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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.
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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.
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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
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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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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
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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).
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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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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
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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
AIP ENR 1.1-55
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.
AIP ENR 1.1-56
United States of America 15 MAR 07
Federal Aviation Administration
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
AIP ENR 1.1-57
United States of America 15 MAR 07
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. |
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IP卡
狗仔卡
发表于 2008-12-19 23:21:45
显身卡