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prepared in accordance with ICAO procedures. All
incoming messages are received by NADIN and
relayed to the addressed facility through automated
procedures. The automated system will interpret the
international address group and automatically
forward the message via the domestic system to the
addressee. For example, a message addressed
KIKKYFYX will be accepted by AFTN and relayed
to IKK (Kankakee FSS). The Kankakee FSS will
manually relay this message to the intended recipient
when necessary. Intended recipients are to be
addressed in the first line of the message text.
4.3.2All international flight plans entering the U.S.
system must adhere to ICAO format. These flight
plans are to be forwarded, via AFTN, to each
affected, U.S. controlled, Flight Information Region
(FIR) or Air Route Traffic Control Center (ARTCC)
outside the continental U.S. (e.g., Miami FIR, San
Juan, P.R. ARTCC) or the first FIR/ARTCC for
flights entering the continental U.S. (e.g., New York
FIR/ARTCC). If the flight plan content is acceptable,
it is entered into the ARTCC system and is forwarded,
automatically, via ARTCC computer, to all subsequently
affected domestic ARTCCs. Flight plans
which cannot be processed are rejected at the point of
entry into the U.S. system and the originator is
queried. Format adherence, once the flight plan is in
the ARTCC system, is assured since each of the
ARTCCs are automated facilities. Each subsequent
ARTCC computer, however, will process incoming
flight plans according to the requested routing. Flight
plans can be rejected by any ARTCC due to errors in
routing. Rejected flight plans, regardless of reason or
point of rejection, are held in suspense until the
needed clarification is received by the ARTCC
facility.
AIP
United States of America
GEN 3.4−6
15 MAR 07
Nineteenth Edition Federal Aviation Administration
4.4Radio Communications Phraseology and
Techniques
4.4.1General
4.4.1.1Radio communications are a critical link in
the ATC system. The link can be a strong bond
between pilot and controller − or it can be broken with
surprising speed and disastrous results. Discussion
herein provides basic procedures for new pilots and
also highlights safe operating concepts for all pilots.
4.4.1.2The single, most important thought in
pilot−controller communications is understanding. It
is essential, therefore, that pilots acknowledge each
radio communication with ATC by using the
appropriate aircraft call sign. Brevity is important,
and contacts should be kept as brief as possible, but
the controller must know what you want to do before
he/she can properly carry out his/her control duties.
And you, the pilot, must know exactly what he/she
wants you to do. Since concise phraseology may not
always be adequate, use whatever words are
necessary to get your message across. Pilots are to
maintain vigilance in monitoring air traffic control
radio communications frequencies for potential
traffic conflicts with their aircraft especially when
operating on an active runway and/or when
conducting a final approach to landing.
4.4.1.3All pilots will find the Pilot/Controller
Glossary very helpful in learning what certain words
or phrases mean. Good phraseology enhances safety
and is the mark of a professional pilot. Jargon, chatter
and CB" slang have no place in ATC communications.
The Pilot/Controller Glossary is the same
glossary used in the ATC controller’s handbook. We
recommend that it be studied and reviewed from time
to time to sharpen your communication skills.
4.4.2Radio Technique
4.4.2.1Listen before you transmit. Many times you
can get the information you want through ATIS or by
monitoring the frequency. Except for a few situations
where some frequency overlap occurs, if you hear
someone else talking, the keying of your transmitter
will be futile and you will probably jam their
receivers causing them to repeat their call. If you have
just changed frequency, pause for your receiver to
tune, listen, and make sure the frequency is clear.
4.4.2.2Think before keying your transmitter. Know
what you want to say and if it is lengthy; e.g., a flight
plan or IFR position report, jot it down. (But do not
lock your head in the cockpit.)
4.4.2.3The microphone should be very close to your
lips and after pressing the mike button, a slight pause
may be necessary to be sure the first word is
transmitted. Speak in a normal conversational tone.
4.4.2.4When you release the button, wait a few
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