时间：2011-04-18 00:47来源：蓝天飞行翻译 作者：航空 点击：次
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7. Participating pilots operating VFR in a TRSA: (a)Must maintain an altitude when assigned by ATC unless the altitude assignment is to maintain at or below a specified altitude. ATC may assign altitudes for separation that do not conform to 14 CFR Section 91.159. When the altitude assign-ment is no longer needed for separation or when leaving the TRSA, the instruction will be broadcast, “RESUME APPROPRIATE VFR ALTITUDES.” Pilots must then return to an altitude that conforms to 14 CFR Section 91.159 as soon as practicable. (b)When not assigned an altitude, the pilot should coordinate with ATC prior to any altitude change. 8.Within the TRSA, traffic information on observed but unidentified targets will, to the extent possible, be provided to all IFR and participating VFR aircraft. The pilot will be vectored upon request to avoid the observed traffic, provided the aircraft to be vectored is within the airspace under the jurisdiction of the controller. 9.Departing aircraft should inform ATC of their intended destination and/or route of flight and proposed cruising altitude. 10.ATC will normally advise participating VFR aircraft when leaving the geographical limits of Services Available to Pilots 4.1.13 the TRSA. Radar service is not automatically terminated with this advisory unless specifically stated by the controller. c.Class C Service. This service provides, in addition to basic radar service, approved separation between IFR and VFR aircraft, and sequencing of VFR arrivals to the primary airport. d.Class B Service. This service provides, in addition to basic radar service, approved separation of aircraft based on IFR, VFR, and/or weight, and sequencing of VFR arrivals to the primary airport(s). e.PILOT RESPONSIBILITY. THESE SER-VICES ARE NOT TO BE INTERPRETED AS RELIEVING PILOTS OF THEIR RESPONSIBILI-TIES TO SEE AND AVOID OTHER TRAFFIC OPERATING IN BASIC VFR WEATHER CONDI-TIONS, TO ADJUST THEIR OPERATIONS AND FLIGHT PATH AS NECESSARY TO PRECLUDE SERIOUS WAKE ENCOUNTERS, TO MAINTAIN APPROPRIATE TERRAIN AND OBSTRUCTION CLEARANCE, OR TO REMAIN IN WEATHER CONDITIONS EQUAL TO OR BETTER THAN THE MINIMUMS REQUIRED BY 14 CFR SECTION 91.155. WHENEVER COMPLIANCE WITH AN ASSIGNED ROUTE, HEADING AND/OR ALTITUDE IS LIKELY TO COMPRO-MISE PILOT RESPONSIBILITY RESPECTING TERRAIN AND OBSTRUCTION CLEARANCE, VORTEX EXPOSURE, AND WEATHER MINI-MUMS, APPROACH CONTROL SHOULD BE SO ADVISED AND A REVISED CLEARANCE OR INSTRUCTION OBTAINED. f.ATC services for VFR aircraft participating in terminal radar services are dependent on ATC radar. Services for VFR aircraft are not available during periods of a radar outage and are limited during CENRAP operations. The pilot will be advised when VFR services are limited or not available. NOTE. Class B and Class C airspace are areas of regulated airspace. The absence of ATC radar does not negate the requirement of an ATC clearance to enter Class B airspace or two way radio contact with ATC to enter Class C airspace. 4.1.19. Tower En Route Control (TEC)a. TEC is an ATC program to provide a service to aircraft proceeding to and from metropolitan areas. It links designated Approach Control Areas by a network of identified routes made up of the existing airway structure of the National Airspace System. The FAA initiated an expanded TEC program to include as many facilities as possible. The program’s intent is to provide an overflow resource in the low altitude system which would enhance ATC services. A few facilities have historically allowed turbojets to proceed between certain city pairs, such as Milwaukee and Chicago, via tower en route and these locations may continue this service. However, the expanded TEC program will be applied, generally, for nonturbojet aircraft operating at and below 10,000 feet. The program is entirely within the approach control airspace of multiple terminal facilities. Essentially, it is for relatively short flights. Participating pilots are encouraged to use TEC for flights of two hours duration or less. If longer flights are planned, extensive coordination may be required within the multiple complex which could result in unanticipated delays. b.Pilots requesting TEC are subject to the same delay factor at the destination airport as other aircraft in the ATC system. In addition, departure and en route delays may occur depending upon individual facility workload. When a major metropolitan airport is incurring significant delays, pilots in the TEC program may want to consider an alternative airport experiencing no delay. c.There are no unique requirements upon pilots to use the TEC program. Normal flight plan filing procedures will ensure proper flight plan processing. Pilots should include the acronym “TEC” in the remarks section of the flight plan when requesting tower en route control. d.All approach controls in the system may not operate up to the maximum TEC altitude of 10,000 feet. IFR flight may be planned to any satellite airport in proximity to the major primary airport via the same routing. Services Available to Pilots 4.1.14 4.1.20. Transponder Operation a. General 1.Pilots should be aware that proper application of transponder operating procedures will provide both VFR and IFR aircraft with a higher degree of safety in the environment where high-speed closure rates are possible. Transponders substantially in-crease the capability of radar to see an aircraft and the Mode C feature enables the controller to quickly determine where potential traffic conflicts may exist. Even VFR pilots who are not in contact with ATC will be afforded greater protection from IFR aircraft and VFR aircraft which are receiving traffic advisories. Nevertheless, pilots should never relax their visual scanning vigilance for other aircraft. 2.Air Traffic Control Radar Beacon System (ATCRBS) is similar to and compatible with military coded radar beacon equipment. Civil Mode A is identical to military Mode 3. |
