Radar Separation

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Radar Separation
Movie Airspace Reclassification 22 mins
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Questions to Answer

• How are aircraft identified using radar?
• How are aircraft transferred using radar?
• How are aircraft separated using radar?
• How can radar be used as an instrument approach?
• How can radar be used to provide pilots with
  traffic advisories and safety alerts?

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Overview

• Establishing and losing radar contact (radar
  identification)
• Transfer of radar control
• Radar separation
• Radar-assisted navigation (radar vectors)
• Radar arrivals and approaches
• Traffic advisories
• Safety alerts

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Establishing and Losing Radar Contact(controller-
pilot interaction)

• Radar contact
• Computerized radar data block
• Secondary radar identification
• Primary radar identification
• Altitude verification for separation (lt 300 than
  reported by pilot)
• Invalid Mode C operation
• Radar contact lost
• Non radar separation
• Radar services terminated
• Radar service terminated
• IFR handoff to non-radar facility
• Pilot cancels IFR flight plan
• VFR leaving controllers airspace (squawk 1200)

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Transfer of Radar Control(controller-controller
interaction)

• Handoff procedures
• Transfer of identification
• Transfer of communications
• Transfer of control

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Transfer of Radar Control(controller-controller
interaction)

• Point out procedures
• Used when aircraft will briefly cross a small
  section of a controllers airspace
• NO transfer of communications to second
  controller
• Transfer of control

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Radar Separation

• Separation standards only one method required at
  a time
• Vertical separation
• Longitudinal separation
• Lateral separation
• Initial separation of departures

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Vertical Separation

• At or below FL 290 1000 feet
• Above FL 290 2000 feet
• Exception when two aircraft are either climbing
  or descending, the following aircraft can be
  assigned the altitude vacated by the previous
  aircraft

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Longitudinal Separation

• Measuring distance between two aircraft
• If both are primary targets (no transponder)
• If both are beacon slashes (transponder)
• If one is primary and one beacon slash

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Longitudinal Separation

• Basic separation standards
• Less than 40 nautical miles from radar 3
  nautical miles
• Forty nautical miles or more 5 nautical miles
• Mosaic radar systems (ARTCC) 5 nautical miles

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Longitudinal Separation

• Wake turbulence separation enroute
• Four miles between a heavy aircraft following a
  heavy aircraft
• Five miles between a small aircraft following a
  heavy aircraft
• Five miles between a large aircraft following a
  heavy aircraft
• Wake turbulence separation during approach and
  landing

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Lateral Separation

• Separation standards
• Less than 40 miles from radar 3 nautical miles
• Forty miles or more 5 nautical miles
• Mosaic radar (ARTCC) 5 nautical miles
• Wake turbulence is not a factor

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Initial Separation of Departures

• Same runway departures
• If courses will diverge at least 15 immediately
  after departure 1 mile
• Otherwise controller must apply standard
  vertical, longitudinal or lateral separation

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Initial Separation of DeparturesDifferent Runways

• Runways do not intersect and both runway and
  aircraft courses diverge at least 15
  simultaneous departure

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• Runways intersect but diverge at least 15 and
  the aircraft courses will diverge by at least
  15 the following aircraft can depart as soon as
  the leading aircraft has crossed the intersection

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• Different runway departures
• Parallel runways that are separated by at lest
  2,500 feet and the aircraft courses will diverge
  immediately after takeoff simultaneous departure
• If non of the above exist controller must
  separate both aircraft as if they were departing
  from the same runway

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Radar-Assisted Navigation

• Radar vectors
• Departure
• Cruise
• Arrival
• Instrument approaches
• Emergencies
• Controller assumes navigational responsibility
• Phraseology
• Turn left heading heading
• Turn right heading heading
• Fly heading heading
• Fly present heading
• Turn number of degrees left
• Turn number of degrees right
• Depart fix heading heading
• Resume own navigation
• A radar vector constitutes an amendment to the
  aircrafts IFR clearance
• Minimum vectoring altitudes

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Radar Arrivals and Approaches

• Instrument approach with radar vectors
• Radar (ASR) approach

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Instrument Approachwith Radar Vectors

• Eliminates any procedure turn
• Eliminates initial approach segment
• Radar vectoring reduces separation standards
• Aircraft should be vectored to intercept final
  approach course outside of approach gate
• Controller must clear aircraft for the instrument
  approach when issuing the final intercept vector
• Pilot resumes own navigation when established on
  final approach course

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Flying an IAP with Radar Vectors
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Radar Vectors and the Approach Gate
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Radar (ASR) Approach

• ASR Airport Surveillance Radar
• Most airports with TRACONs
• Do not confuse an RADAR (ASR) approach with an
  instrument approach (ILS, VOR, etc) coupled with
  radar vectors
• This is a full instrument approach flown entirely
  by using radar guidance, from start to landing
  (or missed approach)
• Unlike PAR approaches, an ASR approach is a NON
  precision approach (no vertical guidance or glide
  slope)
• ASR approaches have published minimum descent
  altitudes (MDA) and visibility in the Airport
  Facilities Directory (see Figure 9-16 in the
  textbook)

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ASR Approach Minimums
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Flying an ASR Approach
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Traffic Advisories

• To provide the position of other nearby air
  traffic, the controller gives you
• The location of the traffic using a 12-hour clock
  as a reference
• The distance of the traffic in nautical miles
• The direction of flight of the other aircraft
• If known, the traffic altitude and aircraft type
• Examples
• American two eleven, traffic twelve oclock,
  three miles, eastbound, type and altitude unknown
• American two eleven, traffic is a Learjet at one
  oclock, two miles, westbound at two thousand

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12-Hour Clock
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Safety Alerts

• Conflict alert (CA)
• Predicts when two aircraft may approach within
  vertical, longitudinal, or lateral separation
  minima
• Alarm flashes and sounds alerting controller who
  can then issue avoidance instructions to pilots
  involved
• Under certain circumstances, CA may be turned
  off in busy approach facilities

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• Minimum safe altitude warning (MSAW) (LA)
• Uses mode C information
• Every ARTCC and TRACON divided into 2-mile
  squares (bins)
• Highest obstacle within each bin is entered into
  database
• Alarm flashes and sounds whenever aircraft is
  less than 500 feet above the highest obstacle in
  the bin
• Minimum safe altitude adjusted for instrument
  approaches (alarm is triggered if aircraft
  descends 100 feet below the minimum for any
  segment of the approach)
• If appropriate, controller can issue a low
  altitude alert to the pilot

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Transport Category Climb Performance

• Issues, Facts, and Interpretations

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Regulatory Basis

• FAR 25, 135
• 8400.10 FAA Inspectors Handbook
• TERPS
• Aeronautical Information Manual

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The crux of the problem

• FAR definitions of the requirements are scattered
  among all of the publications, while being
  repeated and rephrased. This muddies the water,
  and causes vast amounts of confusion. In
  reality, the question isnt one of climb
  requirements, its a question of TAKEOFF MINIMUMS
  and preflight planning of the departure.

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FAR 135.379

• Only requires a minimum obstacle clearance
  inside the airport boundary of

?200 ft. HORIZONTALLY
b 35 ft. VERTICALY
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FAR 135.379

• Only requires a minimum obstacle clearance
  outside the airport boundary of

?300 ft. HORIZONTALLY
b 35 ft. VERTICALY
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FAR 25

• Defines minimum 2nd segment climb requirements as

2.4 gross, 1.6 net To the acceleration height (
400 AGL Minimum)
Starting at
b 35 ft above end of runway.
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FAR 25

• Turns, for analysis proposes, assume no turns
  before 50 ft. and also a max bank of 15 degrees

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Part 25 Certification
(Gross)
2.4
V2
35ft
Runway
1.6 97ft. Per NM.
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Part 25 Certification
(Gross)
2.4
-.8
(Net)
V2
1.6
35ft
Runway
1.6 97ft. Per NM.
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8400.10 Vol. 4, Ch. 3,

• Finally defines rules for dispatch
• Aircraft must always meet or beat FAR 25 climb
  requirements.
• If climb doesnt clear obstacle then increased
  takeoff minimums or increased climb are required.
• Operators must either do an airport analysis, or
  use increased takeoff mins.

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Airport Analysis

• If the operator does one, then the take-off
  minimums can be below standard, and the climb can
  be as low as 1.6 depending on the obstacles in
  the airport area.

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Without Airport Analysis

• The aircraft must depart with sufficient
  visibility to SEE AND AVOID obstacles to the MEA.
  (The minimum climb for this would be the FAR 25
  minimum of 1.6).
• -OR-
• Comply with TERPS criteria with an engine out.

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TERPS Criteria

• TERPS requires a minimum of 200ft/NM climb, or
  3.3.
• Requirements are based on the survey of the
  152ft/NM obstacle clearance plane plus an
  additional 48ft/Nm clearance on the obstruction.

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TERPS obstruction climbs
3.3
2.5
200ft/nm
152ft/nm
V2
Clear 152ft/nm plane IFR Procedure Not published
35ft
Runway
6076ft
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TERPS obstruction climbs
3.3
2.5
200ft/nm
152ft/nm
V2
Obstacle penetrates 152ft/nm plane Other options
are required
35ft
Runway
6076ft
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TERPS Criteria

• If obstacles penetrate the standard obstacle
  clearance plane, then the TERPS designer can
• Increase climb gradient
• Increase takeoff minimums to allow the pilot to
  visually remain clear of obstacles
• Publish a specific departure route
• A combination or all of the above

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Increased Takeoff Minimums

• AIM 5-2-6(c)
• Obstacle clearance responsibility rests with the
  pilot when he/she chooses to climb in visual
  conditions in lieu of flying a DP and/or depart
  under increased takeoff minimums.
• Obstacle avoidance is not guaranteed if the
  pilot maneuvers further from the airport than the
  specified visibility minimums. That segment of
  the procedure which requires the pilot to see and
  avoid obstacles ends when the aircraft crosses
  the specified point at the required altitude.

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Increased Takeoff Minimums

• From the USAF Instrument Flight Procedures
  Manual
• ..non-standard takeoff minimums are normally
  provided for some civil pilots to see-and-avoid
  obstacles during departure..

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The SEE-AND-AVOID Window

• The boundaries of this window are specified by
  the ceiling and visibility requirements in the
  takeoff minimums

h Height specified by ceiling requirement i
\ Distance specified by visibility requirement a
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After leaving the window

• The aircraft is in the obstacle protection area
  so remaining on the departure will provide
  protection if the aircraft is making the minimum
  climb.

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While in the window

• Other than see and avoid, no specific guidance is
  given regarding a course of action.
• Obstacle protection DOES NOT begin until the
  aircraft leaves the see-and-avoid window at the
  specified point.

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EXAMPLE 3100/3
Aircraft must reach this point, 3100ft and 3
miles from the runway before the DP begins
providing protection
r
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IFR vs. IMC

• The 8400.10 and TERPS only specify Visual
  Conditions. They do not therefore prohibit and
  aircraft from departing on an IFR flight plan
  with the intention of a VMC climb. It also does
  not require the crew to notify ATC of their
  intentions.
• The 8400.10 prohibits entering IMC if the TERPS
  criteria cannot be met.

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Aspen, LINDZ Departure

• This example shows what would happen if an
  aircraft failed to use see-and-avoid during a
  departure procedure. It shows the importance of
  planning a course of action for an engine failure
  before it happens.

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Aspen, LINDZ Departure

• The sample aircraft departs in calm wind,
  starting 35 above the end of runway 33, and
  rigidly adheres to the departure climbing at
  3.3, 200ft/NM.
• Take off minimums Rwy. 33 3100/3.
• LINDZ 4 Climb 340 heading to 8700, then
  climbing left turn to 16000 via.

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LINDZ Departure
X -340 Heading to point of impact
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LINDZ 4, 3.3
Altitude 8700 8600 8400 8200 8000
Dist 5 NM 4 NM 3 NM 2 NM 1 NM
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Your Options

• 1. Comply with published departure procedures.
• - 1000-2 with 7.6 climb grad. up to
• 14000
• - 3100-3 with 3.3 climb grad. up to
• 14000
• 2. VMC up to MIA with not less than 1.6 climb
  grad.

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Summary

• No Part 25 aircraft can depart with less than
  1.6 net climb, ever.
• Aircraft with gross-climb charts must deduct .8
  to convert to net.
• In lieu of an airport analysis an aircraft must
  either depart in VMC, or meet the TERPS takeoff
  minimums and climb requirements with and engine
  out to the Minimum Enroute Altitude.

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Summary

• Crews must always comply with higher than
  standard take-off minimums.

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Summary

• Whenever higher than standard take-off minimums
  are published they define a see-and-avoid window
  in which the crew must visually avoid obstacles.
• There isnt any specific guidance regarding an
  engine failure in this window.
• Continuing the DP may not be possible.

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Summary

• Crews must devise a plan of action incase an
  engine fails while in the see-and-avoid window.

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