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NOTE: It is solely the pilots prerogative to cancel his IFR clearance. However, a pilot's retention of an IFR clearance does not afford priority over VFR flights. For example, this does not preclude the requirement for the pilot of an arriving IFR aircraft to adjust this flight path as necessary to enter a traffic pattern in sequence with arriving VFR flights. Combined procedures which specify minima for more than one facility (i.e., TACAN and Instrument Landing System) may be used when one facility is off the air. The USAF Air Traffic Control facility will give a clearance for the entire procedure, as named in the FLIP Terminal volumes, when the Instrument Landing System is inoperative with an added note that the Instrument Landing System is inoperative. If the ADF, VOR or TACAN portion of the procedure is inoperative they will provide the pilot with Radar or DF guidance to the Instrument Landing System final approach. The national state Air Traffic Control Agency may be expected to provide an Air Traffic Control clearance for an approach using only the operating ADF, VOR or TACAN facility when the Instrument Landing System is inoperative. If the ADF, VOR or TACAN is inoperative, the national Air Traffic Control will provide additional navigational guidance to the Instrument Landing System final approach, if this type procedure is to be used.

6-11 SUPPLEMENTARY AIRPORT INFORMATION
a. MAINTENANCE/TEST SIGNAL
(1)
A standardized Maintenance/Test Facility Identification Signal has been implemented in accordance with AFCC CEMI 500-4. This signal will be utilized on TRACALS facilities which are undergoing maintenance or test functions which require the facility to radiate an identification signal. The facility identification will be removed from service during periods when Maintenance/Test Actions render the facility unusable or unreliable for air navigation. The test signal will consist of a series of dots transmitted for three quarters of an identification cycle with the interval between dots equal to the time of each dot.

(2)
The test signal will be utilized on all USAF operating Navigational Aids, excluding those designated as part of the National Airspace System. Use of the Maintenance/Test was specifically designed to prevent the flying public from utilizing a facility during periods when the facility is required to radiate but is considered unreliable/unusable.

b. VOR RECEIVER CHECK POINTS

(1)
VOR test facility (VOT) (on selected civil and joint use airfields). VOT frequencies are listed opposite "Navigational Aids" in the Airport/Facility Directory listings in the Enroute Supplement.

(2)
Certified airborne check points (on established airways and/or in the vicinity of selected VOR facilities).

(3)
Certified check points on the airport surface (military and civil airfields).

(a)
The VOR test facility (VOT) transmits a test signal which provides users of VOR a convenient and accurate means to determine the operational status of their receivers. The facility is designed to provide a means of checking the accuracy of a VOR receiver while the aircraft is on the ground. The radiated test signal is used by tuning the receiver to the designated frequency of the test facility. With the Course Deviation Indicator centered, the course selector shall read Zero degrees with the "To-From" indicator reading "From", or the course selector should read 180 degrees with the "To-From" indicator reading "To". Should the VOR receiver be of the automatic indicating type, the indication should be 180 degrees. (This is true for all airborne receivers except Mitchell, which will indicate Zero degrees). Two means of identification are used with the VOR radiated test signal. In some cases, a continuous series of dots are used, while in others, a continuous 1020 Megahertz tone will identify the test signal. Information concerning an individual test signal can be obtained from the local Flight Service Station.
　
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