3.4.25 Unverified Mode C data will not be used for vertical separation.
ACAS procedures
3.4.26 Alerts generated by ACAS systems (such as TCAS) are being experienced despite correct ATC separation being applied or there is adequate vertical and/or horizontal distance between the aircraft.
3.4.27 Following are suggestions for reducing the number of these alerts:
(a)
High performance aircraft in the climb or descent should reduce their rate of climb or descent for the last 1000ft prior to cleared altitude. “Adjust vertical speed” advisories should be followed.
(b)
Aircraft operating at the lowest IFR cruising level within controlled airspace will be only 500ft above the upper limit of uncontrolled airspace. Aircraft should review operationsatthislevel if VFRtraffic is in the vicinity.
(c)
When operating by visual reference within, or entering a controlled aerodrome traffic circuit, pilots should operate ACAS systems on Traffic Avoidance (TA) mode. This is to avoid unnecessary Resolution Advisory (RA) manoeuvres against controlled traffic where visual, composite visual, 500ft vertical or runway separation standards that are not considered by ACAS systems are being applied.
This advice also applies when operating in proximity to uncontrolled aerodromes.
3.5 Transponder Failure/Special Procedures
3.5.1 Flights will not be permitted to enter transponder mandatory airspace without a fully operative transponder unless specifically approved by ATC for flight in controlled airspace.
3.5.2 Approval to continue to operate within controlled airspace may be granted to flights experiencing partial or complete transponder failure as follows:
(a)
If the failure is partial, every effort will be made to allow the flight to continue with minimum restriction to its final destination and thereafter to an appropriate repair base.
(b)
If the failure is complete, the flight is likely to experience some restrictions whilst enroute to the initial destination and may not be allowed to proceed to subsequent destinations via transponder mandatory airspace until transponder repair is effected. If a repair facility is not available at the initial destination then special approval may be given for the flight to proceed via transponder mandatory airspace to an appropriate repair base. Transit to the appropriate repair base may be restricted to periods of low traffic density with possible use of alternative routes to avoid areas of high traffic density.
3.5.3 ATC recognises the economic penalties that operators could face and will be as flexible as safety permits in granting special approval.
3.6 Transponder Testing
3.6.1 Operational testing of transponders should, if possible, be carried out only in shielded areas or under controlled conditions. Transmissions from transponders operating in Mode A and C under test may be interpreted by ATC radar and aircraft ACAS systems as stationary aircraft, thereby giving false alerts to controllers and pilots respectively. Transmissions from transponders under test cannot be filtered out by these systems.
3.6.2 Iftransponder testinginModeAandCisrequiredtotakeplace in unshielded conditions the following applies:
(a)
Notify the nearest ATC unit of the intention to test transponders, giving time period involved;
(b)
Unless a specific code has been issued for use, operate the transponder on codes 0050 – 0057;
(c)
When testing Mode C output, if possible set to 40,000ft or above.
ATC may request a delay where testing may impact on traffic management.
4 RADAR SERVICES
4.1 Radar Control and Flight Information Services
4.1.1 Radar Control Services, and the associated Radar Flight Information Services, are provided by the:
(a) Auckland Air Traffic Control Centre; and
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本文链接地址：新西兰 AIP New Zealand ENR 1.6 RADAR SERVICE AND PROCEDURES(4)
