JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21)

operators requesting approval for use of special procedures should contact their Certifi-
cate Holding District Office for authorization through their Operations Specification.

Transponder Landing System (TLS)

1. The TLS is designed to provide approach guidance utilizing existing airborne ILS local-

izer, glide slope, and transponder equipment.

2. Ground equipment consists of a transponder interrogator, sensor arrays to detect lateral

and vertical position, and ILS frequency transmitters. The TLS detects the aircraft’s
position by interrogating its transponder. It then broadcasts ILS frequency signals to
guide the aircraft along the desired approach path.

3. TLS instrument approach procedures are designated Special Instrument Approach Pro-

cedures. Special aircrew training is required. TLS ground equipment provides approach
guidance for only one aircraft at a time. Even though the TLS signal is received using
the ILS receiver, no fixed course or glidepath is generated. The concept of operation is
very similar to an air traffic controller providing radar vectors, and just as with radar vec-
tors, the guidance is valid only for the intended aircraft. The TLS ground equipment
tracks one aircraft, based on its transponder code, and provides correction signals to
course and glidepath based on the position of the tracked aircraft. Flying the TLS cor-
rections computed for another aircraft will not provide guidance relative to the approach;
therefore, aircrews must not use the TLS signal for navigation unless they have
received approach clearance and completed the required coordination with the TLS
ground equipment operator. Navigation fixes based on conventional NAVAIDs or GPS
are provided in the special instrument approach procedure to allow aircrews to verify
the TLS guidance.

Special Category I Differential GPS (SCAT-I DGPS)

1. The SCAT-I DGPS is designed to provide approach guidance by broadcasting differen-

tial correction to GPS.

2. SCAT-I DGPS procedures require aircraft equipment and pilot training.
3. Ground equipment consists of GPS receivers and a VHF digital radio transmitter. The

SCAT-I DGPS detects the position of GPS satellites relative to GPS receiver equipment
and broadcasts differential corrections over the VHF digital radio.

4. Category I Ground Based Augmentation System (GBAS) will displace SCAT-I DGPS as

the public use service.
REFERENCE—AIM, Paragraph 5-4-7j, Instrument Approach Procedures.

RADIO DATA - GENERAL

385

SECTION 1. NAVIGATION AIDS

GENERAL

Introduction to PBN. As air travel has evolved, methods of navigation have improved to
give operators more flexibility. PBN exists under the umbrella of area navigation (RNAV).
The term RNAV in this context, as in procedure titles, just means “area navigation,” regard-
less of the equipment capability of the aircraft. (See FIG 1-2-1.) Many operators have upgra-
ded their systems to obtain the benefits of PBN. Within PBN there are two main categories of
navigation methods or specifications: area navigation (RNAV) and required navigation per-
formance (RNP). In this context, the term RNAV x means a specific navigation specification
with a specified lateral accuracy value. For an aircraft to meet the requirements of PBN, a
specified RNAV or RNP accuracy must be met 95 percent of the flight time. RNP is a PBN
system that includes onboard performance monitoring and alerting capability (for example,
Receiver Autonomous Integrity Monitoring (RAIM)). PBN also introduces the concept of navi-
gation specifications (NavSpecs) which are a set of aircraft and aircrew requirements
needed to support a navigation application within a defined airspace concept. For both RNP
and RNAV NavSpecs, the numerical designation refers to the lateral navigation accuracy in
nautical miles which is expected to be achieved at least 95 percent of the flight time by the
population of aircraft operating within the airspace, route, or procedure. This information is
detailed in International Civil Aviation Organization’s (ICAO) Doc 9613, Performance-based
Navigation (PBN) Manual and the latest FAA AC 90-105, Approval Guidance for RNP Oper-
ations and Barometric Vertical Navigation in the U.S. National Airspace System and in
Remote and Oceanic Airspace.

FIGURE 1-2-1

Navigation Specifications

1-2-1

RADIO DATA - GENERAL

386

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

Area Navigation (RNAV)

General. RNAV is a method of navigation that permits aircraft operation on any desired
flight path within the coverage of ground- or space-based navigation aids or within the
limits of the capability of self-contained aids, or a combination of these. In the future,
there will be an increased dependence on the use of RNAV in lieu of routes defined by
ground-based navigation aids. RNAV routes and terminal procedures, including depar-
ture procedures (DPs) and standard terminal arrivals (STARs), are designed with RNAV
systems in mind. There are several potential advantages of RNAV routes and proce-
dures:

(a) Time and fuel savings;
(b) Reduced dependence on radar vectoring, altitude, and speed assignments allow-

ing a reduction in required ATC radio transmissions; and

In addition to information found in this manual, guidance for domestic RNAV DPs,
STARs, and routes may also be found in AC 90-100, U.S. Terminal and En Route Area
Navigation (RNAV) Operations.

RNAV Operations. RNAV procedures, such as DPs and STARs, demand strict pilot
awareness and maintenance of the procedure centerline. Pilots should possess a work-
ing knowledge of their aircraft navigation system to ensure RNAV procedures are flown
in an appropriate manner. In addition, pilots should have an understanding of the vari-
ous waypoint and leg types used in RNAV procedures; these are discussed in more
detail below.

(a)

Waypoints. A waypoint is a predetermined geographical position that is defined in
terms of latitude/longitude coordinates. Waypoints may be a simple named point in
space or associated with existing navaids, intersections, or fixes. A waypoint is
most often used to indicate a change in direction, speed, or altitude along the
desired path. RNAV procedures make use of both fly-over and fly-by waypoints.

(1)

Fly-by waypoints. Fly-by waypoints are used when an aircraft should begin a
turn to the next course prior to reaching the waypoint separating the two route
segments. This is known as turn anticipation.

(2)

Fly-over waypoints. Fly-over waypoints are used when the aircraft must fly
over the point prior to starting a turn.
NOTE: FIG 1-2-2 illustrates several differences between a fly-by and a fly-
over waypoint.

RADIO DATA - GENERAL

387

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

FIGURE 1-2-2

Fly-by and Fly-over Waypoints

(b)

RNAV Leg Types. A leg type describes the desired path proceeding, following, or
between waypoints on an RNAV procedure. Leg types are identified by a two-letter
code that describes the path (e.g., heading, course, track, etc.) and the termination
point (e.g., the path terminates at an altitude, distance, fix, etc.). Leg types used for
procedure design are included in the aircraft navigation database, but not normally
provided on the procedure chart. The narrative depiction of the RNAV chart
describes how a procedure is flown. The “path and terminator concept” defines
that every leg of a procedure has a termination point and some kind of path into
that termination point. Some of the available leg types are described below.

(1)

Track to Fix. A Track to Fix (TF) leg is intercepted and acquired as the flight
track to the following waypoint. Track to a Fix legs are sometimes called
point-to-point legs for this reason.

Narrative: “direct ALPHA, then on course

to BRAVO WP.” See FIG 1-2-3.

(2)

Direct to Fix. A Direct to Fix (DF) leg is a path described by an aircraft’s track
from an initial area direct to the next waypoint.

Narrative: “turn right direct

BRAVO WP.” See FIG 1-2-4.

RADIO DATA - GENERAL

388

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

FIGURE 1-2-3

Track to Fix Leg Type

FIGURE 1-2-4

Direct to Fix Leg Type

(3)

Course to Fix. A Course to Fix (CF) leg is a path that terminates at a fix with
a specified course at that fix.

Narrative: “on course 150 to ALPHA WP.” See

FIG 1-2-5.

RADIO DATA - GENERAL

389

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

FIGURE 1-2-5

Course to Fix Leg Type

(4)

Radius to Fix. A Radius to Fix (RF) leg is defined as a constant radius circu-
lar path around a defined turn center that terminates at a fix. See FIG 1-2-6.

FIGURE 1-2-6

Radius to Fix Leg Type

(5)

Heading. A Heading leg may be defined as, but not limited to, a Heading to
Altitude (VA), Heading to DME range (VD), and Heading to Manual Termina-
tion, i.e., Vector (VM).

Narrative: “climb heading 350 to 1500”, “heading 265,

at 9 DME west of PXR VORTAC, right turn heading 360”, “fly heading 090,
expect radar vectors to DRYHT INT.”

RADIO DATA - GENERAL

390

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

(c)

Navigation Issues. Pilots should be aware of their navigation system inputs,
alerts, and annunciations in order to make better-informed decisions. In addition,
the availability and suitability of particular sensors/systems should be considered.

(1)

GPS/WAAS. Operators using TSO-C129(), TSO-C196(), TSO-C145() or
TSO-C146() systems should ensure departure and arrival airports are entered
to ensure proper RAIM availability and CDI sensitivity.

(2)

DME/DME. Operators should be aware that DME/DME position updating is
dependent on navigation system logic and DME facility proximity, availability,
geometry, and signal masking.

(3)

VOR/DME. Unique VOR characteristics may result in less accurate values
from VOR/DME position updating than from GPS or DME/DME position
updating.

(4)

Inertial Navigation. Inertial reference units and inertial navigation systems
are often coupled with other types of navigation inputs, e.g., DME/DME or
GPS, to improve overall navigation system performance.
NOTE: Specific inertial position updating requirements may apply.

(d)

Flight Management System (FMS). An FMS is an integrated suite of sensors,
receivers, and computers, coupled with a navigation database. These systems
generally provide performance and RNAV guidance to displays and automatic
flight control systems.
Inputs can be accepted from multiple sources such as GPS, DME, VOR, LOC and
IRU. These inputs may be applied to a navigation solution one at a time or in com-
bination. Some FMSs provide for the detection and isolation of faulty navigation
information.
When appropriate navigation signals are available, FMSs will normally rely on GPS
and/or DME/DME (that is, the use of distance information from two or more DME
stations) for position updates. Other inputs may also be incorporated based on
FMS system architecture and navigation source geometry.
NOTE: DME/DME inputs coupled with one or more IRU(s) are often abbreviated
as DME/DME/IRU or D/D/I.

(e)

RNAV Navigation Specifications (Nav Specs)
Nav Specs are a set of aircraft and aircrew requirements needed to support a navi-
gation application within a defined airspace concept. For both RNP and RNAV
designations, the numerical designation refers to the lateral navigation accuracy in
nautical miles which is expected to be achieved at least 95 percent of the flight
time by the population of aircraft operating within the airspace, route, or procedure.
(See FIG 1-2-1.)

RADIO DATA - GENERAL

391

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

(1)

RNAV 1. Typically RNAV 1 is used for DPs and STARs and appears on the
charts. Aircraft must maintain a total system error of not more than 1 NM for
95 percent of the total flight time.

(2)

RNAV 2. Typically RNAV 2 is used for en route operations unless otherwise
specified. T-routes and Q-routes are examples of this Nav Spec. Aircraft must
maintain a total system error of not more than 2 NM for 95 percent of the total
flight time.

(3)

RNAV 10. Typically RNAV 10 is used in oceanic operations. See paragraph
4-7-1 for specifics and explanation of the relationship between RNP 10 and
RNAV 10 terminology.

REQUIRED NAVIGATION PERFORMANCE (RNP)

General. General. While both RNAV navigation specifications (NavSpecs) and RNP Nav-
Specs contain specific performance requirements, RNP is RNAV with the added requirement
for onboard performance monitoring and alerting (OBPMA). RNP is also a statement of navi-
gation performance necessary for operation within a defined airspace. A critical component
of RNP is the ability of the aircraft navigation system to monitor its achieved navigation per-
formance, and to identify for the pilot whether the operational requirement is, or is not, being
met during an operation. OBPMA capability therefore allows a lessened reliance on air traffic
control intervention and/or procedural separation to achieve the overall safety of the opera-
tion. RNP capability of the aircraft is a major component in determining the separation crite-
ria to ensure that the overall containment of the operation is met. The RNP capability of an
aircraft will vary depending upon the aircraft equipment and the navigation infrastructure. For
example, an aircraft may be eligible for RNP 1, but may not be capable of RNP 1 operations
due to limited NAVAID coverage or avionics failure. The Aircraft Flight Manual (AFM) or
avionics documents for your aircraft should specifically state the aircraft’s RNP eligibilities.
Contact the manufacturer of the avionics or the aircraft if this information is missing or incom-
plete. NavSpecs should be considered different from one another, not “better” or “worse”
based on the described lateral navigation accuracy. It is this concept that requires each Nav-
Spec eligbility to be listed separately in the avionics documents or AFM. For example, RNP 1
is different from RNAV 1, and an RNP 1 eligibility does NOT mean automatic RNP 2 or
RNAV 1 eligibility. As a safeguard, the FAA requires that aircraft navigation databases hold
only those procedures that the aircraft maintains eligibility for. If you look for a specific instru-
ment procedure in your aircraft’s navigation database and cannot find it, it’s likely that proce-
dure contains PBN elements your aircraft is ineligible for or cannot compute and fly. Further,
optional capabilities such as Radius-to-fix (RF) turns or scalability should be described in the
AFM or avionics documents. Use the capabilities of your avionics suite to verify the appropri-
ate waypoint and track data after loading the procedure from your database.

PBN Operations.

Lateral Accuracy Values. Lateral Accuracy values are applicable to a selected air-
space, route, or procedure. The lateral accuracy value is a value typically expressed as
a distance in nautical miles from the intended centerline of a procedure, route, or path.

1-2-2

RADIO DATA - GENERAL

392

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

RNP applications also account for potential errors at some multiple of lateral accuracy
value (for example, twice the RNP lateral accuracy values).

(a)

RNP NavSpecs. U.S. standard NavSpecs supporting typical RNP airspace uses
are as specified below. Other NavSpecs may include different lateral accuracy
values as identified by ICAO or other states. (See FIG 1-2-1.)

(1)

RNP Approach (RNP APCH). In the U.S., RNP APCH procedures are titled
RNAV (GPS) and offer several lines of minima to accommodate varying
levels of aircraft equipage: either lateral navigation (LNAV), LNAV/vertical
navigation (LNAV/VNAV), Localizer Performance with Vertical Guidance
(LPV), and Localizer Performance (LP). GPS with or without Space-Based
Augmentation System (SBAS) (for example, WAAS) can provide the lateral
information to support LNAV minima. LNAV/VNAV incorporates LNAV lateral
with vertical path guidance for systems and operators capable of either baro-
metric or SBAS vertical. Pilots are required to use SBAS to fly to the LPV or
LP minima. RF turn capability is optional in RNP APCH eligibility. This means
that your aircraft may be eligible for RNP APCH operations, but you may not
fly an RF turn unless RF turns are also specifically listed as a feature of your
avionics suite. GBAS Landing System (GLS) procedures are also constructed
using RNP APCH NavSpecs and provide precision approach capability. RNP
APCH has a lateral accuracy value of 1 in the terminal and missed approach
segments and essentially scales to RNP 0.3 (or 40 meters with SBAS) in the
final approach. (See Paragraph 5-4-18, RNP AR Instrument Approach Proce-
dures.)

(2)

RNP Authorization Required Approach (RNP AR APCH). In the U.S., RNP
AR APCH procedures are titled RNAV (RNP). These approaches have strin-
gent equipage and pilot training standards and require special FAA authoriza-
tion to fly. Scalability and RF turn capabilities are mandatory in RNP AR
APCH eligibility. RNP AR APCH vertical navigation performance is based
upon barometric VNAV or SBAS. RNP AR is intended to provide specific ben-
efits at specific locations. It is not intended for every operator or aircraft. RNP
AR capability requires specific aircraft performance, design, operational pro-
cesses, training, and specific procedure design criteria to achieve the
required target level of safety. RNP AR APCH has lateral accuracy values
that can range below 1 in the terminal and missed approach segments and
essentially scale to RNP 0.3 or lower in the final approach. Before conducting
these procedures, operators should refer to the latest AC 90-101, Approval
Guidance for RNP Procedures with AR. (See paragraph 5-4-18.)

(3)

RNP Authorization Required Departure (RNP AR DP). Similar to RNP AR
approaches, RNP AR departure procedures have stringent equipage and pilot
training standards and require special FAA authorization to fly. Scalability and
RF turn capabilities is mandatory in RNP AR DP eligibility. RNP AR DP is
intended to provide specific benefits at specific locations. It is not intended for

RADIO DATA - GENERAL

393

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

every operator or aircraft. RNP AR DP capability requires specific aircraft per-
formance, design, operational processes, training, and specific procedure
design criteria to achieve the required target level of safety. RNP AR DP has
lateral accuracy values that can scale to no lower than RNP 0.3 in the initial
departure flight path. Before conducting these procedures, operators should
refer to the latest AC 90-101, Approval Guidance for RNP Procedures with
AR. (See paragraph 5-4-18.)

(4)

Advanced RNP (A-RNP). Advanced RNP is a NavSpec with a minimum set
of mandatory functions enabled in the aircraft’s avionics suite. In the U.S.,
these minimum functions include capability to calculate and perform RF turns,
scalable RNP, and parallel offset flight path generation. Higher continuity
(such as dual systems) may be required for certain oceanic and remote conti-
nental airspace. Other “advanced” options for use in the en route environment
(such as fixed radius transitions and Time of Arrival Control) are optional in
the U.S. Typically, an aircraft eligible for A-RNP will also be eligible for opera-
tions comprising: RNP APCH, RNP/RNAV 1, RNP/RNAV 2, RNP 4, and RNP/
RNAV 10. A-RNP allows for scalable RNP lateral navigation values (either 1.0
or 0.3) in the terminal environment. Use of these reduced lateral accuracies
will normally require use of the aircraft’s autopilot and/or flight director. See
the latest AC 90-105 for more information on A-RNP, including NavSpec bun-
dling options, eligibility determinations, and operations approvals.
NOTE: A-RNP eligible aircraft are NOT automatically eligible for RNP AR
APCH or RNP AR DP operations, as RNP AR eligibility requires a separate
determination process and special FAA authorization.

(5)

RNP 1. RNP 1 requires a lateral accuracy value of 1 for arrival and departure
in the terminal area, and the initial and intermediate approach phase when
used on conventional procedures with PBN segments (for example, an ILS
with a PBN feeder, IAF, or missed approach). RF turn capability is optional in
RNP 1 eligibility. This means that your aircraft may be eligible for RNP 1 oper-
ations, but you may not fly an RF turn unless RF turns are also specifically
listed as a feature of your avionics suite.

(6)

RNP 2. RNP 2 will apply to both domestic and oceanic/remote operations with
a lateral accuracy value of 2.

(7)

RNP 4. RNP 4 will apply to oceanic and remote operations only with a lateral
accuracy value of 4. RNP 4 eligibility will automatically confer RNP 10 eligibil-
ity.

(8)

RNP 10. The RNP 10 NavSpec applies to certain oceanic and remote opera-
tions with a lateral accuracy of 10. In such airspace, the RNAV 10 NavSpec
will be applied, so any aircraft eligible for RNP 10 will be deemed eligible for
RNAV 10 operations. Further, any aircraft eligible for RNP 4 operations is
automatically qualified for RNP 10/RNAV 10 operations. (See also the latest

RADIO DATA - GENERAL

394

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

AC 91-70, Oceanic and Remote Continental Airspace Operations, for more
information on oceanic RNP/RNAV operations.)

(9)

RNP 0.3. The RNP 0.3 NavSpec requires a lateral accuracy value of 0.3 for
all authorized phases of flight. RNP 0.3 is not authorized for oceanic, remote,
or the final approach segment. Use of RNP 0.3 by slow-flying fixed-wing air-
craft is under consideration, but the RNP 0.3 NavSpec initially will apply only
to rotorcraft operations. RF turn capability is optional in RNP 0.3 eligibility.
This means that your aircraft may be eligible for RNP 0.3 operations, but you
may not fly an RF turn unless RF turns are also specifically listed as a feature
of your avionics suite.
NOTE: On terminal procedures or en route charts, do not confuse a charted
RNP value of 0.30, or any standard final approach course segment width of
0.30, with the NavSpec title “RNP 0.3.” Charted RNP values of 0.30 or below
should contain two decimal places (for example, RNP 0.15, or 0.10, or 0.30)
whereas the NavSpec title will only state “RNP 0.3.”

(b)

Application of Standard Lateral Accuracy Values. U.S. standard lateral accu-
racy values typically used for various routes and procedures supporting RNAV
operations may be based on use of a specific navigational system or sensor such
as GPS, or on multi-sensor RNAV systems having suitable performance.

(c)

Depiction of PBN Requirements. In the U.S., PBN requirements like Lateral
Accuracy Values or NavSpecs applicable to a procedure will be depicted on affec-
ted charts and procedures. In the U.S., a specific procedure’s Performance-Based
Navigation (PBN) requirements will be prominently displayed in separate, standar-
dized notes boxes. For procedures with PBN elements, the “PBN box” will contain
the procedure’s NavSpec(s); and, if required: specific sensors or infrastructure
needed for the navigation solution, any additional or advanced functional require-
ments, the minimum RNP value, and any amplifying remarks. Items listed in this
PBN box are REQUIRED to fly the procedure’s PBN elements. For example, an
ILS with an RNAV missed approach would require a specific capability to fly the
missed approach portion of the procedure. That required capability will be listed in
the PBN box. The separate Equipment Requirements box will list ground-based
equipment and/or airport specific requirements. On procedures with both PBN ele-
ments and ground-based equipment requirements, the PBN requirements box will
be listed first. (See FIG 5-4-1.)

Other RNP Applications Outside the U.S. The FAA and ICAO member states have led ini-
tiatives in implementing the RNP concept to oceanic operations. For example, RNP-10
routes have been established in the northern Pacific (NOPAC) which has increased capacity
and efficiency by reducing the distance between tracks to 50 NM. (See paragraph 4-7-1).

Aircraft and Airborne Equipment Eligibility for RNP Operations. Aircraft eligible for RNP
operations will have an appropriate entry including special conditions and limitations in its
AFM, avionics manual, or a supplement. Operators of aircraft not having specific RNP eligi-

RADIO DATA - GENERAL

395

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

bility statements in the AFM or avionics documents may be issued operational approval
including special conditions and limitations for specific RNP eligibilities.
NOTE: Some airborne systems use Estimated Position Uncertainty (EPU) as a measure of
the current estimated navigational performance. EPU may also be referred to as Actual Navi-
gation Performance (ANP) or Estimated Position Error (EPE).

TABLE 1-2-1 U.S. Standard RNP Levels

RNP Level

Typical Application

Primary Route Width (NM) – Centerline to

Boundary

0.1 to 1.0

RNP AR Approach Segments

0.1 to 1.0

0.3 to 1.0

RNP Approach Segments

0.3 to 1.0

Terminal and En Route

1.0

En Route

2.0

Projected for oceanic/remote areas

where 30 NM horizontal separation is

applied.

4.0

Oceanic/remote areas where 50 NM

lateral separation is applied.

10.0

USE OF SUITABLE AREA NAVIGATION (RNAV) SYSTEMS ON

CONVENTIONAL PROCEDURES AND ROUTES

Discussion. This paragraph sets forth policy, while providing operational and airworthiness
guidance regarding the suitability and use of RNAV systems when operating on, or transi-
tioning to, conventional, non-RNAV routes and procedures within the U.S. National Airspace
System (NAS):

1. Use of a suitable RNAV system as a Substitute Means of Navigation when a Very-High

Frequency (VHF) Omni-directional Range (VOR), Distance Measuring Equipment
(DME), Tactical Air Navigation (TACAN), VOR/TACAN (VORTAC), VOR/DME, Non-
directional Beacon (NDB), or compass locator facility including locator outer marker and
locator middle marker is out-of-service (that is, the navigation aid (NAVAID) information
is not available); an aircraft is not equipped with an Automatic Direction Finder (ADF) or
DME; or the installed ADF or DME on an aircraft is not operational. For example, if
equipped with a suitable RNAV system, a pilot may hold over an out-of-service NDB.

2. Use of a suitable RNAV system as an Alternate Means of Navigation when a VOR,

DME, VORTAC, VOR/DME, TACAN, NDB, or compass locator facility including locator
outer marker and locator middle marker is operational and the respective aircraft is
equipped with operational navigation equipment that is compatible with conventional
navaids. For example, if equipped with a suitable RNAV system, a pilot may fly a proce-
dure or route based on operational VOR system without monitoring the VOR.

1-2-3

RADIO DATA - GENERAL

396

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

NOTE:

a. Additional information and associated requirements are available in Advisory Circular

90-108 titled “Use of Suitable RNAV Systems on Conventional Routes and Proce-
dures.”

b. Good planning and knowledge of your RNAV system are critical for safe and successful

operations.

c. Pilots planning to use their RNAV system as a substitute means of navigation guidance

in lieu of an out-of-service NAVAID may need to advise ATC of this intent and capabil-
ity.

d. The navigation database should be current for the duration of the flight. If the AIRAC

cycle will change during flight, operators and pilots should establish procedures to
ensure the accuracy of navigation data, including suitability of navigation facilities used
to define the routes and procedures for flight. To facilitate validating database currency,
the FAA has developed procedures for publishing the amendment date that instrument
approach procedures were last revised. The amendment date follows the amendment
number, e.g., Amdt 4 14Jan10. Currency of graphic departure procedures and STARs
may be ascertained by the numerical designation in the procedure title. If an amended
chart is published for the procedure, or the procedure amendment date shown on the
chart is on or after the expiration date of the database, the operator must not use the
database to conduct the operation.

Types of RNAV Systems that Qualify as a Suitable RNAV System. When installed in
accordance with appropriate airworthiness installation requirements and operated in accord-
ance with applicable operational guidance (for example, aircraft flight manual and Advisory
Circular material), the following systems qualify as a suitable RNAV system:

1. An RNAV system with TSO-C129/-C145/-C146 equipment, installed in accordance with

AC 20-138, Airworthiness Approval of Global Positioning System (GPS) Navigation
Equipment for Use as a VFR and IFR Supplemental Navigation System, and authorized
for instrument flight rules (IFR) en route and terminal operations (including those sys-
tems previously qualified for “GPS in lieu of ADF or DME” operations), or

2. An RNAV system with DME/DME/IRU inputs that is compliant with the equipment provi-

sions of AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations,
for RNAV routes. A table of compliant equipment is available at the following website:
https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/
afs400/afs410/media/AC90-100compliance.pdf

NOTE: Approved RNAV systems using DME/DME/IRU, without GPS/WAAS position input,
may only be used as a substitute means of navigation when specifically authorized by a
Notice to Airmen (NOTAM) or other FAA guidance for a specific procedure. The NOTAM or
other FAA guidance authorizing the use of DME/DME/IRU systems will also identify any
required DME facilities based on an FAA assessment of the DME navigation infrastructure.

RADIO DATA - GENERAL

397

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

Uses of Suitable RNAV Systems. Subject to the operating requirements, operators may
use a suitable RNAV system in the following ways.

1. Determine aircraft position relative to, or distance from a VOR (see NOTE 6 below),

TACAN, NDB, compass locator, DME fix; or a named fix defined by a VOR radial,
TACAN course, NDB bearing, or compass locator bearing intersecting a VOR or local-
izer course.

2. Navigate to or from a VOR, TACAN, NDB, or compass locator.
3. Hold over a VOR, TACAN, NDB, compass locator, or DME fix.
4. Fly an arc based upon DME.

NOTE:

a. The allowances described in this section apply even when a facility is explicitly identified

as required on a procedure (for example, “Note ADF required”).

b. These operations do not include lateral navigation on localizer-based courses (including

localizer back-course guidance) without reference to raw localizer data.

c. Unless otherwise specified, a suitable RNAV system cannot be used for navigation on

procedures that are identified as not authorized (“NA”) without exception by a NOTAM.
For example, an operator may not use a RNAV system to navigate on a procedure
affected by an expired or unsatisfactory flight inspection, or a procedure that is based
upon a recently decommissioned NAVAID.

d. Pilots may not substitute for the NAVAID (for example, a VOR or NDB) providing lateral

guidance for the final approach segment. This restriction does not refer to instrument
approach procedures with “or GPS” in the title when using GPS or WAAS. These allow-
ances do not apply to procedures that are identified as not authorized (NA) without
exception by a NOTAM, as other conditions may still exist and result in a procedure not
being available. For example, these allowances do not apply to a procedure associated
with an expired or unsatisfactory flight inspection, or is based upon a recently decom-
missioned NAVAID.

e. Use of a suitable RNAV system as a means to navigate on the final approach segment

of an instrument approach procedure based on a VOR, TACAN or NDB signal, is allow-
able. The underlying NAVAID must be operational and the NAVAID monitored for final
segment course alignment.

f. For the purpose of paragraph c, “VOR” includes VOR, VOR/DME, and VORTAC facili-

ties and “compass locator” includes locator outer marker and locator middle marker.

Alternate Airport Considerations. For the purposes of flight planning, any required alter-
nate airport must have an available instrument approach procedure that does not require the
use of GPS. This restriction includes conducting a conventional approach at the alternate air-
port using a substitute means of navigation that is based upon the use of GPS. For example,
these restrictions would apply when planning to use GPS equipment as a substitute means
of navigation for an out-of-service VOR that supports an ILS missed approach procedure at

RADIO DATA - GENERAL

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SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

an alternate airport. In this case, some other approach not reliant upon the use of GPS must
be available. This restriction does not apply to RNAV systems using TSO-C145/-C146
WAAS equipment. For further WAAS guidance, see paragraph 1-1-18.

1. For flight planning purposes, TSO-C129() and TSO-C196() equipped users (GPS users)

whose navigation systems have fault detection and exclusion (FDE) capability, who per-
form a preflight RAIM prediction at the airport where the RNAV (GPS) approach will be
flown, and have proper knowledge and any required training and/or approval to conduct
a GPS-based IAP, may file based on a GPS-based IAP at either the destination or the
alternate airport, but not at both locations. At the alternate airport, pilots may plan for
applicable alternate airport weather minimums using:

(a) Lateral navigation (LNAV) or circling minimum descent altitude (MDA);
(b) LNAV/vertical navigation (LNAV/VNAV) DA, if equipped with and using approved

barometric vertical navigation (baro-VNAV) equipment;

approved baro-VNAV equipment and the pilot has verified required navigation per-
formance (RNP) availability through an approved prediction program.

2. If the above conditions cannot be met, any required alternate airport must have an

approved instrument approach procedure other than GPS that is anticipated to be
operational and available at the estimated time of arrival, and which the aircraft is equip-
ped to fly.

3. This restriction does not apply to TSO-C145() and TSO-C146() equipped users (WAAS

users). For further WAAS guidance, see paragraph 1-1-18.

PILOTS AND AIR TRAFFIC CONTROLLERS RECOGNIZING

INTERFERENCE OR SPOOFING

a. Pilots need to maintain position awareness while navigating. This awareness may be facilita-

ted by keeping relevant ground-based, legacy navigational aids tuned and available. By uti-
lizing this practice, situational awareness is promoted and guards against significant pilot
delay in recognizing the onset of GPS interference. Pilots may find cross-checks of other air-
borne systems (for example, DME/DME/IRU or VOR) useful to mitigate this otherwise unde-
tected hazard.
REFERENCE—
AIM Paragraph 1-1-17, Global Positioning System (GPS).
AIM Paragraph 1-1-18, Wide Area Augmentation System (WAAS).

b. During preflight planning, pilots should be particularly alert for NOTAMs which could affect

navigation (GPS or WAAS) along their route of flight, such as Department of Defense elec-
tronic signal tests with GPS.
REFERENCE—

1-2-4

RADIO DATA - GENERAL

399

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

AIM Paragraph 1-1-17, Global Positioning System (GPS).
AIM Paragraph 1-1-18, Wide Area Augmentation System (WAAS).

c. If the pilot experiences interruptions while navigating with GPS, the pilot and ATC may both

incur a higher workload. In the aircraft, the pilot may need to change to a position determin-
ing method that does not require GPS-derived signals (for example, DME/DME/IRU or
VOR). If transitioning to VOR navigation, the pilot should refer to the current Chart Supple-
ment U.S. to identify airports with available conventional approaches associated with the
VOR Minimum Operational Network (MON) program. If the pilot’s aircraft is under ATC radar
or multilateration surveillance, ATC may be able to provide radar vectors out of the interfer-
ence affected area or to an alternate destination upon pilot request. An ADS-B Out aircraft’s
broadcast information may be incorrect and should not be relied upon for surveillance when
interference or spoofing is suspected unless its accuracy can be verified by independent
means. During the approach phase, a pilot might elect to continue in visual conditions or
may need to execute the published missed approach. If the published missed approach pro-
cedure is GPS-based, the pilot will need alternate instructions. If the pilot were to choose to
continue in visual conditions, the pilot could aid the controller by cancelling his/her IFR flight
plan and proceeding visually to the airport to land. ATC would cancel the pilot’s IFR clear-
ance and issue a VFR squawk; freeing up the controller to handle other aircraft.

d. The FAA requests that pilots notify ATC if they experience interruptions to their GPS naviga-

tion or surveillance. GPS interference or outages associated with a known testing NOTAM
should not be reported to ATC unless the interference/outage affects the pilot’s ability to nav-
igate his/her aircraft.
REFERENCE—AIM Paragraph 1-1-13, User Reports Requested on NAVAID or Global Navi-
gation Satellite System (GNSS) Performance or Interference.

RADIO DATA - GENERAL

400

SECTION 2. PERFORMANCE-BASED NAVIGATION (PBN) AND AREA NAVIGATION (RNAV)

RADAR

Capabilities

1. Radar is a method whereby radio waves are transmitted into the air and are then

received when they have been reflected by an object in the path of the beam. Range is
determined by measuring the time it takes (at the speed of light) for the radio wave to
go out to the object and then return to the receiving antenna. The direction of a detected
object from a radar site is determined by the position of the rotating antenna when the
reflected portion of the radio wave is received.

2. More reliable maintenance and improved equipment have reduced radar system fail-

ures to a negligible factor. Most facilities actually have some components duplicated,
one operating and another which immediately takes over when a malfunction occurs to
the primary component.

Limitations

1. It is very important for the aviation community to recognize the fact that there are limita-

tions to radar service and that ATC controllers may not always be able to issue traffic
advisories concerning aircraft which are not under ATC control and cannot be seen on
radar. (See FIG 4-5-1.)

FIGURE 4-5-1

Limitations to Radar Service

(a) The characteristics of radio waves are such that they normally travel in a continu-

ous straight line unless they are:

(1) “Bent” by abnormal atmospheric phenomena such as temperature inversions;

4-5-1

RADIO DATA - GENERAL

401

SECTION 5. SURVEILLANCE SYSTEMS

(2) Reflected or attenuated by dense objects such as heavy clouds, precipitation,

ground obstacles, mountains, etc.; or

(3) Screened by high terrain features.

(b) The bending of radar pulses, often called anomalous propagation or ducting, may

cause many extraneous blips to appear on the radar operator's display if the beam
has been bent toward the ground or may decrease the detection range if the wave
is bent upward. It is difficult to solve the effects of anomalous propagation, but
using beacon radar and electronically eliminating stationary and slow moving tar-
gets by a method called moving target indicator (MTI) usually negate the problem.

operator's scope thereby blocking out aircraft at the same range and greatly weak-
ening or completely eliminating the display of targets at a greater range. Again,
radar beacon and MTI are very effectively used to combat ground clutter and
weather phenomena, and a method of circularly polarizing the radar beam will
eliminate some weather returns. A negative characteristic of MTI is that an aircraft
flying a speed that coincides with the canceling signal of the MTI (tangential or
“blind” speed) may not be displayed to the radar controller.

(d) Relatively low altitude aircraft will not be seen if they are screened by mountains or

are below the radar beam due to earth curvature. The historical solution to screen-
ing has been the installation of strategically placed multiple radars, which has been
done in some areas, but ADS-B now provides ATC surveillance in some areas with
challenging terrain where multiple radar installations would be impractical.

(e) There are several other factors which affect radar control. The amount of reflective

surface of an aircraft will determine the size of the radar return. Therefore, a small
light airplane or a sleek jet fighter will be more difficult to see on primary radar than
a large commercial jet or military bomber. Here again, the use of transponder or
ADS-B equipment is invaluable. In addition, all FAA ATC facilities display automati-
cally reported altitude information to the controller from appropriately equipped air-
craft.

(f) At some locations within the ATC en route environment, secondary-radar-only (no

primary radar) gap filler radar systems are used to give lower altitude radar cover-
age between two larger radar systems, each of which provides both primary and
secondary radar coverage. ADS-B serves this same role, supplementing both pri-
mary and secondary radar. In those geographical areas served by secondary radar
only or ADS-B, aircraft without either transponders or ADS-B equipment cannot be
provided with radar service. Additionally, transponder or ADS-B equipped aircraft
cannot be provided with radar advisories concerning primary targets and ATC
radar-derived weather.
REFERENCE—Pilot/Controller Glossary Term — Radar.

(g) The controller's ability to advise a pilot flying on instruments or in visual conditions

of the aircraft's proximity to another aircraft will be limited if the unknown aircraft is

RADIO DATA - GENERAL

402

SECTION 5. SURVEILLANCE SYSTEMS

not observed on radar, if no flight plan information is available, or if the volume of
traffic and workload prevent issuing traffic information. The controller's first priority
is given to establishing vertical, lateral, or longitudinal separation between aircraft
flying IFR under the control of ATC.

c. FAA radar units operate continuously at the locations shown in the Chart Supplement U.S.,

and their services are available to all pilots, both civil and military. Contact the associated
FAA control tower or ARTCC on any frequency guarded for initial instructions, or in an emer-
gency, any FAA facility for information on the nearest radar service.

AIR TRAFFIC CONTROL RADAR BEACON SYSTEM

(ATCRBS)

a. The ATCRBS, sometimes referred to as secondary surveillance radar, consists of three main

components:

Interrogator. Primary radar relies on a signal being transmitted from the radar antenna
site and for this signal to be reflected or “bounced back” from an object (such as an air-
craft). This reflected signal is then displayed as a “target” on the controller's radarscope.
In the ATCRBS, the Interrogator, a ground based radar beacon transmitter-receiver,
scans in synchronism with the primary radar and transmits discrete radio signals which
repetitiously request all transponders, on the mode being used, to reply. The replies
received are then mixed with the primary returns and both are displayed on the same
radarscope.

Transponder. This airborne radar beacon transmitter-receiver automatically receives
the signals from the interrogator and selectively replies with a specific pulse group
(code) only to those interrogations being received on the mode to which it is set. These
replies are independent of, and much stronger than a primary radar return.

Radarscope. The radarscope used by the controller displays returns from both the pri-
mary radar system and the ATCRBS. These returns, called targets, are what the con-
troller refers to in the control and separation of traffic.

b. The job of identifying and maintaining identification of primary radar targets is a long and

tedious task for the controller. Some of the advantages of ATCRBS over primary radar are:

1. Reinforcement of radar targets.
2. Rapid target identification.
3. Unique display of selected codes.

c. A part of the ATCRBS ground equipment is the decoder. This equipment enables a controller

to assign discrete transponder codes to each aircraft under his/her control. Normally only
one code will be assigned for the entire flight. Assignments are made by the ARTCC com-
puter on the basis of the National Beacon Code Allocation Plan. The equipment is also
designed to receive Mode C altitude information from the aircraft.

4-5-2

RADIO DATA - GENERAL

403

SECTION 5. SURVEILLANCE SYSTEMS

tion mode, would also have similar displays and certain services based on automation may
not be available.

EXAMPLE:
1. Areas of precipitation (can be reduced by CP)
2. Arrival/departure tabular list
3. Trackball (control) position symbol (A)
4. Airway (lines are sometimes deleted in part)
5. Radar limit line for control
6. Obstruction (video map)
7. Primary radar returns of obstacles or terrain (can be removed by MTI)
8. Satellite airports
9. Runway centerlines (marks and spaces indicate miles)
10. Primary airport with parallel runways
11. Approach gates
12. Tracked target (primary and beacon target)
13. Control position symbol
14. Untracked target select code (monitored) with Mode C readout of 5,000'
15. Untracked target without Mode C
16. Primary target
17. Beacon target only (secondary radar) (transponder)
18. Primary and beacon target
19. Leader line
20. Altitude Mode C readout is 6,000'
NOTE: Readouts may not be displayed because of nonreceipt of beacon information, garbled
beacon signals, and flight plan data which is displayed alternately with the altitude readout.
21. Ground speed readout is 240 knots
NOTE: Readouts may not be displayed because of a loss of beacon signal, a controller alert that
a pilot was squawking emergency, radio failure, etc.
22. Aircraft ID
23. Asterisk indicates a controller entry in Mode C block. In this case 5,000' is entered and “05”
would alternate with Mode C readout.
24. Indicates heavy

RADIO DATA - GENERAL

406

SECTION 5. SURVEILLANCE SYSTEMS

25. “Low ALT” flashes to indicate when an aircraft's predicted descent places the aircraft in an
unsafe proximity to terrain.
NOTE: This feature does not function if the aircraft is not squawking Mode C. When a helicopter
or aircraft is known to be operating below the lower safe limit, the “low ALT” can be changed to
“inhibit” and flashing ceases.
26. NAVAIDs
27. Airways
28. Primary target only
29. Nonmonitored. No Mode C (an asterisk would indicate nonmonitored with Mode C)
30. Beacon target only (secondary radar based on aircraft transponder)
31. Tracked target (primary and beacon target) control position A
32. Aircraft is squawking emergency Code 7700 and is nonmonitored, untracked, Mode C
33. Controller assigned runway 36 right alternates with Mode C readout
NOTE: A three letter identifier could also indicate the arrival is at specific airport.
34. Ident flashes
35. Identing target blossoms
36. Untracked target identing on a selected code
37. Range marks (10 and 15 miles) (can be changed/offset)
38. Aircraft controlled by center
39. Targets in suspend status
40. Coast/suspend list (aircraft holding, temporary loss of beacon/target, etc.)
41. Radio failure (emergency information)
42. Select beacon codes (being monitored)
43. General information (ATIS, runway, approach in use)
44. Altimeter setting
45. Time
46. System data area

RADIO DATA - GENERAL

407

SECTION 5. SURVEILLANCE SYSTEMS

FIGURE 4-5-3

NAS Stage A Controllers View Plan Display This figure illustrates the controller’s radar scope

(PVD) when operating in the full automation (RDP) mode, which is normally 20 hours per day.

(When not in automation mode, the display is similar to the broadband mode shown in the ARTS

III radar scope figure. Certain ARTCCs outside the contiguous U.S. also operate in “broadband”

mode.)

RADIO DATA - GENERAL

408

SECTION 5. SURVEILLANCE SYSTEMS

EXAMPLE:
Target symbols:
1. Uncorrelated primary radar target [o] [+]
2. Correlated primary radar target [X]
See note below.
3. Uncorrelated beacon target [ / ]
4. Correlated beacon target [ \ ]

5. Indenting beacon target
NOTE: In Number 2 correlated means the association of radar data with the computer projected
track of an identified aircraft.
Position symbols:
6. Free track (no flight plan tracking) [

]

7. Flat track (flight plan tracking) [

◊

]

8. Coast (beacon target lost) [#]
9. Present position hold [X]
Data block information:
10. Aircraft ident
See note below.
11. Assigned altitude FL280, Mode C altitude same or within ±200' of assigned altitude.
See note below.
12. Computer ID #191, handoff is to sector 33 (0-33 would mean handoff accepted) See note
below.
13. Assigned altitude 17,000', aircraft is climbing, Mode C readout was 14,300 when last beacon
interrogation was received.
14. Leader line connecting target symbol and data block
15. Track velocity and direction vector line (projected ahead of target)
16. Assigned altitude 7,000, aircraft is descending, last Mode C readout (or last reported altitude)
was 100' above FL230
17. Transponder code shows in full data block only when different than assigned code
18. Aircraft is 300' above assigned altitude
19. Reported altitude (no Mode C readout) same as assigned. (An “n” would indicate no reported
altitude.)

RADIO DATA - GENERAL

409

SECTION 5. SURVEILLANCE SYSTEMS

20. Transponder set on emergency Code 7700 (EMRG flashes to attract attention)
21. Transponder Code 1200 (VFR) with no Mode C
22. Code 1200 (VFR) with Mode C and last altitude readout
23. Transponder set on radio failure Code 7600 (RDOF flashes)
24. Computer ID #228, CST indicates target is in coast status
25. Assigned altitude FL290, transponder code (these two items constitute a “limited data block”)
NOTE: Numbers 10, 11, and 12 constitute a “full data block”
Other symbols:
26. Navigational aid
27. Airway or jet route
28. Outline of weather returns based on primary radar. “H” represents areas of high density pre-
cipitation which might be thunderstorms. Radial lines indicated lower density precipitation.
29. Obstruction
30. Airports
Major:

□

Small:

┌

SURVEILLANCE RADAR

a. Surveillance radars are divided into two general categories: Airport Surveillance Radar

(ASR) and Air Route Surveillance Radar (ARSR).

1. ASR is designed to provide relatively short-range coverage in the general vicinity of an

airport and to serve as an expeditious means of handling terminal area traffic through
observation of precise aircraft locations on a radarscope. The ASR can also be used as
an instrument approach aid.

2. ARSR is a long-range radar system designed primarily to provide a display of aircraft

locations over large areas.

3. Center Radar Automated Radar Terminal Systems (ARTS) Processing (CENRAP) was

developed to provide an alternative to a nonradar environment at terminal facilities
should an ASR fail or malfunction. CENRAP sends aircraft radar beacon target informa-
tion to the ASR terminal facility equipped with ARTS. Procedures used for the separa-
tion of aircraft may increase under certain conditions when a facility is utilizing CENRAP
because radar target information updates at a slower rate than the normal ASR radar.
Radar services for VFR aircraft are also limited during CENRAP operations because of
the additional workload required to provide services to IFR aircraft.

4-5-3

RADIO DATA - GENERAL

410

SECTION 5. SURVEILLANCE SYSTEMS

b. Surveillance radars scan through 360 degrees of azimuth and present target information on

a radar display located in a tower or center. This information is used independently or in con-
junction with other navigational aids in the control of air traffic.

PRECISION APPROACH RADAR (PAR)

a. PAR is designed for use as a landing aid rather than an aid for sequencing and spacing air-

craft. PAR equipment may be used as a primary landing aid (See Chapter 5, Air Traffic Pro-
cedures, for additional information), or it may be used to monitor other types of approaches.
It is designed to display range, azimuth, and elevation information.

b. Two antennas are used in the PAR array, one scanning a vertical plane, and the other scan-

ning horizontally. Since the range is limited to 10 miles, azimuth to 20 degrees, and elevation
to 7 degrees, only the final approach area is covered. Each scope is divided into two parts.
The upper half presents altitude and distance information, and the lower half presents azi-
muth and distance.

AIRPORT SURFACE DETECTION EQUIPMENT (ASDE-X)/

AIRPORT SURFACE SURVEILLANCE CAPABILITY (ASSC)

a. ASDE-X/ASSC is a multi-sensor surface surveillance system the FAA is acquiring for airports

in the United States. This system provides high resolution, short-range, clutter free surveil-
lance information about aircraft and vehicles, both moving and fixed, located on or near the
surface of the airport’s runways and taxiways under all weather and visibility conditions. The
system consists of:

A Primary Radar System. ASDE-X/ASSC system coverage includes the airport sur-
face and the airspace up to 200 feet above the surface. Typically located on the control
tower or other strategic location on the airport, the Primary Radar antenna is able to
detect and display aircraft that are not equipped with or have malfunctioning transpond-
ers or ADS-B.

Interfaces. ASDE-X/ASSC contains an automation interface for flight identification via
all automation platforms and interfaces with the terminal radar for position information.

Automation. A Multi-sensor Data Processor (MSDP) combines all sensor reports into a
single target which is displayed to the air traffic controller.

Air Traffic Control Tower Display. A high resolution, color monitor in the control tower
cab provides controllers with a seamless picture of airport operations on the airport sur-
face.

b. The combination of data collected from the multiple sensors ensures that the most accurate

information about aircraft location is received in the tower, thereby increasing surface safety
and efficiency.

c. The following facilities are operational with ASDE-X:

4-5-4

4-5-5

RADIO DATA - GENERAL

411

SECTION 5. SURVEILLANCE SYSTEMS

Table 4-5-1

BWI

Baltimore Washington International

BOS

Boston Logan International

BDL

Bradley International

MDW

Chicago Midway

ORD

Chicago O’Hare International

CLT

Charlotte Douglas International

DFW

Dallas/Ft. Worth International

DEN

Denver International

DTW

Detroit Metro Wayne County

FLL

Ft. Lauderdale/Hollywood Intl

MKE

General Mitchell International

IAH

George Bush International

ATL

Hartsfield-Jackson Atlanta Intl

HNL

Honolulu International

JFK

John F. Kennedy International

SNA

John Wayne-Orange County

LGA

LaGuardia

STL

Lambert St. Louis International

LAS

Las Vegas McCarran International

LAX

Los Angeles International

SDF

Louisville International

MEM

Memphis International

MIA

Miami International

MSP

Minneapolis St. Paul International

EWR

Newark International

MCO

Orlando International

PHL

Philadelphia International

PHX

Phoenix Sky Harbor International

DCA

Ronald Reagan Washington National

SAN

San Diego International

RADIO DATA - GENERAL

412

SECTION 5. SURVEILLANCE SYSTEMS

Table 4-5-1 (continued)

SLC

Salt Lake City International

SEA

Seattle-Tacoma International

PVD

Theodore Francis Green State

IAD

Washington Dulles International

HOU

William P. Hobby International

d. The following facilities have been projected to receive ASSC:

Table 4-5-2

SFO

San Francisco International

CLE

Cleveland-Hopkins International

MCI

Kansas City International

CVG

Cincinnati/Northern Kentucky Intl

PDX

Portland International

MSY

Louis Armstrong New Orleans Intl

PIT

Pittsburgh International

ANC

Ted Stevens Anchorage International

ADW

Joint Base Andrews AFB

TRAFFIC INFORMATION SERVICE (TIS)

Introduction.
The Traffic Information Service (TIS) provides information to the cockpit via data link, that is
similar to VFR radar traffic advisories normally received over voice radio. Among the first
FAA-provided data services, TIS is intended to improve the safety and efficiency of “see and
avoid” flight through an automatic display that informs the pilot of nearby traffic and potential
conflict situations. This traffic display is intended to assist the pilot in visual acquisition of
these aircraft. TIS employs an enhanced capability of the terminal Mode S radar system,
which contains the surveillance data, as well as the data link required to “uplink” this informa-
tion to suitably-equipped aircraft (known as a TIS “client”). TIS provides estimated position,
altitude, altitude trend, and ground track information for up to 8 intruder aircraft within 7 NM
horizontally, +3,500 and -3,000 feet vertically of the client aircraft (see FIG 4-5-4, TIS Prox-
imity Coverage Volume). The range of a target reported at a distance greater than 7 NM only
indicates that this target will be a threat within 34 seconds and does not display a precise
distance. TIS will alert the pilot to aircraft (under surveillance of the Mode S radar) that are
estimated to be within 34 seconds of potential collision, regardless of distance or altitude.

4-5-6

RADIO DATA - GENERAL

413

SECTION 5. SURVEILLANCE SYSTEMS

TIS surveillance data is derived from the same radar used by ATC; this data is uplinked to
the client aircraft on each radar scan (nominally every 5 seconds).

Requirements.

1. In order to use TIS, the client and any intruder aircraft must be equipped with the appro-

priate cockpit equipment and fly within the radar coverage of a Mode S radar capable of
providing TIS. Typically, this will be within 55 NM of the sites depicted in FIG 4-5-5, Ter-
minal Mode S Radar Sites. ATC communication is not a requirement to receive TIS,
although it may be required by the particular airspace or flight operations in which TIS is
being used.

FIGURE 4-5-4

TIS Proximity Coverage Volume

RADIO DATA - GENERAL

414

SECTION 5. SURVEILLANCE SYSTEMS

JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21) - page 13