The pilot may upon receipt of traffic information, request a vector heading to avoid such traffic. The vector will be provided to the extent possible as determined by the controller provided the aircraft to be vectored is within the airspace under the jurisdiction of the controller. The examples depicted in the following figures 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. 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 10 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. Safety Alert. A safety alert will be issued to pilots of aircraft being controlled by ATC if the controller is aware the aircraft is at an altitude which, in the controller's judgment, places the aircraft in unsafe proximity to terrain, obstructions or other aircraft.
The provision of this service is contingent upon the capability of the controller to have an awareness of a situation involving unsafe proximity to terrain, obstructions and uncontrolled aircraft.
The issuance of a safety alert cannot be mandated, but it can be expected on a reasonable, though intermittent basis. Once the alert is issued, it is solely the pilot's prerogative to determine what course of action, if any, to take.
This procedure is intended for use in time critical situations where aircraft safety is in question. Noncritical situations should be handled via the normal traffic alert procedures.
The primary method of detecting unsafe proximity is through Mode C automatic altitude reports. Controllers will immediately issue an alert to the pilot of an aircraft under their control if they are aware of another aircraft which is not under their control, at an altitude which, in the controller's judgment, places both aircraft in unsafe proximity to each other. With the alert, when feasible, the controller will offer the pilot the position of the traffic if time permits and an alternate course s of action.
Any alternate course s of action the controller may recommend to the pilot will be predicated only on other traffic being worked by the controller. 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. Pilots should clearly understand that authorization to proceed in accordance with such radar navigational assistance does not constitute authorization for the pilot to violate CFRs.
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. 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.
Radar navigation assistance vectors may be initiated by the controller when one of the following conditions exist:. The controller suggests the vector and the pilot concurs. A special program has been established and vectoring service has been advertised. In the controller's judgment the vector is necessary for air safety. 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, communications 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.
In addition to the use of radar for the control of IFR aircraft, all commissioned radar facilities provide the following basic radar services for VFR aircraft:. NOTE- When the stage services were developed, two basic radar services traffic advisories and limited vectoring were identified as "Stage I. Vectoring service may be provided when requested by the pilot or with pilot concurrence when suggested by ATC.
Pilots of arriving aircraft should contact approach control on the publicized frequency and give their position, altitude, aircraft call sign, type aircraft, radar beacon code if transponder equipped , destination, and request traffic information.
Approach control will issue wind and runway, except when the pilot states "have numbers" or this information is contained in the ATIS broadcast and the pilot states that the current ATIS information has been received. Traffic information is provided on a workload permitting basis.
Approach control will specify the time or place at which the pilot is to contact the tower on local control frequency for further landing information. Radar service is automatically terminated and the aircraft need not be advised of termination when an arriving VFR aircraft receiving radar services to a tower-controlled airport where basic radar service is provided has landed, or to all other airports, is instructed to change to tower or advisory frequency.
The purpose of the service is to adjust the flow of arriving VFR and IFR aircraft into the traffic pattern in a safe and orderly manner and to provide radar traffic information to departing VFR aircraft. Pilot participation is urged but is not mandatory. On initial contact by VFR aircraft, approach control will assume that sequencing service is requested.
After radar contact is established, the pilot may use pilot navigation to enter the traffic pattern or, depending on traffic conditions, approach control may provide the pilot with routings or vectors necessary for proper sequencing with other participating VFR and IFR traffic en route to the airport.
When a flight is positioned behind a preceding aircraft and the pilot reports having that aircraft in sight, the pilot will be instructed to follow the preceding aircraft. If other "nonparticipating" or "local" aircraft are in the traffic pattern, the tower will issue a landing sequence.
NOTE- Following takeoff, the tower will advise when to contact departure control. This service has been implemented at certain terminal locations. In the event of a radar outage, separation and sequencing of VFR aircraft will be suspended as this service is dependent on radar. The pilot will be advised that the service is not available and issued wind, runway information, and the time or place to contact the tower.
Traffic information will be provided on a workload permitting basis. Visual separation is used when prevailing conditions permit and it will be applied as follows:.
Radar service will be continued to the runway. The pilot will be instructed to follow the other aircraft provided that the pilot can maintain visual contact with that 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.
Radar service is not automatically terminated with this advisory unless specifically stated by the controller. Class C Service. Class B Service.
The pilot will be advised when VFR services are limited or not available. 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 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. 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. 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.
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. All approach controls in the system may not operate up to the maximum TEC altitude of 10, feet.
IFR flight may be planned to any satellite airport in proximity to the major primary airport via the same routing. Transponder Operation. 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 increase 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.
Nevertheless, pilots should never relax their visual scanning vigilance for other aircraft. Civil Mode A is identical to military Mode 3. Civil and military transponders should be adjusted to the "on" or normal operating position as late as practicable prior to takeoff and to "off" or "standby" as soon as practicable after completing landing roll, unless the change to "standby" has been accomplished previously at the request of ATC.
If entering a U. It should be noted by all users of ATC transponders that the coverage they can expect is limited to "line of sight. Range can be improved by climbing to a higher altitude. It may be possible to minimize antenna shielding by locating the antenna where dead spots are only noticed during abnormal flight attitudes.
Transponder Code Designation. Automatic Altitude Reporting Mode C. This system converts aircraft altitude in foot increments to coded digital information which is transmitted together with Mode C framing pulses to the interrogating radar facility.
The manner in which transponder panels are designed differs, therefore, a pilot should be thoroughly familiar with the operation of the transponder so that ATC may realize its full capabilities. If deactivation is required by ATC, turn off the altitude reporting feature of your transponder. While an incorrect altimeter setting has no effect on the Mode C altitude information transmitted by your transponder transponders are preset at When a controller indicates that an altitude readout is invalid, the pilot should initiate a check to verify that the aircraft altimeter is set correctly.
Pilots of aircraft with operating Mode C altitude reporting transponders should report exact altitude or flight level to the nearest hundred foot increment when establishing initial contact with an ATC facility. Exact altitude or flight level reports on initial contact provide ATC with information that is required prior to using Mode C altitude information for separation purposes.
This will significantly reduce altitude verification requests. The transponder shall be operated only as specified by ATC. When making routine code changes, pilots should avoid inadvertent selection of Codes , or thereby causing momentary false alarms at automated ground facilities. For example, when switching from Code to Code , switch first to then to , NOT to and then This procedure applies to nondiscrete Code and all discrete codes in the and series i.
Only nondiscrete Code will be decoded as the hijack code. Under no circumstances should a pilot of a civil aircraft operate the transponder on Code This code is reserved for military interceptor operations. Mode C Transponder Requirements. Specific details concerning requirements to carry and operate Mode C transponders, as well as exceptions and ATC authorized deviations from the requirements are found in 14 CFR Section Balloons, gliders and aircraft not equipped with an engine driven electrical system are excepted from this requirement.
If in doubt about the operational status of either feature of your transponder while airborne, contact the nearest ATC facility or FSS and they will advise you what facility you should contact for determining the status of your equipment. In-flight requests for "immediate" deviation from the transponder requirement may be approved by controllers only when the flight will continue IFR or when weather conditions prevent VFR descent and continued VFR flight in airspace not affected by the CFRs.
If deactivation is required and your transponder is so designed, turn off the altitude reporting switch and continue to transmit Mode C framing pulses. If this capability does not exist, turn off Mode C. Switch transponder to standby position. Operate transponder on low or normal sensitivity as specified.
Activate Mode C with automatic altitude reporting. Turn off altitude reporting switch and continue transmitting Mode C framing pulses. If your equipment does not have this capability, turn off Mode C. Switch off specified mode. Used for military aircraft when the controller is unaware of military service requirements for the aircraft to continue operation on another Mode.
Switch off transponder. Operate transponder in the emergency position Mode A Code for civil transponder. Mode 3 Code and emergency feature for military transponder. Hazardous Area Reporting Service. Selected FSSs provide flight monitoring where regularly traveled VFR routes cross large bodies of water, swamps, and mountains. This service is provided for the purpose of expeditiously alerting Search and Rescue facilities when required.
See FIG When requesting the service either in person, by telephone or by radio, pilots should be prepared to give the following information: type of aircraft, altitude, indicated airspeed, present position, route of flight, heading. The various The aircraft provides the airborne portion in the form of a broadcast of its identification, position, altitude, velocity and other information.
The ground p In Chapter 3 a CFD aerodynamic external flow was done over the box wing aircraft to gain the pressure loads. In Chapter 4 several topology optimisations were Some of these roles revolved around the licensing of pilots, formulation and enforcing air traffic rules, and certifying of aircraft. The Act also resulted i Type certification stipulates that an FAA certified aircraft manufacturer, such as GE Aviation, must receive design approval, production approval, and airwor Flashcards FlashCards Essays.
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Upgrade to Cram Premium Close. The incumbent of this position must submit to drug testing before employment and periodically during employment. Position is Non-Critical Sensitive 2 requiring a Secret security clearance. The position is inclement weather essential.
This position is on rotating shifts. Knowledge of terminology used in relation to aircraft, air traffic control data, weather reports, etc. Skill in operating a computer and related software electronic mail, word, AIS-R, etc. A qualified typist is not required. The incumbent uses initiative in planning and carrying out the successive steps and handles problems and deviations the works assignment in accordance with instructions, policies, previous training or accepted practices in the occupation.
The incumbent keeps supervisor informed of unexpected issues, particularly controversial or sensitive situations and critical problems, but in such instances incumbent is expected to make recommendations, which are normally accepted. Supervisor, along with incumbent, discusses overall work assignment, changes in operating procedures, policies, and regulations. Supervisory provides assistance on complex or unusual assignments, relying on incumbent to carry out assignment in strict accordance with pertinent FAA, DOD, DA and installation regulations, directives, policies and procedures.
Work is reviewed through an appraisal of efficiency of operations, compliance with regulatory guidelines, and soundness of judgment exercised in the decision making process. Work is reviewed for completion of assignments, technical soundness, and appropriateness and from an overall stand point in terms of feasibility, and compatibility with other work, or effectiveness in meeting requirements or expected results. Guidelines are referenced for procedures on accomplishing a variety of tasks.
While most guidelines are specific, some are conflicting or require extension and judgment to interpret. Situations to which the existing guidelines cannot be applied or significant proposed deviations from the guidelines are referred to the supervisor.
Assignments are monitored through to completion. Completed assignments are analyzed to determine reason for problems.
The incumbent's overall efficiency and work product affects a wide range of agency activities, major activities or industrial concerns, or the operations of other agencies. Such contacts include Navy, Air Force, Coast Guard, FAA, contract personnel, aircrews, passengers, tenant activities and personnel located at other airfields commercial and military.
Contacts include high number of high ranking officials and officers of various services and agencies. Personnel are normally cooperative. Also, may require long periods of standing, walking over uneven surfaces, recurring bending, crouching, stooping, stretching, and reaching or similar activities.
The incumbent may occasionally be required to be present on the airfield flight ramp near engaged aircraft to notify aircrews of changes in flight schedules, perform routine airfield and runway checks, or to greet VIPs in the absence of the Airfield Manager, Flight Services Supervisor.
Availability Pay Exemption - e. Exercises appropriate management responsibility primary duty over a recognized organizational unit with a continuing function, AND.
Customarily and regularly directs 2 or more employees, AND. Has the authority to make or recommend hiring, firing, or other status-change decisions, when such recommendations have particular weight. Computer manufacture or repair is excluded non-exempt work. Primary duty consistent with 5 CFR e. References: a. Title and Series Determination: Subject position is involved in work of a kind for which there is no specific series.
Due to the nature of assignments planning and overseeing air transportation services and the airfield operations , the Transportation Operations Series, GS, was found to be the most appropriate. The constructed title of Airfield Operations Specialist is selected for this position.
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