37.4.2_Two antennas are used in the PAR array, one
scanning a vertical plane, and the other scanning
horizontally. Since the range is limited to 10 miles,
azimuth to 20 degrees, and elevation to 7 degrees,
only the final approach area is covered. Each scope is
divided into two parts. The upper half presents
altitude and distance information, and the lower half
presents azimuth and distance.
AIP ENR 1.1-35
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.1-22
ARTS III Radar Scope With Alphanumeric Data
NOTE-
A number of radar terminals do not have ARTS equipment. Those facilities and certain ARTCCs outside the contiguous U.S.
would have radar displays similar to the lower right hand subset. ARTS facilities and NAS Stage_A ARTCCs, when operating
in the nonautomation mode, would also have similar displays and certain services based on automation may not be
available.
AIP ENR 1.1-36
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
EXAMPLE-
1._Areas of precipitation (can be reduced by CP)
2._Arrival/departure tabular list
3._Trackball (control) position symbol (A)
4._Airway (lines are sometimes deleted in part)
5._Radar limit line for control
6._Obstruction (video map)
7._Primary radar returns of obstacles or terrain (can be
removed by MTI)
8._Satellite airports
9._Runway centerlines (marks and spaces indicate
miles)
10._Primary airport with parallel runways
11._Approach gates
12._Tracked target (primary and beacon target)
13._Control position symbol
14._Untracked target select code (monitored) with
Mode_C readout of 5,000’
15._Untracked target without Mode C
16._Primary target
17._Beacon target only (secondary radar) (transponder)
18._Primary and beacon target
19._Leader line
20._Altitude Mode C readout is 6,000’
(Note: readouts may not be displayed because of
nonreceipt of beacon information, garbled beacon
signals, and flight plan data which is displayed
alternately with the altitude readout)
21._Ground speed readout is 240 knots
(Note: readouts may not be displayed because of a loss
of beacon signal, a controller alert that a pilot was
squawking emergency, radio failure, etc.)
22._Aircraft ID
23._ Asterisk indicates a controller entry in Mode C
block. In this case 5,000’ is entered and _05" would
alternate with Mode C readout.
24._Indicates heavy
25.__Low ALT" flashes to indicate when an aircraft’s
predicted descent places the aircraft in an unsafe
proximity to terrain.
(Note: this feature does not function if the aircraft is not
squawking Mode C. When a helicopter or aircraft is
known to be operating below the lower safe limit, the
_low ALT" can be changed to _inhibit" and flashing
ceases.)
26._NAVAIDs
27._Airways
28._Primary target only
29._Nonmonitored. No Mode C (an asterisk would
indicate nonmonitored with Mode C)
30._Beacon target only (secondary radar based on
aircraft transponder)
31._Tracked target (primary and beacon target) control
position A
32._Aircraft is squawking emergency code 7700 and is
nonmonitored, untracked, Mode C
33._Controller assigned runway 36 right alternates with
Mode C readout
(Note: a three letter identifier could also indicate the
arrival is at specific airport)
34._Ident flashes
35._Identing target blossoms
36._Untracked target identing on a selected code
37._Range marks (10 and 15 miles) (can be changed/
offset)
38._Aircraft controlled by center
39._Targets in suspend status
40._Coast/suspend list (aircraft holding, temporary loss
of beacon/target, etc.)
41._Radio failure (emergency information)
42._Select beacon codes (being monitored)
43._General information (ATIS, runway, approach in
use)
44._Altimeter setting
45._Time
46._System data area
AIP ENR 1.1-37
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.1-23
NAS Stage A Controller’s View Plan Display
25
26
X
X
X
X
X
X
X
X
X
#
X
X
X
AAL373
280C
191H-33
310N
095
VIG123
170 143
NWA258
AAL353
231
2734
70 R15909
170C
290
2103
140 N1467F
+ 143
460
UAL33
100A
296
7700
EMRG
RDOF
7600
1200
1200
85
+ + +
+ UAL712
310N
228CST
1
22 23
24
27
28
29
29
30
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
H
H
H
H
H
H
H
H
H H
H
H
H
RADAR SERVICES AND PROCEDURES
NOTE-
FIG ENR 1.1-23 illustrates the controller’s radar scope (PVD) when operating in the full automation (RDP)
mode, which is normally 20 hours per day. When not in automation mode, the display is similar to the broadband
mode shown in the ARTS_III Radar Scope (FIG ENR 1.1-22). Certain ARTCCs outside the contiguous U.S. also
operate in _broadband" mode.
AIP ENR 1.1-38
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
EXAMPLE-
Target symbols:
1._Uncorrelated primary radar target [+]
2._Correlated primary radar target
_See note below.
3._Uncorrelated beacon target [ / ]
4._Correlated beacon target [ \ ]
5._Identing beacon target
_Note: in Number 2 correlated means the association of
radar data with the computer projected track of an
identified aircraft.
Position symbols:
6._Free track (no flight plan tracking)
7._Flat track (flight plan tracking) [◊]
8._Coast (beacon target lost) [#]
9._Present position hold [ _ ]
Data block information:
10._Aircraft ident
_See note below.
11._Assigned altitude FL 280, Mode C altitude same or
within _ 200’ of assigned altitude.
_See note below.
12._Computer ID #191, handoff is to sector 33
(0-33 would mean handoff accepted)
_See note below.
13._Assigned altitude 17,000’, aircraft is climbing, Mode
C readout was 14,300 when last beacon interrogation was
received.
14._Leader line connecting target symbol and data block.
15._Track velocity and direction vector line (projected
ahead of target)
16._Assigned altitude 7,000, aircraft is descending, last
Mode C readout (or last reported altitude) was 100’ above
FL 230
17._Transponder code shows in full data block only when
different than assigned code
18._Aircraft is 300’ above assigned altitude
19._Reported altitude (no Mode C readout) same as
assigned. (An _n" would indicate no reported altitude.)
20._Transponder set on emergency Code 7700. (EMRG
flashes to attract attention.)
21._Transponder Code 1200 (VFR) with no Mode C
22._Code 1200 (VFR) with Mode C and last altitude
readout
23._Transponder set on radio failure Code 7600 (RDOF
flashes)
24._Computer ID #228, CST indicates target is in coast
status
25._Assigned altitude FL 290, transponder code (these two
items constitute a _limited data block")
_Note: numbers 10, 11, and 12 constitute a _full data
block"
Other symbols:
26._Navigational aid
27._Airway or jet route
28._Outline of weather returns based on primary radar.
_H" represents areas of high density precipitation which
might be thunderstorms. Radial lines indicated lower
density precipitation.
29._Obstruction
30._Airports
Major:
Small:
AIP ENR 1.1-39
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
37.5_Airport Surface Detection Equipment -
Model X (ASDE-X)
37.5.1_The Airport Surface Detection Equipment_-
Model X (ASDE-X) is a multi-sensor surface
surveillance system the FAA is acquiring for airports
in the United States. This system will provide high
resolution, short-range, clutter free surveillance
information about aircraft and vehicles, both moving
and fixed, located on or near the surface of the
airport’s runways and taxiways under all weather and
visibility conditions. The system consists of:
37.5.1.1_A Primary Radar System._ASDE-X
system coverage includes the airport surface and the
airspace up to 200 feet above the surface. Typically
located on the control tower or other strategic
location on the airport, the Primary Radar antenna is
able to detect and display aircraft that are not
equipped with or have malfunctioning transponders.
37.5.1.2_Interfaces._ASDE-X contains an automation interface for flight identification via all
automation platforms and interfaces with the
terminal radar for position information.
37.5.1.3_ASDE-X Automation._A Multi-sensor
Data Processor (MSDP) combines all sensor reports
into a single target which is displayed to the air traffic
controller.
37.5.1.4_Air Traffic Control Tower Display._A
high resolution, color monitor in the control tower
cab provides controllers with a seamless picture of
airport operations on the airport surface.
37.5.2_The combination of data collected from the
multiple sensors ensures that the most accurate information about aircraft location is received in the tower,
thereby increasing surface safety and efficiency.
37.5.3_The following facilities have been projected
to receive ASDE-X:
TBL ENR 1.1-2
STL Lambert-St. Louis International
CLT Charlotte Douglas International
SDF Louisville International Standiford
DFW Dallas/Ft. Worth International
ORD Chicago O’Hare International
LAX Los Angeles International
ATL Hartsfield Atlanta International
IAD Washington Dulles International
SEA Seattle-Tacoma International
MKE General Mitchell International
MCO Orlando International
PVD Theodore Francis Green State
PHX Phoenix Sky Harbor International
MEM Memphis International
RDU Raleigh-Durham International
HOU William P. Hobby (Houston, TX)
BDL Bradley International
SJC San Jose International
SAT San Antonio International
SMF Sacramento International
FLL Ft. Lauderdale/Hollywood
HNL Honolulu International - Hickam AFB
OAK Metropolitan Oakland International
IND Indianapolis International
TPA Tampa International
BUR Burbank-Glendale-Pasadena
CMH Port Columbus International
MDW Chicago Midway
COS Colorado Springs Municipal
SNA John Wayne - Orange County
ONT Ontario International
AUS Austin-Bergstrom International
RNO Reno/Tahoe International
ABQ Albuquerque International Sunport
SJU San Juan International
NOTE- The installation of ASDE-X is projected to be
completed by 2009.
AIP ENR 1.1-40
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
37.6_Radar Availability
37.6.1_FAA radar units operate continuously at the
locations shown in the Airport/Facility Directory, and
their services are available to all pilots, both civil and
military. Contact the associated FAA control tower or
ARTCC on any frequency guarded for initial instructions, or in an emergency, any FAA facility for information on the nearest radar service.
37.7_Transponder Operation
37.7.1_General
37.7.1.1_Pilots should be aware that proper application of these procedures will provide both VFR and
IFR aircraft with a high degree of safety in the
environment where high-speed closure rates are
possible. Transponders substantially increase the
capability of radar to see an aircraft, and the Mode_C
feature enables the controller to quickly determine
where potential traffic conflicts may exist. Even VFR
pilots who are not in contact with ATC will be
afforded greater protection from IFR aircraft and
VFR aircraft which are receiving traffic advisories.
Nevertheless, pilots should never relax their visual
scanning vigilance for other aircraft.
37.7.1.2_ATCRBS is similar to and compatible with
military coded radar beacon equipment. Civil
Mode_A is identical to military Mode 3.
37.7.1.3_Civil and military transponders should be
adjusted to the _on" or normal operating position as
late as practicable prior to takeoff and to _off" or
_standby" as soon as practicable after completing
landing roll, unless the change to _standby" has been
accomplished previously at the request of ATC. IN
ALL CASES, WHILE IN CLASS A, B, C, D, AND
E AIRSPACE EACH PILOT OPERATING AN
AIRCRAFT EQUIPPED WITH AN OPERABLE
ATC TRANSPONDER MAINTAINED IN AC-
CORDANCE WITH 14 CFR SECTION 91.413
SHALL OPERATE THE TRANSPONDER, IN-
CLUDING MODE C IF INSTALLED, ON THE
APPROPRIATE CODE OR AS ASSIGNED BY
ATC. IN CLASS G AIRSPACE, THE TRANS-
PONDER SHOULD BE OPERATING WHILE
AIRBORNE UNLESS OTHERWISE RE-
QUESTED BY ATC.
37.7.1.4_If a pilot on an IFR flight elects to cancel the
IFR flight plan prior to reaching destination, the pilot
should adjust the transponder according to VFR
operations.
37.7.1.5_If entering U.S. domestic controlled
airspace from outside the U.S., the pilot should advise
on first radio contact with a U.S. radar ATC facility
that such equipment is available by adding
_transponder" to the aircraft identification.
37.7.1.6_It should be noted by all users of ATC
transponders that the coverage they can expect is
limited to _line of sight." Low altitude or aircraft
antenna shielding by the aircraft itself may result in
reduced range. Range can be improved by climbing
to a higher altitude. It may be possible to minimize
antenna shielding by locating the antenna where dead
spots are only noticed during abnormal flight
attitudes.
37.7.1.7_If operating at an airport with Airport
Surface Detection Equipment - Model_X
(ASDE-X), transponders should be transmitting
_on" with altitude reporting continuously while
moving on the airport surface if so equipped.
37.7.2_Transponder Code Designation
37.7.2.1_For ATC to utilize one or a combination of
the 4096 discrete codes, FOUR DIGIT CODE
DESIGNATION will be used; e.g., code 2100 will be
expressed as TWO ONE ZERO ZERO. Due to the
operational characteristics of the rapidly expanding
automated ATC system, THE LAST TWO DIGITS
OF THE SELECTED TRANSPONDER CODE
SHOULD ALWAYS READ ‘00’ UNLESS SPECIF-
ICALLY REQUESTED BY ATC TO BE OTHER-
WISE.
37.7.3_Automatic Altitude Reporting (Mode C)
37.7.3.1_Some transponders are equipped with a
Mode_C automatic altitude reporting capability. This
system converts aircraft altitude in 100 foot
increments to coded digital information which is
transmitted together with Mode C framing pulses to
the interrogating radar facility. The manner in which
transponder panels are designed differs, therefore, a
pilot should be thoroughly familiar with the operation
of the transponder so that ATC may realize its full
capabilities.
AIP ENR 1.1-41
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
37.7.3.2_Adjust transponder to reply on the
Mode_A/3 code specified by ATC and, if equipped, to
reply on Mode C with altitude reporting capability
activated unless deactivation is directed by ATC or
unless the installed aircraft equipment has not been
tested and calibrated as required by 14 CFR Section
91.217. If deactivation is required by ATC, run off the
altitude reporting feature of your transponder. An
instruction by ATC to _STOP ALTITUDE
SQUAWK, ALTITUDE DIFFERS (number of feet)
FEET," may be an indication that your transponder is
transmitting incorrect altitude information or that you
have an incorrect altimeter setting. While an incorrect
altimeter setting has no effect on the Mode_C altitude
information transmitted by your transponder
(transponders are preset at 29.92), it would cause you
to fly at an actual altitude different from your
assigned altitude. When a controller indicates that an
altitude readout is invalid, the pilot should initiate a
check to verify that the aircraft altimeter is set
correctly.
37.7.3.3_Pilots of aircraft with operating Mode C
altitude reporting transponders should exact altitude/
flight level to the nearest hundred foot increment
when establishing initial contact with an ATC. Exact
altitude/flight level reports on initial contact provide
ATC with information that is required prior to using
Mode C altitude information for separation purposes.
This will significantly reduce altitude verification
requests.
37.7.4_Transponder IDENT Feature
37.7.4.1_The transponder shall be operated only as
specified by ATC. Activate the _IDENT" feature only
upon request of the ATC controller.
37.7.5_Code Changes
37.7.5.1_When making routine code changes, pilots
should avoid inadvertent selection of Codes 7500,
7600, or 7700 thereby causing momentary false
alarms at automated ground facilities. For example
when switching from Code 2700 to Code 7200,
switch first to 2200 then 7200, NOT to 7700 and then
7200. This procedure applies to nondiscrete
Code_7500 and all discrete codes in the 7600 and
7700 series (i.e., 7600-7677, 7700-7777) which will
trigger special indicators in automated facilities.
Only nondiscrete Code 7500 will be decoded as the
hijack code.
37.7.5.2_Under no circumstances should a pilot of a
civil aircraft operate the transponder on Code 7777.
This code is reserved for military interceptor
operations.
37.7.5.3_Military pilots operating VFR or IFR within
restricted/warning areas should adjust their transponders to Code 4000, unless another code has been
assigned by ATC.
37.7.6_Mode C Transponder Requirements
37.7.6.1_Specific details concerning requirements to
carry and operate Mode C transponders, as well as
exceptions and ATC authorized deviations from the
requirements are found in 14 CFR Sections_91.215
and 99.12.
37.7.6.2_In general, the CFR requires aircraft to be
equipped with Mode C transponders when operating:
a)_At or above 10,000 feet MSL over the
48_contiguous states or the District of Columbia,
excluding that airspace below 2,500 feet AGL.
b)_Within 30 miles of a Class B airspace primary
airport, below 10,000 feet MSL. Balloons, gliders,
and aircraft not equipped with an engine driven
electrical system are excepted from the above
requirements when operating below the floor of
Class_A airspace and/or; outside of Class B airspace
and below the ceiling of the Class B airspace (or
10,000 feet MSL, whichever is lower).
c)_Within and above all Class C airspace up to
10,000 feet MSL.
d)_Within 10 miles of certain designated airports
from the surface to 10,000 feet MSL, excluding that
airspace which is both outside Class D airspace and
below 1,200 feet AGL. Balloons, gliders and aircraft
not equipped with an engine driven electrical system
are excepted from this requirement.
37.7.6.3_14 CFR Section 99.12 requires all aircraft
flying into, within, or across the contiguous U.S.
ADIZ be equipped with a Mode C or Mode S
transponder. Balloons, gliders, and aircraft not
equipped with an engine driven electrical system are
excepted from this requirement.
37.7.6.4_Pilots shall ensure that their aircraft
transponder is operating on an appropriate ATC
assigned VFR/IFR code and Mode C when operating
in such airspace. If in doubt about the operational
status of either feature of your transponder while
airborne, contact the nearest ATC facility or FSS and
AIP ENR 1.1-42
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
they will advise you what facility you should contact
for determining the status of your equipment.
37.7.6.5_Inflight requests for _immediate" deviation
from the transponder requirements may be approved
by controllers only when the flight will continue IFR
or when weather conditions prevent VFR descent and
continued VFR flight in airspace not affected by the
CFR. All other requests for deviation should be made
by contacting the nearest FSS or air traffic facility in
person or by telephone. The nearest ARTCC will
normally be the controlling agency and is responsible
for coordinating requests involving deviations in
other ARTCC’s areas.
37.7.7_Transponder Operation Under Visual
Flight Rules (VFR)
37.7.7.1_Unless otherwise instructed by an ATC
Facility, adjust transponder to reply on Mode 3/A
Code 1200 regardless of altitude.
37.7.7.2_Adjust transponder to reply on Mode C,
with altitude reporting capability activated if the
aircraft is so equipped, unless deactivation is directed
by ATC or unless the installed equipment has not been
tested and calibrated as required by 14 CFR
Section_91.217. If deactivation is required and your
transponder is so designed, turn off the altitude
reporting switch and continue to transmit Mode C
framing pulses. If this capability does not exist, turn
off Mode C.
37.7.8_Radar Beacon Phraseology
37.7.8.1_Air traffic controllers, both civil and
military, will use the following phraseology when
referring to operation of the ATCRBS. Instructions
by ATC refer only to Mode A/3 or Mode C operations
and do not affect the operation of the transponder on
other modes.
a)_SQUAWK (number)._Operate radar beacon
transponder on designated code in Mode A/3.
b)_IDENT._Engage the _IDENT" feature
(military I/P) of the transponder.
c)_SQUAWK (number) AND IDENT._Operate
transponder on specified code in Mode A/3 and
engage the _IDENT" (military I/P) feature.
d)_SQUAWK STANDBY._Switch transponder to
standby position.
e)_SQUAWK LOW/NORMAL._Operate transponder on low or normal sensitivity as specified.
Transponder is operated in _NORMAL" position
unless ATC specified _LOW." (_ON" is used instead
of _NORMAL" as a master control label on some
types of transponders.)
f)_SQUAWK ALTITUDE._Activate Mode C
with automatic altitude reporting.
g)_STOP ALTITUDE SQUAWK._Turn off
altitude reporting switch and continue transmitting
Mode C framing pulses. If your equipment does not
have this capability, turn off Mode C.
h)_STOP SQUAWK (mode in use)._Switch off
specified mode. (Use for military aircraft when the
controller is unaware if a military service requires the
aircraft to continue operating on another mode.)
i)_STOP SQUAWK._Switch off transponder.
j)_SQUAWK MAYDAY._Operate transponder in
the emergency position. (Mode A Code_7700 for civil
transponder. Mode 3 Code 7700 and emergency
feature for military transponder.)
k)_SQUAWK VFR._Operate radar beacon transponder on code 1200 in the MODE A/3, or other
appropriate VFR code.
37.8_Emergency Operation
37.8.1_When an emergency occurs, the pilot of an
aircraft equipped with a coded radar beacon transponder who desires to alert a ground radar facility to
an emergency condition and who cannot establish
communications without delay with an ATC facility
may adjust the transponder to reply on Mode A/3,
Code 7700.
37.8.2_Pilots should understand that they may not be
within a radar coverage area and that, even if they are,
certain radar facilities are not yet equipped to
automatically recognize Code 7700 as an emergency
signal. Therefore, they should establish radio
communications with an ATC facility as soon as
possible.
37.9_Radio Failure Operation
37.9.1_Should the pilot of an aircraft equipped with
a coded radar beacon transponder experience a loss of
two-way radio capability the pilot should:
37.9.1.1_Adjust the transponder to reply on
MODE_A/3, Code 7600.
37.9.1.2_Understand that the aircraft may not be in an
area of radar coverage.
AIP ENR 1.1-43
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
37.9.2_Pilots should understand that they may not be
in an area of radar coverage. Also, many radar
facilities are not presently equipped to automatically
display Code 7600 and will interrogate 7600 only
when the aircraft is under direct radar control at the
time of radio failure. However, replying on
Code_7700 first, increases the probability of early
detection of a radio failure condition.
37.10_Radar Services
37.10.1_Safety Alert
37.10.1.1_A safety alert will be issued to pilots of
aircraft being controlled by ATC if the controller is
aware the aircraft is at an altitude which, in the
controller’s judgment, places the aircraft in unsafe
proximity to terrain, obstructions, or other aircraft.
The provision of this service is contingent upon the
capability of the controller to have an awareness of
situations involving unsafe proximity to terrain,
obstructions, and uncontrolled aircraft. The issuance
of a safety alert cannot be mandated, but it can be
expected on a reasonable, though intermittent, basis.
Once the alert is issued, it is solely the pilot’s
prerogative to determine what course of action, if any,
will be taken. This procedure is intended for use in
time critical situations where aircraft safety is in
question. Noncritical situations should be handled via
the normal traffic alert procedures.
37.10.2_Terrain/Obstruction Alert
37.10.2.1_Controllers will immediately issue an alert
to the pilots of aircraft under their control when they
recognize that the aircraft is at an altitude which, in
their judgment, may be in unsafe proximity to
terrain/obstructions. The primary method of detecting unsafe proximity is through Mode C automatic
altitude reports.
EXAMPLE-
Low altitude alert, check your altitude immediately. The, as
appropriate, MEA/MVA/MOCA in your area is (altitude)
or, if past the final approach fix (nonprecision approach) or
the outer marker or fix used in lieu of the outer marker
(precision approach), the, as appropriate, MDA/DH (if
known) is (altitude).
37.10.2.2_Terminal Automated Radar Terminal
System (ARTS) IIIA, Common ARTS (to include
ARTS IIIE and ARTS IIE) (CARTS), Micro En Route
Automated Radar Tracking System (MEARTS), and
Standard Terminal Automation Replacement System
(STARS) facilities have an automated function
which, if operating, alerts controllers when a tracked
Mode C equipped aircraft under their control is below
or is predicted to be below a predetermined minimum
safe altitude. This function, called Minimum Safe
Altitude Warning (MSAW), is designed solely as a
controller aid in detecting potentially unsafe aircraft
proximity to terrain/obstructions. The ARTS IIIA,
CARTS, MEARTS, and STARS facility will, when
MSAW is operating, provide MSAW monitoring for
all aircraft with an operating Mode C altitude
encoding transponder that are tracked by the system
and are:
a)_Operating on a IFR flight plan.
b)_Operating VFR and have requested MSAW
monitoring.
37.10.2.3_Terminal AN/TPX-42A (number beacon
decoder system) facilities have an automated
function called Low Altitude Alert System (LAAS).
Although not as sophisticated as MSAW, LAAS
alerts the controller when a Mode C transponder
equipped aircraft operating on a IFR flight plan is
below a predetermined minimum safe altitude.
NOTE-
Pilots operating VFR may request MSAW or LAAS
monitoring if their aircraft are equipped with Mode C
transponders.
EXAMPLE-
Apache Three Three Papa requests MSAW/LAAS.
37.10.3_Aircraft Conflict Alert
37.10.3.1_Controllers will immediately issue an alert
to the pilots of aircraft under their control if they are
aware of an aircraft that is not under their control at
an altitude which, in the controller’s judgment, places
both aircraft in unsafe proximity to each other. With
the alert, when feasible, the controller will offer the
pilot the position of the traffic if time permits and an
alternate course(s) of action. Any alternate course of
action the controller may recommend to the pilot will
be predicated only on other traffic in the controller’s
jurisdiction.
EXAMPLE-
American Three, traffic alert, (position of traffic, if time
permits), advise you turn right/left heading (degrees)
and/or climb/descend to (altitude) immediately.
AIP ENR 1.1-44
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
37.10.4_Radar Traffic Information Service
(RTIS)
37.10.4.1_This is a service provided by radar ATC
facilities. Pilots receiving this service are advised of
any radar target observed on the radar display which
may be in such proximity to the position of their
aircraft or its intended route of flight that it warrants
their attention. This service is not intended to relieve
the pilot of the responsibility for continual vigilance
to see and avoid other aircraft.
a)_Purpose of this Service
1)_The issuance of traffic information as
observed on a radar display is based on the principle
of assisting and advising a pilot that a particular radar
target’s position and track indicates it may intersect or
pass in such proximity to the intended flight path that
it warrants the pilot’s attention. This is to alert the
pilot to the traffic, to be on the lookout for it, and
thereby be in a better position to take appropriate
action should the need arise.
2)_Pilots are reminded that the surveillance
radar used by ATC does not provide altitude
information unless the aircraft is equipped with
Mode_C and the radar facility is capable of displaying
altitude information.
b)_Provisions of the Service
1)_Many factors, such as limitations of the radar,
volume of traffic, controller workload, and communications frequency congestion could prevent the
controller from providing this service. Controllers
possess complete discretion for determining whether
they are able to provide or continue to provide this
service in a specific case. The controller’s reason
against providing or continuing to provide the service
in a particular case is not subject to question nor need
it be communicated to the pilot. In other words, the
provision of this service is entirely dependent upon
whether controllers believe they are in a position to
provide it. Traffic information is routinely provided
to all aircraft operating on IFR flight plans except
when the pilot declines the service, or the pilot is
operating within Class A airspace. Traffic information may be provided to flights not operating on IFR
Flight Plans when requested by pilots of such flights.
NOTE-
Radar ATC facilities normally display and monitor both
primary and secondary radar when it is available, except
that secondary radar may be used as the sole display
source in Class A airspace, and under some circumstances
outside of Class A airspace (beyond primary coverage and
in en route areas where only secondary is available).
Secondary radar may also be used outside Class A
airspace as the sole display source when the primary radar
is temporarily unusable or out of service. Pilots in contact
with the affected ATC facility are normally advised when
a temporary outage occurs; i.e., _primary radar out of
service; traffic advisories available on transponder
aircraft only." This means simply that only the aircraft
which have transponders installed and in use will be
depicted on ATC radar indicators when the primary radar
is temporarily out of service.
2)_When receiving VFR radar advisory service,
pilots should monitor the assigned frequency at all
times. This is to preclude controllers’ concern for
radio failure of emergency assistance to aircraft under
the controller’s jurisdiction. VFR radar advisory
service does not include vectors away from
conflicting traffic unless requested by the pilot. When
advisory service is no longer desired, advise the
controller before changing frequencies, then change
your transponder code to 1200 if applicable. THE, as
appropriate, MEA/MVA/MOCA IN YOUR AREA
IS (altitude) or if past the final approach fix, THE, as
appropriate, MDA/DH (if known) is (altitude).
Except in programs where radar service is
automatically terminated, the controller will advise
the aircraft when radar is terminated.
NOTE-
Participation by VFR pilots in formal programs
implemented at certain terminal locations constitutes pilot
request. This also applies to participating pilots at those
locations where arriving VFR flights are encouraged to
make their first contact with the tower on the approach
control frequency.
c)_Issuance of Traffic Information. Traffic
information will include the following concerning a
target which may constitute traffic for an aircraft that
is:
1)_Radar identified.
(a)_Azimuth from the aircraft in terms of the
twelve hour clock.
AIP ENR 1.1-45
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
(b)_When rapidly maneuvering civil test or
military aircraft prevent accurate issuance of traffic
as in a) above, specify the direction from an aircraft’s
position in terms of the eight cardinal compass points
(N, NE, E, SE, S, SW, W, NW). This method shall be
terminated at the pilot’s request.
(c)_Distance from the aircraft in nautical
miles.
(d)_Direction in which the target is proceeding.
(e)_Type of aircraft and altitude if known.
EXAMPLE-
Traffic 10 o’clock, 3 miles, west-bound (type aircraft and
altitude, if known, of the observed traffic). The altitude may
be known, by means of Mode_C, but not verified with the
pilot for accuracy. (To be valid for separation purposes by
ATC, the accuracy of Mode C readouts must be verified.
This is usually accomplished upon initial entry into the
radar system by a comparison of the readout to pilot stated
altitude, or the field elevation in the case of continuous
readout being received from an aircraft on the airport.)
When necessary to issue traffic advisories containing
unverified altitude information, the controller will issue the
advisory in the same manner as if it were verified due to the
accuracy of these readouts. The pilot may, upon receipt of
traffic information, request a vector (heading) to avoid
such traffic. The vector will be provided to the extent
possible as determined by the controller provided the
aircraft to be vectored is within the airspace under the
jurisdiction of the controller.
2)_Not radar identified
(a)_Distance and direction with respect to a
fix.
(b)_Direction in which the target is
proceeding.
(c)_Type of aircraft and altitude if known.
EXAMPLE-
Traffic 8 miles south of the airport northeastbound, (type
aircraft and altitude if known).
d)_The examples depicted in FIG ENR 1.1-24 and
FIG ENR 1.1-25 point out the possible error in the
position of this traffic when it is necessary for a pilot
to apply drift correction to maintain this track. This
error could also occur in the event a change in course
is made at the time radar traffic information is issued.
FIG ENR 1.1-24
Induced Error in Position of Traffic
TRACK
(A) (B)
WIND
TRACK
EXAMPLE-
In FIG ENR 1.1-24, traffic information would be issued to
the pilot of aircraft _A" as 12 o’clock. The actual position
of the traffic as seen by the pilot of aircraft _A" would be
one o’clock. Traffic information issued to aircraft _B"
would also be given as 12 o’clock, but in this case, the pilot
of _B" would see the traffic at 11 o’clock.
FIG ENR 1.1-25
Induced Error in Position of Traffic
TRACK
(C)
(D)
WIND
TRACK
EXAMPLE-
In FIG ENR 1.1-25, traffic information would be issued to
the pilot of aircraft _C" as two o’clock. The actual position
of the traffic as seen by the pilot of aircraft _C" would be
three o’clock. Traffic information issued to aircraft _D"
would be at an 11 o’clock position. Since it is not necessary
for the pilot of aircraft _D" to apply wind correction
(CRAB) to remain on track, the actual position of the traffic
issued would be correct. Since the radar controller can
only observe aircraft track (course) on the radar display,
traffic advisories are issued accordingly, and pilots should
give due consideration to this fact when looking for
reported traffic.
37.11_Radar Assistance to VFR Aircraft
37.11.1_Radar equipped FAA ATC facilities provide
radar assistance and navigation service (vectors) to
VFR aircraft provided the aircraft can communicate
with the facility, are within radar coverage, and can be
radar identified.
AIP ENR 1.1-46
United States of America 15 MAR 07
Federal Aviation Administration
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37.11.2_Pilots should clearly understand that authorization to proceed in accordance with such radar
navigational assistance does not constitute authorization for the pilot to violate Federal Aviation
Regulations. In effect, assistance provided is on the
basis that navigational guidance information issued is
advisory in nature and the job of flying the aircraft
safely remains with the pilot.
37.11.3_In many cases, controllers will be unable to
determine if flight into instrument conditions will
result from their instructions. To avoid possible
hazards resulting from being vectored into IFR
conditions, pilots should keep controllers advised of
the weather conditions in which they are operating
and along the course ahead.
37.11.4_Radar navigation assistance (vectors) may
be initiated by the controller when one of the following conditions exist:
37.11.4.1_The controller suggests the vector and the
pilot concurs.
37.11.4.2_A special program has been established
and vectoring service has been advertised.
37.11.4.3_In the controller’s judgment the vector is
necessary for air safety.
37.11.5_Radar navigation assistance (vectors) and
other radar derived information may be provided in
response to pilot requests. Many factors, such as
limitations of radar, volume of traffic, communications frequency, congestion, and controller workload
could prevent the controller from providing it.
Controllers have complete discretion for determining
if they are able to provide the service in a particular
case. Their decision not to provide the service in a
particular case is not subject to question.
38. Operational Policy/Procedures for
Reduced Vertical Separation Minimum
(RVSM) in the Domestic U.S., Alaska,
Offshore Airspace and the San Juan FIR
38.1_Applicability and RVSM Mandate (Date/
Time and Area)
38.1.1_Applicability._The policies, guidance and
direction in this section apply to RVSM operations in
the airspace over the lower 48 states, Alaska, Atlantic
and Gulf of Mexico High Offshore Airspace and
airspace in the San Juan FIR where VHF or UHF
voice direct controller-pilot communication (DCPC)
is normally available. Policies, guidance and
direction for RVSM operations in oceanic airspace
where VHF or UHF voice DCPC is not available and
the airspace of other countries are posted on the FAA
_RVSM Documentation" Webpage described in
paragraph 38.3, Aircraft and Operator Approval
Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval.
38.1.2_Mandate._At 0901 UTC on January 20,
2005, the FAA implemented RVSM between flight
level_(FL) 290-410 (inclusive) in the following
airspace:_the airspace of the lower 48 states of the
United States, Alaska, Atlantic and Gulf of Mexico
High Offshore Airspace and the San Juan FIR. (A
chart showing the location of offshore airspace is
posted on the Domestic U.S. RVSM (DRVSM)
Webpage. See paragraph 38.3.) On the same time and
date, RVSM was also introduced into the adjoining
airspace of Canada and Mexico to provide a seamless
environment for aircraft traversing those borders. In
addition, RVSM was implemented on the same date
in the Caribbean and South American regions.
38.1.3_RVSM Authorization._In accordance with
14_CFR Section 91.180, with only limited exceptions, prior to operating in RVSM airspace, operators
and aircraft must have received RVSM authorization
from the responsible civil aviation authority. (See
paragraph_38.10, Procedures for Accommodation of
Non-RVSM Aircraft.) If the operator or aircraft or
both have not been authorized for RVSM operations,
the aircraft will be referred to as a _non-RVSM"
aircraft. Paragraph 38.10 discusses ATC policies for
accommodation of non-RVSM aircraft flown by the
Department of Defense, Air Ambulance (Lifeguard)
operators, foreign State governments and aircraft
flown for certification and development. Paragraph_38.11, _Non-RVSM Aircraft Requesting
Climb to and Descent from Flight Levels Above
RVSM Airspace Without Intermediate Level Off,
contains policies for non-RVSM aircraft climbing
and descending through RVSM airspace to/from
flight levels above RVSM airspace.
38.1.4_Benefits._RVSM enhances ATC flexibility,
mitigates conflict points, enhances sector throughput,
reduces controller workload and enables crossing
traffic. Operators gain fuel savings and operating
efficiency benefits by flying at more fuel efficient
flight levels and on more user preferred routings.
AIP ENR 1.1-47
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
38.2 Flight Level Orientation Scheme
Altitude assignments for direction of flight follow a
scheme of odd altitude assignment for magnetic
courses 000-179 degrees and even altitudes for
magnetic courses 180-359 degrees for flights up to
and including FL 410, as indicated in
FIG ENR 1.1-26.
FIG ENR 1.1-26
Flight Level Orientation Scheme
NOTE-
Odd Flight Levels: Magnetic Course 000-179 Degrees
Even Flight Levels: Magnetic Course 180-359 Degrees.
38.3 Aircraft and Operator Approval
Policy/Procedures, RVSM Monitoring and
Databases for Aircraft and Operator Approval
38.3.1 RVSM Authority. 14 CFR Section 91.180
applies to RVSM operations within the U.S. 14 CFR
Section 91.706 applies to RVSM operations outside
the U.S. Both sections require that the operator obtain
authorization prior to operating in RVSM airspace.
14 CFR Section 91.180 requires that, prior to
conducting RVSM operations within the U.S., the
operator obtain authorization from the FAA or from
the responsible authority, as appropriate. In addition,
it requires that the operator and the operator’s aircraft
comply with the standards of 14 CFR Part 91
Appendix G (Operations in RVSM Airspace).
38.3.2 Sources of Information. The FAA
RVSM Website Homepage can be accessed at:
h t tp:/ /ww w.faa.gov /ab out/offic e_o rg/
headquarters_offices/ato/service_units/enroute/
rvsm/. The “RVSM Documentation” and “Domestic
RVSM” webpages are linked to the RVSM
Homepage. “RVSM Documentation” contains guidance and direction for an operator to obtain aircraft
and operator approval to conduct RVSM operations.
It provides information for DRVSM and oceanic and
international RVSM airspace. It is recommended that
operators planning to operate in Domestic U.S.
RVSM airspace first review the following documents
to orient themselves to the approval process.
38.3.2.1 Under “Area of Operations Specific
Information,” the document, “Basic Operator
Information on DRVSM Programs,” provides an
overview of the DRVSM program and the related
aircraft and operator approval programs.
38.3.2.2 In the “Getting Started” section, review the
“RVSM Approval Checklist -U.S. Operators” or
“RVSM Approval Checklist -Non-U.S. Operators”
(as applicable). These are job aids or checklists that
show aircraft/operator approval process events with
references to related RVSM documents published on
the website.
38.3.2.3 Under “Documents Applicable to All
RVSM Approvals,” review “RVSM Area New to the
Operator.” This document provides a guide for
operators that are conducting RVSM operations in
one or more areas of operation, but are planning to
conduct RVSM operations in an area where they have
not previously conducted RVSM operations, such as
the U.S.
38.3.3 TCAS Equipage. TCAS equipage requirements are contained in 14 CFR Sections 121.356,
125.224, 129.18 and 135.189. Part 91 Appendix G
does not contain TCAS equipage requirements
specific to RVSM, however, Appendix G does
require that aircraft equipped with TCAS II and flown
in RVSM airspace be modified to incorporate
TCAS II Version 7.0 or a later version.
38.3.4 Aircraft Monitoring. Operators are required to participate in the RVSM aircraft monitoring
program. The “Monitoring Requirements and
Procedures” section of the RVSM Documentation
Webpage contains policies and procedures for
participation in the monitoring program. Ground-
based and GPS-based monitoring systems are
31 JULY 08
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United States of America 15 MAR 07
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available for the Domestic RVSM program.
Monitoring is a quality control program that enables
the FAA and other civil aviation authorities to assess
the in-service altitude-keeping performance of
aircraft and operators.
38.3.5 Registration on RVSM Approvals
Databases. The “Registration on RVSM Approvals
Database” section of the RVSM Documentation
Webpage provides policies/procedures for operator
and aircraft registration on RVSM approvals
databases.
38.3.5.1 Purpose of RVSM Approvals Databases.
ATC does not use RVSM approvals databases to
determine whether or not a clearance can be issued
into RVSM airspace. RVSM program managers do
regularly review the operators and aircraft that
operate in RVSM airspace to identify and investigate
those aircraft and operators flying in RVSM airspace,
but not listed on the RVSM approvals databases.
38.3.5.2 Registration of U.S. Operators. When
U.S. operators and aircraft are granted RVSM
authority, the FAA Flight Standards office makes an
input to the FAA Program Tracking and Reporting
Subsystem (PTRS). The Separation Standards Group
at the FAA Technical Center obtains PTRS operator
and aircraft information to update the FAA
maintained U.S. Operator/Aircraft RVSM Approvals
Database. Basic database operator and aircraft
information can be viewed on the RVSM Documentation Webpage by clicking on the appropriate
database icon.
38.3.5.3 Registration of Non-U.S. Operators.
Non-U.S. operators can find policy/procedures for
registration on the North American Approvals
Registry and Monitoring Organization (NAARMO)
database in the “Registration on RVSM Approvals
Database” section of RVSM Documentation.
38.4 Flight Planning into RVSM Airspace
38.4.1 Operators that do not file the correct aircraft
equipment suffix on the FAA or ICAO Flight Plan
may be denied clearance into RVSM airspace.
Policies for the FAA Flight Plan are detailed in
subparagraph 38.4.3 below. Policies for the ICAO
Flight Plan are detailed in subparagraph 38.4.4.
38.4.2 The operator will annotate the equipment
block of the FAA or ICAO Flight Plan with an aircraft
equipment suffix indicating RVSM capability only
after the responsible civil aviation authority has
determined that both the operator and its aircraft are
RVSM-compliant and has issued RVSM authorization to the operator.
38.4.3 General Policies for FAA Flight Plan
Equipment Suffix. TBL ENR 1.10-1, Aircraft Suffixes, allows operators to indicate that the aircraft has
both RVSM and Advanced Area Navigation (RNAV)
capabilities or has only RVSM capability.
38.4.3.1 The operator will annotate the equipment
block of the FAA Flight Plan with the appropriate
aircraft equipment suffix from TBL ENR 1.10-1.
38.4.3.2 Operators can only file one equipment
suffix in block 3 of the FAA Flight Plan. Only this
equipment suffix is displayed directly to the
controller.
38.4.3.3 Aircraft with RNAV Capability. For flight
in RVSM airspace, aircraft with RNAV capability, but
not Advanced RNAV capability, will file “/W”. Filing
“/W” will not preclude such aircraft from filing and
flying direct routes in en route airspace.
38.4.4 Policy for ICAO Flight Plan Equipment
Suffixes.
38.4.4.1 Operators/aircraft that are RVSM-compliant and that file ICAO flight plans will file “/W” in
block 10 (Equipment) to indicate RVSM authorization and will also file the appropriate ICAO Flight
Plan suffixes to indicate navigation and communication capabilities. The equipment suffixes in
TBL ENR 1.10-1 are for use only in an FAA Flight
Plan (FAA Form 7233-1).
38.4.4.2 Operators/aircraft that file ICAO flight
plans that include flight in Domestic U.S. RVSM
airspace must file “/W” in block 10 to indicate RVSM
authorization.
38.4.5 Importance of Flight Plan Equipment
Suffixes. The operator must file the appropriate
equipment suffix in the equipment block of the FAA
Flight Plan (FAA Form 7233-1) or the ICAO Flight
Plan. The equipment suffix informs ATC:
38.4.5.1 Whether or not the operator and aircraft are
authorized to fly in RVSM airspace.
38.4.5.2 The navigation and/or transponder
capability of the aircraft (e.g., advanced RNAV,
Transponder with Mode C).
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United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
38.4.6_Significant ATC uses of the flight plan
equipment suffix information are:
38.4.6.1_To issue or deny clearance into RVSM
airspace.
38.4.6.2_To apply a 2,000 foot vertical separation
minimum in RVSM airspace to aircraft that are not
authorized for RVSM, but are in one of the limited
categories that the FAA has agreed to accommodate.
(See paragraphs 38.10, Procedures for Accommodation of Non-RVSM Aircraft, and 38.11, Non-RVSM
Aircraft Requesting Climb to and Descent from
Flight Levels Above RVSM Airspace Without
Intermediate Level Off, for policy on limited
operation of unapproved aircraft in RVSM airspace).
38.4.6.3_To determine if the aircraft has _Advanced
RNAV" capabilities and can be cleared to fly
procedures for which that capability is required.
38.5_Pilot RVSM Operating Practices and
Procedures
38.5.1_RVSM Mandate._If either the operator or
the aircraft or both have not received RVSM
authorization (non-RVSM aircraft), the pilot will
neither request nor accept a clearance into RVSM
airspace unless:
38.5.1.1_The flight is conducted by a non-RVSM
DOD, Lifeguard, certification/development or foreign State (government) aircraft in accordance with
paragraph 38.10, Procedures for Accommodation of
Non-RVSM Aircraft.
38.5.1.2_The pilot intends to climb to or descend
from FL 430 or above in accordance with
paragraph_38.11, Non-RVSM Aircraft Requesting
Climb to and Descent from Flight Levels Above
RVSM Airspace Without Intermediate Level Off.
38.5.1.3_An emergency situation exists.
38.5.2_Basic RVSM Operating Practices and
Procedures._Appendix 4 of Guidance 91-RVSM
contains pilot practices and procedures for RVSM.
Operators must incorporate Appendix 4 practices and
procedures, as supplemented by the applicable
paragraphs of this section, into operator training or
pilot knowledge programs and operator documents
containing RVSM operational policies. Guidance_91-RVSM is published on the RVSM Docu-
mentation Webpage under _Documents Applicable to
All RVSM Approvals."
38.5.3_Appendix 4 contains practices and procedures for flight planning, preflight procedures at the
aircraft, procedures prior to RVSM airspace entry,
inflight (en route) procedures, contingency procedures and post flight.
38.5.4_The following paragraphs either clarify or
supplement Appendix 4 practices and procedures.
38.6_Guidance on Severe Turbulence and
Mountain Wave Activity (MWA)
38.6.1_Introduction/Explanation
38.6.1.1_The information and practices in this
paragraph are provided to emphasize to pilots and
controllers the importance of taking appropriate
action in RVSM airspace when aircraft experience
severe turbulence and/or MWA that is of sufficient
magnitude to significantly affect altitude-keeping.
38.6.1.2_Severe Turbulence._Severe turbulence
causes large, abrupt changes in altitude and/or
attitude usually accompanied by large variations in
indicated airspeed. Aircraft may be momentarily out
of control. Encounters with severe turbulence must
be remedied immediately in any phase of flight.
Severe turbulence may be associated with MWA.
38.6.1.3_Mountain Wave Activity (MWA)
a)_Significant MWA occurs both below and above
the floor of RVSM airspace, FL 290. MWA often
occurs in western states in the vicinity of mountain
ranges. It may occur when strong winds blow
perpendicular to mountain ranges resulting in up and
down or wave motions in the atmosphere. Wave
action can produce altitude excursions and airspeed
fluctuations accompanied by only light turbulence.
With sufficient amplitude, however, wave action can
induce altitude and airspeed fluctuations accompanied by severe turbulence. MWA is difficult to
forecast and can be highly localized and short lived.
b)_Wave activity is not necessarily limited to the
vicinity of mountain ranges. Pilots experiencing
wave activity anywhere that significantly affects
altitude-keeping can follow the guidance provided
below.
AIP ENR 1.1-50
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
c)_Inflight MWA Indicators (Including Turbulence)._Indicators that the aircraft is being subjected
to MWA are:
1)_Altitude excursions and/or airspeed
fluctuations with or without associated turbulence.
2)_Pitch and trim changes required to maintain
altitude with accompanying airspeed fluctuations.
3)_Light to severe turbulence depending on the
magnitude of the MWA.
38.6.1.4_Priority for Controller Application of
Merging Target Procedures
a)_Explanation of Merging Target Procedures._As described in subparagraph_38.6.3.3 below,
ATC will use _merging target procedures" to mitigate
the effects of both severe turbulence and MWA. The
procedures in subparagraph_38.6.3.3 have been
adapted from existing procedures published in FAA
Order 7110.65, Air Traffic Control, paragraph 5-1-8,
Merging Target Procedures. Paragraph 5-1-8 calls
for en route controllers to advise pilots of potential
traffic that they perceive may fly directly above or
below his/her aircraft at minimum vertical separation. In response, pilots are given the option of
requesting a radar vector to ensure their radar target
will not merge or overlap with the traffic’s radar
target.
b)_The provision of _merging target procedures"
to mitigate the effects of severe turbulence and/or
MWA is not optional for the controller, but rather is
a priority responsibility. Pilot requests for vectors for
traffic avoidance when encountering MWA or pilot
reports of _Unable RVSM due turbulence or MWA"
are considered first priority aircraft separation and
sequencing responsibilities. (FAA Order 7110.65,
paragraph 2-1-2, Duty Priority, states that the
controller’s first priority is to separate aircraft and
issue safety alerts).
c)_Explanation of the term _traffic permitting."_The contingency actions for MWA and severe
turbulence detailed in paragraph_38.9, Contingency
Actions:_Weather Encounters and Aircraft System
Failures, state that the controller will _vector aircraft
to avoid merging targets with traffic at adjacent flight
levels, traffic permitting." The term _traffic permitting"_is not intended to imply that merging
target_procedures are not a priority duty. The term is
intended to recognize that, as stated in FAA
Order_7110.65, paragraph 2-1-2, Duty Priority, there
are circumstances when the controller is required to
perform more than one action and must _exercise
their best judgment based on the facts and
circumstances known to them" to prioritize their
actions. Further direction given is:__That action
which is most critical from a safety standpoint is
performed first."
38.6.1.5_TCAS Sensitivity._For both MWA and
severe turbulence encounters in RVSM airspace, an
additional concern is the sensitivity of collision
avoidance systems when one or both aircraft
operating in close proximity receive TCAS advisories in response to disruptions in altitude hold
capability.
38.6.2_Pre-flight tools._Sources of observed and
forecast information that can help the pilot ascertain
the possibility of MWA or severe turbulence are:
Forecast Winds and Temperatures Aloft (FD), Area
Forecast (FA), SIGMETs and PIREPs.
38.6.3_Pilot Actions When Encountering
Weather (e.g., Severe Turbulence or MWA)
38.6.3.1_Weather Encounters Inducing Altitude
Deviations of Approximately 200 feet._When the
pilot experiences weather induced altitude deviations
of approximately 200 feet, the pilot will contact ATC
and state _Unable RVSM Due (state reason)"
(e.g.,_turbulence, mountain wave). See contingency
actions in paragraph_38.9.
38.6.3.2_Severe Turbulence (including that
associated with MWA)._When pilots encounter
severe turbulence, they should contact ATC and
report the situation. Until the pilot reports clear of
severe turbulence, the controller will apply merging
target vectors to one or both passing aircraft to
prevent their targets from merging:
EXAMPLE-
_Yankee 123, FL 310, unable RVSM due severe
turbulence."
_Yankee 123, fly heading 290; traffic twelve o’clock,
10_miles, opposite direction; eastbound MD-80 at
FL_320" (or the controller may issue a vector to the
MD-80 traffic to avoid Yankee 123).
AIP ENR 1.1-51
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
38.6.3.3_MWA._When pilots encounter MWA, they
should contact ATC and report the magnitude and
location of the wave activity. When a controller
makes a merging targets traffic call, the pilot may
request a vector to avoid flying directly over or under
the traffic. In situations where the pilot is
experiencing altitude deviations of 200 feet or
greater, the pilot will request a vector to avoid traffic.
Until the pilot reports clear of MWA, the controller
will apply merging target vectors to one or both
passing aircraft to prevent their targets from merging:
EXAMPLE-
_Yankee 123, FL 310, unable RVSM due mountain wave."
_Yankee 123, fly heading 290; traffic twelve o’clock,
10_miles, opposite direction; eastbound MD-80 at
FL_320" (or the controller may issue a vector to the
MD-80 traffic to avoid Yankee 123).
38.6.3.4_FL Change or Re-route._To leave airspace where MWA or severe turbulence is being
encountered, the pilot may request a FL change
and/or re-route, if necessary.
38.7_Guidance on Wake Turbulence
38.7.1_Pilots should be aware of the potential for
wake turbulence encounters in RVSM airspace.
Experience gained since 1997 has shown that such
encounters in RVSM airspace are generally moderate
or less in magnitude.
38.7.2_Prior to DRVSM implementation, the FAA
established provisions for pilots to report wake
turbulence events in RVSM airspace using the NASA
Aviation Safety Reporting System (ASRS). A
_Safety Reporting" section established on the FAA
RVSM Documentation webpage provides contacts,
forms, and reporting procedures.
38.7.3_To date, wake turbulence has not been
reported as a significant factor in DRVSM
operations._European authorities also found that
reports of wake turbulence encounters did not
increase significantly after RVSM implementation
(eight versus seven reports in a ten-month period). In
addition, they found that reported wake turbulence
was generally similar to moderate clear air
turbulence.
38.7.4_Pilot Action to Mitigate Wake Turbulence
Encounters
38.7.4.1_Pilots should be alert for wake turbulence
when operating:
a)_In the vicinity of aircraft climbing or
descending through their altitude.
b)_Approximately 10-30 miles after passing
1,000_feet below opposite-direction traffic.
c)_Approximately 10-30 miles behind and
1,000_feet below same-direction traffic.
38.7.4.2_Pilots encountering or anticipating wake
turbulence in DRVSM airspace have the option of
requesting a vector, FL change, or if capable, a lateral
offset.
NOTE-
1._Offsets of approximately a wing span upwind generally
can move the aircraft out of the immediate vicinity of
another aircraft’s wake vortex.
2._In domestic U.S. airspace, pilots must request clearance
to fly a lateral offset. Strategic lateral offsets flown in
oceanic airspace do not apply.
38.7.5_The FAA will track wake turbulence events as
an element of its post implementation program. The
FAA will advertise wake turbulence reporting
procedures to the operator community and publish
reporting procedures on the RVSM Documentation
Webpage (See address in paragraph_38.3, Aircraft
and Operator Approval Policy/Procedures, RVSM
Monitoring and Databases for Aircraft and Operator
Approval.
38.8_Pilot/Controller Phraseology
TBL ENR 1.1-3 shows standard phraseology that
pilots and controllers will use to communicate in
DRVSM operations.
AIP ENR 1.1-52
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Nineteenth Edition
TBL ENR 1.1-3
Pilot/Controller Phraseology
Message Phraseology
For a controller to ascertain the RVSM approval status of
an aircraft:
(call sign) confirm RVSM approved
Pilot indication that flight is RVSM approved Affirm RVSM
Pilot report of lack of RVSM approval (non-RVSM status).
Pilot will report non-RVSM status, as follows:
Negative RVSM, (supplementary information,
e.g.,__Certification flight").
a. On the initial call on any frequency in the RVSM
airspace and . . .
b. In all requests for flight level changes pertaining to
flight levels within the RVSM airspace and . . .
c. In all read backs to flight level clearances pertaining
to flight levels within the RVSM airspace and . . .
d. In read back of flight level clearances involving
climb and descent through RVSM airspace
(FL 290 - 410)
Pilot report of one of the following after entry into RVSM
airspace:_all primary altimeters, automatic altitude control
systems or altitude alerters have failed.
(See paragraph 38.9, Contingency Actions:_Weather
Encounters and Aircraft System Failures).
NOTE-
This phrase is to be used to convey both the initial indication of
RVSM aircraft system failure and on initial contact on all
frequencies in RVSM airspace until the problem ceases to exist
or the aircraft has exited RVSM airspace.
Unable RVSM Due Equipment
ATC denial of clearance into RVSM airspace Unable issue clearance into RVSM airspace, maintain FL
*Pilot reporting inability to maintain cleared flight level
due to weather encounter. (See paragraph 38.9,
Contingency Actions:_Weather Encounters and Aircraft
System Failures).
*Unable RVSM due (state reason) (e.g., turbulence,
mountain wave)
ATC requesting pilot to confirm that an aircraft has
regained RVSM-approved status or a pilot is ready to
resume RVSM
Confirm able to resume RVSM
Pilot ready to resume RVSM after aircraft system or
weather contingency
Ready to resume RVSM
AIP ENR 1.1-53
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
38.9_Contingency Actions:_Weather Encounters
and Aircraft System Failures
TBL ENR 1.1-4 provides pilot guidance on actions
to take under certain conditions of aircraft system
failure and weather encounters. It also describes the
expected ATC controller actions in these situations. It
is recognized that the pilot and controller will use
judgment to determine the action most appropriate to
any given situation.
TBL ENR 1.1-4
Contingency Actions: Weather Encounters and Aircraft System Failures
Initial Pilot Actions in Contingency Situations
Initial pilot actions when unable to maintain flight level (FL) or unsure of aircraft altitude-keeping
capability:
_Notify ATC and request assistance as detailed below.
_Maintain cleared flight level, to the extent possible, while evaluating the situation.
_Watch for conflicting traffic both visually and by reference to TCAS, if equipped.
_Alert nearby aircraft by illuminating exterior lights (commensurate with aircraft limitations).
Severe Turbulence and/or Mountain Wave Activity (MWA) Induced
Altitude Deviations of Approximately 200 feet
Pilot will: Controller will:
_When experiencing severe turbulence and/or
MWA induced altitude deviations of
approximately 200 feet or greater, pilot will
contact ATC and state _Unable RVSM Due (state
reason)" (e.g., turbulence, mountain wave)
_If not issued by the controller, request vector
clear of traffic at adjacent FLs
_If desired, request FL change or re-route
_Report location and magnitude of turbulence or
MWA to ATC
_Vector aircraft to avoid merging target with
traffic at adjacent flight levels, traffic permitting
_Advise pilot of conflicting traffic
_Issue FL change or re-route, traffic permitting
_Issue PIREP to other aircraft
See paragraph 38.6, Guidance on Severe Turbulence
and Mountain Wave Activity (MWA), for detailed
guidance.
Paragraph 38.6 explains _traffic permitting."
AIP ENR 1.1-54
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
Mountain Wave Activity (MWA) Encounters - General
Pilot actions: Controller actions:
_Contact ATC and report experiencing MWA
_If so desired, pilot may request a FL change or
re-route
_Report location and magnitude of MWA to ATC
_Advise pilot of conflicting traffic at adjacent FL
_If pilot requests, vector aircraft to avoid merging
target with traffic at adjacent RVSM flight levels,
traffic permitting
_Issue FL change or re-route, traffic permitting
_Issue PIREP to other aircraft
See paragraph 38.6 for guidance on MWA. Paragraph 38.6 explains _traffic permitting."
NOTE-
MWA encounters do not necessarily result in altitude deviations on the order of 200 feet. The guidance below is
intended to address less significant MWA encounters.
Wake Turbulence Encounters
Pilot should: Controller should:
_Contact ATC and request vector, FL change or,
if capable, a lateral offset
_Issue vector, FL change or lateral offset clearance, traffic permitting
See paragraph 38.7, Guidance on Wake Turbulence. Paragraph 38.6 explains _traffic permitting."
_Unable RVSM Due Equipment"
Failure of Automatic Altitude Control System, Altitude Alerter or All Primary Altimeters
Pilot will: Controller will:
_Contact ATC and state _Unable RVSM Due
Equipment"
_Request clearance out of RVSM airspace unless
operational situation dictates otherwise
_Provide 2,000 feet vertical separation or
appropriate horizontal separation
_Clear aircraft out of RVSM airspace unless
operational situation dictates otherwise
One Primary Altimeter Remains Operational
Pilot will: Controller will:
_Cross check stand-by altimeter
_Notify ATC of operation with single primary
altimeter
_If unable to confirm primary altimeter accuracy,
follow actions for failure of all primary altimeters
_Acknowledge operation with single primary
altimeter
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United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
Transponder Failure
Pilot will: Controller will:
_Contact ATC and request authority to continue
to operate at cleared flight level
_Comply with revised ATC clearance, if issued
_Consider request to continue to operate at
cleared flight level
_Issue revised clearance, if necessary
NOTE-
14 CFR Section 91.215 (ATC transponder and altitude
reporting equipment and use) regulates operation with the
transponder inoperative.
38.10_Procedures for Accommodation of
Non-RVSM Aircraft
38.10.1_General Policies for Accommodation of
Non-RVSM Aircraft
38.10.1.1_The RVSM mandate calls for only RVSM
authorized aircraft/operators to fly in designated
RVSM airspace with limited exceptions. The policies
detailed below are intended exclusively for use by
aircraft that the FAA has agreed to accommodate.
They are not intended to provide other operators a
means to circumvent the normal RVSM approval
process.
38.10.1.2_If either the operator or aircraft or both
have not been authorized to conduct RVSM
operations, the aircraft will be referred to as a
_non-RVSM" aircraft. 14 CFR Section 91.180 and
Part 91 Appendix G enable the FAA to authorize a
deviation to operate a non-RVSM aircraft in RVSM
airspace.
38.10.1.3_Non-RVSM aircraft flights will be
handled on a workload permitting basis. The vertical
separation standard applied between aircraft not
approved for RVSM and all other aircraft shall be
2,000 feet.
38.10.1.4_Required Pilot Calls._The pilot of
non-RVSM aircraft will inform the controller of the
lack of RVSM approval in accordance with the
direction provided in paragraph 38.8, Pilot/Controller Phraseology.
38.10.2_Categories of Non-RVSM Aircraft that
may be Accommodated
Subject to FAA approval and clearance, the following
categories of non-RVSM aircraft may operate in
domestic U.S. RVSM airspace provided they have an
operational transponder.
38.10.2.1_Department of Defense (DOD) aircraft.
38.10.2.2_Flights conducted for aircraft certification
and development purposes.
38.10.2.3_Active air ambulance flights utilizing a
_Lifeguard" call sign.
38.10.2.4_Aircraft climbing/descending through
RVSM flight levels (without intermediate level off)
to/from FLs above RVSM airspace (Policies for these
flights are detailed in paragraph 38.11, Non-RVSM
Aircraft Requesting Climb to and Descent from
Flight Levels Above RVSM Airspace Without
Intermediate Level Off.
38.10.2.5_Foreign State (government) aircraft.
38.10.3_Methods for operators of non-RVSM
aircraft to request access to RVSM Airspace.
Operators may:
38.10.3.1_LOA/MOU._Enter into a Letter of
Agreement (LOA)/Memorandum of Understanding
(MOU) with the RVSM facility (the Air Traffic
facility that provides air traffic services in RVSM
airspace). Operators must comply with LOA/MOU.
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United States of America 15 MAR 07
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Nineteenth Edition
38.10.3.2_File-and-Fly._File a flight plan to notify
the FAA of their intention to request access to RVSM
airspace.
NOTE-
Priority for access to RVSM airspace will be afforded to
RVSM compliant aircraft, then File-and-Fly flights.
38.10.3.3_DOD._Some DOD non-RVSM aircraft
will be designated as aircraft requiring special
consideration. For coordination purposes they will be
referred to as STORM flights. DOD enters STORM
flights on the DOD Priority Mission website and
notifies the departure RVSM facility for flights that
are within 60_minutes of departure.
NOTE-
Special consideration will be afforded a STORM flight;
however, accommodation of any non-RVSM flight is
workload permitting.
38.10.4_Center Phone Numbers._Center phone
numbers are posted on the RVSM Documentation
Webpage, North American RVSM, Domestic U.S.
RVSM section. This address provides direct access to
the phone number listing:
http://www.faa.gov/ats/ato/150_docs/Center_Pho
ne_No._Non-RVSM_Acft.doc
38.11_Non-RVSM Aircraft Requesting Climb to
and Descent from Flight Levels Above RVSM
Airspace Without Intermediate Level Off
38.11.1_File-and-Fly._Operators of Non-RVSM
aircraft climbing to and descending from RVSM
flight levels should just file a flight plan.
38.11.2_Non-RVSM aircraft climbing to and descending from flight levels above RVSM airspace
will be handled on a workload permitting basis. The
vertical separation standard applied in RVSM
airspace between non-RVSM aircraft and all other
aircraft shall be 2,000 feet.
38.11.3_Non-RVSM aircraft climbing to/descending
from RVSM airspace can only be considered for
accommodation provided:
38.11.3.1_Aircraft is capable of a continuous
climb/descent and does not need to level off at an
intermediate altitude for any operational considerations and
38.11.3.2_Aircraft is capable of climb/descent at the
normal rate for the aircraft.
38.11.4_Required Pilot Calls._The pilot of non-
RVSM aircraft will inform the controller of the lack
of RVSM approval in accordance with the direction
provided in paragraph 38.8, Pilot/Controller Phraseology.
39. Terminal Radar Services for VFR Aircraft
39.1_Basic Radar Service
39.1.1_In addition to the use of radar for the control
of IFR aircraft, all commissioned radar facilities
provide the following basic radar services for VFR
aircraft:
39.1.1.1_Safety alerts.
39.1.1.2_Traffic advisories.
39.1.1.3_Limited radar vectoring (on a workload
permitting basis).
39.1.1.4_Sequencing at locations where procedures
have been established for this purpose and/or when
covered by a letter of agreement.
NOTE-
When the stage services were developed, two basic radar
services (traffic advisories and limited vectoring) were
identified as _Stage I." This definition became
unnecessary and the term _Stage I" was eliminated from
use. The term _Stage II" has been eliminated in
conjunction with the airspace reclassification, and
sequencing services to locations with local procedures
and/or letters of agreement to provide this service have
been included in basic services to VFR aircraft. These
basic services will still be provided by all terminal radar
facilities whether they include Class B, C, D, or E airspace.
_Stage III" services have been replaced with _Class B"
and _Terminal Radar Service Area" service where
applicable.
39.1.2_Vectoring service may be provided when
requested by the pilot or with pilot concurrence when
suggested by ATC.
39.1.3_Pilots of arriving aircraft should contact
approach control on the publicized frequency and
give their position, altitude, aircraft call sign, type
aircraft, radar beacon code (if transponder equipped),
destination, and should request traffic information.
39.1.4_Approach control will issue wind and
runway,_except when the pilot states _have numbers"
or this information is contained in the ATIS broadcast
and the pilot states that the current ATIS information
has been received. Traffic information is provided on
a workload permitting basis. Approach control will
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Federal Aviation Administration Nineteenth Edition
specify the time or place at which the pilot is to
contact the tower on local control frequency for
further landing information. Radar service is
automatically terminated and the aircraft need not be
advised of termination when an arriving VFR aircraft
receiving radar services to a tower-controlled airport
where basic radar service is provided has landed, or
to all other airports, is instructed to change to tower
or advisory frequency.
39.1.5_Sequencing for VFR aircraft is available at
certain terminal locations (see locations listed in the
Airport/Facility Directory). The purpose of the
service is to adjust the flow of arriving VFR and IFR
aircraft into the traffic pattern in a safe and orderly
manner and to provide radar traffic information to
departing VFR aircraft. Pilot participation is urged
but is not mandatory. Traffic information is provided
on a workload permitting basis. Standard radar
separation between VFR or between VFR and IFR
aircraft is not provided.
39.1.5.1_Pilots of arriving VFR aircraft should
initiate radio contact on the publicized frequency
with approach control when approximately 25 miles
from the airport at which sequencing services are
being provided. On initial contact by VFR aircraft,
approach control will assume that sequencing service
is requested. After radar contact is established, the
pilot may use pilot navigation to enter the traffic
pattern or, depending on traffic conditions, approach
control may provide the pilot with routings or vectors
necessary for proper sequencing with other participating VFR and IFR traffic en route to the airport.
When a flight is positioned behind a preceding
aircraft and the pilot reports having that aircraft in
sight, the pilot will be instructed to follow the
preceding aircraft. THE ATC INSTRUCTION TO
FOLLOW THE PRECEDING AIRCRAFT DOES
NOT AUTHORIZE THE PILOT TO COMPLY
WITH ANY ATC CLEARANCE OR INSTRUC-
TION ISSUED TO THE PRECEDING AIRCRAFT.
If other _nonparticipating" or _local" aircraft are in
the traffic pattern, the tower will issue a landing
sequence. If an arriving aircraft does not want radar
service, the pilot should state _NEGATIVE RADAR
SERVICE" or make a similar comment, on initial
contact with approach control.
39.1.5.2_Pilots of departing VFR aircraft are
encouraged to request radar traffic information by
notifying ground control on initial contact with their
request and proposed direction of flight.
EXAMPLE-
Xray ground control, November One Eight Six, Cessna One
Seventy Two, ready to taxi, VFR southbound at 2,500, have
information bravo and request radar traffic information.
NOTE-
Following takeoff, the tower will advise when to contact
departure control.
39.1.5.3_Pilots of aircraft transiting the area and in
radar contact/communication with approach control
will receive traffic information on a controller
workload permitting basis. Pilots of such aircraft
should give their position, altitude, aircraft call sign,
aircraft type, radar beacon code (if transponder
equipped), destination, and/or route of flight.
39.2_Terminal Radar Service Area (TRSA)
Service (Radar Sequencing and Separation
Service for VFR Aircraft in a TRSA).
39.2.1_This service has been implemented at certain
terminal locations. The service is advertised in the
Airport/Facility Directory. The purpose of this
service is to provide separation between all
participating VFR aircraft and all IFR aircraft
operating within the airspace defined as the TRSA.
Pilot participation is urged but is not mandatory.
39.2.2_If any aircraft does not want the service, the
pilot should state _NEGATIVE TRSA SERVICE" or
make a similar comment, on initial contact with
approach control or ground control, as appropriate.
39.2.3_TRSAs are depicted on sectional aeronautical
charts and listed in the Airport/Facility Directory.
39.2.4_While operating within a TRSA, pilots are
provided TRSA service and separation as prescribed
in this paragraph. In the event of a radar outage,
separation and sequencing of VFR aircraft will be
suspended as this service is dependent on radar. The
pilot will be advised that the service is not available
and will be issued wind, runway information, and the
time or place to contact the tower. Traffic information
will be provided on a workload permitting basis.
AIP ENR 1.1-58
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
39.2.5_Visual separation is used when prevailing
conditions permit and it will be applied as follows:
39.2.5.1_When a VFR flight is positioned behind a
preceding aircraft and the pilot reports having that
aircraft in sight, the pilot will be instructed by ATC
to_follow the preceding aircraft. THE ATC
INSTRUCTION_TO_FOLLOW_THE_PRECEDING
AIRCRAFT DOES NOT AUTHORIZE THE PILOT
TO COMPLY WITH ANY ATC CLEARANCE OR
INSTRUCTION ISSUED TO THE PRECEDING
AIRCRAFT. Radar service will be continued to the
runway.
39.2.5.2_If other _nonparticipating" or _local"
aircraft are in the traffic pattern, the tower will issue
a landing sequence.
39.2.5.3_Departing VFR aircraft may be asked if
they can visually follow a preceding departure out of
the TRSA. The pilot will be instructed to follow the
other aircraft provided that the pilot can maintain
visual contact with that aircraft.
39.2.6_VFR aircraft will be separated from VFR/IFR
aircraft by one of the following:
39.2.6.1_500 feet vertical separation.
39.2.6.2_Visual separation.
39.2.6.3_Target resolution (a process to ensure that
correlated radar targets do not touch) when using
broadband radar systems.
39.2.7_Participating pilots operating VFR in a
TRSA:
39.2.7.1_Must maintain an altitude when assigned by
ATC unless the altitude assignment is to maintain at
or below a specified altitude. ATC may assign
altitudes for separation that do not conform to
14_CFR Section 91.159. When the altitude assignment is no longer needed for separation or when
leaving the TRSA, the instruction will be broadcast,
_RESUME APPROPRIATE VFR ALTITUDES."
Pilots must then return to an altitude that conforms to
14 CFR Section 91.159 as soon as practicable.
39.2.7.2_When not assigned an altitude, the pilot
should coordinate with ATC prior to any altitude
change.
39.2.8_Within the TRSA, traffic information on
observed but unidentified targets will, to the extent
possible, be provided to all IFR and participating
VFR aircraft. The pilot will be vectored upon request
to avoid the observed traffic, provided the aircraft to
be vectored is within the airspace under the
jurisdiction of the controller.
39.2.9_Departing aircraft should inform ATC of their
intended destination and/or route of flight and
proposed cruising altitude.
39.2.10_ATC will normally advise participating
VFR_aircraft when leaving the geographical limits of
the TRSA. Radar service is not automatically
terminated with this advisory unless specifically
stated by the controller.
39.3_Class C Service._This service provides, in
addition to basic radar service, approved separation
between IFR and VFR aircraft, and sequencing of
VFR arrivals to the primary airport.
39.4_Class B Service._This service provides, in
addition to basic radar service, approved separation
of aircraft based on IFR, VFR, and/or weight, and
sequencing of VFR arrivals to the primary airport(s).
39.5_PILOT RESPONSIBILITY._THESE SER-
VICES ARE NOT TO BE INTERPRETED AS
RELIEVING PILOTS OF THEIR RESPONSIBILI-
TIES TO SEE AND AVOID OTHER TRAFFIC
OPERATING IN BASIC VFR WEATHER CONDI-
TIONS, TO ADJUST THEIR OPERATIONS AND
FLIGHT PATH AS NECESSARY TO PRECLUDE
SERIOUS WAKE ENCOUNTERS, TO MAINTAIN
APPROPRIATE TERRAIN AND OBSTRUCTION
CLEARANCE, OR TO REMAIN IN WEATHER
CONDITIONS EQUAL TO OR BETTER THAN
THE MINIMUMS REQUIRED BY 14 CFR
SECTION 91.155. WHENEVER COMPLIANCE
WITH AN ASSIGNED ROUTE, HEADING
AND/OR ALTITUDE IS LIKELY TO COMPRO-
MISE PILOT RESPONSIBILITY RESPECTING
TERRAIN AND OBSTRUCTION CLEARANCE,
VORTEX EXPOSURE, AND WEATHER MINI-
MUMS, APPROACH CONTROL SHOULD BE SO
ADVISED AND A REVISED CLEARANCE OR
INSTRUCTION OBTAINED.
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39.6_ATC services for VFR aircraft participating in
terminal radar services are dependent on ATC radar.
Services for VFR aircraft are not available during
periods of radar outage and are limited during
CENRAP operations. The pilot will be advised when
VFR services are limited or not available.
NOTE-
Class B and Class C airspace are areas of regulated
airspace. The absence of ATC radar does not negate the
requirement of an ATC clearance to enter Class B
airspaceor two-way radio contact with ATC to enter
Class_C airspace.
40. Tower En Route Control (TEC)
40.1_TEC is an ATC program to provide a service to
aircraft proceeding to and from metropolitan areas. It
links designated approach control areas by a network
of identified routes made up of the existing airway
structure of the National Airspace System. The FAA
has initiated an expanded TEC program to include as
many facilities as possible. The program’s intent is to
provide an overflow resource in the low altitude
system which would enhance ATC services. A few
facilities have historically allowed turbojets to
proceed between certain city pairs, such as
Milwaukee and Chicago, via tower en route and these
locations may continue this service. However, the
expanded TEC program will be applied, generally,
for nonturbojet aircraft operating at and below
10,000_feet. The program is entirely within the
approach control airspace of multiple terminal
facilities. Essentially, it is for relatively short flights.
Participating pilots are encouraged to use TEC for
flights of 2 hours duration or less. If longer flights are
planned, extensive coordination may be required
with the multiple complex which could result in
unanticipated delays.
40.2_There are no unique requirements upon pilots to
use the TEC program. Normal flight plan filing
procedures will ensure proper flight plan processing.
Pilots should include the acronym _TEC" in the
remarks selection of the flight plan when requesting
tower en route.
40.3_All approach controls in the system may not
operate up to the maximum TEC altitude of
10,000_feet. IFR flight may be planned to any satellite
airport in proximity to the major primary airport via
the same routing.
41. Services in Offshore Controlled
Airspace
41.1_Pilots requesting TEC are subject to the same
delay factor at the destination airport as other aircraft
in the ATC system. In addition, departure and en route
delays may occur depending upon individual facility
workload. When a major metropolitan airport is
incurring significant delays, pilots in the TEC
program may want to consider an alternative airport
experiencing no delay.
41.2_Flights which operate between the U.S. 3-mile
territorial limit and the adjoining oceanic controlled
airspace/flight information region (CTA/FIR)
boundaries generally operate in airspace designated
by federal regulation as _controlled airspace," or
_offshore controlled airspace."
41.3_Within the designated areas ATC radar
surveillance, ground based navigational signal
coverage, and air/ground communications are
capable of supporting air traffic services comparable
to those provided over U.S. domestic controlled
airspace.
41.4_Pilots should be aware that domestic procedures will be applied in offshore controlled airspace
to both VFR and IFR aircraft using ATC services.
42. Pilot/Controller Roles/Responsibilities
42.1_General
42.1.1_The roles and responsibilities of the pilot and
controller for effective participation in the ATC
system are contained in several documents. Pilot
responsibilities are in the Federal Aviation Regulations (Title 14 of the U.S. Code of Federal
Regulations) and the air traffic controller’s are in
FAA Order 7110.65, Air Traffic Control, and
supplemental FAA directives. Additional and
supplemental information for pilots can be found in
the current Aeronautical Information Manual,
Notices to Airmen, advisory circulars, and aeronautical charts. Since there are many other excellent
publications produced by nongovernment organizations as well as other Government organizations with
various updating cycles, questions concerning the
latest or most current material can be resolved by
cross-checking with the above mentioned documents.
42.1.2_The pilot in command of an aircraft is directly
responsible for and is the final authority as to the safe
operation of that aircraft. In an emergency requiring
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Nineteenth Edition
immediate action, the pilot in command may deviate
from any rule in the General, Subpart A, and Flight
Rules, Subpart B, in accordance with 14 CFR
Section_91.3.
42.1.3_The air traffic controller is responsible to give
first priority to the separation of aircraft and to the
issuance of radar safety alerts; second priority to
other services that are required, but do not involve
separation of aircraft; and third priority to additional
services to the extent possible.
42.1.4_In order to maintain a safe and efficient air
traffic system, it is necessary that every party fulfill
their responsibilities to the fullest.
42.1.5_The responsibilities of the pilot and the
controller intentionally overlap in many areas
providing a degree of redundancy. Should one or the
other fail in any manner, this overlapping responsibility is expected to compensate, in many cases, for
failures that may affect safety.
42.1.6_The following, while not intended to be all
inclusive, is a brief listing of pilot and controller
responsibilities for some commonly used procedures
or phases of flight. More detailed explanations are
contained in the appropriate Federal Aviation
Regulations, Advisory Circulars, and similar publications. The information provided here is an
overview of the principles involved and is not meant
as an interpretation of the rules nor is it intended to
extend or diminish responsibilities.
42.2_Air Traffic Clearance
42.2.1_Pilot
42.2.1.1_Acknowledges receipt and understanding
of an ATC clearance.
42.2.1.2_Reads back any hold short of runway
instructions issued by ATC.
42.2.1.3_Requests clarification or amendment, as
appropriate, any time a clearance is not fully
understood, or considered unacceptable from a safety
standpoint.
42.2.1.4_Promptly complies with an air traffic
clearance upon receipt, except as necessary to cope
with an emergency. Advises ATC as soon as possible
and obtains an amended clearance if deviation is
necessary.
NOTE-
A clearance to land means that appropriate separation on
the landing runway will be ensured. A landing clearance
does not relieve the pilot from compliance with any
previously issued altitude crossing restriction.
42.2.2_Controller
42.2.2.1_Issues appropriate clearances for the
operation being, or to be, conducted in accordance
with established criteria.
42.2.2.2_Assigns altitudes in IFR clearances that are
at or above the minimum IFR altitudes in Classes A,
B, C, D, and E airspace.
42.2.2.3_Ensures acknowledgements by the pilot for
issued information, clearance, or instructions.
42.2.2.4_Ensures that readbacks by the pilot of
altitude, heading, or other items are correct. If
incorrect, distorted, or incomplete, makes corrections
as appropriate.
42.3_Contact Approach
42.3.1_Pilot
42.3.1.1_This approach must be requested by the
pilot and is made in lieu of a standard or special
instrument approach.
42.3.1.2_By requesting the contact approach, the
pilot indicates that the flight is operating clear of
clouds, has at least 1 mile flight visibility, and can
reasonably expect to continue to the destination
airport in those conditions.
42.3.1.3_Be aware that while conducting a contact
approach, the pilot assumes responsibility for
obstruction clearance.
42.3.1.4_Advises ATC immediately if you are unable
to continue the contact approach or if you encounter
less than 1 mile flight visibility.
42.3.1.5_Be aware that, if radar service is being
received, it may automatically terminate when the
pilot is told to contact the tower. _Radar service
terminated" is used by ATC to inform a pilot that
he/she will no longer be provided any of the services
that could be received while in radar contact.
REFERENCE-
The Pilot/Controller Glossary is published in the Aeronautical
Information Manual (AIM) and FAA Orders 7110.10, Flight Services, and
7110.65, Air Traffic Control.
AIP ENR 1.1-61
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
42.3.2_Controller
42.3.2.1_Issues clearance for contact approach only
when requested by the pilot. Does not solicit the use
of this procedure.
42.3.2.2_Before issuing clearance, ascertains that
reported ground visibility at destination airport is at
least 1 mile.
42.3.2.3_Provides approved separation between
aircraft cleared for contact approach and other IFR or
special VFR aircraft. When using vertical separation,
does not assign a fixed altitude but clears the aircraft
at or below an altitude which is at least 1,000 feet
below any IFR traffic but not below minimum safe
altitudes prescribed in 14_CFR Section 91.119.
42.3.2.4_Issues alternative instructions if, in the
controller’s judgment, weather conditions may make
completion of the approach impractical.
42.4_Instrument Approach
42.4.1_Pilot
42.4.1.1_Be aware that the controller issues
clearance for approach based only on known traffic.
42.4.1.2_Follows the procedures as shown on the
instrument approach chart including all restrictive
notations, such as:
a)_Procedure not authorized at night.
b)_Approach not authorized when local area
altimeter not available.
c)_Procedure not authorized when control tower
not in operation.
d)_Procedure not authorized when glide slope not
used.
e)_Straight-in minimums not authorized at night.
f)_Radar required.
g)_The circling minimums published on the
instrument approach chart provide adequate obstruction clearance. The pilot should not descend below
the circling altitude until the aircraft is in a position
to make final descent for landing. Sound judgment
and knowledge of the pilot’s and the aircraft’s
capabilities are the criteria for a pilot to determine the
exact maneuver in each instance since airport design
and the aircraft position, altitude, and airspeed must
all be considered. (See ENR 1.5, paragraph 11.6,
Circling Minimums.)
42.4.1.3_Upon receipt of an approach clearance
while on an unpublished route or being radar
vectored:
a)_Complies with the minimum altitude for IFR.
b)_Maintains last assigned altitude until established on a segment of a published route or
Instrument_Approach Procedure (IAP), at which time
published altitudes apply.
42.4.2_Controller
42.4.2.1_Issues an approach clearance based on
known traffic.
42.4.2.2_Issues an IFR approach clearance only after
aircraft is established on a segment of published route
or IAP; or assigns an appropriate altitude for the
aircraft to maintain until so established.
42.5_Missed Approach
42.5.1_Pilot
42.5.1.1_Executes a missed approach when one of
the following conditions exist:
a)_Arrival at the missed approach point (MAP) or
the decision height (DH) and visual reference to the
runway environment is insufficient to complete the
landing.
b)_Determines that a safe approach or landing is
not possible (see ENR 1.5 paragraph 26.7).
c)_Instructed to do so by ATC.
42.5.1.2_Advises ATC that a missed approach will be
made. Include the reason for the missed approach
unless initiated by ATC.
42.5.1.3_Complies with the missed approach instructions for the IAP being executed from the MAP,
unless other missed approach instructions are
specified by ATC.
42.5.1.4_If executing a missed approach prior to
reaching the MAP, fly the lateral navigation path of
the instrument procedure to the MAP. Climb to the
altitude specified in the missed approach procedure,
except when a maximum altitude is specified
between the final approach fix (FAF) and the MAP. In
that case, comply with the maximum altitude
restriction. Note, this may require a continued
descent on the final approach.
42.5.1.5_Following a missed approach, requests
clearance for specific action; i.e., another approach,
hold for improved conditions, proceed to an alternate
airport, etc.
AIP ENR 1.1-62
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
42.5.2_Controller
42.5.2.1_Issues an approved alternate missed
approach procedure if it is desired that the pilot
execute a procedure other than as depicted on the
instrument approach chart.
42.5.2.2_May vector a radar identified aircraft
executing a missed approach when operationally
advantageous to the pilot or the controller.
42.5.2.3_In response to the pilot’s stated intentions,
issues a clearance to an alternate airport, to a holding
fix, or for reentry into the approach sequence, as
traffic conditions permit.
42.6_Radar Vectors
42.6.1_Pilot
42.6.1.1_Promptly complies with headings and
altitudes assigned to you by the controller.
42.6.1.2_Questions any assigned heading or altitude
believed to be incorrect.
42.6.1.3_If operating VFR and compliance with any
radar vector or altitude would cause a violation of any
Federal Aviation Regulation, advises ATC and obtain
a revised clearance or instruction.
42.6.2_Controller
42.6.2.1_Vectors aircraft in Class A, B, C, D, and
E airspace:
a)_For separation.
b)_For noise abatement.
c)_To obtain an operational advantage for the pilot
or the controller.
42.6.2.2_Vectors aircraft in Class A, B, C, D, E, and
G airspace when requested by the pilot.
42.6.2.3_Vectors IFR aircraft at or above minimum
vectoring altitudes.
42.6.2.4_May vector VFR aircraft, not at an ATC
assigned altitude, at any altitude. In these cases,
terrain separation is the pilot’s responsibility.
42.7_Speed Adjustments
42.7.1_Pilot (In U.S. Domestic Class A, B, C, D,
and E airspace)
42.7.2_Except as stated in paragraphs 42.7.5 and
42.7.6, advises ATC anytime the true airspeed at
cruising level varies or is expected to vary by plus or
minus 10 knots or 0.02 Mach number, whichever is
less, of the filed true airspeed.
42.7.3_Complies with speed adjustments from ATC
unless:
42.7.3.1_Except as stated in paragraphs 42.7.5 and
42.7.6, advises ATC anytime the true airspeed at
cruising level varies or is expected to vary by plus or
minus 10 knots or 0.02 Mach number, whichever is
less, of the filed true airspeed.
42.7.3.2_Complies with speed adjustments from
ATC unless:
a)_The minimum or maximum safe airspeed for
any particular operation is greater or less than the
requested airspeed. In such cases, advises ATC.
b)_Operating at or above 10,000 feet MSL on an
ATC assigned SPEED ADJUSTMENT of more than
250 knots IAS and subsequent clearance is received
for descent below 10,000 feet MSL. In such cases,
pilots are expected to comply with 14_CFR
Section_97.117(a).
42.7.4_Controller (In U.S. Domestic Class A, B, C,
D, and E Airspaces)
42.7.4.1_Assigns aircraft to speed adjustments when
necessary, but not as a substitute for good vectoring
technique.
42.7.4.2_Adheres to the restrictions of FAA
Order_7110.65, Air Traffic Control, as to when speed
adjustment procedures may be applied.
42.7.4.3_Avoids speed adjustments requiring alternate decreases and increases.
42.7.4.4_Assigns speed adjustments to a specified
IAS knots/Mach number or to increase or decrease
speed utilizing increments of 10 knots or multiples
thereof.
42.7.4.5_Advises pilots to resume normal speed
when speed adjustments are no longer required.
42.7.4.6_Gives due consideration to aircraft capabilities to reduce speed while descending.
42.7.5_Pilot (In Oceanic Class A and E Airspace)
42.7.5.1_If ATC has not assigned an airspeed, advises
ATC anytime the true airspeed at cruising level varies
or is expected to vary by ±10 knots or 0.02 Mach
number, whichever is less, of the filed true airspeed.
AIP ENR 1.1-63
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
42.7.5.2_If ATC has assigned an airspeed, aircraft
shall adhere to the ATC assigned airspeed and shall
request ATC approval before making any change
thereto. If it is essential to make an immediate
temporary change in the Mach number (e.g., due to
turbulence), ATC shall be notified as soon as
possible. If it is not feasible, due to aircraft
performance, to maintain the last assigned Mach
number during an en route climb or descent, advises
ATC at the time of the request.
42.7.6_Controller (In Oceanic Class A and E
Airspace)
42.7.6.1_Assigns airspeed when necessary for
separation of aircraft to comply with 14 CFR, ICAO
regulations and procedures, or letters of agreement.
42.8_Traffic Advisories (Traffic Information)
42.8.1_Pilot
42.8.1.1_Acknowledges receipt of traffic advisories.
42.8.1.2_Informs controller if traffic is in sight.
42.8.1.3_Advises ATC if a vector to avoid traffic is
desired.
42.8.1.4_Does not expect to receive radar traffic
advisories on all traffic. Some aircraft may not appear
on the radar display. Be aware that the controller may
be occupied with high priority duties and unable to
issue traffic information for a variety of reasons.
42.8.1.5_Advises controller if service is not desired.
42.8.2_Controller
42.8.2.1_Issues radar traffic to the maximum extent
consistent with higher priority duties except in
Class_A airspace.
42.8.2.2_Provides vectors to assist aircraft to avoid
observed traffic when requested by the pilot.
42.8.2.3_Issues traffic information to aircraft in
Class_D airspace for sequencing purposes.
42.9_Safety Alert
42.9.1_Pilot
42.9.1.1_Initiates appropriate action if a safety alert
is received from ATC.
42.9.1.2_Be aware that this service is not always
available and that many factors affect the ability of
the controller to be aware of a situation in which
unsafe proximity to terrain, obstructions, or another
aircraft may be developing.
42.9.2_Controller
42.9.2.1_Issues a safety alert if aware an aircraft
under their control is at an altitude which, in the
controller’s judgment, places the aircraft in unsafe
proximity to terrain, obstructions, or another aircraft.
Types of safety alerts are:
a)_Terrain/Obstruction Alerts._Immediately
issued to an aircraft under their control if aware the
aircraft is at an altitude believed to place the aircraft
in unsafe proximity to terrain/obstruction.
b)_Aircraft Conflict Alerts._Immediately issued
to an aircraft under their control if aware of an aircraft
not under their control at an altitude believed to place
the aircraft in unsafe proximity to each other. With the
alert, they offer the pilot an alternative if feasible.
42.9.2.2_Discontinues further alerts if informed by
the pilot action is being taken to correct the situation
or that the other aircraft is in sight.
42.10_See and Avoid
42.10.1_Pilot
42.10.1.1_When meteorological conditions permit,
regardless of type of flight plan or whether or not
under control of a radar facility, the pilot is
responsible to see and avoid other traffic, terrain, or
obstacles.
42.10.2_Controller
42.10.2.1_Provides radar traffic information to radar
identified aircraft operating outside positive control
airspace on a workload permitting basis.
42.10.2.2_Issues a safety advisory to an aircraft
under their control if aware the aircraft is at an altitude
believed to place the aircraft in unsafe proximity to
terrain, obstructions or other aircraft.
42.11_Visual Approach
42.11.1_Pilot
42.11.1.1_If a visual approach is not desired, advises
ATC.
42.11.1.2_Complies with controller’s instructions for
vectors toward the airport of intended landing or to a
visual position behind a preceding aircraft.
AIP ENR 1.1-64
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
42.11.1.3 The pilot must, at all times, have either the
airport or the preceding aircraft in sight. After being
cleared for a visual approach, proceed to the airport
in a normal manner or follow the preceding aircraft.
Remain clear of clouds while conducting a visual
approach.
42.11.1.4 If the pilot accepts a visual approach
clearance to visually follow a preceding aircraft, you
are required to establish a safe landing interval behind
the aircraft you were instructed to follow. You are
responsible for wake turbulence separation.
42.11.1.5 Advise ATC immediately if the pilot is
unable to continue following the preceding aircraft,
cannot remain clear of clouds, needs to climb, or loses
sight of the airport.
42.11.1.6 Be aware that radar service is automatical-
ly terminated, without being advised by ATC, when
the pilot is instructed to change to advisory frequency.
42.11.1.7 Be aware that there may be other traffic in
the traffic pattern and the landing sequence may differ
from the traffic sequence assigned by the approach
control or ARTCC.
42.11.2 Controller
42.11.2.1 Does not clear an aircraft for a visual
approach unless reported weather at the airport is
ceiling at or above 1,000 feet and visibility is 3 miles
or greater. When weather is not available for the
destination airport, informs the pilot and does not
initiate a visual approach to that airport unless there
is reasonable assurance that descent and flight to the
airport can be made visually.
42.11.2.2 Issues visual approach clearance when the
pilot reports sighting either the airport or a preceding
aircraft which is to be followed.
42.11.2.3 Provides separation except when visual
separation is being applied by the pilot.
42.11.2.4 Continues flight following and traffic
information until the aircraft has landed or has been
instructed to change to advisory frequency.
42.11.2.5 Informs the pilot when the preceding
aircraft is a heavy.
42.11.2.6 When weather is available for the
destination airport, does not initiate a vector for a
visual approach unless the reported ceiling at the
airport is 500 feet or more above the MVA and
visibility is 3 miles or more. If vectoring weather
minima are not available but weather at the airport is
ceiling at or above 1,000 feet and visibility of 3 miles
or greater, visual approaches may still be conducted.
42.11.2.7 Informs the pilot conducting the visual
approach of the aircraft class when pertinent traffic is
known to be a heavy aircraft.
42.12 Visual Separation
42.12.1 Pilot
42.12.1.1 Acceptance of instructions to follow
another aircraft or to provide visual separation from
it is an acknowledgment that the pilot will maneuver
the aircraft as necessary to avoid the other aircraft or
to maintain in-trail separation. Pilots are responsible
to maintain visual separation until flight paths
(altitudes and/or courses) diverge.
42.12.1.2 If instructed by ATC to follow another
aircraft or to provide visual separation from it,
promptly notify the controller if you lose sight of that
aircraft, are unable to maintain continued visual
contact with it, or cannot accept the responsibility for
your own separation for any reason.
42.12.1.3 The pilot also accepts responsibility for
wake turbulence separation under these conditions.
42.12.2 Controller Applies Visual Separation
Only:
42.12.2.1 Within the terminal area when a controller
has both aircraft in sight or by instructing a pilot who
sees the other aircraft to maintain visual separation
from it.
42.12.2.2 Pilots are responsible to maintain visual
separation until flight paths (altitudes and/or courses)
diverge.
42.12.2.3 Within en route airspace when aircraft are
on opposite courses and one pilot reports having seen
the other aircraft and that the aircraft have passed
each other.
30 AUG 07 14 FEB 08
AIP ENR 1.1-65
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
42.13 VFR-on-top
42.13.1 Pilot
42.13.1.1 This clearance must be requested by the
pilot on an IFR flight plan, and if approved, allows the
pilot the choice to select (subject to any ATC
restrictions) an altitude or flight level in lieu of an
assigned altitude.
NOTE-
1. VFR-on-top is not permitted in certain airspace areas,
such as Class A airspace, certain restricted areas, etc.
Consequently, IFR flights operating VFR-on-top will
avoid such airspace.
2. See paragraph 32 of this section, IFR Separation
Standards; GEN 3.3 paragraph 6, Position Reporting; and
GEN 3.3 paragraph 7, Additional Reports.
42.13.1.2 By requesting a VFR-on-top clearance,
the pilot assumes the sole responsibility to be vigilant
so as to see and avoid other aircraft and to:
a) Fly at the appropriate VFR altitude as
prescribed in 14 CFR Section 91.159.
b) Comply with the VFR visibility and distance
from clouds criteria in 14 CFR Section_91.155 (Basic
VFR Weather Minimums).
c) Comply with instrument flight rules that are
applicable to this flight; i.e., minimum IFR altitudes,
position reporting, radio communications, course to
be flown, adherence to ATC clearance, etc.
d) Advise ATC prior to any altitude change to
ensure the exchange of accurate traffic information.
42.13.2 Controller
42.13.2.1 May clear an aircraft to maintain VFRon-top if the pilot of an aircraft on an IFR flight plan
requests the clearance.
42.13.2.2 Informs the pilot of an aircraft cleared to
climb to VFR-on-top the reported height of the tops
or that no top report is available; issues an alternate
clearance if necessary; and once the aircraft reports
reaching VFR-on-top, reclears the aircraft to
maintain VFR-on-top.
42.13.2.3 Before issuing clearance, ascertains that
the aircraft is not in or will not enter Class A airspace.
42.14 Instrument Departures
42.14.1 Pilot
42.14.1.1 Prior to departure, considers the type of
terrain and other obstructions on or in the vicinity of
the departure airport.
42.14.1.2 Determines if obstruction avoidance can
be maintained visually or that the departure
procedure should be followed.
42.14.1.3 Determines whether a departure proce-
dure and/or instrument departure procedure (DP) is
available for obstruction avoidance.
42.14.1.4 At airports where instrument approach
procedures have not been published, hence no
published departure procedure, determines what
action will be necessary and takes such action that
will assure a safe departure.
42.14.2 Controller
42.14.2.1 At locations with airport traffic control
service, when necessary, specifies direction of
takeoff/turn or initial heading to be flown after
takeoff.
42.14.2.2 At locations without airport traffic control
service but within Class E surface area, when
necessary to specify direction of takeoff/turn or initial
heading to be flown, obtains pilot's concurrence that
the procedure will allow him/her to comply with local
traffic patterns, terrain, and obstruction avoidance.
42.14.2.3 Includes established departure procedures
as part of the air traffic control clearance when pilot
compliance is necessary to ensure separation.
42.15 Minimum Fuel Advisory
42.15.1 Pilot
42.15.1.1 Advises ATC of your “minimum fuel”
status when your fuel supply has reached a state
where, upon reaching destination, you cannot accept
any undue delay.
42.15.1.2 Be aware that this is not an emergency
situation but merely an advisory that indicates an
emergency situation is possible should any undue
delay occur.
42.15.1.3 On initial contact the term “minimum
fuel” should be used after stating call sign.
EXAMPLE-
Salt Lake Approach, United 621, “minimum fuel.”
42.15.1.4 Be aware a minimum fuel advisory does
not imply a need for traffic priority.
30 AUG 07
AIP ENR 1.1-66
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
42.15.1.5 If the remaining usable fuel supply
suggests the need for traffic priority to ensure a safe
landing, you should declare an emergency due to low
fuel, and report the fuel remaining in minutes.
42.15.2 Controller
42.15.2.1 When an aircraft declares a state of
“minimum fuel,” relay this information to the facility
to whom control jurisdiction is transferred.
42.15.2.2 Be alert for any occurrence which might
delay the aircraft.
43. Traffic Alert and Collision Avoidance
System (TCAS I & II)
43.1 TCAS I provides proximity warning only, to
assist the pilot in the visual acquisition of intruder
aircraft. No recommended avoidance maneuvers are
provided nor authorized as a direct result of a TCAS
I warning. It is intended for use by smaller commuter
aircraft holding 10 to 30 passenger seats, and general
aviation aircraft.
43.2 TCAS II provides traffic advisories (TAs) and
resolution advisories (RAs). RAs provide recom-
mended maneuvers in a vertical direction (climb or
descend only) to avoid conflicting traffic. Airline
aircraft, and larger commuter and business aircraft
holding 31 passenger seats or more, use TCAS II
equipment.
43.3 Each pilot who deviates from an ATC clearance
in response to a TCAS II RA shall notify ATC of that
deviation as soon as practicable and expeditiously
return to the current ATC clearance when the traffic
conflict is resolved.
43.4 Deviations from rules, policies, or clearances
should be kept to the minimum necessary to satisfy a
TCAS II RA.
43.5 The serving IFR air traffic facility is not
responsible for providing approved standard IFR
separation to an aircraft after a TCAS II RA maneuver
until one of the following conditions exists:
43.5.1 The aircraft has returned to its assigned
altitude and course.
43.5.2 Alternate ATC instructions have been issued.
43.6 TCAS does not alter or diminish the pilot's
basic authority and responsibility to ensure safe
flight. Since TCAS does not respond to aircraft which
are not transponder equipped or aircraft with a
transponder failure, TCAS alone does not ensure safe
separation in every case.
43.7 At this time, no air traffic service nor handling
is predicated on the availability of TCAS equipment
in the aircraft.
44. Heavy Traffic Around Military Fields
44.1 Pilots are advised to exercise vigilance when in
close proximity to most military airports. These
airports may have jet aircraft traffic patterns
extending up to 2,500 feet above the surface. In
addition, they may have an unusually heavy
concentration of jet aircraft operating within a
25-nautical mile radius and from the surface to all
altitudes. The precautionary note also applies to the
larger civil airports.
45. Traffic Information Service (TIS)
45.1 Introduction
The Traffic Information Service (TIS) provides
information to the cockpit via data link, that is similar
to VFR radar traffic advisories normally received
over voice radio. Among the first FAA-provided data
services, TIS is intended to improve the safety and
efficiency of “see and avoid” flight through an
automatic display that informs the pilot of nearby
traffic and potential conflict situations. This traffic
display is intended to assist the pilot in visual
acquisition of these aircraft. TIS employs an
enhanced capability of the terminal Mode S radar
system, which contains the surveillance data, as well
as the data link required to “uplink” this information
to suitably-equipped aircraft (known as a TIS
“client”). TIS provides estimated position, altitude,
altitude trend, and ground track information for up to
8 intruder aircraft within 7 NM horizontally,
+3,500_and -3,000 feet vertically of the client aircraft
(see FIG ENR 1.1-27, TIS Proximity Coverage
Volume). The range of a target reported at a distance
greater than 7_NM only indicates that this target will
be a threat within 34 seconds and does not display a
precise distance. TIS will alert the pilot to aircraft
(under surveillance of the Mode S radar) that are
estimated to be within 34 seconds of potential
collision, regardless of distance of altitude. TIS
surveillance data is derived from the same radar used
by ATC; this data is uplinked to the client aircraft on
each radar scan (nominally every 5 seconds).
45.2 Requirements
45.2.1 In order to use TIS, the client and any intruder
aircraft must be equipped with the appropriate
30 AUG 07
AIP ENR 1.1-67
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
cockpit equipment and fly within the radar coverage
of a Mode S radar capable of providing TIS.
Typically, this will be within 55 NM of the sites
depicted in FIG ENR 1.1-28, Terminal Mode S
Radar Sites. ATC communication is not a require-
ment to receive TIS, although it may be required by
the particular airspace or flight operations in which
TIS is being used.
FIG ENR 1.1-27
TIS Proximity Coverage Volume
FIG ENR 1.1-28
Terminal Mode S Radar Sites
30 AUG 07
AIP ENR 1.1-68
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.1-29
Traffic Information Service (TIS)
Avionics Block Diagram
30 AUG 07
AIP ENR 1.1-69
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
45.2.2 The cockpit equipment functionality re-
quired_by a TIS client aircraft to receive the service
consists of the following (refer to FIG ENR 1.1-29):
45.2.2.1 Mode S data link transponder with altitude
encoder.
45.2.2.2 Data link applications processor with TIS
software installed.
45.2.2.3 Control-display unit.
45.2.2.4 Optional equipment includes a digital
heading source to correct display errors caused by
“crab angle” and turning maneuvers.
NOTE-
Some of the above functions will likely be combined into
single pieces of avionics, such as subparagraphs 45.2.2.1
and_45.2.2.2.
45.2.3 To be visible to the TIS client, the intruder
aircraft must, at a minimum, have an operating
transponder (Mode A, C or S). All altitude
information provided by TIS from intruder aircraft is
derived from Mode C reports, if appropriately
equipped.
45.2.4 TIS will initially be provided by the terminal
Mode S systems that are paired with ASR-9 digital
primary radars. These systems are in locations with
the greatest traffic densities, thus will provide the
greatest initial benefit. The remaining terminal
Mode_S sensors, which are paired with ASR-7 or
ASR-8 analog primary radars, will provide TIS
pending modification or relocation of these sites. See
FIG ENR 1.1-28, Terminal Mode S Radar Sites, for
site locations. There is no mechanism in place, such
as NOTAMs, to provide status update on individual
radar sites since TIS is a nonessential, supplemental
information service.
The FAA also operates en route Mode S radars (not
illustrated) that rotate once every 12 seconds. These
sites will require additional development of TIS
before any possible implementation. There are no
plans to implement TIS in the en route Mode S radars
at the present time.
45.3 Capabilities
45.3.1 TIS provides ground-based surveillance
information over the Mode S data link to properly
equipped client aircraft to aid in visual acquisition of
proximate air traffic. The actual avionics capability of
each installation will vary and the supplemental
handbook material must be consulted prior to using
TIS. A maximum of eight (8) intruder aircraft may be
displayed; if more than eight aircraft match intruder
parameters, the eight “most significant” intruders are
uplinked. These “most significant” intruders are
usually the ones in closest proximity and/or the
greatest threat to the TIS client.
45.3.2 TIS, through the Mode S ground sensor,
provides the following data on each intruder aircraft:
45.3.2.1 Relative bearing information in 6-degree
increments.
45.3.2.2 Relative range information in 1/8 NM to 1
NM increments (depending on range).
45.3.2.3 Relative altitude in 100-foot increments
(within 1,000 feet) or 500-foot increments (from
1,000-3,500 feet) if the intruder aircraft has operating
altitude reporting capability.
45.3.2.4 Estimated intruder ground track in 45-de-
gree increments.
45.3.2.5 Altitude trend data (level within 500 fpm or
climbing/descending >500 fpm) if the intruder
aircraft has operating altitude reporting capability.
45.3.2.6 Intruder priority as either a “traffic
advisory” or “proximate” intruder.
45.3.3 When flying from surveillance coverage of
one Mode S sensor to another, the transfer of TIS is
an automatic function of the avionics system and
requires no action from the pilot.
45.3.4 There are a variety of status messages that are
provided by either the airborne system or ground
equipment to alert the pilot of high priority intruders
and data link system status. These messages include
the following:
45.3.4.1 Alert. Identifies a potential collision haz-
ard within 34 seconds. This alert may be visual and/or
audible, such as a flashing display symbol or a
headset tone. A target is a threat if the time to the
closest approach in vertical and horizontal coordi-
nates is less than 30 seconds and the closest approach
is expected to be within 500 feet vertically and
0.5_nautical miles laterally.
45.3.4.2 TIS Traffic. TIS traffic data is displayed.
45.3.4.3 Coasting. The TIS display is more than
6_seconds old. This indicates a missing uplink from
the ground system. When the TIS display information
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AIP ENR 1.1-70
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
is more than 12 seconds old, the “No Traffic” status
will be indicated.
45.3.4.4 No Traffic. No intruders meet proximate
or alert criteria. This condition may exist when the
TIS system is fully functional or may indicate
“coasting” between 12 and 59 seconds old (see
paragraph 45.3.4.3 above).
45.3.4.5 TIS Unavailable. The pilot has requested
TIS, but no ground system is available. This
condition will also be displayed when TIS uplinks are
missing for 60 seconds or more.
45.3.4.6 TIS Disabled. The pilot has not requested
TIS or has disconnected from TIS.
45.3.4.7 Good-bye. The client aircraft has flown
outside of TIS coverage.
NOTE-
Depending on the avionics manufacturer implementation,
it is possible that some of these messages will not be directly
available to the pilot.
45.3.5 Depending on avionics system design, TIS
may be presented to the pilot in a variety of different
displays, including text and/or graphics. Voice
annunciation may also be used, either alone or in
combination with a visual display. FIG ENR 1.1-29,
Traffic Information Service (TIS), Avionics Block
Diagram, shows an example of a TIS display using
symbology similar to the Traffic Alert and Collision
Avoidance System (TCAS) installed on most
passenger air carrier/commuter aircraft in the U.S.
The small symbol in the center represents the client
aircraft and the display is oriented “track up,” with the
12 o'clock position at the top. The range rings
indicate 2 and 5_NM. Each intruder is depicted by a
symbol positioned at the approximate relative
bearing and range from the client aircraft. The
circular symbol near the center indicates an “alert”
intruder and the diamond symbols indicate “proxi-
mate” intruders.
