IFH 2-7

up the transponder and initiates tracking as soon as it detects the assigned code. For this reason, the transponder should remain on standby until takeoff clearance has been received. The aircraft appears on the controller’s radar display as a target with an associated data block that moves as the aircraft moves through the airspace. The data block includes aircraft identification, aircraft type, altitude, and airspeed. A TRACON controller uses Airport Surveillance Radar (ASR) to detect primary targets and Automated Radar Terminal Systems (ARTS) to receive transponder signals; the two are combined on the controller’s scope. [Figure 2-9] At facilities with ASR-3 equipment, radar returns from precipitation are not displayed as varying levels of intensity, and controllers must rely on pilot reports and experience to provide weather avoidance information. With ASR-9 equipment, the controller can select up to six levels of intensity. Light precipitation does not require avoidance tactics but precipitation levels of moderate, heavy, or extreme should cause pilots to plan accordingly. Along with precipitation, the pilot must additionally consider the temperature, which if between –20° and +5 °C causes icing even during light precipitation. The returns from higher levels of intensity may obscure aircraft data blocks, and controllers may select the higher levels only on pilot request. When uncertainty exists about the weather ahead, ask the controller if the facility can display intensity levels—pilots of small aircraft should avoid intensity levels 3 or higher. Tower En Route Control (TEC) At many locations, instrument flights can be conducted entirely in terminal airspace. These tower en route control (TEC) routes are generally for aircraft operating below 10,000 feet, and they can be found in the A/FD. Pilots desiring to use TEC should include that designation in the remarks section of the flight plan. Pilots are not limited to the major airports at the city pairs listed in the A/FD. For example, a tower en route flight from an airport in New York (NYC) airspace could terminate at any airport within approximately 30 miles of Bradley International (BDL) airspace, such as Hartford (HFD). [Figure 2-10] A valuable service provided by the automated radar equipment at terminal radar facilities is the Minimum Safe Altitude Warnings (MSAW). This equipment predicts an aircraft’s position in 2 minutes based on present path of flight—the controller issues a safety alert if the projected path encounters terrain or an obstruction. An unusually rapid descent rate on a nonprecision approach can trigger such an alert. Air Route Traffic Control Center (ARTCC) ARTCC facilities are responsible for maintaining separation between IFR flights in the en route structure. Center radars (Air Route Surveillance Radar (ARSR)) acquire and track transponder returns using the same basic technology as terminal radars. [Figure 2-11] Earlier Center radars display weather as an area of slashes (light precipitation) and Hs (moderate rainfall), as illustrated in Figure 2-12. Because the controller cannot detect higher levels of precipitation, pilots should be wary of areas showing moderate rainfall. Newer radar displays show weather as three levels of blue. Controllers can select the level of weather to be displayed. Weather displays of higher levels of intensity can make it difficult for controllers to see aircraft data blocks, so pilots should not expect ATC to keep weather displayed continuously. Center airspace is divided into sectors in the same manner as terminal airspace; additionally, most Center airspace is divided by altitudes into high and low sectors. Each sector has a dedicated team of controllers and a selection of radio frequencies because each Center has a network of remote transmitter/receiver sites. All Center frequencies can be found in the back of the A/FD in the format shown in Figure 2-13; they are also found on en route charts. Each ARTCC’s area of responsibility covers several states; when flying from the vicinity of one remote communication site toward another, expect to hear the same controller on different frequencies. Center Approach/Departure Control The majority of airports with instrument approaches do not lie within terminal radar airspace and, when operating to or from these airports, pilots communicate directly with the Center controller. Departing from a tower-controlled airport, the tower controller provides instructions for contacting the appropriate Center controller. When departing an airport without an operating control tower, the clearance includes instructions such as “Upon entering controlled airspace, contact Houston Center on 126.5.” Pilots are responsible for terrain clearance until reaching the controller’s MVA. Simply hearing “Radar contact” does not relieve a pilot of this responsibility. If obstacles in the departure path require a steeper- than-standard climb gradient (200 feet per nautical mile (FPNM)), then the controller advises the pilot. However, it is the pilot’s responsibility to check the departure airport listing in the A/FD to determine if there are trees or wires in the departure path. When in doubt, ask the controller for the required climb gradient.