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should include aircraft identification, equipment
affected, degree to which the capability to operate
under IFR in the ATC system is impaired, and the
nature and extent of assistance desired from ATC.
NOTE−
When reporting GPS anomalies, include the location and
altitude of the anomaly. Be specific when describing the
location and include duration of the anomaly if necessary.
7.1.1.9Any information relating to the safety of
flight.
AIP
United States of America
GEN 3.3−6
15 MAR 07
Nineteenth Edition Federal Aviation Administration
NOTE−
Other equipment installed in an aircraft may effectively
impair safety and/or the ability to operate under IFR. If
such equipment; e.g., airborne weather radar, malfunctions
and in the pilot’s judgment either safety or IFR
capabilities are affected, reports should be made as above.
7.2When not in radar contact, report:
7.2.1When leaving the final approach fix inbound
on final approach (nonprecision approach) or when
leaving the outer marker or fix used in lieu of the outer
marker inbound on final approach (precision
approach); or
7.2.2A corrected estimate at any time it becomes
apparent that an estimate as previously submitted is
in error in excess of 3 minutes.
7.3Pilots encountering weather conditions which
have not been forecast, or hazardous conditions
which have been forecast, are expected to forward a
report of such weather to ATC.
8. Quota Flow Control
8.1Quota Flow Control is designed to balance the
ATC system demand with system capacity.
8.2ARTCCs will hold the optimum number of
aircraft that their primary and secondary holding
fixes will safely accommodate without imposing
undue limitations on the control of other traffic
operating within the ARTCC’s airspace. This is based
on the user’s requirement to continue operating to a
terminal regardless of the acceptance rate at that
terminal. When staffing, equipment, or severe
weather will inhibit the number of aircraft the arrival
ARTCC may safely hold, a reduction may be
necessary.
8.3When an ARTCC is holding the optimum
number of aircraft, the adjacent ARTCCs will be
issued quotas concerning aircraft which can be
cleared into the impacted ARTCC’s airspace. When
the adjacent center’s demand exceeds the quota,
aircraft will be held in the adjacent ARTCC’s airspace
until they can be permitted to proceed.
8.4The size of the hourly quota will be based
initially on the projected acceptance rate and
thereafter on the actual landing and diversion totals.
Once quotas have been imposed, departures in the
arrival and adjacent ARTCC’s area to the affected
airport may be assigned ground delay, if necessary, to
limit airborne holding to ATC capacity. However,
when a forecast of improved acceptance rate appears
reliable, in the opinion of the arrival ARTCC,
additional above−quota flights may be approved
based on the expectation that by the time these
additional above−quota flights become an operational
factor in the affected area, the system will be able
to absorb them without undue difficulty.
8.5Long distance flights, which originate beyond
the adjacent ARTCC area, will normally be permitted
to proceed to a point just short of the arrival ARTCC
boundary where a delay, at least equal to the delays
(ground/airborne) being encountered, will be assigned.
8.6ARTCCs imposing ground delays make efforts
to advise the users when lengthy delays are a prospect
to preclude unnecessary boarding and subsequent
unloading prior to actual takeoff due to lengthy
unanticipated ground delays. Users should advise the
ARTCC through FSS or operation offices when there
is any significant change in the proposed departure
time so as to permit more efficient flow control
planning. Airborne aircraft holding in the adjacent
ARTCC airspace generally receive more benefit than
ground delayed aircraft when increases unexpectedly
develop in the quota number because the reaction
time is less. For this reason, whenever operationally
feasible, adjacent ARTCCs may offer airborne delay
within their areas instead of ground delay.
8.7Flights originating beyond the adjacent ARTCC
areas may not have sufficient fuel to absorb the total
anticipated delay while airborne. Accordingly, the
concerned adjacent ARTCC may permit these flights
to land in its area while retaining previously
accumulated delay for the purpose of quota priority.
When the amount of air traffic backlogging in an
　
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