4-1-1. Air Route Traffic Control Centers
Centers are established primarily to provide air traffic
service to aircraft operating on IFR flight plans within
controlled airspace, and principally during the
en route phase of flight.
4-1-2. Control Towers
Towers have been established to provide for a safe,
orderly and expeditious flow of traffic on and in the
vicinity of an airport. When the responsibility has
been so delegated, towers also provide for the
separation of IFR aircraft in the terminal areas.
REFERENCE-
AIM, Approach Control, Paragraph
5-4-3.
4-1-3. Flight Service Stations
Flight Service Stations (FSSs) are air traffic
facilities which provide pilot briefings, flight plan
processing, en route radio communications, search
and rescue services, and assistance to lost aircraft
and aircraft in emergency situations. FSSs also
relay ATC clearances, process Notices to Airmen,
broadcast aviation weather and aeronautical
information, and notify Customs and Border
Protection of transborder flights. In addition, at
selected locations FSSs provide En Route Flight
Advisory Service (Flight Watch) and Airport
Advisory Service (AAS). In Alaska, designated FSSs
also provide TWEB recordings and take weather
observations.
4-1-4. Recording and Monitoring
a. Calls to air traffic control (ATC) facilities
(ARTCCs, Towers, FSSs, Central Flow, and
Operations Centers) over radio and ATC operational
telephone lines (lines used for operational purposes
such as controller instructions, briefings, opening and
closing flight plans, issuance of IFR clearances and
amendments, counter hijacking activities, etc.) may
be monitored and recorded for operational uses such
as accident investigations, accident prevention,
search and rescue purposes, specialist training and
evaluation, and technical evaluation and repair of
control and communications systems.
b. Where the public access telephone is recorded,
a beeper tone is not required. In place of the "beep"
tone the FCC has substituted a mandatory requirement that persons to be recorded be given notice they
are to be recorded and give consent. Notice is given
by this entry, consent to record is assumed by the
individual placing a call to the operational facility.
4-1-5. Communications Release of IFR
Aircraft Landing at an Airport Without an
Operating Control Tower
Aircraft operating on an IFR flight plan, landing at an
airport without an operating control tower will be
advised to change to the airport advisory frequency
when direct communications with ATC are no longer
required. Towers and centers do not have nontower
airport traffic and runway in use information. The
instrument approach may not be aligned with the
runway in use; therefore, if the information has not
already been obtained, pilots should make an
expeditious change to the airport advisory frequency
when authorized.
REFERENCE-
AIM, Advance Information on Instrument Approach, Paragraph
5-4-4.
4-1-6. Pilot Visits to Air Traffic Facilities
Pilots are encouraged to visit air traffic facilities
(Towers, Centers and FSSs) and familiarize themselves with the ATC system. On rare occasions,
facilities may not be able to approve a visit because
of ATC workload or other reasons. It is, therefore,
requested that pilots contact the facility prior to the
visit and advise of the number of persons in the group,
the time and date of the proposed visit and the primary
interest of the group. With this information available,
the facility can prepare an itinerary and have someone
available to guide the group through the facility.
4-1-7. Operation Take-off and Operation
Raincheck
Operation Take-off is a program that educates pilots
in how best to utilize the FSS modernization efforts
and services available in Automated Flight Service
Stations (AFSS), as stated in FAA Order 7230.17,
Pilot Education Program - Operation Takeoff.
Operation Raincheck is a program designed to
familiarize pilots with the ATC system, its functions,
responsibilities and benefits.
4-1-8. Approach Control Service for VFR
Arriving Aircraft
a. Numerous approach control facilities have
established programs for arriving VFR aircraft to
contact approach control for landing information.
This information includes: wind, runway, and
altimeter setting at the airport of intended landing.
This information may be omitted if contained in the
Automatic Terminal Information Service (ATIS)
broadcast and the pilot states the appropriate ATIS
code.
NOTE-
Pilot use of "have numbers" does not indicate receipt of the
ATIS broadcast. In addition, the controller will provide
traffic advisories on a workload permitting basis.
b. Such information will be furnished upon initial
contact with concerned approach control facility. The
pilot will be requested to change to the tower
frequency at a predetermined time or point, to receive
further landing information.
c. Where available, use of this procedure will not
hinder the operation of VFR flights by requiring
excessive spacing between aircraft or devious
routing.
d. Compliance with this procedure is not
mandatory but pilot participation is encouraged.
REFERENCE-
AIM, Terminal Radar Services for VFR Aircraft, Paragraph
4-1-17.
NOTE-
Approach control services for VFR aircraft are normally
dependent on ATC radar. These services are not available
during periods of a radar outage. Approach control
services for VFR aircraft are limited when CENRAP is in
use.
4-1-9. Traffic Advisory Practices at
Airports Without Operating Control Towers
(See
TBL 4-1-1.)
a. Airport Operations Without Operating
Control Tower
1. There is no substitute for alertness while in
the vicinity of an airport. It is essential that pilots be
alert and look for other traffic and exchange traffic
information when approaching or departing an
airport without an operating control tower. This is of
particular importance since other aircraft may not
have communication capability or, in some cases,
pilots may not communicate their presence or
intentions when operating into or out of such airports.
To achieve the greatest degree of safety, it is essential
that all radio-equipped aircraft transmit/receive on a
common frequency identified for the purpose of
airport advisories.
2. An airport may have a full or part-time tower
or FSS located on the airport, a full or part-time
UNICOM station or no aeronautical station at all.
There are three ways for pilots to communicate their
intention and obtain airport/traffic information when
operating at an airport that does not have an operating
tower: by communicating with an FSS, a UNICOM
operator, or by making a self-announce broadcast.
3. Many airports are now providing completely
automated weather, radio check capability and airport
advisory information on an automated UNICOM
system. These systems offer a variety of features,
typically selectable by microphone clicks, on the
UNICOM frequency. Availability of the automated
UNICOM will be published in the Airport/Facility
Directory and approach charts.
b. Communicating on a Common Frequency
1. The key to communicating at an airport
without an operating control tower is selection of the
correct common frequency. The acronym CTAF
which stands for Common Traffic Advisory
Frequency, is synonymous with this program. A
CTAF is a frequency designated for the purpose of
carrying out airport advisory practices while
operating to or from an airport without an operating
control tower. The CTAF may be a UNICOM,
MULTICOM, FSS, or tower frequency and is
identified in appropriate aeronautical publications.
TBL 4-1-1
Summary of Recommended Communication Procedures
|
|
|
Communication/Broadcast Procedures
|
|
Facility at Airport
|
Frequency Use
|
Outbound
|
Inbound
|
Practice
Instrument
Approach
|
1.
|
UNICOM (No Tower or
FSS)
|
Communicate with UNICOM
station on published CTAF
frequency (122.7; 122.8; 122.725;
122.975; or 123.0). If unable to
contact UNICOM station, use
self-announce procedures on
CTAF.
|
Before taxiing and
before taxiing on
the runway for
departure.
|
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
|
|
2.
|
No Tower, FSS, or
UNICOM
|
Self-announce on MULTICOM
frequency 122.9.
|
Before taxiing and
before taxiing on
the runway for
departure.
|
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
|
Departing final
approach fix
(name) or on final
approach segment
inbound.
|
3.
|
No Tower in operation,
FSS open
|
Communicate with FSS on CTAF
frequency.
|
Before taxiing and
before taxiing on
the runway for
departure.
|
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
|
Approach
completed/terminated.
|
4.
|
FSS Closed (No Tower)
|
Self-announce on CTAF.
|
Before taxiing and
before taxiing on
the runway for
departure.
|
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
|
|
5.
|
Tower or FSS not in
operation
|
Self-announce on CTAF.
|
Before taxiing and
before taxiing on
the runway for
departure.
|
10 miles out.
Entering
downwind, base,
and final. Leaving
the runway.
|
|
2. The CTAF frequency for a particular airport
is contained in the A/FD, Alaska Supplement, Alaska
Terminal Publication, Instrument Approach Procedure Charts, and Instrument Departure
Procedure (DP) Charts. Also, the CTAF frequency
can be obtained by contacting any FSS. Use of the
appropriate CTAF, combined with a visual alertness
and application of the following recommended good
operating practices, will enhance safety of flight into
and out of all uncontrolled airports.
c. Recommended Traffic Advisory Practices
1. Pilots of inbound traffic should monitor and
communicate as appropriate on the designated CTAF
from 10 miles to landing. Pilots of departing aircraft
should monitor/communicate on the appropriate
frequency from start-up, during taxi, and until
10 miles from the airport unless the CFRs or local
procedures require otherwise.
2. Pilots of aircraft conducting other than
arriving or departing operations at altitudes normally
used by arriving and departing aircraft should
monitor/communicate on the appropriate frequency
while within 10 miles of the airport unless required to
do otherwise by the CFRs or local procedures. Such
operations include parachute jumping/dropping, en
route, practicing maneuvers, etc.
REFERENCE-
AIM, Parachute Jump Aircraft Operations, Paragraph
3-5-4.
d. Airport Advisory/Information Services
Provided by a FSS
1. There are three advisory type services
provided at selected airports.
(a) Local Airport Advisory (LAA) is provided at airports that have a FSS physically located on
the airport, which does not have a control tower or
where the tower is operated on a part-time basis. The
CTAF for LAA airports is disseminated in the
appropriate aeronautical publications.
(b) Remote Airport Advisory (RAA) is
provided at selected very busy GA airports, which do
not have an operating control tower. The CTAF for
RAA airports is disseminated in the appropriate
aeronautical publications.
(c) Remote Airport Information Service (RAIS) is provided in support of special events
at nontowered airports by request from the airport
authority.
2. In communicating with a CTAF FSS, check
the airport's automated weather and establish
two-way communications before transmitting outbound/inbound intentions or information. An
inbound aircraft should initiate contact approximately 10 miles from the airport, reporting aircraft
identification and type, altitude, location relative to
the airport, intentions (landing or over flight),
possession of the automated weather, and request
airport advisory or airport information service. A
departing aircraft should initiate contact before
taxiing, reporting aircraft identification and type,
VFR or IFR, location on the airport, intentions,
direction of take-off, possession of the automated
weather, and request airport advisory or information
service. Also, report intentions before taxiing onto
the active runway for departure. If you must change
frequencies for other service after initial report to
FSS, return to FSS frequency for traffic update.
(a) Inbound
EXAMPLE-
Vero Beach radio, Centurion Six Niner Delta Delta is
ten miles south, two thousand, landing Vero Beach. I have
the automated weather, request airport advisory.
(b) Outbound
EXAMPLE-
Vero Beach radio, Centurion Six Niner Delta Delta, ready
to taxi to runway 22, VFR, departing to the southwest. I
have the automated weather, request airport advisory.
3. Airport advisory service includes wind
direction and velocity, favored or designated runway,
altimeter setting, known airborne and ground traffic,
NOTAMs, airport taxi routes, airport traffic pattern
information, and instrument approach procedures.
These elements are varied so as to best serve the
current traffic situation. Some airport managers have
specified that under certain wind or other conditions
designated runways be used. Pilots should advise the
FSS of the runway they intend to use.
CAUTION-
All aircraft in the vicinity of an airport may not be in
communication with the FSS.
e. Information Provided by Aeronautical
Advisory Stations (UNICOM)
1. UNICOM is a nongovernment air/ground
radio communication station which may provide
airport information at public use airports where there
is no tower or FSS.
2. On pilot request, UNICOM stations may
provide pilots with weather information, wind
direction, the recommended runway, or other
necessary information. If the UNICOM frequency is
designated as the CTAF, it will be identified in
appropriate aeronautical publications.
f. Unavailability of Information from FSS or
UNICOM
Should LAA by an FSS or Aeronautical Advisory
Station UNICOM be unavailable, wind and weather
information may be obtainable from nearby
controlled airports via Automatic Terminal Information Service (ATIS) or Automated Weather
Observing System (AWOS) frequency.
g. Self-Announce Position and/or Intentions
1. General. Self-announce is a procedure
whereby pilots broadcast their position or intended
flight activity or ground operation on the designated
CTAF. This procedure is used primarily at airports
which do not have an FSS on the airport. The
self-announce procedure should also be used if a pilot
is unable to communicate with the FSS on the
designated CTAF. Pilots stating, "Traffic in the area,
please advise" is not a recognized Self-Announce
Position and/or Intention phrase and should not be
used under any condition.
2. If an airport has a tower and it is temporarily
closed, or operated on a part-time basis and there is no
FSS on the airport or the FSS is closed, use the CTAF
to self-announce your position or intentions.
3. Where there is no tower, FSS, or UNICOM
station on the airport, use MULTICOM frequency
122.9 for self-announce procedures. Such airports
will be identified in appropriate aeronautical
information publications.
4. Practice Approaches. Pilots conducting
practice instrument approaches should be particularly alert for other aircraft that may be departing in the
opposite direction. When conducting any practice
approach, regardless of its direction relative to other
airport operations, pilots should make announcements on the CTAF as follows:
(a) Departing the final approach fix, inbound
(nonprecision approach) or departing the outer
marker or fix used in lieu of the outer marker, inbound
(precision approach);
(b) Established on the final approach segment
or immediately upon being released by ATC;
(c) Upon completion or termination of the
approach; and
(d) Upon executing the missed approach
procedure.
5. Departing aircraft should always be alert for
arrival aircraft coming from the opposite direction.
6. Recommended self-announce phraseologies:
It should be noted that aircraft operating to or from
another nearby airport may be making self-announce
broadcasts on the same UNICOM or MULTICOM
frequency. To help identify one airport from another,
the airport name should be spoken at the beginning
and end of each self-announce transmission.
(a) Inbound
EXAMPLE-
Strawn traffic, Apache Two Two Five Zulu, (position),
(altitude), (descending) or entering downwind/base/final
(as appropriate) runway one seven full stop, touch-and-go, Strawn.
Strawn traffic Apache Two Two Five Zulu clear of runway
one seven Strawn.
(b) Outbound
EXAMPLE-
Strawn traffic, Queen Air Seven One Five Five Bravo
(location on airport) taxiing to runway two six Strawn.
Strawn traffic, Queen Air Seven One Five Five Bravo
departing runway two six. Departing the pattern to the
(direction), climbing to (altitude) Strawn.
(c) Practice Instrument Approach
EXAMPLE-
Strawn traffic, Cessna Two One Four Three Quebec
(position from airport) inbound descending through
(altitude) practice (name of approach) approach runway
three five Strawn.
Strawn traffic, Cessna Two One Four Three Quebec
practice (type) approach completed or terminated runway
three five Strawn.
h. UNICOM Communications Procedures
1. In communicating with a UNICOM station,
the following practices will help reduce frequency
congestion, facilitate a better understanding of pilot
intentions, help identify the location of aircraft in the
traffic pattern, and enhance safety of flight:
(a) Select the correct UNICOM frequency.
(b) State the identification of the UNICOM
station you are calling in each transmission.
(c) Speak slowly and distinctly.
(d) Report approximately 10 miles from the
airport, reporting altitude, and state your aircraft type,
aircraft identification, location relative to the airport,
state whether landing or overflight, and request wind
information and runway in use.
(e) Report on downwind, base, and final
approach.
(f) Report leaving the runway.
2. Recommended UNICOM phraseologies:
(a) Inbound
PHRASEOLOGY-
FREDERICK UNICOM CESSNA EIGHT ZERO ONE
TANGO FOXTROT 10 MILES SOUTHEAST
DESCENDING THROUGH (altitude) LANDING
FREDERICK, REQUEST WIND AND RUNWAY
INFORMATION FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE
TANGO FOXTROT ENTERING DOWNWIND/BASE/
FINAL (as appropriate) FOR RUNWAY ONE NINER (full
stop/touch-and-go) FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE
TANGO FOXTROT CLEAR OF RUNWAY ONE NINER
FREDERICK.
(b) Outbound
PHRASEOLOGY-
FREDERICK UNICOM CESSNA EIGHT ZERO ONE
TANGO FOXTROT (location on airport) TAXIING TO
RUNWAY ONE NINER, REQUEST WIND AND TRAFFIC
INFORMATION FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE
TANGO FOXTROT DEPARTING RUNWAY ONE NINER.
"REMAINING IN THE PATTERN" OR "DEPARTING
THE PATTERN TO THE (direction) (as appropriate)"
FREDERICK.
4-1-10. IFR Approaches/Ground Vehicle
Operations
a. IFR Approaches. When operating in accordance with an IFR clearance and ATC approves a
change to the advisory frequency, make an
expeditious change to the CTAF and employ the
recommended traffic advisory procedures.
b. Ground Vehicle Operation. Airport ground
vehicles equipped with radios should monitor the
CTAF frequency when operating on the airport
movement area and remain clear of runways/taxiways being used by aircraft. Radio transmissions
from ground vehicles should be confined to
safety-related matters.
c. Radio Control of Airport Lighting Systems. Whenever possible, the CTAF will be used to control
airport lighting systems at airports without operating
control towers. This eliminates the need for pilots to
change frequencies to turn the lights on and allows a
continuous listening watch on a single frequency. The
CTAF is published on the instrument approach chart
and in other appropriate aeronautical information
publications. For further details concerning radio
controlled lights, see AC 150/5340-27, Air-to-Ground Radio Control of Airport Lighting Systems.
4-1-11. Designated UNICOM/MULTICOM
Frequencies
Frequency use
a. The following listing depicts UNICOM and
MULTICOM frequency uses as designated by the
Federal Communications Commission (FCC).
(See TBL 4-1-2.)
TBL 4-1-2
Unicom/Multicom Frequency Usage
Use
|
Frequency
|
Airports without an operating
control tower.
|
122.700
122.725
122.800
122.975
123.000
123.050
123.075
|
(MULTICOM FREQUENCY)
Activities of a temporary, seasonal,
emergency nature or search and
rescue, as well as, airports with no
tower, FSS, or UNICOM.
|
122.900
|
(MULTICOM FREQUENCY)
Forestry management and fire
suppression, fish and game
management and protection, and
environmental monitoring and
protection.
|
122.925
|
Airports with a control tower or
FSS on airport.
|
122.950
|
NOTE-
1. In some areas of the country, frequency interference
may be encountered from nearby airports using the same
UNICOM frequency. Where there is a problem, UNICOM
operators are encouraged to develop a "least interference" frequency assignment plan for airports concerned
using the frequencies designated for airports without
operating control towers. UNICOM licensees are
encouraged to apply for UNICOM 25 kHz spaced channel
frequencies. Due to the extremely limited number of
frequencies with 50 kHz channel spacing, 25 kHz channel
spacing should be implemented. UNICOM licensees may
then request FCC to assign frequencies in accordance with
the plan, which FCC will review and consider for approval.
2. Wind direction and runway information may not be
available on UNICOM frequency 122.950.
b. The following listing depicts other frequency
uses as designated by the Federal Communications
Commission (FCC). (See
TBL 4-1-3.)
TBL 4-1-3
Other Frequency Usage Designated by FCC
Use
|
Frequency
|
Air-to-air communication
(private fixed wing aircraft).
|
122.750
|
Air-to-air communications
(general aviation helicopters).
|
123.025
|
Aviation instruction, Glider, Hot Air
Balloon (not to be used for
advisory service).
|
123.300
123.500
|
4-1-12. Use of UNICOM for ATC Purposes
UNICOM service may be used for ATC purposes,
only under the following circumstances:
a. Revision to proposed departure time.
b. Takeoff, arrival, or flight plan cancellation
time.
c. ATC clearance, provided arrangements are
made between the ATC facility and the UNICOM
licensee to handle such messages.
4-1-13. Automatic Terminal Information
Service (ATIS)
a. ATIS is the continuous broadcast of recorded
noncontrol information in selected high activity
terminal areas. Its purpose is to improve controller
effectiveness and to relieve frequency congestion by
automating the repetitive transmission of essential
but routine information. The information is continuously broadcast over a discrete VHF radio frequency
or the voice portion of a local NAVAID. ATIS
transmissions on a discrete VHF radio frequency are
engineered to be receivable to a maximum of 60 NM
from the ATIS site and a maximum altitude of
25,000 feet AGL. At most locations, ATIS signals
may be received on the surface of the airport, but local
conditions may limit the maximum ATIS reception
distance and/or altitude. Pilots are urged to cooperate
in the ATIS program as it relieves frequency
congestion on approach control, ground control, and
local control frequencies. The A/FD indicates
airports for which ATIS is provided.
b. ATIS information includes the time of the latest
weather sequence, ceiling, visibility, obstructions to
visibility, temperature, dew point (if available), wind
direction (magnetic), and velocity, altimeter, other
pertinent remarks, instrument approach and runway
in use. The ceiling/sky condition, visibility, and
obstructions to vision may be omitted from the ATIS
broadcast if the ceiling is above 5,000 feet and the
visibility is more than 5 miles. The departure runway
will only be given if different from the landing
runway except at locations having a separate ATIS for
departure. The broadcast may include the appropriate
frequency and instructions for VFR arrivals to make
initial contact with approach control. Pilots of aircraft
arriving or departing the terminal area can receive the
continuous ATIS broadcast at times when cockpit
duties are least pressing and listen to as many repeats
as desired. ATIS broadcast shall be updated upon the
receipt of any official hourly and special weather. A
new recording will also be made when there is a
change in other pertinent data such as runway change,
instrument approach in use, etc.
EXAMPLE-
Dulles International information Sierra. 1300 zulu
weather. Measured ceiling three thousand overcast.
Visibility three, smoke. Temperature six eight. Wind
three five zero at eight. Altimeter two niner niner two. ILS
runway one right approach in use. Landing runway one
right and left. Departure runway three zero. Armel
VORTAC out of service. Advise you have Sierra.
c. Pilots should listen to ATIS broadcasts
whenever ATIS is in operation.
d. Pilots should notify controllers on initial
contact that they have received the ATIS broadcast by
repeating the alphabetical code word appended to the
broadcast.
EXAMPLE-
"Information Sierra received."
e. When a pilot acknowledges receipt of the ATIS
broadcast, controllers may omit those items contained in the broadcast if they are current. Rapidly
changing conditions will be issued by ATC and the
ATIS will contain words as follows:
EXAMPLE-
"Latest ceiling/visibility/altimeter/wind/(other conditions) will be issued by approach control/tower."
NOTE-
The absence of a sky condition or ceiling and/or visibility
on ATIS indicates a sky condition or ceiling of 5,000 feet or
above and visibility of 5 miles or more. A remark may be
made on the broadcast, "the weather is better than
5000 and 5," or the existing weather may be broadcast.
f. Controllers will issue pertinent information to
pilots who do not acknowledge receipt of a broadcast
or who acknowledge receipt of a broadcast which is
not current.
g. To serve frequency limited aircraft, FSSs are
equipped to transmit on the omnirange frequency at
most en route VORs used as ATIS voice outlets. Such
communication interrupts the ATIS broadcast. Pilots
of aircraft equipped to receive on other FSS
frequencies are encouraged to do so in order that these
override transmissions may be kept to an absolute
minimum.
h. While it is a good operating practice for pilots
to make use of the ATIS broadcast where it is
available, some pilots use the phrase "have numbers"
in communications with the control tower. Use of this
phrase means that the pilot has received wind,
runway, and altimeter information ONLY and the
tower does not have to repeat this information. It does
not indicate receipt of the ATIS broadcast and should
never be used for this purpose.
4-1-14. Automatic Flight Information
Service (AFIS) - Alaska FSSs Only
a. Alaska FSSs AFIS is the continuous broadcast
of recorded noncontrol information at airports in
Alaska where a Flight Service Station (FSS) provides
local airport advisory service. Its purpose is to
improve FSS Specialist efficiency by reducing
frequency congestion on the local airport advisory
frequency. The AFIS broadcast will automate the
repetitive transmission of essential but routine
information (weather, favored runway, breaking
action, airport NOTAMs, other applicable information). The information is continuously broadcast over
a discrete VHF radio frequency (usually the ASOS
frequency). Use of AFIS is not mandatory, but pilots
who choose to utilize two-way radio communications with the FSS are urged to listen to AFIS, as it
relieves frequency congestion on the local airport
advisory frequency. AFIS broadcasts are updated
upon the receipt of any official hourly and special
weather, worsening braking action reports, and
changes in other pertinent data. When a pilot
acknowledges receipt of the AFIS broadcast, FSS
Specialists may omit those items contained in the
broadcast if they are current. When rapidly changing
conditions exist, the latest ceiling, visibility,
altimeter, wind or other conditions may be omitted
from the AFIS and will be issued by the Flight Service
Specialist on the appropriate radio frequency.
EXAMPLE-
“Kotzebue information ALPHA. One six five five zulu.
Wind, two one zero at five; visibility two, fog; ceiling one
hundred overcast; temperature minus one two, dew point
minus one four; altimeter three one zero five. Altimeter in
excess of three one zero zero, high pressure altimeter
setting procedures are in effect. Favored runway two six.
Weather in Kotzebue surface area is below V-F-R
minima - an ATC clearance is required. Contact
Kotzebue Radio on 123.6 for traffic advisories and advise
intentions. Notice to Airmen, Hotham NDB out of service.
Transcribed Weather Broadcast out of service. Advise on
initial contact you have ALPHA.”
NOTE-
The absence of a sky condition or ceiling and/or visibility
on Alaska FSS AFIS indicates a sky condition or ceiling of
5,000 feet or above and visibility of 5 miles or more. A
remark may be made on the broadcast, “the weather is
better than 5000 and 5.”
b. Pilots should listen to Alaska FSSs AFIS
broadcasts whenever Alaska FSSs AFIS is in
operation.
NOTE-
Some Alaska FSSs are open part time and/or seasonally.
c. Pilots should notify controllers on initial
contact that they have received the Alaska FSSs
AFIS broadcast by repeating the phonetic alphabetic
letter appended to the broadcast.
EXAMPLE-
“Information Alpha received.”
d. While it is a good operating practice for pilots
to make use of the Alaska FSS AFIS broadcast where
it is available, some pilots use the phrase “have
numbers” in communications with the FSS. Use of
this phrase means that the pilot has received wind,
runway, and altimeter information ONLY and the
Alaska FSS does not have to repeat this information.
It does not indicate receipt of the AFIS broadcast and
should never be used for this purpose.
4-1-15. Radar Traffic Information Service
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 the 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 that pilot's intended flight
path that it warrants 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 or 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 and then
change your transponder code to 1200, if applicable.
Pilots should also inform the controller when
changing VFR cruising 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
12 hour clock, or
(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; and
(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; and
(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 the following figures
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 4-1-1
Induced Error in Position of Traffic
EXAMPLE-
In FIG 4-1-1 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
2 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 10 o'clock.
FIG 4-1-2
Induced Error in Position of Traffic
EXAMPLE-
In FIG 4-1-2 traffic information would be issued to the
pilot of aircraft "C" as 2 o'clock. The actual position of the
traffic as seen by the pilot of aircraft "C" would be
3 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.
4-1-16. Safety Alert
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 a situation
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, to take. 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.
a. Terrain or Obstruction Alert
1. Controllers will immediately issue an alert to
the pilot of an aircraft under their control when they
recognize that the aircraft is at an altitude which, in
their judgment, may be in an 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).
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 an IFR flight plan; or
(b) Operating VFR and have requested
MSAW monitoring.
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 an 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 request MSAW/LAAS.
b. Aircraft Conflict Alert.
1. Controllers will immediately issue an alert to
the pilot of an aircraft under their control if they are
aware of another aircraft which 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(s) of action the controller may
recommend to the pilot will be predicated only on
other traffic being worked by the controller.
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.
4-1-17. Radar Assistance to VFR Aircraft
a. 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.
b. Pilots should clearly understand that authorization to proceed in accordance with such radar
navigational assistance does not constitute authorization for the pilot to violate CFRs. 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.
c. 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.
d. Radar navigation assistance (vectors) may be
initiated by the controller when one of the following
conditions exist:
1. The controller suggests the vector and the
pilot concurs.
2. A special program has been established and
vectoring service has been advertised.
3. In the controller's judgment the vector is
necessary for air safety.
e. 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.
4-1-18. Terminal Radar Services for VFR
Aircraft
a. Basic Radar Service:
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:
(a) Safety alerts.
(b) Traffic advisories.
(c) Limited radar vectoring (on a workload
permitting basis).
(d) 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, Class C, Class D or Class E airspace. "Stage III"
services have been replaced with "Class B" and "TRSA"
service where applicable.
2. Vectoring service may be provided when
requested by the pilot or with pilot concurrence when
suggested by ATC.
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 request traffic information.
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
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. (See FAA Order JO 7110.65,
Air Traffic Control, paragraph 5-1-13, Radar
Service Termination.)
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.
(a) 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 INSTRUCTION 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.
(b) 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.
(c) 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.
b. TRSA Service (Radar Sequencing and
Separation Service for VFR Aircraft in a TRSA).
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 Terminal
Radar Service Area (TRSA). Pilot participation is
urged but is not mandatory.
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.
3. TRSAs are depicted on sectional aeronautical
charts and listed in the Airport/Facility Directory.
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 issued wind, runway information, and the time or
place to contact the tower. Traffic information will be
provided on a workload permitting basis.
5. Visual separation is used when prevailing
conditions permit and it will be applied as follows:
(a) 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. Radar service will be
continued to the runway. 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.
(b) If other "nonparticipating" or "local"
aircraft are in the traffic pattern, the tower will issue
a landing sequence.
(c) 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.
6. VFR aircraft will be separated from VFR/IFR
aircraft by one of the following:
(a) 500 feet vertical separation.
(b) Visual separation.
(c) Target resolution (a process to ensure that
correlated radar targets do not touch) when using
broadband radar systems.
7. Participating pilots operating VFR in a
TRSA:
(a) 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.
(b) When not assigned an altitude, the pilot
should coordinate with ATC prior to any altitude
change.
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.
9. Departing aircraft should inform ATC of their
intended destination and/or route of flight and
proposed cruising altitude.
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.
c. 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.
d. 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).
e. PILOT RESPONSIBILITY. THESE SERVICES ARE NOT TO BE INTERPRETED AS
RELIEVING PILOTS OF THEIR RESPONSIBILITIES TO SEE AND AVOID OTHER TRAFFIC
OPERATING IN BASIC VFR WEATHER CONDITIONS, 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 COMPROMISE PILOT RESPONSIBILITY RESPECTING
TERRAIN AND OBSTRUCTION CLEARANCE,
VORTEX EXPOSURE, AND WEATHER MINIMUMS, APPROACH CONTROL SHOULD BE SO
ADVISED AND A REVISED CLEARANCE OR
INSTRUCTION OBTAINED.
f. 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 a 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 airspace
or two way radio contact with ATC to enter Class C
airspace.
4-1-19. Tower En Route Control (TEC)
a. 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 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 two hours duration or less. If longer flights
are planned, extensive coordination may be required
within the multiple complex which could result in
unanticipated delays.
b. 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.
c. 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 section of the flight plan when requesting
tower en route control.
d. 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.
4-1-20. Transponder Operation
a. General
1. Pilots should be aware that proper application
of transponder operating procedures will provide
both VFR and IFR aircraft with a higher 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.
2. Air Traffic Control Radar Beacon System
(ATCRBS) is similar to and compatible with military
coded radar beacon equipment. Civil Mode A is
identical to military Mode 3.
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 CONTROLLED AIRSPACE EACH PILOT OPERATING AN
AIRCRAFT EQUIPPED WITH AN OPERABLE
ATC TRANSPONDER MAINTAINED IN ACCORDANCE WITH 14 CFR SECTION 91.413
SHALL OPERATE THE TRANSPONDER, INCLUDING MODE C IF INSTALLED, ON THE
APPROPRIATE CODE OR AS ASSIGNED BY
ATC. IN CLASS G AIRSPACE, THE TRANSPONDER SHOULD BE OPERATING WHILE
AIRBORNE UNLESS OTHERWISE REQUESTED BY ATC.
4. A pilot on an IFR flight who elects to cancel
the IFR flight plan prior to reaching destination,
should adjust the transponder according to VFR
operations.
5. If entering a U.S. OFFSHORE AIRSPACE
AREA 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.
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.
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.
b. Transponder Code Designation
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 SPECIFICALLY REQUESTED BY ATC TO BE
OTHERWISE.
c. Automatic Altitude Reporting (Mode C)
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.
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, turn 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.
3. Pilots of aircraft with operating Mode C
altitude reporting transponders should report exact
altitude or flight level to the nearest hundred foot
increment when establishing initial contact with an
ATC facility. Exact altitude or 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.
d. Transponder IDENT Feature
1. The transponder shall be operated only as
specified by ATC. Activate the "IDENT" feature only
upon request of the ATC controller.
e. Code Changes
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 to 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.
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.
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.
f. Mode C Transponder Requirements
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 Section 91.215 and
14 CFR Section 99.12.
2. In general, the CFRs require 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 a 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, excluding that airspace which is both outside
the Class D surface area and below 1,200 feet AGL.
Balloons, gliders and aircraft not equipped with an
engine driven electrical system are excepted from this
requirement.
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.
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 they will
advise you what facility you should contact for
determining the status of your equipment.
5. In-flight requests for "immediate" deviation
from the transponder requirement 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
CFRs. All other requests for deviation should be
made by contacting the nearest Flight Service 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 areas.
g. Transponder Operation Under Visual Flight
Rules (VFR)
1. Unless otherwise instructed by an ATC
facility, adjust transponder to reply on Mode 3/A
Code 1200 regardless of altitude.
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.
h. Radar Beacon Phraseology
Air traffic controllers, both civil and military, will use
the following phraseology when referring to
operation of the Air Traffic Control Radar Beacon
System (ATCRBS). Instructions by ATC refer only to
Mode A/3 or Mode C operation and do not affect the
operation of the transponder on other Modes.
1. SQUAWK (number). Operate radar beacon
transponder on designated code in Mode A/3.
2. IDENT. Engage the "IDENT" feature (military I/P) of the transponder.
3. SQUAWK (number) and IDENT. Operate
transponder on specified code in Mode A/3 and
engage the "IDENT" (military I/P) feature.
4. SQUAWK STANDBY. Switch transponder
to standby position.
5. SQUAWK LOW/NORMAL. Operate
transponder on low or normal sensitivity as specified.
Transponder is operated in "NORMAL" position
unless ATC specifies "LOW" ("ON" is used instead
of "NORMAL" as a master control label on some
types of transponders.)
6. SQUAWK ALTITUDE. Activate Mode C
with automatic altitude reporting.
7. 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.
8. STOP SQUAWK (mode in use). Switch off
specified mode. (Used for military aircraft when the
controller is unaware of military service requirements for the aircraft to continue operation on another
Mode.)
9. STOP SQUAWK. Switch off transponder.
10. 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.)
11. SQUAWK VFR. Operate radar beacon
transponder on Code 1200 in the Mode A/3, or other
appropriate VFR code.
FIG 4-1-3
Hazardous Area Reporting Service
4-1-21. Hazardous Area Reporting Service
a. Selected FSSs provide flight monitoring where
regularly traveled VFR routes cross large bodies of
water, swamps, and mountains. This service is
provided for the purpose of expeditiously alerting
Search and Rescue facilities when required.
(See FIG 4-1-3.)
1. When requesting the service either in person,
by telephone or by radio, pilots should be prepared to
give the following information: type of aircraft,
altitude, indicated airspeed, present position, route of
flight, heading.
2. Radio contacts are desired at least every
10 minutes. If contact is lost for more than
15 minutes, Search and Rescue will be alerted. Pilots
are responsible for canceling their request for service
when they are outside the service area boundary.
Pilots experiencing two-way radio failure are
expected to land as soon as practicable and cancel
their request for the service.
FIG 4-1-3 depicts the
areas and the FSS facilities involved in this program.
b. Long Island Sound Reporting Service.
The New York and Bridgeport AFSSs provide Long
Island Sound Reporting service on request for aircraft
traversing Long Island Sound.
1. When requesting the service, pilots should
ask for SOUND REPORTING SERVICE and should
be prepared to provide the following appropriate
information:
(a) Type and color of aircraft;
(b) The specific route and altitude across the
sound including the shore crossing point;
(c) The overwater crossing time;
(d) Number of persons on board; and
(e) True air speed.
2. Radio contacts are desired at least every
10 minutes; however, for flights of shorter duration a
midsound report is requested. If contact is lost for
more than 15 minutes Search and Rescue will be
alerted. Pilots are responsible for canceling their
request for the Long Island Sound Reporting Service
when outside the service area boundary. Aircraft
experiencing radio failure will be expected to land as
soon as practicable and cancel their request for the
service.
3. Communications. Primary communications - pilots are to transmit on 122.1 MHz and listen
on one of the following VOR frequencies:
(a) New York AFSS Controls:
(1) Hampton RCO (FSS transmits and
receives on 122.6 MHz).
(2) Calverton VOR (FSS transmits on
117.2 and receives on standard FSS frequencies).
(3) Kennedy VORTAC (FSS transmits on
115.9 and receives on 122.1 MHz).
(b) Bridgeport AFSS Controls:
(1) Madison VORTAC (FSS transmits on
110.4 and receives on 122.1 MHz).
(2) Groton VOR (FSS transmits on 110.85
and receives on 122.1 MHz).
(3) Bridgeport VOR (FSS transmits on
108.8 and receives on 122.1 MHz).
c. Block Island Reporting Service.
Within the Long Island Reporting Service, the
New York FSS also provides an additional service for
aircraft operating between Montauk Point and
Block Island. When requesting this service, pilots
should ask for BLOCK ISLAND REPORTING
SERVICE and should be prepared to provide the
same flight information as required for the
Long Island Sound Reporting Service.
1. A minimum of three position reports are
mandatory for this service; these are:
(a) Reporting leaving either Montauk Point
or Block Island.
(b) Midway report.
(c) Report when over either Montauk Point or
Block Island. At this time, the overwater service is
canceled.
2. Communications. Pilots are to transmit and
receive on 122.6 MHz.
NOTE-
Pilots are advised that 122.6 MHz is a remote receiver
located at the Hampton VORTAC site and designed to
provide radio coverage between Hampton and Block Island. Flights proceeding beyond Block Island may contact
the Bridgeport AFSS by transmitting on 122.1 MHz and
listening on Groton VOR frequency 110.85 MHz.
d. Cape Cod and Islands Radar Overwater
Flight Following.
In addition to normal VFR radar advisory services,
traffic permitting, Cape Approach Control provides
a radar overwater flight following service for aircraft
traversing the Cape Cod and adjacent Island area.
Pilots desiring this service may contact Cape
RAPCON on 118.2 MHz.
1. Pilots requesting this service should be
prepared to give the following information:
(a) Type and color of aircraft;
(b) Altitude;
(c) Position and heading;
(d) Route of flight; and
(e) True airspeed.
2. For best radar coverage, pilots are encouraged to fly at 1,500 feet MSL or above.
3. Pilots are responsible for canceling their
request for overwater flight following when they are
over the mainland and/or outside the service area
boundary.
e. Lake Reporting Service.
Cleveland and Lansing AFSSs provide Lake
Reporting Service on request for aircraft traversing
the western half of Lake Erie; Green Bay, Kankakee,
Lansing, and Terre Haute AFSSs provide Lake
Reporting Service on request for aircraft traversing
Lake Michigan.
1. When requesting the service, pilots should
ask for LAKE REPORTING SERVICE.
2. Pilots not on a VFR flight plan should be
prepared to provide all information that is normally
provided for a complete VFR flight plan.
3. Pilots already on a VFR flight plan should be
prepared to provide the following information:
(a) Aircraft or flight identification.
(b) Type of aircraft.
(c) Near-shore crossing point or last fix
before crossing.
(d) Proposed time over near-shore crossing
point or last fix before crossing.
(e) Proposed altitude.
(f) Proposed route of flight.
(g) Estimated time over water.
(h) Next landing point.
(i) AFSS/FSS having complete VFR flight
plan information.
4. Radio contacts must not exceed 10 minutes
when pilots fly at an altitude that affords continuous
communications. If radio contact is lost for more than
15 minutes (5 minutes after a scheduled reporting
time), Search and Rescue (SAR) will be alerted.
5. The estimated time for crossing the far shore
will be the scheduled reporting time for aircraft that
fly at an altitude that does not afford continuous
communication coverage while crossing the lake. If
radio contact is not established within 5 minutes of
that time, SAR will be alerted.
6. Pilots are responsible for canceling their
request for Lake Reporting Service when outside the
service area boundary. Aircraft experiencing radio
failure will be expected to land as soon as practicable
and cancel their Lake Reporting Service flight plan.
7. Communications. Primary communications - Pilots should communicate with the following
facilities on the indicated frequencies:
(a) Cleveland AFSS Controls:
(1) Cleveland RCO (FSS transmits and
receives on 122.35 or 122.55 MHz).
(2) Sandusky VOR (FSS transmits on
109.2 and receives on 122.1 MHz).
(b) Green Bay AFSS Controls:
(1) Escanaba VORTAC (FSS transmits on
110.8 and receives on 122.1 MHz).
(2) Green Bay RCO (FSS transmits and
receives on 122.55 MHz).
(3) Manistique RCO (FSS transmits and
receives on 122.25 MHz).
(4) Manitowoc VOR (FSS transmits on
111.0 and receives on 122.1 MHz).
(5) Menominee VOR (FSS transmits on
109.6 and receives on 122.1 MHz).
(6) Milwaukee RCO (FSS transmits and
receives on 122.65 MHz).
(7) Falls VOR (FSS transmits on 110.0 and
receives on 122.1 MHz).
(c) Kankakee AFSS Controls:
(1) Chicago Heights VORTAC (FSS transmits on 114.2 and receives on 122.1 MHz).
(2) Meigs RCO (FSS transmits and receives on 122.15 MHz).
(3) Waukegan RCO (FSS transmits and
receives on 122.55 MHz).
(d) Lansing AFSS Controls:
(1) Lake Erie. Detroit City RCO (FSS
transmits and receives on 122.55 MHz).
(2) Lake Michigan:
[a] Keeler VORTAC (FSS transmits on
116.6 and receives on 122.1 MHz).
[b] Ludington RCO (FSS transmits and
receives on 122.45 MHz).
[c] Manistee VORTAC (FSS transmits
on 111.4 and receives on 122.1 MHz).
[d] Muskegon RCO (FSS transmits and
receives on 122.5 MHz).
[e] Pellston RCO (FSS transmits and
receives on 122.3 MHz).
[f] Pullman VORTAC (FSS transmits on
112.1 and receives on 122.1 MHz).
[g] Traverse City RCO (FSS transmits
and receives on 122.65 MHz).
(e) Terre Haute AFSS Controls. South
Bend RCO (FSS transmits and receives on
122.6 MHz).
f. Everglades Reporting Service.
This service is offered by Miami Automated
International Flight Service Station (MIA AIFSS), in
extreme southern Florida. The service is provided to
aircraft crossing the Florida Everglades, between Lee
County (Ft. Myers, FL) VORTAC (RSW) on the
northwest side, and Dolphin (Miami, FL) VOR
(DHP) on the southeast side.
1. The pilot must request the service from
Miami AIFSS.
2. MIA AIFSS frequency information, 122.2,
122.3, and 122.65.
3. The pilot must file a VFR flight plan with the
remark: ERS.
4. The pilot must maintain 2000 feet of altitude.
5. The pilot must make position reports every
ten (10) minutes. SAR begins fifteen (15) minutes
after position report is not made on time.
6. The pilot is expected to land as soon as is
practical, in the event of two-way radio failure, and
advise MIA AIFSS that the service is terminated.
7. The pilot must notify Miami AIFSS when the
flight plan is cancelled or the service is suspended.
4-1-22. Airport Reservation Operations
and Special Traffic Management Programs
This section describes procedures for obtaining
required airport reservations at high density traffic
airports and for airports operating under Special
Traffic Management Programs.
a. High Density Traffic Airports (HDTA).
1. The FAA, by 14 CFR Part 93, Subpart K, has
designated the John F. Kennedy International (JFK),
LaGuardia (LGA), Ronald Reagan Washington
National (DCA), and Newark International (EWR)
Airports as high density airports and has prescribed
air traffic rules and requirements for operating
aircraft to and from these airports. (The quota for
EWR has been suspended indefinitely. Effective
July 2, 2002, the slot requirements at ORD were
eliminated.) Reservations for JFK are required
between 3:00 p.m. and 7:59 p.m. local time.
Reservations for LGA and DCA are required between
6:00 a.m. and 11:59 p.m. local time. Helicopter
operations are excluded from the requirement for a
reservation.
2. The FAA has established an Airport
Reservations Office (ARO) to receive and process all
Instrument Flight Rules (IFR) requests for nonscheduled operations at the designated HDTAs. This office
monitors operation of the high density rule and
allocates reservations on a "first-come-first-served"
basis determined by the time the request is received
at the reservation office. Standby lists are not
maintained. The ARO utilizes the Enhanced
Computer Voice Reservation System (e-CVRS) to
make all reservations. Users may access the computer
system using a touch-tone telephone or via the
Internet. Requests for IFR reservations will be
accepted starting 72 hours prior to the proposed time
of operation at the affected airport.
3. The toll-free telephone number for obtaining
IFR reservations through e-CVRS at HDTAs is
1-800-875-9694. This number is valid for calls
originating within the United States, Canada, and the
Caribbean. The toll number for other areas is (703)
707-0568. The Internet address for the e-CVRS Web
interface is: http://www.fly.faa.gov/ecvrs.
For more detailed information on operations and
reservation procedures at an HDTA, please see
Advisory Circular 93-1, Reservations for Unscheduled Operations at High Density Traffic Airports. A
copy of the Advisory Circular may be obtained via the
Internet at: http://www.faa.gov.
b. Special Traffic Management Programs
(STMP).
1. Special procedures may be established when
a location requires special traffic handling to
accommodate above normal traffic demand (e.g., the
Indianapolis 500, Super Bowl, etc.) or reduced
airport capacity (e.g., airport runway/taxiway
closures for airport construction). The special
procedures may remain in effect until the problem has
been resolved or until local traffic management
procedures can handle the situation and a need for
special handling no longer exists.
2. There will be two methods available for
obtaining slot reservations at the ATCSCC: the web
interface and the touch-tone interface. If these
methods are used, a NOTAM will be issued relaying
the web site address and toll-free telephone number.
Be sure to check current NOTAMs to determine: what airports are included in the STMP; the
dates and times reservations are required; the time
limits for reservation requests; the point of contact for
reservations; and any other instructions.
c. Users may contact the ARO at 703-904-4452 if
they have a problem making a reservation or have a
question concerning the HDTA/STMP regulations or
procedures.
d. Making Reservations.
1. Internet Users. Detailed information and
User Instruction Guides for using the Web Interface
to the reservation systems are available on the
websites for the HDTA (e-CVRS) and STMPs
(e-STMP).
2. Telephone users. When using the telephone
to make a reservation, you are prompted for input of
information about what you wish to do. All input is
accomplished using the keypad on the telephone. The
only problem with a telephone is that most keys have
a letter and number associated with them. When the
system asks for a date or time, it is expecting an input
of numbers. A problem arises when entering an
aircraft call sign or tail number. The system does not
detect if you are entering a letter (alpha character) or
a number. Therefore, when entering an aircraft call
sign or tail number two keys are used to represent
each letter or number. When entering a number,
precede the number you wish by the number 0 (zero)
i.e., 01, 02, 03, 04, . . .. If you wish to enter a letter, first
press the key on which the letter appears and then
press 1, 2, or 3, depending upon whether the letter you
desire is the first, second, or third letter on that key.
For example to enter the letter "N" first press the
"6" key because "N" is on that key, then press the
"2" key because the letter "N" is the second letter on
the "6" key. Since there are no keys for the letters "Q"
and "Z" e-CVRS pretends they are on the number
"1" key. Therefore, to enter the letter "Q", press 11,
and to enter the letter "Z" press 12.
NOTE-
Users are reminded to enter the "N" character with their
tail numbers. (See
TBL 4-1-4.)
TBL 4-1-4
Codes for Call Sign/Tail Number Input
Codes for Call Sign/Tail Number Input Only
|
A-21
|
J-51
|
S-73
|
1-01
|
B-22
|
K-52
|
T-81
|
2-02
|
C-23
|
L-53
|
U-82
|
3-03
|
D-31
|
M-61
|
V-83
|
4-04
|
E-32
|
N-62
|
W-91
|
5-05
|
F-33
|
O-63
|
X-92
|
6-06
|
G-41
|
P-71
|
Y-93
|
7-07
|
H-42
|
Q-11
|
Z-12
|
8-08
|
I-43
|
R-72
|
0-00
|
9-09
|
3. Additional helpful key entries: (See TBL 4-1-5.)
TBL 4-1-5
Helpful Key Entries
#
|
After entering a call sign/tail number, depressing the "pound key" (#) twice will indicate the end of the
entry.
|
*2
|
Will take the user back to the start of the process.
|
*3
|
Will repeat the call sign/tail number used in a previous reservation.
|
*5
|
Will repeat the previous question.
|
*8
|
Tutorial Mode: In the tutorial mode each prompt for input includes a more detailed description of what
is expected as input. *8 is a toggle on/off switch. If you are in tutorial mode and enter *8, you will return
to the normal mode.
|
*0
|
Expert Mode: In the expert mode each prompt for input is brief with little or no explanation. Expert
mode is also on/off toggle.
|
4-1-23. Requests for Waivers and
Authorizations from Title 14, Code of
Federal Regulations (14 CFR)
a. Requests for a Certificate of Waiver or
Authorization (FAA Form 7711-2), or requests for
renewal of a waiver or authorization, may be accepted
by any FAA facility and will be forwarded, if
necessary, to the appropriate office having waiver
authority.
b. The grant of a Certificate of Waiver or
Authorization from 14 CFR constitutes relief from
specific regulations, to the degree and for the period
of time specified in the certificate, and does not waive
any state law or local ordinance. Should the proposed
operations conflict with any state law or local
ordinance, or require permission of local authorities
or property owners, it is the applicant's responsibility
to resolve the matter. The holder of a waiver is
responsible for compliance with the terms of the
waiver and its provisions.
c. A waiver may be canceled at any time by the
Administrator, the person authorized to grant the
waiver, or the representative designated to monitor a
specific operation. In such case either written notice
of cancellation, or written confirmation of a verbal
cancellation will be provided to the holder.
4-1-24. Weather System Processor
The Weather System Processor (WSP) was developed for use in the National Airspace System to
provide weather processor enhancements to selected
Airport Surveillance Radar (ASR)-9 facilities. The
WSP provides Air Traffic with warnings of
hazardous wind shear and microbursts. The WSP also
provides users with terminal area 6-level weather,
storm cell locations and movement, as well as the
location and predicted future position and intensity of
wind shifts that may affect airport operations.
|