(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 1.1.26 and FIG ENR 1.1.27 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 1.1.26
Induced Error in Position of Traffic
WIND
TRACK
TRACK
(A) (B)
EXAMPLE.
In FIG ENR 1.1.26, 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 1.1.27
Induced Error in Position of Traffic
WIND
EXAMPLE.
In FIG ENR 1.1.27, 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.
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, communica-tions 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 Data-bases 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.
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