2. The following phraseology should be utilized by pilots for establishing contact with the designated facility: 

(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. 

## EXAMPLE − 

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) . 

## NOTE − 

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 purposes. 

(b) When operating in a nonradar environ- ment: 

(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. 

## EXAMPLE − 

( 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. 

## EXAMPLE − 

( 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) . 

## REFERENCE − 

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 “ VERIFY ASSIGNED ALTITUDE AS (altitude) .” 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. 

## CAUTION − 

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- dures: 

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. 

## NOTE − 

The exchange of information between an aircraft and an ARTCC through an FSS is quicker than relay via company radio because the FSS has direct interphone lines to the responsible ARTCC sector. Accordingly, when circum- stances dictate a choice between the two, during an ARTCC frequency outage, relay via FSS radio is recommended. 

