美国航行情报汇编 AERONAUTICAL INFORMATION PUBLICATION AIP 1(108)

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8.6 ARTCCs 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.
8.7 Flights 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 adjacent ARTCC area is approaching the saturation point, additional en route traffic will be subject to prior approval.
8.8 Generally, movement of arrival aircraft into the impacted airport terminal area will be made on the basis that those flights with the most accumulated delay, either ground, airborne, or a combination of both, normally receive priority over other traffic. This applies only to delays encountered because of the situation at the airport of intended landing.

8.9
Pilots/operators are advised to check for flow control advisories which are transmitted to FSSs, to selected airline dispatch offices, and to ARTCCs.

9.
Advisory and Air Traffic Information Services

9.1 Approach Control Service for VFR Arriving Aircraft
9.1.1 Numerous approach control facilities have established programs for arriving VFR aircraft to contact approach control for landing information. This information includes: wind, runway, and altimeter setting at the airport of intended landing. This information may be omitted if contained in the ATIS broadcast and the pilot states the appropriate ATIS code.
NOTE.
Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast. In addition, the controller will provide traffic advisories on a workload permitting basis.
9.1.2 Such information will be furnished upon initial contact with the concerned approach control facility. The pilot will be requested to change to the tower frequency at a predetermined time or point, to receive further landing information.
9.1.3 Where available, use of this procedure will not hinder the operation of VFR flights by requiring excessive spacing between aircraft or devious routing. Radio contact points will be based on time or distance rather than on landmarks.
9.1.4 Compliance with this procedure is not mandatory, but pilot participation is encouraged. (See ENR 1.1, paragraph 39, Terminal Radar Services for VFR Aircraft.)
NOTE.
Approach control services for VFR aircraft are normally dependent on air traffic control radar. These services are not available during periods of a radar outage. Approach control services for VFR aircraft are limited when Center Radar ARTS Presentation/ Processing (CENRAP) is in use.
9.2 Traffic Advisory Practices at Airports With-out Operating Control Towers
9.2.1 Airport Operations Without an Operating Control Tower
9.2.1.1 There is no substitute for alertness while in the vicinity of an airport. It is essential that pilots be alert and look for other traffic and exchange traffic information when approaching or departing an airport without an operating control tower. This is of particular importance since other aircraft may not have communication capability or, in some cases, pilots may not communicate their presence or intentions when operating into or out of such airports. To achieve the greatest degree of safety, it is essential that all radio.equipped aircraft transmit/receive on a common frequency identified for the purpose of airport advisories.
9.2.1.2 An airport may have a full or part.time tower or FSS located on the airport, a full or part.time UNICOM station or no aeronautical station at all. There are three ways for pilots to communicate their intention and obtain airport/traffic information when operating at an airport that does not have an operating tower: by communicating with an FSS, a UNICOM operator, or by making a self.announce broadcast.
9.2.1.3 Many airports are now providing completely automated weather, radio check capability and airport advisory information on an automated UNICOM system. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency. Availability of the automated UNICOM will be published in the Airport/Facility Directory and approach charts.
9.2.2 Communicating on a Common Frequency
　
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