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the Center frequencies on the face of the chart are very
helpful. In Figure 3-2 on page 3-2, notice the boundary
between Memphis and Atlanta Centers, and the
remoted sites with discrete very high frequency (VHF)
and ultra high frequency (UHF) for communicating
with the appropriate ARTCC. These Center frequency
boxes can be used for finding the nearest frequency
within the aircraft range. They also can be used
3-2
for making initial contact with the Center for clearances.
The exact location for the Center transmitter is not
shown, although the frequency box is placed as close as
possible to the known location.
During the en route phase, as a flight transitions from
one Center facility to the next, a handoff or transfer of
control is required as previously described. The handoff procedure is similar to the handoff between other
Cleveland
Center
Albuquerque
Center
Seattle
Center
Atlanta Center
Chicago
Center
Boston Center
Washington Center (DC)
Denver Center
Fort Worth Center
Houston Center
Indianapolis
Center
Jacksonville Center
Kansas City Center
Los Angeles Center
Salt Lake City
Center
Miami Center
Memphis
Center
Minneapolis Center
New York
Center
ZID
ZMP
ZOB
ZBW
ZNY
ZNY
ZDC
ZAU
ZKC
ZME
ZTL
ZJX
ZMA
ZHU
ZFW
ZAB
ZDV
ZLA
ZOA
ZLC
ZSE
Oakland Center
Honolulu
Center
ZHN
Anchorage
Center
ZAN
Figure 3-1. Air Route Traffic Control Centers.
Figure 3-2. ARTCC Centers and Sector Frequencies.
3-3
radar facilities, such as departure or approach control.
During the handoff, the controller whose airspace is
being vacated issues instructions that include the name
of the facility to contact, appropriate frequency, and
other pertinent remarks.
Accepting radar vectors from controllers does not relieve
pilots of their responsibility for safety of flight. Pilots
must maintain a safe altitude and keep track of their position, and it is their obligation to question controllers,
request an amended clearance, or, in an emergency, deviate from their instructions if they believe that the safety
of flight is in doubt. Keeping track of altitude and position when climbing, and during all other phases of flight,
are basic elements of situational awareness. Aircraft
equipped with an enhanced ground proximity warning
system (EGPWS) or terrain awareness and warning system (TAWS) and traffic alert and collision avoidance
system (TCAS) help pilots detect and correct unsafe altitudes and traffic conflicts. Regardless of equipment,
pilots must always maintain situational awareness
regarding their location and the location of traffic in their
vicinity.
PREFERRED IFR ROUTES
A system of preferred IFR routes helps pilots, flight
crews, and dispatchers plan a route of flight to minimize route changes, and to aid in the efficient, orderly
management of air traffic using Federal airways.
Preferred IFR routes are designed to serve the needs of
airspace users and to provide for a systematic flow of
air traffic in the major terminal and en route flight environments. Cooperation by all pilots in filing preferred
routes results in fewer air traffic delays and better efficiency for departure, en route, and arrival air traffic
service. [Figure 3-3]
Preferred IFR routes are published in the
Airport/Facility Directory for the low and high altitude
stratum. If they begin or end with an airway number, it
indicates that the airway essentially overlies the airport
and flights normally are cleared directly on the airway.
Preferred IFR routes beginning or ending with a fix
indicate that pilots may be routed to or from these fixes
via a standard instrument departure (SID) route, radar
vectors, or a standard terminal arrival route (STAR).
Routes for major terminals are listed alphabetically
under the name of the departure airport. Where several
airports are in proximity they are listed under the principal airport and categorized as a metropolitan area;
e.g., New York Metro Area. One way preferred IFR
routes are listed numerically showing the segment fixes
and the direction and times effective. Where more than
one route is listed, the routes have equal priority for
use. Official location identifiers are used in the route
description for very high frequency omnidirectional
ranges (VORs) and very high frequency omnidirectional ranges/tactical air navigation (VORTACs), and
intersection names are spelled out. The route is direct
　
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