Section 2. Automated Terminal
Tracking Systems (ATTS)
11-2-1. OPERATIONAL USE
a. Do not use ATTS data when
the system, or that portion of the systems, is
released to Technical Operations technicians.
b. Verify the operational
status of all ATTS components daily prior to
c. Advise effected
facilities when ATTS equipment will not be operational
at normal startup time, when it fails, is shut down,
resumes operation, or when interfacility mode is
11-2-2. DATA ENTRIES
Facility directives must prescribe
the use of the Scratch Pad and the specific
responsibility for entering the current ATIS alpha
character, the current General System Information (GSI),
and the System Altimeter Setting. When an ATTS
facility serves more than one controlled airport, an
average of the altimeter settings for those airports
may be specified as the System Altimeter Setting. A
remote altimeter setting may be used in accordance
with para 2-10-4, Comparison Checks, in the event that
all local altimeter indicators fail. Do not use this
procedure whenever conditions indicate the probability
of a steep pressure gradient between two locations.
The ARTS II system does not provide a GSI area;
however, it does provide the capability to enter and
display an assigned altitude.
a. When a malfunction causes
repeated discrepancies of 300 feet or more between the
automatic altitude readouts and pilot reported
altitudes, request authorized personnel to inhibit the
automatic altitude report (Mode C) display until the
malfunction has been corrected.
b. If available, operate the
field inhibit/select switches in the select position
for the leader line, ACID, altitude, and handoff
fields. The control position symbol and other full
data block fields must be selected/inhibited in
accordance with facility directives.
c. Display Mode C on
untracked (unassociated) targets within each
controller's area of responsibility by setting the
altitude filters to encompass all altitudes within the
controller's jurisdiction. Set the upper limits no
lower than 1,000 feet above the highest altitude for
which the controller is responsible. In those
stratified positions, set the upper and lower limit to
encompass at least 1,000 feet above and below the
altitudes for which the controller is responsible.
When the position's area of responsibility includes
down to an airport field elevation, the facility will
normally set the lower altitude filter limit to
encompass the field elevation, so that provisions of
FAAO JO 7110.65, Air Traffic Control, para 2-1-6,
Safety Alert, and subpara 5-2-17a2, Validation of Mode
C Readout, may be applied. Air traffic managers may
authorize the temporary suspension of this requirement
when target clutter is excessive.
FAAO JO 7110.65, Para 5-2-23, Altitude Filters.
11-2-4. USE OF MODIFY AND QUICK LOOK FUNCTIONS
a. Where ATTS data from a
system common to the TRACON and the tower is presented
on a CTRD, and if operational benefits will accrue by
using the MODIFY or QUICK LOOK functions, a facility
directive or a LOA must be prepared specifying:
1. Procedures for data
transfer between the TRACON and the tower cab.
2. Communications changeover
3. Transfer of control
4. Hours or conditions under
which facility policy prohibits use of these
5. The responsibility of the
local control position to determine whether use of
MODIFY or QUICK LOOK functions is satisfactory or some
other mode of data transfer is to be used; e.g., voice
call or computer handoff.
b. Factors to be considered
by the controller in determining use of the MODIFY or
QUICK LOOK functions and by the facilities for
prohibiting their use include, but are not limited to,
light on the face of the CTRD, traffic volume, other
duties requiring the controller's attention, and the
number of controllers available in the tower.
11-2-5. AUTOMATION PROGRAM
The air traffic manager of
automated facilities must:
a. Approve all requests for
automation changes sent to the respective Operational
Support Facility via the National Automation Request
form, FAA Form 6000-14.
b. Review each SITE PROGRAM
BULLETIN (TERMINAL) issued by the Terminal Automation
Support for local program functionality and changes to
the data base to determine any operational/procedural
impact. When necessary:
1. Issue a facility
directive describing the functional change/s and any
resulting procedural change/s.
2. Coordinate any
functional, procedural, and airspace change/s with the
ARTCC providing automation interface.
c. Ensure that operational
suitability acceptance for software modifications is
recorded on FAA Form 7230-4.
“A3.06, National Patch Level P operational suitability
testing completed, acceptable.”
“A605, REV 20 operational suitability testing
“A2.09, REV 20 operational suitability testing
“M4.08R, operational suitability testing completed,
11-2-6. AUTOMATIC ACQUISITION/TERMINATION AREAS
a. Facility air traffic
1. Establish automatic
acquisition areas for arrivals and overflights at
ranges permitting auto-acquisition of targets prior to
the ARTCC/ATTS-to-ATTS automatic handoff area when the
center is in the radar data processing (RDP) mode.
2. Coordinate with the
adjacent automated facilities to ensure that computer
handoffs will be initiated only after the aircraft is
within their facility's automatic acquisition area.
Where this is not feasible due to airspace assignment,
facility directives must require use of an appropriate
procedure specified in FAAO JO 7110.65, Air Traffic
Control, to confirm the identity of all aircraft
handed off prior to ATTS auto-acquisition.
Automatic Acquisition Areas for departing aircraft 1
mile or less from the runway end.
Automatic Termination Areas for arriving aircraft 1
mile or less from the runway threshold or, at
satellite airports, the minimum radar coverage
range/altitude whichever is greater.
5. Prescribe in a facility
directive the operating position responsibility for
determining if automatic acquisition of a departure
track has occurred.
This is intended for operations where automatic
acquisition responsibility could be confused, e.g.,
uncontrolled airports within a single sector, or
between different radar sectors that serve the same
b. Terminal Operations
Service Area Directors may authorize a distance
greater than specified in subparas a3 and 4 above,
where the operational conditions dictate.
SAFE ALTITUDE WARNING (MSAW), CONFLICT ALERT (CA), AND
MODE C INTRUDER (MCI)
a. MSAW, CA and MCI values
must be set in accordance with the standards specified
in the Standards and Guidelines for CARTS Appendix D,
Standards and Guidelines for ARTS IIIA, and Standards
and Guidelines for MEARTS. Any instances of requests
for values outside the standards must require a waiver
from Vice President, Terminal Services.
b. When their continued use
would adversely impact operational priorities, air
traffic managers may temporarily inhibit the MSAW, the
Approach Path Monitor portion of MSAW, and/or the CA
and/or MCI functions. Except when equipment or site
adaptation problems preclude these functions being
used, a brief written report must be sent to the
Terminal Operatons Service Area Office whenever they
are inhibited. A copy of the report must be sent to
Terminal Safety and Operations Support.
c. Facility air traffic
managers are authorized to inhibit CA at specific
operating positions if an operational advantage will
d. Facility air traffic
managers must ensure that:
1. MSAW and CA nuisance
alarms are minimized by monitoring alarm frequency and
location and forwarding suspected problem areas to the
servicing Operational Support Facility along with any
supporting documentation, via a National Automation
Request (NAR) form.
2. A visual inspection and
aural test of the MSAW speakers located in the
operational quarters by supervisory personnel is
included as part of the equipment check list required
during each watch. The purpose of this inspection is
to ensure the aural alarm is functioning and audible
to the appropriate operational personnel.
3. The operational support
facility has adapted the software functionality to
ensure the aural alarms operate in the ATCT.
4. Aural alarms are received
in the ATCT upon transfer of communications.
5. Controllers are aware of
the towers geographic locations where aural alarms
sound. (MSAW aural alarm areas.)
6. Tower aural alarm areas
VARIATION OF VIDEO MAPS/GEO MAPS AT ARTS FACILITIES
Air traffic managers must ensure
a. The magnetic variation of
radar video maps/geo maps, MSAW, DTMs/GTMs and radar
site settings coincide and is verified annually.
b. Affected map or maps are
recompiled when the official magnetic variation of
record is changed/implemented.
1. The video map is the primary
reference for maintaining radar antenna alignment.
2. The DTM is constructed to align with the
radar antenna offset for magnetic north. Consequently,
any change in antenna offset will result in a
corresponding change in the relative positions of the
terrain points and obstacles used to determine DTM bin
altitude assignments. This will require generating and
verifying a new DTM.
3. The GTM is constructed to align with true
north offset by the site adaptable radar antenna
magnetic variation. Consequently, any change in
antenna offset will result in a corresponding change
in the relative position of bin locations.
4. In both cases, DTM or GTM, any change in
antenna offset will result in readaptation of the MSAW
and CA databases; e.g., airport areas, inhibit volume
areas, capture boxes, etc., to coincide with the
5. Technical Operations Aviation System
Standards has the responsibility to assign and
maintain the Magnetic Variation of record for
navigational facilities and airports.
Para 11-2-9, MSAW DTM Cartographic Certification,
Updates, and Recompilation.
FAAO 8260.19, Flight Procedures and Airspace.
DTM CARTOGRAPHIC CERTIFICATION, UPDATES, AND
a. System Operations
Airspace and Aeronautical Information, must be
responsible for assuring that the National
Aeronautical Charting Office (NACO) performs the
certification of the terrain elevations and the
obstacle elevations. Each new or recompiled MSAW DTM
must be certified by the NACO through the AT/NACO
Precise Geographic Position and Elevation Program (PREGPEP).
Also, NACO must certify the periodic update of the
MSAW obstacle elevation files.
b. The MSAW DTM must be
recompiled by NACO if:
1. The ASR antenna on which
the map is based is relocated more than 300 feet away
from its original position and/or,
2. The magnetic variation of
the site changes by two degrees or more.
Requests for new or recompiled DTMs are routed to
System Operations Airspace and Aeronautical
11-2-10. DIGITAL MAP
Verification of the accuracy of new
or modified digital maps must be accomplished through
the use of “targets of opportunity” flying over
displayed fixes, navigational aids, etc. Any observed
discrepancies must be documented to indicate the
observed direction and displacement. If any identified
error cannot be corrected or if a facility is
otherwise dissatisfied with the results from “targets
of opportunity,” a request may be made through the
FIFO for a flight check.