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En Route Procedures

2. The following phraseology should be utilized

by pilots for establishing contact with the designated


(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.

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)

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


(b) When operating in a nonradar environ-


(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.


(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.


(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).


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


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.


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-


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.


7110.65R CHG 2