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the pilot would descend to 8,000 feet (even though the MEA
was 7,000 feet), as 8,000 was the highest of the altitude
situations stated in the rule (14 CFR Section 91.185).
(c) Leave clearance limit.
(1) When the clearance limit is a fix from
which an approach begins, commence descent or
descent and approach as close as possible to the
expect further clearance time if one has been
received, or if one has not been received, as close as
possible to the Estimated Time of Arrival (ETA) as
calculated from the filed or amended (with ATC)
Estimated Time En Route (ETE).
(2) If the clearance limit is not a fix from
which an approach begins, leave the clearance limit
at the expect further clearance time if one has been
received, or if none has been received, upon arrival
over the clearance limit, and proceed to a fix from
which an approach begins and commence descent or
descent and approach as close as possible to the
estimated time of arrival as calculated from the filed
or amended (with ATC) estimated time en route.
6−4−2. Transponder Operation During
Two-way Communications Failure
a. If an aircraft with a coded radar beacon
transponder experiences a loss of two-way radio
capability, the pilot should adjust the transponder to
reply on Mode A/3, Code 7600.
b. The pilot should understand that the aircraft
may not be in an area of radar coverage.
6−4−3. Reestablishing Radio Contact
a. In addition to monitoring the NAVAID voice
feature, the pilot should attempt to reestablish
communications by attempting contact:
1. On the previously assigned frequency; or
2. With an FSS or *ARINC.
b. If communications are established with an FSS
or ARINC, the pilot should advise that radio
communications on the previously assigned frequency
has been lost giving the aircraft’s position, altitude,
last assigned frequency and then request further
clearance from the controlling facility. The preceding
does not preclude the use of 121.5 MHz. There is no
priority on which action should be attempted first. If
the capability exists, do all at the same time.
NOTE−
*Aeronautical Radio/Incorporated (ARINC) is a
commercial communications corporation which designs,
constructs, operates, leases or otherwise engages in radio
activities serving the aviation community. ARINC has the
capability of relaying information to/from ATC facilities
throughout the country.
2/19/04 AIM
Aircraft Rescue and Fire Fighting Communications 6−5−1
Section 5. Aircraft Rescue and
Fire Fighting Communications
6−5−1. Discrete Emergency Frequency
a. Direct contact between an emergency aircraft
flight crew, Aircraft Rescue and Fire Fighting
Incident Commander (ARFF IC), and the Airport
Traffic Control Tower (ATCT), is possible on an
aeronautical radio frequency (Discrete Emergency
Frequency [DEF]), designated by Air Traffic
Control (ATC) from the operational frequencies
assigned to that facility.
b. Emergency aircraft at airports without an
ATCT, (or when the ATCT is closed), may contact the
ARFF IC (if ARFF service is provided), on the
Common Traffic Advisory Frequency (CTAF)
published for the airport or the civil emergency
frequency 121.5 MHz.
6−5−2. Radio Call Signs
Preferred radio call sign for the ARFF IC is
“(location/facility) Command” when communicating
with the flight crew and the FAA ATCT.
EXAMPLE−
LAX Command.
Washington Command.
6−5−3. ARFF Emergency Hand Signals
In the event that electronic communications cannot
be maintained between the ARFF IC and the flight
crew, standard emergency hand signals as depicted in
FIG 6−5−1 through FIG 6−5−3 should be used. These
hand signals should be known and understood by all
cockpit and cabin aircrew, and all ARFF firefighters.
FIG 6−5−1
Recommend Evacuation
FIG 6−5−2
Recommend Stop
AIM 2/19/04
6−5−2 Aircraft Rescue and Fire Fighting Communications
FIG 6−5−3
Emergency Contained
8/5/04 AIM
Meteorology 7−1−1
Chapter 7. Safety of Flight
Section 1. Meteorology
7−1−1. National Weather Service Aviation
Products
a. Weather service to aviation is a joint effort of the
National Weather Service (NWS), the Federal
Aviation Administration (FAA), the military weather
services, and other aviation oriented groups and
individuals. The NWS maintains an extensive
　
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