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153 ms- §4-1-20AIM — FAA OPERATIONAL GUIDANCE
4-1-20 — Transponder and ADS-B Out Operation
a. General 1. Pilots should be aware that proper application of transponder and ADS-B operating procedures will provide both VFR and IFR aircraft with a higher degree of safety while operating on the ground and airborne. Transponder/ADS-B
- §4-1-21AIM — FAA OPERATIONAL GUIDANCE
4-1-21 — Airport Reservation Operations and Special Traffic Management Programs
This section describes procedures for obtaining required airport reservations at airports designated by the FAA and for airports operating under Special Traffic Management Programs. a. Slot Controlled Airports. 1. The FAA may adopt rules
- §4-1-22AIM — FAA OPERATIONAL GUIDANCE
4-1-22 — Requests for Waivers and Authorizations from Title 14, Code of Federal Regulations (14 CFR)
a. Requests for a Certificate of Waiver or Authorization (FAA Form 7711-2), or requests for renewal of a waiver or authorization, may be accepted by any FAA facility and will be forwarded, if necessary, to the appropriate office having waiv
- §4-1-23AIM — FAA OPERATIONAL GUIDANCE
4-1-23 — Weather Systems Processor
The Weather Systems Processor (WSP) was developed for use in the National Airspace System to provide weather processor enhancements to selected Airport Surveillance Radar (ASR)-9 facilities. The WSP provides Air Traffic with warnings of haz
- §4-2-1AIM — FAA OPERATIONAL GUIDANCE
4-2-1 — General
a. Radio communications are a critical link in the ATC system. The link can be a strong bond between pilot and controller or it can be broken with surprising speed and disastrous results. Discussion herein provides basic procedures for new
- §4-2-2AIM — FAA OPERATIONAL GUIDANCE
4-2-2 — Radio Technique
a. Listenbefore you transmit. Many times you can get the information you want through ATIS or by monitoring the frequency. Except for a few situations where some frequency overlap occurs, if you hear someone else talking, the keying of your
- §4-2-3AIM — FAA OPERATIONAL GUIDANCE
4-2-3 — Contact Procedures
a. Initial Contact. 1. The terms initial contact or initial callup means the first radio call you make to a given facility or the first call to a different controller or FSS specialist within a facility. Use the following format: (a) Nam
- §4-2-4AIM — FAA OPERATIONAL GUIDANCE
4-2-4 — Aircraft Call Signs
a. Precautions in the Use of Call Signs. 1. Improper use of call signs can result in pilots executing a clearance intended for another aircraft. Call signs should never be abbreviated on an initial contact or at any time when other aircraf
- §4-2-5AIM — FAA OPERATIONAL GUIDANCE
4-2-5 — Description of Interchange or Leased Aircraft
a. Controllers issue traffic information based on familiarity with airline equipment and color/markings. When an air carrier dispatches a flight using another company's equipment and the pilot does not advise the terminal ATC facility, the
- §4-2-6AIM — FAA OPERATIONAL GUIDANCE
4-2-6 — Ground Station Call Signs
Pilots, when calling a ground station, should begin with the name of the facility being called followed by the type of the facility being called as indicated in TBL 4-2-1. Facility | Call Sign Airport UNICOM | “Shannon UNICOM” FAA Flight S
- §4-2-7AIM — FAA OPERATIONAL GUIDANCE
4-2-7 — Phonetic Alphabet
The International Civil Aviation Organization (ICAO) phonetic alphabet is used by FAA personnel when communications conditions are such that the information cannot be readily received without their use. ATC facilities may also request pilot
- §4-2-8AIM — FAA OPERATIONAL GUIDANCE
4-2-8 — Figures
a. Figures indicating hundreds and thousands in round number, as for ceiling heights, and upper wind levels up to 9,900 must be spoken in accordance with the following. EXAMPLE— 1. 500 five hundred 2. 4,500 four thousand five hundred b. N
- §4-2-9AIM — FAA OPERATIONAL GUIDANCE
4-2-9 — Altitudes and Flight Levels
a. Up to but not including 18,000 feet MSL, state the separate digits of the thousands plus the hundreds if appropriate. EXAMPLE— 1. 12,000 one two thousand 2. 12,500 one two thousand five hundred b. At and above 18,000 feet MSL (FL 180),
- §4-2-10AIM — FAA OPERATIONAL GUIDANCE
4-2-10 — Directions
The three digits of bearing, course, heading, or wind direction should always be magnetic. The word “true” must be added when it applies. EXAMPLE— 1. (Magnetic course) 005 zero zero five 2. (True course) 050 zero five zero true 3. (Magneti
- §4-2-11AIM — FAA OPERATIONAL GUIDANCE
4-2-11 — Speeds
The separate digits of the speed followed by the word “KNOTS.” Except, controllers may omit the word “KNOTS” when using speed adjustment procedures; e.g., “REDUCE/INCREASE SPEED TO TWO FIVE ZERO.” EXAMPLE— (Speed) 250 two five zero knots (
- §4-2-12AIM — FAA OPERATIONAL GUIDANCE
4-2-12 — Time
a. FAA uses Coordinated Universal Time (UTC) for all operations. The word “local” or the time zone equivalent must be used to denote local when local time is given during radio and telephone communications. The term “Zulu” may be used to de
- §4-2-13AIM — FAA OPERATIONAL GUIDANCE
4-2-13 — Communications with Tower when Aircraft Transmitter or Receiver or Both are Inoperative
a. Arriving Aircraft. 1. Receiver inoperative. (a) If you have reason to believe your receiver is inoperative, remain outside or above the Class D surface area until the direction and flow of traffic has been determined; then, advise the
- §4-2-14AIM — FAA OPERATIONAL GUIDANCE
4-2-14 — Communications for VFR Flights
a. FSSs and Supplemental Weather Service Locations (SWSL) are allocated frequencies for different functions; for example, in Alaska, certain FSSs provide Local Airport Advisory on 123.6 MHz or other frequencies which can be found in the Cha
- §4-3-1AIM — FAA OPERATIONAL GUIDANCE
4-3-1 — General
Increased traffic congestion, aircraft in climb and descent attitudes, and pilot preoccupation with cockpit duties are some factors that increase the hazardous accident potential near the airport. The situation is further compounded when th
- §4-3-2AIM — FAA OPERATIONAL GUIDANCE
4-3-2 — Airports with an Operating Control Tower
a. When operating at an airport where traffic control is being exercised by a control tower, pilots are required to maintain two-way radio contact with the tower while operating within the Class B, Class C, and Class D surface area unless t