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of the traffic as seen by the pilot of aircraft A" would be
one o’clock. 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 11 o’clock.
FIG ENR 1.1−25
Induced Error in Position of Traffic
TRACK
(C)
(D)
WIND
TRACK
EXAMPLE−
In FIG ENR 1.1−25, traffic information would be issued to
the pilot of aircraft C" as two o’clock. The actual position
of the traffic as seen by the pilot of aircraft C" would be
three 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.
37.11Radar Assistance to VFR Aircraft
37.11.1Radar 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.
ENR 1.1−46 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
37.11.2Pilots should clearly understand that authorization
to proceed in accordance with such radar
navigational assistance does not constitute authorization
for the pilot to violate Federal Aviation
Regulations. 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.
37.11.3In 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.
37.11.4Radar navigation assistance (vectors) may
be initiated by the controller when one of the following
conditions exist:
37.11.4.1The controller suggests the vector and the
pilot concurs.
37.11.4.2A special program has been established
and vectoring service has been advertised.
37.11.4.3In the controller’s judgment the vector is
necessary for air safety.
37.11.5Radar 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.
38. Operational Policy/Procedures for
Reduced Vertical Separation Minimum
(RVSM) in the Domestic U.S., Alaska,
Offshore Airspace and the San Juan FIR
38.1Applicability and RVSM Mandate (Date/
Time and Area)
38.1.1Applicability.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 Mexico High Offshore Airspace and
airspace in the San Juan FIR where VHF or UHF
voice direct controller−pilot communication (DCPC)
is normally available. Policies, guidance and
direction for RVSM operations in oceanic airspace
where VHF or UHF voice DCPC is not available and
the airspace of other countries are posted on the FAA
RVSM Documentation" Webpage described in
paragraph 38.3, Aircraft and Operator Approval
Policy/Procedures, RVSM Monitoring and Databases
for Aircraft and Operator Approval.
38.1.2Mandate.At 0901 UTC on January 20,
2005, the FAA implemented RVSM between flight
level(FL) 290−410 (inclusive) in the following
airspace:the airspace of the lower 48 states of the
United States, Alaska, Atlantic and Gulf of Mexico
High Offshore Airspace and the San Juan FIR. (A
chart showing the location of offshore airspace is
posted on the Domestic U.S. RVSM (DRVSM)
Webpage. See paragraph 38.3.) On the same time and
date, RVSM was also introduced into the adjoining
airspace of Canada and Mexico to provide a seamless
　
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