Squak 2000
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Squak 2000
CAN ANY TELL ME PLEASE ,IS THERE ANY DOCUMENT OR MANUAL MATION ABOUT TO SET SQUAK 2000 WHEN OUT OF RADER RANGE ON THE WAY CROSSING PACIFIC BETWEEN JAPAN AND USA?THANKS.
Join Date: Jun 2004
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Sorry that I can't help you kuobin, but it does appear in the Australian AIP (which I don't hold any more).
Perhaps a post to Dunnunda & Godzone may yield results.
Ummm, do we still do that?
Perhaps a post to Dunnunda & Godzone may yield results.
Ummm, do we still do that?
Couldonlyaffordafiver
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Can't help on the Pacific, but it's a requirement on the Atlantic. I think it's just to identify aircraft entering the appropriate FIR without an allocated squawk. Check the appropriate AIP for the country concerned. Some require a squawk of 1000 if you're entering below a certain altitude.
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Also a requirement in in NZ FIRs: In the domestic FIR, it is for IFR flights without an assigned code, in the Oceanic FIR it is for all VFR and IFR flights without assigned codes ( eg when going NFFN-NZAA, or similar).
It seems to be only in US FIRs (eg changing from domestic to Oakland Oceanic, for example) that the controlling agency requires a change from the previously assigned code to squawk 2000. Perhaps to do with ADIZ or other airspace control?
It seems to be only in US FIRs (eg changing from domestic to Oakland Oceanic, for example) that the controlling agency requires a change from the previously assigned code to squawk 2000. Perhaps to do with ADIZ or other airspace control?
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It all has to do with what went before...
...or rather, the specified procedural codes assigned by ATC.
For example, when transponders were first used in the USA, they had only two digits that could be changed.
The last two were fixed.... zero, zero.
During this period, three airway structures were in use also, low (below 14,000, Victor airways), intermediate (14,000 - 23,500), and high (FL240-FL450, Jet routes). The positive control area started at FL240.
Flights planned for final cruising altitudes below FL240 were assigned a departure squawk of 1100.
Flights planned for final cruising altitudes at FL240 or above were assigned a departure squawk of 2100.
For flights that left the continental control area, with a final cruising altitude of less than FL240, were to squawk 1000, when entering oceanic airspace.
For flights that left the continental control area, with a final cruising altitude of FL240 or above, were to squawk 2000, when entering oceanic airspace.
For those flights that remained in domestic airspace (either enroute to oceanic airspace or not), the departure squawk was changed to an enroute squawk at the first crossed ARTCC boundry...and at every boundry thereafter.
For example, when transponders were first used in the USA, they had only two digits that could be changed.
The last two were fixed.... zero, zero.
During this period, three airway structures were in use also, low (below 14,000, Victor airways), intermediate (14,000 - 23,500), and high (FL240-FL450, Jet routes). The positive control area started at FL240.
Flights planned for final cruising altitudes below FL240 were assigned a departure squawk of 1100.
Flights planned for final cruising altitudes at FL240 or above were assigned a departure squawk of 2100.
For flights that left the continental control area, with a final cruising altitude of less than FL240, were to squawk 1000, when entering oceanic airspace.
For flights that left the continental control area, with a final cruising altitude of FL240 or above, were to squawk 2000, when entering oceanic airspace.
For those flights that remained in domestic airspace (either enroute to oceanic airspace or not), the departure squawk was changed to an enroute squawk at the first crossed ARTCC boundry...and at every boundry thereafter.
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Can only comment on the Atlantic and the requirement there is to retain the last assigned code for 30 min after entering Oceanic airspace and then select 2000 until otherwise directed by ATC.
Check the Jepps or equivalent.
regards,
DFC
Check the Jepps or equivalent.
regards,
DFC
niknak
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To the best of my knowledge, it's also a requirement for aircraft entering the UK FIR (as opposed to controlled airspace) from an adjacent European FIR, and not working an ATC unit.
I think that the converse may apply to entering one country's FIR from another within Europe under the same conditions, but I am not certain of that.
It seems to be an universal ICAO procedure and you'll probably find it stuffed away in one of their enlightening documents somewhere.
I think that the converse may apply to entering one country's FIR from another within Europe under the same conditions, but I am not certain of that.
It seems to be an universal ICAO procedure and you'll probably find it stuffed away in one of their enlightening documents somewhere.
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Niknak,
As far as I know, all of the FIRs adjacent to the UK except the oceanic ones have specified that like the UK all transponder equipped aircraft not assigned a code and not using 75/76/77 should use 7000.
Thus all flights without an assigned code entering from all directions except the oceanic areas should be showing 7000. If they use something different (remember the old UK 1234), then 7000 should be selected at the FIR boundary.
2000is oly used where no SSR is available and I think that Ireland was the last place to start using SSR at the lower levels and that was the last domestic European FIR where I remember using 2000............about 20 years ago.
Regards,
DFC
As far as I know, all of the FIRs adjacent to the UK except the oceanic ones have specified that like the UK all transponder equipped aircraft not assigned a code and not using 75/76/77 should use 7000.
Thus all flights without an assigned code entering from all directions except the oceanic areas should be showing 7000. If they use something different (remember the old UK 1234), then 7000 should be selected at the FIR boundary.
2000is oly used where no SSR is available and I think that Ireland was the last place to start using SSR at the lower levels and that was the last domestic European FIR where I remember using 2000............about 20 years ago.
Regards,
DFC
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The 2000 squawk is one of the INTERNATIONAL 'special purpose' squawks.
Pilots must squawk 2000 when entering UK airspace from an adjacent region where the operation of transponders has not been required. As it is an international code I assume this is the same for all ICAO countries.
It's tucked away in the enlightening UK AIP.
Pilots must squawk 2000 when entering UK airspace from an adjacent region where the operation of transponders has not been required. As it is an international code I assume this is the same for all ICAO countries.
It's tucked away in the enlightening UK AIP.
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ICAO PANS-OPS says
Except as specified in 1.4, 1.5 and 1.6 in respect of emergency, communication failure or unlawful
interference, the pilot shall:
a) operate the transponder and select Mode A codes as
individually directed by the ATC unit with which contact is being made; or
b) operate the tansponder on Mode A codes as prescribed on the basis of regional air navigation agreements; or
c) in the absence of any ATC directions or regional air agreements, operate the transponder on Mode A Code 2000.
interference, the pilot shall:
a) operate the transponder and select Mode A codes as
individually directed by the ATC unit with which contact is being made; or
b) operate the tansponder on Mode A codes as prescribed on the basis of regional air navigation agreements; or
c) in the absence of any ATC directions or regional air agreements, operate the transponder on Mode A Code 2000.
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I can't help with the "Pacific Case", but for the UK (as Pub User hints) MATS Part 1, Section 1, para 4.6 states
"Controllers should be aware of... Code 2000 which is selected by pilots of aircraft entering the United Kingdom from an adjacent region where the operation of transponders has not been required."
Why some people set this when parked on stand in the UK I can't fathom.
G W-H
"Controllers should be aware of... Code 2000 which is selected by pilots of aircraft entering the United Kingdom from an adjacent region where the operation of transponders has not been required."
Why some people set this when parked on stand in the UK I can't fathom.
G W-H
niknak
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DFC
That was my point, subsequently backed up by Pub User, if you aren't working an ATC unit when crossing the International FIR Boundary, you squawk 2000.
If you are working an ATC unit, you squawk the allocated code.
I know that the UK London and Scottish Information will occassionaly allocate squawks to indicate to adjacent units that the aircraft is working them, but these are allocated codes specific to them, i.e. not 7000 or 2000.
That was my point, subsequently backed up by Pub User, if you aren't working an ATC unit when crossing the International FIR Boundary, you squawk 2000.
If you are working an ATC unit, you squawk the allocated code.
I know that the UK London and Scottish Information will occassionaly allocate squawks to indicate to adjacent units that the aircraft is working them, but these are allocated codes specific to them, i.e. not 7000 or 2000.
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niknak,
Spitoon has given the reference -
c) in the absence of any ATC directions or regional air agreements, operate the transponder on Mode A Code 2000
As far as I am aware, Norway, Denmark, Holland, Belgium, France and Ireland all specify 7000 as a code to be used by flights where no other code is assigned (conspicuity code).
I believe that it is part of the European regional air agreement.
Thus the only time that an aircraft entering a UK FIR will have 2000 set is when they are leaving one of the Oceanic FIRs.
Do you think that an uncontrolled VFR flight from say France who has probably had 7000 set since departure should set 2000 at the FIR boundary and then (in order to comply with the UK rules set 7000 again after some time period?
regards,
DFC
Spitoon has given the reference -
c) in the absence of any ATC directions or regional air agreements, operate the transponder on Mode A Code 2000
As far as I am aware, Norway, Denmark, Holland, Belgium, France and Ireland all specify 7000 as a code to be used by flights where no other code is assigned (conspicuity code).
I believe that it is part of the European regional air agreement.
Thus the only time that an aircraft entering a UK FIR will have 2000 set is when they are leaving one of the Oceanic FIRs.
Do you think that an uncontrolled VFR flight from say France who has probably had 7000 set since departure should set 2000 at the FIR boundary and then (in order to comply with the UK rules set 7000 again after some time period?
regards,
DFC
