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c)  direct recognition of the aircraft identification of a Mode S-equipped aircraft in a radar label;
Note.— Aircraft identification feature available in Mode S transponders provides the means to identify directly individual aircraft on radar displays and thus offers the potential to eliminate ultimately the recourse to Mode A discrete codes for individual identification. This elimination will only be achieved in a progressive manner depending on the state of deployment of suitable ground and airborne installations.
d)  by transfer of radar identification (see 6.3);
e)  observation of compliance with an instruction to set a specific code;
f)  observation of compliance with an instruction to squawk IDENT;
Note 1.— In automated radar systems, the “IDENT” feature may be presented in different ways,
e.g. as a flashing of all or part of the radar position and associated data block.
Note 2.— Garbling of transponder replies may produce “IDENT”-type of indications. Nearly simul-taneous “IDENT” transmissions within the same area may give rise to errors in identification.

6.2.2.2 When a discrete code has been assigned to an aircraft, a check shall be made at the earliest opportunity to ensure that the code set by the pilot is identical to that assigned for the flight. Only after this check has been made shall the discrete code be used as a basis for identification.
6.2.3 PSR identification procedures
6.2.3.1 Where SSR is not used or available, radar identification shall be established by at least one of the following methods:
a)  by correlating a particular radar position indication with an aircraft reporting its position over, or as bearing and distance from, a point displayed on the radar map, and by ascertaining that the track of the particular radar position is consistent with the aircraft path or reported heading;
Note 1.— Caution must be exercised when employing this method since a position reported in relation to a point may not coincide precisely with the radar position indication of the aircraft on the radar map. The appropriate ATS authority may, therefore, prescribe additional conditions for the application of this method, e.g.:
i)  a level or levels above which this method may not be applied in respect of specified navigation aids; or
ii)  a distance from the radar site beyond which this method may not be applied.
Note 2.— The term “a point” refers to a geographical point suitable for the purposes of radar identification. It is normally a reporting point defined by reference to a radio navigation aid or aids.
b)  by correlating an observed radar position indication with an aircraft which is known to have just departed, provided that the identification is established within 2 km (1 NM) from the end of the runway used. Particular care should be taken to avoid confusion with aircraft holding over or overflying the aero-drome, or with aircraft departing from or making a missed approach over adjacent runways;

7/11/96
c)  by transfer of radar identification (see 6.3);
d)  by ascertaining the aircraft heading, if circumstances require, and following a period of track observation:
—  
instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the movements of one particular radar position indication with the aircraft’s acknowledged execution of the instructions given; or

—  
correlating the movements of a particular radar position indication with manoeuvres currently executed by an aircraft having so reported.

When using these methods, the radar controller shall:
i)  verify that the movements of not more than one radar position indication correspond with those of the aircraft; and
ii)  ensure that the manoeuvre(s) will not carry the aircraft outside the coverage of the radar display;
　
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