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RAC - 8.0 INSTRUMENT FLIGHT RULES (IFR) – EN ROUTE PROCEDURES

 

8.1 Position Reports

Pilots of IFR and controlled VFR flights are required to make position reports over compulsory reporting points specified on IFR charts, and over any other reporting points specified by ATC.

As specified in CAR 602.125—Enroute IFR Position Reports, the position report shall include the information in the sequence set out in the CFS, that is:

  1. the identification;
  2. the position;
  3. the time over the reporting point in UTC;
  4. the altitude or flight level;
  5. the type of flight plan or flight itinerary filed;
  6. the name of the next designated reporting point and ETA over that point in UTC;
  7. the name only of the next reporting point along the route of flight (see Note); and

  8. any additional information requested by ATC or deemed necessary by the pilot.

    NOTE: Reporting points are indicated by a symbol on the appropriate charts. The “designated compulsory” reporting point is a solid triangle and the “on request” reporting point symbol is an open triangle. Position reports over an “on request” reporting point are only necessary when requested by ATC. Therefore, no mention of an “on request” reporting point needs to be made in any position report unless it has been requested by ATC.

Enroute IFR and controlled VFR flights should establish DCPC wherever possible. PALs have been established at a number of locations to extend the communications coverage. Some PAL locations also employ a radio re-transmit unit (RRTU). The purpose of the RRTU is to transmit a pilot’s broadcast from one PAL location over another frequency at a different PAL location. This allows the pilot to know when the controller is working communications traffic on a different PAL frequency. Controllers at an ACC can disable this equipment when communications workload warrants. However, it must be remembered that, while the DCPC provides direct contact with the IFR unit at locations where there is no VFR control and an AAS or RAAS is provided, pilots must also communicate with the FSS or FIC for local traffic information. Whenever DCPC cannot be established, or ATC has instructed a pilot to contact a FIC, position reports shall be made through the assigned FIC or the nearest communications agency enroute.

When the pilot-in-command of an IFR aircraft is informed that the aircraft has been RADAR IDENTIFIED, position reports over compulsory reporting points are no longer required. Pilots will be informed when to resume normal position reporting.

In order that flight information and alerting service may be provided to all IFR flights outside controlled airspace, pilots should make position reports over all navigation aids along the route of flight to the nearest station having air-to-ground communications capability.

If the time estimate for the next applicable reporting point differs from the previously reported estimate by 3 min or more, a revised estimated time should be reported to the appropriate ATS unit as soon as possible.

In the NCA and ACA, there are special position-reporting procedures for flights tracking outside airways. See RAC 12.6 and 12.7 for further details.

 

8.2 Future Air Navigation Systems 1/A Automatic Dependent Surveillance Waypoint Position Reporting (FANS 1/A ADS WPR)

8.2.1 ADS WPR

ADS WPR is a service that allows aircraft equipped with FANS 1 (the Boeing implementation of FANS) and FANS A (the Airbus implementation of FANS) to provide certain ATS units with position reports (including intent information) based on information received directly from the FMS. ADS contracts are established with flights that will cause an ADS position report to be downlinked to the appropriate ATS unit as each waypoint along the route of flight is passed. Where available, this service may be used as an alternative to voice reporting by flights that receive appropriate authorization.

This service has been successfully introduced in the NAT region, and non-radar portion of the Edmonton FIR/CTA. Information regarding FANS 1/A ADS WPR in the NAT region is provided in Guidance Material for ATS Data Link Services in North Atlantic Airspace, which is available on the North Atlantic Programme Coordination Office (NAT-PCO) Web site at <www.paris.icao.int/>.

8.2.2 ATS Facilities Notification (AFN) Logon

An ADS contract is initiated by the ground system in response to an AFN logon received from the aircraft. The AFN logon address for flights entering the Edmonton FIR/CTA is CZEG.

It is important, when initializing the flight management computer (FMC), to ensure the aircraft identification matches the one displayed in the filed ATC flight plan (FP) message. If a flight becomes aware that incorrect flight identification data was provided in the AFN logon, ADS must immediately be terminated and a new AFN logon performed with the correct information.

Flights entering Edmonton ADS airspace from airspace where FANS 1/A ATS data link services are being received do not need to perform another AFN logon to continue participating in ADS WPR. Flights entering Edmonton ADS airspace from airspace where no FANS 1/A ATS data link services are being received should ensure their ADS function is turned on and perform an AFN logon:

  1. 15 to 45 min prior to entering the airspace; or
  2. prior to departure if departing airports are adjacent to, or underlying, the airspace.

Flights exiting Edmonton ADS airspace into adjacent airspace where ADS and controller-pilot data link communications (CPDLC) services are offered do not need to perform another AFN logon to continue participating in ADS or to initiate a CPDLC connection.

NOTE: Currently, CPDLC services are not available in the Edmonton FIR. Until CPDLC services are available, flights identifying themselves as CPDLC will be advised “CPDLC SERVICE NOT AVAILABLE IN THE EDMONTON FIR.”

8.2.3 Using ADS WPR

Once the ADS contract has been established by the ground system, ADS reports are sent automatically without notification to, or action required by, the flight crew. In the event that an ADS report is not received, ATC will attempt to contact the flight to obtain the position report via voice. If this occurs, or in the event of ADS WPR service interruptions, aircraft equipment failures or loss of signal coverage, flight crews shall resume voice reporting. Flight crews should be aware of the limitations associated with available aircraft equipment and the signal coverage over the intended route.

Flight crews should not insert non-ATC waypoints in the cleared route of flight. Inserting such waypoints will result in the transmission of unwanted position reports to ATC and may prevent the provision of data required by ATC to provide control services.

If deviations around weather are required, flight crews should establish voice contact and advise ATC of their intentions. Position reports via voice should be made abeam waypoints until the flight is back on its cleared route.

8.2.4 Aeradio Communications

8.2.4.1 Flight Crew Initial Contact with Edmonton Centre (Flight Is Radar Identified)

Aircraft entering the Edmonton FIR from radar-controlled airspace should not identify themselves as ADS-equipped on initial contact. “A-D-S” after the aircraft call sign should only be used leaving radar coverage and approaching the Edmonton ADS airspace. The Edmonton ACC will advise the aircraft that radar service is terminated. This cancellation of radar service should serve to remind ADS-equipped aircraft to commence using “A-D-S” in conjunction with their call sign.

8.2.4.2 Flight Crew Initial Contact with Edmonton Centre (Flight Is Not Radar Identified)

Flights that are not radar identified when making initial contact with Edmonton Centre should:

  1. use “A-D-S” after the aircraft call sign; and
  2. not include a voice position report.

Flight crews can expect the reply from Edmonton Centre to include:

  1. acknowledgement that the flight is ADS;
  2. the advisory “VOICE POSITION REPORTS NOT REQUIRED”; and
  3. the assigned frequency for the next station en route.

8.2.4.3 Flight Crew Initial Contact with Gander Radio

Upon initial contact with Gander Radio, flight crews should:

  1. use “A-D-S” after the aircraft call sign;
  2. not include a voice position report;
  3. state the name of the first reporting point;
  4. for northbound (polar) flights, state the last point exiting the Edmonton FIR/CTA; and
  5. request a SELCAL check, if necessary.

Flight crews can expect the reply from Gander Radio to include:

  1. acknowledgement that the flight is ADS;
  2. the advisory “VOICE POSITION REPORTS NOT REQUIRED IN THE EDMONTON FIR”;
  3. a frequency to monitor;
  4. the assigned frequency for the next station en route; and
  5. a SELCAL check.

8.2.4.4 Flight Crew Initial Contact with Arctic Radio

Upon initial contact with Arctic Radio, flight crews should:

  1. use “A-D-S” after the aircraft call sign; and
  2. not include a voice position report.

Flight crews can expect the reply from Arctic Radio to include:

  1. acknowledgement that the flight is ADS;
  2. the advisory “VOICE POSITION REPORTS NOT REQUIRED IN THE EDMONTON FIR”;
  3. a frequency to monitor; and
  4. the assigned frequency for the next station en route.

8.2.4.5 Satellite Communications (SATCOM) Shadow

The airspace where ADS WPR will be conducted is affected by an area of satellite communication (SATCOM) unreliability (see Figure 8.1). This area, referred to as the SATCOM shadow, extends from the North Pole to 70°N. Unreliability is most pronounced at 120°W, where the two satellites servicing the area are furthest away. Coverage improves to the east and west of 120°W, where reliable coverage can be expected as far north as 80°N at 080°W. The exact extent and effect of the shadow depends on atmospheric conditions, aircraft antenna placement, and direction of flight.

Aircraft observing an indication that SATCOM has been lost should expect that their ADS reporting has been terminated. Flight crews can re-logon to CZEG if it is felt that the outage has been overcome. Otherwise, ensuing position reports must be provided.

Figure 8.1 – SATCOM Shadow

Figure 8.1 – SATCOM Shadow


 

8.3 Mach Number/True Airspeed—Clearances and Reports

8.3.1 Mach Number

Clearances to turbojet aircraft equipped with a Machmeter may include an appropriate Mach number. If the Mach number cannot be adhered to, ATC is to be so informed when the clearance is issued. Once accepted, the Mach number shall be adhered to within .01 Mach, unless ATC approval is obtained to make a change. If an immediate temporary change in Mach number is necessary (e.g. because of turbulence), ATC must be notified as soon as possible. When a Mach number is included in a clearance, the flight concerned should transmit its current Mach number with each position report.

8.3.2 TAS

ATC is to be notified as soon as practicable of an intended change to the TAS at the cruising altitude or flight level, where the change intended is five percent or more of the TAS specified in the IFR flight plan or flight itinerary.

8.4 Altitude Reports

Although the CARs do not specifically direct pilots to report altitude information to ATC, pilots, if not operating in radar airspace (i.e. radar-identified by ATC), should report reaching the altitude to which the flight has been initially cleared. When climbing or descending en route, pilots should report when leaving a previously-assigned altitude and when reaching the assigned altitude.

On initial contact with ATC, or when changing from one ATC frequency to another, when operating in radar or non-radar airspace, pilots of IFR and CVFR flights should state the assigned cruising altitude and, when applicable, the altitude through which the aircraft is climbing or descending.

In order for ATC to use Mode C altitude information for separation purposes, the aircraft Mode C altitude readout must be verified. The Mode C altitude is considered valid if the readout value does not differ from the aircraft reported altitude by more than 200 ft. The readout is considered invalid if the difference is 300 ft or more. Therefore, it is expected that pilot altitude reports, especially during climbs and descents, will be made to the nearest 100-ft increment.

Example:

EDMONTON CENTRE AIR CANADA 801 HEAVY, LEAVING 8 300 FEET, CLIMBING TO FLIGHT LEVEL 350.

If the phrase “report reaching”, “report leaving” or “report passing” is used by ATC, the pilot shall comply (CAR 602.31—Compliance with Air Traffic Control Instructions and Clearances).

8.5 Climb or Descent

8.5.1 General

During any phase of flight, pilots should adhere to the following procedures:

(a) When an altitude clearance is issued, the pilot should begin climb or descent promptly on acknowledgement of the clearance. The climb or descent should be made at an optimum rate consistent with the operating characteristics of the aircraft. If the above is not the case, or if it becomes necessary to stop the climb or descent, the pilot should advise ATC of the interruption or the delay in departing an altitude.

(b) If the phrase “when ready” is used in conjunction with an altitude clearance or instruction, the change of altitude may be initiated whenever the pilot wishes. The climb or descent should be made at an optimum rate consistent with the operating characteristics of the aircraft. Pilots are expected to advise ATC when the altitude change is initiated. Compliance with assigned or published altitude crossing restrictions and speeds is mandatory (CAR 602.31—Compliance with Air Traffic Control Instructions and Clearances), unless specifically cancelled by ATC. (MEAs are not considered restrictions; however, pilots are expected to remain at or above MEAs.)

When an aircraft reports vacating an altitude, ATC may assign the altitude to another aircraft. Control will be based on the pilot following these procedures and on the normal operating characteristics of the aircraft.

If a descending aircraft must level off at 10 000 ft ASL to comply with CAR 602.32–Airspeed Limitations while cleared to a lower level, the pilot should advise ATC of the descent interruption.

(c) ATC may authorize aircraft to employ cruise climb techniques either between two levels or above a specified level. A clearance or instruction to cruise climb authorizes climb at any given rate as well as temporary levelling at intermediate altitudes. Pilots are expected to advise ATC of the altitude they temporary level off at to the nearest 100 ft. Once the aircraft has vacated an altitude during a cruise climb, it may not return to that altitude. ATC will use the following phraseology:

CRUISE CLIMB TO (altitude)
or
CLIMB TO (altitude) CRUISE CLIMB BETWEEN (levels)
(or ABOVE [level])

8.5.2 Visual Climb and Descent

8.5.2.1 General

Application of visual climbs and descents in VMC, under certain circumstances, provides both controllers and pilots with an operational advantage in the conduct of safe and orderly flow of air traffic.

8.5.2.2 Visual Separation from Other Aircraft

ATC may authorize the pilot of an IFR aircraft to conduct a visual climb or descent while maintaining visual separation with the appropriate traffic only if a pilot requests it. Controllers will not initiate or suggest a visual climb/descent in this application. During this altitude change in VMC, pilots must provide their own separation, including wake turbulence separation, from all other aircraft. This application may be exercised in both radar and non-radar environments.

IFR separation is required for all altitude changes in Class A and B airspace. Accordingly, visual climbs or descents will not be approved for aircraft operating in these classes of airspace.

8.6 Minimum IFR Altitudes

Except when taking off or landing, aircraft in IFR flight shall be operated at least 1 000 ft above the highest obstacle within a horizontal radius of 5 NM of the aircraft (CAR 602.124). Exceptions to this are flights within designated mountainous regions, but outside areas for which minimum altitudes for IFR operations have been established (see RAC 2.12 and RAC Figure 2.11).

NOTE: The established MOCA for IFR operations provides obstacle clearance above the highest obstacle within the following areas:

(a) 1 000 ft:

(i) airways and air routes outside of designated mountainous areas;

(ii) certain airway and air route segments within designated mountainous areas, which are used in the arrival or departure phase of flight;

(iii) Safe Altitude 100 NM outside of designated mountainous areas;

(iv) all MSA;

(v) instrument approach transitions (including DME arcs);

(vi) radar vectoring areas [except as in (c)(iii)]; and

(vii) AMA outside of designated mountainous areas as shown on the Enroute and Terminal Area Charts.

(b) 1 500 ft:

(i) airways and air routes within designated mountainous areas 2, 3, and 4; or

(ii) Safe Altitude 100 NM within designated mountainous areas 2, 3, and 4.

(c) 2 000 ft:

(i) airways and air routes within designated mountainous areas 1 and 5 with the exception of those segments described in (a)(ii);

(ii) Safe Altitude 100 NM within designated mountainous areas 1 and 5;

(iii) certain radar vectoring areas within designated mountainous areas; and

(iv) AMA within designated mountainous areas as shown on the Enroute and Terminal Area Charts.

MEAs have been established for all designated low-level airways and air routes in Canada. An MEA is defined as the published altitude ASL between specified fixes on airways or air routes, which assures acceptable navigational signal coverage, and which meets IFR obstacle clearance requirements.

The minimum flight plan altitude shall be the nearest altitude or flight level consistent with the direction of flight (RAC Figure 2.2, and CAR 602.34). This altitude should be at or above the MEA. Unless the MEA is one which is consistent with the direction of flight, it is not to be used in the flight plan or flight itinerary.

As different MEAs may be established for adjoining segments of airways or air routes, aircraft are, in all cases, to cross the specified fix at which a change in the MEA takes place, at the higher MEA.

To ensure adequate signal coverage, many of the MEAs on low-level airways are established at altitudes which are higher than those required for obstacle clearance. When this occurs, a MOCA is also published to provide the pilot with the minimum IFR altitude for obstruction clearance. A MOCA is defined as the altitude between radio fixes on low-level airways, which meets the IFR obstruction clearance requirements for the route segment. Where the MOCA is lower than the MEA, the MOCA is published in addition to the MEA on the Enroute Charts. Where the MEA and MOCA are the same, only the MEA is published.

The MOCA, or the MEA when the MOCA is not published, is the lowest altitude for the airway or air route segment at which an IFR flight may be conducted under any circumstances. These altitudes are provided so that pilots will be readily aware of the lowest safe altitude that may be used in an emergency, such as a malfunctioning engine or icing conditions. Under ISA conditions, they provide a minimum of 1 000 ft of clearance above all obstacles lying within the lateral limits of all airways and air routes, including those in designated mountainous regions.

Pressure altimeters are calibrated to indicate true altitude under ISA conditions, and any deviation from ISA will result in an erroneous altimeter reading. When temperatures are extremely cold, true altitudes will be significantly lower than indicated altitudes. Although pilots may fly IFR at the published MEA/MOCA, in the winter, when air temperatures are much lower than ISA, they should operate at altitudes of at least 1 000 ft above the MEA/MOCA.

NOTE: When flying at a flight level in an area of low pressure, the true altitude will always be lower than the corresponding flight level. For example, this “pressure error,” in combination with a temperature error, can produce errors of up to 2 000 ft while flying in the standard pressure region at FL100. Further, mountain waves in combination with extremely low temperatures may result in an altimeter over-reading by as much as 3 000 ft. For further details, see AIR 1.5.

8.7 ATC Assignment of Altitudes

8.7.1 Minimum IFR Altitude

Within controlled airspace, ATC is not permitted to approve or assign any IFR altitude below the minimum IFR altitude. To ATC, the minimum IFR altitude is the lowest IFR altitude established for use in a specific airspace and, depending on the airspace concerned, this maybe:

(a) a Minimum Enroute Altitude (MEA);

(b) a Minimum Obstruction Clearance Altitude (MOCA);

(c) a Minimum Sector Altitude (see Note);

(d) a Safe Altitude 100 NM (see Note);

(e) an Area Minimum Altitude (AMA) (see Note); or

(f) a Minimum Vectoring Altitude.

On an airway, altitudes below the MEA, but not below the MOCA, may be approved by a controller when specifically requested by the pilot of an IFR flight in the interest of flight safety (e.g., due to icing conditions). Pilots should note that the required signal coverage to navigate within the airspace protected for their route may not be adequate. This could result in conflict with adjacent air traffic or collision with terrain.

NOTE: Unless these areas are centred on a VOR/DME, TACAN, or other aid which provides distance information, pilots should be certain they are within the area for which they are being cleared before accepting the assigned altitude.

8.7.1.1 DME Intersections on a Minimum En-Route Altitude

The purpose of these fixes is to develop an airway segment where lower MEAs may be applied, thus reducing the high descent rates that otherwise are required when on initial approach to destination.

Pilots without DME normally will not be able to use these lower MEAs and may conceivably experience delays in receiving approach and departure clearances due to other traffic operating below the conventional MEA (i.e., the MEA required for non-DME equipped aircraft). However, in a radar environment, the non-DME equipped aircraft may be cleared at the lower MEA where it will be provided with radar service while operating below the conventional MEA.

8.7.2 Altitudes and Direction of Flight

Pilots will normally file flight plans and be assigned altitudes appropriate to the airway, air route or direction of flight. There are exceptions, and the following information is intended to familiarize pilots with the circumstances of those exceptions.

ATC may assign an altitude that is not appropriate to the airway, air route or direction of flight if:

  1. a pilot requests it because of icing, turbulence, or fuel considerations, provided:
    1. the pilot informs ATC of the time or location at which an appropriate altitude can be accepted, and
    2. the altitude has been approved by affected units/sectors; or
  2. an aircraft is:
    1. holding, arriving or departing,
    2. conducting a flight inspection of a NAVAID,
    3. operating within an altitude reservation, or
    4. engaged in an aerial survey, mapping flight or test flight; or
  3. no alternative separation minima can be applied, provided:
    1. the altitude has been approved by affected units/sectors, and
    2. the aircraft is cleared to an appropriate altitude as soon as possible; or
  4. the airspace is structured for a one-way traffic flow.

NOTES:

  1. In situation (a), the pilot, when able to accept an appropriate altitude, will be requested to advise ATC. In situation (c), the aircraft will be re-cleared to an appropriate altitude as soon as operationally feasible. Due to safety implications, use of altitudes inappropriate for the direction of flight must be limited, and requests must not be made solely for fuel efficiency reasons. Pilots should make requests only to avoid a fuel situation that might cause an otherwise unnecessary refuelling stop short of the flight-planned destination. ATC will not ask the pilot to substantiate a request; if ATC is unable to approve the request, the controller will state the reason and request the pilot’s intention.
  2. In the application of (a) or (c) in high-level radar-controlled airspace, aircraft at an altitude not appropriate for the direction of flight will be issued radar vectors or offset tracks to establish the aircraft at least 5 NM from the centreline of an airway or published track displayed on the radar.

Phraseology:

VECTORS TO (direction) OF (airway, track) TURN (left/right) TO HEADING (degrees).

ADVISE IF ABLE TO PROCEED PARALLEL OFFSET.

PROCEED OFFSET (number) MILES (right/left) OF CENTRELINE (track/route) AT (significant point/time) UNTIL (significant point/time).

CANCEL OFFSET.

 

8.8 “1 000-ft-on-Top” IFR Flight

A 1 000-ft-on-top IFR flight may be conducted provided that

(a) the flight is made at least 1 000 ft above all cloud, haze, smoke, or other formation;

(b) the flight visibility above the formation is at least three miles;

(c) the top of the formation is well defined;

(d) the altitude appropriate to the direction of flight is maintained when cruising in level flight;

(e) the “1 000-ft-on-top” flight has been authorized by the appropriate ATC unit; and

(f) the aircraft will operate within Class B airspace at or below 12 500 ft ASL, Class C, D, or E airspace.

NOTES: ATC does not apply separation to aircraft operating 1 000-ft-on-top except in the following conditions:
1: at night, separation is applied between an aircraft operating 1 000-ft-on-top and other aircraft if any of the aircraft are holding; and
2: between aircraft operating 1 000-ft-on-top and an aircraft operating on an altitude reservation approval.

8.9 Clearances—Leaving or Entering Controlled Airspace

ATC will use the phrase “while in controlled airspace” in conjunction with the altitude if an aircraft will be entering or leaving controlled airspace. In addition, ATC will specify the lateral point and altitude at which an aircraft is to leave or enter controlled airspace if the instruction is required for separation purposes (see Note).

Example:

LEAVE/ENTER CONTROLLED AIRSPACE (number) MILES (direction) OF (fix) AT (altitude).

LEAVE/ENTER CONTROLLED AIRSPACE AT (altitude).

NOTE: The altitude assigned by ATC need only reflect the minimum safe IFR altitude within controlled airspace. A pilot should be alert to the possibility of a higher minimum safe IFR altitude outside of controlled airspace. If uncertain (or unable to determine) when to enter or leave the area where the higher minima is applied, a request for clearance to maintain an altitude that will accommodate the higher minimum IFR altitude should be made.

8.10 Clearance Limit

The clearance limit, as specified in an ATC clearance, is the point to which an aircraft is cleared. Further clearance is delivered to a flight prior to arrival at the clearance limit. However, occasions may arise when this may not be possible. In the event that further clearance is not received, the pilot is to hold at the clearance limit, maintain the last assigned altitude and request further clearance. If communications cannot be established with ATC, the pilot should then proceed in accordance with communications failure procedures as described in RAC 6.3.2.

The responsibility rests with the pilot to determine whether or not a received clearance can be complied with in the event of a communications failure. Under such circumstances, a clearance may be refused, but such refusal should specify acceptable alternatives.

8.11 Class G Airspace—Recommended Operating Procedures—En-Route

When aircraft are manœuvring in the vicinity of uncontrolled aerodromes or cruising in Class G airspace, the lack of information on the movements of other aircraft operating in close proximity may occasion a potential hazard to all concerned. To alleviate this situation, all pilots are advised that:

(a) when operating in Class G airspace, they should continuously monitor frequency 126.7 MHz whenever practicable;

(b) position reports should be made over all NAVAIDs along the route of flight to the nearest station having air-to-ground communications capability. These reports should be made on frequency 126.7 MHz whenever practicable. If it is necessary to use another frequency to establish communications with the ground station, the report should also be broadcast on 126.7 MHz for information of other aircraft in the area. The report should contain present position, track, altitude, altimeter setting in use, next position and ETA;

(c) immediately before changing altitude, commencing an instrument approach or departing IFR, pilots should broadcast their intentions on 126.7 MHz whenever practicable. Such broadcasts should contain adequate information to enable other pilots to be fully aware of the position and intentions so that they can determine if there will be any conflict with their flight paths;

(d) at aerodromes where an MF has been designated, arriving pilots shall first broadcast their intentions on 126.7 MHz before changing to the MF. If conflicting IFR traffic becomes evident, this change should be delayed until the conflict is resolved. Pilots departing IFR should broadcast their intentions on 126.7 MHz, in addition to the MF, prior to takeoff; and

(e) the preceding reporting requirements are considered as the minimum necessary. Pilots are encouraged to make additional reports whenever the possibility of conflicting IFR traffic is suspected. An example would be reporting prior to overflying a facility where cross traffic is probable or where there is a published instrument approach procedure.

NOTE: There is no frequency comparable to 126.7 MHz for use by aircraft equipped only with UHF; however, pertinent UHF traffic information will be relayed on the MF by the flight service specialist.

Date modified:
2012-03-29