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separation between aircraft under his control or vice versa. Also, the additional six-mile display would still be subject to the same limitations of providing radar service that the controller has now; i.e., it would be an additional service which we may not always be in a position to provide as explained in our Procedures Handbook, AT P 7110.1B, paragraph 351.1, Note.

However, in our continuing efforts to improve air traffic services, approval was granted on September 28, 1965, to the Western Region to proceed with the development of a common terminal radar control facility for the San Francisco/Oakland area. It will be located at the Oakland Airport. Use of the present Oakland ASR-4 radar equipment with its increased resolution and expanded display will provide the type of coverage you recommend for San Francisco departures to the west. This equipment, in addition to being responsive to your recommendation, will have the advantage of requiring the controller to observe only one scope. This will be accomplished as soon as the facility and appropriate procedures can be developed.

Our reconsideration of your recommendations relating to the display of notes on Aeronautical SID charts of areas wherein the provision of radar services may have limitations reveals that our answer of August 3, 1965, on this subject is still appropriate. We believe that it would be of limited value and that possible misunderstandings could result from adopting this type of depiction on charts.