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are in conformity with ICAO Standards, Recommended
Practices and Procedures. Differences
between the national and international rules and
procedures are given in GEN 1.7. The regional
supplementary procedures and altimeter setting
procedures are reproduced in full with an indication
wherein there is a difference.
3.9Coordination between the operator and air traffic
services is effected in accordance with 2.11 of
AnnexII, and 2.1.1.4 and 2.1.2.5 of Part VIII of the
PANS−RAC (DOC 4444−RAC/501).
3.10Minimum flight altitudes on the ATS routes as
listed in ENR 1.4 have been determined so as to
ensure at least 1,000 feet vertical clearance above the
highest obstacle within 4 nautical miles (NM) on each
side of the centerline of the route. However, where the
regular divergence (4.5 degrees) of the navigational
aid signal in combination with the distance between
the navigational aids could result in the aircraft being
more than 4 NM on either side of the centerline, the
AIP
United States of America
GEN 3.3−2
15 MAR 07
Nineteenth Edition Federal Aviation Administration
4 NM protection limit is increased by the extent to
which the divergence is more than 4 NM from the
centerline.
3.11Pilot Visits to Air Traffic Facilities.Pilots are
encouraged to visit air traffic facilities (Airport
Traffic Control Towers (ATCTs), Air Route Traffic
Control Centers (ARTCCs), and Flight Service
Stations (FSSs)) and familiarize themselves with the
ATC system. On rare occasions, facilities may not be
able to approve a visit because of workload or other
reasons. Pilots should contact the facility prior to the
visit and advise of the number of persons in the group,
the time and date of the proposed visit, and the
primary interest of the group. With this information
available, the facility can prepare an itinerary and
have someone available to guide the group through
the facility.
3.12Operation Take−off and Operation Raincheck.
Operation Take−off is a program that
educates pilots in how best to utilize the FSS
modernization efforts and services available in
Automated Flight Service Stations (AFSS), as stated
in FAA Order 7230.17, Pilot Education Program −
Operation Takeoff. Operation Raincheck is a
program designed to familiarize pilots with the ATC
system, its functions, responsibilities, and benefits.
4. En Route Procedures
4.1Air Route Traffic Control Center (ARTCC)
An ARTCC is a facility established to provide air
traffic control service to aircraft operating on
instrument flight rule (IFR) flight plans within
CONTROLLED AIRSPACE and principally during
the en route phase of flight. When equipment
capabilities and controller workload permit, certain
advisory/assistance services may be provided to
visual flight rule (VFR) aircraft.
4.2ARTCC Communications
4.2.1Direct Communications, Controllers and
Pilots
4.2.1.1ARTCCs are capable of direct communications
with IFR air traffic on certain frequencies.
Maximum communications coverage is possible
through the use of Remote Center Air/Ground
(RCAG) sites comprised of very high frequency
(VHF) and ultra high frequency (UHF) transmitters
and receivers. These sites are located throughout the
U.S. Although they may be several hundred miles
away from the ARTCC, they are remoted to the
various centers by land lines or microwave links. As
IFR operations are expedited through the use of direct
communications, pilots are requested to use these
frequencies strictly for communications pertinent to
the control of IFR aircraft. Flight plan filing, en route
weather, weather forecasts, and similar data should be
requested through Flight Service Stations, company
radio, or appropriate military facilities capable of
performing these services.
4.2.1.2An ARTCC is divided into sectors. Each
sector is handled by one or a team of controllers and
has its own sector discrete frequency. As a flight
progresses from one sector to another, the pilot is
requested to change to the appropriate sector discrete
frequency.
4.2.1.3Controller Pilot Data Link Communications
(CPDLC) is a system that supplements air/ground
voice communications. As a result, it expands
two−way air traffic control air/ground communications
capabilities. Consequently, the air traffic
system’s operational capacity is increased and any
associated air traffic delays become minimized. A
related safety benefit is that pilot/controller read−
back and hear−back errors will be significantly
　
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