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AIM
(b)
Visual separation.
(c)
Target resolution (a process to ensure that correlated radar targets do not touch).
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 assignment 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 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 SERVICES ARE NOT TO BE INTERPRETED AS RELIEVING
PILOTS OF THEIR RESPONSIBILITIES TO SEE AND AVOID OTHER TRAFFIC OPERATING IN BASIC
VFR WEATHER CONDITIONS, 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
COMPROMISE PILOT RESPONSIBILITY RESPECTING TERRAIN AND OBSTRUCTION CLEAR-
ANCE, VORTEX EXPOSURE, AND WEATHER MINIMUMS, 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. 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.
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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
Services Available to Pilots
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