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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 ModeC, 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
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AIP航行情报汇编2(32)
