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visual contact with that aircraft.
39.2.6VFR aircraft will be separated from VFR/IFR
aircraft by one of the following:
39.2.6.1500 feet vertical separation.
39.2.6.2Visual separation.
39.2.6.3Target resolution (a process to ensure that
correlated radar targets do not touch) when using
broadband radar systems.
39.2.7Participating pilots operating VFR in a
TRSA:
39.2.7.1Must maintain an altitude when assigned by
ATC unless the altitude assignment is to maintain at
or below a specified altitude. ATC may assign
altitudes for separation that do not conform to
14CFR Section 91.159. When the altitude assignment
is no longer needed for separation or when
leaving the TRSA, the instruction will be broadcast,
RESUME APPROPRIATE VFR ALTITUDES."
Pilots must then return to an altitude that conforms to
14 CFR Section 91.159 as soon as practicable.
39.2.7.2When not assigned an altitude, the pilot
should coordinate with ATC prior to any altitude
change.
39.2.8Within the TRSA, traffic information on
observed but unidentified targets will, to the extent
possible, be provided to all IFR and participating
VFR aircraft. The pilot will be vectored upon request
to avoid the observed traffic, provided the aircraft to
be vectored is within the airspace under the
jurisdiction of the controller.
39.2.9Departing aircraft should inform ATC of their
intended destination and/or route of flight and
proposed cruising altitude.
39.2.10ATC will normally advise participating
VFRaircraft when leaving the geographical limits of
the TRSA. Radar service is not automatically
terminated with this advisory unless specifically
stated by the controller.
39.3Class C Service.This service provides, in
addition to basic radar service, approved separation
between IFR and VFR aircraft, and sequencing of
VFR arrivals to the primary airport.
39.4Class B Service.This service provides, in
addition to basic radar service, approved separation
of aircraft based on IFR, VFR, and/or weight, and
sequencing of VFR arrivals to the primary airport(s).
39.5PILOT RESPONSIBILITY.THESE SERVICES
ARE NOT TO BE INTERPRETED AS
RELIEVING PILOTS OF THEIR RESPONSIBILITIES
TO SEE AND AVOID OTHER TRAFFIC
OPERATING IN BASIC VFR WEATHER CONDITIONS,
TO ADJUST THEIR OPERATIONS AND
FLIGHT PATH AS NECESSARY TO PRECLUDE
SERIOUS WAKE ENCOUNTERS, TO MAINTAIN
APPROPRIATE TERRAIN AND OBSTRUCTION
CLEARANCE, OR TO REMAIN IN WEATHER
CONDITIONS EQUAL TO OR BETTER THAN
THE MINIMUMS REQUIRED BY 14 CFR
SECTION 91.155. WHENEVER COMPLIANCE
WITH AN ASSIGNED ROUTE, HEADING
AND/OR ALTITUDE IS LIKELY TO COMPROMISE
PILOT RESPONSIBILITY RESPECTING
TERRAIN AND OBSTRUCTION CLEARANCE,
VORTEX EXPOSURE, AND WEATHER MINIMUMS,
APPROACH CONTROL SHOULD BE SO
ADVISED AND A REVISED CLEARANCE OR
INSTRUCTION OBTAINED.
AIP ENR 1.1−59
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
39.6ATC services for VFR aircraft participating in
terminal radar services are dependent on ATC radar.
Services for VFR aircraft are not available during
periods of radar outage and are limited during
CENRAP operations. The pilot will be advised when
VFR services are limited or not available.
NOTE−
Class B and Class C airspace are areas of regulated
airspace. The absence of ATC radar does not negate the
requirement of an ATC clearance to enter Class B
airspaceor two−way radio contact with ATC to enter
ClassC airspace.
40. Tower En Route Control (TEC)
40.1TEC is an ATC program to provide a service to
aircraft proceeding to and from metropolitan areas. It
links designated approach control areas by a network
of identified routes made up of the existing airway
structure of the National Airspace System. The FAA
has initiated an expanded TEC program to include as
many facilities as possible. The program’s intent is to
provide an overflow resource in the low altitude
system which would enhance ATC services. A few
facilities have historically allowed turbojets to
proceed between certain city pairs, such as
Milwaukee and Chicago, via tower en route and these
locations may continue this service. However, the
expanded TEC program will be applied, generally,
for nonturbojet aircraft operating at and below
10,000feet. The program is entirely within the
approach control airspace of multiple terminal
facilities. Essentially, it is for relatively short flights.
Participating pilots are encouraged to use TEC for
　
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