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85 ms- §4-4-16AIM — FAA OPERATIONAL GUIDANCE
4-4-16 — Traffic Alert and Collision Avoidance System (TCAS I & II)
a. TCAS I provides proximity warning only, to assist the pilot in the visual acquisition of intruder aircraft. No recommended avoidance maneuvers are provided nor authorized as a direct result of a TCAS I warning. It is intended for use by
- §4-4-17AIM — FAA OPERATIONAL GUIDANCE
4-4-17 — Traffic Information Service (TIS)
a. TIS provides proximity warning only, to assist the pilot in the visual acquisition of intruder aircraft. No recommended avoidance maneuvers are provided nor authorized as a direct result of a TIS intruder display or TIS alert. It is inte
- §4-5-1AIM — FAA OPERATIONAL GUIDANCE
4-5-1 — Radar
a. Capabilities 1. Radar is a method whereby radio waves are transmitted into the air and are then received when they have been reflected by an object in the path of the beam. Range is determined by measuring the time it takes (at the spee
- §4-5-2AIM — FAA OPERATIONAL GUIDANCE
4-5-2 — Air Traffic Control Radar Beacon System (ATCRBS)
a. The ATCRBS, sometimes referred to as secondary surveillance radar, consists of three main components: 1. Interrogator. Primary radar relies on a signal being transmitted from the radar antenna site and for this signal to be reflected o
- §4-5-3AIM — FAA OPERATIONAL GUIDANCE
4-5-3 — Surveillance Radar
a. Surveillance radars are divided into two general categories: Airport Surveillance Radar (ASR) and Air Route Surveillance Radar (ARSR). 1. ASR is designed to provide relatively short-range coverage in the general vicinity of an airport
- §4-5-4AIM — FAA OPERATIONAL GUIDANCE
4-5-4 — Precision Approach Radar (PAR)
a. PAR is designed for use as a landing aid rather than an aid for sequencing and spacing aircraft. PAR equipment may be used as a primary landing aid (See Chapter 5, Air Traffic Procedures, for additional information), or it may be used to
- §4-5-5AIM — FAA OPERATIONAL GUIDANCE
4-5-5 — Airport Surface Detection Equipment (ASDE-X)/Airport Surface Surveillance Capability (ASSC)
a. ASDE-X/ASSC is a multi-sensor surface surveillance system the FAA has acquired for airports in the United States. This system provides high resolution, short-range, clutter free surveillance information about aircraft and vehicles, both
- §4-5-6AIM — FAA OPERATIONAL GUIDANCE
4-5-6 — Traffic Information Service (TIS)
a. Introduction. The Traffic Information Service (TIS) provides information to the cockpit via data link, that is similar to VFR radar traffic advisories normally received over voice radio. Among the first FAA-provided data services, TIS is
- §4-5-7AIM — FAA OPERATIONAL GUIDANCE
4-5-7 — Automatic Dependent Surveillance-Broadcast (ADS-B) Services
a. Introduction. 1. Automatic Dependent Surveillance-Broadcast (ADS-B) is a surveillance technology deployed throughout the NAS (see FIG 4-5-6). The ADS-B system is composed of aircraft avionics and a ground infrastructure. Onboard avionic
- §4-5-8AIM — FAA OPERATIONAL GUIDANCE
4-5-8 — Traffic Information Service- Broadcast (TIS-B)
a. Introduction TIS-B is the broadcast of ATC derived traffic information to ADS-B equipped (1090ES or UAT) aircraft from ground radio stations. The source of this traffic information is derived from ground-based air traffic surveillance se
- §4-5-9AIM — FAA OPERATIONAL GUIDANCE
4-5-9 — Flight Information Service- Broadcast (FIS-B)
a. Introduction. FIS-B is a ground broadcast service provided through the ADS-B Services network over the 978 MHz UAT data link. The FAA FIS-B system provides pilots and flight crews of properly equipped aircraft with a cockpit display of c
- §4-5-10AIM — FAA OPERATIONAL GUIDANCE
4-5-10 — Automatic Dependent Surveillance-Rebroadcast (ADS-R)
a. Introduction. ADS-R is a datalink translation function of the ADS-B ground system required to accommodate the two separate operating frequencies (978 MHz and 1090 ES). The ADS-B system receives the ADS-B messages transmitted on one frequ
- §4-6-1AIM — FAA OPERATIONAL GUIDANCE
4-6-1 — Applicability and RVSM Mandate (Date/Time and Area)
a. Applicability. The policies, guidance and direction in this section apply to RVSM operations in the airspace over the lower 48 states, Alaska, Atlantic and Gulf of America High Offshore Airspace and airspace in the San Juan FIR where VHF
- §4-6-2AIM — FAA OPERATIONAL GUIDANCE
4-6-2 — Flight Level Orientation Scheme
Altitude assignments for direction of flight follow a scheme of odd altitude assignment for magnetic courses 000-179 degrees and even altitudes for magnetic courses 180-359 degrees for flights up to and including FL 410, as indicated in FIG
- §4-6-3AIM — FAA OPERATIONAL GUIDANCE
4-6-3 — Aircraft and Operator Approval Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval
a. RVSM Authority. 14 CFR section 91.180 applies to RVSM operations within the U.S. 14 CFR section 91.706 applies to RVSM operations outside the U.S. Both sections require that the operator be authorized prior to operating in RVSM airspace.
- §4-6-4AIM — FAA OPERATIONAL GUIDANCE
4-6-4 — Flight Planning into RVSM Airspace
a. Operators that do not file the correct aircraft equipment suffix on the FAA or ICAO Flight Plan may be denied clearance into RVSM airspace. Policies for the FAA Flight Plan are detailed in subparagraph c below. Policies for the ICAO Flig
- §4-6-5AIM — FAA OPERATIONAL GUIDANCE
4-6-5 — Pilot RVSM Operating Practices and Procedures
a. RVSM Mandate. If either the operatoris not authorized for RVSM operations or the aircraft is not RVSM-compliant, the pilot will neither request nor accept a clearance into RVSM airspace unless: 1. The flight is conducted by a non-RVSM
- §4-6-6AIM — FAA OPERATIONAL GUIDANCE
4-6-6 — Guidance on Severe Turbulence and Mountain Wave Activity (MWA)
a. Introduction/Explanation 1. The information and practices in this paragraph are provided to emphasize to pilots and controllers the importance of taking appropriate action in RVSM airspace when aircraft experience severe turbulence and/
- §4-6-7AIM — FAA OPERATIONAL GUIDANCE
4-6-7 — Guidance on Wake Turbulence
a. Pilots should be aware of the potential for wake turbulence encounters in RVSM airspace. Experience gained since 1997 has shown that such encounters in RVSM airspace are generally moderate or less in magnitude. b. Prior to DRVSM implemen
- §4-6-8AIM — FAA OPERATIONAL GUIDANCE
4-6-8 — Pilot/Controller Phraseology
TBL 4-6-1 shows standard phraseology that pilots and controllers will use to communicate in DRVSM operations. Message | Phraseology For a controller to ascertain the RVSM approval status of an aircraft: | (call sign) confirm RVSM approved