Pageg7 IFR Radio
Return to Whittsflying
Return to IFR Contents

Contents
...IFR Communications the Way It Ought to Be; ...IFR Communications; ...Required IFR Communications; ...Malfunction Reports; ...IFR Communications; ...Procedures; ...Preset radios; ...Preflight Plan for Lost Communications; ...Negotiated Clearances; ...Usage Rules; ...Radar Reporting; ...AIM Advisory reports; ...Not on Radar; ...Procedure turn outbound; ...Required Reports No Contact; ...Other reports required: ...Required FAR Reports; ...AIM Reports are; ...Altitude Reports; ...Reporting the Marker; ...Lost Communications; ...Fly the route; ...Fly the altitude; ...Fly the Altitude Problems; ...Fly the approach; ...Expect Further Clearance; ...Transponder; ...ATIS; ...Position Report; ...Type; ...IFR Radio; …

IFR Communications the Way It Ought to Be
--Your pilot competence shows through your communications. Don’t use unnecessary phrases or politeness.
--Learn the standard FAA phraseology and use it.
--Use standard phraseology for all altitudes, headings (3 digits), frequencies (point for the decimal), and call signs.
--Use telegraphic brevity. Give ALL the required information only.
--Learn to anticipate ATC requirements. Listen to what happens to other aircraft on the frequency.
--Learn when it is appropriate to supply ATC with information.
--Learn the standard procedure for an initial call-up and use it.
--Anticipate that ATC is required to make an altimeter check with you. Make the check before he asks.
--Anticipate that you will need the ATIS and have it ready before ATC gives it for you.
--Use ‘request’ as the last word of a required communication so ATC can come back to you when he’s ready.
--Acknowledge all ATC (RADAR) instructions with a readback. (It’s nice if you can correct any clearance mistakes in the readback.
--Readback all frequencies, X-ponder codes, and headings. Include the the direction of the turn to the heading just to be certain. Occasionally the turn is required to take the long-way-around for spacing. Query ATC if in doubt.

IFR Communications
What we say and the way we say it make aviation communications unique. It is precise and when correctly performed is designed for clarity and understanding. Even so it is capable of being misunderstood, hence the readback procedure as insurance. Be prepared to query if you have any doubts as to what you may have heard. The use of excess verbiage greatly reduces clarity. Say what is needed for understanding. Be aware that in some areas and below certain altitudes communications and navigation ability can be lost. Oakland Flight Watch has a dead zone in the vicinity of Modesto.

Required IFR Communications
--Continuous listening watch
--Report as soon as possible on frequency
--Time & altitude at reporting point
--Unforecast weather
--Safety information

Radar environment
--Leaving an altitude
--Missed approach
--Entering/Leaving holding pattern
--10 Kt variation in speed
--Malfunction of equipment
--Weather problem

When convective turbulence makes it difficult to maintain a selected IFR altitude request a block altitude which can allow altitude excursions limited only by ATC clearance restrictions. Makes possible better airspeed control. Much turbulence is pilot induced. Because of the one second human reaction time the pilot will always be out of sync.

Malfunction reports:
--Communication or Navigation ability
--Aircraft identification
--What happened
--Loss of capability involved
--Desired assistance

One area of IFR training that poses the most instructional difficulty is use of the radio. The VFR pilot may not have made improvement or seen the need for changes for many years and hundreds of hours of flying. When you move into the IFR world you must resolve to upgrade your radio work as well as your flying. Poor radio procedures is an embarrassment to others in the system. Old habits can be broken and your IFR performance will be improved.

Controllers can discern from the pilot radio technique the probability of a pilot's ability to comply with instructions. Much of the difficulties encountered by ATC is the integration of competent pilots with those not so competent. What you say on your initial callup will often determine your operational choices. Standard phraseology is absolutely necessary to avoid a misunderstanding. The safest, best way, to read back a clearance is exactly as given. This takes expert listening.

With experience you learn to anticipate the 90% of IFR communications that are of routine format. The standard phraseology used in the system allows the pilot to pick out the essentials of frequency, altitude, heading and traffic. Simulators do not duplicate the real ATC communications system. The pilot who has difficulty understanding the radio is most likely the one who is unfamiliar with IFR procedures.

By listening to the communications you can allow a high cost jet a departure preference before your C-172. You can often cancel an IFR approach and fly it in VFR conditions thus allowing an IFR departure to avoid a five minute wait. IFR through a TCA to an underlying airport can be canceled and you automatically get a VFR TCA clearance. See the AIM.

When used with ATC instructions, "when able", gives the pilot latitude to delay compliance until a condition or event has satisfied the pilot. On the other hand, if the pilot has a request for any deviation, it is important to make the request for deviation as soon as possible. When requesting an IFR departure from an FSS be ready for departure. ATC often has unpublished frequencies or corrections for published frequencies. Ask.

Communications is a two-way street between pilots and ATC. This street has some potholes. One is that pilots are reading back wrong numbers and the controllers are not picking up on the mistakes. There are four major areas for readback/hearback mistakes.
--Pick up on the existence of similar aircraft call signs. When you know there is a similar call sign situation always use your full call sign with emphasis on the similarity conflict.
--Most IFR cockpits, even in single engine aircraft, are two pilot aircraft. Be very careful if only one pilot is listening on the ATC frequency. Have the other pilot bring you up to date.
--One-zero followed by ten-thousand and one-one followed by eleven thousand are ways to say altitudes that will overcome slips of the mind and of the tongue. Watch were to, too, two, can be crossed in meaning and interpretation. Consider, turn to, two, two, zero, too.

With experience you learn what to expect from ATC. Your mind may be spring-loaded to react to the situation and miss completely an unexpected ATC communication. This loading of the mind may be with regard to such things as traffic, altitudes, restrictions, deviations, runways, and clearances. If you have not yet had all of these problems, fly long enough and you will.

In IFR there will be a mix of readback/hearback problems caused by inexperience, and distraction. There are a number of precautions and cautions that should be part of your IFR communications procedures.
--Do not accept "silence" as an ATC authorization. Always ask for ATC verification.
--If one pilot goes ‘off frequency’ make a point to bring him up to date as soon as he is back.
--Always use standard communications procedures and terminology. This is especially true when reading back clearances.
--It is very easy to pick up a stray ATC altitude reference as an instruction. always ask for ATC verification is there is any doubt.
--Protect yourself by using full call sign when aircraft are on the channel with similar call signs.

IFR Communications
--Some airports, but not all of them, expect the pilot to contact clearance delivery prior to contacting ground for taxiing instructions.

--General Aviation airports usually combine Ground Control and Clearance delivery. If any part of your taxi clearance or IFR clearance is not clearly understood, demand clarification until it is understood.

An aircraft at an uncontrolled airport may need to get a clearance through a FSS or from another ATC server by phone or radio relay. This type of clearance has a void time that becomes unusable if ATC contact is not made in 30 minutes. An attempt to get a clearance in the air may not work unless you know the altitude limitations placed on the radar facility for issuing such a clearance. ATC may suggest an intersection departure. Any such departure reduces your emergency options.

Any very first contact with an ATC facility having radar should be only:
1) the name of the facility,
2) your identification, and
3) ‘over’ this gives the controller time to finish work that preceded your call

If you have been handed off from another facility, your call should begin
1) name of facility,
2) your full aircraft identification, and
3 your altitude(s) as level, climbing to, descending to, as well as any ATC speed restrictions.

Position reports should follow the standard format of
1) Facility name,
2) your identification,
3) position or ETA to next position, along with altitude(s) involved. Advise each controller if your routing is other than a published route. Anticipate that your routing may require a holding pattern at any clearance limit. Get the hold assignment well before the limit by making your request early.
4) Read back all instructions and clearances in the sequence given.

ATC is required to give you the altimeter setting at least once while in his sector. Read it back. It is easier to give the readback in the order received if you put your aircraft identification at the end. When handed-off to a new radar sector always state present altitude, altitude climbing or descending to and assigned heading if being vectored. Read back heading and altitude assignments. Altitude reassignment readback should include mandatory report of "leaving" prior altitude. "Cleared for the approach" should be read back since that automatically includes the heading and altitudes as depicted on the approach chart. Being cleared is not, repeat not, an authorization to descend below any altitude shown on the charted route. Any airspeed change of five or more knots different than filed requires that ATC be advised. Any fuel situation or deviation for collision avoidance or other reason must be identified to ATC.

Procedures
Initial IFR contact will be with either ground control or clearance delivery to obtain your clearance or engine start time. If your filing was at an uncontrolled airport by phone you will have a clearance void time. This means your clearance must be canceled or activated within 30 minutes of that time. Otherwise, rescue operations are set in motion. You are required to read back all hold short instructions, all runway assignments, runway hold short and takeoff clearances. ATC should be advised if any delay exceeds one hour. Only IFR flight plans at towered fields are closed automatically.

Initial ATC radar facility contact requires full aircraft identification and "over". This will be followed by aircraft type, present position or route data, and altitude. If you are taking a handoff you need only to give the name of the new ATC facility, your aircraft identification, altitude and any unpublished routing.

Use your identification before giving any readback of altitudes, vectors and restrictions such as for speed exactly as they are given. Any time you are approaching a clearance limit be sure to request ATC for any holding instructions unless they are charted. always read back all clearances containing vectors and altitudes.

Practice approaches should be so identified both as to sequence and expected termination. Advise when last approach is commenced and ask for additional clearance if desired. Always advise ATC if you are going to make any maneuver that cannot be expected by ATC.

Request clarification for any uncertainty in your hear back of a clearance or instruction. Remember any change in aircraft speed of five percent or 10 knots on a flight plan requires notification of ATC. You can refuse speed adjustments for safety reasons. Notification also includes such things as hazardous weather and fuel situation.

ATC must be notified about any altitude change and when such a change will not be at least 500 fpm. Advise ATC as the FAF, when making a missed and why, when reaching a holding fix or clearance limit, leaving a holding fix, any loss of navigational capability, any adverse safety factor, and time and altitude at any specified reporting points.

ATC needs to know if you cannot fly the approach in use. An uncontrolled airport should be advised on the CTAF frequency when you are at the FAF and your intentions as soon as ATC hands you off. Advise ATC your intentions regarding acceptance or rejection visual approaches and if unable to continue an accepted visual approach. Asking for a contact approach assumes you are clear of clouds and have one mile visibility, advise ATC if conditions deteriorate.

Preset radios
Some ATC facilities are not monitored. This means if they are not working ATC will not know until someone tells them. This becomes a good reason whey you should always positively identify every navaid you intend to use. It's a good idea to keep the ident volume of a navaid you're using for an approach at a sufficient level so you can tell if it fails. Monitor identifiers throughout the approach. Flags have been known to fail. Be concise on the radio. You don't need to name the facility. Use of the facility name is a wake-up call that is most often unnecessary.

Preflight Plan for Lost Communications
1. Where are the cloud tops and which way to nearest VFR.
2. What is destination weather and alternate.
3. Trouble shoot com
a. Stuck microphone
b. Unplug and adjust squelch.
c. Check audio selector
d. Confirm frequency
e.. Try another radio
f. Reduce electrical load
g. Squawk 7600
4. Stay on published airways, transitions at published altitudes.
5. Lost communications is an emergency under IFR conditions. You can deviate as necessary to resolve the problem.

Negotiated Clearances
A pilot should believe that ATC is there for his convenience and safety. You want to manipulate the system to ensure that you have a safe and comfortable flight. Don’t hesitate to ask ATC for flight weather information that may only be available from other aircraft. Sometimes ATC will reject a request. This is probably due to restrictions from a Letter-of-Agreement. I have had this happen only to have the controller get back to me saying that he could now approve the request. He had contacted another controller and swung the request. Again the next controller might ask me how I ever got to where I was because he had not been briefed during a shift change. It happens.

Our intent is not to bend the rules so much as augmenting the possibilities. If procedures can be bent to your advantage why not and, if so how? And, if how, why? and, if not me, then who. Consider borrowing an overheard clearance to give you an idea of what is coming. Write down the frequency changes of the guy up ahead and preset your radios. Controllers and facilities use the same rule book but the way they follow the rules is not uniform.

Usage Rules:
1. Ask ATC for what you want. If you are refused make an alternate suggestion.
2. Every ATC clearance is just an opening for negotiation. If a change would be better for you,
make a suggestion.
3. If ATC refuses, be persistent. see what you can get from the next controller.
4. If unable, so advise, make a counter offer.
5. Give ATC a reason for your request.
6. Don't hesitate to take command, don't be intimidated. If you need, can't get it, take it with your
command right given by FAR 91.3.
7. Pilot compliance is expected immediately with ATC direction or clearance using the word
"immediately".
8. Pilot discretion is available only when ATC specifically states "at pilot’s discretion". In the absence of these two quotes the pilot should proceed ‘promptly".

There are times when negotiating won’t work. You can file anything but you won’t get it. Some of this you learn by actually flying the routes. If the route is different than as filed, don’t depart until you have worked out the routing.

Not all preferred routes are listed. Ask if another route is available. Take what you are given and as soon as you pass the first major fix start making requests. Alternatively, depart VFR and do a pop-up to be effective at a relatively distant fix. Don’t argue if you don’t get what you want. Be suggestive, give alternatives. It is often well to make a phone contact prior to departure. I did this once in the L.A. Basin and got a direct departure through without having to fly all the way around as is often the case. On the far side of the Class B the controller asked me how I had arrived there.

The best of negotiated clearances is done by requesting ‘direct’. This allows you to save time, money, and speed up the system if five of six things occur in manageable sequence.
1. You must be in an area that has radar coverage.
2. You must not be in conflict with other traffic.
3. You must have a cooperative controller.
4. You must be at or above the minimum vectoring altitude.
MVAs are not published so you have no way of knowing. MVA may have higher requirements than
MEA which is good only for four NM each side of the airway.

Radar Reporting
Except when in radar contact, compulsory position reports are required at points depicted as solid triangles. Report identification, position, time, altitude, flight plan type, ETA to next report and name of the still next point + remarks related to flight safety.
FAR 91.183 Mandatory reports are:
--Time/altitude at designated reporting point
--Requested reports by ATC
--Unforecast weather

AIM Advisory reports...
--Leaving an altitude 5-5-5
--Unable 500 fpm climb/descent 5-5-5
--Missed approach as well as the reason for the missed. 5-5-5 (d)
--10 kt change in airspeed 5-5-9
--Time/altitude reaching holding fix 4-4-3e6 and 5-3-7f
--Leaving holding fix or point 4-4-3e6 and 5-3-7f
--Any loss of navigation or communication capability FAR 91.187(a)
--DME failure above 24,000’ FAR 91.205(e)

Not on radar:
--Leaving final approach fix inbound
--Corrected time estimate if off by three minutes
--Time and altitude passing designated ATC reporting points.
--Any safety of flight information FAR 91.183(c)
--Any report requested by ATC

Procedure turn outbound
Failure to use AIM recommendations even though not an FAR has been considered a violation of FAR 91.13(a) as careless or reckless operation. A procedure turn is a required maneuver except when:
--As a holding when depicted in lieu of a procedure turn. The holding distance and time must be observed. (AIM 5-4-8
--NoPT is shown
Arriving at the NoPT sector by vectors or by an airway means that you do not need to do the procedure
turn.
--Where radar vectors are available
--When holding pattern is published in lieu. Implication is that the holding pattern must be flown as depicted when charted. (Consider visiting the radar facility and requesting course reversal instead just to see what happens.)

Required Reports No Contact
--Any report requested by ATC
--FAF inbound
When a radar handoff is made to the tower, the controller specified for you to report the FAF. He does this
so that he (sans radar) will know your position on the approach. He needs to know this because of potential
traffic conflicts in the pattern. Failure to report the FAF, especially when the tower has required it, is cause
for an FAA hearing.
--Position at compulsory reporting points
--Over 3 minute error in ETA
--Procedure turn inbound
--Final approach fix
--Missed approach

Other reports required:
--Unable to fly approach in use. AIM 5-4-4b
--Advise position and approach and FAF at uncontrolled airports AIM 5-4-4(c)
--Traffic advisory reports at FSS airport if unable to contact FSS.
--Advise ATC if maneuvers are required to follow traffic. AIM 4-3-5
--Read back any hold-short instructions AIM 4-3-11a7 and 5-5-2
--Not to change frequency until advised by ATC to contact ground. AIM 4-13-14b
--Request braking advisory and give ATC report afterwards AIM 4-3-8d
--To decline visual approach when being used. AIM 5-4-20f and 5-5-10
--When unable to follow aircraft ahead on visual approach AIM 5-5-11a5
--Unable to follow charted visual procedure AIM 5-5-21k
--Unable to continue contact approach. AIM 5-4-22a and 5-5-3
--Ask ATC if vector is across final approach course AIM 5-4-3b
--Pilot has right to refuse excessive or unsafe speed adjustments AIM 5-5-9a2
--Close all flight plans not closed automatically AIM 5-1-13ef and FAR 91.169(d)

Required FAR Reports...
--Leaving an altitude
--altitude change when VFR-on top
--Unable 500 fpm climb/descent
--Missed approach
--Failed nav unit
--Changed TAS 5% or 10 kts.
--Time/altitude entering hold
--Time leaving holding fix
--Procedure turn inbound
--Leaving FAF inbound
--ETA error off by 3 minutes
-- unforecast weather
--"Radar contact lost," position

...There are 10 reports required at all times and two more when not in radar contact. FAR 91.183 (1991)now lists only three mandatory reports.
1. Time and altitude of passage over designated point.
2. Reports requested by radar ATC
3. Unforecast weather or safety of flight information.

AIM reports are:
--Failure to make AIM reports comes under FAR 91.13 (a) as careless and reckless operation.
--Deviating from an ATC clearance as in an emergency (91.123(c)
--Time and altitude over designated reporting point when not on radar. 91.183(a)
--Encountering unforecast weather; 91.183(b)
--Safety of flight information 91.183(c)
--Com/nav malfunction
--DME failure above 24,000' 91.205(e)

On radar, points or fixes must be reported only if requested by ATC

If you are having equipment problems which make it difficult to locate fixes along approach, call upon radar to 'call' distances, intersections or markers for you.

If told to fly to a compass locator when you do not have an ADF be sure to advise the controller of your inability to perform. You are IFR in controlled airspace and the #1 VOR (only one with glide slope and localizer capability) fails. #2 has no ILS capability. You should report the malfunction immediately. FAR 91.187

When IFR an emergency requires deviating from your clearance you must notify ATC of the deviation as soon as possible. FAR 91.123 ATC has standards of separation between aircraft that may prevent you from making a weather deviation. Your declaration of an emergency allows ATC to ignore certain standards of separation which would allow the weather deviation. Don't let ATC fly you into a thunderstorm.

Every initial contact with a radar facility requires a "Mode C validation. This means that if you do not include your present altitude to ATC they are obligated to query you as to your altitude. The ;most efficient way for you to do this is in your contact where you give all the pertinent information. Just include your altitude and if climbing include the altitude you are climbing to; if descending report leaving and what you are descending to. Nice, but not required to report reaching altitudes as well. VFR you can make most any change you wish as long as you tell ATC. Just be sure to include the altitude you are going to. Basic procedure is to always advise ATC when you are leaving an altitude. The Mode C must be within 300’ of your reported altitude to be valid. Beyond 300’ you may be asked to use standby or Mode A.

You may be advised of traffic conflicts by ATC radar services but you are still responsible to see and avoid. VFR advisories do not include vectors unless specifically requested by the pilot. Once you have confirmed seeing traffic you have relieved ATC of any further responsibility. (Consider not seeing traffic so you can continue getting radar service.)

Make a practice of including your altitude with every new ATC frequency. I like to teach giving altitude on every non-tower call except when reporting pattern position. All radio calls to a controlled airport include altitude except those actually in the pattern.

Altitude reports
--Present altitude
--Present passing altitude and assigned altitude
--On reaching an altitude if not with Mode C or radar contact.
--Any ATC requests
--Always when leaving an altitude
--Don’t say "With you...it is redundant.

Reporting the Marker
Pilots tend to forget to report the marker because of procedural overload. It is up to pilot to devise a checklist, visual reminder, or other system to make sure that the marker is reported and frequencies are selected and changed appropriately. Use the 1000' AGL point as an all-the-time reminder.

ATC has several ways of putting the report to the pilot. ATC may tell you to contact the tower at the marker. This means you should not change frequency until the marker. You may be told to change frequencies it will be up to the next controller to call for the marker report. Regardless of when the frequency is changed, the marker must be reported.

Lost Communications: NORDO (No radio)
Best option may be to declare an emergency to yourself and fly to VFR or do an approach to the nearest airport using your GPS even though not IFR certified. Squawk 7600 or even 7700. Transmit in the blind what your intentions are.

In case of lost communications, a pilot is expected to hold at a fix located at the destination airport on the inbound course at the aircraft’s altitude. ATC will protect airspace and altitude.

ATC supposes that you are where you are supposed to be. ATC clears the airspace along your route giving you a large block of airspace from which other aircraft are excluded.

Fly the route
--If VFR or reaching VFR, remain VFR and land as soon as practicable (FAR 91.185b)
--As last assigned by ATC; (If departing on a SID you follow SID unless VFR) (FAR 91.185 c); or
--If vectored, direct to fix, route, airway given in vector clearance; or
--In absence of assigned route by route advised, expected; or
--As flight planned.

  Fly the Altitude
Highest of: (FAR i85 (c) (2))
--As last assigned; or
--Minimum in FAR 91.121; or
--Altitude expected from ATC.
Cautions: No climbing to a MEA until at fix requiring MEA
--MCA and MRA must be reached by anticipatory climb
--MOCA gives VOR signals only within 22 nm.

Fly the altitude problems
--Overshoot/undershoot
--Misinterpreted by pilot or ATC
--Readback/hearback similarity problems
--Too many or similar numbers
--FAR 250/10,000 anticipation/mindset
--Not questioning the unusual
--Distraction/cockpit management
--Non-standard radio technique
--Not getting confirmation of doubts
--Not familiar with area or local procedures
--38% of IFR altitude read-back problems relate to 10,000 and 11,000 interpretations.

Simplified--
Route: What you got, what you were told to expect, what you filed.

Altitude: Highest of: the clearance, the minimum IFR, or what ATC gave you to expect.

Since ATC routinely clears aircraft to an airport rather than to a fix, the airport is the clearance limit. Part 91.177(c)(3) does not apply. In a radar environment ATC will keep other aircraft clear. Refer to FAR 91.185 and 91.3. IFR pilots must be prepared for loss of communications and learn the procedure before they are needed.

Fly the approach
Requires knowledge of FAR 91.185 and AIM 4-43, 5-31, 6-31, 32, 33. These rules were designed for 'normal' IFR which means before radar.

In event of two-way radio failure in IMC follow FAR 91,185. ATC will keep all IAF (initial approach fixes protected until 30 minutes after ETA. A clearance limit should be given in the clearance. Being cleared as filed to an airport contains no "clearance limit". Your IFR clearance is to a given airport. Enroute you lose radio communication. You now have a series of "if" options. In today's radar ATC the clearance limit is usually the destination airport in which FAR 91.185 (c) (3) does not apply. Just fly your route, complete the approach, and land. ATC considers the approaches to be extensions of the airport.

1. If two-way com failure occurs in VMC (visual meteorological conditions) you should continue in VFR and land as soon as practicable. FAR 91.185
2. If IMC and at IAF early (FAR 91.185 (c)3). If without EFC(expect further clearance), hold only until you have enough time left to fly the approach and touchdown at your ETA.
3. If the clearance limit you are holding at is a fix that is not one from which the approach begins (IAF):
a. If you have an EFC , so you should depart the holding fix at the EFC time. Far 91.185 & AIM
Para 470
b. If you do not have an EFC, upon arrival you depart to a fix from which an approach begins and
commence descent or descent and approach as close as possible to the ETA as calculated,
filed or amended for the estimated time enroute (ETE).

Per FAR 91.185(c)3. Hold at IAF until EFC time. If an EFC has not been given, leave the hold when you have only enough time to fly the published approach and land at your ETA.

Expect Further Clearance
As part of your clearance sheet you should have the word 'Expect'. The 'expect" is the pilot's protection against radio failure. A pilot problem is to interpret 'expect' as the clearance. A controller can delete the 'expect' from a Standard Instrument Departure (SID). If radios fail before 'expect' occurs you are not required to continue the flight under FAR 91.185. You can exercise emergency authority under 91.3 and land where ever.

ATC cannot give conditional clearances. The 'expect' option is a way around this restriction. As a pilot you must distinguish between the 'expect' and 'clearance'. 'Expect' is a look into the future that may or may not turn into a clearance.

Transponder
When in IMC (Instrument meteorological conditions) you have two-way com failure. If you MUST exercise emergency authority, you should set the transponder to 7600. This transponder code is changed as of 1-1-93. Continue on the assigned, expected or filed route and altitudes as assigned, published, or filed. AIM Para 470 & 471

ATIS
Changes are usually made at 45 after the hour. It make take several minutes to get it right and over ten minutes to get it to the FSS as an sequence report. Rapid changes in conditions may change this schedule. Consider calling destination airport ATIS number to get a jump on instructor and to plan your approach airspeed. You will have a close approximation of ATIS when you arrive.

Position Report
The items on a position report differ when given to ARTCC and a FSS. Items are:
--Identification
--Time at present
--Position, (named)
--Type of flight plan,
--Altitude,
--ETA at next (named),
--Reporting point,
--Name of still next reporting point.

Type of flight plan is omitted when reporting to ARTCC. Your transponder code reveals the type of plan and possibly
destination.

Canceling IFR
If while enroute, you are above clouds when it is time to descend, you will have no choice other than to utilize ATC and
MVAs to get below the clouds. You should not cancel IFR until you are able to proceed VFR. Should you cancel IFR
after breaking out at one airport with the intention as then proceeding to the second airport as your final destination, you
have no weather guarantees. This situation can cause a pilot to fly into IFR conditions while on a VFR flight. Where
electronic guidance is available, a pilot is well advised to use it especially at night.

IFR Radio
The most universal of FSS frequencies is 122.2 but because it is nearly universal it is heavily used. Were Flight Service Stations are located on uncontrolled airports the frequency will be 2l123.6, 123.62 or 123.65. Since such airports are disappearing so are these frequencies.

The Airport/Facility Directory is the best source of all FSS and ATC frequencies. The use of FSS receive only frequency at 122.1 and receiving on the associated VOR was in the process of being decommissioned five years ago but as of the year 2000 more are coming back into use. Some FSSs have frequencies followed by T from which they can only transmit. I have never seen one

Recommended Procedures
1. Never leave an ATC frequency without notifying then that you are going to FSS and will report back.
2. Listen before talking on an FSS frequency.
3. Give complete aircraft identification and frequency used on initial call-up.
4. If you fail to make contact, consider that up to 12 frequencies may be in use. Wait.
5. Always give a PIREP
6. Use Flight Watch for weather information on 122.0
7. Initial Flight Watch call-up must include name of nearest VOR
8. Give Flight Watch your altitude, route destination and if IFR capable.
9. HIWAS is a continuous server weather forecast of alerts, SIGMETS convective segments, AIRMETS and urgent PIREPS.

Return to Whittsflying
Return to IFR Contents
Continued on Holding