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6/17/21 

AIM 

2. 

The following phraseology should be utilized 

by pilots for establishing contact with the designated 
facility: 

(a) 

When operating in a radar environment: 

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

EXAMPLE

 

1. 

(Name) CENTER, (aircraft identification), LEVEL 

(altitude or flight level)

2. 

(Name) CENTER, (aircraft identification), LEAVING 

(exact altitude or flight level), CLIMBING TO OR 
DESCENDING TO (altitude of flight level)

NOTE

 

Exact altitude or flight level means to the nearest 100 foot 
increment. Exact altitude or flight level reports on initial 
contact provide ATC with information required prior to 
using Mode C altitude information for separation 
purposes. 

(b) 

When operating in a nonradar environ-

ment: 

(1) 

On initial contact, the pilot should 

inform the controller of the aircraft’s present position, 
altitude and time estimate for the next reporting point. 

EXAMPLE

 

(

Name) CENTER, (aircraft identification), (position), 

(altitude), ESTIMATING (reporting point) AT (time)

(2) 

After initial contact, when a position 

report will be made, the pilot should give the 
controller a complete position report. 

EXAMPLE

 

(

Name) CENTER, (aircraft identification), (position), 

(time), (altitude), (type of flight plan), (ETA and name of 
next reporting point), (the name of the next succeeding 
reporting point), AND (remarks)

REFERENCE

 

AIM, Paragraph 5

3

2 , Position Reporting 

3. 

At times controllers will ask pilots to verify 

that they are at a particular altitude. The phraseology 
used will be: “VERIFY AT (altitude).” In climbing or 
descending situations, controllers may ask pilots to 

VERIFY ASSIGNED ALTITUDE AS (altitude)

.” 

Pilots should confirm that they are at the altitude 
stated by the controller or that the assigned altitude is 
correct as stated. If this is not the case, they should 
inform the controller of the actual altitude being 
maintained or the different assigned altitude. 

CAUTION

 

Pilots should not take action to change their actual 
altitude or different assigned altitude to the altitude stated 
in the controllers verification request unless the 
controller specifically authorizes a change. 

c.  ARTCC Radio Frequency Outage. 

ARTCCs 

normally have at least one back-up radio receiver and 
transmitter system for each frequency, which can 
usually be placed into service quickly with little or no 
disruption of ATC service. Occasionally, technical 
problems may cause a delay but switchover seldom 
takes more than 60 seconds. When it appears that the 
outage will not be quickly remedied, the ARTCC will 
usually request a nearby aircraft, if there is one, to 
switch to the affected frequency to broadcast 
communications instructions. It is important, there-
fore, that the pilot wait at least 1 minute before 
deciding that the ARTCC has actually experienced a 
radio frequency failure. When such an outage does 
occur, the pilot should, if workload and equipment 
capability permit, maintain a listening watch on the 
affected frequency while attempting to comply with 
the following recommended communications proce-
dures: 

1. 

If two-way communications cannot be 

established with the ARTCC after changing frequen-
cies, a pilot should attempt to recontact the 
transferring controller for the assignment of an 
alternative frequency or other instructions. 

2. 

When an ARTCC radio frequency failure 

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

NOTE

 

The exchange of information between an aircraft and an 
ARTCC through an FSS is quicker than relay via company 
radio because the FSS has direct interphone lines to the 
responsible ARTCC sector. Accordingly, when circum-
stances dictate a choice between the two, during an 
ARTCC frequency outage, relay via FSS radio is 
recommended. 

En Route Procedures 

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