the assigned departure runway. Ground states the destination point, issues the taxi route, and states any hold-short instruction or runway-crossing clearance the route requires. (4.26.b)

Clearance by Light Signal

When at a Tower where two-way radio communication is not required or cannot be established. The pilot must obtain clearance by visual light signal prior to taxiing onto a runway and prior to takeoff and landing. (4.26.j)

Hold Short and Runway Crossings

Crossing a Runway

When prior to crossing any runway. The pilot must obtain an explicit clearance, and Tower issues an explicit clearance for each runway crossing. (4.26.a)

Readback of Taxi and Hold-Short Instructions

When receiving taxi instructions.

Read back: The runway assignment, any clearance to enter a specific runway, and any instruction to HOLD SHORT of a runway or to LINE UP AND WAIT.

Note: Whenever Tower issues a runway hold-short instruction, Tower must obtain a readback; if the readback is not received, Tower must request it. (4.26.c)

Hold Short of a Hold Area or ILS Holding Position

When the pilot is expected to hold short of a runway approach or departure hold area or an Instrument Landing System (ILS) holding position. Tower issues explicit instructions to that effect. (4.26.b)

Acknowledging a Clearance

When receiving a runway crossing, hold-short, or takeoff clearance the pilot understands. The pilot should acknowledge the clearance.

Note: When the pilot does not understand a clearance or instruction, the pilot must query Tower until the clearance is understood. (4.26.e)

Progressive Taxi

Requesting Progressive Taxi

When unfamiliar with the airport or uncertain of the taxi route. The pilot may request progressive, step-by-step taxi instructions.

Note: Ground or Tower may also issue progressive taxi instructions on its own initiative when traffic or field conditions, for example construction or a closed taxiway, warrant it. (4.26.h)

Unclear Signs and Markings

Sign or Marking the Pilot Cannot Identify

When encountering a pavement marking or airport sign whose meaning the pilot cannot identify. The pilot should hold current position, if not yet cleared onto a runway, and request clarification from Ground.

Say: "Ground, Viper Two One, holding short of taxiway Bravo, unable to identify taxiway signage, request progressive taxi instructions to parking."

Expect: "Viper Two One, Ground, taxi via Bravo, Charlie, to parking, hold short runway two seven."

Note: If already in contact with Tower when the marking or sign is encountered, for example on a runway or during landing rollout, request clarification from Tower instead. (2.1.b)

Frequency Changes on the Airport

Abbreviated Frequency Callout

When Ground or Tower transmits a frequency in the 121 MHz band and omits the digits preceding the decimal point. If the pilot has any doubt which frequency is meant, the pilot should promptly request that the controller state the full frequency.

Expect: "Falcon Four One, contact Ground point seven."

Say: "Ground point seven, Falcon Four One." (no doubt as to frequency) or "Falcon Four One, request full frequency." (doubt as to frequency) (4.24.d)

Single-Piloted Helicopter Near the Ground

When a frequency change is issued to a single-piloted helicopter that is hovering, air taxiing, or operating near the ground. The pilot must promptly advise ATC if unable to comply with a frequency change instruction.

Say: "Rescue One Seven, UNABLE frequency change, hovering."

Expect: "Rescue One Seven, ROGER, standing by, will relay through this frequency."

Note: The pilot should advise ATC of single-pilot status when doing so will reduce delay to essential ATC communications. (4.24.e)

Landing to Accomplish a Frequency Change

When a landing is required to accomplish a frequency change. The pilot should advise ATC, except that no advisory is required when the landing clearly will not affect other traffic, for example landing on a taxiway or in a helicopter operating area. (4.24.e)

Single-Pilot Frequency Discipline

When cleared onto the active runway for departure, or after receiving a landing clearance. A pilot operating without additional crew should monitor only the assigned ATC frequency until clear of the Class B, Class C, or Class D surface area, and after a landing clearance until the landing and taxi are complete. (4.26.i)

Exiting the Runway and Taxiing In

Exiting the Runway

When after landing and reaching taxi speed. Exit the runway without delay at the first available taxiway, or at the taxiway Tower specifies.

Expect: "November One Two Three Alpha Bravo, exit left at Bravo, contact Ground point niner."

Read back: "Left at Bravo, Ground point niner, November One Two Three Alpha Bravo."

Note: Unless authorized by Tower, the pilot must not exit onto another runway. (4.27.a)

Stopping or Reversing Course on the Runway

When at an airport with an operating control tower, before stopping or reversing course on the runway. The pilot should obtain Tower's approval. (4.27.a)

Taxiing Clear of the Landing Runway

When in the absence of instructions from Tower after exiting. Continue taxiing beyond the holding position markings for the landing runway, even where doing so requires the aircraft to protrude into or cross another taxiway or ramp area.

Note: Once every part of the aircraft has crossed the holding position markings, the pilot must hold that position unless Tower has issued further instructions. (4.27.b)

No Separate Request to Exit

Note: The runway-exit and clear-of-runway procedures are part of the landing clearance already issued; the pilot need not request, and Tower need not issue, a separate clearance to exit the runway or to taxi clear of it. (4.27.b)

Staying on Tower Until Directed

When after landing. The pilot should not switch from Tower's frequency to Ground until Tower directs the change. (4.24.c)

Ground Handoff After Landing

When advised by Tower. Change immediately to the Ground frequency and obtain a taxi clearance from Ground.

Expect: "November One Two Three Alpha Bravo, contact Ground point niner."

Say: "Ground point niner, November One Two Three Alpha Bravo." (4.27.c)

Taxi Clearance to Parking

When checking in with Ground after the handoff.

Expect: "November One Two Three Alpha Bravo, taxi to parking via Alpha, Bravo."

Read back: "Taxi to parking via Alpha, Bravo, November One Two Three Alpha Bravo." (4.27.c)

Taxi Request After Landing

When calling Ground after landing. The pilot must state the aircraft identification, the runway and point at which the runway was vacated, and the requested taxi destination.

Say: "Dulles Ground, Beechcraft One Four Two Six One clearing runway one right at taxiway Echo Three, request taxi to Page."

Expect: "Beechcraft One Four Two Six One, Dulles Ground, taxi to Page via taxiways Echo Three, Echo One, and Echo Niner." (4.26.g)

Taxi to Parking Does Not Authorize a Runway

When under a Ground clearance to taxi to parking.

Note: The pilot must not enter or cross a runway. (4.27.c)

Progressive Taxi Inbound

When unfamiliar with the assigned taxi route after landing. The pilot should request progressive taxi instructions from Ground. (4.27.c)

Tower

Tower provides for a safe, orderly, and expeditious flow of aircraft traffic on the airport movement area and within the vicinity of the airport. Before entering Class D airspace the pilot must establish two-way radio communication with Tower, and prior to landing at an airport with an operating control tower each pilot must receive an appropriate clearance from Tower.

Entering Class D and initial contact

Class D entry call

When approaching the Class D boundary, far enough out to preclude entering the airspace before two-way communication is established.

Say: "Manassas Tower, Cessna Three Four Bravo, one four miles west at three thousand five hundred, landing, with information Alpha."

Expect: "Cessna Three Four Bravo, Manassas Tower, standby."

Note: On initial contact the pilot should state the aircraft's position, altitude, destination, and any request. (3.7.d)

Reply that does not establish communication

When the Tower's reply omits the aircraft's call sign.

Expect: "Aircraft calling Manassas Tower, standby."

Note: Two-way radio communication is not established, and the pilot must not enter Class D airspace. (3.7.d)

Remain outside and standby

When workload or traffic conditions prevent immediate entry and Tower instructs the pilot to remain outside.

Say: "Cessna Three Four Bravo, WILCO."

Expect: "Cessna Three Four Bravo, remain outside the Class Delta airspace and standby."

Note: The instruction stands until conditions permit entry. (3.7.e)

Initial call to Tower

When prior to entering the Class B, Class C, or Class D surface area, about 15 NM from the airport.

Say: "Springfield Tower, Cessna Three Four Bravo, one five miles southwest, two thousand five hundred, landing, information Bravo."

Expect: "Cessna Three Four Bravo, Springfield Tower, enter left downwind, runway two seven."

Read back: Acknowledge Tower's instruction by call sign.

Note: While operating within that surface area each pilot must maintain two-way radio contact with Tower unless Tower authorizes otherwise, and should remain on Tower's frequency until leaving the surface area. (4.20.a)

Suggested heading toward the pattern

When Tower is assisting a pilot flying VFR toward the traffic pattern.

Expect: "Cessna Three Four Bravo, proceed southwestbound, enter a right downwind, runway three zero," or "suggested heading two two zero, for radar identification."

Read back: The pilot complies, or advises Tower UNABLE and continues own navigation.

Note: The instruction is advisory only, not a radar vector; the pilot may accept or decline it and retains sole responsibility to see and avoid other traffic. (4.20.d)

Takeoff

Takeoff clearance with departure instructions

When Tower issues takeoff clearance with a heading and altitude.

Expect: "November One Two Three Alpha Bravo, fly runway heading, climb and maintain three thousand, cleared for takeoff."

Read back: "Runway heading, climb and maintain three thousand, cleared for takeoff, November One Two Three Alpha Bravo." (4.2)

Right traffic assigned with the takeoff clearance

When Tower assigns the traffic pattern direction with the takeoff clearance.

Expect: "November Four Alpha Bravo, runway nine, make right traffic, cleared for takeoff."

Read back: "Right traffic, runway nine, cleared for takeoff, November Four Alpha Bravo."

Note: At an airport with a full-time control tower, Tower assigns the traffic pattern direction by radio instruction rather than by chart symbol. (4.21.d)

Hold short for arriving traffic

When Tower needs spacing between a departing aircraft and an arriving aircraft.

Expect: "November One Two Three Alpha Bravo, HOLD short runway two seven, traffic on a two mile final."

Read back: "HOLD short runway two seven, November One Two Three Alpha Bravo."

Note: On receiving a holding, spacing, or timing instruction, the pilot must comply with it. (4.40.b)

Immediate takeoff clearance

When Tower issues a takeoff clearance for runway separation using the term IMMEDIATE.

Expect: "November One Two Three Alpha Bravo, cleared for IMMEDIATE takeoff, runway two seven."

Read back: "Cleared for IMMEDIATE takeoff, runway two seven, November One Two Three Alpha Bravo." (4.40.d)

Declining an immediate takeoff

When in the pilot's judgment complying with an IMMEDIATE takeoff clearance would adversely affect the operation.

Say: "UNABLE immediate, November One Two Three Alpha Bravo, ready for normal release."

Expect: "November One Two Three Alpha Bravo, ROGER, HOLD short runway two seven."

Note: The pilot may decline it; otherwise the pilot executes the clearance as issued. (4.40.d)

Intersection takeoffs

Requesting full length

When Ground or Tower, whichever is currently working the aircraft, offers or approves a takeoff from a runway intersection.

Say: "Apache Three Seven Two Two Papa, request full length, runway two three right."

Expect: "Apache Three Seven Two Two Papa, runway two three right, full length approved, taxi via Alpha."

Note: The pilot should state a preference for a different intersection, for the full length of the runway, or for the measured distance from the intersection to the runway end. (4.22.a)

Distance remaining from the intersection

When the pilot requests it, or in every case for a military aircraft.

Expect: Ground or Tower, whichever is currently working the aircraft, states the measured distance from the intersection to the runway end, rounded down to the nearest 50 ft.

Note: During preflight planning the pilot must determine that the aircraft's minimum required takeoff distance fits within the remaining runway length and declared distances, and must not accept an intersection departure where they are insufficient. (4.22.c)

Calling Tower ready at an intersection

When calling Tower for takeoff from a runway intersection.

Say: "Cleveland Tower, Apache Three Seven Two Two Papa, at the intersection of taxiway Oscar and runway two three right, ready for departure."

Note: The pilot should state the pilot's position on the airport in the same transmission. (4.22.e)

Requesting a waiver to the 3-minute interval

When Tower is holding the takeoff roll for the wake turbulence interval behind a preceding aircraft.

Say: "Request waiver to 3-minute interval."

Expect: "Apache Three Seven Two Two Papa, waiver approved, wind two three zero at eight, runway two three right, cleared for takeoff."

Note: Requesting the waiver constitutes the pilot's acceptance of responsibility for wake turbulence separation. (4.22.f)

Line up and wait

Line up and wait

When Tower positions the aircraft onto the assigned departure runway to hold for further instructions.

Expect: "Cessna Three Four Bravo, Runway Two Seven, Line Up and Wait."

Read back: "Runway Two Seven, Line Up and Wait, Cessna Three Four Bravo." The pilot reads back the runway and the instruction, including the aircraft's own call sign.

Note: The pilot must not begin a takeoff roll on the basis of a LINE UP AND WAIT instruction alone; a separate, explicit takeoff clearance is required. (5.11.a)

Line up and wait at an intersection

When Tower issues a LINE UP AND WAIT instruction or a takeoff clearance from a runway intersection.

Expect: "Reach Three One, Runway Two Five Left at Bravo, Line Up and Wait."

Read back: "Runway Two Five Left at Bravo, Line Up and Wait, Reach Three One." The pilot reads back the runway, the intersection designator, and the instruction.

Note: When Tower omits the intersection designator, the pilot must contact Tower for clarification before taxiing onto the runway. (5.11.i)

Traffic advisory while holding in position

When landing traffic is a factor for the runway on which the aircraft is holding.

Say: "Cessna Three Four Bravo, holding, traffic in sight."

Expect: "Cessna Three Four Bravo, holding in position, traffic four mile final, full stop."

Note: No read back is required; the pilot should acknowledge receipt of the advisory. (5.11.j)

Delayed takeoff clearance

When more than a brief interval passes after a LINE UP AND WAIT instruction with no takeoff clearance issued.

Say: "Aeroville Tower, Cessna Three Four Bravo, holding in position, Runway Two Seven."

Expect: "Cessna Three Four Bravo, continue to hold, traffic is one mile final."

Note: Tower either confirms the continued hold, provides delay information, or issues the takeoff clearance. (5.11.c)

Uncertainty about an instruction while holding

When the pilot is uncertain about any instruction or clearance received from Tower while holding under a LINE UP AND WAIT instruction; the pilot must contact Tower immediately to confirm it before taking further action.

Say: "Aeroville Tower, Viper Two One, confirm that instruction was for Viper Two One?"

Expect: "Viper Two One, negative, that instruction was for Cessna Three Four Bravo. Viper Two One, continue to hold."

Note: While holding in position, the pilot monitors Tower's instructions and clearances issued to other aircraft, including call signs that sound similar to the pilot's own. (5.11.d)

Confirming a takeoff clearance is yours

When the pilot is not certain that a takeoff clearance applies to that pilot's own aircraft, such as during multiple-runway operations or when a similar-sounding call sign is on frequency; the pilot must confirm with Tower before beginning the takeoff roll.

Say: "Aeroville Tower, confirm Skyhawk Four Tango Sierra is cleared for takeoff?"

Expect: "Skyhawk Four Tango Sierra, negative, that clearance was for Skyhawk Four X-ray Sierra. Skyhawk Four Tango Sierra, continue to hold."

Note: Tower prefers a confirmation call over a mistaken takeoff roll flown on another aircraft's clearance. (5.11.h)

Traffic pattern

Tower-issued pattern instructions

When operating within the surface area or on the airport movement area, Tower issues the clearance or instruction for the aircraft's flight path or taxi route.

Note: Unless otherwise authorized or directed by Tower, each pilot of a fixed-wing aircraft approaching to land must circle the airport to the left; each helicopter pilot must avoid the flow of fixed-wing traffic. (4.20.b)

Extend downwind

When Tower needs spacing from an arriving or departing aircraft while the pilot is in the traffic pattern.

Say: "EXTEND DOWNWIND, Cessna Three Four Six Tango."

Expect: "Cessna Three Four Six Tango, EXTEND DOWNWIND, I'll call your base."

Note: On an extended downwind during Class B, Class C, or Class D operations, Tower may advise the pilot when to turn base. (4.40.c)

Straight-in request

When the pilot elects to fly a straight-in approach instead of the standard traffic pattern.

Say: "Example Tower, Skyhawk Four Alpha Bravo, ten miles south, request straight-in, runway one eight."

Expect: "Skyhawk Four Alpha Bravo, Example Tower, report three mile final, runway one eight."

Read back: "Report three mile final, runway one eight, Skyhawk Four Alpha Bravo."

Note: The pilot flying a straight-in approach should not disrupt the flow of arriving and departing traffic in the traffic pattern. (4.21.e)

Landing

Sequencing and landing clearance

When Tower sequences the aircraft behind other traffic and asks the pilot to report traffic in sight.

Say: "Traffic in sight, Cessna Four Alpha Bravo."

Expect: "Cessna Four Alpha Bravo, cleared to land, runway two seven."

Note: Prior to landing at an airport with an operating control tower, each pilot must receive an appropriate clearance from Tower. (4.2)

Low approach

Low approach request

When before starting the final approach, intending to fly a low approach within a Class B, Class C, or Class D surface area.

Say: "Tower, November One Two Three Alpha Bravo, request low approach, runway two seven."

Expect: "November One Two Three Alpha Bravo, low approach approved, runway two seven, no delay, traffic a Cessna on a two mile final."

Note: Unless ATC has authorized a different flight path, the pilot should continue straight ahead, with no turn and no climb, until the pilot has completed a visual check for other aircraft in the area. (4.23.c)

The option

Requesting the option

When passing the final approach fix inbound on an instrument approach, or upon entering downwind in a VFR traffic pattern.

Say: "Springfield Tower, Cessna Three Alpha Bravo, request the option, runway two two."

Expect: "Cessna Three Alpha Bravo, runway two two, cleared for the option."

Note: OPTION APPROACH must not be conducted at an airport without an operating control tower. (4.28.b)

Reporting a delay clearing the runway

When after Tower approves OPTION APPROACH, any delay in clearing the runway following a stop-and-go or full stop landing; the pilot should notify Tower as soon as possible.

Say: "Springfield Tower, Cessna Three Alpha Bravo, full stop, expect additional time clearing the runway."

Expect: "Cessna Three Alpha Bravo, ROGER." (4.28.d)

Go-around

Runway occupancy in doubt

When runway occupancy is in doubt; the pilot should query Tower without hesitation.

Say: "Aeroville Tower, Example Air Twelve, confirm the runway is clear?"

Expect: "Example Air Twelve, go around, traffic on the runway, fly runway heading, climb and maintain two thousand."

Note: When a runway is occupied by another aircraft the pilot must not land, even after Tower has issued a landing clearance, and is prepared to execute a go-around if the runway cannot be confirmed clear. (5.11.k)

Overhead maneuver

Requesting the overhead maneuver

When operating on an IFR flight plan and in VMC, at the destination airport.

Say: "Example Tower, Cessna Four Alpha Bravo, request overhead maneuver."

Expect: "Cessna Four Alpha Bravo, cleared overhead maneuver, report initial."

Read back: "Cleared overhead maneuver, wilco, Cessna Four Alpha Bravo."

Note: When the controlling facility does not authorize the maneuver on request, the pilot flies the standard rectangular traffic pattern instead. (5.32.d)

Overhead clearance with a nonstandard pattern or break point

When the controlling facility authorizes the maneuver and states pattern altitude, turn direction, or a nonstandard BREAK POINT.

Expect: "Falcon One Two, cleared overhead maneuver, pattern altitude two thousand five hundred, left turns, break at midfield, report initial."

Read back: "Cleared overhead maneuver, pattern altitude two thousand five hundred, left turns, break at midfield, report initial, Falcon One Two." The pilot reads back the pattern altitude, turn direction, and break point.

Note: Where pattern altitude and turn direction are standard for that airport, the controlling facility may omit either or both. (5.32.h)

Initial and break reports

When reaching the INITIAL POINT, and again at the BREAK POINT when Tower has asked for the break.

Say: "Falcon One Two, initial." Then, reaching the BREAK POINT: "Falcon One Two, break."

Expect: "Falcon One Two, report break."

Note: On reaching the INITIAL POINT at an airport with a functioning control tower, the flight becomes VFR and its IFR flight plan closes automatically; the pilot does not need to make a separate cancellation call. (5.32.h)

Departure Control

Once Tower releases a departing aircraft, Departure separates it from other departures until it leaves the terminal area or is handed off to the next facility. The pilot switches to the departure control frequency when Tower instructs the frequency change, and checks in with Departure using standard call-up phraseology after switching.

Before the frequency change

Initial heading assignment

When a departure will be vectored immediately after takeoff, using vectors, a Diverse Vector Area (DVA), or a published Departure Procedure that begins with an ATC-assigned heading off the ground, the departure-clearance facility advises the pilot of the initial heading before takeoff. The reason for the heading may be omitted.

Expect: "Speedbird One Two, turn left heading two five zero after departure, Runway Two Six Left, cleared for takeoff."

Read back: No read back is required beyond standard clearance acknowledgment; the pilot complies by flying the assigned heading after takeoff.

Note: When the assigned heading takes the aircraft off a published procedure that includes a lateral path and altitude restrictions, an altitude to maintain must be assigned with the initial heading, plus a speed to maintain when a speed restriction is also needed. (5.13.d)

RNAV SID advisory and FMS discrepancy

When a departure will fly an RNAV SID that begins at the runway, the departure-clearance facility may advise the aircraft of the initial fix or waypoint on the RNAV route.

Expect: "Delta Three Four Five, RNAV to MPASS, Runway Two Six Left, cleared for takeoff."

Read back: No read back is required beyond standard clearance acknowledgment; the pilot complies by flying the cleared departure.

Note: When no advisory is issued, each pilot must still fly the assigned SID as published. (5.13.e)

Different RNAV SID loaded in the FMS

When a pilot discovers a different RNAV SID entered in the aircraft's FMS, each pilot must immediately advise the departure-clearance facility of the discrepancy.

Say: "Aeroville Clearance, November Four Two Bravo, we have the Example Two RNAV departure loaded, not the Example Three."

Expect: "November Four Two Bravo, roger, standby for an amended clearance."

Note: The departure-clearance facility corrects or reissues the clearance before releasing the aircraft for taxi or takeoff. (5.13.e)

Transponder and ADS-B

When the assigned transponder code has been received, each pilot must adjust the transponder and ADS-B to the "on" or normal operating position as soon as practical.

Note: Once set, each pilot must keep the transponder and ADS-B in that position throughout the flight, unless Departure requests a change to "standby." (5.13.h)

Frequency change to Departure

When Tower instructs the frequency change.

Expect: "Speedbird One Two, contact Departure, One Two Five Point Three Five."

Say: "One Two Five Point Three Five, Speedbird One Two."

Note: Until Tower instructs the frequency change, each pilot should not switch to the departure control frequency. (5.13.g)

On Departure frequency

Initial contact after a "climb via" departure

When making initial contact with Departure after departing on a "climb via" clearance, the pilot states the altitude the aircraft is leaving and any ATC-assigned restriction that differs from the charted procedure.

Say: "Example Departure, Jetlink Four Four Zero Zero, climbing via the ROBUC TWO departure, leaving three thousand for five thousand."

Expect: "Jetlink Four Four Zero Zero, Example Departure, radar contact, climb via SID." (5.14.g)

Climbing via the SID

When a pilot's clearance contains "climb via [SID name]," the pilot must join or resume the procedure's lateral path and comply with every published or ATC-assigned altitude and speed restriction on it.

Note: The top altitude of a "climb via" clearance is the highest altitude published on the procedure, or a different altitude if ATC assigns one; it is the upper limit of the climb authorized. (5.14.g)

Published speed restriction on a SID

When flying a SID with a published speed restriction at a waypoint, the pilot must not exceed that speed before reaching the waypoint.

Note: A "climb via" clearance authorizes lateral and vertical navigation of the procedure; it does not by itself authorize a speed change. (5.14.g)

"Maintain [altitude]" instead of "climb via"

When a SID has no published crossing restrictions, includes a radar-vector segment, or is entirely radar-vectored, the applicable altitude is issued using "maintain [altitude]" phraseology rather than "climb via." Departure issues it when the clearance is amended after departure. (5.14.g)

Altitude clearance while cleared to climb via

When Departure issues an altitude clearance, before or after departure, to a pilot cleared to climb via a published procedure, that clearance cancels every altitude restriction previously issued for that procedure, whether ATC-assigned or charted.

Note: Published lateral-path and speed restrictions on the procedure remain in effect unless Departure explicitly cancels them. (5.14.g)

Radar-vector departure

When the departure is radar-vectored off the runway.

Expect: Tower: "Cessna Four Alpha Bravo, Runway Two Four, fly runway heading, cleared for takeoff." Departure: "Cessna Four Alpha Bravo, Example Departure, radar contact, fly heading two seven zero, climb and maintain four thousand."

Note: Departure and Tower are not required to announce a Diverse Vector Area by name; a DVA vector is issued as an ordinary heading assignment. (5.14.b)

Vectors off the procedure

Vector off a SID

When Departure vectors a pilot off a published SID route, or clears a deviation from it, without stating "expect to resume [SID name]," that vector or deviation cancels every published altitude and speed restriction on the SID; Departure issues replacement altitude instructions, and replacement speed instructions if the canceled SID published one. When Departure instead states "expect to resume [SID name]" while vectoring the pilot off the route, Departure reclears the pilot onto the SID at a downstream fix.

Expect: "Viper Two One, fly heading three three zero, vectors for traffic, expect to resume the ROBUC TWO departure."

Say: "Fly heading three three zero, expect to resume the ROBUC TWO departure, Viper Two One." (5.14.g)

Resuming the SID

When resuming a SID, Departure either reissues each remaining published altitude and speed restriction individually or reclears the pilot to "climb via [SID name]."

Expect: "Viper Two One, five miles from ROBUC, cross ROBUC at or above one two thousand, resume the ROBUC TWO departure."

Say: "Cross ROBUC at or above one two thousand, resume the ROBUC TWO departure, Viper Two One."

Note: Where a SID waypoint has no published altitude and the pilot is joining or resuming the procedure at that waypoint, Departure assigns a crossing altitude. (5.14.g)

Vector off a nonradar route

When Departure vectors an aircraft off a previously assigned nonradar route.

Expect: Departure advises the pilot briefly what the vector is intended to achieve. (5.13.f)

Climbing out

Unable terrain clearance

When the pilot is unable to maintain terrain or obstruction clearance while operating below the MEA, MIA, MVA, or OROCA, the pilot must advise the controller and state the pilot's intentions.

Say: "Center, Falcon 21, UNABLE terrain clearance at five thousand five hundred, request higher."

Note: When the pilot accepts an IFR clearance to an altitude below the applicable MEA, MIA, MVA, or OROCA, the pilot must maintain the aircraft's own terrain and obstruction clearance until reaching whichever applies. (4.36.c)

Handoff onward

When the aircraft leaves the terminal area or is handed off to the next facility, Departure's responsibility for separating it from other departures ends.

Note: Following a vector off a nonradar route, Departure continues radar service until the aircraft is reestablished on course, using an appropriate navigation aid, and Departure has advised the pilot of the aircraft's position, or until a handoff is made to Approach or Center, as applicable, with further surveillance capability. (5.13.a)

Center (ARTCC)

Center (an Air Route Traffic Control Center, ARTCC) provides air traffic service to any aircraft operating on an IFR flight plan within controlled airspace during the en route phase of flight. A pilot works Center on the discrete VHF or UHF frequency assigned to the sector currently working the aircraft, reached through a Remote Center Air/Ground (RCAG) site.

Checking in

En route check-in with Center

When operating on an IFR flight plan within Center's area, during the en route phase of flight.

Say: "Denver Center, Reach Three One, level, flight level three three zero."

Expect: "Reach Three One, Denver Center, ROGER." (4.1)

Initial contact with a receiving Center sector

When making first contact with a receiving Center sector.

Say: the elements for your environment, in this order:

• Radar, level flight — facility name, aircraft identification, LEVEL (altitude or flight level).
• Radar, climbing or descending — facility name, aircraft identification, LEAVING (exact altitude or flight level), CLIMBING TO or DESCENDING TO (assigned altitude or flight level).
• Nonradar — facility name, aircraft identification, position, altitude, ESTIMATING (next reporting point) AT (time).

Examples:

• Radar, level flight: "Denver Center, Speedbird Four Niner Two, level three seven zero."
• Radar, descending: "Denver Center, Speedbird Four Niner Two, leaving flight level three seven zero, descending to flight level two four zero."
• Nonradar: "Anchorage Center, Arctic One One, over Sparrevohn, one one thousand, estimating Farewell at three five."

Note: The pilot must state the altitude or flight level to the nearest 100-foot increment. (5.15.g)

Non-ATC requests

When you need flight-plan filing, en route weather, or similar information not related to air traffic control.

Note: Direct that request to FSS, company communications, or the applicable military facility, rather than to Center on the sector's control frequency — this is a should. (5.15.d)

Frequency changes and lost contact

Frequency change instruction

When Center determines the aircraft is to change frequency.

Expect: "Speedbird Four Niner Two, contact Denver Center one three three point five at PILOX."

Note: Continue to monitor the transferring controller's frequency until the time, fix, or altitude stated in the instruction, then call the receiving controller using the initial contact format. (5.15.f)

Altitude verification

When Center needs to confirm your altitude.

Expect: "Arctic One One, verify assigned altitude as one one thousand." (Center states VERIFY AT (altitude) in level flight, or VERIFY ASSIGNED ALTITUDE AS (altitude) climbing or descending.)

Say: "Arctic One One, assigned one one thousand, correct."

Note: The pilot must confirm the stated altitude if correct, or state the actual altitude being maintained or the different assigned altitude if the controller's statement is incorrect. (5.15.h)

Center frequency outage

When you cannot raise Center on the assigned frequency. Work these in order:

1. Wait at least 60 seconds before concluding the frequency itself has failed (should).
2. If the failure occurred at the time of a frequency change, recontact the transferring controller on the prior frequency for an alternate frequency.
3. If the failure occurred after contact was already established on the current frequency, try another Center frequency, giving priority to the next sector expected to work the aircraft.
4. If 2 and 3 do not reestablish contact, you may contact FSS for instructions.

Say: "Denver Center, Speedbird Four Niner Two, no contact one three three point five, request alternate frequency."

Expect: "Speedbird Four Niner Two, Denver Center, try one two eight point four five." (5.15.i)

Position reporting

When a position report is due

When any of the following:

• On an airway or a published route — over each compulsory reporting point along the route being flown, regardless of altitude, without being asked.
• On a direct (non-airway) route — over each reporting point used in the flight plan to define the route of flight, without being asked.
• At an on-request reporting point — only when Center or Approach Control specifically requests it; otherwise no report is required at that point.
• In an oceanic or other nonradar environment — you must report over each point used in the flight plan to define the route of flight, including a point charted as an on-request reporting point.

Note: Once Center or Approach Control advises "radar contact," discontinue the reports required on an airway, published route, or direct route; when they advise "radar contact lost" or "radar service terminated," resume them. Where the aircraft provides automatic position reporting through an ADS-C logon, voice position reports should be discontinued. (5.16.b, 5.16.c)

On-request point call

When Center asks you to report a point.

Expect: "Reach Three One, report Danby Intersection."

Say: "Wilco, Reach Three One."

Note: Transmit the full position report at the named point. (5.16.b)

Radar contact established, then lost

When Center identifies you on radar, or later loses radar contact.

Expect: "Trans Air Twelve, Great Lakes Center, radar contact, one two miles west of Example VOR." / "Trans Air Twelve, radar contact lost, resume normal position reporting."

Say: "Trans Air Twelve." / "Trans Air Twelve, wilco, next report Fenton."

Note: No read back is required for either call; discontinuing or resuming reports is the response. (5.16.c)

Content of a position report

When a position report is due. Include these items, in order:

1. Identification — your call sign.
2. Position — the reporting point, fix, or waypoint being reported, by name or, on a route defined by coordinates, by the coordinate fix.
3. Time — the fix-passage time.
4. Altitude or flight level. Under a VFR-on-top clearance, state the actual altitude or flight level flown, not the phrase "VFR-on-top" alone.
5. Type of flight plan — "IFR" or "VFR." You may omit this when the report is IFR and transmitted directly to Center or Approach Control.
6. ETA and name of the next reporting point.
7. The name only, with no ETA, of the reporting point following the one named in item 6.
8. Remarks — when you hold information relevant to ATC or to flight safety not captured by items 1 through 7 (for example, ride quality, a deviation in progress, or an equipment problem); otherwise omit.

Say (VFR, flight-plan type stated): "Great Lakes Center, Cessna Three Four Bravo, Danby, three five, one one thousand, VFR, estimating Fenton at five two, Grail next, moderate chop last one zero miles." Say (IFR direct to Center, type omitted): "Great Lakes Center, Cessna Three Four Bravo, Danby, three five, one one thousand, estimating Fenton at five two, Grail next."

Note: No response is required; Center acknowledges only if a callback or clarification is needed. (5.16.d)

Fix-passage timing for the report

When computing the time in item 3 of a position report:

• Passing a VOR facility — the moment the TO/FROM indicator completes its first full reversal.
• Passing an ADF facility — the moment the bearing indicator completes its reversal.
• Keyed to an aural or light-panel signal (for example, a marker beacon) — note the time the signal begins and the time it ends, and use the mean (midpoint) of those two times.

Note: Except while transitioning through a terminal area, Center, Approach Control, or Departure will not require a position report keyed to a navigation aid that is not established for the route or airspace structure being flown; a pilot may still reference an off-structure aid in a remark. (5.16.a)

Reports a pilot makes without being asked

Standard reports

When any of the following occurs — whether or not the aircraft is in radar contact, report it to the working facility (the facility currently in two-way radio contact with you) without being asked. Each is a should.

1. Vacating a previously assigned altitude or flight level for a newly assigned altitude or flight level.
2. Making an altitude change while on a clearance specifying VFR-on-top.
3. Unable to climb or descend at a rate of at least 500 feet per minute.
4. On executing a missed approach — report it and request further clearance (for example, to an alternate airport, or for another approach).
5. When the average true airspeed at cruising altitude varies from the filed value by 5 percent or 10 knots, whichever is greater — report the revised true airspeed.
6. On reaching a holding fix or point to which cleared — report the time and altitude or flight level.
7. When leaving an assigned holding fix or point — report the departure from the fix.
8. On any loss, in controlled airspace, of VOR, TACAN, ADF, or low-frequency navigation receiver capability; any anomaly in an installed IFR-certified GPS or GNSS receiver; complete or partial loss of ILS receiver capability; or impairment of air-to-ground communications capability — state the aircraft's identification, the equipment affected, the degree to which the aircraft's ability to operate under IFR in the ATC system is impaired, and the nature and extent of the assistance desired.
9. When, in your judgment, information relates to the safety of flight.

Say (altitude change): "Denver Center, November One Two Three Alpha Bravo, leaving flight level three five zero for flight level three one zero." Say (unable required rate): "Denver Center, Reach Three One, unable five hundred feet per minute, request lower." Say (missed approach): "Springfield Tower, Trans Air Twelve, missed approach, request vectors for another ILS Runway Two Two." Say (true airspeed deviation): "Anchorage Center, Arctic One One, revised true airspeed, two four zero knots." Say (reaching the holding fix): "Great Lakes Center, Trans Air Twelve, Danby, holding, zero three, one one thousand." Say (leaving the holding fix): "Great Lakes Center, Trans Air Twelve, leaving Danby." Say (navigation equipment failure): "Great Lakes Center, Cessna Three Four Bravo, VOR receiver failure, unable to comply with present routing, request radar vectors." Say (GPS anomaly): "Jacksonville Center, Reach Three One, GPS anomaly, lost primary navigation two zero miles north of Example VOR, flight level three three zero, duration approximately three minutes, now restored."

Note: Equipment not listed in item 8, for example airborne weather radar, that in your judgment affects safety of flight or IFR capability should be reported in the same format; a GPS anomaly report should include the anomaly's location and altitude, described specifically, and its duration if known. (5.17.b)

Additional reports when not in radar contact

When the aircraft is not in radar contact with the working facility, report these two in addition to the standard reports (should):

1. On leaving the final approach fix inbound on a nonprecision approach, or the outer marker or the fix used in lieu of the outer marker inbound on a precision approach.
2. When a previously submitted time estimate proves in error by more than 2 minutes (3 minutes for a flight within the North Atlantic organized track system) — provide a corrected estimate.

Say (nonradar final segment): "Anchorage Radio, Arctic One One, over the outer marker, one one hundred, ILS Runway Two Five." Say (corrected time estimate): "Anchorage Radio, Arctic One One, revised estimate, Farewell, four one, one one thousand."

Note: When in radar contact, no additional report is due under this paragraph. (5.17.c)

Weather report

When you encounter weather that was not forecast, or hazardous weather conditions that were forecast.

Note: Report the conditions to the working facility; otherwise no report is required. (5.17.d)

Route and course changes

Controller-initiated vector off an assigned route

When Center vectors you off your filed route — within controlled airspace, Center may do so for separation, for noise abatement, when a vector offers an operational advantage to the pilot or to Center, or when you request it.

Expect: "Speedbird Two Zero Two, fly heading two five zero, vectors for traffic, expect to rejoin Victor Nine in two zero miles."

Say: "Heading two five zero, Speedbird Two Zero Two."

Read back: the assigned heading.

Note: When Center initiates a vector that takes the aircraft off a previously assigned nonradar route, Center will state the purpose of the vector. (5.18.i)

Pilot-requested vector outside controlled airspace

When you want a vector while outside controlled airspace — Center will not vector an aircraft there unless you request it.

Say: "Center, Example One Two Three, request vectors to rejoin Jet Route Four, currently outside controlled airspace."

Expect: "Example One Two Three, fly heading zero niner zero, vectors to rejoin Jet Route Four."

Read back: the assigned heading. (5.18.i)

Airway or route course change

When established on a published airway or route through a course change — you must keep the aircraft's track within the published lateral boundary of that airway or route. At a true airspeed greater than 290 knots you must lead the turn at a course-change fix to stay within that boundary.

Note: A pilot who leads a turn, or whose track briefly exceeds the boundary before self-correcting during a course change, is not required to report the deviation to Center. (5.19)

Holding

Abbreviated holding clearance at a charted pattern

When a holding pattern is charted at the assigned holding fix and the charted pattern lies on the procedure or route you are already flying — Center may abbreviate the clearance to the holding direction and the phrase AS PUBLISHED, and with no additional instructions you hold as depicted on the chart.

Expect: "November Four Seven Golf, hold east of NELLY as published, expect further clearance one four five zero zulu."

Say: "Hold east of NELLY as published, expect further clearance one four five zero zulu, November Four Seven Golf."

Read back: direction, fix, and EFC. (5.20.e)

Full holding clearance

When Center issues a holding clearance for an uncharted fix, or for a charted fix where you asked for full instructions. It contains, in order:

1. Direction of holding from the fix, using one of the eight cardinal or intercardinal points.
2. The holding fix (may be omitted if already stated earlier in the same transmission).
3. Holding course — the radial, course, bearing, airway, or route held on.
4. Leg length — in nautical miles if holding by DME or RNAV, or in minutes for a time-based leg.
5. Direction of turn — stated only if the turns are left turns, if you request it, or if Center determines it is needed. When turn direction is not stated, fly a standard (right-turn) holding pattern.
6. EFC time — the time you can expect clearance beyond the holding fix, plus any expected-delay information available.

Expect: "November Four Seven Golf, hold west of NELLY on the zero niner zero radial, one zero mile legs, right turns, expect further clearance one four five zero zulu."

Say: "Hold west of NELLY on the zero niner zero radial, one zero mile legs, right turns, expect further clearance one four five zero zulu, November Four Seven Golf."

Read back: all six elements; a partial readback does not confirm the clearance was correctly received. (5.20.g)

EFC and expected delay

When Center clears you to a clearance limit other than the destination airport and a delay is expected — Center will issue complete holding instructions, including an EFC time and, if known, the reason for and length of any additional delay expected en route or in the terminal area.

Note: When no delay is expected, Center should issue clearance beyond the fix as soon as possible and, in any case, at least 5 minutes before you are expected to reach the clearance limit; if that clearance arrives before you reach the limit, you do not enter holding. (5.20.d, 5.20.h)

No holding instructions at an uncharted fix

When no holding pattern is charted at the fix and Center has not issued holding instructions — request complete holding instructions before reaching the fix (should).

Note: If you cannot obtain them before reaching the fix because two-way communication cannot be established, you must enter a standard holding pattern on the inbound course on which you approached the fix, and must request further clearance as soon as communication is reestablished. (5.20.f)

Reaching and leaving a clearance limit

When you reach your clearance limit without having received clearance beyond it, and again when you leave it.

Say (reaching): "Center, November Four Seven Golf, NELLY, one five, one one thousand." Say (leaving): "Center, November Four Seven Golf, leaving NELLY."

Note: You must report the time and the altitude or flight level at which you reached the clearance limit, and must report the time you leave it. (5.20.h)

Maximum holding airspeed

When holding at an unpublished fix, or at a published fix where no other maximum is charted — you must hold at or below the maximum indicated airspeed for your holding altitude:

Altitude (MSL)	Maximum airspeed
At or below 6,000 ft	200 KIAS
6,001 ft to 14,000 ft	230 KIAS
Above 14,000 ft	265 KIAS

Variations:

• A charted pattern between 6,001 ft and 14,000 ft MSL displaying a nonstandard-airspeed icon: 210 KIAS in place of the table. A charted pattern displaying a specific airspeed value inside the holding symbol: that charted value governs.
• Holding at a USAF airfield with no other maximum charted: 310 KIAS. At a U.S. Navy airfield with no other maximum charted: 230 KIAS. Elsewhere, the table and any charted restriction control regardless of the aircraft's operator.
• Holding a helicopter or powered-lift aircraft on a COPTER procedure with no other minimum charted: maintain at least 90 KIAS unless a different minimum is charted.
• Holding while climbing to the assigned holding altitude (climb-in-hold): 310 KIAS unless a lower maximum is published for that hold.

Expect (military airfield): "Rebel One One, hold north of BRAVO as published, maximum airspeed three one zero knots, expect further clearance two zero one five zulu."

Say: "Hold north of BRAVO as published, three one zero knots, expect further clearance two zero one five zulu, Rebel One One."

Note: When 3 minutes or less from your clearance limit without clearance beyond it, you must begin reducing speed so as to cross the holding fix at or below the maximum holding airspeed. (5.20.i, 5.20.j)

Unable to comply with maximum holding airspeed

When you cannot comply with the maximum holding airspeed — you must advise Center immediately and request an alternate clearance.

Say: "Center, November Four Seven Golf, unable two three zero knots for the hold, request higher block or vectors."

Expect: "November Four Seven Golf, roger, fly heading zero niner zero, vectors for spacing." (5.20.j)

Timed departure from holding

When Center assigns a specific time to depart the holding fix — adjust the flight path within the holding pattern to leave the fix at that time, then resume normal speed under any applicable terminal-area speed restriction or Center request.

Expect: "November Four Seven Golf, depart NELLY at one five five two zulu."

Say: "Depart NELLY at one five five two zulu, November Four Seven Golf."

Note: When timed approaches are in progress at the destination, you must not execute a procedure turn after leaving the holding pattern unless you first advise Center. (5.20.r)

Descent in a published hold on approach clearance

When you are established in a published holding pattern at an assigned altitude above the published minimum holding altitude and Center issues an approach clearance — you may descend to the published minimum holding altitude. (5.20.p)

Holding altitude at a fix with no published minimum

When holding at a fix with no published minimum holding altitude — maintain the last assigned altitude until leaving the holding pattern and established on the inbound course, then comply with the published minimum altitude for the route segment being flown. (5.20.q)

VFR-on-top

Requesting VFR-on-top

When operating in VFR weather conditions on an IFR flight plan, you may request VFR-on-top in lieu of an assigned altitude.

Say: "Center, Speedy Two One, request VFR-on-top."

Expect: "Speedy Two One, maintain VFR-on-top, report reaching."

Note: In Class A airspace, ATC must not authorize VFR or VFR-on-top operations. (4.35)

Requesting a climb to VFR-on-top

When you want to climb through a cloud, haze, smoke, or other meteorological formation and then either cancel the IFR flight plan or operate VFR-on-top. The authorization must include either a report of the cloud tops or a statement that no top report is available, and a request for you to report reaching VFR-on-top; it may include a clearance limit, a route, and an alternate clearance to be flown if you do not reach VFR-on-top by a specified altitude.

Say: "Approach, Reach Three Three, request climb to VFR-on-top."

Expect: "Reach Three Three, tops reported at eight thousand five hundred, climb to VFR-on-top, if not on top by one zero thousand, maintain one zero thousand and advise, report reaching VFR-on-top."

Say (on reaching VFR-on-top): "Reach Three Three, VFR-on-top, level niner thousand five hundred." (4.35)

Requesting a climb or descent in VFR conditions

When operating in VFR conditions on an IFR flight plan, you may request to climb or descend in VFR conditions.

Say: "Departure, Viper Four, request to climb in VFR conditions to one two thousand."

Expect: "Viper Four, climb and maintain VFR conditions, report reaching one two thousand or VFR-on-top."

Note: ATC must not authorize VFR-on-top or VFR conditions operations unless the pilot requests the VFR operation, or authorizing VFR conditions will produce a noise abatement benefit where part of the IFR departure route does not conform to an FAA-approved noise abatement route or altitude. (4.35)

Flying under a VFR-on-top or VFR conditions authorization

When operating under an ATC authorization to maintain VFR-on-top or maintain VFR conditions, you must:

1. Fly the VFR altitude appropriate to the aircraft's course, as prescribed in 14 CFR Section 91.159.
2. Comply with the VFR visibility and distance-from-cloud minima prescribed in 14 CFR Section 91.155.
3. Comply with the instrument flight rules applicable to the flight, including minimum IFR altitudes, position reporting, radio communications, the course to be flown, and adherence to the ATC clearance.

Under a VFR-on-top authorization you may operate above, below, or between cloud layers, or in an area with no meteorological obscuration.

Note: You should advise ATC before any altitude change to ensure the exchange of accurate traffic information, and you must not treat the authorization as cancellation of the IFR flight plan. (4.35)

Cancelling IFR

Cancelling by radio

When operating in VFR conditions outside Class A airspace, you may cancel the IFR flight plan by radio to the facility currently providing IFR service (Center, Approach, or another facility, as applicable) or to FSS.

Say: "Example Approach, Cessna Three Four Bravo, cancel my IFR flight plan."

Expect: "Cessna Three Four Bravo, IFR flight plan canceled, squawk VFR, radar service terminated, frequency change approved."

Note: Immediately after cancelling you should change to the appropriate air-to-ground frequency, select the VFR transponder code (1200 in the contiguous United States; the applicable code may differ elsewhere), and adjust to a VFR-appropriate altitude or flight level. (5.8.b)

Requesting VFR advisories after cancelling

When you want to keep receiving VFR radar advisories after cancelling — you must specifically request them; otherwise no radar advisory service is provided after cancellation, and the facility discontinues ATC separation and traffic information services, including radar service.

Say: "Example Approach, Cessna Three Four Bravo, cancel my IFR flight plan, request VFR flight following to Example Municipal."

Expect: "Cessna Three Four Bravo, IFR canceled, squawk zero four one three, radar contact, flight following to Example Municipal approved." or "Cessna Three Four Bravo, IFR canceled, unable flight following due to workload, squawk VFR, frequency change approved."

Note: Providing VFR radar advisories after a cancellation is subject to facility workload; requesting them does not guarantee they will be provided. (5.8.c)

Closing the flight plan on arrival

When the flight lands:

• At an airport with a functioning control tower — the IFR flight plan closes automatically upon landing; you do not need to cancel it by radio or through an FSS.
• At an airport without a functioning control tower — you must initiate cancellation; it does not close automatically. If an FSS or other means of direct communication with ATC is available after landing, you may cancel by that means.
• At an airport without a functioning control tower where no FSS or other direct means of communication with ATC is available after landing, or where two-way radio communication with ATC is not possible below the altitude at which coverage begins — you should cancel the IFR flight plan by radio while still airborne and able to communicate with the facility, weather conditions permitting.

Note: Upon completing IFR operation on an active IFR flight plan, or upon electing to continue the flight in VFR conditions instead, each pilot must ensure the flight plan is closed. (5.8.a, 5.8.e, 5.8.f)

Refiling after cancellation

When you subsequently require IFR flight after cancelling — you must file a new IFR flight plan and must obtain an ATC clearance before operating in IFR conditions. (5.8.d)

Approach Control

Approach Control works you from the handoff out of Center through the approach to the runway, or to the missed approach. Where an ARTCC sector performs this service directly, that Center sector acts in the approach-control role.

Checking In With Approach

Handoff from Center to Approach

When the aircraft is approaching the destination airport's radio facility; Center instructs the pilot to contact Approach on a specified frequency.

Expect: "Speedbird Four Niner Two, contact Example Approach one two five point three five."

Say: "One two five point three five, Speedbird Four Niner Two."

Note: Approach controls arriving aircraft operating on an instrument flight plan primarily through direct two-way communication with the pilot, and a single Approach facility may serve more than one airport. (5.22.d)

Initial contact, VFR arrival, no ATIS code stated

When first contacting Approach as a VFR arrival where a local program for this service is in effect; Approach furnishes wind, runway in use, and altimeter setting for the airport of intended landing.

Say: "Approach, Cessna Three Four Alpha, level four thousand five hundred feet mean sea level (MSL)."

Expect: "Cessna Three Four Alpha, wind two seven zero at one zero, runway two five, altimeter three zero one two."

Note: Approach provides traffic advisories as workload permits. (4.3.a)

Initial contact, VFR arrival, ATIS code stated

When first contacting Approach as a VFR arrival with the applicable ATIS code; stating the code causes Approach to omit the landing information.

Say: "Approach, Cessna Three Four Alpha, with information Alpha."

Expect: "Cessna Three Four Alpha, radar contact."

Note: Use of the phrase HAVE NUMBERS does not by itself indicate receipt of the ATIS broadcast. (4.3.a)

Frequency change to Tower

When the predetermined point or time for the frequency change is reached; Approach instructs the pilot to contact Tower for further landing information.

Expect: "Cessna Three Four Alpha, contact Tower, one one niner point one."

Say: "One one niner point one, Cessna Three Four Alpha."

Note: The pilot contacts Tower to receive further landing information. (4.3.b)

Declining approach control service

When the service is offered; the pilot may decline it. (4.3.d)

Entering Class C Airspace

Class C entry call

When still far enough from the Class C boundary to complete the initial call before reaching it. Before entering Class C airspace the pilot must establish two-way radio communication with the ATC facility providing Class C service, and must maintain it while within Class C airspace. State position, altitude, radar beacon code, destination, and a request for Class C service on the published frequency.

Say: "Dulles Approach, Cessna Three Four Bravo, one five miles west, three thousand five hundred, request Class Charlie service to Dulles." (3.6.c)

Reply that establishes communication

When the controller answers using the aircraft's call sign.

Expect: "Cessna Three Four Bravo, Dulles Approach, standby."

Note: Two-way radio communication is established; the pilot may enter Class C airspace when instructed. (3.6.c)

Reply that does not establish communication

When the controller answers without using the aircraft's call sign.

Expect: "Aircraft calling Dulles Approach, standby."

Note: Two-way radio communication is not established; the pilot must not enter Class C airspace and must remain clear until the controller uses the aircraft's call sign. (3.6.c)

Remain-outside instruction

When controller workload requires it.

Expect: "Cessna Three Four Bravo, Dulles Approach, remain outside the Class Charlie airspace and standby."

Note: Communication is established, but the pilot must remain outside Class C airspace until the controller authorizes entry. (3.6.c)

Class C services after contact

When the pilot has established two-way radio communication and the controller has established radar contact; the facility sequences the aircraft to the primary airport and provides Class C service within Class C airspace and the outer area, including sequencing of VFR arrivals to the primary airport. Within the outer area the pilot may decline the associated services and may request to discontinue them at any time. (3.6.d)

VFR Radar Services in the Terminal Area

Requesting vectors

When the aircraft can communicate with a radar-equipped ATC facility, is within its radar coverage, and can be radar identified; the facility provides radar navigation assistance (vectors).

Say: "Approach, Cessna Three Four Six Tango, request vectors around the weather ahead."

Expect: "Cessna Three Four Six Tango, UNABLE at this time due to workload, maintain present heading, advise intentions."

Note: When a controller declines a requested vector or radar-derived information, the pilot must not dispute that decision. (4.8.e)

Weather advisory while being vectored VFR

When operating under VFR radar assistance; the pilot should advise the controller of the weather conditions the aircraft is operating in and along the course ahead, to avoid being vectored into IFR conditions.

Say: "Approach, Cessna Three Four Six Tango, VFR, showing a solid cloud layer along this heading, UNABLE to remain clear of clouds on present heading."

Expect: "Cessna Three Four Six Tango, ROGER, turn left heading two seven zero, advise if that keeps you clear."

Note: While accepting radar navigational guidance the pilot retains sole responsibility for the safe operation of the aircraft; a vector does not authorize deviation from the CFR. (4.8.b)

Controller-suggested vector

When the controller suggests a vector and the pilot concurs, an established special program has advertised vectoring service, or the controller judges the vector necessary for air safety.

Expect: "Cessna Three Four Six Tango, I can vector you around traffic for sequencing, advise if you'd like a heading."

Say: "Cessna Three Four Six Tango, AFFIRMATIVE, request vectors."

Expect: "Cessna Three Four Six Tango, fly heading three one zero." (4.8.d)

Declining TRSA service

When on initial contact with Approach Control, or with Ground Control before departure, and the pilot does not want TRSA service; the pilot should state the refusal. Participation is voluntary.

Say: "NEGATIVE TRSA SERVICE." (4.9.b)

Following a preceding aircraft in a TRSA

When a participating VFR pilot reports a preceding aircraft in sight; Approach Control instructs the pilot to follow it using visual separation.

Expect: "Cessna One Two Three Alpha Bravo, follow the Boeing Seven Three Seven ahead."

Say: "Follow the Seven Three Seven, Cessna One Two Three Alpha Bravo."

Note: The pilot must not comply with any ATC clearance or instruction issued to the preceding aircraft on the basis of a visual following instruction alone. (4.9.b)

Altitude while receiving TRSA service

When receiving TRSA service; the pilot must maintain an ATC-assigned altitude, except that an assignment to maintain at or below a specified altitude permits any altitude at or below it. When not assigned an altitude, the pilot should coordinate with Approach Control before changing altitude. (4.9.b)

Departing VFR aircraft information

When departing under TRSA service; the pilot should inform Approach Control of intended destination, route of flight, and proposed cruising altitude. Approach Control may ask a departing VFR aircraft whether it can visually follow a preceding departure out of the TRSA. (4.9.b)

Leaving the TRSA

When the aircraft leaves the TRSA's lateral limits; Approach Control advises the participating VFR aircraft. TRSA service continues past that advisory unless Approach Control states that the service is terminated. (4.9.b)

Radar outage during TRSA service

When the radar supporting TRSA service is lost; Approach Control suspends TRSA sequencing and separation, advises the pilot that the service is unavailable, and issues wind, runway information, and the time or place to contact Tower. Traffic advisories continue on a workload-permitting basis.

Note: All VFR terminal radar services depend on ATC radar and are not provided during a radar outage; the radar facility advises the pilot when service is limited or unavailable. (4.9.b)

Pilot responsibilities while receiving radar service

When receiving any basic radar, TRSA, Class C, or Class B service: each pilot must continue to see and avoid other traffic while operating in VMC, must maintain appropriate terrain and obstruction clearance, and must remain in weather conditions equal to or better than the VFR minimums required by 14 CFR Section 91.155. (4.9.e)

Canceling IFR near the destination

When precipitation is reducing forward visibility while operating on an IFR flight plan toward a terminal area, the pilot should continue the IFR operation, rather than canceling IFR to proceed VFR, until reasonably close to the destination. Outside of precipitation-reduced visibility the pilot may cancel IFR under standard cancellation practice.

Say: "Approach, November One Two Three Alpha Bravo, one two miles west, field in sight, cancel IFR."

Expect: "November One Two Three Alpha Bravo, IFR cancellation received, radar service terminated, squawk VFR, frequency change approved." (4.25.c)

Arriving on a STAR

Before accepting a STAR clearance

When a STAR is included in the clearance; the pilot must have access to at least the current chart for that procedure. For an RNAV STAR, the procedure must be retrievable by name from the aircraft's navigation database and the retrieved procedure must conform to the charted one. (5.21.e)

Declining a STAR

When the pilot does not want the STAR. To decline one filed in advance, state NO STAR in the remarks section of the flight plan. To decline one issued after the flight plan is filed, or when no flight plan was filed, advise the controlling facility verbally.

Say: "Center, Reach Three One, request no STAR, vectors to final."

Expect: "Reach Three One, roger, expect vectors."

Note: The controlling facility then assigns a clearance that does not include the STAR. (5.21.f)

STAR clearance forms

When a STAR clearance is issued, it takes one of these forms:

#	Form	What It Authorizes
1	Lateral routing only	The charted lateral path; no descent; published speed restrictions apply.
2	Lateral routing with an assigned altitude	The charted lateral path and published speed restrictions; the pilot levels at the stated altitude pending further clearance.
3	DESCEND VIA	The charted lateral path, and descent at the pilot's discretion to meet each published altitude and speed restriction.
4	DESCEND VIA with an amended restriction	As Item 3, except the controlling facility's stated restriction replaces the charted value at the named fix.
5	Direct-to-waypoint intercept, then DESCEND VIA	Descent, at the pilot's discretion, from the previously assigned altitude to the altitude charted at the named waypoint, then Item 3 for the remainder of the procedure.

Read back: the clearance as issued, for every form. (5.21.j)

Lateral routing only

When cleared onto a STAR with no descent authorization.

Expect: "Jetstream Four Seven, cleared Tyler One arrival."

Say: "Cleared Tyler One arrival, Jetstream Four Seven."

Note: Without a DESCEND VIA instruction the pilot must maintain the last assigned altitude until the controlling facility issues further clearance authorizing descent to comply with a published or assigned altitude restriction. (5.21.g)

Lateral routing with an assigned altitude

When cleared onto a STAR with an altitude to level at pending further clearance.

Expect: "Jetstream Four Seven, cleared Tyler One arrival, descend and maintain flight level two four zero."

Say: "Cleared Tyler One arrival, descend and maintain flight level two four zero, Jetstream Four Seven."

Note: The controlling facility may instead state "descend at pilot's discretion, maintain flight level two four zero," authorizing the pilot to choose the timing and rate of the descent to the stated altitude. (5.21.j)

DESCEND VIA

When cleared to descend on the STAR's published profile.

Expect: "Gulfstream Two Three Papa Echo, descend via the Eagul Five arrival."

Say: "Descend via the Eagul Five arrival, Gulfstream Two Three Papa Echo."

Note: Once established on the depicted arrival the pilot must meet every published or assigned altitude and speed restriction on it. (5.21.k)

DESCEND VIA with an amended restriction

When the controlling facility replaces a charted value at a named fix.

Expect: "Gulfstream Two Three Papa Echo, descend via the Eagul Five arrival, except cross Vnnom at or above one two thousand."

Say: "Descend via the Eagul Five arrival, except cross Vnnom at or above one two thousand, Gulfstream Two Three Papa Echo." (5.21.j)

Direct-to-waypoint intercept, then DESCEND VIA

When cleared direct to a waypoint on the STAR that carries a published altitude, in conjunction with a DESCEND VIA clearance; the pilot may descend from the previously assigned altitude to the altitude charted at that waypoint.

Expect: "Gulfstream Two Three Papa Echo, proceed direct Denis, cross Denis at or above flight level two zero zero, then descend via the Mmell One arrival."

Say: "Direct Denis, cross Denis at or above flight level two zero zero, then descend via the Mmell One arrival, Gulfstream Two Three Papa Echo."

Note: Where no altitude is depicted at a waypoint or fix an aircraft is routed directly to, the controlling facility assigns an altitude to maintain. (5.21.k)

Descend via report on initial contact

When making initial contact with a new controlling facility after being cleared DESCEND VIA a STAR; report altitude leaving and DESCENDING VIA the procedure name every time, plus the assigned runway transition or landing direction if one was assigned, and any assigned restriction not published on the chart if one applies.

Say: "Approach, Delta One Twenty One, leaving flight level one niner zero, descending via the Eagul Five arrival, runway two-six transition."

Say: "Approach, JetBlue Six Zero Two, leaving flight level two one zero, descending via the Ivane Two arrival, landing south."

Expect: the controlling facility acknowledges the report, or issues a correction if it conflicts with the aircraft's current clearance; no other reply content is prescribed. (5.21.l)

Speed restrictions on a STAR

When a STAR publishes a speed restriction at a waypoint; cross that waypoint at the published speed and do not exceed it beyond the waypoint, unless the controlling facility authorizes a different speed or a published chart note states otherwise. A DESCEND VIA clearance does not relieve the pilot of this compliance; adjust speed far enough in advance of each waypoint to cross it at the published speed and maintain it until the next published restriction requires a change.

Note: An altitude or speed printed on a STAR with an "expect" label is planning information only; it is not a clearance and does not bind the pilot unless the controlling facility assigns it verbally or in a subsequent clearance. (5.21.h)

STAR cancellation and rejoin

When the controlling facility vectors the pilot off the STAR's charted lateral path or otherwise issues an instruction that deviates from it; the pilot considers the STAR and all of its published altitude and speed restrictions canceled, and the controlling facility assigns an altitude to maintain and, if needed, a speed. When the facility intends to return the pilot to the STAR it states the fix or leg where the pilot can expect to rejoin it.

Note: The pilot should be prepared to resume compliance with the published restrictions from that point, using the COMPLY WITH SPEED RESTRICTIONS phraseology. (5.21.i)

Unable a PBN STAR

When the aircraft or navigation database cannot meet the navigation specification charted in the procedure's PBN notes box; the pilot must decline the STAR and request an alternate clearance. (5.21.m)

Advance Instrument Approach Information

Expected approach advisory

When arriving at an airport served by Approach where two or more IAPs are published; Approach advises before arrival of the type of approach to expect, or that the pilot may instead be vectored for a visual approach, by radio, by ATIS, or both.

Expect: "Cessna Three Alpha Bravo, expect the ILS Runway Two Seven approach."

Read back: none required.

Note: The advisory is a planning aid, not an ATC clearance or commitment, and is subject to change. (5.23.a)

Unable the advised approach

When the pilot becomes unable to fly the advised approach or prefers a different published approach; the pilot must advise the controlling facility immediately. Otherwise no notification is required and the pilot flies the approach as advised.

Say: "Approach, Cessna Three Alpha Bravo is unable the ILS Runway Two Seven, request the RNAV Runway Zero Niner."

Expect: "Cessna Three Alpha Bravo, roger, expect the RNAV Runway Zero Niner, fly heading one eight zero, vectors for the approach." (5.23.b)

Weather acknowledgment at an uncontrolled airport

When flying an IFR arrival to an airport with no control tower that has ASOS/AWOS broadcast capability; the pilot should monitor the ASOS/AWOS frequency to obtain current weather, and on receiving it must advise the controlling facility that the weather has been received and state intentions.

Expect: "November Four Five Six Charlie Delta, cleared direct SPRINGFIELD, RNAV Runway One Eight approach, Springfield has no tower, monitor ASOS one one eight point three two five and advise when weather is received."

Say: "Four Five Six Charlie Delta has the Springfield weather, will execute the RNAV Runway One Eight approach."

Note: When the pilot cannot receive the broadcast weather, the controlling facility issues the last long-line disseminated weather instead. (5.23.c)

Advisory-frequency broadcasts on approach

When the controlling facility transmits CHANGE TO ADVISORY FREQUENCY APPROVED for an IFR approach to an airport with no tower or FSS in operation; the pilot should broadcast intentions on the appropriate advisory frequency, including the type of approach being flown and the aircraft's position, and should make an additional position broadcast over the FAF inbound on a nonprecision approach, or over the OM or the fix used in lieu of it on a precision approach. Continue monitoring the advisory frequency for position reports from other aircraft.

Expect: "November Four Five Six Charlie Delta, change to advisory frequency approved."

Say: "Springfield traffic, November Four Five Six Charlie Delta, seven-mile final, RNAV Runway One Eight approach, Springfield."

Say: "Springfield traffic, November Four Five Six Charlie Delta, final approach fix inbound, RNAV Runway One Eight approach, Springfield."

Note: The pilot's own broadcasts on the advisory frequency are not scripted and vary with the airport, procedure, and traffic in the pattern. (5.23.d)

Vectors to the Final Approach Course

Radar vectors toward final

When Approach is vectoring the aircraft toward the final approach course; Approach issues the radar vectors and altitude or flight-level assignments needed for spacing and separation.

Note: While being vectored the pilot must not deviate from a heading Approach has assigned. (5.22.f)

Vector across the final approach course

When a vector will carry the aircraft across the final approach course for spacing or another reason; Approach informs the pilot before doing so.

Expect: "Example Three Four Bravo, expect vectors across the final approach course for spacing, fly heading zero niner zero."

Say: "Heading zero niner zero, Example Three Four Bravo." (5.22.f)

Query on an unadvised course crossing

When course crossing appears imminent and Approach has not given that advisory; the pilot should query Approach.

Say: "Example Approach, Example Three Four Bravo, confirm we're being vectored across the final approach course."

Expect: "Example Three Four Bravo, affirmative, fly heading two seven zero, expect to rejoin final in about two miles." (5.22.f)

Visual Separation and Traffic In Sight

Traffic advisory and visual separation instruction

When the controlling facility (Tower, Approach, Departure, or Center) instructs the pilot to follow, or to maintain visual separation from, another aircraft; the pilot reports the traffic IN SIGHT before accepting the instruction.

Expect: "Cessna Four November Charlie, traffic, eleven o'clock, four miles, opposite direction, an MD-80 descending through five thousand five hundred."

Say: "Cessna Four November Charlie, traffic in sight."

Expect: "Cessna Four November Charlie, maintain visual separation from that traffic, descend and maintain four thousand."

Read back: "Maintain visual separation, descend and maintain four thousand, Cessna Four November Charlie."

Note: Once the instruction is accepted the pilot must maintain constant visual surveillance of that aircraft and must not pass it until it is no longer a factor. (4.41.c)

What acceptance commits you to

When accepting an instruction to follow, or to maintain visual separation from, another aircraft; the pilot commits to maneuvering the aircraft as necessary to avoid that aircraft or to maintain the in-trail spacing the controller has specified.

Note: Traffic is no longer a factor when, during the approach phase, the other aircraft enters the landing phase or executes a missed approach, or, during departure or en route operations, when it turns away or is on a diverging course. (4.41.c)

Declining visual separation

When the pilot does not want the instruction, even with the traffic in sight; the pilot may decline it, and the controlling facility will provide separation by another method. (4.41.c)

Visual separation behind a large aircraft

When accepting a visual separation instruction from, or an instruction to follow, an aircraft operating with a "Heavy" callsign suffix, or when flying a small aircraft following a Boeing 757 or other large aircraft.

Expect: "Cessna Four November Charlie, number two, following a company Boeing Seven Five Seven on a two mile final, traffic in sight?"

Say: "Cessna Four November Charlie, traffic in sight."

Expect: "Cessna Four November Charlie, maintain visual separation, cleared to land runway two seven."

Read back: "Maintain visual separation, cleared to land two seven, Cessna Four November Charlie."

Note: Acceptance here also constitutes acceptance of responsibility for wake-turbulence avoidance from that aircraft. (4.41.d)

Super category

When the other aircraft is in the "Super" wake-turbulence category; a controller must not assign, and a pilot must not accept, a visual separation instruction involving it. (4.41.d)

Loss of visual contact

When a pilot who has accepted a visual separation instruction loses sight of the other aircraft, cannot maintain visual contact with it, or cannot continue to accept separation responsibility for any reason; the pilot should promptly advise the controlling facility, using NEGATIVE CONTACT or UNABLE as applicable.

Say: "Approach, Cessna Four November Charlie, NEGATIVE CONTACT, UNABLE visual separation."

Note: The controlling facility then re-establishes separation by another method. (4.41.e)

The Approach Clearance

Cleared for an instrument approach

When the controlling facility clears you for an instrument approach.

Note: Fly the entire published procedure, beginning at the IAF or an associated feeder fix as depicted on the IAP chart; this ends only when the controlling facility issues a new or revised clearance, or you cancel the IFR flight plan. (5.25.i)

Approach clearance on vectors or an unpublished route

When the controlling facility issues an approach clearance while you are on an unpublished route or under radar vectors.

Expect: "Cessna Four Two Bravo, cross Redding VOR at or above five thousand, cleared VOR Runway Three Four approach."

Read back: "Cross Redding VOR at or above five thousand, cleared VOR Runway Three Four approach, Cessna Four Two Bravo."

Note: You must maintain the last assigned altitude, in addition to any applicable IFR minimum altitude, until established on a segment of a published route or the IAP. (5.26.h)

Vector to final with an approach clearance

When the controlling facility vectors you onto the final approach course with the approach clearance.

Expect: "November One Two Charlie, five miles from the outer marker, turn right heading three three zero, maintain two thousand until established on the localizer, cleared ILS Runway Three Six approach."

Read back: "Right heading three three zero, maintain two thousand until established on the localizer, cleared ILS Runway Three Six approach, November One Two Charlie."

Note: If you are uncertain what altitude or routing the clearance requires, you should request clarification from the controlling facility immediately rather than proceed on an assumption. (5.26.h)

Direct routing to the initial approach fix

When the controlling facility intends to route you directly to the IAF instead of via the holding fix or a published feeder route — the clearance includes the word DIRECT.

Expect: "Cactus Eight One Two, proceed direct HUXLY, cleared RNAV Runway One Niner approach."

Read back: "Direct HUXLY, cleared RNAV Runway One Niner approach, Cactus Eight One Two."

Note: If you are uncertain whether a clearance authorizes direct routing to the IAF, you should query the controlling facility before proceeding. (5.25.f)

Approach clearance with an inoperative component

When the controlling facility clears you for a procedure with an inoperative or unreliable guidance component; it must advise you of that component unless the procedure's own title already reflects the reduced guidance.

Expect: "Learjet Two Six Hotel, glideslope unreliable, cleared ILS Runway One Four approach."

Read back: "Glideslope unreliable, cleared ILS Runway One Four approach, Learjet Two Six Hotel."

Note: Where the title is not "ILS or LOC," the advisory puts you on notice to fly the procedure to its localizer-only (LOC) minima rather than to the ILS DA. (5.25.g)

Clearance naming a component out of service

When the controlling facility issues the clearance for a procedure whose component navigation aid is out of service.

Expect: "Baron Six Two Kilo, glideslope out of service, cleared ILS Runway Two Seven approach."

Read back: "Cleared ILS Runway Two Seven approach, Baron Six Two Kilo." (5.26.j)

Approach clearance without a named procedure

When the controlling facility issues an approach clearance without naming a specific procedure.

Expect: "Skywest Four Four, five miles from KRAFT, cleared approach."

Read back: "Cleared approach, Skywest Four Four."

Note: You may execute any instrument approach procedure published for that airport; the clearance does not authorize a contact approach or a visual approach. (5.25.h)

STAR terminating at a shared IAF or IF

When a STAR ends at a fix also charted as the IAF or IF of the approach and the STAR indicates an approach can be expected from that fix.

Expect: "Jetlink Seven Seven, cross CACTU at one one thousand, cleared RNAV Runway Two Four approach."

Read back: "Cross CACTU at one one thousand, cleared RNAV Runway Two Four approach, Jetlink Seven Seven."

Note: You must load the approach in the RNAV system beginning at that IAF or IF so the STAR and approach join as one continuous route; you should not select a vectors-to-final or vectors-only option. (5.25.j)

RNAV direct-to with a straight-in clearance

When the controlling facility clears you direct to an IAF or IF that carries a charted course reversal and does not want the course reversal flown — it must issue a straight-in approach clearance.

Expect: "Viper One One, proceed direct WABIT, cleared straight-in RNAV Runway Zero Six approach."

Read back: "Direct WABIT, cleared straight-in RNAV Runway Zero Six approach, Viper One One."

Note: Cleared to an IAF or IF with a charted course reversal and not cleared straight-in, you must fly the charted course reversal before continuing the approach. (5.25.k(6))

Direct to a FAF that is also an IAF

When the controlling facility clears you, RNAV-equipped, direct to a FAF that is also charted as an IAF.

Note: You must fly the charted course reversal; to fly the approach straight-in instead, you may request vectors to intercept outside the FAF, or fly a published NoPT route to the same fix. (5.25.k(7))

Requesting arrival holding for procedure entry

When a charted arrival holding pattern is required to enter the procedure and the controlling facility has not assigned the hold before you reach the holding fix — you should request the hold.

Expect: "Bandit Two Two, hold east of FENTU as published, expect further clearance three five past the hour."

Read back: "Hold east of FENTU as published, expect further clearance three five, Bandit Two Two."

Note: Once established on the inbound holding course with an approach clearance, you begin the approach from that point. (5.25.k(8))

Requesting a different approach

When you are cleared for, or told to expect, a specified approach and want a different one — notify the controlling facility immediately.

Expect: "Skyhawk Nine One Delta, expect the ILS Runway Two Eight approach."

Say: "Skyhawk Nine One Delta, we'd prefer the RNAV Runway Two Eight approach."

Expect: "Skyhawk Nine One Delta, unable at this time, traffic; expect the RNAV approach in five miles."

Note: The controlling facility may need to withhold the different approach until traffic conditions permit; a pilot in an emergency is given priority. (5.26.i)

Unfamiliar with the assigned procedure

When you are not familiar with the specific procedure assigned — you should advise the controlling facility, which will provide the procedure's execution details. (5.26.i)

Cancelling an approach clearance

When the controlling facility must cancel an approach clearance already issued; it states CANCEL APPROACH CLEARANCE followed by any additional instruction.

Expect: "Falcon Four Zero, cancel approach clearance, fly heading two seven zero, climb and maintain four thousand."

Read back: "Cancel approach clearance, heading two seven zero, climb and maintain four thousand, Falcon Four Zero." (5.25.m)

RF leg capability

When you are offered a clearance for a procedure containing an RF (Radius-to-Fix) leg.

Note: Before accepting it you must know whether the aircraft is capable of flying the RF leg. (5.25.l)

Visual Approach

Accepting a visual approach with the airport in sight

When the controlling facility offers a visual approach and you have the destination airport in sight.

Expect: "Cessna Six Two Bravo, [airport] Airport, one o'clock, one zero miles, cleared visual approach Runway Two Seven."

Read back: "Airport in sight, cleared visual approach Runway Two Seven, Cessna Six Two Bravo."

Note: Before accepting a visual approach clearance you must have either the destination airport or the specific preceding aircraft to be followed in sight; while flying the visual segment you must only remain clear of clouds. (5.30.d)

Visual approach following traffic

When the controlling facility clears you for a visual approach behind traffic you have in sight.

Expect: "Delta Eleven Twenty, traffic is a Boeing Seven Thirty Seven, one o'clock, four miles, on a four-mile final Runway Two Seven, follow that traffic, cleared visual approach Runway Two Seven."

Read back: "Traffic in sight, cleared visual approach Runway Two Seven, Delta Eleven Twenty."

Note: Accepting a clearance to follow traffic you have in sight, you must maintain a safe approach interval and adequate wake-turbulence separation from that aircraft for the remainder of the approach. (5.30.h)

Visual approach where no weather is reported

When the destination airport has no weather reporting service; the controlling facility advises that weather is not available and may still authorize the visual approach.

Expect: "Cessna Six Two Bravo, [airport] weather not available, area reports indicate a ceiling above one thousand and visibility better than three miles, cleared visual approach Runway One Eight."

Read back: "Cleared visual approach Runway One Eight, Cessna Six Two Bravo." (5.30.e)

Simultaneous visual approaches to parallel runways

When visual approaches are in use to a parallel, intersecting, or converging runway; the controlling facility must advise all aircraft involved that traffic is operating to the other runway, by radio or as an ATIS remark.

Expect: "Cessna Six Two Bravo, traffic is an Airbus A320 for the parallel runway, Two Seven Right, cleared visual approach Runway Two Seven Left."

Read back: "Traffic, cleared visual approach Runway Two Seven Left, Cessna Six Two Bravo." (5.30.f)

Declining a visual approach

When you determine that a visual approach is not wanted — advise the controlling facility without delay.

Expect: "Cessna Six Two Bravo, cleared visual approach Runway Two Seven."

Say: "Negative on the visual, Cessna Six Two Bravo, request the ILS Runway Two Seven approach."

Expect: "Cessna Six Two Bravo, roger, fly heading two five zero, vectors ILS Runway Two Seven approach." (5.30.j)

Go-around from a visual approach, towered airport

When a go-around becomes necessary for any reason at a towered airport; a visual approach has no missed approach segment, so Tower issues a clearance or instruction.

Expect: "Cessna Six Two Bravo, go around, fly runway heading, climb and maintain three thousand."

Read back: "Going around, runway heading, climb and maintain three thousand, Cessna Six Two Bravo."

Note: While complying you must maintain terrain and obstruction avoidance until reaching an ATC-assigned altitude, if one has been issued. (5.30.i)

Go-around at an airport without an operating control tower

When a go-around becomes necessary on a visual approach at a non-towered airport.

Note: You must remain clear of clouds and complete the landing as soon as possible; if a landing cannot be completed you must remain clear of clouds and contact the controlling facility as soon as possible for further clearance. (5.30.i)

Frequency change ending radar service

When the controlling facility sends you to the advisory frequency at a non-towered airport — radar service terminates automatically at that point.

Expect: "Cessna Six Two Bravo, radar service terminated, change to advisory frequency approved, report your cancellation or landing on this frequency."

Read back: "Change to advisory approved, Cessna Six Two Bravo." (5.30.l)

Contact Approach

Requesting a contact approach

When you are on an IFR flight plan, clear of clouds, with at least 1 mile flight visibility, and reasonably expect to continue to the destination airport in those conditions. A contact approach is available only on your request; the controlling facility must not initiate one.

Say: "Example Approach, November One Two Alpha Bravo, request contact approach, Riverside Muni."

Expect: "November One Two Alpha Bravo, roger, cleared contact approach, Riverside Muni, report the field in sight."

Read back: the clearance.

Note: Once cleared, you must maintain the aircraft's own obstruction and terrain clearance for the remainder of the approach. (5.31.a)

Contact approach clearance with a restriction

When the controlling facility includes an altitude or routing restriction in the contact approach clearance; it also states the alternative procedure to follow if you cannot comply, and instructs you to advise if that alternative is used.

Say: "Example Center, November Three Four X-ray Yankee, request contact approach, Riverside Muni."

Expect: "Three Four X-ray Yankee, cleared contact approach, Riverside Muni, maintain at or below three thousand until established, if not possible hold as published at ROMEO and advise."

Read back: "Cleared contact approach, at or below three thousand until established, if not possible hold at ROMEO and advise, Three Four X-ray Yankee."

Note: With no restriction included, you proceed to the destination via own navigation, remaining clear of clouds, and land using normal precautions. (5.31.c)

Radar service ending on a contact approach

When the controlling facility instructs you to change to the destination airport's advisory frequency — radar service terminates automatically and no further separation service is provided beyond that point. (5.31.d)

Radar Approaches

Requesting a PAR or ASR approach

When you want a radar approach — on pilot request, Approach Control will provide a PAR or ASR approach. Approach Control may also offer one without a request, to an aircraft in distress or to expedite traffic.

Note: Absent an ATC operational requirement such as expediting traffic, or an unusual or emergency situation, Approach Control may decline a requested ASR approach; this limitation does not apply to the PAR approach. (5.27.b)

Weather below minimums on a radar approach

When reported weather is below the minimums published for the airport or required under your operating rules — you retain sole authority to accept or decline the radar approach.

Note: Accepting a PAR or ASR approach does not satisfy or waive those weather minimums. (5.27.c)

Requesting the decision height (PAR)

When you want the published Decision Height stated on frequency. Otherwise Approach Control will not state DH, and you fly the DH published on the IAP chart.

Say: "Example Approach, Example One-Two, request the decision height for this approach." (5.27.d(2))

PAR final approach — what you will hear

Speaker	Transmission
Pilot	"Example Approach, Example One-Two, request the decision height for this approach."
Approach Control	"Example One-Two, decision height two hundred, three miles from touchdown, on course, prepare to descend."
Approach Control	"Example One-Two, on course, slightly above glidepath, coming down slowly."
Approach Control	"Example One-Two, one mile from touchdown, on course, on glidepath."
Approach Control	"Example One-Two, over landing threshold, contact tower one-one-niner-point-seven."

Adjust pitch and heading as advised and, on the final call, change to the frequency given; no readback of course/glidepath advisories is required beyond normal acknowledgment. Approximately 10 to 30 seconds before glidepath intercept, Approach Control advises you to anticipate the intercept and instructs you to begin descent; range from touchdown is stated at least once per nautical mile of final. (5.27.d)

PAR deviation and trend calls

When the aircraft deviates above or below the glidepath — Approach Control states the amount of deviation as "slightly" or "well," and may add the trend term "rapidly" or "slowly."

Note: Adjust the rate of descent or ascent to return to the glidepath. (5.27.d(3))

PAR safety-zone limits

When the aircraft is observed outside the specified azimuth or elevation safety-zone limits and continues to operate outside them — Approach Control directs you to execute a missed approach or to fly a specified course, unless you have the runway environment (runway, approach lights, or comparable visual references) in sight. (5.27.d(5))

End of PAR guidance

When the aircraft reaches the published DH — azimuth and elevation guidance ends there. After the DH, Approach Control continues advisory course and glidepath information until the aircraft passes the landing threshold, then advises of any deviation from runway centerline. Radar service for the approach ends automatically once the approach is complete; no separate call is required. (5.27.d(6))

ASR approach to MDA — what you will hear

Speaker	Transmission
Approach Control	"Example Three-Four, three miles from the missed approach point, begin descent to eight hundred, minimum descent altitude."
Approach Control	"Example Three-Four, two miles from the missed approach point, on course."
Approach Control	"Example Three-Four, one mile from the missed approach point, on course."
Approach Control	"Example Three-Four, over the missed approach point, if not visual, execute missed approach."

Descend and level at the assigned altitude as advised, report the runway/airport in sight if able, or execute the missed approach as directed. Azimuth guidance only is provided; the published straight-in MDA is issued before you begin descent, the location of the MAP is stated, and position is stated at each mile of final. (5.27.e)

Requesting recommended altitudes on an ASR approach

When you want mile-by-mile recommended altitudes — on request, Approach Control issues them based on the procedure's descent gradient, down to the last mile at or above the MDA. Absent the request, you receive only the descent instruction and the position and MAP calls. (5.27.e(4))

ASR approach terminating in a circle-to-land

When an ASR approach will terminate in a circle-to-land maneuver — you must state the aircraft's approach category to Approach Control, which then provides the MDA appropriate to that category. (5.27.e(6))

Reporting the runway in sight on an ASR approach

When you report the runway, airport, heliport, or visual surface route in sight, or otherwise indicate that continued guidance is not required — for civil aircraft only, Approach Control may terminate guidance before the MAP. For all other aircraft, including military, guidance continues to the MAP. (5.27.e(8))

Asking to terminate ASR guidance

When you request it at any point — Approach Control terminates guidance and directs a missed approach. Approach Control does the same whenever it determines that safe guidance for the remainder of the approach cannot be provided. (5.27.e(9))

End of ASR guidance at the MAP

When the aircraft reaches the MAP — Approach Control directs a missed approach unless you have the runway, airport, or heliport in sight or, for a helicopter point-in-space approach, have established the visual reference the procedure prescribes. (5.27.e(7))

Requesting a No-Gyro approach

When the directional gyro or other stabilized compass becomes inoperative or inaccurate — you should advise Approach Control and request a No-Gyro vector or approach. A pilot whose aircraft is not equipped with a directional gyro or other stabilized compass may likewise request one.

Speaker	Transmission
Pilot	"Approach, Example Two-One, directional gyro is unreliable, request a no-gyro approach."
Approach Control	"Example Two-One, roger, this will be a no-gyro surveillance approach, turn right."
Approach Control	"Example Two-One, stop turn."
Approach Control	"Example Two-One, turn left."
Approach Control	"Example Two-One, stop turn, on final approach course, turns will now be at half standard rate."

Approach Control directs each turn with TURN LEFT or TURN RIGHT to start it and STOP TURN to roll out. Begin or stop the turn immediately on receipt, at the standard rate (3 degrees per second); no verbal readback is required beyond normal acknowledgment. Once turned onto final for a PAR or ASR approach, Approach Control advises you to turn at half the standard rate (1.5 degrees per second) for the remainder of the approach. (5.27.f)

Straight-In and Circling

Requesting a straight-in landing with the runway in sight

When you have the landing runway in sight with sufficient time to make a normal approach to landing and have been cleared to land on that runway — you may land straight-in without circling, even though only circling minimums are published.

Expect: "Bugsmasher One Two Alpha Bravo, fly heading zero niner zero, vectors RNAV Runway Two Four approach, circle to land Runway One Eight."

Read back: "Heading zero niner zero, vectors RNAV Two Four, circle One Eight, One Two Alpha Bravo."

Say: "One Two Alpha Bravo has Runway Two Four in sight, request straight-in."

Expect: "One Two Alpha Bravo, cleared to land Runway Two Four."

Note: You may instead advise Approach or Tower of an intent to circle rather than land straight-in. (5.28.c)

Circling instruction at a towered airport

When you report the airport in sight for a charted circling approach.

Expect: "Cessna Four Five Charlie Delta, circle to land Runway Three Five, report left base."

Read back: "Circle to land Runway Three Five, wilco, Four Five Charlie Delta."

Note: Comply with Tower's instructions during the circling maneuver; a Tower instruction or landing clearance does not authorize maneuvering into a sector prohibited by a charted circling restriction. (5.28.f(2))

Missed Approach

Going missed at the missed approach point

When you reach the MAP published for the approach in use and a landing cannot be completed — you must fly the MISSED APPROACH procedure published for that approach, or the alternate MISSED APPROACH procedure when the controlling facility has specified one. (5.29.a)

Advising the facility you are going missed

When you initiate a missed approach — you must advise the controlling facility and state the reason. When the controlling facility directs the missed approach instead, no reason report is required.

Say: "Tower, Cherokee Seven Seven X-ray is going missed approach, runway not in sight."

Expect: "Cherokee Seven Seven X-ray, roger, fly published missed approach, contact Approach one two five point four."

Note: You must comply with the published missed approach procedure for the IAP being executed unless the controlling facility directs otherwise. (5.26.m)

Going missed before reaching the MAP

When you begin the missed approach before reaching the MAP — you should continue on the published approach course to the MAP, at or above the MDA or DA/DH, before turning, unless the controlling facility clears you to do otherwise. (5.29.b(4))

Losing visual reference while circling

When you lose visual reference while circling to land — you must fly the published MISSED APPROACH procedure, or the alternate specified by the controlling facility. To rejoin the missed approach course, you should make an initial climbing turn toward the landing runway, continuing the turn until established on the missed approach course. (5.29.c)

Radar vectors in place of the published missed approach

When Approach Control or Center provides radar service for the approach in use — expect radar vectors in place of the published missed approach procedure. When a radar vector is issued during a missed approach, you must fly the assigned vector in place of the published procedure. (5.29.d)

Alternate missed approach issued on frequency

When a NAVAID used in the primary missed approach procedure fails during the approach, the controlling facility issues the alternate missed approach procedure by instruction on frequency.

Say: "Approach, Viper Two-One flight, request the ILS Runway Zero-Niner approach."

Expect: "Viper Two-One flight, primary missed approach NAVAID is out of service, alternate missed approach in effect via the One-Two-Zero radial, VOR/DME required, cleared ILS Runway Zero-Niner approach."

Read back: "Viper Two-One flight has VOR/DME, cleared ILS Zero-Niner, wilco."

Note: Issued the alternate before you begin the approach, you must either accept the approach as issued, request a different approach, or coordinate a different course of action; issued after you begin the approach, you may decline the alternate when it requires equipment not required for the published approach. (5.29.e)

Requesting clearance after a missed approach

When you have executed a missed approach — you must request clearance from the controlling facility for the next specific action, for example another approach at the same airport or diversion to an alternate airport.

Say: "Approach, Jetlink Two-Zero-Five, missed approach, request the RNAV Runway One-Eight approach."

Expect: "Jetlink Two-Zero-Five, roger, fly heading zero-niner-zero, climb and maintain four thousand, vectors for the RNAV Runway One-Eight approach."

Read back: the clearance. (5.29.f)

Climbing to the published missed approach altitude

When you are on the missed approach and about to deviate from the published lateral course — you must first climb to the altitude published in the missed approach procedure. That altitude is a minimum; the controlling facility may assign a higher one before you proceed to the IAF or to an alternate airport. (5.29.g)

What the approach clearance already covers

When you are cleared for an instrument approach procedure — that clearance includes clearance to fly the published missed approach procedure for that approach, unless the controlling facility instructs otherwise. (5.29.h(1))

Uncontrolled Fields — CTAF, UNICOM, and Self-Announce

This section applies when you operate to, from, or in the vicinity of an airport without an operating control tower, including a towered airport whose tower is closed or operates part-time. Approaching or departing such an airport, you must maintain visual alertness for other traffic and must exchange traffic information with other pilots in the vicinity, using the CTAF.

Frequency and Monitoring

The CTAF is the frequency designated for carrying out airport advisory practices at an airport without an operating control tower. It is a UNICOM, MULTICOM, FSS, or control tower frequency, as published for the airport in the Chart Supplement U.S., Chart Supplement Alaska, Alaska Terminal Publication, instrument approach procedure charts, and instrument departure procedure charts; you may also obtain it from any FSS. In Alaska, a CTAF may also be established for a designated area of high-volume VFR traffic.

Inbound monitoring

When you are inbound traffic, from 10 nautical miles (NM) from the airport until landing.

Note: Monitor and communicate on the CTAF. (4.4.c(1))

Departing monitoring

When you are departing traffic, from engine start-up through taxi and until 10 NM from the airport.

Note: Monitor and communicate on the CTAF, unless applicable regulations or local procedures direct otherwise. (4.4.c(2))

Transiting and other operations near the airport

When you are within 10 NM of the airport at an altitude normally used by arriving or departing aircraft and are not conducting an arrival or a departure — for example parachute jumping or dropping, en route transiting, or practicing maneuvers.

Note: Monitor and communicate on the CTAF, unless applicable regulations or local procedures direct otherwise; in Alaska, within a designated CTAF area, the range is the boundary of the designated area rather than 10 NM. (4.4.c(3))

CTAF self-announce when the tower is closed

When an airport's control tower is temporarily closed, or operates part-time and there is no FSS on the airport or the FSS is closed.

Note: Use the CTAF to self-announce position and intentions. (4.4.g(2))

MULTICOM 122.9 MHz

When the airport has no tower, FSS, or UNICOM station — identified as such in the applicable aeronautical publication.

Note: Use MULTICOM frequency 122.9 MHz for self-announce procedures. (4.4.g(3))

Airport name at both ends

When making any self-announce transmission.

Note: State the airport name at the beginning and end of every self-announce transmission — more than one airport may share the same UNICOM or MULTICOM frequency. (4.4.g(11))

Inbound Self-Announce

Self-announce is the procedure by which you broadcast position, intended flight activity, or ground operation on the designated CTAF. It is a broadcast for other pilots' situational awareness; it does not require a response.

Entering the traffic pattern

When within 10 NM of a nontowered airport, or of a part-time-towered airport when the control tower is not operating, entering the traffic pattern.

Say: "Strawn traffic, Apache Two Two Five Zulu, (position), (altitude), entering downwind/base/final [as appropriate] runway one seven, full stop/touch-and-go, Strawn."

Note: You must remain alert for other aircraft in the pattern or conducting straight-in approaches, and must communicate position to avoid a traffic conflict. (4.4.g(5))

Practice instrument approach

When conducting a practice instrument approach to an airport without an operating control tower, regardless of the approach's direction relative to other airport operations, broadcast on the CTAF at each of the four points below. You must remain particularly alert for other aircraft that may be departing in the opposite direction. (4.4.g(8))

Point	Say
Departing the final approach fix inbound (nonprecision), or departing the outer marker or the fix used in lieu of the outer marker inbound (precision)	"Strawn traffic, Cessna Two One Four Three Quebec, five miles northwest, descending through three thousand, practice ILS approach runway three five, Strawn."
Established on the final approach segment, or immediately upon being released by ATC	"Strawn traffic, Cessna Two One Four Three Quebec, established on the final approach course, practice ILS approach runway three five, Strawn."
Upon completion or termination of the approach	"Strawn traffic, Cessna Two One Four Three Quebec, practice ILS approach completed, runway three five, Strawn."
Upon executing the missed approach procedure	"Strawn traffic, Cessna Two One Four Three Quebec, executing the missed approach, runway three five, Strawn."

Departure Self-Announce

Taxiing

When taxiing for departure.

Say: "Strawn traffic, Queen Air Seven One Five Five Bravo, (location on airport), taxiing to runway two six, Strawn." (4.4.g)

Departing

When departing the runway and leaving the pattern.

Say: "Strawn traffic, Queen Air Seven One Five Five Bravo, departing runway two six, departing the pattern to the (direction), climbing to (altitude), Strawn."

Note: After departing, you must remain alert for arriving aircraft coming from the opposite direction. (4.4.g(10))

UNICOM

UNICOM is a nongovernment air/ground radio communication station that may furnish airport information at a public airport that has no control tower or FSS. When the UNICOM frequency serves as the CTAF, that fact is stated in the applicable aeronautical publication.

UNICOM radio technique

When communicating with a UNICOM station.

Note: Select the correct UNICOM frequency, state the identification of the UNICOM station being called in each transmission, and speak slowly and distinctly. (4.4.h(1))

Inbound request for wind and runway

When approximately 10 NM from the airport, reporting altitude, aircraft type, aircraft identification, position relative to the airport, and whether landing or overflying, and requesting wind information and the runway in use.

Say: "Frederick UNICOM, Cessna Eight Zero One Tango Foxtrot, ten miles southeast, descending through (altitude), landing Frederick, request wind and runway information, Frederick."

Expect: UNICOM states wind and the runway in use. (4.4.h(2))

Pattern reports

When in the traffic pattern — report on downwind, base, and final approach.

Say: "Frederick traffic, Cessna Eight Zero One Tango Foxtrot, entering downwind/base/final [as appropriate] for runway one niner, full stop/touch-and-go, Frederick." (4.4.h(3))

Clear of the runway

When leaving the runway.

Say: "Frederick traffic, Cessna Eight Zero One Tango Foxtrot, clear of runway one niner, Frederick." (4.4.h(4))

Outbound taxi request

When taxiing for departure, requesting wind and traffic information.

Say: "Frederick UNICOM, Cessna Eight Zero One Tango Foxtrot, (location on airport), taxiing to runway one niner, request wind and traffic information, Frederick."

Expect: UNICOM states wind and traffic information. (4.4.h)

Outbound departure call

When departing the runway.

Say: "Frederick traffic, Cessna Eight Zero One Tango Foxtrot, departing runway one niner, remaining in the pattern [or] departing the pattern to the (direction) [as appropriate], Frederick." (4.4.h)

What UNICOM may provide

When you request it.

Note: A UNICOM station may provide weather data, wind direction, a recommended runway, or other pertinent operational information. (4.4.e(2))

FSS Airport Advisory Service

An FSS provides Local Airport Advisory (LAA), only in Alaska, at an airport with an FSS physically located on the airport that has no control tower or where the tower operates part-time — the CTAF for an LAA airport is published in the applicable aeronautical publication — and Remote Airport Information Service (RAIS), at a nontowered airport in support of a special event, by request from the airport authority. FSS frequencies for airport advisory service are available only in Alaska.

Before transmitting to a CTAF FSS

When before transmitting outbound or inbound intentions or information to a CTAF FSS.

Note: Check the airport's automated weather and establish two-way communication with the FSS. (4.4.d(2))

Inbound advisory request

When approximately 10 NM from the airport, inbound to land — report aircraft identification and type, altitude, position relative to the airport, intentions, and possession of the automated weather, and request airport advisory or airport information service.

Say: "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."

Expect: The FSS states the airport advisory information. (4.4.d(3))

Outbound advisory request

When before taxiing — report aircraft identification and type, VFR or IFR, position on the airport, intentions, direction of takeoff, and possession of the automated weather, and request airport advisory or airport information service.

Say: "Vero Beach Radio, Centurion Six Niner Delta Delta, ready to taxi to runway two two, VFR, departing to the southwest. I have the automated weather, request airport advisory."

Expect: The FSS states the airport advisory information. (4.4.d(4))

Report before taking the active runway

When before taxiing onto the active runway for departure.

Note: Report intentions to the FSS. (4.4.d(5))

Returning to the FSS frequency

When you must change frequencies for another service after the initial report to the FSS.

Note: Return to the FSS frequency for a traffic update; otherwise remain on the FSS frequency, and no further action is required. (4.4.d(6))

Runway you intend to use

When communicating with a CTAF FSS.

Note: You should advise the FSS of the runway you intend to use — not every aircraft operating in the vicinity of the airport is necessarily in communication with the FSS. (4.4.d(8))

What the advisory contains

When you receive airport advisory service.

Note: It 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, varied to fit the current traffic situation. (4.4.d(7))

No FSS or UNICOM information available

When neither FSS airport advisory service nor UNICOM information is available.

Note: You may obtain wind and weather information from a nearby controlled airport's ATIS or Automated Weather Observing System (AWOS) frequency. (4.4.f(1))

Straight-In Approach

Straight-in announcement

When you elect to fly a straight-in approach to an airport without an operating control tower — self-announce position on the CTAF approximately 8 to 10 NM from the airport.

Say: "Strawn traffic, Skyhawk Four Two Bravo, ten miles northeast, straight in runway three five, Strawn."

Note: You should coordinate the approach and landing with other traffic. (4.4.g(4))