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information, clearances, and other necessary contacts between the tower
and aircraft or other vehicles operated

on the airport. A pilot who has just landed should not change from the
tower frequency to the ground control

frequency until directed to do so by the controller. Normally, only one
ground control frequency is assigned at

an airport; however, at locations where the amount of traffic so
warrants, a second ground control frequency

and/or another frequency designated as a clearance delivery frequency,
may be assigned.

d.

A controller may omit the ground or local control frequency if the
controller believes the pilot knows which

frequency is in use. If the ground control frequency is in the 121 MHz
bandwidth the controller may omit the

numbers preceding the decimal point; e.g., 121.7, "CONTACT GROUND POINT
SEVEN." However, if any

doubt exists as to what frequency is in use, the pilot should promptly
request the controller to provide that

information.

e.

Controllers will normally avoid issuing a radio frequency change to hel
icopters, known to be

single

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piloted, which are hovering, air taxiing, or flying near the ground. At
times, it may be necessary for pilots

to alert ATC regarding single pilot operations to minimize delay of
essential ATC communications. Whenever

possible, ATC instructions will be relayed through the frequency being
monitored until a frequency change can

be accomplished. You must promptly advise ATC if you are unable to
comply with a frequency change. Also,

you should advise ATC if you must land to accomplish the frequency
change unless it is clear the landing will

have no impact on other air traffic; e.g., on a taxiway or in a
helicopter operating area.

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15.  Gate Holding Due to Departure Delays

a.

Pilots should contact ground control or clearance delivery prior to
starting engines as gate hold procedures

will be in effect whenever departure delays exceed or are anticipated
to exceed 15 minutes. The sequence for

departure will be maintained in accordance with initial call up unless
modified by flow control restrictions. Pilots

should monitor the ground control or clearance delivery frequency for
engine startup advisories or new proposed

start time if the delay changes.

b.

The tower controller will consider that pilots of turbine

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powered aircraft are ready for takeoff when they

reach the runway or warm

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up block unless advised otherwise.

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16.  VFR Flights in Terminal Areas

Use reasonable restraint in exercising the prerogative of VFR flight,
especially in terminal areas. The weather

minimums and distances from clouds are minimums. Giving yourself a
greater margin in specific instances is

just good judgment.

a.  Approach Area.

Conducting a VFR operation in a Class B, Class C, Class D, and Class E
surface area

when the official visibility is 3 or 4 miles is not prohibited, but
good judgment would dictate that you keep out

of the approach area.

b. Reduced Visibility.

It has always been recognized that precipitation reduces forward visibi
lity.

Consequently, although again it may be perfectly legal to cancel your
IFR flight plan at any time you can proceed

VFR, it is good practice, when precipitation is occurring, to continue
IFR operation into a terminal area until you

are reasonably close to your destination.

c.  Simulated Instrument Flights.

In conducting simulated instrument flights, be sure that the weather
is

good enough to compensate for the restricted visibility of the safety
pilot and your greater concentration on your

flight instruments. Give yourself a little greater margin when your
flight plan lies in or near a busy airway or close

to an airport.

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17.  VFR Helicopter Operations at Controlled Airports

a.  General.

The following ATC procedures and phraseologies recognize the unique
capabilities of helicopters and

were developed to improve service to all users. Helicopter design
characteristics and user needs often require

Airport Operations

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