Section 6. Radar Use
3-6-1. COMMISSIONING RADAR
1. Subsequent to the initial
installation of an ARSR/ASR system, the provisions of FAAO 8200.1, United
States Standard Flight Inspection Manual, para 215 must be satisfied prior
to the electronic commissioning of the facility.
equipment modifications or major component changes to existing
installations may necessitate a special flight check to reaffirm that the
radar is continuing to meet the original commissioning criteria. When such
a change is made, the new type equipment must be electronically
commissioned in accordance with subpara 1 above.
3. If ASR
equipment cannot meet the surveillance approach requirement during the
flight check, consider this phase of the flight check as secondary and
commission the equipment for its primary purpose of providing radar
traffic control service.
1. When a
radar facility is to be commissioned, a 60-day period of use (without the
application of radar separation standards) should elapse between the
electronic commissioning date and the inauguration of radar air traffic
control service. This period will permit controllers to gain experience in
tracking, vectoring, and identification. It will better ensure a full
understanding of the equipment, procedures, and services to be provided.
However, this 60-day period is not mandatory and may be reduced or
eliminated provided NOTAM requirements can be satisfied and the Service
Area office is assured that the intended service can be carried out in a
safe and efficient manner.
2. Only one
phase of service should be implemented at a time. A period of 30 to 60
days should elapse between the implementation of subsequent phases. For
example, ARTCCs may initiate en route service on specific routes or within
specified areas; terminals may implement either arrival or departure
service 30 to 60 days prior to expanding to other areas/services.
Advertised services must be implemented on an all-aircraft basis and must
be accomplished in accordance with FAAO JO 7110.65, Air Traffic Control.
If services are initially implemented on a “part-time” basis, the daily
hours (preferably 8 hours or longer) must be specified in the aeronautical
information message and the advertised services maintained during those
hours. The extent and types of service will be dependent upon operational
requirements, personnel, and equipment capabilities. The schedule of radar
service implementation must be jointly determined by the facility air
traffic manager and the Service Area office. Service Area office approval
is required prior to the implementation of each phase of radar service.
3. A review
of the existing LOA must be accomplished to ensure that necessary changes
are made or that new agreements are consummated and approved prior to
implementing any phase of radar traffic control. Airspace areas for which
radar terminal facilities have responsibility should include sufficient
vector areas for:
and spacing of arriving aircraft en route to the airport from outer fixes
or radar handoff points.
Normally, no less than two nor more than four outer fixes are used to
serve a single approach course. These fixes are normally located to permit
simultaneous holding at the same altitude. When only one radar approach
control position is used, two outer fixes are optimum. If two radar
approach positions are available, four fixes are optimum.
and control of departing aircraft and aircraft executing missed
and spacing transitioning aircraft.
1. Issue an
aeronautical information message for each location at least 30 days prior
to and again immediately following implementation of radar ATC procedures
containing the following:
of service; e.g., departure, arrival, en route.
or effective date.
(d) Hours of
service if less than 24 hours per day.
BAKERSFIELD, CALIFORNIA, SURVEILLANCE RADAR EXPECTED TO BE COMMISSIONED ON
OR ABOUT JUNE l5, 2004. RADAR AIR TRAFFIC CONTROL SERVICE USING RADAR
SEPARATION STANDARDS WILL BE APPLIED AS APPROPRIATE. SERVICE WILL BE
PROVIDED DAILY BETWEEN THE HOURS OF 1400-2300Z WITHIN 40-MILE RADIUS OF
2. When an
additional service is to be implemented or a change in programmed areas of
application is made, issue an aeronautical information message delineating
that new service. Advance notice is desirable. However, it is not
mandatory, and the aeronautical information message may be issued
concurrently with the inauguration of the extended radar service.
3. When a
change in ARSR/ASR equipment is made, issue an aeronautical information
message if a modification to existing service will result and/or if a
break in service of more than 30 minutes will occur.
4. A copy of
each of the memoranda/aeronautical information message sent to System
Operations Airspace and Aeronautical Information Management Office for
inclusion in the Notices to Airmen publication and/or the Airport/Facility
Directory must be addressed to Manager of Publications, Manager of System
Safety and Procedures, Manager of Flight Services Administration, and the
appropriate Service Area offices.
3-6-2. RADAR USE
radar systems may be used for:
of aircraft to assure the effective use of airspace.
aircraft to provide separation and radar navigation.
aircraft to final approach.
IFR aircraft to the airport of intended landing.
radar traffic, weather, chaff, and bird activity information.
assistance to pilots of aircraft in distress.
terminal radar systems may also be used for:
precision or surveillance approaches.
of clearances and control intructions based on runways and movement areas
observable on the ASDE.
In accordance with FAAO JO 7110.65, Chapter 3, Airport Traffic Control -
Terminal, Section 6, Airport Surface Detection Procedures.
3-6-3. ATC RADAR
BEACON SYSTEM DECODER CONTROL BOX CHECKS
Not Applicable to STARS.
traffic managers must ensure that radar controllers perform daily
performance checks of the decoder control box as follows:
a. Each controller is
responsible for determining on a day-to-day basis if the operation of
his/her decoder control box is satisfactory for ATC purposes. Decoder
control box performance can be determined by checking all switches,
thumbwheel code selectors, and selected channels to ensure that they are
functioning properly. The actual operation of each channel should be
checked by decoding a known target sequentially on each channel and
observing it on both double and single slash. Notify the OMIC/OSIC if a
malfunction is observed.
must make an entry on FAA Form 7230-4 of any malfunctions and report same
to the Technical Operations personnel on duty.
c. At sites
equipped with automatic beacon decoders, such as ARTS and the TPX-42, the
radar beacon control decoder box need not be checked daily. The
requirements of subpara a above must be met as soon as possible after
reverting to broadband beacon information.
OF MODE 3/A RADAR BEACON CODES
air traffic managers may assign Mode 3/A codes to be monitored in addition
to those required by FAAO JO 7110.65, Air Traffic Control, Chapter 5,
Section 2, Beacon Systems.
b. A facility directive must be issued establishing facility
standards for displaying required transponder replies in all available
desirable, beacon targets may be displaced at a slightly greater range
than their respective primary returns. When beacon displacement is
elected, issue a facility directive specifying the standard relationship
between primary returns and the beacon control slash of secondary returns.
The maximum allowable beacon target displacement which may be specified by
the facility air traffic manager is 1/4 mile for STARS and 1/2 mile
applied in 1/4 mile increments for all other facilities.
3-6-5. RADAR TARGET
Minimum target size
for terminal radar systems using terminal digital radar or full digital
target symbols, except for MEARTS, must not be less than the minimum
target size shown in Technical Operations' orders concerning the
maintenance of terminal digital radar. The target symbol must be centered
on the terminal digital radar/full digital system type target
Target size is fixed in MEARTS regardless of range or data block character
DIGITAL RADAR SYSTEM AND DISPLAY SETTINGS
following system settings for the terminal digital radar/DVCP must be
established in a facility directive.
weather setting positions when 2-level weather is selected on the system
normal weather setting positions when 3-level weather is selected on the
system control panel.
weather setting positions when 6-level weather is selected on the system
range/azimuth, altitude, and coordinates of prominent obstructions.
and range settings of moving target indicator (MTI) reflectors used for
beacon target (Parrot) used for map alignment location.
following display settings must be established in a facility directive,
except for MEARTS:
Gate normal setting.
startup weather level settings.
c. The air
traffic manager and Technical Operations SMO manager must prepare a local
order defining the procedures needed to protect the antenna, shutdown the
antenna, transfer power between high and low voltage, and transfer from
one channel to another channel.
traffic managers at radar facilities must determine whether or not a clear
operational benefit will result by establishing prearranged coordination
procedures (P-ACP). Such procedures would allow aircraft under one
controller's jurisdiction to penetrate or transit another controller's
airspace in a manner that assures standard separation without individual
coordination for each aircraft. When reviewing existing P-ACPs, or
contemplating the establishment of these procedures, consideration must be
given to airspace realignment to preclude coordination/penetration of
another operational position's airspace. Prior to implementing a P-ACP,
negotiations should be accomplished locally and all affected personnel
must be thoroughly trained in the application of the procedures.
b. When P-ACPs
are established, a facility directive must be published. The directive
must include, as a minimum:
that the NAS Stage A (en route) or ATTS (terminal) systems are fully
to be applied in the event that prearranged coordination procedures are
position(s) authorized to penetrate the protected airspace of an adjacent
responsibilities relating to P-ACP for each position.
requirement that two positions of operation cannot be authorized to
penetrate each other's airspace simultaneously.
6. Controllers who penetrate another controller's airspace using P-ACP
must display data block information of that controller's aircraft which
must contain, at a minimum, the position symbol and altitude information.
who penetrate another controller's airspace using P-ACP must determine
whether the lead aircraft is a heavy or B757 when separating aircraft
operating directly behind, or directly behind and less than 1,000 feet.
to be applied for those modes of operation when the computer fails or is
shut down, the beacon fails and only primary is available, and for
nonbeacon aircraft or at automated facilities aircraft without an
associated full data block.
FAAO JO 7110.65, Para 5-4-10, Prearranged Coordination.