Aeronautical Information Manual ( AIM ) Change 3

U.S. Department of Transportation Federal Aviation Administration

A ERONAUTICAL

I NFORMATION

M ANUAL

Change 3

J uly 9 , 2026

DO NOT DESTROY

BASIC DATED

February 20, 2025

AIM 7/9/26

Aeronautical Information Manual

Explanation of Changes

Effective: July 9, 2026

a. 4 − 7 − 4. AUTHORITY FOR OPERATONS WITH A SINGLE LONG − RANGE NAVIGATION SYSTEM This change updates all references from the B054 authorization to be replaced with B036 authorization.

b. 5 − 1 − 1. PREFLIGHT PREPARATION 5 − 4 − 5. INSTRUMENT APPROACH PROCEDURE (IAP) CHARTS This change updates AIM paragraph 5 − 4 − 5 to clarify that PPR requirements may also apply to civil airports, not just military locations, based on NOTAM publication. These updates promote standardization across FAA publications and provide clearer guidance to users of the NAS. This change also adds a reference to 5–1–1 for added support and understanding.

c. 5 − 1 − 2. FOLLOW IFR PROCEDURES EVEN WHEN OPERATING VFR This change adds the recommended practice of preloading intended GPS waypoints into the GPS receiver while the aircraft is on the ground.

d. 5 − 5 − 5. MISSED APPROACH This change reverts the text to a previous version, which matches the tense and context of the Pilot/Controller Roles/Responsibilities. The information being remov ed is contained in the referenced Chapter 7, Section 3, and in paragraph 5 − 1 − 17.

e. 7 − 1 − 6. INFLIGHT AVIATION WEATHER ADVISORIES This change updates language, stating the new forecast valid time and changes the outlook valid time period in the example to 1 hour.

f. 10 − 1 − 4. THE GULF OF AMERICA GRID SYSTEM This change updates language and removes some of the historical background, as the technologies involved are more common than they were at the last update.

g. Editorial Changes Editorial changes include adding 23 NM Lateral and 20 NM Longitudinal separation standards to TBL 4 - 16 in Appendix 4; replacing the term Decision Height with Decision Altitude when referring to what minima is published for a Precision Approach (PAR); removing the term Center Radar Approach Control (CERAP) and adding Combined Control Facility (CCF) to Appendix 3, Abbreviations/Acronyms; updating verbiage in an example in paragraph 5 − 2 − 9 for consistency; and replacing FIG 4 - 3 - 1 with a higher quality graphic.

h. Entire Publication Additional editorial/format changes were made where necessary. Revision bars were not used because of the insignificant nature of these changes.

Explanation of Changes E of Chg − 1 7/9/26 AIM

AIM Change 3

Page Control Chart

July 9, 2026 REMOVE PAGES DATED INSERT PAGES DATED Checklist of Pages CK − 1 through CK − 8 . . . . 1/22/26 Checklist of Pages CK − 1 through CK − 8 . . . . 7/9/26 Table of Contents i through xiii . . . . . . . . . . . 1/22/26 Table of Contents i through xiii . . . . . . . . . . . 7/9/26 3 − 2 − 7 and 3 − 2 − 8 . . . . . . . . . . . . . . . . . . . . . . 2/20/25 3 − 2 − 7 and 3 − 2 − 8 . . . . . . . . . . . . . . . . . . . . . . 7/9/26 4 − 3 − 1 through 4 − 3 − 3 . . . . . . . . . . . . . . . . . . . 8/7/25 4 − 3 − 1 through 4 − 3 − 3 . . . . . . . . . . . . . . . . . . . 7/9/26 4 − 3 − 4 through 4 − 3 − 13 . . . . . . . . . . . . . . . . . . 2/20/25 4 − 3 − 4 through 4 − 3 − 13 . . . . . . . . . . . . . . . . . . 7/9/26 4 − 3 − 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 4 − 3 − 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 4 − 3 − 15 through 4 − 3 − 37 . . . . . . . . . . . . . . . . . 2/20/25 4 − 3 − 15 through 4 − 3 − 38 . . . . . . . . . . . . . . . . 7/9/26 4 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 4 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 4 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 4 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 5 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 5 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 5 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 5 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 5 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 5 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 5 − 1 − 4 and 5 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 1 − 4 and 5 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . 7/9/26 5 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 2 − 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 5 − 2 − 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 5 − 2 − 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 5 − 2 − 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 5 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 5 − 4 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 4 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 4 − 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 4 − 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 4 − 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 4 − 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 5 − 5 − 3 through 5 − 5 − 7 . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 5 − 3 through 5 − 5 − 7 . . . . . . . . . . . . . . . . . . . 7/9/26 5 − 5 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 5 − 5 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 7 − 1 − 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 7 − 1 − 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 7 − 1 − 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 7 − 1 − 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 7 − 1 − 61 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 7 − 1 − 61 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 7 − 1 − 62 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 7 − 1 − 62 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 10 − 1 − 5 through 10 − 1 − 7 . . . . . . . . . . . . . . . . . 8/7/25 10 − 1 − 5 through 10 − 1 − 7 . . . . . . . . . . . . . . . . . 7/9/26 10 − 1 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 10 − 1 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Appendix 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 Appendix 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 Appendix 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 Appendix 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 Appendix 4 − 13 through Appendix 4 − 16 . . . . 2/20/25 Appendix 4 − 13 through Appendix 4 − 16 . . . . 7/9/26 Appendix 4 − 17 . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 Appendix 4 − 17 . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 Appendix 4 − 18 . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Appendix 4 − 18 . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 Appendix 4 − 19 . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 Appendix 4 − 19 . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 Appendix 4 − 20 Appendix 4 − 21 . . . . . . . . . . . 2/20/25 Appendix 4 − 20 Appendix 4 − 21 . . . . . . . . . . . 7/9/26 Appendix 4 − 22 . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 Appendix 4 − 22 . . . . . . . . . . . . . . . . . . . . . . . . 2/20/25 PCG − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/22/26 PCG − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 PCG C − 1 through PCG C − 6 . . . . . . . . . . . . . 2/20/25 PCG C − 1 through PCG C − 6 . . . . . . . . . . . . . 7/9/26 PCG R − 5 and PCG R − 6 . . . . . . . . . . . . . . . . . 2/20/25 PCG R − 5 and PCG R − 6 . . . . . . . . . . . . . . . . . 7/9/26 PCG S − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 PCG S − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 Page Control Chart i 1/22/26 AIM PCG S − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/7/25 PCG S − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9/26 Index I − 1 through Index I − 13 . . . . . . . . . . . . 1/22/26 Index I − 1 through Index I − 13 . . . . . . . . . . . . 7/9/26 Page Control Chart ii 7/9/26 AIM

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 1 − 1 − 11 8/7/25 Cover 7/9/26 Chapter 2. Aeronautical 1 − 1 − 12 2/20/25 Lighting and Other Airport Record of Changes N/A Visual Aids 1 − 1 − 13 2/20/25 E of Chg − 1 7/9/26 1 − 1 − 14 2/20/25 Section 1. Airport Lighting Aids 1 − 1 − 15 2/20/25 Checklist of Pages 1 − 1 − 16 2/20/25 2 − 1 − 1 8/7/25 CK − 1 7/9/26 1 − 1 − 17 2/20/25 2 − 1 − 2 2/20/25 CK − 2 7/9/26 1 − 1 − 18 2/20/25 2 − 1 − 3 2/20/25 CK − 3 7/9/26 1 − 1 − 19 2/20/25 2 − 1 − 4 2/20/25 CK − 4 7/9/26 1 − 1 − 20 2/20/25 2 − 1 − 5 2/20/25 CK − 5 7/9/26 1 − 1 − 21 2/20/25 2 − 1 − 6 2/20/25 CK − 6 7/9/26 1 − 1 − 22 8/7/25 2 − 1 − 7 2/20/25 CK − 7 7/9/26 1 − 1 − 23 2/20/25 2 − 1 − 8 2/20/25 CK − 8 7/9/26 1 − 1 − 24 1/22/26 2 − 1 − 9 2/20/25 1 − 1 − 25 2/20/25 2 − 1 − 10 2/20/25 Subscription Info 2/20/25 1 − 1 − 26 1/22/26 2 − 1 − 11 2/20/25 Comments/Corr 2/20/25 1 − 1 − 27 1/22/26 2 − 1 − 12 2/20/25 Basic Flight Info 2/20/25 1 − 1 − 28 1/22/26 2 − 1 − 13 2/20/25 Publication Policy 2/20/25 1 − 1 − 29 1/22/26 2 − 1 − 14 2/20/25 Reg & Advis Cir 2/20/25 1 − 1 − 30 1/22/26 1 − 1 − 31 1/22/26 Section 2. Air Navigation and Table of Contents 1 − 1 − 32 1/22/26 Obstruction Lighting i 7/9/26 1 − 1 − 33 1/22/26 2 − 2 − 1 2/20/25 ii 7/9/26 1 − 1 − 34 2/20/25 2 − 2 − 2 2/20/25 iii 7/9/26 1 − 1 − 35 2/20/25 iv 7/9/26 1 − 1 − 36 2/20/25 Section 3. Airport Marking v 7/9/26 1 − 1 − 37 2/20/25 Aids and Signs vi 7/9/26 1 − 1 − 38 2/20/25 2 − 3 − 1 2/20/25 vii 7/9/26 1 − 1 − 39 2/20/25 2 − 3 − 2 2/20/25 viii 7/9/26 1 − 1 − 40 2/20/25 2 − 3 − 3 2/20/25 ix 7/9/26 1 − 1 − 41 1/22/26 2 − 3 − 4 2/20/25 x 7/9/26 2 − 3 − 5 2/20/25 xi 7/9/26 Section 2. Performance − Based 2 − 3 − 6 2/20/25 xii 7/9/26 Navigation (PBN) and Area 2 − 3 − 7 2/20/25 xiii 7/9/26 Navigation (RNAV) 2 − 3 − 8 2/20/25 1 − 2 − 1 2/20/25 2 − 3 − 9 2/20/25 Chapter 1. Air Navigation 1 − 2 − 2 2/20/25 2 − 3 − 10 2/20/25 Section 1. Navigation Aids 1 − 2 − 3 2/20/25 2 − 3 − 11 2/20/25 1 − 1 − 1 2/20/25 1 − 2 − 4 2/20/25 2 − 3 − 12 2/20/25 1 − 1 − 2 2/20/25 1 − 2 − 5 2/20/25 2 − 3 − 13 2/20/25 1 − 1 − 3 2/20/25 1 − 2 − 6 2/20/25 2 − 3 − 14 2/20/25 1 − 1 − 4 2/20/25 1 − 2 − 7 2/20/25 2 − 3 − 15 2/20/25 1 − 1 − 5 2/20/25 1 − 2 − 8 2/20/25 2 − 3 − 16 2/20/25 1 − 1 − 6 2/20/25 1 − 2 − 9 8/7/25 2 − 3 − 17 2/20/25 1 − 1 − 7 2/20/25 1 − 2 − 10 2/20/25 2 − 3 − 18 2/20/25 1 − 1 − 8 2/20/25 1 − 2 − 11 8/7/25 2 − 3 − 19 2/20/25 1 − 1 − 9 2/20/25 1 − 2 − 12 2/20/25 2 − 3 − 20 2/20/25 1 − 1 − 10 2/20/25 2 − 3 − 21 2/20/25 2 − 3 − 22 2/20/25 Checklist of Pages CK − 1 AIM 7/9/26

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 2 − 3 − 23 2/20/25 3 − 5 − 6 2/20/25 Section 3. Airport Operations 2 − 3 − 24 2/20/25 3 − 5 − 7 8/7/25 4 − 3 − 1 7/9/26 2 − 3 − 25 2/20/25 3 − 5 − 8 1/22/26 4 − 3 − 2 7/9/26 2 − 3 − 26 2/20/25 3 − 5 − 9 8/7/25 4 − 3 − 3 7/9/26 2 − 3 − 27 2/20/25 3 − 5 − 10 2/20/25 4 − 3 − 4 7/9/26 2 − 3 − 28 2/20/25 3 − 5 − 11 8/7/25 4 − 3 − 5 7/9/26 2 − 3 − 29 2/20/25 4 − 3 − 6 7/9/26 2 − 3 − 30 2/20/25 4 − 3 − 7 7/9/26 2 − 3 − 31 2/20/25 Chapter 4. Air Traffic Control 4 − 3 − 8 7/9/26 2 − 3 − 32 8/7/25 4 − 3 − 9 7/9/26 Section 1. Services Available to 2 − 3 − 33 8/7/25 Pilots 4 − 3 − 10 7/9/26 2 − 3 − 34 8/7/25 4 − 3 − 11 7/9/26 2 − 3 − 35 8/7/25 4 − 3 − 12 7/9/26 4 − 1 − 1 8/7/25 2 − 3 − 36 8/7/25 4 − 3 − 13 7/9/26 4 − 1 − 2 2/20/25 2 − 3 − 37 8/7/25 4 − 3 − 14 7/9/26 4 − 1 − 3 2/20/25 4 − 1 − 4 2/20/25 4 − 3 − 15 7/9/26 Chapter 3. Airspace 4 − 3 − 16 7/9/26 4 − 1 − 5 2/20/25 4 − 1 − 6 2/20/25 4 − 3 − 17 7/9/26 Section 1. General 4 − 3 − 18 7/9/26 4 − 1 − 7 2/20/25 3 − 1 − 1 2/20/25 4 − 3 − 19 7/9/26 4 − 1 − 8 2/20/25 3 − 1 − 2 2/20/25 4 − 3 − 20 7/9/26 4 − 1 − 9 2/20/25 3 − 1 − 3 2/20/25 4 − 3 − 21 7/9/26 4 − 1 − 10 2/20/25 4 − 3 − 22 7/9/26 4 − 1 − 11 8/7/25 Section 2. Controlled Airspace 4 − 3 − 23 7/9/26 4 − 1 − 12 2/20/25 3 − 2 − 1 2/20/25 4 − 3 − 24 7/9/26 4 − 1 − 13 2/20/25 3 − 2 − 2 2/20/25 4 − 3 − 25 7/9/26 4 − 1 − 14 2/20/25 3 − 2 − 3 2/20/25 4 − 3 − 26 7/9/26 4 − 1 − 15 2/20/25 3 − 2 − 4 2/20/25 4 − 3 − 27 7/9/26 4 − 1 − 16 2/20/25 3 − 2 − 5 2/20/25 4 − 3 − 28 7/9/26 4 − 1 − 17 2/20/25 3 − 2 − 6 2/20/25 4 − 3 − 29 7/9/26 4 − 1 − 18 2/20/25 3 − 2 − 7 7/9/26 4 − 3 − 30 7/9/26 4 − 1 − 19 2/20/25 3 − 2 − 8 7/9/26 4 − 3 − 31 7/9/26 4 − 1 − 20 8/7/25 3 − 2 − 9 2/20/25 4 − 3 − 32 7/9/26 4 − 1 − 21 2/20/25 3 − 2 − 10 8/7/25 4 − 3 − 33 7/9/26 4 − 1 − 22 1/22/26 3 − 2 − 11 2/20/25 4 − 3 − 34 7/9/26 4 − 1 − 23 1/22/26 4 − 3 − 35 7/9/26 Section 3. Class G Airspace 4 − 3 − 36 7/9/26 Section 2. Radio 3 − 3 − 1 2/20/25 4 − 3 − 37 7/9/26 Communications Phraseology and Techniques 4 − 3 − 38 7/9/26 Section 4. Special Use Airspace 4 − 2 − 1 2/20/25 3 − 4 − 1 2/20/25 4 − 2 − 2 2/20/25 Section 4. ATC Clearances and 3 − 4 − 2 2/20/25 4 − 2 − 3 2/20/25 Aircraft Separation 3 − 4 − 3 2/20/25 4 − 2 − 4 2/20/25 4 − 4 − 1 2/20/25 4 − 2 − 5 2/20/25 4 − 4 − 2 2/20/25 Section 5. Other Airspace 4 − 2 − 6 2/20/25 4 − 4 − 3 2/20/25 Areas 4 − 2 − 7 2/20/25 4 − 4 − 4 2/20/25 3 − 5 − 1 2/20/25 4 − 2 − 8 2/20/25 4 − 4 − 5 2/20/25 3 − 5 − 2 2/20/25 4 − 2 − 9 2/20/25 4 − 4 − 6 2/20/25 3 − 5 − 3 2/20/25 4 − 4 − 7 2/20/25 3 − 5 − 4 2/20/25 4 − 4 − 8 2/20/25 3 − 5 − 5 2/20/25 CK − 2 Checklist of Pages 7/9/26 AIM

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 4 − 4 − 9 2/20/25 5 − 2 − 16 8/7/25 Section 7. Operational Policy/ Procedures for the Gulf of 4 − 4 − 10 2/20/25 Section 3. En Route America 50 NM Lateral 4 − 4 − 11 2/20/25 Procedures Separation Initiative 4 − 4 − 12 2/20/25 5 − 3 − 1 1/22/26 4 − 4 − 13 2/20/25 5 − 3 − 2 1/22/26 4 − 7 − 1 1/22/26 4 − 4 − 14 2/20/25 5 − 3 − 3 1/22/26 4 − 7 − 2 7/9/26 5 − 3 − 4 1/22/26 Section 5. Surveillance 5 − 3 − 5 1/22/26 Chapter 5. Air Traffic Systems 5 − 3 − 6 1/22/26 Procedures 4 − 5 − 1 2/20/25 5 − 3 − 7 1/22/26 Section 1. Preflight 4 − 5 − 2 2/20/25 5 − 3 − 8 1/22/26 5 − 1 − 1 1/22/26 4 − 5 − 3 2/20/25 5 − 3 − 9 1/22/26 5 − 1 − 2 7/9/26 4 − 5 − 4 8/7/25 5 − 3 − 10 1/22/26 5 − 1 − 3 7/9/26 4 − 5 − 5 2/20/25 5 − 3 − 11 1/22/26 5 − 1 − 4 7/9/26 4 − 5 − 6 2/20/25 5 − 3 − 12 1/22/26 5 − 1 − 5 7/9/26 4 − 5 − 7 2/20/25 5 − 3 − 13 1/22/26 5 − 1 − 6 2/20/25 4 − 5 − 8 2/20/25 5 − 3 − 14 1/22/26 5 − 1 − 7 2/20/25 4 − 5 − 9 2/20/25 5 − 3 − 15 1/22/26 5 − 1 − 8 2/20/25 4 − 5 − 10 2/20/25 5 − 3 − 16 1/22/26 5 − 1 − 9 2/20/25 4 − 5 − 11 2/20/25 5 − 3 − 17 1/22/26 5 − 1 − 10 2/20/25 4 − 5 − 12 2/20/25 5 − 3 − 18 1/22/26 5 − 1 − 11 2/20/25 5 − 3 − 19 1/22/26 4 − 5 − 13 2/20/25 5 − 1 − 12 2/20/25 5 − 3 − 20 1/22/26 4 − 5 − 14 2/20/25 5 − 1 − 13 2/20/25 5 − 3 − 21 1/22/26 4 − 5 − 15 2/20/25 5 − 1 − 14 2/20/25 5 − 3 − 22 1/22/26 4 − 5 − 16 2/20/25 5 − 1 − 15 2/20/25 5 − 3 − 23 1/22/26 4 − 5 − 17 2/20/25 5 − 1 − 16 2/20/25 5 − 3 − 24 1/22/26 4 − 5 − 18 8/7/25 5 − 1 − 17 2/20/25 5 − 3 − 25 1/22/26 4 − 5 − 19 2/20/25 5 − 1 − 18 2/20/25 5 − 3 − 26 1/22/26 4 − 5 − 20 2/20/25 5 − 1 − 19 2/20/25 5 − 3 − 27 1/22/26 4 − 5 − 21 2/20/25 5 − 1 − 20 2/20/25 5 − 3 − 28 1/22/26 5 − 1 − 21 2/20/25 5 − 3 − 29 1/22/26 Section 6. Operational Policy/ Procedures for Reduced Vertical 5 − 3 − 30 1/22/26 Separation Minimum (RVSM) in Section 2. Departure 5 − 3 − 31 1/22/26 the Domestic U.S., Alaska, Procedures Offshore Airspace and the San 5 − 3 − 32 1/22/26 5 − 2 − 1 2/20/25 Juan FIR 5 − 3 − 33 1/22/26 5 − 2 − 2 2/20/25 4 − 6 − 1 8/7/25 5 − 3 − 34 1/22/26 5 − 2 − 3 2/20/25 4 − 6 − 2 2/20/25 5 − 2 − 4 2/20/25 4 − 6 − 3 2/20/25 Section 4. Arrival Procedures 5 − 2 − 5 2/20/25 4 − 6 − 4 2/20/25 5 − 4 − 1 2/20/25 5 − 2 − 6 2/20/25 4 − 6 − 5 2/20/25 5 − 4 − 2 2/20/25 5 − 2 − 7 2/20/25 4 − 6 − 6 2/20/25 5 − 4 − 3 1/22/26 5 − 2 − 8 8/7/25 4 − 6 − 7 2/20/25 5 − 4 − 4 2/20/25 5 − 2 − 9 8/7/25 4 − 6 − 8 2/20/25 5 − 4 − 5 7/9/26 5 − 2 − 10 8/7/25 4 − 6 − 9 2/20/25 5 − 4 − 6 2/20/25 5 − 2 − 11 7/9/26 4 − 6 − 10 2/20/25 5 − 4 − 7 8/7/25 5 − 2 − 12 8/7/25 5 − 4 − 8 8/7/25 5 − 2 − 13 8/7/25 5 − 4 − 9 8/7/25 5 − 2 − 14 8/7/25 5 − 4 − 10 2/20/25 5 − 2 − 15 8/7/25 5 − 4 − 11 2/20/25 Checklist of Pages CK − 3 AIM 7/9/26

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE 5 − 4 − 12 2/20/25 5 − 4 − 62 1/22/26 6 − 2 − 4 2/20/25 5 − 4 − 13 2/20/25 5 − 4 − 63 2/20/25 6 − 2 − 5 2/20/25 5 − 4 − 14 2/20/25 5 − 4 − 64 8/7/25 6 − 2 − 6 2/20/25 15 5 − 4 − 2/20/25 5 − 4 − 65 8/7/25 5 − 4 − 16 2/20/25 5 − 4 − 66 8/7/25 6 − 2 − 7 2/20/25 5 − 4 − 17 2/20/25 5 − 4 − 67 8/7/25 6 − 2 − 8 2/20/25 5 − 4 − 18 2/20/25 5 − 4 − 68 8/7/25 6 − 2 − 9 2/20/25 5 − 4 − 19 2/20/25 6 − 2 − 10 2/20/25 20 5 − 4 − 2/20/25 Section 5. Pilot/Controller 6 − 2 − 11 2/20/25 5 − 4 − 21 2/20/25 Roles and Responsibilities 6 − 2 − 12 2/20/25 5 − 4 − 22 2/20/25 5 − 5 − 1 8/7/25 6 − 2 − 13 2/20/25 5 − 4 − 23 2/20/25 5 − 5 − 2 2/20/25 6 − 2 − 14 2/20/25 5 − 4 − 24 2/20/25 5 − 5 − 3 7/9/26 6 − 2 − 15 2/20/25 25 5 − 4 − 2/20/25 5 − 5 − 4 7/9/26 6 − 2 − 16 2/20/25 5 − 4 − 26 2/20/25 5 − 5 − 5 7/9/26 5 − 4 − 27 2/20/25 5 − 5 − 6 7/9/26 Section 3. Distress and 5 − 4 − 28 8/7/25 5 − 5 − 7 7/9/26 Urgency Procedures 5 − 4 − 29 8/7/25 5 − 5 − 8 2/20/25 6 − 3 − 1 2/20/25 30 5 − 4 − 8/7/25 5 − 5 − 9 2/20/25 6 − 3 − 2 2/20/25 5 − 4 − 31 8/7/25 5 − 5 − 10 2/20/25 6 − 3 − 3 2/20/25 5 − 4 − 32 8/7/25 6 − 3 − 4 2/20/25 5 − 4 − 33 8/7/25 Section 6. National Security 6 − 3 − 5 2/20/25 5 − 4 − 34 8/7/25 and Interception Procedures 6 − 3 − 6 2/20/25 35 5 − 4 − 2/20/25 5 − 6 − 1 2/20/25 6 − 3 − 7 2/20/25 5 − 4 − 36 2/20/25 5 − 6 − 2 2/20/25 6 − 3 − 8 2/20/25 5 − 4 − 37 2/20/25 5 − 6 − 3 2/20/25 5 − 4 − 38 7/9/26 5 − 6 − 4 2/20/25 Section 4. Two − way Radio 5 − 4 − 39 2/20/25 5 − 6 − 5 2/20/25 Communications Failure 40 5 − 4 − 8/7/25 5 − 6 − 6 2/20/25 6 − 4 − 1 2/20/25 5 − 4 − 41 8/7/25 5 − 6 − 7 2/20/25 6 − 4 − 2 2/20/25 5 − 4 − 42 2/20/25 5 − 6 − 8 2/20/25 6 − 4 − 3 2/20/25 5 − 4 − 43 1/22/26 5 − 6 − 9 2/20/25 5 − 4 − 44 2/20/25 5 − 6 − 10 2/20/25 Section 5. Aircraft Rescue and 45 5 − 4 − 2/20/25 Fire Fighting Communications 5 − 6 − 11 2/20/25 5 − 4 − 46 2/20/25 5 − 6 − 12 2/20/25 6 − 5 − 1 2/20/25 5 − 4 − 47 2/20/25 5 − 6 − 13 2/20/25 6 − 5 − 2 2/20/25 5 − 4 − 48 2/20/25 5 − 6 − 14 2/20/25 5 − 4 − 49 2/20/25 5 − 6 − 15 2/20/25 Chapter 7. Safety of Flight 50 5 − 4 − 2/20/25 Section 1. Meteorology 5 − 4 − 51 2/20/25 Chapter 6. Emergency 7 − 1 − 1 2/20/25 5 − 4 − 52 1/22/26 Procedures 7 − 1 − 2 1/22/26 5 − 4 − 53 1/22/26 Section 1. General 7 − 1 − 3 1/22/26 5 − 4 − 54 1/22/26 6 − 1 − 1 2/20/25 7 − 1 − 4 1/22/26 55 5 − 4 − 1/22/26 7 − 1 − 5 1/22/26 5 − 4 − 56 1/22/26 7 − 1 − 6 8/7/25 Section 2. Emergency Services 5 − 4 − 57 1/22/26 Available to Pilots 7 − 1 − 7 2/20/25 5 − 4 − 58 1/22/26 6 − 2 − 1 2/20/25 7 − 1 − 8 2/20/25 5 − 4 − 59 1/22/26 6 − 2 − 2 2/20/25 7 − 1 − 9 2/20/25 60 5 − 4 − 1/22/26 6 − 2 − 3 2/20/25 7 − 1 − 10 8/7/25 5 − 4 − 61 1/22/26 CK − 4 Checklist of Pages 7/9/26 AIM

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PAGE DATE PAGE DATE PAGE DATE 7 − 1 − 11 8/7/25 7 − 1 − 61 7/9/26 Section 5. Bird Hazards and 7 − 1 − 12 2/20/25 7 − 1 − 62 2/20/25 Flight Over National Refuges, Parks, and Forests 7 − 1 − 13 2/20/25 7 − 1 − 63 2/20/25 7 − 5 − 1 2/20/25 7 − 1 − 14 7/9/26 7 − 1 − 64 2/20/25 7 − 5 − 2 2/20/25 7 − 1 − 15 2/20/25 7 − 1 − 65 2/20/25 7 − 1 − 16 8/7/25 7 − 1 − 66 2/20/25 7 − 1 − 17 2/20/25 7 − 1 − 67 2/20/25 Section 6. Potential Flight Hazards 7 − 1 − 18 2/20/25 7 − 1 − 68 2/20/25 7 − 1 − 19 2/20/25 7 − 1 − 69 2/20/25 7 − 6 − 1 8/7/25 7 − 1 − 20 2/20/25 7 − 1 − 70 2/20/25 7 − 6 − 2 2/20/25 7 − 1 − 21 2/20/25 7 − 1 − 71 2/20/25 7 − 6 − 3 1/22/26 7 − 1 − 22 8/7/25 7 − 1 − 72 2/20/25 7 − 6 − 4 1/22/26 7 − 1 − 23 2/20/25 7 − 1 − 73 2/20/25 7 − 6 − 5 2/20/25 7 − 1 − 24 2/20/25 7 − 1 − 74 2/20/25 7 − 6 − 6 2/20/25 7 − 1 − 25 8/7/25 7 − 1 − 75 2/20/25 7 − 6 − 7 2/20/25 7 − 1 − 26 2/20/25 7 − 1 − 76 2/20/25 7 − 6 − 8 2/20/25 7 − 1 − 27 2/20/25 7 − 1 − 77 2/20/25 7 − 6 − 9 1/22/26 7 − 1 − 28 2/20/25 7 − 1 − 78 2/20/25 7 − 6 − 10 1/22/26 7 − 1 − 29 2/20/25 7 − 6 − 11 2/20/25 7 − 1 − 30 2/20/25 7 − 6 − 12 1/22/26 Section 2. Barometric 7 − 1 − 31 2/20/25 Altimeter Errors and Setting 7 − 6 − 13 1/22/26 Procedures 7 − 1 − 32 2/20/25 7 − 6 − 14 1/22/16 7 − 2 − 1 2/20/25 7 − 1 − 33 2/20/25 7 − 6 − 15 1/22/26 7 − 1 − 34 2/20/25 7 − 2 − 2 2/20/25 7 − 6 − 16 2/20/25 7 − 2 − 3 8/7/25 7 − 1 − 35 2/20/25 7 − 6 − 17 2/20/25 7 − 1 − 36 2/20/25 7 − 6 − 18 8/7/25 7 − 1 − 37 2/20/25 Section 3. Cold Temperature 7 − 1 − 38 2/20/25 Barometric Altimeter Errors, Section 7. Safety, Accident, Setting Procedures and Cold 7 − 1 − 39 2/20/25 and Hazard Reports Temperature Airports (CTA) 7 − 1 − 40 2/20/25 7 − 7 − 1 2/20/25 7 − 3 − 1 2/20/25 7 − 1 − 41 2/20/25 7 − 7 − 2 2/20/25 7 − 3 − 2 2/20/25 7 − 1 − 42 2/20/25 7 − 7 − 3 1/22/26 7 − 3 − 3 2/20/25 7 − 1 − 43 2/20/25 7 − 7 − 4 1/22/26 7 − 3 − 4 2/20/25 7 − 1 − 44 2/20/25 7 − 3 − 5 2/20/25 7 − 1 − 45 2/20/25 7 − 3 − 6 2/20/25 7 − 1 − 46 2/20/25 Chapter 8. Medical Facts for 7 − 3 − 7 2/20/25 7 − 1 − 47 2/20/25 Pilots 7 − 3 − 8 2/20/25 7 − 1 − 48 2/20/25 Section 1. Fitness for Flight 7 − 1 − 49 2/20/25 8 − 1 − 1 2/20/25 Section 4. Wake Turbulence 7 − 1 − 50 2/20/25 8 − 1 − 2 2/20/25 7 − 4 − 1 2/20/25 7 − 1 − 51 2/20/25 8 − 1 − 3 2/20/25 7 − 4 − 2 2/20/25 7 − 1 − 52 2/20/25 8 − 1 − 4 2/20/25 7 − 4 − 3 2/20/25 7 − 1 − 53 2/20/25 8 − 1 − 5 2/20/25 7 − 4 − 4 2/20/25 7 − 1 − 54 2/20/25 8 − 1 − 6 2/20/25 7 − 4 − 5 2/20/25 7 − 1 − 55 2/20/25 8 − 1 − 7 2/20/25 7 − 4 − 6 2/20/25 7 − 1 − 56 2/20/25 8 − 1 − 8 2/20/25 7 − 4 − 7 2/20/25 7 − 1 − 57 2/20/25 8 − 1 − 9 2/20/25 7 − 4 − 8 1/22/26 7 − 1 − 58 2/20/25 8 − 1 − 10 2/20/25 7 − 1 − 59 2/20/25 7 − 4 − 9 1/22/26 7 − 1 − 60 2/20/25 Checklist of Pages CK − 5 AIM 7/9/26

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PAGE DATE PAGE DATE PAGE DATE 10 − 2 − 16 2/20/25 11 − 6 − 1 2/20/25 Chapter 9. Aeronautical Charts and Related 10 − 2 − 17 2/20/25 Section 7. UAS Operations on Publications 10 − 2 − 18 2/20/25 Airports Section 1. Types of Charts 10 − 2 − 19 2/20/25 11 − 7 − 1 2/20/25 Available 10 − 2 − 20 2/20/25 9 − 1 − 1 8/7/25 Section 8. Other Information 9 − 1 − 2 8/7/25 and Best Practices Chapter 11. Unmanned 9 − 1 − 3 8/7/25 Aircraft Systems (UAS) 11 − 8 − 1 2/20/25 9 − 1 − 4 8/7/25 11 − 8 − 2 2/20/25 Section 1. General 9 − 1 − 5 8/7/25 11 − 8 − 3 2/20/25 11 − 1 − 1 2/20/25 9 − 1 − 6 8/7/25 11 − 8 − 4 8/7/25 11 − 1 − 2 2/20/25 9 − 1 − 7 8/7/25 9 − 1 − 8 8/7/25 Section 2. Small Unmanned Appendices 9 − 1 − 9 1/22/26 Aircraft System (sUAS) Appendix 1 − 1 2/20/25 9 − 1 − 10 8/7/25 11 − 2 − 1 2/20/25 Env N/A 9 − 1 − 11 8/7/25 11 − 2 − 2 2/20/25 Appendix 2 − 1 2/20/25 9 − 1 − 12 1/22/26 11 − 2 − 3 2/20/25 Appendix 3 − 1 7/9/26 9 − 1 − 13 8/7/25 Appendix 3 − 2 1/22/26 9 − 1 − 14 8/7/25 Appendix 3 − 3 1/22/26 Section 3. Large UAS 9 − 1 − 15 8/7/25 Appendix 3 − 4 1/22/26 (MGOW 55 Pounds or More) Appendix 3 − 5 1/22/26 11 − 3 − 1 2/20/25 Chapter 10. Helicopter Appendix 4 − 1 2/20/25 11 − 3 − 2 2/20/25 Operations Appendix 4 − 2 2/20/25 11 − 3 − 3 2/20/25 Section 1. Helicopter IFR Appendix 4 − 3 2/20/25 11 − 3 − 4 2/20/25 Operations Appendix 4 − 4 2/20/25 11 − 3 − 5 2/20/25 10 − 1 − 1 2/20/25 Appendix 4 − 5 2/20/25 11 − 3 − 6 2/20/25 10 − 1 − 2 2/20/25 Appendix 4 − 6 2/20/25 10 − 1 − 3 2/20/25 Appendix 4 − 7 2/20/25 Section 4. Airspace Access for 10 − 1 − 4 2/20/25 Appendix 4 − 8 2/20/25 UAS 10 − 1 − 5 7/9/26 Appendix 4 − 9 2/20/25 11 − 4 − 1 2/20/25 10 − 1 − 6 7/9/26 Appendix 4 − 10 2/20/25 11 − 4 − 2 2/20/25 10 − 1 − 7 7/9/26 Appendix 4 − 11 8/7/25 11 − 4 − 3 2/20/25 10 − 1 − 8 2/20/25 Appendix 4 − 12 8/7/25 11 − 4 − 4 2/20/25 Appendix 4 − 13 7/9/26 11 − 4 − 5 2/20/25 Section 2. Special Operations Appendix 4 − 14 7/9/26 11 − 4 − 6 1/22/26 10 − 2 − 1 8/7/25 Appendix 4 − 15 7/9/26 11 − 4 − 7 1/22/25 10 − 2 − 2 8/7/25 Appendix 4 − 16 7/9/26 11 − 4 − 8 1/22/26 10 − 2 − 3 8/7/25 Appendix 4 − 17 7/9/26 11 − 4 − 9 2/20/25 10 − 2 − 4 2/20/25 Appendix 4 − 18 7/9/26 10 − 2 − 5 2/20/25 Appendix 4 − 19 7/9/26 Section 5. UAS Pilot Testing, 10 − 2 − 6 2/20/25 Appendix 4 − 20 7/9/26 Certification and 10 − 2 − 7 2/20/25 Appendix 4 − 21 7/9/26 Responsibilities 10 − 2 − 8 2/20/25 Appendix 4 − 22 2/20/25 PAGE DATE 10 − 2 − 9 2/20/25 Appendix 4 − 23 2/20/25 11 − 5 − 1 2/20/25 10 − 2 − 10 2/20/25 Appendix 5 − 1 2/20/25 11 − 5 − 2 2/20/25 10 − 2 − 11 2/20/25 Appendix 5 − 2 2/20/25 11 − 5 − 3 2/20/25 10 − 2 − 12 2/20/25 Appendix 5 − 3 2/20/25 10 − 2 − 13 2/20/25 Section 6. Advanced Air 10 − 2 − 14 2/20/25 Mobility 10 − 2 − 15 2/20/25 CK − 6 Checklist of Pages 7/9/26 AIM

Checklist of Pages

PAGE DATE PAGE DATE PAGE DATE PCG F − 4 2/20/25 PCG R − 6 7/9/26 P/CG PCG F − 5 8/7/25 PCG R − 7 2/20/25 PCG F − 6 2/20/25 PCG R − 8 8/7/25 PCG − 1 7/9/26 PCG F − 7 2/20/25 PCG R − 9 2/20/25 PCG − 2 8/7/25 PCG G − 1 2/20/25 PCG R − 10 2/20/25 PCG A − 1 2/20/25 PCG G − 2 2/20/25 PCG R − 11 2/20/25 PCG A − 2 2/20/25 PCG G − 3 2/20/25 PCG S − 1 2/20/25 PCG A − 3 2/20/25 PCG H − 1 8/7/25 PCG S − 2 8/7/25 PCG A − 4 2/20/25 PCG H − 2 2/20/25 PCG S − 3 8/7/25 PCG A − 5 2/20/25 PCG H − 3 2/20/25 PCG S − 4 8/7/25 PGC A − 6 2/20/25 PCG I − 1 2/20/25 PCG S − 5 7/9/26 PCG A − 7 2/20/25 PCG I − 2 2/20/25 PCG S − 6 7/9/26 PCG A − 8 1/22/26 PCG I − 3 2/20/25 PCG S − 7 8/7/25 PCG A − 9 1/22/26 PCG I − 4 2/20/25 PCG S − 8 8/7/25 PCG A − 10 1/22/26 PCG I − 5 2/20/25 PCG S − 9 8/7/25 PCG A − 11 1/22/26 PCG I − 6 2/20/25 PCG S − 10 8/7/25 PCG A − 12 1/22/26 PCG I − 7 2/20/25 PCG S − 11 8/7/25 PCG A − 13 1/22/26 PCG J − 1 2/20/25 PCG S − 12 8/7/25 PCG A − 14 1/22/26 PCG K − 1 2/20/25 PCG T − 1 2/20/25 PCG A − 15 1/22/26 PCG L − 1 8/7/25 PCG A − 16 1/22/26 PCG T − 2 2/20/25 PCG L − 2 8/7/25 PCG A − 17 1/22/26 PCG T − 3 1/22/26 PCG L − 3 8/7/25 PCG A − 18 1/22/26 PCG T − 4 1/22/26 PCG L − 4 8/7/25 PCG A − 19 1/22/26 PCG T − 5 1/22/26 PCG M − 1 2/20/25 PCG A − 20 1/22/26 PCG T − 6 1/22/26 PCG M − 2 2/20/25 PCG A − 21 1/22/26 PCG T − 7 1/22/26 PCG M − 3 2/20/25 PCG B − 1 2/20/25 PCG T − 8 2/20/25 PCG M − 4 2/20/25 PCG B − 2 2/20/25 PCG T − 9 8/7/25 PCG M − 5 2/20/25 PCG C − 1 7/9/26 PCG T − 10 1/22/26 PCG M − 6 2/20/25 PCG C − 2 7/9/26 PCG T − 11 1/22/26 PCG M − 7 2/20/25 PCG C − 3 7/9/26 PCG T − 12 8/7/25 PCG N − 1 1/22/26 PCG C − 4 7/9/26 PCG U − 1 1/22/26 PCG N − 2 8/7/25 PCG C − 5 7/9/26 PCG U − 2 1/22/26 PCG N − 3 8/7/25 PCG C − 6 7/9/26 PCG V − 1 8/7/25 PCG N − 4 8/7/25 PCG C − 7 2/20/25 PCG V − 2 8/7/25 PCG O − 1 2/20/25 PCG C − 8 1/22/26 PCG V − 3 8/7/25 PCG O − 2 2/20/25 PCG C − 9 2/20/25 PCG V − 4 8/7/25 PCG O − 3 2/20/25 PCG C − 10 2/20/25 PCG V − 5 8/7/25 PCG O − 4 2/20/25 PCG C − 11 2/20/25 PCG W − 1 1/22/26 PCG P − 1 2/20/25 PCG C − 12 2/20/25 PCG W − 2 2/20/25 PCG P − 2 1/22/26 PCG D − 1 1/22/26 PCG P − 3 1/22/26 PCG D − 2 1/22/26 Index PCG P − 4 1/22/26 PCG D − 3 1/22/26 I − 1 7/9/26 PCG P − 5 1/22/26 PCG D − 4 1/22/26 I − 2 7/9/26 PCG P − 6 1/22/26 PCG D − 5 1/22/26 I − 3 7/9/26 PCG Q − 1 2/20/25 PCG E − 1 1/22/26 I − 4 7/9/26 PCG R − 1 2/20/25 PCG E − 2 1/22/26 I − 5 7/9/26 PCG R − 2 2/20/25 PCG E − 3 1/22/26 I − 6 7/9/26 PCG R − 3 2/20/25 PCG F − 1 2/20/25 I − 7 7/9/26 PCG R − 4 2/20/25 PCG F − 2 2/20/25 I − 8 7/9/26 PCG R − 5 7/9/26 PCG F − 3 2/20/25 I − 9 7/9/26 Checklist of Pages CK − 7 AIM 7/9/26

Checklist of Pages

PAGE DATE I − 10 7/9/26 I − 11 7/9/26 I − 12 7/9/26 I − 13 7/9/26 Back Cover N/A CK − 8 Checklist of Pages 7/9/26 AIM

Table of Contents

Chapter 1. Air Navigation

Section 1. Navigation Aids Paragraph Page 1 − 1 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 1 1 − 1 − 2. Nondirectional Radio Beacon (NDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 1 1 − 1 − 3. VHF Omni − directional Range (VOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 1 1 − 1 − 4. VOR Receiver Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 3 1 − 1 − 5. Tactical Air Navigation (TACAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 4 1 − 1 − 6. VHF Omni − directional Range/Tactical Air Navigation (VORTAC) . . . . . . . . . . . . . . 1 − 1 − 5 1 − 1 − 7. Distance Measuring Equipment (DME) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 5 1 − 1 − 8. NAVAID Service Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 6 1 − 1 − 9. Instrument Landing System (ILS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 11 1 − 1 − 10. Simplified Directional Facility (SDF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 18 1 − 1 − 11. NAVAID Identifier Removal During Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 20 1 − 1 − 12. NAVAIDs with Voice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 20 1 − 1 − 13. User Reports Requested on NAVAID Outages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 20 1 − 1 − 14. LORAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 21 1 − 1 − 15. Inertial Reference Unit (IRU), Inertial Navigation System (INS), and Attitude Heading Reference System (AHRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 21 1 − 1 − 16. Doppler Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 22 1 − 1 − 17. Global Positioning System (GPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 22 1 − 1 − 18. Wide Area Augmentation System (WAAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 34 1 − 1 − 19. Ground Based Augmentation System (GBAS) Landing System (GLS) . . . . . . . . . . 1 − 1 − 39 1 − 1 − 20. Precision Approach Systems other than ILS and GLS . . . . . . . . . . . . . . . . . . . . . . . . 1 − 1 − 41 Section 2. Performance-Based Navigation (PBN) and Area Navigation (RNAV) 1 − 2 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 2 − 1 1 − 2 − 2. Required Navigation Performance (RNP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 2 − 5 1 − 2 − 3. Use of Suitable Area Navigation (RNAV) Systems on Conventional Procedures and Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 − 2 − 8 1 − 2 − 4. Recognizing, Mitigating, and Adapting to GPS Jamming and/or Spoofing . . . . . . . . . 1 − 2 − 10

Chapter 2. Aeronautical Lighting and Other Airport Visual

Aids

Section 1. Airport Lighting Aids 2 − 1 − 1. Approach Light Systems (ALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 1 2 − 1 − 2. Visual Glideslope Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 1 2 − 1 − 3. Runway End Identifier Lights (REIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 6 2 − 1 − 4. Runway Edge Light Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 6 2 − 1 − 5. In − runway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 6 2 − 1 − 6. Runway Status Light (RWSL) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 7 2 − 1 − 7. Control of Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 9 2 − 1 − 8. Pilot Control of Airport Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 9 2 − 1 − 9. Airport/Heliport Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 12 Table of Contents i AIM 7/9/26 Paragraph Page 2 − 1 − 10. Taxiway Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 1 − 13 Section 2. Air Navigation and Obstruction Lighting 2 − 2 − 1. Aeronautical Light Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 2 − 1 2 − 2 − 2. Code Beacons and Course Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 2 − 1 2 − 2 − 3. Obstruction Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 2 − 1 2 − 2 − 4. LED Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 2 − 2 Section 3. Airport Marking Aids and Signs 2 − 3 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 1 2 − 3 − 2. Airport Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 1 2 − 3 − 3. Runway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 1 2 − 3 − 4. Taxiway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 7 2 − 3 − 5. Holding Position Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 14 2 − 3 − 6. Other Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 19 2 − 3 − 7. Airport Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 24 2 − 3 − 8. Mandatory Instruction Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 25 2 − 3 − 9. Location Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 28 2 − 3 − 10. Direction Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 30 2 − 3 − 11. Destination Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 32 2 − 3 − 12. Information Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 35 2 − 3 − 13. Runway Distance Remaining Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 35 2 − 3 − 14. Aircraft Arresting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 35 2 − 3 − 15. Security Identification Display Area (SIDA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 − 3 − 36

Chapter 3. Airspace

Section 1. General 3 − 1 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 1 3 − 1 − 2. General Dimensions of Airspace Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 1 3 − 1 − 3. Hierarchy of Overlapping Airspace Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 1 3 − 1 − 4. Basic VFR Weather Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 2 3 − 1 − 5. VFR Cruising Altitudes and Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 1 − 3 Section 2. Controlled Airspace 3 − 2 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 1 3 − 2 − 2. Class A Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 2 3 − 2 − 3. Class B Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 2 3 − 2 − 4. Class C Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 5 3 − 2 − 5. Class D Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 8 3 − 2 − 6. Class E Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 2 − 10 Section 3. Class G Airspace 3 − 3 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 3 − 1 3 − 3 − 2. VFR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 3 − 1 3 − 3 − 3. IFR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 3 − 1 Table of Contents ii 7/9/26 AIM Section 4. Special Use Airspace Paragraph Page 3 − 4 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 1 3 − 4 − 2. Prohibited Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 1 3 − 4 − 3. Restricted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 1 3 − 4 − 4. Warning Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 2 3 − 4 − 5. Military Operations Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 2 3 − 4 − 6. Alert Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 2 3 − 4 − 7. Controlled Firing Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 2 3 − 4 − 8. National Security Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 3 3 − 4 − 9. Obtaining Special Use Airspace Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 4 − 3 Section 5. Other Airspace Areas 3 − 5 − 1. Airport Advisory/Information Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 1 3 − 5 − 2. Military Training Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 1 3 − 5 − 3. Temporary Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 3 3 − 5 − 4. Parachute Jump Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 5 3 − 5 − 5. Published VFR Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 5 3 − 5 − 6. Terminal Radar Service Area (TRSA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 9 3 − 5 − 7. Special Air Traffic Rules (SATR) and Special Flight Rules Area (SFRA) . . . . . . . . . 3 − 5 − 10 3 − 5 − 8. Washington, DC, Special Flight Rules Area (SFRA) including the Flight Restricted Zone (FRZ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 10 3 − 5 − 9. Weather Reconnaissance Area (WRA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 10 3 − 5 − 10. Other Non − Charted Airspace Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 − 5 − 11

Chapter 4. Air Traffic Control

Section 1. Services Available to Pilots 4 − 1 − 1. Air Route Traffic Control Centers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 2. Control Towers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 3. Flight Service Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 4. Recording and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 5. Communications Release of IFR Aircraft Landing at an Airport Without an Operating Control Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 6. Pilot Visits to Air Traffic Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 1 4 − 1 − 7. Operation Rain Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 2 4 − 1 − 8. Approach Control Service for VFR Arriving Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 2 4 − 1 − 9. Traffic Advisory Practices at Airports Without Operating Control Towers . . . . . . . . . 4 − 1 − 2 4 − 1 − 10. IFR Approaches/Ground Vehicle Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 7 4 − 1 − 11. Designated UNICOM/MULTICOM Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 8 4 − 1 − 12. Use of UNICOM for ATC Purposes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 9 4 − 1 − 13. Automatic Terminal Information Service (ATIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 9 4 − 1 − 14. Automatic Flight Information Service (AFIS) − Alaska FSSs Only . . . . . . . . . . . . . 4 − 1 − 10 4 − 1 − 15. Radar Traffic Information Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 11 4 − 1 − 16. Safety Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 13 4 − 1 − 17. Radar Assistance to VFR Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 14 4 − 1 − 18. Terminal Radar Services for VFR Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 15 4 − 1 − 19. Tower En Route Control (TEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 17 4 − 1 − 20. Transponder and ADS − B Out Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 18 4 − 1 − 21. Airport Reservation Operations and Special Traffic Management Programs . . . . . . 4 − 1 − 22 Table of Contents iii AIM 7/9/26 Paragraph Page 4 − 1 − 22. Requests for Waivers and Authorizations from Title 14, Code of Federal Regulations (14 CFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 23 4 − 1 − 23. Weather Systems Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 1 − 23 Section 2. Radio Communications Phraseology and Techniques 4 − 2 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 1 4 − 2 − 2. Radio Technique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 1 4 − 2 − 3. Contact Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 2 4 − 2 − 4. Aircraft Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 3 4 − 2 − 5. Description of Interchange or Leased Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 5 4 − 2 − 6. Ground Station Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 5 4 − 2 − 7. Phonetic Alphabet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 6 4 − 2 − 8. Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 7 4 − 2 − 9. Altitudes and Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 7 4 − 2 − 10. Directions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 7 4 − 2 − 11. Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 8 4 − 2 − 12. Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 8 4 − 2 − 13. Communications with Tower when Aircraft Transmitter or Receiver or Both are Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 9 4 − 2 − 14. Communications for VFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 2 − 9 Section 3. Airport Operations 4 − 3 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 1 4 − 3 − 2. Airports with an Operating Control Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 1 4 − 3 − 3. Traffic Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 3 4 − 3 − 4. Visual Indicators at Airports Without an Operating Control Tower . . . . . . . . . . . . . . . 4 − 3 − 6 4 − 3 − 5. Unexpected Maneuvers in the Airport Traffic Pattern . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 7 4 − 3 − 6. Use of Runways/Declared Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 8 4 − 3 − 7. Low Level Wind Shear/Microburst Detection Systems . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 12 4 − 3 − 8. Braking Action Reports and Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 13 4 − 3 − 9. Runway Condition Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 13 4 − 3 − 10. Intersection Takeoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 15 4 − 3 − 11. Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 16 4 − 3 − 12. Low Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 19 4 − 3 − 13. Traffic Control Light Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 19 4 − 3 − 14. Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 20 4 − 3 − 15. Gate Holding Due to Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 21 4 − 3 − 16. VFR Flights in Terminal Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 21 4 − 3 − 17. VFR Helicopter Operations at Controlled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 21 4 − 3 − 18. Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 23 4 − 3 − 19. Taxi During Low Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 25 4 − 3 − 20. Standard Taxi Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 26 4 − 3 − 21. Exiting the Runway After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 26 4 − 3 − 22. Practice Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 27 4 − 3 − 23. Option Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 28 4 − 3 − 24. Use of Aircraft Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 29 4 − 3 − 25. Flight Inspection/‘Flight Check’ Aircraft in Terminal Areas . . . . . . . . . . . . . . . . . . . 4 − 3 − 29 4 − 3 − 26. Hand Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 3 − 30 Table of Contents iv 7/9/26 AIM Paragraph Page 4 − 3 − 27. Operations at Uncontrolled Airports With Automated Surface Observing System (ASOS)/Automated Weather Observing System (AWOS) . . . . . . . . . . . . . . . . . . . . 4 − 3 − 37 Section 4. ATC Clearances and Aircraft Separation 4 − 4 − 1. Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 1 4 − 4 − 2. Clearance Prefix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 1 4 − 4 − 3. Clearance Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 1 4 − 4 − 4. Amended Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 3 4 − 4 − 5. Coded Departure Route (CDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 3 4 − 4 − 6. Special VFR Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 3 4 − 4 − 7. Pilot Responsibility upon Clearance Issuance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 4 4 − 4 − 8. IFR Clearance VFR − on − top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 5 4 − 4 − 9. VFR/IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 6 4 − 4 − 10. Adherence to Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 6 4 − 4 − 11. IFR Separation Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 8 4 − 4 − 12. Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 8 4 − 4 − 13. Runway Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 11 4 − 4 − 14. Visual Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 11 4 − 4 − 15. Use of Visual Clearing Procedures and Scanning Techniques . . . . . . . . . . . . . . . . . . 4 − 4 − 12 4 − 4 − 16. Traffic Alert and Collision Avoidance System (TCAS I & II) . . . . . . . . . . . . . . . . . . 4 − 4 − 13 4 − 4 − 17. Traffic Information Service (TIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 4 − 14 Section 5. Surveillance Systems 4 − 5 − 1. Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 1 4 − 5 − 2. Air Traffic Control Radar Beacon System (ATCRBS) . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 3 4 − 5 − 3. Surveillance Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 4 4 − 5 − 4. Precision Approach Radar (PAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 4 4 − 5 − 5. Airport Surface Detection Equipment (ASDE − X)/Airport Surface Surveillance Capability (ASSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 4 4 − 5 − 6. Traffic Information Service (TIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 5 4 − 5 − 7. Automatic Dependent Surveillance − Broadcast (ADS − B) Services . . . . . . . . . . . . . . . 4 − 5 − 12 4 − 5 − 8. Traffic Information Service − Broadcast (TIS − B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 17 4 − 5 − 9. Flight Information Service − Broadcast (FIS − B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 5 − 18 4 − 5 − 10. Automatic Dependent Surveillance − Rebroadcast (ADS − R) . . . . . . . . . . . . . . . . . . . 4 − 5 − 21 Section 6. Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR 4 − 6 − 1. Applicability and RVSM Mandate (Date/Time and Area) . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 1 4 − 6 − 2. Flight Level Orientation Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 1 4 − 6 − 3. Aircraft and Operator Approval Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 2 4 − 6 − 4. Flight Planning into RVSM Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 3 4 − 6 − 5. Pilot RVSM Operating Practices and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 4 4 − 6 − 6. Guidance on Severe Turbulence and Mountain Wave Activity (MWA) . . . . . . . . . . . 4 − 6 − 4 4 − 6 − 7. Guidance on Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 6 4 − 6 − 8. Pilot/Controller Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 6 4 − 6 − 9. Contingency Actions: Weather Encounters and Aircraft System Failures that Occur After Entry into RVSM Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 7 4 − 6 − 10. Procedures for Accommodation of Non − RVSM Aircraft . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 9 Table of Contents v AIM 7/9/26 Paragraph Page 4 − 6 − 11. Non − RVSM Aircraft Requesting Climb to and Descent from Flight Levels Above RVSM Airspace Without Intermediate Level Off . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 6 − 10 Section 7. Operational Policy/Procedures for the Gulf of America 50 NM Lateral Separation Initiative 4 − 7 − 1. Introduction and General Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 1 4 − 7 − 2. Accommodating Non − RNP 10 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 1 4 − 7 − 3. Obtaining RNP 10 or RNP 4 Operational Authorization . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 1 4 − 7 − 4. Authority for Operations with a Single Long − Range Navigation System . . . . . . . . . . 4 − 7 − 2 4 − 7 − 5. Flight Plan Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 2 4 − 7 − 6. Contingency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 − 7 − 2

Chapter 5. Air Traffic Procedures

Section 1. Preflight 5 − 1 − 1. Preflight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 1 5 − 1 − 2. Follow IFR Procedures Even When Operating VFR . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 2 5 − 1 − 3. Notice to Airmen (NOTAM) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 3 5 − 1 − 4. Operational Information System (OIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 9 5 − 1 − 5. Flight Plan − VFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 10 5 − 1 − 6. Flight Plan − IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 11 5 − 1 − 7. Flight Plans For Military/DoD Use Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 15 5 − 1 − 8. Flight Plan – Defense VFR (DVFR) Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 15 5 − 1 − 9. Single Flights Conducted With Both VFR and IFR Flight Plans . . . . . . . . . . . . . . . . . 5 − 1 − 16 5 − 1 − 10. IFR Operations to High Altitude Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 16 5 − 1 − 11. Flights Outside U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 17 5 − 1 − 12. Change in Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 18 5 − 1 − 13. Change in Proposed Departure Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 18 5 − 1 − 14. Closing VFR/DVFR Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 18 5 − 1 − 15. Canceling IFR Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 18 5 − 1 − 16. RNAV and RNP Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 19 5 − 1 − 17. Cold Temperature Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 1 − 20 Section 2. Departure Procedures 5 − 2 − 1. Pre-taxi Clearance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 1 5 − 2 − 2. Automated Pre − Departure Clearance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 1 5 − 2 − 3. IFR Clearances Off Uncontrolled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 2 5 − 2 − 4. Taxi Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 2 5 − 2 − 5. Line Up and Wait (LUAW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 2 5 − 2 − 6. Abbreviated IFR Departure Clearance (Cleared. . .as Filed) Procedures . . . . . . . . . . . 5 − 2 − 4 5 − 2 − 7. Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 5 5 − 2 − 8. Departure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 6 5 − 2 − 9. Instrument Departure Procedures (DP) − Obstacle Departure Procedures (ODP), Standard Instrument Departures (SID), and Diverse Vector Areas (DVA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 2 − 7 Table of Contents vi 7/9/26 AIM Section 3. En Route Procedures Paragraph Page 5 − 3 − 1. ARTCC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 1 5 − 3 − 2. Position Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 17 5 − 3 − 3. Additional Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 19 5 − 3 − 4. Airways and Route Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 20 5 − 3 − 5. Airway or Route Course Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 22 5 − 3 − 6. Changeover Points (COPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 23 5 − 3 − 7. Minimum Turning Altitude (MTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 23 5 − 3 − 8. Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 3 − 24 Section 4. Arrival Procedures 5 − 4 − 1. Standard Terminal Arrival (STAR) Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 1 5 − 4 − 2. Local Flow Traffic Management Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 3 5 − 4 − 3. Approach Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 4 5 − 4 − 4. Advance Information on Instrument Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 5 5 − 4 − 5. Instrument Approach Procedure (IAP) Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 5 5 − 4 − 6. Approach Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 28 5 − 4 − 7. Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 30 5 − 4 − 8. Special Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 32 5 − 4 − 9. Procedure Turn and Hold − in − lieu of Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 33 5 − 4 − 10. Timed Approaches from a Holding Fix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 36 5 − 4 − 11. Radar Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 38 5 − 4 − 12. Radar Monitoring of Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 39 5 − 4 − 13. Simultaneous Approaches to Parallel Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 40 5 − 4 − 14. Simultaneous Dependent Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 42 5 − 4 − 15. Simultaneous Independent ILS/RNAV/GLS Approaches . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 44 5 − 4 − 16. Simultaneous Close Parallel PRM Approaches and Simultaneous Offset Instrument Approaches (SOIA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 46 5 − 4 − 17. Simultaneous Converging Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 53 5 − 4 − 18. RNP AR (Authorization Required) Instrument Procedures . . . . . . . . . . . . . . . . . . . . 5 − 4 − 53 5 − 4 − 19. Side − step Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 55 5 − 4 − 20. Approach and Landing Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 55 5 − 4 − 21. Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 58 5 − 4 − 22. Use of Enhanced Flight Vision Systems (EFVS) on Instrument Approaches . . . . . . 5 − 4 − 61 5 − 4 − 23. Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 65 5 − 4 − 24. Charted Visual Flight Procedure (CVFP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 66 5 − 4 − 25. Contact Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 66 5 − 4 − 26. Landing Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 67 5 − 4 − 27. Overhead Approach Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 4 − 67 Section 5. Pilot/Controller Roles and Responsibilities 5 − 5 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 1 5 − 5 − 2. Air Traffic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 1 5 − 5 − 3. Contact Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 2 5 − 5 − 4. Instrument Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 2 5 − 5 − 5. Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 3 5 − 5 − 6. Vectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 4 5 − 5 − 7. Safety Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 4 5 − 5 − 8. See and Avoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 5 Table of Contents vii AIM 7/9/26 Paragraph Page 5 − 5 − 9. Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 5 5 − 5 − 10. Traffic Advisories (Traffic Information) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 6 5 − 5 − 11. Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 6 5 − 5 − 12. Visual Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 7 5 − 5 − 13. VFR-on-top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 8 5 − 5 − 14. Instrument Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 8 5 − 5 − 15. Minimum Fuel Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 9 5 − 5 − 16. RNAV and RNP Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 5 − 9 Section 6. National Security and Interception Procedures 5 − 6 − 1. National Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 1 5 − 6 − 2. National Security Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 1 5 − 6 − 3. Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 1 5 − 6 − 4. ADIZ Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 2 5 − 6 − 5. Civil Aircraft Operations To or From U.S. Territorial Airspace . . . . . . . . . . . . . . . . . 5 − 6 − 4 5 − 6 − 6. Civil Aircraft Operations Within U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 4 5 − 6 − 7. Civil Aircraft Operations Transiting U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . 5 − 6 − 5 5 − 6 − 8. Foreign State Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 6 5 − 6 − 9. FAA/TSA Airspace Waivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 8 5 − 6 − 10. TSA Aviation Security Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 8 5 − 6 − 11. FAA Flight Routing Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 8 5 − 6 − 12. Emergency Security Control of Air Traffic (ESCAT) . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 8 5 − 6 − 13. Interception Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 9 5 − 6 − 14. Interception Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 11 5 − 6 − 15. ADIZ Boundaries and Designated Mountainous Areas (See FIG 5 − 6 − 3.) . . . . . . . . . 5 − 6 − 14 5 − 6 − 16. Visual Warning System (VWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 − 6 − 15

Chapter 6. Emergency Procedures

Section 1. General 6 − 1 − 1. Pilot Responsibility and Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 1 − 1 6 − 1 − 2. Emergency Condition − Request Assistance Immediately . . . . . . . . . . . . . . . . . . . . . . 6 − 1 − 1 Section 2. Emergency Services Available to Pilots 6 − 2 − 1. Radar Service for VFR Aircraft in Difficulty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 1 6 − 2 − 2. Transponder Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 1 6 − 2 − 3. Intercept and Escort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 1 6 − 2 − 4. Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 2 6 − 2 − 5. FAA K − 9 Explosives Detection Team Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 4 6 − 2 − 6. Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 2 − 4 Section 3. Distress and Urgency Procedures 6 − 3 − 1. Distress and Urgency Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 1 6 − 3 − 2. Obtaining Emergency Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 1 6 − 3 − 3. Ditching Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 3 6 − 3 − 4. Special Emergency (Air Piracy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 7 6 − 3 − 5. Fuel Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 3 − 8 Table of Contents viii 7/9/26 AIM Section 4. Two‐way Radio Communications Failure Paragraph Page 6 − 4 − 1. Two-way Radio Communications Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 4 − 1 6 − 4 − 2. Transponder Operation During Two-way Communications Failure . . . . . . . . . . . . . . 6 − 4 − 2 6 − 4 − 3. Reestablishing Radio Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 4 − 2 Section 5. Aircraft Rescue and Fire Fighting Communications 6 − 5 − 1. Discrete Emergency Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 5 − 1 6 − 5 − 2. Radio Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 5 − 1 6 − 5 − 3. ARFF Emergency Hand Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 − 5 − 1

Chapter 7. Safety of Flight

Section 1. Meteorology 7 − 1 − 1. National Weather Service Aviation Weather Service Program . . . . . . . . . . . . . . . . . . 7 − 1 − 1 7 − 1 − 2. FAA Weather Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 2 7 − 1 − 3. Use of Aviation Weather Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 3 7 − 1 − 4. Graphical Forecasts for Aviation (GFA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 6 7 − 1 − 5. Preflight Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 8 7 − 1 − 6. Inflight Aviation Weather Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 11 7 − 1 − 7. Categorical Ceiling and Visibility Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 22 7 − 1 − 8. Inflight Weather Advisory Broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 22 7 − 1 − 9. Flight Information Services (FIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 23 7 − 1 − 10. Weather Observing Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 27 7 − 1 − 11. Weather Radar Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 36 7 − 1 − 12. ATC Inflight Weather Avoidance Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 40 7 − 1 − 13. Runway Visual Range (RVR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 42 7 − 1 − 14. Reporting of Cloud Heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 43 7 − 1 − 15. Reporting Prevailing Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 44 7 − 1 − 16. Estimating Intensity of Rain and Ice Pellets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 44 7 − 1 − 17. Estimating Intensity of Snow or Drizzle (Based on Visibility) . . . . . . . . . . . . . . . . . 7 − 1 − 44 7 − 1 − 18. Pilot Weather Reports (PIREPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 44 7 − 1 − 19. PIREPs Relating to Airframe Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 46 7 − 1 − 20. Definitions of Inflight Icing Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 47 7 − 1 − 21. PIREPs Relating to Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 48 7 − 1 − 22. Wind Shear PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 49 7 − 1 − 23. Clear Air Turbulence (CAT) PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 50 7 − 1 − 24. Microbursts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 50 7 − 1 − 25. PIREPs Relating to Volcanic Ash Activity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 61 7 − 1 − 26. Thunderstorms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 62 7 − 1 − 27. Thunderstorm Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 1 − 62 7 − 1 − 28. Key to Aerodrome Forecast (TAF) and Aviation Routine Weather Report (METAR) 7 − 1 − 65 7 − 1 − 29. International Civil Aviation Organization (ICAO) Weather Formats . . . . . . . . . . . . . 7 − 1 − 67 Section 2. Barometric Altimeter Errors and Setting Procedures 7 − 2 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 2 − 1 7 − 2 − 2. Barometric Pressure Altimeter Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 2 − 1 7 − 2 − 3. Altimeter Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 2 − 1 Table of Contents ix AIM 7/9/26 Section 3. Cold Temperature Barometric Altimeter Errors, Setting Procedures and Cold Temperature Airports (CTA) Paragraph Page 7 − 3 − 1. Effect of Cold Temperature on Barometric Altimeters . . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 1 7 − 3 − 2. Pre − Flight Planning for Cold Temperature Altimeter Errors . . . . . . . . . . . . . . . . . . . . 7 − 3 − 1 7 − 3 − 3. Effects of Cold Temperature on Baro − Vertical Navigation (VNAV) Vertical Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 1 7 − 3 − 4. Cold Temperature Airports (CTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 2 7 − 3 − 5. Cold Temperature Airport Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 3 7 − 3 − 6. Examples for Calculating Altitude Corrections on CTAs . . . . . . . . . . . . . . . . . . . . . . . 7 − 3 − 6 Section 4. Wake Turbulence 7 − 4 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 1 7 − 4 − 2. Vortex Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 1 7 − 4 − 3. Vortex Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 1 7 − 4 − 4. Vortex Behavior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 2 7 − 4 − 5. Operations Problem Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 5 7 − 4 − 6. Vortex Avoidance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 6 7 − 4 − 7. Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 6 7 − 4 − 8. Pilot Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 7 7 − 4 − 9. Air Traffic Wake Turbulence Separations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 4 − 8 Section 5. Bird Hazards and Flight Over National Refuges, Parks, and Forests 7 − 5 − 1. Migratory Bird Activity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 1 7 − 5 − 2. Reducing Bird Strike Risks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 1 7 − 5 − 3. Reporting Bird Strikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 1 7 − 5 − 4. Reporting Bird and Other Wildlife Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 1 7 − 5 − 5. Pilot Advisories on Bird and Other Wildlife Hazards . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 5 − 2 7 − 5 − 6. Flights Over Charted U.S. Wildlife Refuges, Parks, and Forest Service Areas . . . . . . 7 − 5 − 2 Section 6. Potential Flight Hazards 7 − 6 − 1. Accident Causal Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 1 7 − 6 − 2. Reporting Radio/Radar Altimeter Anomalies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 1 7 − 6 − 3. VFR in Congested Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 2 7 − 6 − 4. Obstructions To Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 2 7 − 6 − 5. Avoid Flight Beneath Unmanned Balloons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 4 7 − 6 − 6. Unmanned Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 4 7 − 6 − 7. Mountain Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 5 7 − 6 − 8. Use of Runway Half − way Signs at Unimproved Airports . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 7 7 − 6 − 9. Seaplane Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 8 7 − 6 − 10. Flight Operations in Volcanic Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 9 7 − 6 − 11. Emergency Airborne Inspection of Other Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 10 7 − 6 − 12. Precipitation Static . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 11 7 − 6 − 13. Light Amplification by Stimulated Emission of Radiation (Laser) Operations and Reporting Illumination of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 12 7 − 6 − 14. Flying in Flat Light, Brown Out Conditions, and White Out Conditions . . . . . . . . . 7 − 6 − 13 7 − 6 − 15. Operations in Ground Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 15 7 − 6 − 16. Avoid Flight in the Vicinity of Exhaust Plumes (Smoke Stacks and Cooling Towers) 7 − 6 − 16 Table of Contents x 7/9/26 AIM Paragraph Page 7 − 6 − 17. Space Launch and Reentry Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 17 7 − 6 − 18. Automatic Landing Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 6 − 18 Section 7. Safety, Accident, and Hazard Reports 7 − 7 − 1. Aviation Safety Reporting Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 7 − 1 7 − 7 − 2. Aircraft Accident and Incident Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 7 − 1 7 − 7 − 3. Near Midair Collision Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 7 − 3 7 − 7 − 4. Unidentified Anomalous Phenomena (UAP) Reports . . . . . . . . . . . . . . . . . . . . . . . . . 7 − 7 − 3 7 − 7 − 5. Safety Alerts For Operators (SAFO) and Information For Operators (InFO) . . . . . . . 7 − 7 − 4

Chapter 8. Medical Facts for Pilots

Section 1. Fitness for Flight 8 − 1 − 1. Fitness For Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 1 8 − 1 − 2. Effects of Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 3 8 − 1 − 3. Hyperventilation in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 5 8 − 1 − 4. Carbon Monoxide Poisoning in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 5 8 − 1 − 5. Illusions in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 5 8 − 1 − 6. Vision in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 7 8 − 1 − 7. Aerobatic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 8 8 − 1 − 8. Judgment Aspects of Collision Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 − 1 − 9

Chapter 9. Aeronautical Charts and

Related Publications

Section 1. Types of Charts Available 9 − 1 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 1 9 − 1 − 2. Obtaining Aeronautical Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 1 9 − 1 − 3. Safety Alerts, Charting Notices, and Data Product Notices . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 1 9 − 1 − 4. Selected Charts and Products Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 1 9 − 1 − 5. General Description of Each Chart Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 1 9 − 1 − 6. Where and How to Get Charts of Foreign Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 − 1 − 14

Chapter 10. Helicopter Operations

Section 1. Helicopter IFR Operations 10 − 1 − 1. Helicopter Flight Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 1 10 − 1 − 2. Helicopter Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 2 10 − 1 − 3. Helicopter Approach Procedures to VFR Heliports . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 4 10 − 1 − 4. The Gulf of America Grid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 5 10 − 1 − 5. Departure Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 1 − 7 Section 2. Special Operations 10 − 2 − 1. Offshore Helicopter Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 2 − 1 10 − 2 − 2. Helicopter Night VFR Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 2 − 8 10 − 2 − 3. Landing Zone Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 − 2 − 12 10 − 2 − 4. Emergency Medical Service (EMS) Multiple Helicopter Operations . . . . . . . . . . . . 10 − 2 − 18 Table of Contents xi AIM 7/9/26

Chapter 11. Unmanned Aircraft Systems (UAS)

Section 1. General 11 − 1 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 1 − 1 11 − 1 − 2. Access to the National Airspace System (NAS) for UAS Operators . . . . . . . . . . . . . 11 − 1 − 1 Section 2. Small Unmanned Aircraft System (sUAS) 11 − 2 − 1. Part 107 sUAS and Recreational Flyers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 2 − 1 11 − 2 − 2. Registration Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 2 − 1 Section 3. Large UAS (MGOW 55 Pounds or More) 11 − 3 − 1. Large Public UAS Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 3 − 1 11 − 3 − 2. Exemptions Under 49 USC 44807, Special Authority for Certain Unmanned Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 3 − 4 11 − 3 − 3. Emerging Large UAS Civil Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 3 − 5 Section 4. Airspace Access for UAS 11 − 4 − 1. Recreational Flyers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 1 11 − 4 − 2. 14 CFR part 107 and Waivers to 14 CFR part 107 . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 1 11 − 4 − 3. Airspace Access for Public Aircraft Operations (PAOs) . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 2 11 − 4 − 4. 14 CFR part 89 Remote Identification and FAA − Recognized Identification Areas (FRIAs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 3 11 − 4 − 5. Airspace Access for 14 CFR part 135 and 14 CFR part 137 . . . . . . . . . . . . . . . . . . . 11 − 4 − 4 11 − 4 − 6. Airspace Restrictions To Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 6 11 − 4 − 7. UAS Traffic Management (UTM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 4 − 8 Section 5. UAS Pilot Testing, Certification and Responsibilities 11 − 5 − 1. UAS Pilot Certification and Requirements for Part 107 and Recreational Flyers . . . 11 − 5 − 1 11 − 5 − 2. Pilot Certification and Requirements for Public Aircraft Operations (PAOs) . . . . . . 11 − 5 − 3 11 − 5 − 3. Pilot Certification for 14 CFR part 135, Part 137, and Large Civil UAS . . . . . . . . . . 11 − 5 − 3 11 − 5 − 4. Foreign Pilot Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 5 − 3 Section 6. Advanced Air Mobility 11 − 6 − 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 6 − 1 Section 7. UAS Operations on Airports 11 − 7 − 1. UAS Operations on Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 7 − 1 Section 8. Other Information and Best Practices 11 − 8 − 1. Best Practices for UAS Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 1 11 − 8 − 2. UAS Operations and Air Traffic Control (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 1 11 − 8 − 3. Precautions: Flight Over or Near People, Vehicles, Manned Aircraft, and Night Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 1 11 − 8 − 4. Accidents and Incidents: UAS Operator Responsibilities . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 2 11 − 8 − 5. Emergency UAS Authorizations Through Special Government Interest (SGI) Airspace Waivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 3 11 − 8 − 6. Environmental Best Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 3 11 − 8 − 7. Resources for UAS Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 − 8 − 4 Table of Contents xii 7/9/26 AIM Paragraph Page Appendix 1. Bird/Other Wildlife Strike Report . . . . . . . . . . . . . . . . . . Appendix 1 − 1 Appendix 2. Volcanic Activity Reporting Form (VAR) . . . . . . . . . . . . Appendix 2 − 1 Appendix 3. Abbreviations/Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 3 − 1 Appendix 4. FAA Form 7233 − 4 − International Flight Plan . . . . . . . . Appendix 4 − 1 Appendix 5. FAA Form 7233 − 1 − Flight Plan . . . . . . . . . . . . . . . . . . . Appendix 5 − 1 PILOT/CONTROLLER GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . PCG − 1 INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I − 1 Table of Contents xiii 7/9/26 AIM AIM 2/20/25 3. Aircraft departing secondary controlled airports will not receive Class C services until they have been radar identified and two-way communications have been established with the Class C airspace facility.

4. This program is 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. Approach control should be advised and a revised clearance or instruction obtained when compliance with an assigned route, heading and/or altitude is likely to compromise pilot responsibility with respect to terrain and obstruction clearance, vortex exposure, and weather minimums.

g. Class C Airspace Areas by State. These states currently have designated Class C airspace areas that are depicted on sectional charts. Pilots should consult current sectional charts and NOTAMs for the latest information on services available. Pilots should be aware that some Class C airspace underlies or is adjacent to Class B airspace. (See TBL 3 − 2 − 1 .)

TBL 3 − 2 − 1 Class C Airspace Areas by State State/City Airport State/City Airport Palm Beach . . . . . . . . . . President Donald J. Trump Inter - ALABAMA national Birmingham . . . . . . . . . Birmingham − Shuttlesworth International Pensacola . . . . . . . . . . . NAS Pensacola . . . . . . . . . . . International Huntsville . . . . . . . . . . . International − Carl T Jones Fld Sarasota . . . . . . . . . . . . . Bradenton International Mobile . . . . . . . . . . . . . . Regional Tallahassee . . . . . . . . . . Regional ALASKA Whiting . . . . . . . . . . . . . NAS Anchorage . . . . . . . . . . . Ted Stevens International GEORGIA ARIZONA Savannah . . . . . . . . . . . . Hilton Head International Davis − Monthan . . . . . . . AFB HAWAII Tucson . . . . . . . . . . . . . . International Kahului . . . . . . . . . . . . . Kahului ARKANSAS IDAHO Fayetteville (Springdale) Northwest Arkansas Regional Boise . . . . . . . . . . . . . . . Air Terminal Little Rock . . . . . . . . . . Adams Field ILLINOIS CALIFORNIA Champaign . . . . . . . . . . Urbana U of Illinois − Willard Beale . . . . . . . . . . . . . . . AFB Chicago . . . . . . . . . . . . . Midway International Burbank . . . . . . . . . . . . Bob Hope Moline . . . . . . . . . . . . . . Quad City International Fresno . . . . . . . . . . . . . . Yosemite International Monterey . . . . . . . . . . . . Peninsula Peoria . . . . . . . . . . . . . . Greater Peoria Regional Oakland . . . . . . . . . . . . . Metropolitan Oakland Springfield . . . . . . . . . . Abraham Lincoln Capital International INDIANA Ontario . . . . . . . . . . . . . International Evansville . . . . . . . . . . . Regional Riverside . . . . . . . . . . . . March AFB Fort Wayne . . . . . . . . . . International Sacramento . . . . . . . . . . International Indianapolis . . . . . . . . . . International San Jose . . . . . . . . . . . . Norman Y. Mineta International South Bend . . . . . . . . . . Regional Santa Ana . . . . . . . . . . . John Wayne/Orange County IOWA Santa Barbara . . . . . . . . Municipal Cedar Rapids . . . . . . . . . The Eastern Iowa COLORADO Des Moines . . . . . . . . . . International Colorado Springs . . . . . Municipal KANSAS CONNECTICUT Wichita . . . . . . . . . . . . . Mid − Continent Windsor Locks . . . . . . . Bradley International KENTUCKY FLORIDA Lexington . . . . . . . . . . . Blue Grass Daytona Beach . . . . . . . International Louisville . . . . . . . . . . . International − Standiford Field Fort Lauderdale . . . . . . . Hollywood International LOUISIANA Fort Myers . . . . . . . . . . SW Florida Regional Baton Rouge . . . . . . . . . Metropolitan, Ryan Field Jacksonville . . . . . . . . . . International Lafayette . . . . . . . . . . . . Regional Orlando . . . . . . . . . . . . . Sanford International Controlled Airspace 3 − 2 − 7 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 State/City Airport State/City Airport Shreveport . . . . . . . . . . . Barksdale AFB Portland . . . . . . . . . . . . . International Shreveport . . . . . . . . . . . Regional PENNSYLVANIA MAINE Allentown . . . . . . . . . . . Lehigh Valley International Bangor . . . . . . . . . . . . . International PUERTO RICO Portland . . . . . . . . . . . . . International Jetport San Juan . . . . . . . . . . . . Luis Munoz Marin International MICHIGAN RHODE ISLAND Flint . . . . . . . . . . . . . . . . Bishop International Providence . . . . . . . . . . Theodore Francis Green State Grand Rapids . . . . . . . . Gerald R. Ford International SOUTH CAROLINA Lansing . . . . . . . . . . . . . Capital City Charleston . . . . . . . . . . . AFB/International MISSISSIPPI Columbia . . . . . . . . . . . . Metropolitan Columbus . . . . . . . . . . . AFB Greer . . . . . . . . . . . . . . . Greenville − Spartanburg International Jackson . . . . . . . . . . . . . Jackson − Evers International Myrtle Beach . . . . . . . . Myrtle Beach International MISSOURI Shaw . . . . . . . . . . . . . . . AFB Springfield . . . . . . . . . . Springfield − Branson National TENNESSEE MONTANA Chattanooga . . . . . . . . . Lovell Field Billings . . . . . . . . . . . . . Logan International Knoxville . . . . . . . . . . . McGhee Tyson NEBRASKA Nashville . . . . . . . . . . . . International Lincoln . . . . . . . . . . . . . Lincoln TEXAS Omaha . . . . . . . . . . . . . . Eppley Airfield Abilene . . . . . . . . . . . . . Regional Offutt . . . . . . . . . . . . . . . AFB Amarillo . . . . . . . . . . . . Rick Husband International NEVADA Austin . . . . . . . . . . . . . . Austin − Bergstrom International Reno . . . . . . . . . . . . . . . Reno/Tahoe International Corpus Christi . . . . . . . . International NEW HAMPSHIRE Dyess . . . . . . . . . . . . . . AFB Manchester . . . . . . . . . . Manchester El Paso . . . . . . . . . . . . . International NEW JERSEY Harlingen . . . . . . . . . . . Valley International Atlantic City . . . . . . . . . International Laughlin . . . . . . . . . . . . AFB NEW MEXICO Lubbock . . . . . . . . . . . . Preston Smith International Albuquerque . . . . . . . . . International Sunport NEW YORK Midland . . . . . . . . . . . . . International Albany . . . . . . . . . . . . . International San Antonio . . . . . . . . . International Buffalo . . . . . . . . . . . . . Niagara International VERMONT Islip . . . . . . . . . . . . . . . . Long Island MacArthur Burlington . . . . . . . . . . . International Rochester . . . . . . . . . . . Greater Rochester International VIRGIN ISLANDS Syracuse . . . . . . . . . . . . Hancock International St. Thomas . . . . . . . . . . Charlotte Amalie Cyril E. King NORTH CAROLINA VIRGINIA Asheville . . . . . . . . . . . Regional Richmond . . . . . . . . . . . International Regional/Grannis Field Fayetteville . . . . . . . . . .

Norfolk . . . . . . . . . . . . . International Greensboro . . . . . . . . . . Piedmont Triad International Roanoke . . . . . . . . . . . . Regional/Woodrum Field Pope . . . . . . . . . . . . . . . AFB WASHINGTON Raleigh . . . . . . . . . . . . . Raleigh − Durham International Point Roberts . . . . . . . . Vancouver International OHIO Spokane . . . . . . . . . . . . Fairchild AFB Akron . . . . . . . . . . . . . . Akron − Canton Regional Spokane . . . . . . . . . . . . International Columbus . . . . . . . . . . . Port Columbus International Whidbey Island . . . . . . . NAS, Ault Field Dayton . . . . . . . . . . . . . James M. Cox International WEST VIRGINIA Toledo . . . . . . . . . . . . . . Express Charleston . . . . . . . . . . . Yeager OKLAHOMA WISCONSIN Oklahoma City . . . . . . . Will Rogers World Green Bay . . . . . . . . . . . Austin Straubel International Tinker . . . . . . . . . . . . . . AFB Madison . . . . . . . . . . . . Dane County Regional − Traux Tulsa . . . . . . . . . . . . . . . International Field OREGON Milwaukee . . . . . . . . . . General Mitchell International 3 − 2 − 5. Class D Airspace a. Definition. Generally, Class D airspace extends upward from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration Controlled Airspace 3 − 2 − 8 7/9/26 AIM AIM 2/20/25

Section 3. Airport Operations

4 − 3 − 1. General Increased traffic congestion, aircraft in climb and descent attitudes, and pilot preoccupation with cockpit duties are some factors that increase the hazardous accident potential near the airport. The situation is further compounded when the weather is marginal, that is, just meeting VFR requirements. Pilots must be particularly alert when operating in the vicinity of an airport. This section defines some rules, practices, and procedures that pilots should be familiar with and adhere to for safe airport operations.

4 − 3 − 2. Airports with an Operating Control Tower a. When operating at an airport where traffic control is being exercised by a control tower, pilots are required to maintain two − way radio contact with the tower while operating within the Class B, Class C, and Class D surface area unless the tower authorizes otherwise. Initial callup should be made about 15 miles from the airport.

Unless there is a good reason to leave the tower frequency before exiting the Class B, Class C, and Class D surface areas, it is a good operating practice to remain on the tower frequency for the purpose of receiving traffic information. In the interest of reducing tower frequency congestion, pilots are reminded that it is not necessary to request permission to leave the tower frequency once outside of Class B, Class C, and Class D surface areas.

Not all airports with an operating control tower will have Class D airspace. These airports do not have weather reporting which is a requirement for surface based controlled airspace, previously known as a control zone. The controlled airspace over these airports will normally begin at 700 feet or 1,200 feet above ground level and can be determined from the visual aeronautical charts. Pilots are expected to use good operating practices and communicate with the control tower as described in this section.

b. When necessary, the tower controller will issue clearances or other information for aircraft to generally follow the desired flight path (traffic patterns) when flying in Class B, Class C, and Class D surface areas and the proper taxi routes when operating on the ground. If not otherwise authorized or directed by the tower, pilots of fixed − wing aircraft approaching to land must circle the airport to the left. Pilots approaching to land in a helicopter must avoid the flow of fixed − wing traffic. However, in all instances, an appropriate clearance must be received from the tower before landing.

Airport Operations 4 − 3 − 1 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 FIG 4 − 3 − 1 Components of a Traffic Pattern NOTE − This diagram is intended only to illustrate terminology used in identifying various components of a traffic pattern. It should not be used as a reference or guide on how to enter a traffic pattern.

c. The following terminology for the various components of a traffic pattern has been adopted as standard for use by control towers and pilots (See FIG 4 − 3 − 1 ): 1. Departure. The flight path that begins after takeoff and continues straight ahead along the extended runway centerline. The departure climb continues until reaching a point at least 1/2 mile beyond the departure end of the runway and within 300 feet of the traffic pattern altitude.

2. Upwind leg. A flight path that begins after departure and continues straight ahead along the extended runway centerline. Upwind leg is an extension of departure and is used when issuing control instructions for separation, spacing, or sequencing.

3. Crosswind leg. A flight path at right angles to the landing runway off its takeoff end.

4. Downwind leg. A flight path parallel to the landing runway in the opposite direction of landing.

5. Base leg. A flight path at right angles to the landing runway off its approach end and extending from the downwind leg to the intersection of the extended runway centerline.

6. Final approach. A flight path in the direction of landing along the extended runway centerline from the base leg to the runway.

d. Many towers are equipped with a tower radar display. The radar uses are intended to enhance the effectiveness and efficiency of the local control, or tower, position. They are not intended to provide radar services or benefits to pilots except as they may accrue through a more efficient tower operation. The four basic uses are: 1. To determine an aircraft’s exact location. This is accomplished by radar identifying the VFR aircraft through any of the techniques available to a radar position, such as having the aircraft squawk ident . Once identified, the aircraft’s position and spatial relationship to other aircraft can be quickly determined, and standard instructions regarding VFR operation in Class B, Class C, and Class D surface areas will be issued. Once initial Airport Operations 4 − 3 − 2 7/9/26 AIM 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 radar identification of a VFR aircraft has been established and the appropriate instructions have been issued, radar monitoring may be discontinued; the reason being that the local controller’s primary means of surveillance in VFR conditions is visually scanning the airport and local area.

2. To provide radar traffic advisories. Radar traffic advisories may be provided to the extent that the local controller is able to monitor the radar display. Local control has primary control responsibilities to the aircraft operating on the runways, which will normally supersede radar monitoring duties.

3. To provide a direction or suggested heading. The local controller may provide pilots flying VFR with generalized instructions which will facilitate operations; e.g., “PROCEED SOUTHWESTBOUND, ENTER A RIGHT DOWNWIND RUNWAY THREE ZERO,” or provide a suggested heading to establish radar identification or as an advisory aid to navigation; e.g., “SUGGESTED HEADING TWO TWO ZERO, FOR RADAR IDENTIFICATION.” In both cases, the instructions are advisory aids to the pilot flying VFR and are not radar vectors.

NOTE − Pilots have complete discretion regarding acceptance of the suggested headings or directions and have sole responsibility for seeing and avoiding other aircraft.

4. To provide information and instructions to aircraft operating within Class B, Class C, and Class D surface areas. In an example of this situation, the local controller would use the radar to advise a pilot on an extended downwind when to turn base leg.

NOTE − The above tower radar applications are intended to augment the standard functions of the local control position. There is no controller requirement to maintain constant radar identification. In fact, such a requirement could compromise the local controller’s ability to visually scan the airport and local area to meet FAA responsibilities to the aircraft operating on the runways and within the Class B, Class C, and Class D surface areas. Normally, pilots will not be advised of being in radar contact since that continued status cannot be guaranteed and since the purpose of the radar identification is not to establish a link for the provision of radar services.

e. A few of the radar equipped towers are authorized to use the radar to ensure separation between aircraft in specific situations, while still others may function as limited radar approach controls. The various radar uses are strictly a function of FAA operational need. The facilities may be indistinguishable to pilots since they are all referred to as tower and no publication lists the degree of radar use. Therefore, when in communication with a tower controller who may have radar available, do not assume that constant radar monitoring and complete ATC radar services are being provided .

4 − 3 − 3. Traffic Patterns a. It is recommended that aircraft enter the airport traffic pattern at one of the following altitudes listed below.

These altitudes should be maintained unless another traffic pattern altitude is published in the Chart Supplement or unless otherwise required by the applicable distance from cloud criteria (14 CFR section 91.155). (See FIG 4 − 3 − 2 and FIG 4 − 3 − 3 ): 1. Propeller − driven aircraft enter the traffic pattern at 1,000 feet above ground level (AGL).

2. Large and turbine − powered aircraft enter the traffic pattern at an altitude of not less than 1,500 feet AGL or 500 feet above the established pattern altitude.

3. Helicopters operating in the traffic pattern may fly a pattern similar to the fixed − wing aircraft pattern, but at a lower altitude (500 AGL) and closer to the runway. This pattern may be on the opposite side of the runway from fixed − wing traffic when airspeed requires or for practice power − off landings (autorotation) and if local policy permits. Landings not to the runway must avoid the flow of fixed wing traffic.

b. A pilot may vary the size of the traffic pattern depending on the aircraft’s performance characteristics. Pilots of en route aircraft should be constantly alert for aircraft in traffic patterns and avoid these areas whenever possible.

Airport Operations 4 − 3 − 3 AIM 2/20/25 c. Unless otherwise indicated, all turns in the traffic pattern must be made to the left, except for helicopters, as applicable.

d. On Sectional, Aeronautical, and VFR Terminal Area Charts, right traffic patterns are indicated at public − use and joint − use airports with the abbreviation “RP” (for Right Pattern), followed by the appropriate runway number(s) at the bottom of the airport data block.

EXAMPLE − RP 9, 18, 22R NOTE − 1. Pilots are encouraged to use the standard traffic pattern. However, those pilots who choose to execute a straight − in approach, maneuvering for and execution of the approach should not disrupt the flow of arriving and departing traffic.

Likewise, pilots operating in the traffic pattern should be alert at all times for aircraft executing straight − in approaches.

REFERENCE − AC 90 − 66, Non − Towered Airport Flight Operations.

2. *RP indicates special conditions exist and refers pilots to the Chart Supplement.

3. Right traffic patterns are not shown at airports with full − time control towers.

e. Wind conditions affect all airplanes in varying degrees. Figure 4-3-4 is an example of a chart used to determine the headwind, crosswind, and tailwind components based on wind direction and velocity relative to the runway. Pilots should refer to similar information provided by the aircraft manufacturer when determining these wind components.

Airport Operations 4 − 3 − 4 7/9/26 AIM AIM 2/20/25 FIG 4 − 3 − 2 Traffic Pattern Operations Single Runway EXAMPLE − Key to traffic pattern operations 1. Enter pattern in level flight, abeam the midpoint of the runway, at pattern altitude.

2. Maintain pattern altitude until abeam approach end of the landing runway on downwind leg.

3. Complete turn to final at least / mile from the runway.

4. Continue straight ahead until beyond departure end of runway.

5. If remaining in the traffic pattern, commence turn to crosswind leg beyond the departure end of the runway within 300 feet of pattern altitude.

6. If departing the traffic pattern, continue straight out, or exit with a 45 degree turn (to the left when in a left − hand traffic pattern; to the right when in a right − hand traffic pattern) beyond the departure end of the runway, after reaching pattern altitude.

Airport Operations 4 − 3 − 5 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 FIG 4 − 3 − 3 Traffic Pattern Operations Parallel Runways EXAMPLE − Key to traffic pattern operations 1. Enter pattern in level flight, abeam the midpoint of the runway, at pattern altitude.

2. Maintain pattern altitude until abeam approach end of the landing runway on downwind leg.

3. Complete turn to final at least / mile from the runway.

4. Continue straight ahead until beyond departure end of runway.

5. If remaining in the traffic pattern, commence turn to crosswind leg beyond the departure end of the runway within 300 feet of pattern altitude.

6. If departing the traffic pattern, continue straight out, or exit with a 45 degree turn (to the left when in a left − hand traffic pattern; to the right when in a right − hand traffic pattern) beyond the departure end of the runway, after reaching pattern altitude.

Airport Operations 4 − 3 − 6 7/9/26 AIM AIM 2/20/25 7. Do not overshoot final or continue on a track which will penetrate the final approach of the parallel runway.

8. Do not continue on a track which will penetrate the departure path of the parallel runway.

FIG 4 − 3 − 4 Headwind/Tailwind/Crosswind Component Calculator 4 − 3 − 4. Visual Indicators at Airports Without an Operating Control Tower a. At those airports without an operating control tower, a segmented circle visual indicator system, if installed, is designed to provide traffic pattern information.

REFERENCE − AIM, Para 4 − 1 − 9 , Traffic Advisory Practices at Airports Without Operating Control Towers.

b. The segmented circle system consists of the following components: Airport Operations 4 − 3 − 7 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 1. The segmented circle. Located in a position affording maximum visibility to pilots in the air and on the ground and providing a centralized location for other elements of the system.

2. The wind direction indicator. A wind cone, wind sock, or wind tee installed near the operational runway to indicate wind direction. The large end of the wind cone/wind sock points into the wind as does the large end (cross bar) of the wind tee. In lieu of a tetrahedron and where a wind sock or wind cone is collocated with a wind tee, the wind tee may be manually aligned with the runway in use to indicate landing direction. These signaling devices may be located in the center of the segmented circle and may be lighted for night use. Pilots are cautioned against using a tetrahedron to indicate wind direction.

3. The landing direction indicator. A tetrahedron is installed when conditions at the airport warrant its use. It may be used to indicate the direction of landings and takeoffs. A tetrahedron may be located at the center of a segmented circle and may be lighted for night operations. The small end of the tetrahedron points in the direction of landing. Pilots are cautioned against using a tetrahedron for any purpose other than as an indicator of landing direction. Further, pilots should use extreme caution when making runway selection by use of a tetrahedron in very light or calm wind conditions as the tetrahedron may not be aligned with the designated calm − wind runway. At airports with control towers, the tetrahedron should only be referenced when the control tower is not in operation. Tower instructions supersede tetrahedron indications.

4. Landing strip indicators. Installed in pairs as shown in the segmented circle diagram and used to show the alignment of landing strips.

5. Traffic pattern indicators. Arranged in pairs in conjunction with landing strip indicators and used to indicate the direction of turns when there is a variation from the normal left traffic pattern. (If there is no segmented circle installed at the airport, traffic pattern indicators may be installed on or near the end of the runway.)

c. Preparatory to landing at an airport without a control tower, or when the control tower is not in operation, pilots should concern themselves with the indicator for the approach end of the runway to be used. When approaching for landing, all turns must be made to the left unless a traffic pattern indicator indicates that turns should be made to the right. If the pilot will mentally enlarge the indicator for the runway to be used, the base and final approach legs of the traffic pattern to be flown immediately become apparent. Similar treatment of the indicator at the departure end of the runway will clearly indicate the direction of turn after takeoff.

d. When two or more aircraft are approaching an airport for the purpose of landing, the pilot of the aircraft at the lower altitude has the right − of − way over the pilot of the aircraft at the higher altitude. However, the pilot operating at the lower altitude should not take advantage of another aircraft, which is on final approach to land, by cutting in front of, or overtaking that aircraft.

4 − 3 − 5. Unexpected Maneuvers in the Airport Traffic Pattern There have been several incidents in the vicinity of controlled airports that were caused primarily by aircraft executing unexpected maneuvers. ATC service is based upon observed or known traffic and airport conditions.

Controllers establish the sequence of arriving and departing aircraft by requiring them to adjust flight as necessary to achieve proper spacing. These adjustments can only be based on observed traffic, accurate pilot reports, and anticipated aircraft maneuvers. Pilots are expected to cooperate so as to preclude disrupting traffic flows or creating conflicting patterns. The pilot − in − command of an aircraft is directly responsible for and is the final authority as to the operation of the aircraft. On occasion it may be necessary for pilots to maneuver their aircraft to maintain spacing with the traffic they have been sequenced to follow. The controller can anticipate minor maneuvering such as shallow “S” turns. The controller cannot, however, anticipate a major maneuver such as a 360 degree turn. If a pilot makes a 360 degree turn after obtaining a landing sequence, the result is usually a gap in the landing interval and, more importantly, it causes a chain reaction which may result in a conflict with following traffic and an interruption of the sequence established by the tower or approach controller. Should a pilot decide to make maneuvering turns to maintain spacing behind a preceding aircraft, the pilot should always advise the controller if at all possible. Except when requested by the controller or in emergency situations, a 360 Airport Operations 4 − 3 − 8 7/9/26 AIM AIM 2/20/25 degree turn should never be executed in the traffic pattern or when receiving radar service without first advising the controller.

4 − 3 − 6. Use of Runways/Declared Distances a. Runways are identified by numbers that indicate the nearest 10 − degree increment of the azimuth of the runway centerline. For example, where the magnetic azimuth is 183 degrees, the runway designation would be 18; for a magnetic azimuth of 87 degrees, the runway designation would be 9. For a magnetic azimuth ending in the number 5, such as 185, the runway designation could be either 18 or 19. Wind direction issued by the tower is also magnetic and wind velocity is in knots.

NOTE − 1. At airports with multiple parallel runways whose magnetic azimuths are identical, each runway number will be supplemented by a letter and shown from left to right when viewed from the direction of approach.

2. When multiple parallel runways at the same airport are separated by a large distance, such as by a central terminal or several terminals, the runways may be designated as non − parallel runways to avoid pilot confusion.

REFERENCE − AC 150/5340 − 1, Standards for Airport Markings, Para 2.3.5, Characteristics.

b. Airport proprietors are responsible for taking the lead in local aviation noise control. Accordingly, they may propose specific noise abatement plans to the FAA. If approved, these plans are applied in the form of Formal or Informal Runway Use Programs for noise abatement purposes.

REFERENCE − Pilot/Controller Glossary Term − Runway Use Program.

1. ATC will assign the runway/s most nearly aligned with the wind when 5 knots or more, or the “calm wind” runway when less than 5 knots unless: (a) Use of another runway is operationally advantageous, or (b) A Runway Use Program is in effect.

NOTE − Tailwind and crosswind considerations take precedence over delay/capacity considerations, and noise abatement operations/procedures.

REFERENCE − FAA Order JO 7110.65, Para 3 − 5 − 1, Selection.

c. If a pilot prefers to use a runway different from that specified, the pilot is expected to advise ATC. ATC may honor such requests as soon as is operationally practicable. ATC will advise pilots when the requested runway is noise sensitive. When use of a runway other than the one assigned is requested, pilot cooperation is encouraged to preclude disruption of traffic flows or the creation of conflicting patterns.

REFERENCE − FAA Order JO 7110.65, Para 3 − 5 − 1, Selection.

d. Declared Distances.

1. Declared distances for a runway represent the maximum distances available and suitable for meeting takeoff and landing distance performance requirements. These distances are determined in accordance with FAA runway design standards by adding to the physical length of paved runway any clearway or stopway and subtracting from that sum any lengths necessary to obtain the standard runway safety areas, runway object free areas, or runway protection zones. As a result of these additions and subtractions, the declared distances for a runway may be more or less than the physical length of the runway as depicted on aeronautical charts and related publications, or available in electronic navigation databases provided by either the U.S. Government or commercial companies.

2. All 14 CFR part 139 airports report declared distances for each runway. Other airports may also report declared distances for a runway if necessary to meet runway design standards or to indicate the presence of a clearway or stopway. Where reported, declared distances for each runway end are published in the Chart Airport Operations 4 − 3 − 9 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 Supplement. For runways without published declared distances, the declared distances may be assumed to be equal to the physical length of the runway unless there is a displaced landing threshold, in which case the Landing Distance Available (LDA) is shortened by the amount of the threshold displacement.

NOTE − A symbol is shown on U.S. Government charts to indicate that runway declared distance information is available (See appropriate Chart Supplement, Chart Supplement Alaska or Pacific).

(a) The FAA uses the following definitions for runway declared distances (See FIG 4 − 3 − 5 ): REFERENCE − Pilot/Controller Glossary Terms: “Accelerate − Stop Distance Available,” “Landing Distance Available,” “Takeoff Distance Available,” “Takeoff Run Available,” ” Stopway,” and “Clearway.” (1) Takeoff Run Available (TORA) – The runway length declared available and suitable for the ground run of an airplane taking off.

The TORA is typically the physical length of the runway, but it may be shorter than the runway length if necessary to satisfy runway design standards. For example, the TORA may be shorter than the runway length if a portion of the runway must be used to satisfy runway protection zone requirements.

(2) Takeoff Distance Available (TODA) – The takeoff run available plus the length of any remaining runway or clearway beyond the far end of the takeoff run available.

The TODA is the distance declared available for satisfying takeoff distance requirements for airplanes where the certification and operating rules and available performance data allow for the consideration of a clearway in takeoff performance computations.

NOTE − The length of any available clearway will be included in the TODA published in the entry for that runway end within the Chart Supplement.

(3) Accelerate − Stop Distance Available (ASDA) – The runway plus stopway length declared available and suitable for the acceleration and deceleration of an airplane aborting a takeoff.

The ASDA may be longer than the physical length of the runway when a stopway has been designated available by the airport operator, or it may be shorter than the physical length of the runway if necessary to use a portion of the runway to satisfy runway design standards; for example, where the airport operator uses a portion of the runway to achieve the runway safety area requirement. ASDA is the distance used to satisfy the airplane accelerate − stop distance performance requirements where the certification and operating rules require accelerate − stop distance computations.

NOTE − The length of any available stopway will be included in the ASDA published in the entry for that runway end within the Chart Supplement.

(4) Landing Distance Available (LDA) − The runway length declared available and suitable for a landing airplane.

The LDA may be less than the physical length of the runway or the length of the runway remaining beyond a displaced threshold if necessary to satisfy runway design standards;for example, where the airport operator uses a portion of the runway to achieve the runway safety area requirement.

Although some runway elements (such as stopway length and clearway length) may be available information, pilots must use the declared distances determined by the airport operator and not attempt to independently calculate declared distances by adding those elements to the reported physical length of the runway.

(b) The airplane operating rules and/or the airplane operating limitations establish minimum distance requirements for takeoff and landing and are based on performance data supplied in the Airplane Flight Manual or Pilot’s Operating Handbook. The minimum distances required for takeoff and landing obtained either in planning prior to takeoff or in performance assessments conducted at the time of landing must fall within the applicable declared distances before the pilot can accept that runway for takeoff or landing.

Airport Operations 4 − 3 − 10 7/9/26 AIM AIM 2/20/25 (c) Runway design standards may impose restrictions on the amount of runway available for use in takeoff and landing that are not apparent from the reported physical length of the runway or from runway markings and lighting. The runway elements of Runway Safety Area (RSA), Runway Object Free Area (ROFA), and Runway Protection Zone (RPZ) may reduce a runway’s declared distances to less than the physical length of the runway at geographically constrained airports (See FIG 4 − 3 − 6 ). When considering the amount of runway available for use in takeoff or landing performance calculations, the declared distances published for a runway must always be used in lieu of the runway’s physical length.

REFERENCE − AC 150/5300 − 13, Airport Design.

(d) While some runway elements associated with declared distances may be identifiable through runway markings or lighting (for example, a displaced threshold or a stopway), the individual declared distance limits are not marked or otherwise identified on the runway. An aircraft is not prohibited from operating beyond a declared distance limit during the takeoff, landing, or taxi operation provided the runway surface is appropriately marked as usable runway (See FIG 4 − 3 − 6 ). The following examples clarify the intent of this paragraph.

REFERENCE − AIM, Para 2 − 3 − 3 , Runway Markings.

AC 150/5340 − 1, Standards for Airport Markings.

EXAMPLE − 1. The declared LDA for runway 9 must be used when showing compliance with the landing distance requirements of the applicable airplane operating rules and/or airplane operating limitations or when making a before landing performance assessment. The LDA is less than the physical runway length, not only because of the displaced threshold, but also because of the subtractions necessary to meet the RSA beyond the far end of the runway. However, during the actual landing operation, it is permissible for the airplane to roll beyond the unmarked end of the LDA.

2. The declared ASDA for runway 9 must be used when showing compliance with the accelerate − stop distance requirements of the applicable airplane operating rules and/or airplane operating limitations. The ASDA is less than the physical length of the runway due to subtractions necessary to achieve the full RSA requirement. However, in the event of an aborted takeoff, it is permissible for the airplane to roll beyond the unmarked end of the ASDA as it is brought to a full − stop on the remaining usable runway.

Airport Operations 4 − 3 − 11 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 FIG 4 − 3 − 5 Declared Distances with Full − Standard Runway Safety Areas, Runway Object Free Areas, and Runway Protection Zones Airport Operations 4 − 3 − 12 7/9/26 AIM AIM 2/20/25 FIG 4 − 3 − 6 Effects of a Geographical Constraint on a Runway’s Declared Distances NOTE − A runway’s RSA begins a set distance prior to the threshold and will extend a set distance beyond the end of the runway depending on the runway’s design criteria. If these required lengths cannot be achieved, the ASDA and/or LDA will be reduced as necessary to obtain the required lengths to the extent practicable.

4 − 3 − 7. Low Level Wind Shear/Microburst Detection Systems Low Level Wind Shear Alert System (LLWAS), Terminal Doppler Weather Radar (TDWR), Weather Systems Processor (WSP), and Integrated Terminal Weather System (ITWS) display information on hazardous wind shear and microburst activity in the vicinity of an airport to air traffic controllers who relay this information to pilots.

a. LLWAS provides wind shear alert and gust front information but does not provide microburst alerts. The LLWAS is designed to detect low level wind shear conditions around the periphery of an airport. It does not detect wind shear beyond that limitation. Controllers will provide this information to pilots by giving the pilot the airport wind followed by the boundary wind.

Airport Operations 4 − 3 − 13 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 EXAMPLE − Wind shear alert, airport wind 230 at 8, south boundary wind 170 at 20.

b. LLWAS “network expansion,” (LLWAS NE) and LLWAS Relocation/Sustainment (LLWAS − RS) are systems integrated with TDWR. These systems provide the capability of detecting microburst alerts and wind shear alerts. Controllers will issue the appropriate wind shear alerts or microburst alerts. In some of these systems controllers also have the ability to issue wind information oriented to the threshold or departure end of the runway.

EXAMPLE − Runway 17 arrival microburst alert, 40 knot loss 3 mile final.

REFERENCE − AIM, Para 7 − 1 − 24 , Microbursts.

c. More advanced systems are in the field or being developed such as ITWS. ITWS provides alerts for microbursts, wind shear, and significant thunderstorm activity. ITWS displays wind information oriented to the threshold or departure end of the runway.

d. The WSP provides weather processor enhancements to selected Airport Surveillance Radar (ASR) − 9 facilities. The WSP provides Air Traffic with detection and alerting of hazardous weather such as wind shear, microbursts, and significant thunderstorm activity. The WSP displays terminal area 6 level weather, storm cell locations and movement, as well as the location and predicted future position and intensity of wind shifts that may affect airport operations. Controllers will receive and issue alerts based on Areas Noted for Attention (ARENA). An ARENA extends on the runway center line from a 3 mile final to the runway to a 2 mile departure.

e. An airport equipped with the LLWAS, ITWS, or WSP is so indicated in the Chart Supplement under Weather Data Sources for that particular airport.

4 − 3 − 8. Braking Action Reports and Advisories a. When available, ATC furnishes pilots the quality of braking action received from pilots. The quality of braking action is described by the terms “good,” “good to medium,” “medium,” “medium to poor,” “poor,” and “nil.” When pilots report the quality of braking action by using the terms noted above, they should use descriptive terms that are easily understood, such as, “braking action poor the first/last half of the runway,” together with the particular type of aircraft.

b. FICON NOTAMs will provide contaminant measurements for paved runways; however, a FICON NOTAM for braking action will only be used for non − paved runway surfaces, taxiways, and aprons. These NOTAMs are classified according to the most critical term (“good to medium,” “medium,” “medium to poor,” and “poor”).

1. FICON NOTAM reporting of a braking condition for paved runway surfaces is not permissible by Federally Obligated Airports or those airports certificated under 14 CFR part 139.

2. A “NIL” braking condition at these airports must be mitigated by closure of the affected surface. Do not include the type of vehicle in the FICON NOTAM.

c. When tower controllers receive runway braking action reports which include the terms medium, poor, or nil, or whenever weather conditions are conducive to deteriorating or rapidly changing runway braking conditions, the tower will include on the ATIS broadcast the statement, “BRAKING ACTION ADVISORIES ARE IN EFFECT.” d. During the time that braking action advisories are in effect, ATC will issue the most recent braking action report for the runway in use to each arriving and departing aircraft. Pilots should be prepared for deteriorating braking conditions and should request current runway condition information if not issued by controllers. Pilots should also be prepared to provide a descriptive runway condition report to controllers after landing.

4 − 3 − 9. Runway Condition Reports a. Aircraft braking coefficient is dependent upon the surface friction between the tires on the aircraft wheels and the pavement surface. Less friction means less aircraft braking coefficient and less aircraft braking response.

Airport Operations 4 − 3 − 14 7/9/26 AIM AIM 2/20/25 b. Runway condition code (RwyCC) values range from 1 (poor) to 6 (dry). For frozen contaminants on runway surfaces, a runway condition code reading of 4 indicates the level when braking deceleration or directional control is between good and medium.

NOTE − A RwyCC of “0” is used to delineate a braking action report of NIL and is prohibited from being reported in a FICON NOTAM.

c. Airport management should conduct runway condition assessments on wet runways or runways covered with compacted snow and/or ice.

1. Numerical readings may be obtained by using the Runway Condition Assessment Matrix (RCAM). The RCAM provides the airport operator with data to complete the report that includes the following: (a) Runway(s) in use (b) Time of the assessment (c) Runway condition codes for each zone (touchdown, mid − point, roll − out) (d) Pilot − reported braking action report (if available) (e) The contaminant (for example, wet snow, dry snow, slush, ice, etc.)

2. Assessments for each zone (see 4 − 3 − 9c1(c)) will be issued in the direction of takeoff and landing on the runway, ranging from “1” to “6” to describe contaminated surfaces.

NOTE − A RwyCC of “0” is used to delineate a braking action report of NIL and is prohibited from being reported in a FICON NOTAM.

3. When any 1 or more runway condition codes are reported as less than 6, airport management must notify ATC for dissemination to pilots.

4. Controllers will not issue runway condition codes when all 3 segments of a runway are reporting values of 6.

d. When runway condition code reports are provided by airport management, the ATC facility providing approach control or local airport advisory must provide the report to all pilots.

e. Pilots should use runway condition code information with other knowledge including aircraft performance characteristics, type, and weight, previous experience, wind conditions, and aircraft tire type (such as bias ply vs. radial constructed) to determine runway suitability.

f. The Runway Condition Assessment Matrix identifies the descriptive terms “good,” “good to medium,” “medium,” “medium to poor,” “poor,” and “nil” used in braking action reports.

REFERENCE − Advisory Circular AC 91 − 79, Mitigating the Risks of a Runway Overrun Upon Landing, Appendix 1.

Airport Operations 4 − 3 − 15 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 FIG 4 − 3 − 7 Runway Condition Assessment Matrix (RCAM) 4 − 3 − 10. Intersection Takeoffs a. In order to enhance airport capacities, reduce taxiing distances, minimize departure delays, and provide for more efficient movement of air traffic, controllers may initiate intersection takeoffs as well as approve them when the pilot requests. If for ANY reason a pilot prefers to use a different intersection or the full length of the runway or desires to obtain the distance between the intersection and the runway end, THE PILOT IS EXPECTED TO INFORM ATC ACCORDINGLY.

Airport Operations 4 − 3 − 16 7/9/26 AIM AIM 2/20/25 b. Pilots are expected to assess the suitability of an intersection for use at takeoff during their preflight planning. They must consider the resultant length reduction to the published runway length and to the published declared distances from the intersection intended to be used for takeoff. The minimum runway required for takeoff must fall within the reduced runway length and the reduced declared distances before the intersection can be accepted for takeoff.

REFERENCE − AIM, Para 4 − 3 − 6 , Use of Runways/Declared Distances.

c. Controllers will issue the measured distance from the intersection to the runway end rounded “down” to the nearest 50 feet to any pilot who requests and to all military aircraft, unless use of the intersection is covered in appropriate directives. Controllers, however, will not be able to inform pilots of the distance from the intersection to the end of any of the published declared distances.

REFERENCE − FAA Order JO 7110.65, Para 3 − 7 − 1, Ground Traffic Movement.

d. An aircraft is expected to taxi to (but not onto) the end of the assigned runway unless prior approval for an intersection departure is received from ground control.

e. Pilots should state their position on the airport when calling the tower for takeoff from a runway intersection.

EXAMPLE − Cleveland Tower, Apache Three Seven Two Two Papa, at the intersection of taxiway Oscar and runway two three right, ready for departure.

f. Controllers are required to separate small aircraft that are departing from an intersection on the same runway (same or opposite direction) behind a large nonheavy aircraft (except B757), by ensuring that at least a 3 − minute interval exists between the time the preceding large aircraft has taken off and the succeeding small aircraft begins takeoff roll. The 3 − minute separation requirement will also be applied to small aircraft with a maximum certificated takeoff weight of 12,500 pounds or less departing behind a small aircraft with a maximum certificated takeoff weight of more than 12,500 pounds. To inform the pilot of the required 3 − minute hold, the controller will state, “Hold for wake turbulence.” If after considering wake turbulence hazards, the pilot feels that a lesser time interval is appropriate, the pilot may request a waiver to the 3 − minute interval. To initiate such a request, simply say “Request waiver to 3 − minute interval” or a similar statement. Controllers may then issue a takeoff clearance if other traffic permits, since the pilot has accepted the responsibility for wake turbulence separation.

g. The 3 − minute interval is not required when the intersection is 500 feet or less from the departure point of the preceding aircraft and both aircraft are taking off in the same direction. Controllers may permit the small aircraft to alter course after takeoff to avoid the flight path of the preceding departure.

h. A 4 − minute interval is mandatory for small, large, and heavy aircraft behind a super aircraft. The 3 − minute interval is mandatory behind a heavy aircraft in all cases, and for small aircraft behind a B757.

4 − 3 − 11. Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO) a. LAHSO is an acronym for “Land and Hold Short Operations.” These operations include landing and holding short of an intersecting runway, an intersecting taxiway, or some other designated point on a runway other than an intersecting runway or taxiway. (See FIG 4 − 3 − 8 , FIG 4 − 3 − 9 , FIG 4 − 3 − 10 .)

b. Pilot Responsibilities and Basic Procedures.

1. LAHSO is an air traffic control procedure that requires pilot participation to balance the needs for increased airport capacity and system efficiency, consistent with safety. This procedure can be done safely provided pilots and controllers are knowledgeable and understand their responsibilities. The following paragraphs outline specific pilot/operator responsibilities when conducting LAHSO.

2. At controlled airports, air traffic may clear a pilot to land and hold short. Pilots may accept such a clearance provided that the pilot − in − command determines that the aircraft can safely land and stop within the Airport Operations 4 − 3 − 17 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 Available Landing Distance (ALD). ALD data are published in the Chart Supplement and in the U.S. Terminal Procedures Publications. Controllers will also provide ALD data upon request. Student pilots or pilots not familiar with LAHSO should not participate in the program.

3. The pilot − in − command has the final authority to accept or decline any land and hold short clearance. The safety and operation of the aircraft remain the responsibility of the pilot. Pilots are expected to decline a LAHSO clearance if they determine it will compromise safety.

4. To conduct LAHSO, pilots should become familiar with all available information concerning LAHSO at their destination airport. Pilots should have, readily available, the published ALD and runway slope information for all LAHSO runway combinations at each airport of intended landing. Additionally, knowledge about landing performance data permits the pilot to readily determine that the ALD for the assigned runway is sufficient for safe LAHSO. As part of a pilot’s preflight planning process, pilots should determine if their destination airport has LAHSO. If so, their preflight planning process should include an assessment of which LAHSO combinations would work for them given their aircraft’s required landing distance. Good pilot decision making is knowing in advance whether one can accept a LAHSO clearance if offered.

FIG 4 − 3 − 8 Land and Hold Short of an Intersecting Runway EXAMPLE − FIG 4 − 3 − 10 − holding short at a designated point may be required to avoid conflicts with the runway safety area/flight path of a nearby runway.

NOTE − Each figure shows the approximate location of LAHSO markings, signage, and in − pavement lighting when installed.

REFERENCE − AIM, Chapter 2, Aeronautical Lighting and Other Airport Visual Aids.

Airport Operations 4 − 3 − 18 7/9/26 AIM AIM 2/20/25 FIG 4 − 3 − 9 Land and Hold Short of an Intersecting Taxiway FIG 4 − 3 − 10 Land and Hold Short of a Designated Point on a Runway Other Than an Intersecting Runway or Taxiway 5. If, for any reason, such as difficulty in discerning the location of a LAHSO intersection, wind conditions, aircraft condition, etc., the pilot elects to request to land on the full length of the runway, to land on another runway, or to decline LAHSO, a pilot is expected to promptly inform air traffic, ideally even before the clearance is issued. A LAHSO clearance, once accepted, must be adhered to, just as any other ATC clearance, unless an amended clearance is obtained or an emergency occurs. A LAHSO clearance does not preclude a rejected landing.

6. A pilot who accepts a LAHSO clearance should land and exit the runway at the first convenient taxiway (unless directed otherwise) before reaching the hold short point. Otherwise, the pilot must stop and hold at the hold short point. If a rejected landing becomes necessary after accepting a LAHSO clearance, the pilot should maintain safe separation from other aircraft or vehicles, and should promptly notify the controller.

7. Controllers need a full read back of all LAHSO clearances. Pilots should read back their LAHSO clearance and include the words, “HOLD SHORT OF (RUNWAY/TAXIWAY/OR POINT)” in their Airport Operations 4 − 3 − 19 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 acknowledgment of all LAHSO clearances. In order to reduce frequency congestion, pilots are encouraged to read back the LAHSO clearance without prompting. Don’t make the controller have to ask for a read back!

c. LAHSO Situational Awareness 1. Situational awareness is vital to the success of LAHSO. Situational awareness starts with having current airport information in the cockpit, readily accessible to the pilot. (An airport diagram assists pilots in identifying their location on the airport, thus reducing requests for “progressive taxi instructions” from controllers.)

2. Situational awareness includes effective pilot − controller radio communication. ATC expects pilots to specifically acknowledge and read back all LAHSO clearances as follows: EXAMPLE − ATC: “(Aircraft ID) cleared to land runway six right, hold short of taxiway bravo for crossing traffic (type aircraft).” Aircraft: “(Aircraft ID), wilco, cleared to land runway six right to hold short of taxiway bravo.” ATC: “(Aircraft ID) cross runway six right at taxiway bravo, landing aircraft will hold short.” Aircraft: “(Aircraft ID), wilco, cross runway six right at bravo, landing traffic (type aircraft) to hold.” 3. For those airplanes flown with two crewmembers, effective intra − cockpit communication between cockpit crewmembers is also critical. There have been several instances where the pilot working the radios accepted a LAHSO clearance but then simply forgot to tell the pilot flying the aircraft.

4. Situational awareness also includes a thorough understanding of the airport markings, signage, and lighting associated with LAHSO. These visual aids consist of a three − part system of yellow hold − short markings, red and white signage and, in certain cases, in − pavement lighting. Visual aids assist the pilot in determining where to hold short. FIG 4 − 3 − 8 , FIG 4 − 3 − 9 , FIG 4 − 3 − 10 depict how these markings, signage, and lighting combinations will appear once installed. Pilots are cautioned that not all airports conducting LAHSO have installed any or all of the above markings, signage, or lighting.

5. Pilots should only receive a LAHSO clearance when there is a minimum ceiling of 1,000 feet and 3 statute miles visibility. The intent of having “basic” VFR weather conditions is to allow pilots to maintain visual contact with other aircraft and ground vehicle operations. Pilots should consider the effects of prevailing inflight visibility (such as landing into the sun) and how it may affect overall situational awareness. Additionally, surface vehicles and aircraft being taxied by maintenance personnel may also be participating in LAHSO, especially in those operations that involve crossing an active runway.

4 − 3 − 12. Low Approach a. A low approach (sometimes referred to as a low pass) is the go − around maneuver following an approach.

Instead of landing or making a touch − and − go, a pilot may wish to go around (low approach) in order to expedite a particular operation (a series of practice instrument approaches is an example of such an operation). Unless otherwise authorized by ATC, the low approach should be made straight ahead, with no turns or climb made until the pilot has made a thorough visual check for other aircraft in the area.

b. When operating within a Class B, Class C, and Class D surface area, a pilot intending to make a low approach should contact the tower for approval. This request should be made prior to starting the final approach.

c. When operating to an airport, not within a Class B, Class C, and Class D surface area, a pilot intending to make a low approach should, prior to leaving the final approach fix inbound (nonprecision approach) or the outer marker or fix used in lieu of the outer marker inbound (precision approach), so advise the FSS, UNICOM, or make a broadcast as appropriate.

REFERENCE − AIM, Para 4 − 1 − 9 , Traffic Advisory Practices at Airports Without Operating Control Towers.

4 − 3 − 13. Traffic Control Light Signals a. The following procedures are used by ATCTs in the control of aircraft, ground vehicles, equipment, and personnel not equipped with radio. These same procedures will be used to control aircraft, ground vehicles, Airport Operations 4 − 3 − 20 7/9/26 AIM AIM 2/20/25 equipment, and personnel equipped with radio if radio contact cannot be established. ATC personnel use a directive traffic control signal which emits an intense narrow light beam of a selected color (either red, white, or green) when controlling traffic by light signals.

b. Although the traffic signal light offers the advantage that some control may be exercised over nonradio equipped aircraft, pilots should be cognizant of the disadvantages which are: 1. Pilots may not be looking at the control tower at the time a signal is directed toward their aircraft.

2. The directions transmitted by a light signal are very limited since only approval or disapproval of a pilot’s anticipated actions may be transmitted. No supplement or explanatory information may be transmitted except by the use of the “General Warning Signal” which advises the pilot to be on the alert.

c. Between sunset and sunrise, a pilot wishing to attract the attention of the control tower should turn on a landing light and taxi the aircraft into a position, clear of the active runway, so that light is visible to the tower.

The landing light should remain on until appropriate signals are received from the tower.

d. Airport Traffic Control Tower Light Gun Signals. (See TBL 4 − 3 − 1 .)

e. During daylight hours, acknowledge tower transmissions or light signals by moving the ailerons or rudder.

At night, acknowledge by blinking the landing or navigation lights. If radio malfunction occurs after departing the parking area, watch the tower for light signals or monitor tower frequency.

TBL 4 − 3 − 1 Airport Traffic Control Tower Light Gun Signals Meaning Movement of Vehicles, Color and Type of Signal Aircraft on the Ground Aircraft in Flight Equipment and Personnel Steady green Cleared to cross, proceed or go Cleared for takeoff Cleared to land Flashing green Not applicable Cleared for taxi Return for landing (to be followed by steady green at the proper time) Steady red STOP STOP Give way to other aircraft and continue circling Flashing red Clear the taxiway/runway Taxi clear of the runway in use Airport unsafe, do not land Flashing white Return to starting point on airport Return to starting point on airport Not applicable Alternating red and green Exercise extreme caution Exercise extreme caution Exercise extreme caution 4 − 3 − 14. Communications a. Pilots of departing aircraft should communicate with the control tower on the appropriate ground control/clearance delivery frequency prior to starting engines to receive engine start time, taxi and/or clearance information. Unless otherwise advised by the tower, remain on that frequency during taxiing and runup, then change to local control frequency when ready to request takeoff clearance.

NOTE − Pilots are encouraged to monitor the local tower frequency as soon as practical consistent with other ATC requirements.

REFERENCE − AIM, Para 4 − 1 − 13 , Automatic Terminal Information Service (ATIS).

b. The tower controller will consider that pilots of turbine − powered aircraft are ready for takeoff when they reach the runway or warm − up block unless advised otherwise.

c. The majority of ground control frequencies are in the 121.6 − 121.9 MHz bandwidth. Ground control frequencies are provided to eliminate frequency congestion on the tower (local control) frequency and are limited to communications between the tower and aircraft on the ground and between the tower and utility vehicles on the airport, provide a clear VHF channel for arriving and departing aircraft. They are used for issuance of taxi Airport Operations 4 − 3 − 21 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 information, clearances, and other necessary contacts between the tower and aircraft or other vehicles operated on the airport. A pilot who has just landed should not change from the tower frequency to the ground control frequency until directed to do so by the controller. Normally, only one ground control frequency is assigned at an airport; however, at locations where the amount of traffic so warrants, a second ground control frequency and/or another frequency designated as a clearance delivery frequency, may be assigned.

d. A controller may omit the ground or local control frequency if the controller believes the pilot knows which frequency is in use. If the ground control frequency is in the 121 MHz bandwidth the controller may omit the numbers preceding the decimal point; e.g., 121.7, “CONTACT GROUND POINT SEVEN.” However, if any doubt exists as to what frequency is in use, the pilot should promptly request the controller to provide that information.

e. Controllers will normally avoid issuing a radio frequency change to helicopters, known to be single − piloted, which are hovering, air taxiing, or flying near the ground. At times, it may be necessary for pilots to alert ATC regarding single pilot operations to minimize delay of essential ATC communications. Whenever possible, ATC instructions will be relayed through the frequency being monitored until a frequency change can be accomplished. You must promptly advise ATC if you are unable to comply with a frequency change. Also, you should advise ATC if you must land to accomplish the frequency change unless it is clear the landing will have no impact on other air traffic; e.g., on a taxiway or in a helicopter operating area.

4 − 3 − 15. Gate Holding Due to Departure Delays a. Pilots should contact ground control or clearance delivery prior to starting engines as gate hold procedures will be in effect whenever departure delays exceed or are anticipated to exceed 15 minutes. The sequence for departure will be maintained in accordance with initial call up unless modified by flow control restrictions. Pilots should monitor the ground control or clearance delivery frequency for engine startup advisories or new proposed start time if the delay changes.

b. The tower controller will consider that pilots of turbine − powered aircraft are ready for takeoff when they reach the runway or warm − up block unless advised otherwise.

4 − 3 − 16. VFR Flights in Terminal Areas Use reasonable restraint in exercising the prerogative of VFR flight, especially in terminal areas. The weather minimums and distances from clouds are minimums. Giving yourself a greater margin in specific instances is just good judgment.

a. Approach Area. Conducting a VFR operation in a Class B, Class C, Class D, and Class E surface area when the official visibility is 3 or 4 miles is not prohibited, but good judgment would dictate that you keep out of the approach area.

b. Reduced Visibility. It has always been recognized that precipitation reduces forward visibility.

Consequently, although again it may be perfectly legal to cancel your IFR flight plan at any time you can proceed VFR, it is good practice, when precipitation is occurring, to continue IFR operation into a terminal area until you are reasonably close to your destination.

c. Simulated Instrument Flights. In conducting simulated instrument flights, be sure that the weather is good enough to compensate for the restricted visibility of the safety pilot and your greater concentration on your flight instruments. Give yourself a little greater margin when your flight plan lies in or near a busy airway or close to an airport.

4 − 3 − 17. VFR Helicopter Operations at Controlled Airports a. General.

1. The following ATC procedures and phraseologies recognize the unique capabilities of helicopters and were developed to improve service to all users. Helicopter design characteristics and user needs often require Airport Operations 4 − 3 − 22 7/9/26 AIM AIM 2/20/25 operations from movement areas and nonmovement areas within the airport boundary. In order for ATC to properly apply these procedures, it is essential that pilots familiarize themselves with the local operations and make it known to controllers when additional instructions are necessary.

2. Insofar as possible, helicopter operations will be instructed to avoid the flow of fixed − wing aircraft to minimize overall delays; however, there will be many situations where faster/larger helicopters may be integrated with fixed − wing aircraft for the benefit of all concerned. Examples would include IFR flights, avoidance of noise sensitive areas, or use of runways/taxiways to minimize the hazardous effects of rotor downwash in congested areas.

3. Because helicopter pilots are intimately familiar with the effects of rotor downwash, they are best qualified to determine if a given operation can be conducted safely. Accordingly, the pilot has the final authority with respect to the specific airspeed/altitude combinations. ATC clearances are in no way intended to place the helicopter in a hazardous position. It is expected that pilots will advise ATC if a specific clearance will cause undue hazards to persons or property.

b. Controllers normally limit ATC ground service and instruction to movement areas; therefore, operations from nonmovement areas are conducted at pilot discretion and should be based on local policies, procedures, or letters of agreement. In order to maximize the flexibility of helicopter operations, it is necessary to rely heavily on sound pilot judgment. For example, hazards such as debris, obstructions, vehicles, or personnel must be recognized by the pilot, and action should be taken as necessary to avoid such hazards. Taxi, hover taxi, and air taxi operations are considered to be ground movements. Helicopters conducting such operations are expected to adhere to the same conditions, requirements, and practices as apply to other ground taxiing and ATC procedures in the AIM.

1. The phraseology taxi is used when it is intended or expected that the helicopter will taxi on the airport surface, either via taxiways or other prescribed routes. Taxi is used primarily for helicopters equipped with wheels or in response to a pilot request. Preference should be given to this procedure whenever it is necessary to minimize effects of rotor downwash.

2. Pilots may request a hover taxi when slow forward movement is desired or when it may be appropriate to move very short distances. Pilots should avoid this procedure if rotor downwash is likely to cause damage to parked aircraft or if blowing dust/snow could obscure visibility. If it is necessary to operate above 25 feet AGL when hover taxiing, the pilot should initiate a request to ATC.

3. Air taxi is the preferred method for helicopter ground movements on airports provided ground operations and conditions permit. Unless otherwise requested or instructed, pilots are expected to remain below 100 feet AGL. However, if a higher than normal airspeed or altitude is desired, the request should be made prior to lift − off.

The pilot is solely responsible for selecting a safe airspeed for the altitude/operation being conducted. Use of air taxi enables the pilot to proceed at an optimum airspeed/altitude, minimize downwash effect, conserve fuel, and expedite movement from one point to another. Helicopters should avoid overflight of other aircraft, vehicles, and personnel during air − taxi operations. Caution must be exercised concerning active runways and pilots must be certain that air taxi instructions are understood. Special precautions may be necessary at unfamiliar airports or airports with multiple/intersecting active runways. The taxi procedures given in paragraph 4 − 3 − 18 , Taxiing, paragraph 4 − 3 − 19 , Taxi During Low Visibility, and paragraph 4 − 3 − 21 , Exiting the Runway After Landing, also apply.

REFERENCE − Pilot/Controller Glossary Term − Taxi.

Pilot/Controller Glossary Term − Hover Taxi.

Pilot/Controller Glossary Term − Air Taxi.

c. Takeoff and Landing Procedures.

1. Helicopter operations may be conducted from a runway, taxiway, portion of a landing strip, or any clear area which could be used as a landing site such as the scene of an accident, a construction site, or the roof of a building. The terms used to describe designated areas from which helicopters operate are: movement area, landing/takeoff area, apron/ramp, heliport and helipad (See Pilot/Controller Glossary). These areas may be Airport Operations 4 − 3 − 23 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 improved or unimproved and may be separate from or located on an airport/heliport. ATC will issue takeoff clearances from movement areas other than active runways, or in diverse directions from active runways, with additional instructions as necessary. Whenever possible, takeoff clearance will be issued in lieu of extended hover/air taxi operations. Phraseology will be “CLEARED FOR TAKEOFF FROM (taxiway, helipad, runway number, etc.), MAKE RIGHT/ LEFT TURN FOR (direction, heading, NAVAID radial) DEPARTURE/DEPAR - TURE ROUTE (number, name, etc.).” Unless requested by the pilot, downwind takeoffs will not be issued if the tailwind exceeds 5 knots.

2. Pilots should be alert to wind information as well as to wind indications in the vicinity of the helicopter.

ATC should be advised of the intended method of departing. A pilot request to takeoff in a given direction indicates that the pilot is willing to accept the wind condition and controllers will honor the request if traffic permits. Departure points could be a significant distance from the control tower and it may be difficult or impossible for the controller to determine the helicopter’s relative position to the wind.

3. If takeoff is requested from nonmovement areas, an area not authorized for helicopter use, an area not visible from the tower, an unlighted area at night, or an area off the airport, the phraseology “DEPARTURE FROM (requested location) WILL BE AT YOUR OWN RISK (additional instructions, as necessary). USE CAUTION (if applicable).” The pilot is responsible for operating in a safe manner and should exercise due caution.

4. Similar phraseology is used for helicopter landing operations. Every effort will be made to permit helicopters to proceed direct and land as near as possible to their final destination on the airport. Traffic density, the need for detailed taxiing instructions, frequency congestion, or other factors may affect the extent to which service can be expedited. As with ground movement operations, a high degree of pilot/controller cooperation and communication is necessary to achieve safe and efficient operations.

4 − 3 − 18. Taxiing a. General. Approval must be obtained prior to moving an aircraft or vehicle onto the movement area during the hours an Airport Traffic Control Tower is in operation.

1. Always state your position on the airport when calling the tower for taxi instructions.

2. The movement area is normally described in local bulletins issued by the airport manager or control tower. These bulletins may be found in FSSs, fixed base operators offices, air carrier offices, and operations offices.

3. The control tower also issues bulletins describing areas where they cannot provide ATC service due to nonvisibility or other reasons.

4. A clearance must be obtained prior to taxiing on a runway, taking off, or landing during the hours an Airport Traffic Control Tower is in operation.

5. A clearance must be obtained prior to crossing any runway. ATC will issue an explicit clearance for all runway crossings.

6. When assigned a takeoff runway, ATC will first specify the runway, issue taxi instructions, and state any hold short instructions or runway crossing clearances if the taxi route will cross a runway. This does not authorize the aircraft to “enter” or “cross” the assigned departure runway at any point. In order to preclude misunderstandings in radio communications, ATC will not use the word “cleared” in conjunction with authorization for aircraft to taxi.

7. When issuing taxi instructions to any point other than an assigned takeoff runway, ATC will specify the point to taxi to, issue taxi instructions, and state any hold short instructions or runway crossing clearances if the taxi route will cross a runway.

NOTE − ATC is required to obtain a readback from the pilot of all runway hold short instructions.

Airport Operations 4 − 3 − 24 7/9/26 AIM AIM 2/20/25 8. If a pilot is expected to hold short of a runway approach/departure ( Runway XX APPCH/ Runway XX DEP) hold area or ILS holding position (see FIG 2 − 3 − 15 , Taxiways Located in Runway Approach Area), ATC will issue instructions.

9. When taxi instructions are received from the controller, pilots should always read back: (a) The runway assignment.

(b) Any clearance to enter a specific runway.

(c) Any instruction to hold short of a specific runway or line up and wait.

10. Controllers are required to request a readback of runway hold short assignment when it is not received from the pilot/vehicle.

b. ATC clearances or instructions pertaining to taxiing are predicated on known traffic and known physical airport conditions. Therefore, it is important that pilots clearly understand the clearance or instruction. Although an ATC clearance is issued for taxiing purposes, when operating in accordance with the CFRs, it is the responsibility of the pilot to avoid collision with other aircraft. Since “the pilot − in − command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft” the pilot should obtain clarification of any clearance or instruction which is not understood.

1. Good operating practice dictates that pilots acknowledge all runway crossing, hold short, or takeoff clearances unless there is some misunderstanding, at which time the pilot should query the controller until the clearance is understood.

NOTE − Air traffic controllers are required to obtain from the pilot a readback of all runway hold short instructions.

2. Pilots operating a single pilot aircraft should monitor only assigned ATC communications after being cleared onto the active runway for departure. Single pilot aircraft should not monitor other than ATC communications until flight from Class B, Class C, or Class D surface area is completed. This same procedure should be practiced from after receipt of the clearance for landing until the landing and taxi activities are complete. Proper effective scanning for other aircraft, surface vehicles, or other objects should be continuously exercised in all cases.

3. If the pilot is unfamiliar with the airport or for any reason confusion exists as to the correct taxi routing, a request may be made for progressive taxi instructions which include step − by − step routing directions.

Progressive instructions may also be issued if the controller deems it necessary due to traffic or field conditions (for example, construction or closed taxiways).

c. At those airports where the U.S. Government operates the control tower and ATC has authorized noncompliance with the requirement for two − way radio communications while operating within the Class B, Class C, or Class D surface area, or at those airports where the U.S. Government does not operate the control tower and radio communications cannot be established, pilots must obtain a clearance by visual light signal prior to taxiing on a runway and prior to takeoff and landing.

d. The following phraseologies and procedures are used in radiotelephone communications with aeronautical ground stations.

1. Request for taxi instructions prior to departure. State your aircraft identification, location, type of operation planned (VFR or IFR), and the point of first intended landing.

EXAMPLE − Aircraft: “Washington ground, Beechcraft One Three One Five Niner at hangar eight, ready to taxi, I − F − R to Chicago.” Tower: “Beechcraft one three one five niner, Washington ground, runway two seven, taxi via taxiways Charlie and Delta, hold short of runway three three left.” Aircraft: “Beechcraft One Three One Five Niner, runway two seven, hold short of runway three three left.” Airport Operations 4 − 3 − 25 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 2. Receipt of ATC clearance. ARTCC clearances are relayed to pilots by airport traffic controllers in the following manner.

EXAMPLE − Tower: “Beechcraft One Three One Five Niner, cleared to the Chicago Midway Airport via Victor Eight, maintain eight thousand.” Aircraft: “Beechcraft One Three One Five Niner, cleared to the Chicago Midway Airport via Victor Eight, maintain eight thousand.” NOTE − Normally, an ATC IFR clearance is relayed to a pilot by the ground controller. At busy locations, however, pilots may be instructed by the ground controller to “contact clearance delivery” on a frequency designated for this purpose. No surveillance or control over the movement of traffic is exercised by this position of operation.

3. Request for taxi instructions after landing. State your aircraft identification, location, and that you request taxi instructions.

EXAMPLE − Aircraft: “Dulles ground, Beechcraft One Four Two Six One clearing runway one right on taxiway echo three, request clearance to Page.” Tower: “Beechcraft One Four Two Six One, Dulles ground, taxi to Page via taxiways echo three, echo one, and echo niner.” or Aircraft: “Orlando ground, Beechcraft One Four Two Six One clearing runway one eight left at taxiway bravo three, request clearance to Page.” Tower: “Beechcraft One Four Two Six One, Orlando ground, hold short of runway one eight right.” Aircraft: “Beechcraft One Four Two Six One, hold short of runway one eight right.” e. During ground operations, jet blast, prop wash, and rotor wash can cause damage and upsets if encountered at close range. Pilots should consider the effects of jet blast, prop wash, and rotor wash on aircraft, vehicles, and maintenance equipment during ground operations.

4 − 3 − 19. Taxi During Low Visibility a. Pilots and aircraft operators should be constantly aware that during certain low visibility conditions the movement of aircraft and vehicles on airports may not be visible to the tower controller. This may prevent visual confirmation of an aircraft’s adherence to taxi instructions.

b. Of vital importance is the need for pilots to notify the controller when difficulties are encountered or at the first indication of becoming disoriented. Pilots should proceed with extreme caution when taxiing toward the sun. When vision difficulties are encountered pilots should immediately inform the controller.

c. Advisory Circular 120 − 57, Low Visibility Operations Surface Movement Guidance and Control System, commonly known as LVOSMGCS (pronounced “LVO SMIGS”) describes an adequate example of a low visibility taxi plan for any airport which has takeoff or landing operations in less than 1,200 feet runway visual range (RVR) visibility conditions. These plans, which affect aircrew and vehicle operators, may incorporate additional lighting, markings, and procedures to control airport surface traffic. They will be addressed at two levels; operations less than 1,200 feet RVR to 500 feet RVR and operations less than 500 feet RVR.

NOTE − Specific lighting systems and surface markings may be found in paragraph 2 − 1 − 10 , Taxiway Lights, and paragraph 2 − 3 − 4 , Taxiway Markings.

d. When low visibility conditions exist, pilots should focus their entire attention on the safe operation of the aircraft while it is moving. Checklists and nonessential communication should be withheld until the aircraft is stopped and the brakes set.

Airport Operations 4 − 3 − 26 7/9/26 AIM AIM 2/20/25 4 − 3 − 20. Standard Taxi Routes a. Standard Taxi Routes (STRs) provide a standard, predictable taxi route from an origination point to a termination point on the airport movement area. The use of STRs helps reduce frequency congestion and streamline taxi procedures. STRs may be available at certain airports. Absent an STR Letter of Agreement (LOA), issuance of an STR will be at the request of the pilot and discretion of ATC. STRs used under an LOA are issued by ATC and are not required to be requested by the pilot.

b. STRs are available via two methods, (LOA) or publicly − available via the Domestic Notices website: https://www.faa.gov/air_traffic/publications/domesticnotices/ .

c. An LOA for STRs will be revised for updates and changes, including cancellation on an as − needed basis with the operator. It is the responsibility of the operator to distribute changes to their flight crews.

d. An STR may be requested by a pilot or assigned at the discretion of ATC to the pilot of an operator with an LOA STR. It is the responsibility of the pilot to request a full taxi clearance if not fully familiar with the STR.

e. A Letter to Airmen (LTA) will be issued by airport traffic control towers to announce availability, updates, cancelation, or changes of publicly − available STRs with appropriate updates to the Domestic Notices website.

An LTA may include an airport diagram. The airport diagram will be labeled “not for navigation” and is not an acceptable substitute for the most up − to − date airport diagrams. LTAs are available via the FAA NOTAM Search website: https://notams.aim.faa.gov/notamSearch/ .

f. Pilots request publicly − available STRs by stating the desired STR name (e.g., ATC facility, flight or aircraft identification, location, request STR name). By requesting an STR, a pilot acknowledges full familiarity with the STR. The issuance of a pilot − requested STR is at the discretion of ATC.

g. STRs contain the same characteristics and responsibilities: 1. Pilots should not request, and ATC may not issue STR instructions during low visibility Surface Movement Guidance and Control System (SMGCS) operations.

2. It is the pilot’s responsibility to maintain familiarity and awareness of the most current versions of STRs, as well as airport diagrams and charts prior to accepting an STR assignment.

3. If a pilot is unsure about the assigned STR procedure, the pilot is encouraged to either seek clarification from ATC or decline the STR assignment.

4. Pilots who become disoriented during taxi should advise ATC immediately and request detailed taxi instructions or other assistance.

5. An STR instruction does not constitute nor imply a clearance to cross a runway.

6. Unless otherwise stated by ATC, the issuance of an STR does not give an aircraft the right of way over another taxiing aircraft.

7. Unless otherwise instructed by ATC, originating from, and terminating to a non − movement area as part of an STR is at the discretion of the pilot in coordination with ramp control, if required.

8. If ATC instructs the pilot to deviate from an STR, ATC must issue detailed taxi instructions for the remainder of the taxi.

9. Pilots are urged to exercise caution when accepting STR assignments, especially when STRs are used or available at more than one airport in the same terminal area.

h. ATC may cancel, amend, or revise an STR as necessary. Any updates to publicly − available STRs will be communicated via LTA with appropriate updates to the Domestic Notices website.

4 − 3 − 21. Exiting the Runway After Landing The following procedures must be followed after landing and reaching taxi speed.

Airport Operations 4 − 3 − 27 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 a. Exit the runway without delay at the first available taxiway or on a taxiway as instructed by ATC. Pilots must not exit the landing runway onto another runway unless authorized by ATC. At airports with an operating control tower, pilots should not stop or reverse course on the runway without first obtaining ATC approval.

b. Taxi clear of the runway unless otherwise directed by ATC. An aircraft is considered clear of the runway when all parts of the aircraft are past the runway edge and there are no restrictions to its continued movement beyond the runway holding position markings. In the absence of ATC instructions, the pilot is expected to taxi clear of the landing runway by taxiing beyond the runway holding position markings associated with the landing runway, even if that requires the aircraft to protrude into or cross another taxiway or ramp area. Once all parts of the aircraft have crossed the runway holding position markings, the pilot must hold unless further instructions have been issued by ATC.

NOTE − 1. The tower will issue the pilot instructions which will permit the aircraft to enter another taxiway, runway, or ramp area when required.

2. Guidance contained in subparagraphs a and b above is considered an integral part of the landing clearance and satisfies the requirement of 14 CFR section 91.129.

c. Immediately change to ground control frequency when advised by the tower and obtain a taxi clearance.

NOTE − 1. The tower will issue instructions required to resolve any potential conflictions with other ground traffic prior to advising the pilot to contact ground control.

2. Ground control will issue taxi clearance to parking. That clearance does not authorize the aircraft to “enter” or “cross” any runways. Pilots not familiar with the taxi route should request specific taxi instructions from ATC.

4 − 3 − 22. Practice Instrument Approaches a. Various air traffic incidents have indicated the necessity for adoption of measures to achieve more organized and controlled operations where practice instrument approaches are conducted. Practice instrument approaches are considered to be instrument approaches made by either a VFR aircraft not on an IFR flight plan or an aircraft on an IFR flight plan. To achieve this and thereby enhance air safety, it is Air Traffic’s policy to provide for separation of such operations at locations where approach control facilities are located and, as resources permit, at certain other locations served by ARTCCs or parent approach control facilities. Pilot requests to practice instrument approaches may be approved by ATC subject to traffic and workload conditions. Pilots should anticipate that in some instances the controller may find it necessary to deny approval or withdraw previous approval when traffic conditions warrant. It must be clearly understood, however, that even though the controller may be providing separation, pilots on VFR flight plans are required to comply with basic VFR weather minimums (14 CFR section 91.155). Application of ATC procedures or any action taken by the controller to avoid traffic conflictions does not relieve IFR and VFR pilots of their responsibility to see − and − avoid other traffic while operating in VFR conditions (14 CFR section 91.113). In addition to the normal IFR separation minimums (which includes visual separation) during VFR conditions, 500 feet vertical separation may be applied between VFR aircraft and between a VFR aircraft and the IFR aircraft. Pilots not on IFR flight plans desiring practice instrument approaches should always state ‘practice’ when making requests to ATC. Controllers will instruct VFR aircraft requesting an instrument approach to maintain VFR. This is to preclude misunderstandings between the pilot and controller as to the status of the aircraft. If pilots wish to proceed in accordance with instrument flight rules, they must specifically request and obtain, an IFR clearance.

b. Before practicing an instrument approach, pilots should inform the approach control facility or the tower of the type of practice approach they desire to make and how they intend to terminate it, i.e., full − stop landing, touch − and − go, or missed or low approach maneuver. This information may be furnished progressively when conducting a series of approaches. Pilots on an IFR flight plan, who have made a series of instrument approaches to full stop landings should inform ATC when they make their final landing. The controller will control flights practicing instrument approaches so as to ensure that they do not disrupt the flow of arriving and departing itinerant IFR or VFR aircraft. The priority afforded itinerant aircraft over practice instrument approaches is not Airport Operations 4 − 3 − 28 7/9/26 AIM AIM 2/20/25 intended to be so rigidly applied that it causes grossly inefficient application of services. A minimum delay to itinerant traffic may be appropriate to allow an aircraft practicing an approach to complete that approach.

NOTE − A clearance to land means that appropriate separation on the landing runway will be ensured. A landing clearance does not relieve the pilot from compliance with any previously issued restriction.

c. At airports without a tower, pilots wishing to make practice instrument approaches should notify the facility having control jurisdiction of the desired approach as indicated on the approach chart. All approach control facilities and ARTCCs are required to publish a Letter to Airmen depicting those airports where they provide standard separation to both VFR and IFR aircraft conducting practice instrument approaches.

d. The controller will provide approved separation between both VFR and IFR aircraft when authorization is granted to make practice approaches to airports where an approach control facility is located and to certain other airports served by approach control or an ARTCC. Controller responsibility for separation of VFR aircraft begins at the point where the approach clearance becomes effective, or when the aircraft enters Class B or Class C airspace, or a TRSA, whichever comes first.

e. VFR aircraft practicing instrument approaches are not automatically authorized to execute the missed approach procedure. This authorization must be specifically requested by the pilot and approved by the controller. Where ATC procedures require application of IFR separation to VFR aircraft practicing instrument approaches, separation will be provided throughout the procedure including the missed approach. Where no separation services are provided during the practice approach, no separation services will be provided during the missed approach.

f. Except in an emergency, aircraft cleared to practice instrument approaches must not deviate from the approved procedure until cleared to do so by the controller.

g. At radar approach control locations when a full approach procedure (procedure turn, etc.,) cannot be approved, pilots should expect to be vectored to a final approach course for a practice instrument approach which is compatible with the general direction of traffic at that airport.

h. When granting approval for a practice instrument approach, the controller will usually ask the pilot to report to the tower prior to or over the final approach fix inbound (nonprecision approaches) or over the outer marker or fix used in lieu of the outer marker inbound (precision approaches).

i. When authorization is granted to conduct practice instrument approaches to an airport with a tower, but where approved standard separation is not provided to aircraft conducting practice instrument approaches, the tower will approve the practice approach, instruct the aircraft to maintain VFR and issue traffic information, as required.

j. When an aircraft notifies a FSS providing Local Airport Advisory to the airport concerned of the intent to conduct a practice instrument approach and whether or not separation is to be provided, the pilot will be instructed to contact the appropriate facility on a specified frequency prior to initiating the approach. At airports where separation is not provided, the FSS will acknowledge the message and issue known traffic information but will neither approve or disapprove the approach.

k. Pilots conducting practice instrument approaches should be particularly alert for other aircraft operating in the local traffic pattern or in proximity to the airport.

4 − 3 − 23. Option Approach The “Cleared for the Option” procedure will permit an instructor, flight examiner or pilot the option to make a touch − and − go, low approach, missed approach, stop − and − go, or full stop landing. This procedure can be very beneficial in a training situation in that neither the student pilot nor examinee would know what maneuver would be accomplished. The pilot should make a request for this procedure passing the final approach fix inbound on an instrument approach or entering downwind for a VFR traffic pattern. After ATC approval of the option, the pilot should inform ATC as soon as possible of any delay on the runway during their stop-and-go or full stop Airport Operations 4 − 3 − 29 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 landing. The advantages of this procedure as a training aid are that it enables an instructor or examiner to obtain the reaction of a trainee or examinee under changing conditions, the pilot would not have to discontinue an approach in the middle of the procedure due to student error or pilot proficiency requirements, and finally it allows more flexibility and economy in training programs. This procedure will only be used at those locations with an operational control tower and will be subject to ATC approval.

4 − 3 − 24. Use of Aircraft Lights a. Aircraft position lights are required to be lighted on aircraft operated on the surface and in flight from sunset to sunrise. In addition, aircraft equipped with an anti − collision light system are required to operate that light system during all types of operations (day and night). However, during any adverse meteorological conditions, the pilot − in − command may determine that the anti − collision lights should be turned off when their light output would constitute a hazard to safety (14 CFR section 91.209). Supplementary strobe lights should be turned off on the ground when they adversely affect ground personnel or other pilots, and in flight when there are adverse reflection from clouds.

b. An aircraft anti − collision light system can use one or more rotating beacons and/or strobe lights, be colored either red or white, and have different (higher than minimum) intensities when compared to other aircraft. Many aircraft have both a rotating beacon and a strobe light system.

c. The FAA has a voluntary pilot safety program, Operation Lights On, to enhance the see − and − avoid concept.

Pilots are encouraged to turn on their landing lights during takeoff; i.e., either after takeoff clearance has been received or when beginning takeoff roll. Pilots are further encouraged to turn on their landing lights when operating below 10,000 feet, day or night, especially when operating within 10 miles of any airport, or in conditions of reduced visibility and in areas where flocks of birds may be expected, i.e., coastal areas, lake areas, around refuse dumps, etc. Although turning on aircraft lights does enhance the see − and − avoid concept, pilots should not become complacent about keeping a sharp lookout for other aircraft. Not all aircraft are equipped with lights and some pilots may not have their lights turned on. Aircraft manufacturer’s recommendations for operation of landing lights and electrical systems should be observed.

d. Prop and jet blast forces generated by large aircraft have overturned or damaged several smaller aircraft taxiing behind them. To avoid similar results, and in the interest of preventing upsets and injuries to ground personnel from such forces, the FAA recommends that air carriers and commercial operators turn on their rotating beacons anytime their aircraft engines are in operation. General aviation pilots using rotating beacon equipped aircraft are also encouraged to participate in this program which is designed to alert others to the potential hazard. Since this is a voluntary program, exercise caution and do not rely solely on the rotating beacon as an indication that aircraft engines are in operation.

e. Prior to commencing taxi, it is recommended to turn on navigation, position, anti-collision, and logo lights (if equipped). To signal intent to other pilots, consider turning on the taxi light when the aircraft is moving or intending to move on the ground, and turning it off when stopped or yielding to other ground traffic. Strobe lights should not be illuminated during taxi if they will adversely affect the vision of other pilots or ground personnel.

f. At the discretion of the pilot-in-command, all exterior lights should be illuminated when taxiing on or across any runway. This increases the conspicuousness of the aircraft to controllers and other pilots approaching to land, taxiing, or crossing the runway. Pilots should comply with any equipment operating limitations and consider the effects of landing and strobe lights on other aircraft in their vicinity.

g. When entering the departure runway for takeoff or to “line up and wait,” all lights, except for landing lights, should be illuminated to make the aircraft conspicuous to ATC and other aircraft on approach. Landing lights should be turned on when takeoff clearance is received or when commencing takeoff roll at an airport without an operating control tower.

4 − 3 − 25. Flight Inspection/‘Flight Check’ Aircraft in Terminal Areas a. Flight check is a call sign used to alert pilots and air traffic controllers when a FAA aircraft is engaged in flight inspection/certification of NAVAIDs and flight procedures. Flight check aircraft fly preplanned high/low Airport Operations 4 − 3 − 30 7/9/26 AIM AIM 2/20/25 altitude flight patterns such as grids, orbits, DME arcs, and tracks, including low passes along the full length of the runway to verify NAVAID performance.

b. Pilots should be especially watchful and avoid the flight paths of any aircraft using the call sign “Flight Check.” These flights will normally receive special handling from ATC. Pilot patience and cooperation in allowing uninterrupted recordings can significantly help expedite flight inspections, minimize costly, repetitive runs, and reduce the burden on the U.S. taxpayer.

4 − 3 − 26. Hand Signals FIG 4 − 3 − 11 Signalman Directs Towing SIGNALMAN SIGNALMAN Airport Operations 4 − 3 − 31 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 FIG 4 − 3 − 12 Signalman’s Position

SIGNALMAN SIGNALMAN

FIG 4 − 3 − 13 All Clear (O.K.)

Airport Operations 4 − 3 − 32 7/9/26 AIM AIM 2/20/25 FIG 4 − 3 − 14 Start Engine POINT TO ENGINE TO BE STARTED FIG 4 − 3 − 15 Pull Chocks Airport Operations 4 − 3 − 33 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 FIG 4 − 3 − 16 Proceed Straight Ahead FIG 4 − 3 − 17 Left Turn Airport Operations 4 − 3 − 34 7/9/26 AIM AIM 2/20/25 FIG 4 − 3 − 18 Right Turn FIG 4 − 3 − 19 Slow Down Airport Operations 4 − 3 − 35 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 FIG 4 − 3 − 20 Flagman Directs Pilot FIG 4 − 3 − 21 Insert Chocks Airport Operations 4 − 3 − 36 7/9/26 AIM AIM 2/20/25 FIG 4 − 3 − 22 Cut Engines FIG 4 − 3 − 23 Night Operation Use same hand movements as day operation Airport Operations 4 − 3 − 37 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 FIG 4 − 3 − 24 Stop 4 − 3 − 27. Operations at Uncontrolled Airports With Automated Surface Observing System (ASOS)/Automated Weather Observing System (AWOS) a. Many airports throughout the National Airspace System are equipped with either ASOS or AWOS. At most airports with an operating control tower or human observer, the weather will be available to you in an Aviation Routine Weather Report (METAR) hourly or special observation format on the Automatic Terminal Information Service (ATIS) or directly transmitted from the controller/observer.

b. At uncontrolled airports that are equipped with ASOS/AWOS with ground − to − air broadcast capability, the one − minute updated airport weather should be available to you within approximately 25 NM of the airport below 10,000 feet. The frequency for the weather broadcast will be published on sectional charts and in the Chart Supplement. Some part − time towered airports may also broadcast the automated weather on their ATIS frequency during the hours that the tower is closed.

c. Controllers issue SVFR or IFR clearances based on pilot request, known traffic and reported weather, i.e., METAR/Nonroutine (Special) Aviation Weather Report (SPECI) observations, when they are available. Pilots have access to more current weather at uncontrolled ASOS/AWOS airports than do the controllers who may be located several miles away. Controllers will rely on the pilot to determine the current airport weather from the ASOS/AWOS. All aircraft arriving or departing an ASOS/AWOS equipped uncontrolled airport should monitor the airport weather frequency to ascertain the status of the airspace. Pilots in Class E airspace must be alert for changing weather conditions which may affect the status of the airspace from IFR/VFR. If ATC service is required for IFR/SVFR approach/departure or requested for VFR service, the pilot should advise the controller that he/she has received the one − minute weather and state his/her intentions.

EXAMPLE − “I have the (airport) one − minute weather, request an ILS Runway 14 approach.” REFERENCE − AIM, Para 7 − 1 − 10 , Weather Observing Programs.

Airport Operations 4 − 3 − 38 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 FIG 4 − 3 − 24 Stop 4 − 3 − 27. Operations at Uncontrolled Airports With Automated Surface Observing System (ASOS)/Automated Weather Observing System (AWOS) a. Many airports throughout the National Airspace System are equipped with either ASOS or AWOS. At most airports with an operating control tower or human observer, the weather will be available to you in an Aviation Routine Weather Report (METAR) hourly or special observation format on the Automatic Terminal Information Service (ATIS) or directly transmitted from the controller/observer.

b. At uncontrolled airports that are equipped with ASOS/AWOS with ground − to − air broadcast capability, the one − minute updated airport weather should be available to you within approximately 25 NM of the airport below 10,000 feet. The frequency for the weather broadcast will be published on sectional charts and in the Chart Supplement. Some part − time towered airports may also broadcast the automated weather on their ATIS frequency during the hours that the tower is closed.

c. Controllers issue SVFR or IFR clearances based on pilot request, known traffic and reported weather, i.e., METAR/Nonroutine (Special) Aviation Weather Report (SPECI) observations, when they are available. Pilots have access to more current weather at uncontrolled ASOS/AWOS airports than do the controllers who may be located several miles away. Controllers will rely on the pilot to determine the current airport weather from the ASOS/AWOS. All aircraft arriving or departing an ASOS/AWOS equipped uncontrolled airport should monitor the airport weather frequency to ascertain the status of the airspace. Pilots in Class E airspace must be alert for changing weather conditions which may affect the status of the airspace from IFR/VFR. If ATC service is required for IFR/SVFR approach/departure or requested for VFR service, the pilot should advise the controller that he/she has received the one − minute weather and state his/her intentions.

EXAMPLE − “I have the (airport) one − minute weather, request an ILS Runway 14 approach.” REFERENCE − AIM, Para 7 − 1 − 10 , Weather Observing Programs.

Airport Operations 4 − 3 − 38 8/7/25 AIM 1/22/26 AIM AIM 2/20/25

Section 7. Operational Policy/Procedures for the Gulf of

America 50 NM Lateral Separation Initiative

4 − 7 − 1. Introduction and General Policies a. Air traffic control (ATC) may apply 50 nautical mile (NM) lateral separation (i.e., lateral spacing) between airplanes authorized for Required Navigation Performance (RNP) 10 or RNP 4 operating in the Gulf of America.

50 NM lateral separation may be applied in the following airspace: 1. Houston Oceanic Control Area (CTA)/Flight Information Region (FIR).

2. Gulf of America portion of the Miami Oceanic CTA/FIR.

3. Monterrey CTA.

4. Merida High CTA within the Mexico CTA/FIR.

b. Within the Gulf of America airspace described above, pairs of airplanes whose flight plans indicate approval for PBN and either RNP 10 or RNP 4 may be spaced by ATC at lateral intervals of 50 NM. ATC will space any airplane without RNP 10 or RNP 4 capability such that at least 90 NM lateral separation is maintained with other airplanes in the Miami Oceanic CTA/FIR, and at least 100 NM separation is maintained in the Houston, Monterrey, and Merida CTA/FIRs.

c. The reduced lateral separation allows more airplanes to fly on optimum routes/altitudes over the Gulf of America.

d. 50 NM lateral separation is not applied on routes defined by ground navigation aids or on Gulf RNAV Routes Q100, Q102, or Q105.

e. Useful information for flight planning and operations over the Gulf of America, under this 50 NM lateral separation policy, as well as information on how to obtain RNP 10 or RNP 4 authorization, can be found in the West Atlantic, Gulf of America, and Caribbean Resource Guide for U.S. Operators located at: https://www.faa.gov/headquartersoffices/avs/wat − gulf − and − caribbean − resource − guide .

4 − 7 − 2. Accommodating Non − RNP 10 Aircraft a. Operators not authorized for RNP 10 or RNP 4 may still file for any route and altitude within the Gulf of America CTAs. However, clearance on the operator’s preferred route and/or altitude will be provided as traffic allows for 90 or 100 NM lateral separation between the non − RNP 10 aircraft and any others. Priority will be given to RNP 10 or RNP 4 aircraft.

b. Operators of aircraft not authorized RNP 10 or RNP 4 must include the annotation “RMK/NONRNP10” in Item 18 of their ATC flight plan.

c. Pilots of non − RNP 10 aircraft are to remind ATC of their RNP status; i.e., report “negative RNP 10” upon initial contact with ATC in each Gulf CTA/FIR.

d. Operators will likely benefit from the effort they invest to obtain RNP 10 or RNP 4 authorization, provided they are flying aircraft equipped to meet RNP 10 or RNP 4 standards.

4 − 7 − 3. Obtaining RNP 10 or RNP 4 Operational Authorization a. For U.S. operators, AC 90 − 105, Approval Guidance for RNP Operations and Barometric Vertical Navigation in the U.S. National Airspace System and in Oceanic and Remote Continental Airspace, provides the aircraft and operator qualification criteria for RNP 10 or RNP 4 authorizations. FAA personnel at flight standards district offices (FSDO) and certificate management offices (CMO) will use the guidance contained Operational Policy/Procedures for the Gulf of America 50 NM Lateral Separation Initiative 4 − 7 − 1 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 in AC 90 − 105 to evaluate an operator’s application for RNP 10 or RNP 4 authorization. Authorization to conduct RNP operations in oceanic airspace is provided to all U.S. operators through issuance of Operations Specification (OpSpec), Management Specification (MSpec), or Letter of Authorization (LOA) B036, as applicable to the nature of the operation; for example, part 121, part 91, etc. Operators may wish to review FAA Order 8900.1, Flight Standards Information Management System, volume 3, chapter 18, section 4, to understand the specific criteria for issuing OpSpec, MSpec, and/or LOA B036.

b. The operator’s RNP 10 or RNP 4 authorization should include any equipment requirements and RNP 10 time limits (if operating solely inertial − based navigation systems), which must be observed when conducting RNP operations. RNP 4 requires tighter navigation and track maintenance accuracy than RNP 10.

4 − 7 − 4. Authority for Operations with a Single Long − Range Navigation System Operators may be authorized to take advantage of 50 NM lateral separation in the Gulf of America CTAs when equipped with only a single long − range navigation system. RNP 10 with a single long − range navigation system is authorized via OpSpec, MSpec, or LOA B036, Table 2. Operators should contact their FSDO or CMO to obtain information on the specific requirements for obtaining B036. Volume 3, chapter 18, section 4 of FAA Order 8900.1 provides the qualification criteria to be used by FAA aviation safety inspectors in issuing B036.

4 − 7 − 5. Flight Plan Requirements a. In order for an operator with RNP 10 or RNP 4 authorization to obtain 50 NM lateral separation in the Gulf of America CTAs/FIRs, and therefore obtain preferred routing available to RNP authorized aircraft, the international flight plan form (FAA 7233 − 4) must be annotated as follows: 1. Item 10a (Equipment) must include the letter “R.” 2. Item 18 must include either “PBN/A1” for RNP 10 authorization or “PBN/L1” for RNP 4 authorization.

b. Indication of RNP 4 authorization implies the aircraft and pilots are also authorized RNP 10.

c. Chapter 5, Section 1, of this manual includes information on all flight plan codes. RNP 10 has the same meaning and application as RNAV 10. They share the same code.

4 − 7 − 6. Contingency Procedures Pilots operating under reduced lateral separation must be particularly familiar with, and prepared to rapidly implement, the standard contingency procedures specifically written for operations when outside ATC surveillance and direct VHF communications (for example, the oceanic environment). Specific procedures have been developed for weather deviations. Operators should ensure all flight crews operating in this type of environment have been provided the standard contingency procedures in a readily accessible format. The margin for error when operating at reduced separation mandates correct and expeditious application of the standard contingency procedures. These internationally accepted procedures are published in ICAO Document 4444, chapter 15. The procedures are also reprinted in the U.S. Aeronautical Information Publication (AIP), En Route (ENR) Section 7.3, Special Procedures for In − flight Contingencies in Oceanic Airspace; and AC 91 − 70.

Operational Policy/Procedures for the Gulf of America 50 NM Lateral Separation Initiative 4 − 7 − 2 1/22/26 AIM AIM 2/20/25

Chapter 5. Air Traffic Procedures

Section 1. Preflight

5 − 1 − 1. Preflight Preparation a. Prior to every flight, pilots should gather all information vital to the nature of the flight, assess whether the flight would be safe, and then file a flight plan. Pilots can receive a regulatory compliant briefing without contacting Flight Service. Pilots are encouraged to use automated resources and review Advisory Circular AC 91 − 92, Pilot’s Guide to a Preflight Briefing, for more information. Pilots who prefer to contact Flight Service are encouraged to conduct a self − brief prior to calling. Conducting a self − brief before contacting Flight Service provides familiarity of meteorological and aeronautical conditions applicable to the route of flight and promotes a better understanding of weather information. Pilots may access Flight Service through www.1800wxbrief.com or by calling 1 − 800 − WX − BRIEF (1 − 800 − 992 − 7433) in the CONUS, Hawaii, and U.S. territories; or 1–833–AK–BRIEF (1 − 833 − 252 − 7433) in Alaska. Flight planning applications are also available for conducting a self − briefing and filing flight plans.

NOTE − Alaska only: Pilots filing flight plans via “fast file” who desire to have their briefing recorded, should include a statement at the end of the recording as to the source of their weather briefing.

b. The information required by the FAA to process flight plans is obtained from FAA Form 7233 − 4, International Flight Plan. Only DoD users, and civilians who file stereo route flight plans, may use FAA Form 7233 − 1, Flight Plan.

NOTE − FAA and DoD Flight Plan Forms are equivalent. Where the FAA specifies Form 7233 − 1, Flight Plan and FAA Form 7233 − 4, International Flight Plan, the DoD may substitute their Form DD 175, Military Flight Plan and Form DD − 1801, DoD International Flight Plan as necessary. NAS automation systems process and convert data in the same manner, although for computer acceptance, input fields may be adjusted to follow FAA format.

c. FSSs are required to advise of pertinent NOTAMs if a standard briefing is requested, but if they are overlooked, do not hesitate to remind the specialist that you have not received NOTAM information.

Additionally, FSS briefers do not provide FDC NOTAM information for special instrument approach procedures unless specifically asked. Pilots authorized by the FAA to use special instrument approach procedures must specifically request FDC NOTAM information for these procedures. Pilots who receive the information electronically will receive NOTAMs for special IAPs automatically.

NOTE − Domestic Notices and International Notices are not provided during a briefing unless specifically requested by the pilot since the FSS specialist has no way of knowing whether the pilot has already checked the Federal NOTAM System (FNS) NOTAM Search website external links prior to calling. Airway NOTAMs, procedural NOTAMs, and NOTAMs that are general in nature and not tied to a specific airport/facility (for example, flight advisories and restrictions, open duration special security instructions, and special flight rules areas) are briefed solely by pilot request. Remember to ask for these notices if you have not already reviewed this information, and to request all pertinent NOTAMs specific to your flight.

REFERENCE − AIM, Para 5 − 1 − 3 , Notice to Airmen (NOTAM) System.

d. Pilots are urged to use only the latest issue of aeronautical charts in planning and conducting flight operations. Aeronautical charts are revised and reissued on a regular scheduled basis to ensure that depicted data are current and reliable. In the conterminous U.S., Sectional Charts are updated every 56 days, IFR En Route Charts every 56 days, and amendments to civil IFR Approach Charts are accomplished on a 56 − day cycle with a change notice volume issued on the 28 − day midcycle. Charts that have been superseded by those of a more recent date may contain obsolete or incomplete flight information.

Preflight 5 − 1 − 1 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 REFERENCE − AIM. Para 5–4–5, Instrument Approach Procedure (IAP) Charts .

AIM, Para 9–1–5, General Description of Each Chart Series.

e. When requesting a preflight briefing, identify yourself as a pilot and provide the following: 1. Type of flight planned; e.g., VFR or IFR.

2. Aircraft’s number or pilot’s name.

3. Aircraft type.

4. Departure Airport.

5. Route of flight.

6. Destination.

7. Flight altitude(s).

8. ETD and ETE.

f. Prior to conducting a briefing, briefers are required to have the background information listed above so that they may tailor the briefing to the needs of the proposed flight. The objective is to communicate a “picture” of meteorological and aeronautical information necessary for the conduct of a safe and efficient flight. Briefers use all available weather and aeronautical information to summarize data applicable to the proposed flight. Pilots who have briefed themselves before calling Flight Service should advise the briefer what information has been obtained from other sources.

REFERENCE − AIM, Para 7 − 1 − 5 , Preflight Briefings, contains those items of a weather briefing that should be expected or requested.

g. FAA by 14 CFR part 93, Subpart K, has designated High Density Traffic Airports (HDTA) and has prescribed air traffic rules and requirements for operating aircraft (excluding helicopter operations) to and from these airports.

REFERENCE − Chart Supplement, Special Notices Section.

AIM, Para 4 − 1 − 21 , Airport Reservation Operations and Special Traffic Management Programs.

h. In addition to the filing of a flight plan, if the flight will traverse or land in one or more foreign countries, it is particularly important that pilots leave a complete itinerary with someone directly concerned and keep that person advised of the flight’s progress. If serious doubt arises as to the safety of the flight, that person should first contact the FSS.

REFERENCE − AIM, Para 5 − 1 − 11 , Flights Outside the U.S. and U.S. Territories.

i. Pilots operating under provisions of 14 CFR part 135 on a domestic flight without having an FAA assigned 3 − letter designator, must prefix the normal registration (N) number with the letter “T” on flight plan filing; for example, TN1234B.

REFERENCE − AIM, Para 4 − 2 − 4 , Aircraft Call Signs.

FAA Order JO 7110.65, Para 2 − 3 − 5, Aircraft Identity, Subpara a.

FAA Order JO 7110.10, Appendix B, FAA Form 7233 − 1, Flight Plan 5 − 1 − 2. Follow IFR Procedures Even When Operating VFR a. To maintain IFR proficiency, pilots are urged to practice IFR procedures whenever possible, even when operating VFR. Some suggested practices include: 1. Obtain a complete preflight briefing and check NOTAMs. Prior to every flight, pilots should gather all information vital to the nature of the flight. Pilots can receive a regulatory compliant briefing without contacting Flight Service. Pilots are encouraged to use automated resources and review AC 91 − 92, Pilot’s Guide to a Preflight Briefing, for more information. NOTAMs are available online from the Federal NOTAM System (FNS) Preflight 5 − 1 − 2 7/9/26 AIM AIM 2/20/25 NOTAM search website ( https://notams.aim.faa.gov/notamSearch /), private vendors, or on request from Flight Service.

2. File a flight plan. This is an excellent low − cost insurance policy. The cost is the time it takes to fill it out.

The insurance includes the knowledge that someone will be looking for you if you become overdue at your destination. Pilots can file flight plans either by using a website or by calling Flight Service. Flight planning applications are also available to file, activate, and close VFR flight plans.

3. Use current charts.

4. To enhance situational awareness and minimize distractions during critical phases of flight, pre − load all intended waypoints into a suitable RNAV system while the aircraft is on the ground.

5. Use the navigation aids . Practice maintaining a good course; keep the course deviation indicator centered .

6. Maintain a constant altitude that is appropriate for the direction of flight.

7. Estimate en route position times.

8. Make accurate and frequent position reports to the FSSs along your route of flight.

b. Simulated IFR flight is recommended (under the hood); however, pilots are cautioned to review and adhere to the requirements specified in 14 CFR section 91.109 before and during such flight.

c. When flying VFR at night, in addition to the altitude appropriate for the direction of flight, pilots should maintain an altitude which is at or above the minimum en route altitude as shown on charts. This is especially true in mountainous terrain, where there is usually very little ground reference. Do not depend on your eyes alone to avoid rising unlighted terrain, or even lighted obstructions such as TV towers.

5 − 1 − 3. Notice to Airmen (NOTAM) System a. General. The NOTAM system provides pilots with time critical aeronautical information that is temporary, or information to be published on aeronautical charts at a later date, or information from another operational publication. The NOTAM is cancelled when the information in the NOTAM is published on the chart or when the temporary condition is returned to normal status. NOTAMs may be disseminated up to 7 days before the start of activity. Pilots can access NOTAM information online via NOTAM Search at : https://notams.aim.faa.gov/notamSearch/ or from an FSS.

b. Preflight. 14 CFR § 91.103, Preflight Action directs pilots to become familiar with all available information concerning a planned flight prior to departure, including NOTAMs. Pilots may change their flight plan based on available information. Current NOTAM information may affect: 1. Aerodromes.

2. Runways, taxiways, and ramp restrictions.

3. Obstructions.

4. Communications.

5. Airspace.

6. Status of navigational aids or radar service availability.

7. Other information essential to planned en route, terminal, or landing operations.

c. ARTCC NOTAMs. Pilots should also review NOTAMs for the ARTCC area (for example, Washington Center (ZDC), Cleveland Center (ZOB), etc.) in which the flight will be operating. You can find the 3 letter code for each ARTCC on the FAA’s NOTAM webpage. These NOTAMs may affect the planned flight. Some of the operations include Central Altitude Reservation Function (CARF), Special Use Airspace (SUA), Temporary Preflight 5 − 1 − 3 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 Flight Restrictions (TFR), Global Positioning System (GPS), Flight Data Center (FDC) changes to routes, wind turbine, and Unmanned Aircraft System (UAS).

NOTE − NOTAM information is transmitted using ICAO contractions to reduce transmission time. See TBL 5 − 1 − 2 for a listing of the most commonly used contractions, or go online to the following URL: https://www.notams.faa.gov/downloads/contractions.pdf . For a complete listing of approved NOTAM Contractions, see FAA Order JO 7340.2, Contractions.

d. Destination Update. Pilots should also contact ATC or FSS while en route to obtain updated airfield information for their destination. This is particularly important when flying to the airports without an operating control tower. Snow removal, fire and rescue activities, construction, and wildlife encroachment, may pose hazards to pilots. This information may not be available to pilots prior to arrival/departure.

e. NAVAID NOTAMs . Pilots should check NOTAMs to ensure NAVAIDs required for the flight are in service. A NOTAM is published when a NAVAID is out of service or Unserviceable (U/S). Although a NAVAID is deemed U/S and planned for removal from service, it may be a long time before that NAVAID is officially decommissioned and removed from charts. A NOTAM is the primary method of alerting pilots to its unavailability. Pilots using VFR charts can also review the Aeronautical Information Services’ (AIS) website concerning Safety Alerts, Charting Notices, and Digital Product Notices at https://www.faa.gov/air_traffic/flight_info/aeronav/safety_alerts/ for additional chart information.

f. GPS NOTAMs. The FAA issues information on the status of GPS through the NOTAM system. Operators may find information on GPS satellite outages, GPS testing, and GPS anomalies by specifically searching for GPS NOTAMS prior to flight.

1. The NOTAM system uses the terms UNRELIABLE (UNREL), MAY NOT BE AVAILABLE (AVBL), and NOT AVAILABLE (AVBL) when describing the status of GPS. UNREL indicates the expected level of service of the GPS and/or WAAS may not be available. Pilots must then determine the adequacy of the signal for desired use. Aircraft should have additional navigation equipment for their intended route.

NOTE − Unless associated with a known testing NOTAM, pilots should report GPS anomalies, including degraded operation and/or loss of service, as soon as possible via radio or telephone, and via the GPS Anomaly Reporting Form. (See 1 − 1 − 13 .)

2. GPS operations may also be NOTAMed for testing. This is indicated in the NOTAM language with the name of the test in parenthesis. When GPS testing NOTAMS are published and testing is actually occurring, ATC will advise pilots requesting or cleared for a GPS or RNAV (GPS) approach, that GPS may not be available and request the pilot’s intentions. TBL 5 − 1 − 1 lists an example of a GPS testing NOTAM.

g. NOTAM Classification. NOTAM information is classified as Domestic NOTAMs (NOTAM D), Flight Data Center (FDC) NOTAMs, International NOTAMs, or Military NOTAMs.

1. NOTAM (D) information is disseminated for all navigational facilities that are part of the National Airspace System (NAS), all public use aerodromes, seaplane bases, and heliports listed in the Chart Supplement.

NOTAM (D) information includes taxiway closures, personnel and equipment near or crossing runways, and airport lighting aids that do not affect instrument approach criteria (i.e., VGSI). All NOTAM Ds must have one of the keywords listed in TBL 5 − 1 − 1 , as the first part of the text after the location identifier. These keywords categorize NOTAM Ds by subject, for example, APRON (ramp), RWY (runway), SVC (Services), etc. There are several types of NOTAM Ds: (a) Aerodrome activity and conditions, to include field conditions.

(b) Airspace to include CARF, SUA, and general airspace activity like UAS or pyrotechnics.

(c) Visual and radio navigational aids.

(d) Communication and services.

(e) Pointer NOTAMs. NOTAMs issued to point to additional aeronautical information. When pointing to another NOTAM, the keyword in the pointer NOTAM must match the keyword in the original NOTAM.

Preflight 5 − 1 − 4 7/9/26 AIM AIM 2/20/25 Pointer NOTAMs should be issued for, but are not limited to, TFRs, Airshows, Temporary SUA, major NAS system interruptions, etc.

2. FDC NOTAMs are issued when it is necessary to disseminate regulatory information. FDC NOTAMs include: (a) Amendments to published IAPs and other current aeronautical charts.

(b) Temporary Flight Restrictions (TFR) restrict entrance to a certain airspace at a certain time, however, some TFRs provide relief if ATC permission is given to enter the area when requested. Online preflight resources for TFRs provide graphics and plain language interpretations.

(c) High barometric pressure warning.

(d) Laser light activity.

(e) ADS − B, TIS − B, and FIS − B service availability.

(f) Satellite − based systems such as WAAS or GPS.

(g) Special Notices.

3. International NOTAMs are published in ICAO format per Annex 15 and distributed to multiple countries.

(a) International NOTAMs issued by the U.S. NOTAM Office use Series A followed by 4 sequential numbers, a slant “/” and a 2 − digit number representing the year the NOTAM was issued. International NOTAMs basically duplicate data found in a U.S. Domestic NOTAM.

(b) Not every topic of a U.S. Domestic NOTAM is issued as an International NOTAM by the U.S. The U.S. International NOTAM will be linked to the appropriate U.S. Domestic NOTAM when possible.

(c) International NOTAMs received by the FAA from other countries are stored in the U.S. NOTAM System.

(d) The International NOTAM format includes a “Q” Line that can be easily read/parsed by a computer and allows the NOTAM to be displayed digitally.

(1) Field A: ICAO location identifier or FIR affected by the NOTAM.

(2) Field B: Start of Validity.

(3) Field C: End of Validity (both in [Year][Month][Day][Hour][Minute] format).

(4) Field D: (when present) Schedule.

(5) Field E: Full NOTAM description.

(6) Field F: (when present) Lowest altitude, or “SFC.” (7) Field G: (when present) Highest altitude, or “UNL.” (e) For more on International format, please see Annex 15.

4. Military NOTAMs are NOTAMs originated by the U.S. Air Force, Army, Marine, or Navy, and pertaining to military or joint − use navigational aids/airports that are part of the NAS. Military NOTAMs are published in the International NOTAM format and should be reviewed by users of a military or joint − use facility.

h. Security NOTAMS: 1. U.S. Domestic Security NOTAMS are FDC NOTAMS that inform pilots of certain U.S. security activities or requirements, such as Special Security Instructions for aircraft operations to, from, within, or transitioning U.S. territorial airspace. These NOTAMS are found on the Federal NOTAM System (FNS) NOTAM Search website under the location designator KZZZ.

2. United States International Flight Prohibitions, Potential Hostile Situations, and Foreign Notices are issued by the FAA and are found on the Federal NOTAM System (FNS) NOTAM Search website under the location designator KICZ.

Preflight 5 − 1 − 5 AIM 2/20/25 TBL 5 − 1 − 1 NOTAM Keywords Keyword Definition RWY . . . . . . . Runway Example !BNA BNA RWY 18/36 CLSD YYMMDDHHMM − YYMMDDHHMM TWY . . . . . . . Taxiway Example !BTV BTV TWY C EDGE LGT OBSC YYMMDDHHMM − YYMMDDHHMM APRON . . . . . Apron/Ramp Example !BNA BNA APRON NORTH APN E 100FT CLSD YYMMDDHHMM − YYMMDDHHMM AD . . . . . . . . . Aerodrome Example !BET BET AD AP ELK NEAR MOVEMENT AREAS YYMMDDHHMM − YYMMDDHHMM OBST . . . . . . . Obstruction Example !SJT SJT OBST MOORED BALLOON WI AN AREA DEFINED AS 1NM RADIUS OF SJT 2430FT (510FT AGL) FLAGGED YYMMDDHHMM − YYMMDDHHMM NAV . . . . . . . . Navigation Aids Example !SHV SHV NAV ILS RWY 32 110.3 COMMISSIONED YYMMDDHHMM − PERM COM . . . . . . . Communications Example !INW INW COM REMOTE COM OUTLET 122.6 U/S YYMMDDHHMM − YYMMDDHHMM EST (Note* EST will auto cancel) SVC . . . . . . . . Services Example !ROA ROA SVC TWR COMMISSIONED YYMMDDHHMM − PERM AIRSPACE . . Airspace Example !MHV MHV AIRSPACE AEROBATIC ACFT WI AN AREA DEFINED AS 4.3NM RADIUS OF MHV 5500FT − 10500FT AVOIDANCE ADZ CTC JOSHUA APP DLY YYMMDDHHMM − YYMMDDHHMM ODP . . . . . . . . Obstacle Departure Procedure Example !FDC 2/9700 DIK ODP DICKINSON − THEODORE ROOSEVELT RGNL, DICKINSON, ND. TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES AMDT 1... DEPARTURE PROCEDURE: RWY 25, CLIMB HEADING 250 TO 3500 BEFORE TURNING LEFT. ALL OTHER DATA REMAINS AS PUBLISHED. THIS IS TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES, AMDT 1A. YYMMDDHHMM − PERM SID . . . . . . . . . Standard Instrument Departure Example !FDC x/xxxx DFW SID DALLAS/FORT WORTH INTL, DALLAS, TX. PODDE THREE DEPARTURE...

CHANGE NOTES TO READ: RWYS 17C/R, 18L/R: DO NOT EXCEED 240KT UNTIL LARRN. RWYS 35L/C, 36L/R: DO NOT EXCEED 240KT UNTIL KMART YYMMDDHHMM − YYMMDDHHMM STAR . . . . . . . Standard Terminal Arrival Example !FDC x/xxxx DCA STAR RONALD REAGAN WASHINGTON NATIONAL,WASHINGTON, DC. WZRRD TWO ARRIVAL... SHAAR TRANSITION: ROUTE FROM DRUZZ INT TO WZRRD INT NOT AUTHO - RIZED. AFTER DRUZZ INT EXPECT RADAR VECTORS TO AML VORTAC YYMMDDHHMM − YYM - MDDHHMM CHART . . . . . Chart Example !FDC 2/9997 DAL IAP DALLAS LOVE FIELD, DALLAS, TX. ILS OR LOC RWY 31R, AMDT 5... CHART NOTE: SIMULTANEOUS APPROACH AUTHORIZED WITH RWY 31L. MISSED APPROACH: CLIMB TO 1000 THEN CLIMBING RIGHT TURN TO 5000 ON HEADING 330 AND CVE R − 046 TO FINGR INT/ CVE 36.4 DME AND HOLD. CHART LOC RWY 31L. THIS IS ILS OR LOC RWY 31R, AMDT 5A. YYM - MDDHHMM − PERM DATA . . . . . . . Data Example !FDC 2/9700 DIK ODP DICKINSON − THEODORE ROOSEVELT RGNL, DICKINSON, ND. TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES AMDT 1... DEPARTURE PROCEDURE: RWY 25, CLIMB HEADING 250 TO 3500 BEFORE TURNING LEFT. ALL OTHER DATA REMAINS AS PUBLISHED. THIS IS TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES, AMDT 1A. YYMMDDHHMM − PERM Preflight 5 − 1 − 6 7/9/26 AIM AIM 2/20/25 (d) Compliance with 14 CFR part 121 or 135 one − engine − inoperative (OEI) departure performance requirements, or similar ICAO/State rules, cannot be assured by the sole use of takeoff obstacle note data as published in the TPP. Operators conducting these operations should refer to precise data sources (GIS database, etc.) specifically intended for OEI departure planning (see AC 120 − 91).

5. Climb gradients greater than 200 FPNM are specified when required to support procedure design constraints, obstacle clearance, and/or airspace restrictions. Compliance with a climb gradient for these purposes is mandatory when the procedure is part of the ATC clearance, unless increased takeoff minimums are provided and weather conditions allow compliance with these minimums.

NOTE − Climb gradients for ATC purposes are being phased out on SIDs.

EXAMPLE − “Cross ALPHA intersection at or below 4000; maintain 6000.” The pilot climbs at least 200 FPNM to 6000. If 4000 is reached before ALPHA, the pilot levels off at 4000 until passing ALPHA; then immediately resumes at least 200 FPNM climb.

EXAMPLE − “TAKEOFF MINIMUMS: RWY 27 , Standard with a minimum climb of 280’ per NM to 2500.” A climb of at least 280 FPNM is required to 2500 and is mandatory when the departure procedure is included in the ATC clearance.

NOTE − Some SIDs still retain labeled “ATC” climb gradients published or have climb gradients that are established to meet a published altitude restriction that is not required for obstacle clearance or procedure design criteria. These procedures will be revised in the course of the normal procedure amendment process.

6. Climb gradients may be specified only to an altitude/fix, above which the normal gradient applies. An ATC − required altitude restriction published at a fix, will not have an associated climb gradient published with that restriction. Pilots are expected to determine if crossing altitudes can be met, based on the performance capability of the aircraft they are operating.

EXAMPLE − “Minimum climb 340 FPNM to ALPHA.” The pilot climbs at least 340 FPNM to ALPHA, then at least 200 FPNM to MIA.

7. A Visual Climb Over Airport (VCOA) procedure is a departure option for an IFR aircraft, operating in visual meteorological conditions equal to or greater than the specified visibility and ceiling, to visually conduct climbing turns over the airport to the published “at or above” altitude. At this point, the pilot may proceed in instrument meteorological conditions to the first en route fix using a diverse departure, or to proceed via a published routing to a fix from where the aircraft may join the IFR en route structure, while maintaining a climb gradient of at least 200 feet per nautical mile. VCOA procedures are developed to avoid obstacles greater than 3 statute miles from the departure end of the runway as an alternative to complying with climb gradients greater than 200 feet per nautical mile. Pilots are responsible to advise ATC as early as possible of the intent to fly the VCOA option prior to departure. Pilots are expected to remain within the distance prescribed in the published visibility minimums during the climb over the airport until reaching the “at or above” altitude for the VCOA procedure. If no additional routing is published, then the pilot may proceed in accordance with their IFR clearance. If additional routing is published after the “at − or − above” altitude, the pilot must comply with the route to a fix that may include a climb − in − holding pattern to reach the MEA/MIA for the en route portion of their IFR flight. These textual procedures are published in the Takeoff Minimums and (Obstacle) Departure Procedures section of the TPP and/or appear as an option on a Graphic ODP.

EXAMPLE − TAKEOFF MINIMUMS: Rwy 32 , standard with minimum climb of 410’ per NM to 3000’ or 1100 − 3 for VCOA.

VCOA: Rwy 32, when executing VCOA, notify ATC prior to departure. Climb in visual conditions to cross Broken Bow Muni/Keith Glaze Field at or above 3500’ before proceeding on course.

f. Obstacle Clearance Responsibilities. DPs are designed so that the pilot’s adherence to the procedure’s lateral path and vertical climb requirements will ensure obstacle protection.

Departure Procedures 5 − 2 − 11 8/7/25 AIM 3/15/07 7110.65R CHG 2 AIM 8/7/25 AIM 2/20/25 1. Obstacle clearance responsibility rests with the pilot when he/she chooses to depart IFR under 14 CFR part 91 and has not filed or been cleared for an ODP or an ATC − assigned SID or assigned headings for a DVA from the departure runway. Standard takeoff minimums are one statute mile for aircraft having two engines or less and one − half statute mile for aircraft having more than two engines. Higher than standard ceiling and visibility minimums will allow visual avoidance of the obstacles during the initial climb at the standard climb gradient.

2. When cleared to depart IFR using the ODP, SID, VCOA, or assigned headings for DVA, pilots must reference the published takeoff minimums and takeoff obstacle notes.

(a) Since the presence of low, close − in obstacles do not require publishing increased takeoff minimums the pilot should consider, if necessary to see and avoid these obstacles, the weather at time of takeoff. Based on the position of low, close − in obstacles, weather no less than 300 ft and 1 NM may be necessary to visually avoid obstacles.

(b) Takeoff minimums obstacles are especially critical to aircraft that do not lift off until close to the departure end of the runway or which climb at the minimum rate. When departing IFR using the higher than standard takeoff minimums option, pilots are responsible for visually avoiding takeoff minimums obstacles.

Pilots should also consider drift following lift − off to ensure sufficient clearance from these obstacles. The segment of the procedure that requires the pilot to see and avoid obstacles ends when the aircraft is beyond or above the ceiling and visibility published to avoid these obstacles.

3. When departing using the VCOA, obstacle avoidance is not guaranteed if the pilot maneuvers farther from the airport than the published visibility minimum for the VCOA prior to reaching the published VCOA altitude. Pilots are responsible for maintaining clearance from low, close − in obstacles.

4. When departing using a DVA, pilots are responsible for maintaining clearance from low, close − in obstacles. DVAs may also require a higher than standard climb gradient. Standard takeoff minimums apply when departing a runway under IFR when using the DVA. The existence of a DVA will be noted in the Takeoff Minimums and (Obstacle) Departure Procedure section of the TPP.

EXAMPLE − DIVERSE VECTOR AREA (RADAR VECTORS) AMDT 1 14289 (FAA) Rwy 6R , headings as assigned by ATC; requires minimum climb of 290’ per NM to 400.

Rwys 6L, 7L, 7R, 24R, 25R, headings as assigned by ATC.

5. In all cases, continued obstacle clearance is based on having climbed a minimum of 200 feet per nautical mile to the specified point and then continuing to climb at least 200 feet per nautical mile during the departure until reaching the minimum en route altitude, unless higher than standard climb gradient is published. When a higher than standard climb gradient is published and used, that climb gradient is maintained, until reaching the climb gradient termination altitude, after which the standard 200 feet per nautical mile is maintained until reaching the minimum en route altitude.

NOTE − As is always the case, when used by the controller during departure, the term “radar contact” should not be interpreted as relieving pilots of their responsibility to maintain appropriate terrain and obstruction clearance, which may include flying the obstacle DP.

g. Where are DPs located? DPs and DVAs will be listed by airport in the IFR Takeoff Minimums and (Obstacle) Departure Procedures Section, Section L, of the TPP. If the DP is textual, it will be described in TPP Section L . SIDs and complex ODPs will be published graphically and named. The name will be listed by airport name and runway in Section L. Graphic ODPs will also have the term “(OBSTACLE)” printed in the charted procedure title, differentiating them from SIDs.

1. An ODP that has been developed solely for obstacle avoidance will be indicated with the symbol “T” on appropriate Instrument Approach Procedure (IAP) charts and DP charts for that airport. The “T” symbol will continue to refer users to TPP Section C. In the case of a graphic ODP, the TPP Section C will only contain the Departure Procedures 5 − 2 − 12 7/9/26 AIM AIM 2/20/25 facilities and towers, and the update rate is not as fast. Therefore, pilots may be requested to report established on the final approach course.

3. Whether aircraft are vectored to the appropriate final approach course or provide their own navigation on published routes to it, radar service is automatically terminated when the landing is completed or when instructed to change to advisory frequency at uncontrolled airports, whichever occurs first.

5 − 4 − 4. Advance Information on Instrument Approach a. When landing at airports with approach control services and where two or more IAPs are published, pilots will be provided in advance of their arrival with the type of approach to expect or that they may be vectored for a visual approach. This information will be broadcast either by a controller or on ATIS. It will not be furnished when the visibility is three miles or better and the ceiling is at or above the highest initial approach altitude established for any low altitude IAP for the airport.

b. The purpose of this information is to aid the pilot in planning arrival actions; however, it is not an ATC clearance or commitment and is subject to change. Pilots should bear in mind that fluctuating weather, shifting winds, blocked runway, etc., are conditions which may result in changes to approach information previously received. It is important that pilots advise ATC immediately they are unable to execute the approach ATC advised will be used, or if they prefer another type of approach.

c. Aircraft destined to uncontrolled airports, which have automated weather data with broadcast capability, should monitor the ASOS/AWOS frequency to ascertain the current weather for the airport. The pilot must advise ATC when he/she has received the broadcast weather and state his/her intentions.

NOTE − 1. ASOS/AWOS should be set to provide one − minute broadcast weather updates at uncontrolled airports that are without weather broadcast capability by a human observer.

2. Controllers will consider the long line disseminated weather from an automated weather system at an uncontrolled airport as trend and planning information only and will rely on the pilot for current weather information for the airport. If the pilot is unable to receive the current broadcast weather, the last long line disseminated weather will be issued to the pilot.

When receiving IFR services, the pilot/aircraft operator is responsible for determining if weather/visibility is adequate for approach/landing.

d. When making an IFR approach to an airport not served by a tower or FSS, after ATC advises “CHANGE TO ADVISORY FREQUENCY APPROVED” you should broadcast your intentions, including the type of approach being executed, your position, and when over the final approach fix inbound (nonprecision approach) or when over the outer marker or fix used in lieu of the outer marker inbound (precision approach). Continue to monitor the appropriate frequency (UNICOM, etc.) for reports from other pilots.

5 − 4 − 5. Instrument Approach Procedure (IAP) Charts a. 14 CFR section 91.175(a), Instrument approaches to civil airports, requires the use of SIAPs prescribed for the airport in 14 CFR part 97 unless otherwise authorized by the Administrator (including ATC). If there are military procedures published at a civil airport, aircraft operating under 14 CFR part 91 must use the civil procedure(s). Civil procedures are defined with “FAA” in parenthesis, e.g., (FAA), at the top, center of the procedure chart. DoD procedures are defined using the abbreviation of the applicable military service in parenthesis, e.g., (USAF), (USN), (USA). 14 CFR section 91.175(g), Military airports, requires civil pilots flying into or out of military airports to comply with the IAPs and takeoff and landing minimums prescribed by the authority having jurisdiction at those airports. Unless an emergency exists, civil aircraft operating at military airports normally require advance authorization, commonly referred to as “Prior Permission Required” or “PPR.” Additionally, some civil airports may require PPR for the use of runways, taxiways, aprons, or other airport facilities and services. PPRs are typically published in the Chart Supplement entry for the airport.

Temporary or short − notice PPRs may be disseminated via NOTAM.

NOTE − Civil aircraft may conduct practice VFR approaches using DoD instrument approach procedures when approved by the air traffic controller.

Arrival Procedures 5 − 4 − 5 AIM 2/20/25 1. IAPs (standard and special, civil and military) are based on joint civil and military criteria contained in the U.S. Standard for TERPS. The design of IAPs based on criteria contained in TERPS, takes into account the interrelationship between airports, facilities, and the surrounding environment, terrain, obstacles, noise sensitivity, etc. Appropriate altitudes, courses, headings, distances, and other limitations are specified and, once approved, the procedures are published and distributed by government and commercial cartographers as instrument approach charts.

2. Not all IAPs are published in chart form. Radar IAPs are established where requirements and facilities exist but they are printed in tabular form in appropriate U.S. Government Flight Information Publications.

3. The navigation equipment required to join and fly an instrument approach procedure is indicated by the title of the procedure and notes on the chart.

(a) Straight − in IAPs are identified by the navigational system providing the final approach guidance and the runway to which the approach is aligned (e.g., VOR RWY 13). Circling only approaches are identified by the navigational system providing final approach guidance and a letter (e.g., VOR A). More than one navigational system separated by a slash indicates that more than one type of equipment must be used to execute the final approach (e.g., VOR/DME RWY 31). More than one navigational system separated by the word “or” indicates either type of equipment may be used to execute the final approach (e.g., VOR or GPS RWY 15).

NOTE − This procedure identification method has changed and these procedures will be revised in the course of the normal procedure amendment process. The slash and equipment (e.g., /DME) information will be removed with future amendments. Pilots should review the procedure’s notes, planview annotations, and PBN/equipment requirements boxes to determine the capability needed to accomplish the procedure.

(b) In some cases, other types of navigation systems including radar may be required to execute other portions of the approach or to navigate to the IAF (e.g., an NDB procedure turn to an ILS, an NDB in the missed approach, or radar required to join the procedure or identify a fix). When radar or other equipment is required for procedure entry from the en route environment, a note will be charted in the planview of the approach procedure chart (e.g., RADAR REQUIRED or ADF REQUIRED). When radar or other equipment is required on portions of the procedure outside the final approach segment, including the missed approach, a note will be charted in the notes box of the pilot briefing portion of the approach chart (e.g., RADAR REQUIRED or DME REQUIRED). Notes are not charted when VOR is required outside the final approach segment. Pilots should ensure that the aircraft is equipped with the required NAVAID(s) in order to execute the approach, including the missed approach.

NOTE − Some military (i.e., U.S. Air Force and U.S. Navy) IAPs have these “additional equipment required” notes charted only in the planview of the approach procedure and do not conform to the same application standards used by the FAA.

(c) The FAA has initiated a program to provide a new notation for LOC approaches when charted on an ILS approach requiring other navigational aids to fly the final approach course. The LOC minimums will be annotated with the NAVAID required (e.g., “DME Required” or “RADAR Required”). During the transition period, ILS approaches will still exist without the annotation.

(d) Many ILS approaches having minima based on RVR are eligible for a landing minimum of RVR 1800.

Some of these approaches are to runways that have touchdown zone and centerline lights. For many runways that do not have touchdown and centerline lights, it is still possible to allow a landing minimum of RVR 1800.

For these runways, the normal ILS minimum of RVR 2400 can be annotated with a single or double asterisk or the dagger symbol “ † ”; for example “** 696/24 200 (200/1/2).” A note is included on the chart stating “**RVR 1800 authorized with use of FD or AP or HUD to DA.” The pilot must use the flight director, or autopilot with an approved approach coupler, or head up display to decision altitude or to the initiation of a missed approach.

In the interest of safety, single pilot operators should not fly approaches to 1800 RVR minimums on runways without touchdown and centerline lights using only a flight director, unless accompanied by the use of an autopilot with an approach coupler.

Arrival Procedures 5 − 4 − 6 2/20/25 AIM outer marker inbound (precision approach) is indicative that timed approach procedures are being utilized, or in lieu of holding, the controller may use radar vectors to the Final Approach Course to establish a mileage interval between aircraft that will ensure the appropriate time sequence between the final approach fix/outer marker or fix used in lieu of the outer marker and the airport.

c. Each pilot in an approach sequence will be given advance notice as to the time they should leave the holding point on approach to the airport. When a time to leave the holding point has been received, the pilot should adjust the flight path to leave the fix as closely as possible to the designated time. (See FIG 5 − 4 − 19 .)

FIG 5 − 4 − 19 Timed Approaches from a Holding Fix LMM LOM 1000 FT.

REPORT LEAVING PREVIOUS ALTITUDE FOR NEW ASSIGNED ALTITUDE 1000 FT.

1000 FT.

1000 FT.

ONE MINUTE APPROXIMATELY 5 MILES AIRPORT FLYING TIME 12:03 CLEARANCE RECEIVED :04 INITIAL TIME OVER FIX :06 1/2 30 SEC.

:07 REPORT :05 :05 1/2 LEAVING FINAL APPROACH TIME Arrival Procedures 5 − 4 − 37 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 EXAMPLE − At 12:03 local time, in the example shown, a pilot holding, receives instructions to leave the fix inbound at 12:07. These instructions are received just as the pilot has completed turn at the outbound end of the holding pattern and is proceeding inbound towards the fix. Arriving back over the fix, the pilot notes that the time is 12:04 and that there are 3 minutes to lose in order to leave the fix at the assigned time. Since the time remaining is more than two minutes, the pilot plans to fly a race track pattern rather than a 360 degree turn, which would use up 2 minutes. The turns at the ends of the race track pattern will consume approximately 2 minutes. Three minutes to go, minus 2 minutes required for the turns, leaves 1 minute for level flight. Since two portions of level flight will be required to get back to the fix inbound, the pilot halves the 1 minute remaining and plans to fly level for 30 seconds outbound before starting the turn back to the fix on final approach. If the winds were negligible at flight altitude, this procedure would bring the pilot inbound across the fix precisely at the specified time of 12:07. However, if expecting headwind on final approach, the pilot should shorten the 30 second outbound course somewhat, knowing that the wind will carry the aircraft away from the fix faster while outbound and decrease the ground speed while returning to the fix. On the other hand, compensating for a tailwind on final approach, the pilot should lengthen the calculated 30 second outbound heading somewhat, knowing that the wind would tend to hold the aircraft closer to the fix while outbound and increase the ground speed while returning to the fix.

5 − 4 − 11. Radar Approaches a. The only airborne radio equipment required for radar approaches is a functioning radio transmitter and receiver. The radar controller vectors the aircraft to align it with the runway centerline. The controller continues the vectors to keep the aircraft on course until the pilot can complete the approach and landing by visual reference to the surface. There are two types of radar approaches: Precision (PAR) and Surveillance (ASR).

b. A radar approach may be given to any aircraft upon request and may be offered to pilots of aircraft in distress or to expedite traffic, however, an ASR might not be approved unless there is an ATC operational requirement, or in an unusual or emergency situation. Acceptance of a PAR or ASR by a pilot does not waive the prescribed weather minimums for the airport or for the particular aircraft operator concerned. The decision to make a radar approach when the reported weather is below the established minimums rests with the pilot.

c. PAR and ASR minimums are published on separate pages in the FAA Terminal Procedures Publication (TPP).

1. Precision Approach (PAR). A PAR is one in which a controller provides highly accurate navigational guidance in azimuth and elevation to a pilot. Pilots are given headings to fly, to direct them to, and keep their aircraft aligned with the extended centerline of the landing runway. They are told to anticipate glidepath interception approximately 10 to 30 seconds before it occurs and when to start descent. The published Decision Altitude (DA) will be given only if the pilot requests it. If the aircraft is observed to deviate above or below the glidepath, the pilot is given the relative amount of deviation by use of terms “slightly” or “well” and is expected to adjust the aircraft’s rate of descent/ascent to return to the glidepath. Trend information is also issued with respect to the elevation of the aircraft and may be modified by the terms “rapidly” and “slowly”; e.g., “well above glidepath, coming down rapidly.” Range from touchdown is given at least once each mile. If an aircraft is observed by the controller to proceed outside of specified safety zone limits in azimuth and/or elevation and continue to operate outside these prescribed limits, the pilot will be directed to execute a missed approach or to fly a specified course unless the pilot has the runway environment (runway, approach lights, etc.) in sight.

Navigational guidance in azimuth and elevation is provided to the pilot until the aircraft reaches the published DA. Advisory course and glidepath information is furnished by the controller until the aircraft passes over the landing threshold, at which point the pilot is advised of any deviation from the runway centerline. Radar service is automatically terminated upon completion of the approach.

2. Surveillance Approach (ASR). An ASR is one in which a controller provides navigational guidance in azimuth only. The pilot is furnished headings to fly to align the aircraft with the extended centerline of the landing runway. Since the radar information used for a surveillance approach is considerably less precise than that used for a precision approach, the accuracy of the approach will not be as great and higher minimums will apply. Guidance in elevation is not possible but the pilot will be advised when to commence descent to the Minimum Descent Altitude (MDA) or, if appropriate, to an intermediate step − down fix Minimum Crossing Arrival Procedures 5 − 4 − 38 7/9/26 AIM AIM 2/20/25 for determining the exact maneuver in each instance since airport design and the aircraft position, altitude and airspeed must all be considered.

REFERENCE − AIM, Para 5 − 4 − 20 , Approach and Landing Minimums.

3. Upon receipt of an approach clearance while on an unpublished route or being radar vectored: (a) Complies with the minimum altitude for IFR; and (b) Maintains the last assigned altitude until established on a segment of a published route or IAP, at which time published altitudes apply.

4. There are currently two temperature limitations that may be published in the notes box of the middle briefing strip on an instrument approach procedure (IAP). The two published temperature limitations are: (a) A temperature range limitation associated with the use of baro − VNAV that may be published on a United States PBN IAP titled RNAV (GPS) or RNAV (RNP); and/or (b) A Cold Temperature Airport (CTA) limitation designated by a snowflake ICON and temperature in Celsius (C) that is published on every IAP for the airfield.

5. Any planned altitude correction for the intermediate and/or missed approach holding segments must be coordinated with ATC. Pilots do not have to advise ATC of a correction in the final segment.

REFERENCE − AIM, Chapter 7, Section 3, Cold Temperature Barometric Altimeter Errors, Setting Procedures, and Cold Temperature Airports (CTA).

b. Controller.

1. Issues an approach clearance based on known traffic.

2. Issues an IFR approach clearance only after the aircraft is established on a segment of published route or IAP, or assigns an appropriate altitude for the aircraft to maintain until so established.

5 − 5 − 5. Missed Approach a. Pilot.

1. Executes a missed approach when one of the following conditions exist: (a) Arrival at the Missed Approach Point (MAP) or the Decision Height (DH) and visual reference to the runway environment is insufficient to complete the landing.

(b) Determines that a safe approach or landing is not possible (see subparagraph 5 − 4 − 21 h ).

(c) Instructed to do so by ATC.

2. Advises ATC that a missed approach will be made. Include the reason for the missed approach unless the missed approach is initiated by ATC.

3. Complies with the missed approach instructions for the IAP being executed from the MAP, unless other missed approach instructions are specified by ATC.

4. If executing a missed approach prior to reaching the MAP, fly the lateral navigation path of the instrument procedure to the MAP. Climb to the altitude specified in the missed approach procedure, except when a maximum altitude is specified between the final approach fix (FAF) and the MAP. In that case, comply with the maximum altitude restriction. Note, this may require a continued descent on the final approach.

5. When applicable, apply cold temperature correction to missed approach segments. Advise ATC when intending to apply cold temperature correction and of the amount of correction required for each affected segment on initial contact (or as soon as possible). This information is required for ATC to provide aircraft appropriate vertical separation between known traffic. The pilot must not apply an altitude correction to an assigned altitude when provided an initial heading to fly or radar vector in lieu of published missed approach procedures, unless approved by ATC.

Pilot/Controller Roles and Responsibilities 5 − 5 − 3 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 REFERENCE − AIM, Para 5 − 1 − 17, Cold Temperature Operations .

AIM, Chapter 7, Section 3, Cold Temperature Barometric Altimeter Errors, Setting Procedures, and Cold Temperature Airports (CTA).

6. Following a missed approach, requests clearance for specific action; i.e., another approach, hold for improved conditions, proceed to an alternate airport, etc.

b. Controller.

1. Issues an approved alternate missed approach procedure if it is desired that the pilot execute a procedure other than as depicted on the instrument approach chart.

2. May vector a radar identified aircraft executing a missed approach when operationally advantageous to the pilot or the controller.

3. In response to the pilot’s stated intentions, issues a clearance to an alternate airport, to a holding fix, or for reentry into the approach sequence, as traffic conditions permit.

5 − 5 − 6. Vectors a. Pilot.

1. Promptly complies with headings and altitudes assigned to you by the controller.

2. Questions any assigned heading or altitude believed to be incorrect.

3. If operating VFR and compliance with any radar vector or altitude would cause a violation of any CFR, advises ATC and obtains a revised clearance or instructions.

b. Controller.

1. Vectors aircraft in Class A, Class B, Class C, Class D, and Class E airspace: (a) For separation.

(b) For noise abatement.

(c) To obtain an operational advantage for the pilot or controller.

2. Vectors aircraft in Class A, Class B, Class C, Class D, Class E, and Class G airspace when requested by the pilot.

3. Except where authorized for radar approaches, radar departures, special VFR, or when operating in accordance with vectors below minimum altitude procedures, vector IFR aircraft at or above minimum vectoring altitudes.

4. May vector aircraft off assigned procedures. When published altitude or speed restrictions are included, controllers must assign an altitude, or if necessary, a speed.

5. May vector VFR aircraft, not at an ATC assigned altitude, at any altitude. In these cases, terrain separation is the pilot’s responsibility.

5 − 5 − 7. Safety Alert a. Pilot.

1. Initiates appropriate action if a safety alert is received from ATC.

2. Be aware that this service is not always available and that many factors affect the ability of the controller to be aware of a situation in which unsafe proximity to terrain, obstructions, or another aircraft may be developing.

b. Controller.

1. Issues a safety alert if aware an aircraft under their control is at an altitude which, in the controller’s judgment, places the aircraft in unsafe proximity to terrain, obstructions or another aircraft. Types of safety alerts are: Pilot/Controller Roles and Responsibilities 5 − 5 − 4 7/9/26 AIM AIM 2/20/25 (a) Terrain or Obstruction Alert. Immediately issued to an aircraft under their control if aware the aircraft is at an altitude believed to place the aircraft in unsafe proximity to terrain or obstructions.

(b) Aircraft Conflict Alert. Immediately issued to an aircraft under their control if aware of an aircraft not under their control at an altitude believed to place the aircraft in unsafe proximity to each other. With the alert, they offer the pilot an alternative, if feasible.

2. Discontinue further alerts if informed by the pilot action is being taken to correct the situation or that the other aircraft is in sight.

5 − 5 − 8. See and Avoid a. Pilot. When meteorological conditions permit, regardless of type of flight plan or whether or not under control of a radar facility, the pilot is responsible to see and avoid other traffic, terrain, or obstacles.

b. Controller.

1. Provides radar traffic information to radar identified aircraft operating outside positive control airspace on a workload permitting basis.

2. Issues safety alerts to aircraft under their control if aware the aircraft is at an altitude believed to place the aircraft in unsafe proximity to terrain, obstructions, or other aircraft.

5 − 5 − 9. Speed Adjustments a. Pilot.

1. Advises ATC any time cruising airspeed varies plus or minus 5 percent or 10 knots, whichever is greater, from that given in the flight plan.

2. Complies with speed adjustments from ATC unless: (a) The minimum or maximum safe airspeed for any particular operation is greater or less than the requested airspeed. In such cases, advises ATC.

NOTE − It is the pilot’s responsibility and prerogative to refuse speed adjustments considered excessive or contrary to the aircraft’s operating specifications.

(b) Operating at or above 10,000 feet MSL on an ATC assigned SPEED ADJUSTMENT of more than 250 knots IAS and subsequent clearance is received for descent below 10,000 feet MSL. In such cases, pilots are expected to comply with 14 CFR section 91.117(a).

3. When complying with speed adjustment assignments, maintains an indicated airspeed within plus or minus 10 knots or 0.02 Mach number of the specified speed.

b. Controller.

1. Assigns speed adjustments to aircraft when necessary but not as a substitute for good vectoring technique.

2. Adheres to the restrictions published in FAA Order JO 7110.65, Air Traffic Control, as to when speed adjustment procedures may be applied.

3. Avoids speed adjustments requiring alternate decreases and increases.

4. Assigns speed adjustments to a specified IAS (KNOTS)/Mach number or to increase or decrease speed using increments of 5 knots or multiples thereof.

5. Terminates ATC-assigned speed adjustments when no longer required by issuing further instructions to pilots in the following manner: (a) Advises pilots to “resume normal speed” when the aircraft is on a heading, random routing, charted procedure, or route without published speed restrictions.

Pilot/Controller Roles and Responsibilities 5 − 5 − 5 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 (b) Instructs pilots to “comply with speed restrictions” when the aircraft is joining or resuming a charted procedure or route with published speed restrictions.

CAUTION − The phraseology “Climb via SID” requires compliance with all altitude and/or speed restrictions depicted on the procedure.

(c) Instructs pilots to “resume published speed” when aircraft are cleared via a charted instrument flight procedure that contains published speed restrictions.

(d) Advises aircraft to “delete speed restrictions” when ATC assigned or published speed restrictions on a charted procedure are no longer required.

(e) Clears pilots for approach without restating previously issued speed adjustments.

REFERENCE − Pilot/Controller Glossary Term − Resume Normal Speed.

Pilot/Controller Glossary Term − Resume Published Speed.

6. Gives due consideration to aircraft capabilities to reduce speed while descending.

7. Does not assign speed adjustments to aircraft at or above FL 390 without pilot consent.

5 − 5 − 10. Traffic Advisories (Traffic Information) a. Pilot.

1. Acknowledges receipt of traffic advisories.

2. Informs controller if traffic in sight.

3. Advises ATC if a vector to avoid traffic is desired.

4. Does not expect to receive radar traffic advisories on all traffic. Some aircraft may not appear on the radar display. Be aware that the controller may be occupied with higher priority duties and unable to issue traffic information for a variety of reasons.

5. Advises controller if service is not desired.

b. Controller.

1. Issues radar traffic to the maximum extent consistent with higher priority duties except in Class A airspace.

2. Provides vectors to assist aircraft to avoid observed traffic when requested by the pilot.

3. Issues traffic information to aircraft in the Class B, Class C, and Class D surface areas for sequencing purposes.

4. Controllers are required to issue traffic advisories to each aircraft operating on intersecting or nonintersecting converging runways where projected flight paths will cross.

5 − 5 − 11. Visual Approach a. Pilot.

1. If a visual approach is not desired, advises ATC.

2. Complies with controller’s instructions for vectors toward the airport of intended landing or to a visual position behind a preceding aircraft.

3. The pilot must, at all times, have either the airport or the preceding aircraft in sight. After being cleared for a visual approach, proceed to the airport in a normal manner or follow the preceding aircraft. Remain clear of clouds while conducting a visual approach.

Pilot/Controller Roles and Responsibilities 5 − 5 − 6 7/9/26 AIM AIM 2/20/25 4. If the pilot accepts a visual approach clearance to visually follow a preceding aircraft, you are required to establish a safe landing interval behind the aircraft you were instructed to follow. You are responsible for wake turbulence separation.

5. Advise ATC immediately if the pilot is unable to continue following the preceding aircraft, cannot remain clear of clouds, needs to climb, or loses sight of the airport.

6. In the event of a go − around, the pilot is responsible to maintain terrain and obstruction avoidance until reaching an ATC assigned altitude if issued.

7. Be aware that radar service is automatically terminated, without being advised by ATC, when the pilot is instructed to change to advisory frequency.

8. Be aware that there may be other traffic in the traffic pattern and the landing sequence may differ from the traffic sequence assigned by approach control or ARTCC.

b. Controller.

1. Do not clear an aircraft for a visual approach unless reported weather at the airport is ceiling at or above 1,000 feet and visibility is 3 miles or greater. When weather is not available for the destination airport, inform the pilot and do not initiate a visual approach to that airport unless there is reasonable assurance that descent and flight to the airport can be made visually.

2. Issue visual approach clearance when the pilot reports sighting either the airport or a preceding aircraft which is to be followed.

3. Provide separation except when visual separation is being applied by the pilot.

4. Continue flight following and traffic information until the aircraft has landed or has been instructed to change to advisory frequency.

5. For all aircraft, inform the pilot when the preceding aircraft is a heavy. Inform the pilot of a small aircraft when the preceding aircraft is a B757. Visual separation is prohibited behind super aircraft.

6. When weather is available for the destination airport, do not initiate a vector for a visual approach unless the reported ceiling at the airport is 500 feet or more above the MVA and visibility is 3 miles or more. If vectoring weather minima are not available but weather at the airport is ceiling at or above 1,000 feet and visibility of 3 miles or greater, visual approaches may still be conducted.

5 − 5 − 12. Visual Separation a. Pilot.

1. Acceptance of instructions to follow another aircraft or to provide visual separation from it is an acknowledgment that the pilot will maneuver the aircraft as necessary to avoid the other aircraft or to maintain in-trail separation. Pilots are responsible to maintain visual separation until flight paths (altitudes and/or courses) diverge.

2. If instructed by ATC to follow another aircraft or to provide visual separation from it, promptly notify the controller if you lose sight of that aircraft, are unable to maintain continued visual contact with it, or cannot accept the responsibility for your own separation for any reason.

3. The pilot also accepts responsibility for wake turbulence separation under these conditions.

b. Controller. Applies visual separation only: 1. Within the terminal area when a controller has both aircraft in sight or by instructing a pilot who sees the other aircraft to maintain visual separation from it.

2. Pilots are responsible to maintain visual separation until flight paths (altitudes and/or courses) diverge.

3. Within en route airspace when aircraft are on opposite courses and one pilot reports having seen the other aircraft and that the aircraft have passed each other.

Pilot/Controller Roles and Responsibilities 5 − 5 − 7 AIM 2/20/25 5 − 5 − 13. VFR-on-top a. Pilot.

1. This clearance must be requested by the pilot on an IFR flight plan, and if approved, allows the pilot the choice (subject to any ATC restrictions) to select an altitude or flight level in lieu of an assigned altitude.

NOTE − VFR − on − top is not permitted in certain airspace areas, such as Class A airspace, certain restricted areas, etc. Consequently, IFR flights operating VFR − on − top will avoid such airspace.

REFERENCE − AIM, Para 4 − 4 − 8 , IFR Clearance VFR − on − top.

AIM, Para 4 − 4 − 11, IFR Separation Standards.

AIM, Para 5 − 3 − 2 , Position Reporting.

AIM, Para 5 − 3 − 3 , Additional Reports.

2. By requesting a VFR-on-top clearance, the pilot assumes the sole responsibility to be vigilant so as to see and avoid other aircraft and to: (a) Fly at the appropriate VFR altitude as prescribed in 14 CFR section 91.159.

(b) Comply with the VFR visibility and distance from clouds criteria in 14 CFR section 91.155, Basic VFR Weather Minimums .

(c) Comply with instrument flight rules that are applicable to this flight; i.e., minimum IFR altitudes, position reporting, radio communications, course to be flown, adherence to ATC clearance, etc.

3. Should advise ATC prior to any altitude change to ensure the exchange of accurate traffic information.

b. Controller.

1. May clear an aircraft to maintain VFR-on-top if the pilot of an aircraft on an IFR flight plan requests the clearance.

2. Informs the pilot of an aircraft cleared to climb to VFR-on-top the reported height of the tops or that no top report is available; issues an alternate clearance if necessary; and once the aircraft reports reaching VFR-on-top, reclears the aircraft to maintain VFR-on-top.

3. Before issuing clearance, ascertain that the aircraft is not in or will not enter Class A airspace.

5 − 5 − 14. Instrument Departures a. Pilot.

1. Prior to departure considers the type of terrain and other obstructions on or in the vicinity of the departure airport.

2. Determines if obstruction avoidance can be maintained visually or that the departure procedure should be followed.

3. Determines whether an obstacle departure procedure (ODP) and/or DP is available for obstruction avoidance. One option may be a Visual Climb Over Airport (VCOA). Pilots must advise ATC as early as possible of the intent to fly the VCOA prior to departure.

4. At airports where IAPs have not been published, hence no published departure procedure, determines what action will be necessary and takes such action that will assure a safe departure.

b. Controller.

1. At locations with airport traffic control service, when necessary, specifies direction of takeoff, turn, or initial heading to be flown after takeoff, consistent with published departure procedures (DP) or diverse vector areas (DVA), where applicable.

2. At locations without airport traffic control service but within Class E surface area when necessary to specify direction of takeoff, turn, or initial heading to be flown, obtains pilot’s concurrence that the procedure will allow the pilot to comply with local traffic patterns, terrain, and obstruction avoidance.

Pilot/Controller Roles and Responsibilities 5 − 5 − 8 2/20/25 AIM 3. SIGMETs over Alaska: (a) Are issued for the Anchorage FIR including Alaska and nearby coastal waters corresponding to the areas described in FIG 7 − 1 − 4 . and are only for non − convective weather. The U.S. issues a special category of SIGMETs for convective weather called Convective SIGMETs.

(b) Use location identifiers (either VORs or airports) to describe the hazardous weather areas.

(c) Use points of latitude and longitude over the ocean areas of the Alaska FIR.

(d) Are identified by an alphabetic designator from India through Mike.

(e) In addition to the phenomenon applicable to SIGMETs over the contiguous U.S., SIGMETs over Alaska are also issued for: (1) Tornadoes.

(2) Lines of thunderstorms.

(3) Embedded thunderstorms.

(4) Hail greater than or equal to ¾ inch in diameter.

FIG 7 − 1 − 4 Alaska SIGMET and Area Forecast Zones 4. SIGMETs over oceanic regions (New York Oceanic FIR, Oakland Oceanic FIR including Hawaii, Houston Oceanic FIR, Miami Oceanic FIR, San Juan FIR), points of latitude and longitude are used to describe the hazard area.

(a) SIGMETs over the Oakland Oceanic FIR west of 140 west and south of 30 north (including the Hawaiian Islands) are identified by an alphabetic designator from November through Zulu.

Meteorology 7 − 1 − 13 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 (b) SIGMETs over the Oakland Oceanic FIR east of 140 west and north of 30 north are identified by an alphabetic designator from Alpha through Mike.

(c) SIGMETs over the New York Oceanic FIR, Houston Oceanic FIR, Miami Oceanic FIR, and San Juan FIR are identified by an alphabetic designator from Alpha through Mike.

(d) In addition to SIGMETs issued for the phenomenon for the contiguous U.S., SIGMETs in the oceanic regions are also issued for: (1) Tornadoes.

(2) Lines of thunderstorms.

(3) Embedded thunderstorms.

(4) Hail greater than or equal to ¾ inch in diameter.

e. Convective SIGMET 1. Convective SIGMETs are issued in the conterminous U.S. for any of the following: (a) Severe thunderstorm due to: (1) Surface winds greater than or equal to 50 knots.

(2) Hail at the surface greater than or equal to / inches in diameter.

(3) Tornadoes.

(b) Embedded thunderstorms.

(c) A line of thunderstorms.

(d) Thunderstorms producing precipitation greater than or equal to heavy precipitation affecting 40 percent or more of an area at least 3,000 square miles.

2. Any convective SIGMET implies severe or greater turbulence, severe icing, and low − level wind shear.

A convective SIGMET may be issued for any convective situation that the forecaster feels is hazardous to all categories of aircraft.

3. Convective SIGMET bulletins are issued for the western (W), central (C), and eastern (E) United States.

(Convective SIGMETs are not issued for Alaska or Hawaii.) The areas are separated at 87 and 107 degrees west longitude with sufficient overlap to cover most cases when the phenomenon crosses the boundaries. Bulletins are issued hourly at H+55. Special bulletins are issued at any time as required and updated at H+55. If no criteria meeting convective SIGMET requirements are observed or forecasted, the message “CONVECTIVE SIGMET... NONE” will be issued for each area at H+55. Individual convective SIGMETs for each area (W, C, E) are numbered sequentially from number one each day, beginning at 00Z. A convective SIGMET for a continuing phenomenon will be reissued every hour at H+55 with a new number. The text of the bulletin consists of either an observation and a forecast or just a forecast. The forecast is valid for up to 1 hour.

EXAMPLE − CONVECTIVE SIGMET 44C VALID UNTIL 1455Z AR TX OK FROM 40NE ADM-40ESE MLC-10W TXK-50WNW LFK-40ENE SJT-40NE ADM AREA TS MOV FROM 26025KT. TOPS ABV FL450.

Meteorology 7 − 1 − 14 7/9/26 AIM AIM 2/20/25 TBL 7 − 1 − 12 TWIP − Equipped Airports Airport Identifier Airport Identifier Andrews AFB, MD KADW Harry Reid Intl Airport KLAS Hartsfield − Jackson Atlanta Intl Airport KATL LaGuardia Airport KLGA Nashville Intl Airport KBNA Kansas City Intl Airport KMCI Logan Intl Airport KBOS Orlando Intl Airport KMCO Baltimore/Washington Intl Airport KBWI Midway Intl Airport KMDW Hopkins Intl Airport KCLE Memphis Intl Airport KMEM Charlotte/Douglas Intl Airport KCLT Miami Intl Airport KMIA Port Columbus Intl Airport KCMH General Mitchell Intl Airport KMKE Cincinnati/Northern Kentucky Intl Airport KCVG Minneapolis St. Paul Intl Airport KMSP Dallas Love Field Airport KDAL Louis Armstrong New Orleans Intl Air - KMSY port James M. Cox Intl Airport KDAY Will Rogers World Airport KOKC Ronald Reagan Washington National Air - KDCA port O’Hare Intl Airport KORD Denver Intl Airport KDEN President Donald J. Trump Intl KDJT Dallas − Fort Worth Intl Airport KDFW Philadelphia Intl Airport KPHL Detroit Metro Wayne County Airport KDTW Phoenix Sky Harbor Intl Airport KPHX Newark Liberty Intl Airport KEWR Pittsburgh Intl Airport KPIT Fort Lauderdale − Hollywood Intl Airport KFLL Raleigh − Durham Intl Airport KRDU William P. Hobby Airport KHOU Louisville Intl Airport KSDF Washington Dulles Intl Airport KIAD Salt Lake City Intl Airport KSLC George Bush Intercontinental Airport KIAH Lambert − St. Louis Intl Airport KSTL Wichita Mid − Continent Airport KICT Tampa Intl Airport KTPA Indianapolis Intl Airport KIND Tulsa Intl Airport KTUL John F. Kennedy Intl Airport KJFK Luis Munoz Marin Intl Airport TJSJ 7 − 1 − 25. PIREPs Relating to Volcanic Ash Activity a. Volcanic eruptions which send ash into the upper atmosphere occur somewhere around the world several times each year. Flying into a volcanic ash cloud can be extremely dangerous. At least two B747s have lost all power in all four engines after such an encounter. Regardless of the type aircraft, some damage is almost certain to ensue after an encounter with a volcanic ash cloud. Additionally, studies have shown that volcanic eruptions are the only significant source of large quantities of sulphur dioxide (SO ) gas at jet-cruising altitudes. Therefore, the detection and subsequent reporting of SO is of significant importance. Although SO is colorless, its 2 2 presence in the atmosphere should be suspected when a sulphur-like or rotten egg odor is present throughout the cabin.

b. While some volcanoes in the U.S. are monitored, many in remote areas are not. These unmonitored volcanoes may erupt without prior warning to the aviation community. A pilot observing a volcanic eruption who has not had previous notification of it may be the only witness to the eruption. Pilots are strongly encouraged to transmit a PIREP regarding volcanic eruptions and any observed volcanic ash clouds or detection of sulphur dioxide (SO ) gas associated with volcanic activity.

Meteorology 7 − 1 − 61 AIM 2/20/25 c. Pilots should submit PIREPs regarding volcanic activity using the Volcanic Activity Reporting (VAR) form as illustrated in Appendix 2 . If a VAR form is not immediately available, relay enough information to identify the position and type of volcanic activity.

d. Pilots should verbally transmit the data required in items 1 through 8 of the VAR as soon as possible. The data required in items 9 through 16 of the VAR should be relayed after landing if possible.

7 − 1 − 26. Thunderstorms a. Turbulence, hail, rain, snow, lightning, sustained updrafts and downdrafts, icing conditions − all are present in thunderstorms. While there is some evidence that maximum turbulence exists at the middle level of a thunderstorm, recent studies show little variation of turbulence intensity with altitude.

b. There is no useful correlation between the external visual appearance of thunderstorms and the severity or amount of turbulence or hail within them. The visible thunderstorm cloud is only a portion of a turbulent system whose updrafts and downdrafts often extend far beyond the visible storm cloud. Severe turbulence can be expected up to 20 miles from severe thunderstorms. This distance decreases to about 10 miles in less severe storms.

c. Weather radar, airborne or ground based, will normally reflect the areas of moderate to heavy precipitation (radar does not detect turbulence). The frequency and severity of turbulence generally increases with the radar reflectivity which is closely associated with the areas of highest liquid water content of the storm. NO FLIGHT PATH THROUGH AN AREA OF STRONG OR VERY STRONG RADAR ECHOES SEPARATED BY 20 − 30 MILES OR LESS MAY BE CONSIDERED FREE OF SEVERE TURBULENCE.

d. Turbulence beneath a thunderstorm should not be minimized. This is especially true when the relative humidity is low in any layer between the surface and 15,000 feet. Then the lower altitudes may be characterized by strong out flowing winds and severe turbulence.

e. The probability of lightning strikes occurring to aircraft is greatest when operating at altitudes where temperatures are between minus 5 degrees Celsius and plus 5 degrees Celsius. Lightning can strike aircraft flying in the clear in the vicinity of a thunderstorm.

f. METAR reports do not include a descriptor for severe thunderstorms. However, by understanding severe thunderstorm criteria, i.e., 50 knot winds or / inch hail, the information is available in the report to know that one is occurring.

g. Current weather radar systems are able to objectively determine precipitation intensity. These precipitation intensity areas are described as “light,” “moderate,” “heavy,” and “extreme.” REFERENCE − Pilot/Controller Glossary − Precipitation Radar Weather Descriptions EXAMPLE − 1. Alert provided by an ATC facility to an aircraft: (aircraft identification) EXTREME precipitation between ten o’clock and two o’clock, one five miles. Precipitation area is two five miles in diameter.

2. Alert provided by an FSS: (aircraft identification) EXTREME precipitation two zero miles west of Atlanta V − O − R, two five miles wide, moving east at two zero knots, tops flight level three niner zero.

7 − 1 − 27. Thunderstorm Flying a. Thunderstorm Avoidance. Never regard any thunderstorm lightly, even when radar echoes are of light intensity. Avoiding thunderstorms is the best policy. Following are some Do’s and Don’ts of thunderstorm avoidance: 1. Don’t land or takeoff in the face of an approaching thunderstorm. A sudden gust front of low level turbulence could cause loss of control.

Meteorology 7 − 1 − 62 8/7/25 AIM 7/9/26 AIM AIM 2/20/25 (d) Upon reaching the published MAP, or as soon as practicable thereafter, the pilot should advise ATC whether proceeding visually and canceling IFR or complying with the missed approach instructions. See paragraph 5 − 1 − 15 , Canceling IFR Flight Plan.

(e) Where any necessary visual reference requirements are specified by the FAA, at least one of the following visual references for the intended heliport is visible and identifiable before the pilot may proceed visually: (1) FATO or FATO lights.

(2) TLOF or TLOF lights.

(3) Heliport Instrument Lighting System (HILS).

(4) Heliport Approach Lighting System (HALS).

(5) Visual Glideslope Indicator (VGSI).

(6) Windsock or windsock light.

(7) Heliport beacon.

(8) Other facilities or systems approved by the Flight Technologies and Procedures Division (AFS − 400).

2. Approach to a Point − in − Space (PinS). At locations where the MAP is located more than 2 SM from the landing area, or the path from the MAP to the landing area is populated with obstructions which require avoidance actions or requires turn greater than 30 degrees, a PinS Proceed VFR procedure may be developed.

These approaches are annotated “PROCEED VFR FROM (named MAP) OR CONDUCT THE SPECIFIED MISSED APPROACH.” (a) These procedures require the pilot, at or prior to the MAP, to determine if the published minimum visibility, or the weather minimums required by the operating rule (e.g., part 91, part 135, etc.), or operations specifications (whichever is higher) is available to safely transition from IFR to VFR flight. If not, the pilot must execute a missed approach. For part 135 operations, pilots may not begin the instrument approach unless the latest weather report indicates that the weather conditions are at or above the authorized IFR minimums or the VFR weather minimums (as required by the class of airspace, operating rule and/or Operations Specifications) whichever is higher.

(b) Visual contact with the landing site is not required; however, the pilot must have the appropriate VFR weather minimums throughout the visual segment. The visibility is limited to no lower than that published in the procedure, until canceling IFR.

(c) IFR obstruction clearance areas are not applied to the VFR segment between the MAP and the landing site. Pilots are responsible for obstacle or terrain avoidance from the MAP to the landing area.

(d) Upon reaching the MAP defined on the approach procedure, or as soon as practicable thereafter, the pilot should advise ATC whether proceeding VFR and canceling IFR, or complying with the missed approach instructions. See paragraph 5 − 1 − 15 , Canceling IFR Flight Plan.

(e) If the visual segment penetrates Class B, C, or D airspace, pilots are responsible for obtaining a Special VFR clearance, when required.

10 − 1 − 4. The Gulf of America Grid System a. The Gulf of America Grid System navigational route structure is completely independent of ground − based navigation aids (NAVAID) and was designed to facilitate helicopter IFR operations to offshore destinations. The Grid System is defined by over 300 offshore waypoints located 20 minutes apart (latitude and longitude). Flight plan routes are routinely defined by just 4 segments: departure point (lat/long), first en route grid waypoint, last en route grid waypoint prior to approach procedure, and destination point (lat/long). There Helicopter IFR Operations 10 − 1 − 5 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 are over 4,000 possible offshore landing sites (oil rigs, wind turbines, etc.). Upon reaching the waypoint prior to the destination, the pilot may execute an Offshore Standard Approach Procedure (OSAP), a Helicopter En Route Descent Areas (HEDA) approach, or an Airborne Radar Approach (ARA). For more information on these helicopter instrument procedures, refer to FAA AC 90 − 80, Approval of Offshore Standard Approach Procedures, Airborne Radar Approaches, and Helicopter En Route Descent Areas, on the FAA Advisory Circulars website at https://www.faa.gov/regulations_policies/advisory_circulars/ . The return flight plan is just the reverse with the requested stand − alone GPS approach contained in the remarks section.

b. The large number (over 300) of waypoints in the grid system makes it difficult to assign phonetically pronounceable names to the waypoints that would be meaningful to pilots and controllers. A unique naming system was adopted that enables pilots and controllers to derive the fix position from the name. The five − letter names are derived as follows: 1. The waypoints are divided into sets of 3 columns each. A three − letter identifier, identifying a geographical area or a NAVAID to the north, represents each set.

2. Each column in a set is named after its position, i.e., left (L), center (C), and right (R).

3. The rows of the grid are named alphabetically from north to south, starting with A for the northern most row.

EXAMPLE − LCHRC would be pronounced “Lake Charles Romeo Charlie.” The waypoint is in the right − hand column of the Lake Charles VOR set, in row C (third south from the northern most row).

c. An infrastructure of ADS − B ground stations, weather stations (AWOS), and VHF remote communication outlets (RCO) exists throughout a large area of the Gulf of America. This infrastructure allows the FAA’s Houston ARTCC to provide “domestic − like” air traffic control service in the offshore area beyond 12 NM from the coastline to hundreds of miles offshore to aircraft equipped with ADS − B. Properly equipped aircraft can now be authorized to receive more direct routing, domestic en route separation minima, and real time flight following.

Operators who do not have authorization to receive ATC separation services using ADS − B, will continue to use the low altitude grid system and receive procedural separation from Houston ARTCC. Non − ADS − B equipped aircraft also benefit from improved VHF communication and expanded weather information coverage.

d. Three requirements must be met for operators to file IFR flight plans utilizing the grid: 1. The helicopter must be equipped for IFR operations and equipped with IFR approved GPS navigational units.

2. The operator must obtain prior written approval from the appropriate Flight Standards District Office through a Letter of Authorization or Operations Specification, as appropriate.

3. The operator must be a signatory to the Houston ARTCC Letter of Agreement.

e. Operators utilizing ADS − B − based ATC separation services must meet the following additional requirements: 1. The Operator’s installed ADS − B must comply with the requirements of 14 CFR sections 91.225 and 91.227.

2. Flight crews must comply with the procedures prescribed in the Houston ARTCC Letter of Agreement dated March 1, 2018, or later.

NOTE − The unique ADS − B architecture in the Gulf of America depends upon reception of an aircraft’s Mode C in addition to the other message elements described in 14 CFR 91.227. Flight crews must be made aware that loss of Mode C also means that ATC will not receive the aircraft’s ADS − B signal.

f. FAA/AIS publishes the grid system waypoints on the IFR Gulf of America Vertical Flight Reference Chart.

A commercial equivalent is also available. The chart is updated annually and is available from an FAA print provider or for free download on the AIS website under “Supplemental Charts/Pubs”: http s://www.faa.gov/air_traffic/flight_info/aeronav/productcatalog/ .

Helicopter IFR Operations 10 − 1 − 6 8/7/25 AIM 7/9/26 AIM AIM 2/20/25 10 − 1 − 5. Departure Procedures a. When departing from a location on a point − in − space (PinS) SID with a visual segment indicated and the departure instruction describes the visual segment the aircraft must cross the initial departure fix (IDF) outbound at − or − above the altitude depicted on the chart. The helicopter will initially establish a hover at or above the heliport crossing height (HCH) specified on the chart. The HCH specifies a minimum hover height to begin the climb to assist in avoiding obstacles. The helicopter will leave the departure location on the published outbound heading/course specified, climbing at least 400 ft/per NM (or as depicted on the chart), remaining clear of clouds, crossing at or above the IDF altitude specified, prior to proceeding outbound on the procedure. For example the chart may include these instructions: “Hover at 15 ft AGL, then climb on track 005, remaining clear of clouds, to cross PAWLY at or above 700.” b. When flying a PinS SID procedure containing a segment with instructions to “proceed VFR,” the pilot must keep the aircraft clear of the clouds and cross the IDF outbound at or above the altitude depicted. Departure procedures that support multiple departure locations will have a Proceed VFR segment leading to the IDF. The chart will provide a bearing and distance to the IDF from the heliport. That bearing and distance are for pilot orientation purposes only and are not a required procedure track. The helicopter will leave the departure location via pilot navigation in order to align with the departure route and comply with the altitude specified at the IDF. For example, the chart may include these instructions: “VFR Climb to WEBBB, Cross WEBBB at or above 800.” c. Once the aircraft reaches the IDF, the aircraft should proceed out the described route as specified on the chart, crossing each consecutive fix at or above the indicated altitude(s) until reaching the end of the departure or as directed by ATC.

Helicopter IFR Operations 10 − 1 − 7 AIM 2/20/25 FIG 10 − 1 − 1 Departure Charts Helicopter IFR Operations 10 − 1 − 8 AIM AIM 7/9/26

Appendix 3. Abbreviations/Acronyms

As used in this manual, the following abbreviations/acronyms have the meanings indicated.

Abbreviation/ Meaning Abbreviation/ Meaning Acronym Acronym ASOS . . . . . . Automated Surface Observing System AAWU . . . . . Alaskan Aviation Weather Unit ASR . . . . . . . Airport Surveillance Radar AAS . . . . . . . Airport Advisory Service ASRS . . . . . . Aviation Safety Reporting System AAM . . . . . . Advanced Air Mobility ASSC Airport Surface Surveillance Capability ABRR . . . . . . Airborne Reroutes ATC . . . . . . . Air Traffic Control AC . . . . . . . . Advisory Circular ACAR . . . . . Aircraft Communications Addressing and ATCRBS . . . . Air Traffic Control Radar Beacon System Reporting System ATCSCC . . . . Air Traffic Control System Command Center ACL . . . . . . . Aircraft List ADCUS . . . . Advise Customs ATCT . . . . . . Airport Traffic Control Tower ADDS . . . . . . Aviation Digital Data Service ATD . . . . . . . Along − Track Distance ADF . . . . . . . Automatic Direction Finder ATIS . . . . . . . Automatic Terminal Information Service ADIZ . . . . . . Air Defense Identification Zone ATO . . . . . . . Air Traffic Organization ADS − B . . . . . Automatic Dependent ATT . . . . . . . Attitude Retention System Surveillance − Broadcast AWC . . . . . . . Aviation Weather Center AFB . . . . . . . Air Force Base AWOS . . . . . Automated Weather Observing System AFCS . . . . . . Automatic Flight Control System AWTT . . . . . Aviation Weather Technology Transfer AFIS . . . . . . . Automatic Flight Information Service AWW . . . . . . Severe Weather Forecast Alert AFM . . . . . . . Aircraft Flight Manual BAASS . . . . . Bigelow Aerospace Advanced Space AGL . . . . . . . Above Ground Level Studies AHRS . . . . . . Attitude Heading Reference System BBS . . . . . . . Bulletin Board System AIM . . . . . . . Aeronautical Information Manual BC . . . . . . . . Back Course AIRMET . . . Airmen’s Meteorological Information BECMG . . . . Becoming group AIS . . . . . . . . Aeronautical Information Services BVLOS . . . . Beyond Visual Line of Sight ALD . . . . . . . Available Landing Distance C/A . . . . . . . . Coarse Acquisition ALDARS . . . Automated Lightning Detection and CAA . . . . . . . Confirm Assigned Altitude Reporting System CAT . . . . . . . Clear Air Turbulence ALS . . . . . . . Approach Light Systems CBO . . . . . . . Community − Based Organization AMSL . . . . . Above Mean Sea Level CCF . . . . . . . Combined Control Facility ANP . . . . . . . Actual Navigation Performance CD . . . . . . . . Controller Display AOCC . . . . . Airline Operations Control Center CDI . . . . . . . . Course Deviation Indicator AP . . . . . . . . Autopilot System CDR . . . . . . . Coded Departure Route APV . . . . . . . Approach with Vertical Guidance CFA . . . . . . . Controlled Firing Area AR . . . . . . . . Authorization Required CFIT . . . . . . . Controlled Flight into Terrain ARENA . . . . Areas Noted for Attention CFR . . . . . . . Code of Federal Regulations ARFF IC . . . . Aircraft Rescue and Fire Fighting Incident COA . . . . . . . Certificate of Waiver or Authorization Commander CPDLC . . . . . Controller Pilot Data Link ARINC . . . . . Aeronautical Radio Incorporated Communications ARO . . . . . . . Airport Reservations Office CTAF . . . . . . Common Traffic Advisory Frequency ARSA . . . . . . Airport Radar Service Area CVFP . . . . . . Charted Visual Flight Procedure ARSR . . . . . . Air Route Surveillance Radar CVRS . . . . . . Computerized Voice Reservation System ARTCC . . . . . Air Route Traffic Control Center CWA . . . . . . . Center Weather Advisory AS . . . . . . . . Altimeter Setting CWSU . . . . . Center Weather Service Unit ASDE − X . . . Airport Surface Detection Equipment − DA . . . . . . . . Decision Altitude Model X Abbreviations/Acronyms Appendix 3 − 1 3/15/07 7110.65R CHG 2 AIM 1/22/26 AIM 2/20/25 Abbreviation/ Meaning Abbreviation/ Meaning Acronym Acronym DCA . . . . . . . Ronald Reagan Washington National FPV . . . . . . . Flight Path Vector Airport FPNM . . . . . . Feet Per Nautical Mile DCP . . . . . . . Data Collection Package FRIA . . . . . . FAA − Recognized Identification Area DER . . . . . . . Departure End of Runway FSDO . . . . . . Flight Standards District Office DH . . . . . . . . Decision Height FSS . . . . . . . . Flight Service Station DME . . . . . . . Distance Measuring Equipment GBAS . . . . . . Ground Based Augmentation System DME/N . . . . . Standard DME GEO . . . . . . . Geostationary Satellite DME/P . . . . . Precision DME GLS . . . . . . . GBAS Landing System DoD . . . . . . . Department of Defense GNSS . . . . . . Global Navigation Satellite System DP . . . . . . . . Instrument Departure Procedure GNSSP . . . . . Global Navigation Satellite System Panel DPU . . . . . . . Data Processor Unit GPS . . . . . . . Global Positioning System DRT . . . . . . . Diversion Recovery Tool GRI . . . . . . . . Group Repetition Interval DRVSM . . . . Domestic Reduced Vertical Separation GSD . . . . . . . Geographical Situation Display Minimum GUS . . . . . . . Ground Uplink Station DVA . . . . . . . Diverse Vector Area HAT . . . . . . . Height Above Touchdown DVFR . . . . . . Defense Visual Flight Rules HAZMAT . . . Hazardous Material DVRSN . . . . Diversion HDTA . . . . . . High Density Traffic Airports EDCT . . . . . . Expect Departure Clearance Time HEMS . . . . . Helicopter Emergency Medical Services EFAS . . . . . . En Route Flight Advisory Service HIRL . . . . . . High Intensity Runway Lights EFV . . . . . . . Enhanced Flight Visibility HRR . . . . . . . Helicopter Rapid Refueling Procedures EFVS . . . . . . Enhanced Flight Vision System HUD . . . . . . . Head − Up Display ELT . . . . . . . . Emergency Locator Transmitter Hz . . . . . . . . . Hertz EMAS . . . . . Engineered Materials Arresting System IAF . . . . . . . . Initial Approach Fix EPE . . . . . . . Estimate of Position Error IAP . . . . . . . . Instrument Approach Procedure ESV . . . . . . . Expanded Service Volume IAS . . . . . . . . Indicated Air Speed ETA . . . . . . . Estimated Time of Arrival IAWP . . . . . . Initial Approach Waypoint ETD . . . . . . . Estimated Time of Departure IC . . . . . . . . . Initial Contact ETE . . . . . . . Estimated Time En Route ICAO . . . . . . International Civil Aviation Organization EWINS . . . . . Enhanced Weather Information System IF . . . . . . . . . Intermediate Fix EWR . . . . . . . Newark International Airport IFR . . . . . . . . Instrument Flight Rules FA . . . . . . . . . Area Forecast ILS . . . . . . . . Instrument Landing System FAA . . . . . . . Federal Aviation Administration ILS/PRM . . . Instrument Landing System/Precision FAF . . . . . . . . Final Approach Fix Runway Monitor FAWP . . . . . . Final Approach Waypoint IM . . . . . . . . . Inner Marker FB . . . . . . . . . Fly − by IMC . . . . . . . Instrument Meteorological Conditions FCC . . . . . . . Federal Communications Commission InFO . . . . . . . Information For Operators FD . . . . . . . . Flight Director System INS . . . . . . . . Inertial Navigation System FDB . . . . . . . Full Data Block IOC . . . . . . . . Initial Operational Capability FDC . . . . . . . Flight Data Center IR . . . . . . . . . IFR Military Training Route FDE . . . . . . . Fault Detection and Exclusion IRU . . . . . . . . Inertial Reference Unit FIR . . . . . . . . Flight Information Region ITWS . . . . . . Integrated Terminal Weather System FIS . . . . . . . . Flight Information Service JFK . . . . . . . . John F. Kennedy International Airport FISDL . . . . . Flight Information Services Data Link kHz . . . . . . . . Kilohertz FLIP . . . . . . . Flight Information Publication LAA . . . . . . . Local Airport Advisory FMS . . . . . . . Flight Management System LAANC . . . . Low Altitude Authorization and FO . . . . . . . . Fly − over Notification Capability FPA . . . . . . . . Flight Path Angle Abbreviations/Acronyms Appendix 3 − 2 7/9/26 AIM TBL 4 − 15 Filing for 50 NM Lateral Separation in Anchorage Arctic FIR Flight Plan Entries PBN Require - Dimension Separa - PBN in Item 18 ADS − C Surveillance Comm. Re - PBN in ment ADS − C in CPDLC in of Separa - tion Mini- PBN/ Requirements quirement Item 18 tion ma Item 10b Item 10a (also File ’R’ in NAV/ Item 10a) None be - RNP10 N/A yond normal Lateral 50 NM or (ADS − C not requirements N/A N/A A1 or L1 N/A required) for the RNP4 airspace TBL 4 − 16 Filing for 20 NM, 30 NM and 50 NM Longitudinal; and 23 NM and 30 NM Lateral Oceanic Separation in Anchorage, Oakland, and New York Oceanic CTAs Flight Plan Entries PBN in Item Dimension of Separation ADS − C Surveillance Comm. Re - PBN Require - PBN in ADS − C in CPDLC in 18 PBN/ Separation Minima Requirements quirement ment Item 18 Item 10b Item 10a (also File ’R’ NAV/ in Item 10a) Position report at least every 27 min - utes (at least every 32 J5 and/or 50 NM Longitudinal minutes if both air - CPDLC RNP10 D1 J6 and/or A1 N/A craft are approved J7 for RNP − 4 opera - tions) ADS − C position re - J5 and/or Longitudinal 30 NM port at least every 10 CPDLC RNP4 D1 J6 and/or L1 N/A J7 minutes ADS − C position J5 and/or Longitudinal 20 NM report at least every CPDLC RNP4 D1 L1 N/A J7 192 seconds FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 13 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 ADS − C − based later - al deviation event contract with 5NM lateral deviation J5 and/or Lateral from planned routing CPDLC RNP4 D1 L1 N/A 30 NM J7 set as threshold for triggering ADS re - port of lateral devia - tion event ADS − C − based later - al deviation event contract with 5NM lateral deviation J5 and/or Lateral 23 NM from planned routing CPDLC RNP4 D1 L1 N/A J7 set as threshold for triggering ADS re - port of lateral devia - tion event TBL 4 − 17 Filing for Reduced Oceanic Separation when RSP/RCP Required on March 29, 2018 Flight Plan Entries PBN in Item 18 PBN Require - Dimension of Separation RSP Re - RCP Re - RCP in CDPLC PBN in PBN/ ment RSP in Item Separation Minima quirement quirement Item in Item 18 18 SUR/ (also File ’R’ in 10a Item10a NAV/ Item 10a) Lateral 180 240 RSP180 P2 J5, L1 55.5 km and/or 30 NM RNP 2 or J6, RNP 4 and/or J7 RNAV 10 Perfor - 5 Minutes 180 240 RSP180 P2 J5, A1 or L1 M2 (RNP 10) mance − and/or RNP 4, or based J6, RNP 2 Longitudinal and/or oceanic/ J7 remote Perfor - 180 240 RSP180 P2 J5, L1 M2 55.5 km RNP 4 or mance − and/or 30 NM RNP 2 based J6, oceanic/ Longitudinal and/or remote J7 Perfor - 180 240 RSP180 P2 J5, A1 or L1 93 km mance − and/or RNAV 10 50 NM based J6, (RNP 10) or Longitudinal RNP 4 and/or J7 FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 14 7/9/26 AIM AIM 2/20/25 NOTE − 1. Filing of RNP 2 alone is not supported in FAA controlled airspace; PBN/L1 (for RNP 4) or PBN/A1 (for RNP 10) must be filed to obtain the indicated separation.

2. Use of “RNP2” in NAV/ signifies continental RNP 2 (and means the same as M1). Continental RNP 2 is not adequate for reduced oceanic separation. Descriptor M2 indicates RNP 2 global/oceanic RNP 2 capability.

10. Date of Flight (Item 18 DOF/) Flights planned more than 23 hours after the time the flight plan is filed, must include the date of flight in DOF/ expressed in a six − digit format YYMMDD, where YY equals the year (Y), MM equals the month, and DD equals the day.

NOTE − FAA ATC systems will not accept flight plans more than 23 hours prior to their proposed departure time. FAA Flight Service and commercial flight planning services generally accept flight plans earlier and forward to ATC at an appro - priate time, typically 2 to 4 hours before the flight.

EXAMPLE − DOF/171130 11. Reasons for Special Handling (Item 18 STS/) (a) Indicate the applicable Special Handling in Item 18 STS/ as shown in TBL 4 − 18.

NOTE − Priority for a flight is not automatically granted based on filing one of these codes but is based on documented proce - dures. In some cases, additional information may also be required in remarks; follow all such instructions as well.

TBL 4 − 18 Special Handling Special Handling Item 18 STS/ Flight operating in accordance with an altitude reservation ALTRV Flight approved for exemption from ATFM measures by the appropriate ATS authority ATFMX Fire Fighting FFR Flight check for calibration of NAVAIDS FLTCK Flight carrying hazardous material(s) HAZMAT Flight with Head of State status HEAD Medical flight declared by medical authorities HOSP Flight operating on a humanitarian mission HUM Flight for which a military entity assumes responsibility for separation of military aircraft MARSA Life critical medical emergency evacuation MEDEVAC Non − RVSM capable flight intending to operate in RVSM airspace NONRVSM Flight engaged in a search and rescue mission SAR Flight engaged in military, customs, or police services STATE (b) Any other requests for special handling must be made in Item 18 RMK/.

(c) Include plain − language remarks when required by ATC or deemed necessary. Do not use special characters, for example; / * − = +.

EXAMPLE − RMK/NRP RMK/DVRSN 12. Remarks FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 15 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 Include when necessary.

13. Operator (Item 18 OPR/) When the operator is not obvious from the aircraft identification, the operator may be indicated.

EXAMPLE − OPR/NETJETS 14. Flight Plan Originator (Item 18 ORGN/) (a) VFR flight plans originating outside of FAA FSS or FAA contracted flight plan filing services must enter the 8 − letter AFTN address of the service where the flight plan was originally filed. Alternately, enter the name of the service where the FPL was originally filed. This information is critical to locating the FPL originator in the event additional information is needed.

(b) For IFR flight plans, the original filers AFTN address may be indicated, which is helpful in cases where a flight plan has been forwarded.

EXAMPLE − ORGN/Acme Flight Plans ORGN/KDENXLDS TBL 4 − 19 Aircraft Specific Information Equivalent Item on International Flight Plan Item Domestic U.S. Requirements Domestic Flight Plan (FAA Form 7233 − 4) (FAA Form 7233 − 1) Number of Aircraft Item 9 Included when more than one a/c in flight Item 3 Type of Aircraft Item 9 Required Item 3 Wake Turbulence Category Item 9 Required N/A Include when planning to operate in RVSM Aircraft Registration Item 18 REG/ N/A airspace Mode S Address Item 18 CODE/ Not required within U.S. controlled airspace N/A SELCAL Codes Item 18 SEL/ Include when SELCAL equipped N/A Performance Category Item 18 PER/ Not required for domestic flights N/A e. Instructions for Aircraft − Specific Information.

1. Number of Aircraft (Item 9) when there is more than one aircraft in the flight; indicate the number of aircraft up to 99.

2. Type of Aircraft (Item 9) (a) Provide the appropriate 2 − 4 character aircraft type designator listed in FAA Order JO 7360.1, Aircraft Type Designators. FAA Order JO 7360.1 may be located at: Orders & Notices (faa.gov), then enter 7360.1 in the Search box.

(b) When there is no designator for the aircraft type use ’ZZZZ’, and provide a description in Item 18 TYP/.

3. Wake Turbulence Category (Item 9) A Wake Turbulence Category is required for all aircraft types. Provide the appropriate wake turbulence category for the aircraft type as listed in FAA Order 7360.1. The categories include: (a) J − SUPER, aircraft types specified as such in FAA Order JO 7360.1, Aircraft Type Designators.

(b) H − HEAVY , to indicate an aircraft type with a maximum certificated take − off mass of 300,000 lbs. or more, with the exception of aircraft types listed in FAA Order JO 7360.1 in the SUPER (J) category.

FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 16 7/9/26 AIM AIM 2/20/25 (c) M − MEDIUM , to indicate an aircraft type with a maximum certificated take − off mass of less than 300,000 lbs. but more than 15,500 lbs.

(d) L − LIGHT , to indicate an aircraft type with a maximum certificated take − off mass of 15,500 lbs. or less.

4. Aircraft Registration (Item 18 REG/) The aircraft registration must be provided here if different from the Item 7 entry. The registration mark must not include any spaces or hyphens. Additionally, the actual aircraft registration must also be included if Item 7 would have contained a leading numeric and was modified to be prefixed with the appropriate alphabetic character for U.S. ATC acceptance.

EXAMPLE − U.S. aircraft with registration N789AK REG/N789AK Belgian aircraft with registration OO − FAH REG/OOFAH 5. Mode S Address (Item 18 CODE/) There is no U.S. requirement to file the aircraft Mode S Code in Item 18.

6. SELCAL code (Item 18 SEL/) (a) Flights with HF radio and Selective Calling capability should include their 4 − letter SELCAL code. Per the U.S. AIP, GEN 3.4, Paragraph 9, Selective Calling System (SELCAL) Facilities Available.

(b) The SELCAL is a communication system that permits the selective calling of individual aircraft over radio − telephone channels from the ground station to properly equipped aircraft, to eliminate the need for the flight crew to constantly monitor the frequency in use.

EXAMPLE − SEL/CLEF 7. Performance Category (Item 18 PER/) Include the appropriate single − letter Aircraft Approach Category as defined in the Pilot/Controller Glossary.

EXAMPLE − PER/A TBL 4 − 20 Flight Routing Information Equivalent Item on International Flight Plan Item Domestic U.S. Requirements Domestic Flight Plan (FAA Form 7233 − 4) (FAA Form 7233 − 1) Departure Airport Item 13 Required Item 2 Departure Time Item 13 Required Item 1 Cruise Speed Item 15 Required N/A Requested Altitude Item 15 Required Item 3 Route Item 15 Required N/A Delay En Route Item 15, Item 18 DLE/ Required N/A Destination Airport Item 16 Required Item 11 Total Estimated Elapsed Time Item 16 Required Item FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 17 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 Item 16 Item 18 ALTN/ (Destination Alternate). If necessary Alternate Airport N/A RALT/ (En route Alternate); TALT/ No need to file for domestic U.S. flight (Take − off Alternate) Include when filing flight plan with center Estimated Elapsed Times Item 18 EET/ N/A other than departure center f. Instructions for Flight Routing Items 1. Departure Airport (Item 13, Item 18 DEP/) (a) Enter the departure airport. The airport should be identified using the four − letter location identifier accessible through FAA Order JO 7350.9, Location Identifiers, or from ICAO Document 7910. FSS and FAA contracted flight plan filing services will allow up to 11 characters in the departure field. This will permit entry of non − ICAO identifier airports, and other fixes such as an intersection, fix/radial/distance, and latitude/longitude coordinates. Other electronic filing services may require a different format.

NOTE − While user interfaces for flight plan filing are not specified, all flight plan filing services must adhere to the appropri - ate Interface Control Document upon transmission of the flight plan to the control facility.

(b) When the intended departure airport (Item 13) is outside of domestic U.S. airspace, or if using the paper version of FAA Form 7233 − 4, or DoD equivalent, if the chosen flight plan filing service does not allow non − ICAO airport identifiers in Item 13 or Item 16, use the following ICAO procedure. Enter four Z’s (ZZZZ) in Item 13 and include the non − ICAO airport location identifier, fix, or waypoint location in Item 18 DEP/. A text description following the location identifier is permissible in Item 18 DEP/.

NOTE − Use of non − ICAO identifiers in Item 13 and Item 16 is only permissible when flight destination is within U.S.

airspace. If the destination is outside of the U.S., then both Item 13 and Item 16 must contain either a valid ICAO air - port identifier or ZZZZ. Use of non − ICAO departure point is not permitted in Item 13 if destination in Item 16 is outside of U.S.

EXAMPLE − DEP/MD21 DEP/W29 BAY BRIDGE AIRPORT DEP/EMI211017 DEP/3925N07722W 2. Departure Time (Item 13) Indicate the expected departure time using 4 digits, 2 digits for hours and 2 digits for minutes. Time is to be entered as Coordinated Universal Time (UTC).

3. Requested Cruising Speed (Item 15) (a) Include the requested cruising speed as True Airspeed in knots using an N followed by four digits.

EXAMPLE − N0450 (b) Indicate the requested cruising speed in Mach using an M followed by three digits.

EXAMPLE − M081 4. Requested Cruising Altitude or Flight Level (Item 15) (a) Indicate a Requested Flight Level using the letter F followed by 3 digits.

EXAMPLE − F350 (b) Indicate a Requested Altitude in hundreds of feet using the letter A followed by 3 digits.

FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 18 7/9/26 AIM AIM 2/20/25 EXAMPLE − A080 5. Route (Item 15) Provide the requested route of flight using a combination of published routes, latitude/longitude, and/or fixes in the following formats.

(a) Consecutive fixes, lat/long points, NAVAIDs, and waypoints should be separated by the characters “DCT”, meaning direct.

EXAMPLE − FLACK DCT IRW DCT IRW12503 4020N07205W DCT MONEY (b) A published route should be preceded by a fix that is published on the route, indicating where the route will be joined. The published route should be followed by a fix that is published as part of the route, indicating where the route will be exited.

EXAMPLE − DALL3 EIC V18 MEI LGC4 (c) It is acceptable to specify intended speed and altitude changes along the route by appending an oblique stroke followed by the next speed and altitude. However, note that FAA ATC systems will neither process this information nor display it to ATC personnel. Pilots are expected to maintain the last assigned altitude and request revised altitude clearances from ATC.

EXAMPLE − DCT APN J177 LEXOR/N0467F380 J177 TAM/N0464F390 J177 6. Delay En Route (Item 15, Item 18 DLE/) (a) ICAO defines Item 18 DLE/ to provide information about a delay en route. International flights with a delay outside U.S. domestic airspace should indicate the place and duration of the delay in Item 18 DLE/. The delay is expressed by a fix identifier followed by the duration in hours (H) and minutes (M), HHMM.

EXAMPLE − DLE/EMI0140 (b) U.S. ATC systems will accept but not process information in DLE/. Therefore, for flights in the lower 48 states, it is preferable to include the delay as part of the route (Item 15). Delay in this format is specified by an oblique stroke (/) followed by the letter D, followed by 2 digits for hours (H) of delay, followed by a plus sign (+), followed by 2 digits for minutes (M) of delay: /DHH+MM.

EXAMPLE − DCT EMI/D01+40 DCT MAPEL/D00+30 V143 DELRO DCT 7. Destination Airport (Item 16, Item 18 DEST/) (a) Enter the destination airport. The airport should be identified using the four − letter location identifier accessible through FAA Order JO 7350.9, Location Identifiers, or from ICAO Document 7910. FSS and FAA contracted flight plan filing services will allow up to 11 characters in the destination field. This will permit entry of non − ICAO identifier airports, and other fixes such as an intersection, fix/radial/distance, and latitude/longitude coordinates. Other electronic filing services may require a different format.

NOTE − While user interfaces for flight plan filing are not specified, all flight plan filing services must adhere to the appropri - ate Interface Control Document upon transmission of the flight plan to the control facility.

(b) When the intended destination (Item 16) is outside of domestic U.S. airspace, or if using the paper version of FAA Form 7233 − 4, or if the chosen flight plan filing service does not allow non − ICAO airport identifiers in Item 13 or Item 16, use the following ICAO procedure. Enter four Z’s (ZZZZ) in Item 13 and include the non − ICAO airport location identifier, fix, or waypoint location in Item 18 DEP/. A text description following the location identifier is permissible in Item 18 DEP/.

FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 19 3/15/07 7110.65R CHG 2 AIM 7/9/26 AIM 2/20/25 EXAMPLE − DEST/06A MOTON FIELD DEST/4AK6 DEST/MONTK DEST /3925N07722W 8. Total Estimated Elapsed Time (Item 16) All flight plans must include the total estimated elapsed time from departure to destination in hours (H) and minutes (M), format HHMM.

9. Alternate Airport (Item 16, Item 18 ALTN/) (a) When necessary, specify an alternate airport in Item 16 using the four − letter location identifier from FAA Order 7350.9 or ICAO Document 7910. When the airport does not have a four − letter location identifier, include ZZZZ in Item 16c and file the non − standard identifier in Item 18 ALTN/.

(b) While the FAA does not require filing of alternate airports in the flight plan provided to ATC, rules for establishing alternate airports must be followed.

(c) Adding an alternate may assist during Search and Rescue by identifying additional areas to search.

(d) Although alternate airport information filed in a flight plan will be accepted by air traffic computer systems, it will not be presented to controllers. If diversion to an alternate airport becomes necessary, pilots are expected to notify ATC and request an amended clearance.

EXAMPLE − ALTN/W50 2W2 10. Estimated Elapsed Times (EET) at boundaries or reporting points (Item 18 EET/) EETs are required for international or oceanic flights when crossing a Flight Information Region (FIR) boundary.

The EET will include the ICAO four − letter location identifier for the FIR followed by the elapsed time to the FIR boundary (e.g., KZNY0245 indicates 2 hours, 45 minutes from departure until the New York FIR boundary).

EXAMPLE − EET/MMFR0011 MMTY0039 KZAB0105 11. Remarks (Item 18 RMK/) Enter only those remarks pertinent to ATC or to the clarification of other flight plan information. Items of a personal nature are not accepted.

NOTE − 1. “DVRSN” should be placed in Item 11 only if the pilot/company is requesting priority handling to their original destination from ATC as a result of a diversion as defined in the Pilot/Controller Glossary.

2. Do not assume that remarks will be automatically transmitted to every controller. Specific ATC or en route requests should be made directly to the appropriate controller.

g. Flight Specific Supplemental Information (Item 19) 1. Item 19 data must be included when completing FAA Form 7233 − 4. This information will be retained by the facility/organization that transmits the flight plan to Air Traffic Control (ATC), for Search and Rescue purposes, but it will not be transmitted to ATC as part of the flight plan.

2. Do not include Supplemental Information as part of Item 18. The information in Item 19 is retained with the flight plan filing service for retrieval only if necessary.

NOTE − Supplemental Information within Item 19 will be transmitted as a separate message to the destination FSS for VFR flight plans filed with a FSS or FAA contracted flight plan filing service. This will reduce the time necessary to con - duct SAR actions should the flight become overdue, as this information will be readily available to the destination Flight Service Station.

3. Minimum required Item 19 entries for a domestic flight are Endurance, Persons on Board, Pilot Name and Contact Information, and Color of Aircraft. Additional entries may be required by foreign air traffic services, or at pilot discretion.

FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 20 7/9/26 AIM AIM 2/20/25 (a) After E/ Enter fuel endurance time in hours and minutes.

(b) After P/ Enter total number of persons on board using up to 30 alphanumeric characters. Enter TBN (to be notified) if the total number of persons is not known at the time of filing.

EXAMPLE − P/005 P/TBN P/ON FILE CAPEAIR OPERATIONS (c) R/ (Radio) Cross out items not carried (d) S/ (Survival Equipment) Cross out items not carried.

(e) J/ (Jackets) Cross out items not carried.

(f) D/ (Life Raft/Dinghies) Enter number carried and total capacity. Indicate if covered and color.

(g) A/ (Aircraft Color and Markings) Enter aircraft color(s).

EXAMPLE − White Yellow Blue 4. N/ (Remarks. Not for ATC) select N if no remarks. Enter comments concerning survival equipment and information concerning personal GPS locating service, if utilized. Enter name and contact information for responsible party to verify VFR arrival/closure, if desired. Ensure party will be available for contact at ETA. (for example; FBO is open at ETA) 5. C/ (Pilot) Enter name and contact information, including telephone number, of pilot − in − command. Ensure contact information will be valid at ETA in case SAR is necessary.

FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 21 AIM 2/20/25 FIG 4 − 1 FAA Form 7233 − 4, Pre − Flight Pilot Checklist and International Flight Plan FAA Form 7233 − 4 − International Flight Plan Appendix 4 − 22

7/9/26 Pilot/Controller Glossary

PILOT/CONTROLLER

GLOSSARY

PURPOSE a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic Control system. It includes those terms which are intended for pilot/controller communications. Those terms most frequently used in pilot/controller communications are printed in bold italics . The definitions are primarily defined in an operational sense applicable to both users and operators of the National Airspace System. Use of the Glossary will preclude any misunderstandings concerning the system’s design, function, and purpose.

b. Because of the international nature of flying, terms used in the Lexicon, published by the International Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are followed by “[ICAO].” For the reader’s convenience, there are also cross references to related terms in other parts of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical Information Manual (AIM).

c. Terms used in this glossary that apply to flight service station (FSS) roles are included when they differ from air traffic control functions. These terms are followed by “[FSS].” d. This Glossary will be revised, as necessary, to maintain a common understanding of the system.

EXPLANATION OF CHANGES e. Terms Added: COMBINED CONTROL FACILITY (CCF) f. Terms Deleted: COMBINED CENTER − RAPCON (CERAP) g. Terms Modified: REMOTE COMMUNICATIONS AIR/GROUND FACILITY (RCAG) SIMULTANEOUS (PARALLEL) DEPENDENT APPROACHES h. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes.

PCG − 1 Pilot/Controller Glossary 2/20/25 7/9/26 Pilot/Controller Glossary

C

CALCULATED LANDING TIME − A term that may be used in place of tentative or actual calculated landing time, whichever applies.

CALIBRATED AIRSPEED (CAS) – The indicated airspeed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.

CALL FOR RELEASE − Wherein the overlying ARTCC requires a terminal facility to initiate verbal coordination to secure ARTCC approval for release of a departure into the en route environment.

CALL UP − Initial voice contact between a facility and an aircraft, using the identification of the unit being called and the unit initiating the call.

(Refer to AIM.)

CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE − That portion of Canadian domestic airspace within which MNPS separation may be applied.

CARDINAL ALTITUDES − “Odd” or “Even” thousand-foot altitudes or flight levels; e.g., 5,000, 6,000, 7,000, FL 250, FL 260, FL 270.

(See ALTITUDE.)

(See FLIGHT LEVEL.)

CARDINAL FLIGHT LEVELS − (See CARDINAL ALTITUDES.)

CAT − (See CLEAR-AIR TURBULENCE.)

CATCH POINT − A fix/waypoint that serves as a transition point from the high altitude waypoint navigation structure to an arrival procedure (STAR) or the low altitude ground − based navigation structure.

CBO − (See COMMUNITY − BASED ORGANIZATION.)

CCF − (See COMBINED CONTROL FACILITY.)

CEILING − The heights above the earth’s surface of the lowest layer of clouds or obscuring phenomena that is reported as “broken,” “overcast,” or “obscuration,” and not classified as “thin” or “partial.” (See ICAO term CEILING.)

CEILING [ICAO] − The height above the ground or water of the base of the lowest layer of cloud below 6,000 meters (20,000 feet) covering more than half the sky.

CENTER − (See AIR ROUTE TRAFFIC CONTROL CENTER.)

CENTER’S AREA − The specified airspace within which an air route traffic control center (ARTCC) provides air traffic control and advisory service.

(See AIR ROUTE TRAFFIC CONTROL CENTER.)

(Refer to AIM.)

PCG C − 1 Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 7/9/26 CENTER WEATHER ADVISORY − An unscheduled weather advisory issued by Center Weather Service Unit meteorologists for ATC use to alert pilots of existing or anticipated adverse weather conditions within the next 2 hours. A CWA may modify or redefine a SIGMET.

(See AIRMET.)

(See CONVECTIVE SIGMET.)

(See GRAPHICAL AIRMEN’S METEOROLOGICAL INFORMATION.)

(See SAW.)

(See SIGMET.)

(Refer to AIM.)

CENTRAL EAST PACIFIC − An organized route system between the U.S. West Coast and Hawaii.

CEP − (See CENTRAL EAST PACIFIC.)

CERTIFICATE OF WAIVER OR AUTHORIZATION (COA) − An FAA grant of approval for a specific flight operation or airspace authorization or waiver.

CERTIFIED TOWER RADAR DISPLAY (CTRD) − An FAA radar display certified for use in the NAS.

CFR − (See CALL FOR RELEASE.)

CHA (See CONTINGENCY HAZARD AREA) CHAFF − Thin, narrow metallic reflectors of various lengths and frequency responses, used to reflect radar energy. These reflectors, when dropped from aircraft and allowed to drift downward, result in large targets on the radar display.

CHART SUPPLEMENT − A series of civil/military flight information publications issued by FAA every 56 days consisting of the Chart Supplement U.S., Chart Supplement Alaska, and Chart Supplement Pacific.

CHART SUPPLEMENT ALASKA − A flight information publication designed for use with appropriate IFR or VFR charts which contains data on all airports, seaplane bases, and heliports open to the public including communications data, navigational facilities, airport diagrams, certain special notices, and non − regulatory procedures. Also included in this publication are selected entries needed to support the unique geographical operational conditions of Alaska. This publication is issued in one volume for the state of Alaska.

CHART SUPPLEMENT PACIFIC − A flight information publication designed for use with appropriate IFR or VFR charts which contains data on all airports, seaplane bases, and heliports open to the public including communications data, navigational facilities, airport diagrams, certain special notices, and non − regulatory procedures. Also included in this publication are Instrument Approach Procedures (IAP), Departure Procedures (DP), and Standard Terminal Arrival (STAR) charts, along with selected entries needed to support the unique geographical operational conditions of the Pacific Oceanic region. This publication is issued in one volume for the Hawaiian Islands and other selected Pacific Islands.

CHART SUPPLEMENT U.S. − A flight information publication designed for use with appropriate IFR or VFR charts which contains data on all airports, seaplane bases, and heliports open to the public including communications data, navigational facilities, airport diagrams, certain special notices, and non − regulatory procedures. This publication is issued for the conterminous U.S., Puerto Rico, and the Virgin Islands in seven volumes according to geographical area.

CHARTED VFR FLYWAYS − Charted VFR Flyways are flight paths recommended for use to bypass areas heavily traversed by large turbine-powered aircraft. Pilot compliance with recommended flyways and associated altitudes is strictly voluntary. VFR Flyway Planning charts are published on the back of existing VFR Terminal Area charts.

CHARTED VISUAL FLIGHT PROCEDURE APPROACH − An approach conducted while operating on an instrument flight rules (IFR) flight plan which authorizes the pilot of an aircraft to proceed visually and clear PCG C − 2 Pilot/Controller Glossary 2/20/25 7/9/26 Pilot/Controller Glossary of clouds to the airport via visual landmarks and other information depicted on a charted visual flight procedure.

This approach must be authorized and under the control of the appropriate air traffic control facility. Weather minimums required are depicted on the chart.

CHASE − An aircraft flown in proximity to another aircraft normally to observe its performance during training or testing.

CHASE AIRCRAFT − (See CHASE.)

CHOP − A form of turbulence.

a. Light Chop– Turbulence that causes slight, rapid and somewhat rhythmic bumpiness without appreciable changes in altitude or attitude.

b. Moderate Chop– Turbulence similar to Light Chop but of greater intensity. It causes rapid bumps or jolts without appreciable changes in aircraft altitude or attitude.

(See TURBULENCE.)

CIRCLE-TO-LAND MANEUVER − A maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable. At tower controlled airports, this maneuver is made only after ATC authorization has been obtained and the pilot has established required visual reference to the airport.

(See CIRCLE TO RUNWAY.)

(See LANDING MINIMUMS.)

(Refer to AIM.)

CIRCLE TO RUNWAY (RUNWAY NUMBER) − Used by ATC to inform the pilot that he/she must circle to land because the runway in use is other than the runway aligned with the instrument approach procedure. When the direction of the circling maneuver in relation to the airport/runway is required, the controller will state the direction (eight cardinal compass points) and specify a left or right downwind or base leg as appropriate; e.g., “Cleared VOR Runway Three Six Approach circle to Runway Two Two,” or “Circle northwest of the airport for a right downwind to Runway Two Two.” (See CIRCLE-TO-LAND MANEUVER.)

(See LANDING MINIMUMS.)

(Refer to AIM.)

CIRCLING APPROACH − (See CIRCLE-TO-LAND MANEUVER.)

CIRCLING MANEUVER − (See CIRCLE-TO-LAND MANEUVER.)

CIRCLING MINIMA − (See CONTROLLED AIRSPACE.)

CIVIL AIRCRAFT OPERATION (CAO) − Aircraft operations other than public use.

CLASS A AIRSPACE − (See CONTROLLED AIRSPACE.)

CLASS B AIRSPACE − (See CONTROLLED AIRSPACE.)

CLASS C AIRSPACE − (See CONTROLLED AIRSPACE.)

CLASS D AIRSPACE − (See CONTROLLED AIRSPACE.)

CLASS E AIRSPACE − (See CONTROLLED AIRSPACE.)

PCG C − 3 Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 7/9/26 CLASS G AIRSPACE − Airspace that is not designated in 14 CFR part 71 as Class A, Class B, Class C, Class D, or Class E controlled airspace is Class G (uncontrolled) airspace.

(See UNCONTROLLED AIRSPACE.)

CLEAR AIR TURBULENCE (CAT) − Turbulence encountered in air where no clouds are present. This term is commonly applied to high-level turbulence associated with wind shear. CAT is often encountered in the vicinity of the jet stream.

(See WIND SHEAR.)

(See JET STREAM.)

CLEAR OF THE RUNWAY − a. Taxiing aircraft, which is approaching a runway, is clear of the runway when all parts of the aircraft are held short of the applicable runway holding position marking.

b. A pilot or controller may consider an aircraft, which is exiting or crossing a runway, to be clear of the runway when all parts of the aircraft are beyond the runway edge and there are no restrictions to its continued movement beyond the applicable runway holding position marking.

c. Pilots and controllers must exercise good judgment to ensure that adequate separation exists between all aircraft on runways and taxiways at airports with inadequate runway edge lines or holding position markings.

CLEARANCE − (See AIR TRAFFIC CLEARANCE.)

CLEARANCE LIMIT − The fix, point, or location to which an aircraft is cleared when issued an air traffic clearance.

(See ICAO term CLEARANCE LIMIT.)

CLEARANCE LIMIT [ICAO] − The point to which an aircraft is granted an air traffic control clearance.

CLEARANCE VOID IF NOT OFF BY (TIME) − Used by ATC to advise an aircraft that the departure release is automatically canceled if takeoff is not made prior to a specified time. The expiration of a clearance void time does not cancel the departure clearance or IFR flight plan. It withdraws the pilot’s authority to depart IFR until a new departure release/release time has been issued by ATC. Pilots who choose to depart VFR after their clearance void time has expired should not depart using the previously assigned IFR transponder code.

(See ICAO term CLEARANCE VOID TIME.)

CLEARANCE VOID TIME [ICAO] − A time specified by an air traffic control unit at which a clearance ceases to be valid unless the aircraft concerned has already taken action to comply therewith.

CLEARED APPROACH − ATC authorization for an aircraft to execute any standard or special instrument approach procedure for that airport. Normally, an aircraft will be cleared for a specific instrument approach procedure.

(See CLEARED (Type of) APPROACH.)

(See INSTRUMENT APPROACH PROCEDURE.)

(Refer to 14 CFR part 91.)

(Refer to AIM.)

CLEARED (Type of) APPROACH − ATC authorization for an aircraft to execute a specific instrument approach procedure to an airport; e.g., “Cleared ILS Runway Three Six Approach.” (See APPROACH CLEARANCE.)

(See INSTRUMENT APPROACH PROCEDURE.)

(Refer to 14 CFR part 91.)

(Refer to AIM.)

CLEARED AS FILED − Means the aircraft is cleared to proceed in accordance with the route of flight filed in the flight plan. This clearance does not include the altitude, DP, or DP Transition.

(See REQUEST FULL ROUTE CLEARANCE.)

(Refer to AIM.)

PCG C − 4 Pilot/Controller Glossary 2/20/25 7/9/26 Pilot/Controller Glossary CLEARED FOR TAKEOFF − ATC authorization for an aircraft to depart. It is predicated on known traffic and known physical airport conditions.

CLEARED FOR THE OPTION − ATC authorization for an aircraft to make a touch-and-go, low approach, missed approach, stop and go, or full stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a student’s performance under changing situations. Pilots should advise ATC if they decide to remain on the runway, of any delay in their stop and go, delay clearing the runway, or are unable to comply with the instruction(s).

(See OPTION APPROACH.)

(Refer to AIM.)

CLEARED THROUGH − ATC authorization for an aircraft to make intermediate stops at specified airports without refiling a flight plan while en route to the clearance limit.

CLEARED TO LAND − ATC authorization for an aircraft to land. It is predicated on known traffic and known physical airport conditions.

CLEARWAY − An area beyond the takeoff runway under the control of airport authorities within which terrain or fixed obstacles may not extend above specified limits. These areas may be required for certain turbine-powered operations and the size and upward slope of the clearway will differ depending on when the aircraft was certificated.

(Refer to 14 CFR part 1.)

CLIMB TO VFR − ATC authorization for an aircraft to climb to VFR conditions within Class B, C, D, and E surface areas when the only weather limitation is restricted visibility. The aircraft must remain clear of clouds while climbing to VFR.

(See SPECIAL VFR CONDITIONS.)

(Refer to AIM.)

CLIMBOUT − That portion of flight operation between takeoff and the initial cruising altitude.

CLIMB VIA– An abbreviated ATC clearance that requires compliance with the procedure lateral path, associated speed restrictions, and altitude restrictions along the cleared route or procedure.

CLOSE PARALLEL RUNWAYS − Two parallel runways whose extended centerlines are separated by less than 4,300 feet and at least 3000 feet (750 feet for SOIA operations) for which ATC is authorized to conduct simultaneous independent approach operations. PRM and simultaneous close parallel appear in approach title.

Dual communications, special pilot training, an Attention All Users Page (AAUP), NTZ monitoring by displays that have aural and visual alerting algorithms are required. A high update rate surveillance sensor is required for certain runway or approach course spacing.

CLOSED LOOP CLEARANCE − A vector or reroute clearance that includes a return to route point and updates ERAM to accurately reflect the anticipated route (e.g., a QU route pick that anticipates length of vector and includes the next fix that ties into the route of flight.)

CLOSED RUNWAY − A runway that is unusable for aircraft operations. Only the airport management/military operations office can close a runway.

CLOSED TRAFFIC − Successive operations involving takeoffs and landings or low approaches where the aircraft does not exit the traffic pattern.

CLOUD − A cloud is a visible accumulation of minute water droplets and/or ice particles in the atmosphere above the Earth’s surface. Cloud differs from ground fog, fog, or ice fog only in that the latter are, by definition, in contact with the Earth’s surface.

CLT − (See CALCULATED LANDING TIME.)

PCG C − 5 Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 7/9/26 CLUTTER − In radar operations, clutter refers to the reception and visual display of radar returns caused by precipitation, chaff, terrain, numerous aircraft targets, or other phenomena. Such returns may limit or preclude ATC from providing services based on radar.

(See CHAFF.)

(See GROUND CLUTTER.)

(See PRECIPITATION.)

(See TARGET.)

(See ICAO term RADAR CLUTTER.)

CMNPS − (See CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE.)

COA − (See CERTIFICATE OF WAIVER OR AUTHORIZATION.)

COASTAL FIX − A navigation aid or intersection where an aircraft transitions between the domestic route structure and the oceanic route structure.

CODES − The number assigned to a particular multiple pulse reply signal transmitted by a transponder.

(See DISCRETE CODE.)

COLD TEMPERATURE CORRECTION − A correction in feet, based on height above airport and temperature, that is added to the aircraft’s indicated altitude to offset the effect of cold temperature on true altitude.

COLLABORATIVE TRAJECTORY OPTIONS PROGRAM (CTOP) − CTOP is a traffic management program administered by the Air Traffic Control System Command Center (ATCSCC) that manages demand through constrained airspace, while considering operator preference with regard to both route and delay as defined in a Trajectory Options Set (TOS).

COMBINED CONTROL FACILITY (CCF) − An air traffic facility that combines the functions of an ARTCC and a radar approach control facility.

(See AIR ROUTE TRAFFIC CONTROL CENTER.)

(See RADAR APPROACH CONTROL FACILITY.)

COMMON POINT − A significant point over which two or more aircraft will report passing or have reported passing before proceeding on the same or diverging tracks. To establish/maintain longitudinal separation, a controller may determine a common point not originally in the aircraft’s flight plan and then clear the aircraft to fly over the point.

(See SIGNIFICANT POINT.)

COMMON PORTION − (See COMMON ROUTE.)

COMMON ROUTE − That segment of a North American Route between the inland navigation facility and the coastal fix.

OR COMMON ROUTE − (See SEGMENTS OF A SID/STAR) COMMON TRAFFIC ADVISORY FREQUENCY (CTAF) − A frequency designed for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower. The CTAF may be a UNICOM, Multicom, FSS, or tower frequency and is identified in appropriate aeronautical publications.

(See DESIGNATED COMMON TRAFFIC ADVISORY FREQUENCY (CTAF) AREA.)

(Refer to AC 90-66, Non − Towered Airport Flight Operations.)

PCG C − 6 Pilot/Controller Glossary 2/20/25 7/9/26 Pilot/Controller Glossary RANDOM ALTITUDE − An altitude inappropriate for direction of flight and/or not in accordance with FAA Order JO 7110.65, paragraph 4 − 5 − 1, VERTICAL SEPARATION MINIMA.

RANDOM ROUTE − Any route not established or charted/published or not otherwise available to all users.

RC (See RADIO − CONTROLLED.)

RC − (See ROAD RECONNAISSANCE.)

RCAG − (See REMOTE CENTER AIR/GROUND FACILITY.)

RCC − (See RESCUE COORDINATION CENTER.)

RCO − (See REMOTE COMMUNICATIONS OUTLET.)

RCR − (See RUNWAY CONDITION READING.)

READ BACK − Repeat my message back to me.

RECEIVER AUTONOMOUS INTEGRITY MONITORING (RAIM) − A technique whereby a civil GNSS receiver/processor determines the integrity of the GNSS navigation signals without reference to sensors or non-DoD integrity systems other than the receiver itself. This determination is achieved by a consistency check among redundant pseudorange measurements.

RECEIVING CONTROLLER − A controller/facility receiving control of an aircraft from another controller/facility.

RECEIVING FACILITY − (See RECEIVING CONTROLLER.)

RECONFORMANCE − The automated process of bringing an aircraft’s Current Plan Trajectory into conformance with its track.

RECREATIONAL FLYER − Pilot of a UAS who is operating under 49 USC §44809, Exception for Limited Recreational Operations of Unmanned Aircraft.

REDUCE SPEED TO (SPEED) − (See SPEED ADJUSTMENT.)

REDUCED VERTICAL SEPARATION MINIMUM (RVSM) AIRSPACE − RVSM airspace is defined as any airspace between FL 290 and FL 410 inclusive, where eligible aircraft are separated vertically by 1,000 feet.

Authorization guidance for operations in this airspace is provided in Advisory Circular AC 91 − 85.

REFINED HAZARD AREA (RHA) − Used by ATC. Airspace that is defined and distributed after a failure of a launch or reentry operation to provide a more concise depiction of the hazard location than a Contingency Hazard Area.

(See AIRCRAFT HAZARD AREA.)

(See CONTINGENCY HAZARD AREA.)

(See TRANSITIONAL HAZARD AREA.)

REIL − (See RUNWAY END IDENTIFIER LIGHTS.)

RELEASE TIME − A departure time restriction issued to a pilot by ATC (either directly or through an authorized relay) when necessary to separate a departing aircraft from other traffic.

(See ICAO term RELEASE TIME.)

PCG R − 5 Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 7/9/26 RELEASE TIME [ICAO] − Time prior to which an aircraft should be given further clearance or prior to which it should not proceed in case of radio failure.

REMOTE AIRPORT INFORMATION SERVICE (RAIS) − A temporary service provided by facilities, which are not located on the landing airport, but have communication capability and automated weather reporting available to the pilot at the landing airport.

REMOTE CENTER AIR/GROUND FACILITY (RCAG) − An unmanned VHF/UHF transmitter/receiver facility which is used to expand ARTCC air/ground communications coverage and to facilitate direct contact between pilots and controllers. RCAG facilities are sometimes not equipped with emergency frequencies 121.5 MHz and 243.0 MHz.

(Refer to AIM.)

REMOTE COMMUNICATIONS OUTLET (RCO) − An unmanned communications facility remotely controlled by air traffic personnel. RCOs serve FSSs. Remote Transmitter/Receivers (RTR) serve terminal ATC facilities. An RCO or RTR may be UHF or VHF and will extend the communication range of the air traffic facility. There are several classes of RCOs and RTRs. The class is determined by the number of transmitters or receivers. Classes A through G are used primarily for air/ground purposes. RCO and RTR class O facilities are nonprotected outlets subject to undetected and prolonged outages. RCO (O’s) and RTR (O’s) were established for the express purpose of providing ground-to-ground communications between air traffic control specialists and pilots located at a satellite airport for delivering en route clearances, issuing departure authorizations, and acknowledging instrument flight rules cancellations or departure/landing times. As a secondary function, they may be used for advisory purposes whenever the aircraft is below the coverage of the primary air/ground frequency.

REMOTE IDENTIFICATION (RID) − A system for electronic identification and secure oversight of UAS.

(See 4 CFR part 89) (See AIM) REMOTE PILOT − Pilot of a UAS who is not operating as a recreational flyer under 49 USC §44809, the Exception for Limited Recreational Operations of Unmanned Aircraft.

REMOTE PILOT IN COMMAND (RPIC) − The RPIC is directly responsible for and is the final authority as to the operation of the unmanned aircraft system.

REMOTE TRANSMITTER/RECEIVER (RTR) − (See REMOTE COMMUNICATIONS OUTLET.)

REPORT − Used to instruct pilots to advise ATC of specified information; e.g., “Report passing Hamilton VOR.” REPORTING POINT − A geographical location in relation to which the position of an aircraft is reported.

(See COMPULSORY REPORTING POINTS.)

(See ICAO term REPORTING POINT.)

(Refer to AIM.)

REPORTING POINT [ICAO] − A specified geographical location in relation to which the position of an aircraft can be reported.

REQUEST FULL ROUTE CLEARANCE − Used by pilots to request that the entire route of flight be read verbatim in an ATC clearance. Such request should be made to preclude receiving an ATC clearance based on the original filed flight plan when a filed IFR flight plan has been revised by the pilot, company, or operations prior to departure.

REQUIRED NAVIGATION PERFORMANCE (RNP)– A statement of the navigational performance necessary for operation within a defined airspace. The following terms are commonly associated with RNP: a. Required Navigation Performance Level or Type (RNP-X). A value, in nautical miles (NM), from the intended horizontal position within which an aircraft would be at least 95-percent of the total flying time.

PCG R − 6 Pilot/Controller Glossary 2/20/25 8/7/25 Pilot/Controller Glossary SIDESTEP MANEUVER − A visual maneuver accomplished by a pilot at the completion of an instrument approach to permit a straight-in landing on a parallel runway not more than 1,200 feet to either side of the runway to which the instrument approach was conducted.

(Refer to AIM.)

SIGMET − A weather advisory issued concerning weather significant to the safety of all aircraft. SIGMET advisories cover severe and extreme turbulence, severe icing, and widespread dust or sandstorms that reduce visibility to less than 3 miles.

(See AIRMET.)

(See CONVECTIVE SIGMET.)

(See CWA.)

(See GRAPHICAL AIRMEN’S METEOROLOGICAL INFORMATION.)

(See ICAO term SIGMET INFORMATION.)

(See SAW.)

(Refer to AIM.)

SIGMET INFORMATION [ICAO] − Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations.

SIGNIFICANT METEOROLOGICAL INFORMATION − (See SIGMET.)

SIGNIFICANT POINT − A point, whether a named intersection, a NAVAID, a fix derived from a NAVAID(s), or geographical coordinate expressed in degrees of latitude and longitude, which is established for the purpose of providing separation, as a reporting point, or to delineate a route of flight.

SIMULATED FLAMEOUT − A practice approach by a jet aircraft (normally military) at idle thrust to a runway.

The approach may start at a runway (high key) and may continue on a relatively high and wide downwind leg with a continuous turn to final. It terminates in landing or low approach. The purpose of this approach is to simulate a flameout.

(See FLAMEOUT.)

SIMULTANEOUS CLOSE PARALLEL APPROACHES − A simultaneous, independent approach operation permitting ILS/RNAV/GLS approaches to airports having parallel runways separated by at least 3,000 feet and less than 4,300 − feet between centerlines. Aircraft are permitted to pass each other during these simultaneous operations. Integral parts of a total system are radar, NTZ monitoring with enhanced FMA color displays that include aural and visual alerts and predictive aircraft position software, communications override, ATC procedures, an Attention All Users Page (AAUP), PRM in the approach name, and appropriate ground based and airborne equipment. High update rate surveillance sensor required for certain runway or approach course separations.

SIMULTANEOUS (CONVERGING) DEPENDENT APPROACHES- An approach operation permitting ILS/RNAV/GLS approaches to runways or missed approach courses that intersect where required minimum spacing between the aircraft on each final approach course is required.

SIMULTANEOUS (CONVERGING) INDEPENDENT APPROACHES- An approach operation permitting ILS/RNAV/GLS approaches to non-parallel runways where approach procedure design maintains the required aircraft spacing throughout the approach and missed approach and hence the operations may be conducted independently.

SIMULTANEOUS ILS APPROACHES − An approach system permitting simultaneous ILS approaches to airports having parallel runways separated by at least 4,300 feet between centerlines. Integral parts of a total system are ILS, radar, communications, ATC procedures, and appropriate airborne equipment.

(See PARALLEL RUNWAYS.)

(Refer to AIM.)

PCG S − 5 Pilot/Controller Glossary 2/20/25 Pilot/Controller Glossary 7/9/26 SIMULTANEOUS OFFSET INSTRUMENT APPROACH (SOIA) − An instrument landing system comprised of an ILS PRM, RNAV PRM or GLS PRM approach to one runway and an offset LDA PRM with glideslope or an RNAV PRM or GLS PRM approach utilizing vertical guidance to another where parallel runway spaced less than 3,000 feet and at least 750 feet apart. The approach courses converge by 2.5 to 3 degrees. Simultaneous close parallel PRM approach procedures apply up to the point where the approach course separation becomes 3,000 feet, at the offset MAP. From the offset MAP to the runway threshold, visual separation by the aircraft conducting the offset approach is utilized.

(Refer to AIM) SIMULTANEOUS (PARALLEL) DEPENDENT APPROACHES- An approach operation permitting approaches to adjacent parallel runways where prescribed diagonal spacing must be maintained. Aircraft are not permitted to pass each other during simultaneous dependent operations.

SINGLE DIRECTION ROUTES − Preferred IFR Routes which are sometimes depicted on high altitude en route charts and which are normally flown in one direction only.

(See PREFERRED IFR ROUTES.)

(Refer to CHART SUPPLEMENT U.S.)

SINGLE FREQUENCY APPROACH − A service provided under a letter of agreement to military single-piloted turbojet aircraft which permits use of a single UHF frequency during approach for landing. Pilots will not normally be required to change frequency from the beginning of the approach to touchdown except that pilots conducting an en route descent are required to change frequency when control is transferred from the air route traffic control center to the terminal facility. The abbreviation “SFA” in the DoD FLIP IFR Supplement under “Communications” indicates this service is available at an aerodrome.

SINGLE-PILOTED AIRCRAFT − A military turbojet aircraft possessing one set of flight controls, tandem cockpits, or two sets of flight controls but operated by one pilot is considered single-piloted by ATC when determining the appropriate air traffic service to be applied.

(See SINGLE FREQUENCY APPROACH.)

SKYSPOTTER − A pilot who has received specialized training in observing and reporting inflight weather phenomena.

SLASH − A radar beacon reply displayed as an elongated target.

SLDI − (See SECTOR LIST DROP INTERVAL.)

SLOW TAXI − To taxi a float plane at low power or low RPM.

SMALL UNMANNED AIRCRAFT SYSTEM (sUAS)– An unmanned aircraft weighing less than 55 pounds on takeoff, including everything that is on board or otherwise attached to the aircraft.

SMAR − (See SPECIAL MILITARY ACTIVITY ROUTE.)

SN − (See SYSTEM STRATEGIC NAVIGATION.)

SPACE − BASED ADS − B (SBA) − A constellation of satellites that receives ADS − B Out broadcasts and relays that information to the appropriate surveillance facility. The currently deployed SBA system is only capable of receiving broadcasts from 1090ES − equipped aircraft, and not from those equipped with only a universal access transceiver (UAT). Also, aircraft with a top − of − fuselage − mounted transponder antenna (required for TCAS II installations) will be better received by SBA, especially at latitudes below 45 degrees.

(See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST.)

(See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST OUT.)

SPACE LAUNCH AND REENTRY AREA − Locations where commercial space launch and/or reentry operations occur. For pilot awareness, a rocket − shaped symbol is used to depict space launch and reentry areas on sectional aeronautical charts.

PCG S − 6

7/9/26 AIM

INDEX

[References are to page numbers] Safety Alert, 4 − 1 − 13

A

Terminal Radar Services for VFR Aircraft, 4 − 1 − 15 Tower En Route Control, 4 − 1 − 17 Accident, Aircraft, Reporting, 7 − 7 − 1 Traffic Advisory Practices, Airports Without Accident Cause Factors, 7 − 6 − 1 Operating Control Towers, 4 − 1 − 2 Transponder Operation, ADS − B Out Operation, Adherence to Clearance, 4 − 4 − 6 4 − 1 − 18 ADS − B. See Automatic Dependent Broadcast Services Unicom, Use for ATC Purposes, 4 − 1 − 9 Unicom/Multicom, 4 − 1 − 8 ADS − R. See Automatic Dependent Surveillance − Rebroadcast Air Traffic Control Radar Beacon System, 4 − 1 − 18 , 4 − 5 − 3 Advisories Braking Action, 4 − 3 − 13 Aircraft Inflight Aviation Weather, 7 − 1 − 11 Arresting Devices, 2 − 3 − 35 Minimum Fuel, 5 − 5 − 9 Call Signs, 4 − 2 − 3 Traffic, 5 − 5 − 6 Lights, Use in Airport Operations, 4 − 3 − 29 Unmanned, 7 − 6 − 4 Aerobatic Flight, 8 − 1 − 8 VFR, Emergency Radar Service, 6 − 2 − 1 Aerodrome Forecast (TAF), 7 − 1 − 75 , 7 − 1 − 77 Aircraft Conflict Alert, 4 − 1 − 14 Aeronautical Airport Charts, 9 − 1 − 1 Aids, Marking, 2 − 3 − 1 Publications, 9 − 1 − 1 Holding Position, 2 − 3 − 14 Aeronautical Light Beacons, 2 − 2 − 1 Pavement, 2 − 3 − 1 Holding Position, 2 − 3 − 1 AFIS. See Automatic Flight Information Service Other, 2 − 3 − 1 AHRS. See Attitude Heading Reference System Runway, 2 − 3 − 1 Taxiway, 2 − 3 − 1 Air Ambulance Flights, 4 − 2 − 4 Airport Advisory/Information Services, 3 − 5 − 1 Air Defense Identification Zones, 5 − 6 − 14 Lighting Aids, 2 − 1 − 1 Local Airport Advisory (LAA), 4 − 1 − 5 Air Route Surveillance Radar, 4 − 5 − 4 Operations, 4 − 3 − 1 Air Route Traffic Control Centers, 4 − 1 − 1 Communications, 4 − 3 − 20 Air Traffic Control Exiting the Runway, After Landing, 4 − 3 − 26 Aircraft Separation, 4 − 4 − 1 Flight Check Aircraft, In Terminal Areas, 4 − 3 − 29 Clearances, 4 − 4 − 1 Flight Inspection, 4 − 3 − 29 Pilot Services, 4 − 1 − 1 Gate Holding, Departure Delays, 4 − 3 − 21 Air Route Traffic Control Centers, 4 − 1 − 1 Intersection Takeoffs, 4 − 3 − 15 Airport Reservations, 4 − 1 − 22 Low Approach, 4 − 3 − 19 Approach Control Service, Arriving VFR Aircraft, Low Level Wind Shear/Microburst Detection 4 − 1 − 2 Systems, 4 − 3 − 12 Automatic Terminal Information Service, 4 − 1 − 9 Option Approach, 4 − 3 − 28 Communications, Release of IFR Aircraft, Airports Signals, Hand, 4 − 3 − 30 without Operating Control Tower, 4 − 1 − 1 Taxi During Low Visibility, 4 − 3 − 25 Control Towers, 4 − 1 − 1 Traffic Control Light Signals, 4 − 3 − 19 Flight Service Stations, 4 − 1 − 1 Traffic Patterns, 4 − 3 − 1 , 4 − 3 − 3 Ground Vehicle Operations, 4 − 1 − 7 Use of Aircraft Lights, 4 − 3 − 29 IFR Approaches, 4 − 1 − 7 Use of Runways, 4 − 3 − 8 Operation Rain Check, 4 − 1 − 2 VFR Flights in Terminal Areas, 4 − 3 − 21 Radar Assistance to VFR Aircraft, 4 − 1 − 14 VFR Helicopter at Controlled Airports, 4 − 3 − 21 Radar Traffic Information Service, 4 − 1 − 11 With Operating Control Tower, 4 − 3 − 1 Recording and Monitoring, 4 − 1 − 1 Without Operating Control Tower, 4 − 3 − 6 I − 1 Index AIM 7/9/26 [References are to page numbers] Remote Airport Advisory (RAA), 3 − 5 − 1 Alcohol, 8 − 1 − 2 Remote Airport Information Service (RAIS), 3 − 5 − 1 , Alert, Safety, 4 − 1 − 13 , 5 − 5 − 4 4 − 1 − 5 Alert Areas, 3 − 4 − 2 Signs, 2 − 3 − 1 , 2 − 3 − 24 Destination, 2 − 3 − 32 Alignment of Elements Approach Slope Indicator, Direction, 2 − 3 − 30 2 − 1 − 5 Information, 2 − 3 − 35 Alphabet, Phonetic, 4 − 2 − 6 Location, 2 − 3 − 28 ALS. See Approach Light Systems Mandatory Instruction, 2 − 3 − 25 Runway Distance Remaining, 2 − 3 − 35 Altimeter Density Altitude, 7 − 6 − 6 Airport Reservations, 4 − 1 − 22 Errors, 7 − 2 − 1 Airport Surface Detection Equipment, 4 − 5 − 4 Setting, 7 − 2 − 1 Airport Surface Surveillance Capability, 4 − 5 − 4 Altitude Automatic Reporting, 4 − 1 − 19 Airport Surveillance Radar, 4 − 5 − 4 Effects, 8 − 1 − 3 Airspace, 3 − 1 − 1 Hypoxia, 8 − 1 − 3 Basic VFR Weather Minimums, 3 − 1 − 2 High Altitude Destinations, 5 − 1 − 16 Class D, 3 − 2 − 8 Mandatory, 5 − 4 − 8 Class E, 3 − 2 − 10 Maximum, 5 − 4 − 8 Class G, 3 − 3 − 1 Minimum, 5 − 4 − 8 Controlled, 3 − 2 − 1 Ambulance, Air, 4 − 2 − 4 Advisories, Traffic, 3 − 2 − 1 Amended Clearances, 4 − 4 − 3 Alerts, Safety, 3 − 2 − 1 Class A, 3 − 2 − 2 Approach Class B, 3 − 2 − 2 Advance Information, Instrument Approach, 5 − 4 − 5 Class C, 3 − 2 − 5 Approach Control, 5 − 4 − 4 IFR Requirements, 3 − 2 − 1 Clearance, 5 − 4 − 28 IFR Separation, 3 − 2 − 1 Contact, 5 − 4 − 66 , 5 − 5 − 2 Parachute Jumps, 3 − 2 − 2 Instrument, 5 − 5 − 2 Ultralight Vehicles, 3 − 2 − 1 Instrument Approach Procedure, Charts, 5 − 4 − 5 Unmanned Free Balloons, 3 − 2 − 1 Instrument Approach Procedures, 5 − 4 − 30 VFR Requirements, 3 − 2 − 1 Low, 4 − 3 − 19 Flight Levels, 3 − 1 − 3 Minimums, 5 − 4 − 55 General Dimensions, Segments, 3 − 1 − 1 Missed, 5 − 4 − 58 , 5 − 5 − 3 Special Use, 3 − 4 − 1 No − Gyro, 5 − 4 − 39 VFR Cruising Altitudes, 3 − 1 − 3 Option, 4 − 3 − 28 Overhead Approach Maneuver, 5 − 4 − 67 Airspace Precision, 5 − 4 − 38 Military Training Routes, 3 − 5 − 1 Surveillance, 5 − 4 − 38 Non − Charted Airspace Areas, 3 − 5 − 11 Visual, 5 − 4 − 65 , 5 − 5 − 6 Other Areas, 3 − 5 − 1 Approach Control Service, VFR Arriving Aircraft, Parachute Jumping, 3 − 5 − 5 4 − 1 − 2 Temporary Flight Restrictions, 3 − 5 − 3 Terminal Radar Service Areas, 3 − 5 − 9 Approach Light Systems, 2 − 1 − 1 VFR Routes, Published, 3 − 5 − 5 Approaches Class B Airspace, VFR Transition Routes, 3 − 5 − 7 , IFR, 4 − 1 − 7 3 − 5 − 8 Parallel Runways, ILS/RNAV/GLS, 5 − 4 − 40 VFR Corridors, 3 − 5 − 7 Radar, 5 − 4 − 38 VFR Flyways, 3 − 5 − 6 Timed, 5 − 4 − 36 Airway, 5 − 3 − 20 Area Navigation (RNAV), 5 − 3 − 21 , 5 − 5 − 9 See also Area Airways, Course Changes, 5 − 3 − 23 Navigation I − 2 Index 7/9/26 AIM [References are to page numbers] Area Navigation (RNAV) Routes, 5 − 3 − 21 Marker, 1 − 1 − 14 Nondirectional Radio, 1 − 1 − 1 ARFF (Aircraft Rescue and Fire Fighting) Emergency Hand Signals, 6 − 5 − 1 Beacons, Airport/Heliport, 2 − 1 − 12 ARFF (Aircraft Rescue and Fire Fighting) Radio Call Bird Sign, 6 − 5 − 1 Bird Strike Reduction, 7 − 5 − 1 Arresting Devices, Aircraft, 2 − 3 − 35 Reporting, 7 − 5 − 1 ARSR. See Air Route Surveillance Radar Hazards, 7 − 5 − 1 Migratory, 7 − 5 − 1 ARTCC. See Air Route Traffic Control Centers Bird/Other Wildlife Strike Reporting, Form. See ASDE − X. See Airport Surface Detection Appendix 1 Equipment − Model X Braking Action Advisories, 4 − 3 − 13 Ash, Volcanic, 7 − 6 − 9 Braking Action Reports, 4 − 3 − 13 ASOS. See Automated Surface Observing System Briefing, Preflight, 7 − 1 − 8 ASR. See Airport Surveillance Radar; Surveillance Approach ASSC, 4 − 5 − 4

C

ATCRBS. See Air Traffic Control Radar Beacon System Call Signs Aircraft, 4 − 2 − 3 ATCT. See Control Towers Ground Station, 4 − 2 − 5 ATIS. See Automatic Terminal Information Service Carbon Monoxide Poisoning, 8 − 1 − 5 Attitude Heading Reference System (AHRS), 1 − 1 − 21 CAT. See Clear Air Turbulence Authority, Statutory, 1 − 1 − 1 CDR. See Coded Depature Route Automated Surface Observing System (ASOS), 4 − 3 − 37 , 7 − 1 − 31 Changeover Points, 5 − 3 − 24 Charted Visual Flight Procedures, 5 − 4 − 66 Automated Weather Observing System (AWOS), 4 − 3 − 37 , 7 − 1 − 27 , 7 − 1 − 31 Charts, Aeronautical, 9 − 1 − 1 Automatic Altitude Reporting, 4 − 1 − 19 Class A Airspace, 3 − 2 − 2 Automatic Dependent Surveillance − Broadcast Services, Definition, 3 − 2 − 2 4 − 5 − 12 Operating Rules, 3 − 2 − 2 Pilot/Equipment Requirements, 3 − 2 − 2 Automatic Dependent Surveillance − Rebroadcast, 4 − 5 − 21 Class B Airspace, 3 − 2 − 2 ATC Clearances, 3 − 2 − 4 Automatic Flight Information Service (AFIS) − Alaska Definition, 3 − 2 − 2 FSSs Only, 4 − 1 − 10 Flight Procedures, 3 − 2 − 3 Automatic Terminal Information Service, 4 − 1 − 9 Mode C Veil, 3 − 2 − 3 AWOS. See Automated Weather Observing System; Operating Rules, 3 − 2 − 2 Automated Weather Observing System (AWOS) Pilot/Equipment Requirements, 3 − 2 − 2 Proximity Operations, 3 − 2 − 4 Separation, 3 − 2 − 4 VFR Transition Routes, 3 − 5 − 7 , 3 − 5 − 8

B

Class C Airspace, 3 − 2 − 5 Balloons, Unmanned, 7 − 6 − 4 Air Traffic Services, 3 − 2 − 6 Free, 3 − 2 − 1 Aircraft Separation, 3 − 2 − 6 Beacon Definition, 3 − 2 − 5 Aeronautical Light, 2 − 2 − 1 Operating Rules, 3 − 2 − 5 Code, 2 − 2 − 1 Outer Area, 3 − 2 − 5 I − 3 Index AIM 7/9/26 [References are to page numbers] Pilot/Equipment Requirements, 3 − 2 − 5 Pilot Responsibilities, 5 − 5 − 3 Secondary Airports, 3 − 2 − 6 Collision, Avoidance, Judgment, 8 − 1 − 9 Class D Airspace, 3 − 2 − 8 Communication, Radio Definition, 3 − 2 − 8 Contact, Reestablishing, 6 − 4 − 2 Operating Rules, 3 − 2 − 9 Two − way Failure, 6 − 4 − 1 Pilot/Equipment Requirements, 3 − 2 − 9 IFR Conditions, 6 − 4 − 1 Separation for VFR Aircraft, 3 − 2 − 10 Transponder Usage, 6 − 4 − 2 VFR Conditions, 6 − 4 − 1 Class E Airspace, 3 − 2 − 10 Definition, 3 − 2 − 10 Communications Operating Rules, 3 − 2 − 10 ARTCC, 5 − 3 − 1 Pilot/Equipment Requirements, 3 − 2 − 10 Additional Reports, 5 − 3 − 19 Separation for VFR Aircraft, 3 − 2 − 11 Position Reporting, 5 − 3 − 18 Types, 3 − 2 − 10 Distress, 6 − 3 − 1 Vertical Limits, 3 − 2 − 10 Radio, 4 − 2 − 1 Phonetic Alphabet, 4 − 2 − 6 Class G Airspace, 3 − 3 − 1 Release, 4 − 1 − 1 IFR Requirements, 3 − 3 − 1 Urgency, 6 − 3 − 1 VFR Requirements, 3 − 3 − 1 Conflict Alert, Aircraft, 4 − 1 − 14 Clear Air Turbulence, 7 − 1 − 50 Contact Approach, 5 − 4 − 66 Clearance Contact Procedures, 4 − 2 − 2 Abbreviated IFR Departure, 5 − 2 − 4 Initial Contact, 4 − 2 − 2 Adherence, 4 − 4 − 6 Air Traffic, 5 − 5 − 1 Control of Lighting Systems, 2 − 1 − 9 Air Traffic Control, 4 − 4 − 1 Control Towers, 4 − 1 − 1 Amended, 4 − 4 − 3 Controlled Firing Areas, 3 − 4 − 2 Approach, 5 − 4 − 28 IFR, VFR − on − Top, 4 − 4 − 5 Controller, Responsibility, 5 − 3 − 24 , 5 − 4 − 65 , 5 − 5 − 1 IFR Flights, 4 − 4 − 6 COP. See Changeover Points Issuance, Pilot Responsibility, 4 − 4 − 4 Items, 4 − 4 − 1 CORONA, 7 − 6 − 11 Altitude Data, 4 − 4 − 2 Course Lights, 2 − 2 − 1 Clearance Limit, 4 − 4 − 1 CVFP. See Charted Visual Flight Procedures Departure Procedure, 4 − 4 − 1 Holding Instructions, 4 − 4 − 2 Route of Flight, 4 − 4 − 2 Pre − Taxi, 5 − 2 − 1

D

Prefix, 4 − 4 − 1 Decompression Sickness, 8 − 1 − 5 Taxi, 5 − 2 − 2 VFR Flights, 4 − 4 − 6 Defense VFR, DVFR, 5 − 1 − 15 Void Times, 5 − 2 − 5 Density Altitude, Effects, 7 − 6 − 6 Clearances, Special VFR Clearances, 4 − 4 − 3 Departure, Restrictions, 5 − 2 − 5 Clearing Procedures, Visual, 4 − 4 − 12 Departure Control, 5 − 2 − 6 Coded Depature Route, 4 − 4 − 3 Departures, Instrument, 5 − 5 − 8 Cold Temperature, Barometric Altimeter Errors, 7 − 3 − 1 Discrete Emergency Frequency, 6 − 5 − 1 Cold Temperature Airports , 7 − 3 − 2 Distance Measuring Equipment, 1 − 1 − 5 , 1 − 1 − 14 , 5 − 3 − 29 Cold Temperature Airports (CTA), Cold Temperature, 7 − 3 − 1 Distress, 6 − 3 − 1 Cold Temperature Operations, 5 − 1 − 20 Ditching Procedures, 6 − 3 − 3 I − 4 Index 7/9/26 AIM [References are to page numbers] DME. See Distance Measuring Equipment FIS − B. See Flight Information Service − Broadcast Fitness, Flight Doppler Radar, 1 − 1 − 22 Alcohol, 8 − 1 − 2 Emotion, 8 − 1 − 2 Fatigue, 8 − 1 − 2

E

Hypoxia, 8 − 1 − 3 Stress, 8 − 1 − 2 Ear Block, 8 − 1 − 4 Flight Effects of Cold Temperature on Baro − vertical, Cold Aerobatic, 8 − 1 − 8 Temperature, 7 − 3 − 1 Fitness, 8 − 1 − 1 EFVS. See Enhanced Flight Vision Systems Illusions, 8 − 1 − 5 Over National Forests, 7 − 5 − 1 ELT. See Emergency Locator Transmitters Over National Parks, 7 − 5 − 1 Emergency, 6 − 1 − 1 Over National Refuges, 7 − 5 − 1 Air Piracy, 6 − 3 − 7 Safety, Meteorology, 7 − 1 − 1 Airborne Aircraft Inspection, 7 − 6 − 10 Vision, 8 − 1 − 7 Aircraft, Overdue, 6 − 2 − 6 Flight Check Aircraft, 4 − 3 − 29 Body Signals, 6 − 2 − 7 Ditching Procedures, 6 − 3 − 3 Flight Information Service − Broadcast, 4 − 5 − 18 Explosives Detection, FAA K − 9 Team Program, Flight Information Services, 7 − 1 − 23 6 − 2 − 4 Fuel Dumping, 6 − 3 − 8 Flight Inspections Aircraft, 4 − 3 − 29 Inflight Monitoring and Reporting, 6 − 2 − 3 Flight Management System, 1 − 2 − 5 Intercept and Escort, 6 − 2 − 1 Flight Plan, Appendix 5 − 1 Locator Transmitters, 6 − 2 − 2 Change, 5 − 1 − 18 Obtaining Assistance, 6 − 3 − 1 Proposed Departure Time, 5 − 1 − 18 Pilot Authority, 6 − 1 − 1 Closing Pilot Responsibility, 6 − 1 − 1 DVFR, 5 − 1 − 18 Request Assistance Immediately, 6 − 1 − 1 VFR, 5 − 1 − 18 Search and Rescue, 6 − 2 − 4 Defense VFR (DVFR) Flights, 5 − 1 − 15 Services, 6 − 2 − 1 IFR, Canceling, 5 − 1 − 18 Radar Service for VFR Aircraft in Difficulty, IFR Flights, 5 − 1 − 11 6 − 2 − 1 VFR Flights, 5 − 1 − 10 Survival Equipment, 6 − 2 − 7 Transponder Operation, 6 − 2 − 1 Flight Plans, Military/DOD Use Only, 5 − 1 − 15 VFR Search and Rescue Protection, 6 − 2 − 6 Flight Restricted Zone (FRZ), 3 − 5 − 10 Emergency Autoland System, 6 − 1 − 1 Flight Restrictions, Temporary, 3 − 5 − 3 Emergency Descent System, 6 − 1 − 1 Flight Service Stations, 4 − 1 − 1 Emergency Locator Transmitter, 6 − 2 − 2 Flights, Outside the United States, 5 − 1 − 17 Enhanced Flight Vision Systems, 5 − 4 − 61 Flying, Mountain, 7 − 6 − 5 Escort, 6 − 2 − 1 FMS. See Flight Management System Explosives, FAA K − 9 Detection Team Program, 6 − 2 − 4 Forms Bird Strike Incident/Ingestion Report, Appendix 1 − 1 Volcanic Activity Reporting Form, Appendix 2 − 1

F

Frequency, Instrument Landing System, 1 − 1 − 15 FAA Form 7233 − 1, Appendix 5 − 1 FRZ. See Flight Restricted Zone (FRZ) FAA Form 7233 − 4, Appendix 4 − 1 FSS. See Flight Service Stations Final Guard, 3 − 5 − 1 Fuel Dumping, 6 − 3 − 8 I − 5 Index AIM 7/9/26 [References are to page numbers] for Instrument Landing Systems, 2 − 3 − 14

G

for Intersecting Taxiways , 2 − 3 − 14 Gate Holding, 4 − 3 − 21 Holding Position Signs, Surface Painted, 2 − 3 − 15 Glideslope, Visual Indicators, 2 − 1 − 1 Hypoxia, 8 − 1 − 3 Global Navigation Satellite System (GNSS), GNSS, 5 − 1 − 14

I

Global Positioning System, 1 − 1 − 22 GPS. See Global Positioning System Icing Terms, 7 − 1 − 47 IFR, 4 − 4 − 5 Graphical Forecasts for Aviation (GFA), 7 − 1 − 6 Operations, To High Altitude Destinations, 5 − 1 − 16 Ground Based Augmentation System (GBAS) Landing Procedures, Use When Operating VFR, 5 − 1 − 2 System (GLS), 1 − 1 − 39 IFR Ground Station, Call Signs, 4 − 2 − 5 Approaches, 4 − 1 − 7 Ground Vehicle Operations, 4 − 1 − 7 Military Training Routes, 3 − 5 − 2 Separation Standards, 4 − 4 − 8 Gulf of America Grid System, 10 − 1 − 5 ILS. See Instrument Landing System In − Runway Lighting, 2 − 1 − 6

H

Taxiway Centerline Lead − off Lights, 2 − 1 − 6 Taxiway Centerline Lead − On Lights, 2 − 1 − 6 Half − Way Signs, 7 − 6 − 7 Touchdown Zone Lighting, 2 − 1 − 6 Hand Signals, 4 − 3 − 30 Incident, Aircraft, Reporting, 7 − 7 − 1 Hazard Inertial Navigation System, 1 − 1 − 21 Bird, 7 − 5 − 1 Inertial Reference Unit (IRU), 1 − 1 − 21 Flight Obstructions to Flight, 7 − 6 − 2 Initial Contact, 4 − 2 − 2 Potential, 7 − 6 − 1 INS. See Internal Navigation System Reporting Radio/Radar Altimeter Anomalies, 7 − 6 − 1 Instrument Departure Procedures (DP), 5 − 2 − 7 VFR in Congested Areas, 7 − 6 − 2 Instrument Landing System, 1 − 1 − 11 Ground Icing Conditions, 7 − 6 − 15 Category, 1 − 1 − 16 Mountain Flying, 7 − 6 − 5 Compass Locator, 1 − 1 − 15 Thermal Plumes, 7 − 6 − 16 Course, Distortion, 1 − 1 − 17 Unmanned Balloons, 7 − 6 − 4 Distance Measuring Equipment, 1 − 1 − 14 Volcanic Ash, 7 − 6 − 9 Frequency, 1 − 1 − 15 HDTA. See High Density Traffic Airports Glide Path, 1 − 1 − 13 Glide Slope, 1 − 1 − 13 Helicopter Glideslope, Distortion, 1 − 1 − 17 IFR Operations, 10 − 1 − 1 Holding Position Markings, 2 − 3 − 14 Landing Area Markings, 2 − 3 − 24 Inoperative Components, 1 − 1 − 16 VFR Operations at Controlled Airports, 4 − 3 − 21 Localizer, 1 − 1 − 11 Special Operations, 10 − 2 − 1 Marker Beacon, 1 − 1 − 14 Wake Turbulence, 7 − 4 − 6 Minimums, 1 − 1 − 16 Helicopter Operations, Departure Procedures, 10 − 1 − 7 Instrument Meteorological Conditions (IMC), 5 − 2 − 7 High Density Traffic Airports, 4 − 1 − 22 Instrument Procedures, RNP AR (Authorization Hold, For Release, 5 − 2 − 5 Required) , 5 − 4 − 53 Holding, 5 − 3 − 24 Integrated Terminal Weather System, 4 − 3 − 12 Holding Position Markings, 2 − 3 − 1 , 2 − 3 − 14 Intercept, 6 − 2 − 1 I − 6 Index 7/9/26 AIM [References are to page numbers] Interception LLWAS. See Low Level Wind Shear Alert System Procedures, 5 − 6 − 9 Local Airport Advisory (LAA), 3 − 5 − 1 , 4 − 1 − 5 Signals, 5 − 6 − 11 Local Flow Traffic Management Program, 5 − 4 − 3 Interchange Aircraft, 4 − 2 − 5 Localizer − Type Directional Aid, 1 − 1 − 13 International Flight Plan, Appendix 4 − 1 Locator, Compass, 1 − 1 − 15 Intersection Takeoffs, 4 − 3 − 15 Long Range Navigation, 1 − 1 − 21 IR. See IFR Military Training Routes LORAN. See Long Range Navigation IRU. See Inertial Reference Unit Low Approach, 4 − 3 − 19 ITWS. See Integrated Terminal Weather System Low Level Wind Shear Alert System (LLWAS), 4 − 3 − 12 , 7 − 1 − 54 Low Level Wind Shear/Microburst Detection Systems,

K

4 − 3 − 12 LUAW. See Line Up and Wait K − 9 Explosives Detection Team, 6 − 2 − 4

M

L

MAYDAY, 6 − 3 − 1 LAHSO. See Land and Hold Short Operations MEDEVAC, 4 − 2 − 4 Land and Hold Short Lights, 2 − 1 − 6 Medical Land and Hold Short Operations (LAHSO), 4 − 3 − 16 Carbon Monoxide Poisoning, 8 − 1 − 5 Decompression Sickness, 8 − 1 − 5 Landing Facts, Pilots, 8 − 1 − 1 Minimums, 5 − 4 − 55 Flight, Ear Block, 8 − 1 − 4 Priority, 5 − 4 − 67 Illness, 8 − 1 − 1 Laser Operations, 7 − 6 − 12 Medication, 8 − 1 − 1 LDA. See Localizer − Type Directional Aid Sinus Block, 8 − 1 − 4 Meteorology, 7 − 1 − 1 Leased Aircraft, 4 − 2 − 5 ATC InFlight Weather Avoidance, 7 − 1 − 40 LED Lighting Systems, 2 − 2 − 2 Automated Surface Observing System, 7 − 1 − 31 Light Signals, Traffic Control, 4 − 3 − 19 Categorical Outlooks, 7 − 1 − 22 Clear Air Turbulence, 7 − 1 − 50 Lighting Cloud Heights, Reporting, 7 − 1 − 43 Aeronautical Light Beacons, 2 − 2 − 1 Drizzle, Intensity, 7 − 1 − 44 Aids FAA Weather Services, 7 − 1 − 2 Airport, 2 − 1 − 1 ICAO, Weather Formats, 7 − 1 − 67 Approach Light Systems, 2 − 1 − 1 Icing, Airframe, 7 − 1 − 46 Control of Lighting Systems, 2 − 1 − 9 Inflight Aviation Weather Advisories, 7 − 1 − 11 In − Runway Lighting, 2 − 1 − 6 Inflight Weather Broadcasts, 7 − 1 − 22 Pilot Control of Airport Lighting, 2 − 1 − 9 Microbursts, 7 − 1 − 50 Runway End Identifier Lights, 2 − 1 − 6 National Weather Service, Aviation Weather Service, Taxiway Lights, 2 − 1 − 13 7 − 1 − 1 Airport/Heliport Beacons, 2 − 1 − 12 Pilot Weather Reports, 7 − 1 − 44 Code Beacon, 2 − 2 − 1 Precipitation, Intensity, 7 − 1 − 44 Course, 2 − 2 − 1 Preflight Briefing, 7 − 1 − 8 LED Lighting Systems, 2 − 2 − 2 Runway Visual Range, 7 − 1 − 42 Navigation, 2 − 2 − 1 Thunderstorms, 7 − 1 − 62 Obstruction, 2 − 2 − 1 Flying, 7 − 1 − 62 Line Up and Wait , 5 − 2 − 2 Turbulence, 7 − 1 − 48 I − 7 Index AIM 7/9/26 [References are to page numbers] Visibility, Reporting, 7 − 1 − 44 Identifier Removal During Maintenance, 1 − 1 − 20 Weather, Radar Services, 7 − 1 − 36 Maintenance, 1 − 1 − 20 Weather Observing Programs, 7 − 1 − 27 Service Volumes, 1 − 1 − 6 Wind Shear, 7 − 1 − 49 User Report, 1 − 1 − 20 with Voice, 1 − 1 − 20 Military NOTAMs, 5 − 1 − 5 Navigation, Aids, 1 − 1 − 1 Military Operations Areas, 3 − 4 − 2 Nondirectional Radio Beacon, 1 − 1 − 1 Military Training Routes, 3 − 5 − 1 Radio, VHF Omni − directional Range, 1 − 1 − 1 IFR, 3 − 5 − 2 Navigation Specifications (Nav Specs), 1 − 2 − 5 VFR, 3 − 5 − 2 Navigational Minimum, Fuel Advisory, 5 − 5 − 9 Aids Minimum Safe Altitudes, 5 − 4 − 9 Radio Distance Measuring Equipment, 1 − 1 − 5 Minimum Turning Altitude (MTA), 5 − 3 − 24 Doppler Radar, 1 − 1 − 22 Minimum Vectoring Altitudes, 5 − 4 − 19 Identifier Removal During Maintenance, 1 − 1 − 20 Minimums Instrument Landing System, 1 − 1 − 11 Approach, 5 − 4 − 55 Localizer − Type Directional Aid, 1 − 1 − 13 Instrument Landing Systems, 1 − 1 − 16 Long Range Navigation, 1 − 1 − 21 Landing, 5 − 4 − 55 Navaid Service Volumes, 1 − 1 − 6 NAVAIDs with Voice, 1 − 1 − 20 Missed Approach, 5 − 4 − 58 Simplified Directional Facility, 1 − 1 − 18 MOA. See Military Operations Areas Tactical Air Navigation, 1 − 1 − 4 Mountain Flying, 7 − 6 − 5 VHF Omni − directional Range/Tactical Air Navigation, 1 − 1 − 5 Mountain Wave, 7 − 6 − 6 User Report, 1 − 1 − 20 Mountainous Areas, 5 − 6 − 14 Inertial Navigation System, 1 − 1 − 21 MSA. See Minimum Safe Altitudes NDB. See Nondirectional Radio Beacon MTA. See Minimum Turning Altitude (MTA) Near Midair Collision, 7 − 7 − 3 Multicom, 4 − 1 − 8 NGA. See National Geospatial − Intelligence Agency MVA. See Minimum Vectoring Altitudes NMAC. See Near Midair Collision Non − Charted Airspace Areas, 3 − 5 − 11 Nondirectional Radio Beacon, 1 − 1 − 1

N

Nonmovement Area Boundary Markings, 2 − 3 − 22 National Forests, 7 − 5 − 1 NOTAM. See Notice to Air Missions (NOTAM) National Geospatial − Intelligence Agency (NGA), 5 − 4 − 8 Notice to Air Missions NOTAM Contractions, 5 − 1 − 7 National Parks, 7 − 5 − 1 NOTAM D, 5 − 1 − 4 National Refuges, 7 − 5 − 1 Notice to Air Missions (NOTAM), 5 − 1 − 3 National Security, 5 − 6 − 1 Notice to Air Missions (NOTAM) System, 5 − 1 − 3 ADIZ, 5 − 6 − 1 ADIZ Requirements, 5 − 6 − 2 Civil Aircraft Operations, 5 − 6 − 4 Defense Area, 5 − 6 − 1

O

Requirements, 5 − 6 − 1 Obstacle Departure Procedures, 5 − 2 − 7 Territorial Airspace, 5 − 6 − 1 National Security Areas, 3 − 4 − 3 Obstruction Alert, 4 − 1 − 13 NAVAID Obstruction Light, 2 − 2 − 1 I − 8 Index 7/9/26 AIM [References are to page numbers] Operation Take − off, 4 − 1 − 2 Prohibited Areas, 3 − 4 − 1 Publications, Aeronautical, 9 − 1 − 1 Operational Information System (OIS), 5 − 1 − 9 Pulsating Visual Approach Slope Indicator, 2 − 1 − 5 Option Approach, 4 − 3 − 28

R

P

Radar P − static, 7 − 6 − 11 Air Traffic Control Radar Beacon System, 4 − 5 − 3 PAN − PAN, 6 − 3 − 1 Airport Route Surveillance Radar, 4 − 5 − 4 Airport Surveillance Radar, 4 − 5 − 4 PAPI. See Precision Approach Path Indicator Approach Control, 5 − 4 − 4 PAR. See Precision Approach; Precision Approach Approaches, 5 − 4 − 38 Radar Capabilities, 4 − 5 − 1 Doppler, 1 − 1 − 22 Parachute Jumps, 3 − 2 − 2 , 3 − 5 − 5 Limitations, 4 − 5 − 1 Performance − Based Navigation (PBN), 1 − 2 − 1 Monitoring of Instrument Approaches, 5 − 4 − 39 Precision Approach, 4 − 5 − 4 Phonetic Alphabet, 4 − 2 − 6 Precision Approach Radar, 4 − 5 − 4 Pilot Surveillance, 4 − 5 − 4 Authority, 6 − 1 − 1 Radar Assistance to VFR Aircraft, 4 − 1 − 14 Responsibility, 4 − 1 − 17 , 4 − 4 − 1 , 4 − 4 − 4 , 5 − 4 − 65 , 5 − 5 − 1 , 6 − 1 − 1 , 7 − 4 − 7 Radar Beacon, Phraseology, 4 − 1 − 21 Pilot Control of Airport Lighting, 2 − 1 − 9 Radar Sequencing and Separation, VFR Aircraft, TRSA, 4 − 1 − 16 Pilot Visits to Air Traffic Facilities, 4 − 1 − 1 Radar Traffic Information Service, 4 − 1 − 11 Pilot Weather Reports, 7 − 1 − 44 Radio, Communications, 4 − 2 − 1 Piracy, Air, Emergency, 6 − 3 − 7 Altitudes, 4 − 2 − 7 PIREPs. See Pilot Weather Reports Contact Procedures, 4 − 2 − 2 Directions, 4 − 2 − 7 Planning for Cold Temperature, Cold Temperature, Inoperative Transmitter, 4 − 2 − 9 7 − 3 − 1 Phonetic Alphabet, 4 − 2 − 6 Position Reporting, 5 − 3 − 18 Receiver Inoperative, 4 − 2 − 9 Speeds, 4 − 2 − 8 Pre − Departure Clearance Procedures, 5 − 2 − 1 Student Pilots, 4 − 2 − 5 Precipitation Static, 7 − 6 − 11 Technique, 4 − 2 − 1 Time, 4 − 2 − 8 Precision Approach, 5 − 4 − 38 Transmitter and Receiver Inoperative, 4 − 2 − 9 Precision Approach Path Indicator, 2 − 1 − 4 VFR Flights, 4 − 2 − 9 Precision Approach Radar, 4 − 5 − 4 RCLS. See Runway Centerline Lighting Precision Approach Systems, 1 − 1 − 41 Receiver, VOR, Check, 1 − 1 − 3 Preflight, Preparation, 5 − 1 − 1 REIL. See Runway End Identifier Lights Priority, Landing, 5 − 4 − 67 REL. See Runway Entrance Lights Procedure Turn, 5 − 4 − 33 Release Time, 5 − 2 − 5 Limitations, 5 − 4 − 36 Remote Airport Advisory (RAA), 3 − 5 − 1 Procedures Remote Airport Information Service (RAIS), 3 − 5 − 1 , Arrival, 5 − 4 − 1 4 − 1 − 5 En Route, 5 − 3 − 1 Reporting Radio/Radar Altimeter Anomalies, 7 − 6 − 1 Instrument Approach, 5 − 4 − 30 Interception, 5 − 6 − 9 Required Navigation Performance (RNP), 5 − 4 − 25 I − 9 Index AIM 7/9/26 [References are to page numbers] Required Navigation Performance (RNP) Operations, RWSL System, Runway Status Light (RWSL) System.

5 − 1 − 19 , 5 − 5 − 9 See Runway Status Light (RWSL) System Runway, Visual Range, 7 − 1 − 42 Rescue Coordination Center Air Force, 6 − 2 − 5 Runways, Use, 4 − 3 − 8 Alaska, 6 − 2 − 5 RVR. See Runway Visual Range Coast Guard, 6 − 2 − 5 Joint Rescue, Hawaii, 6 − 2 − 6 Reservations, Airport, 4 − 1 − 22

S

Responsibility Safety Controller, 5 − 3 − 24 , 5 − 4 − 65 , 5 − 5 − 1 Alert, 5 − 5 − 4 Pilot, 4 − 1 − 17 , 4 − 4 − 1 , 4 − 4 − 4 , 5 − 4 − 65 , 5 − 5 − 1 , 6 − 1 − 1 , Alerts, 3 − 2 − 1 7 − 4 − 7 Aircraft Conflict, 3 − 2 − 1 Restricted Areas, 3 − 4 − 1 Mode C Intruder, 3 − 2 − 1 Terrain/Obstruction, 3 − 2 − 1 Restrictions Aviation, Reporting, 7 − 7 − 1 Departure, 5 − 2 − 5 Seaplane, 7 − 6 − 8 Flight, Temporary, 3 − 5 − 3 Safety Alert, 4 − 1 − 13 RNAV, 5 − 1 − 14 Aircraft Conflict Alert, 4 − 1 − 14 Obstruction Alert, 4 − 1 − 13 RNP AR (Authorization Required) Instrument Terrain Alert, 4 − 1 − 13 Procedures, 5 − 4 − 53 SAR. See Search and Rescue Route Coded Departure Route, 4 − 4 − 3 Scanning Techniques, Visual, 4 − 4 − 12 Course Changes, 5 − 3 − 23 Scuba Diving, Decompression Sickness, 8 − 1 − 5 Route System, 5 − 3 − 20 SDF. See Simplified Directional Facility Runway Seaplane, Safety, 7 − 6 − 8 Aiming Point Markings, 2 − 3 − 2 Search and Rescue, 6 − 2 − 1 , 6 − 2 − 4 Centerline Markings, 2 − 3 − 2 Closed Security Identification Display Area, 2 − 3 − 36 Lighting, 2 − 3 − 23 See and Avoid, 5 − 5 − 5 Marking, 2 − 3 − 23 Separation Condition Reports, 4 − 3 − 13 IFR, Standards, 4 − 4 − 8 Demarcation Bar, 2 − 3 − 4 Runway, 4 − 4 − 11 Designators, 2 − 3 − 2 Visual, 4 − 4 − 11 , 5 − 5 − 7 Holding Position Markings, 2 − 3 − 14 Wake Turbulence, 7 − 4 − 8 Markings, 2 − 3 − 1 Separation, 4 − 4 − 11 Sequenced flashing lights (SFL), 2 − 1 − 9 Shoulder Markings, 2 − 3 − 3 SFL. See Sequenced flashing lights Side Stripe Markings, 2 − 3 − 3 SIDA. See Security Identifications Display Area Signs, Distance Remaining, 2 − 3 − 35 Threshold Bar, 2 − 3 − 4 Side − Step Maneuver, 5 − 4 − 55 Threshold Markings, 2 − 3 − 3 Signs Touchdown Zone Markers, 2 − 3 − 2 Airport, 2 − 3 − 1 Runway Half − Way, 7 − 6 − 7 Edge Light Systems, 2 − 1 − 6 Simplified Directional Facility, 1 − 1 − 18 End Identifier Lights, 2 − 1 − 6 Single Flights Conducted With Both VFR and IFR Entrance Lights, 2 − 1 − 7 Flight Plans, 5 − 1 − 16 Centerline Lighting System, 2 − 1 − 6 Status Light (RWSL) System, 2 − 1 − 7 , 2 − 1 − 8 Sinus Block, 8 − 1 − 4 I − 10 Index 7/9/26 AIM [References are to page numbers] Small Unmanned Aircraft System (sUAS), 11 − 2 − 1 Holding Position Markings, 2 − 3 − 14 Markings, 2 − 3 − 1 , 2 − 3 − 7 Space Launch and Reentry Area, 7 − 6 − 17 Shoulder Markings, 2 − 3 − 8 Special Air Traffic Rules (SATR), 3 − 5 − 10 Surface Painted Direction Signs, 2 − 3 − 11 Surface Painted Location Signs, 2 − 3 − 12 Special Flight Rules Area (SFRA), 3 − 5 − 10 Washington, DC, 3 − 5 − 10 Taxiway Centerline Lead − Off Lights, 2 − 1 − 6 Special Instrument Approach Procedures, 1 − 1 − 41 , Taxiway Lights, 2 − 1 − 13 5 − 4 − 32 Centerline, 2 − 1 − 13 Clearance Bar, 2 − 1 − 13 Special Traffic Management Programs, 4 − 1 − 22 Edge, 2 − 1 − 13 Special Use Airspace, 3 − 4 − 1 Runway Guard, 2 − 1 − 13 Alert Areas, 3 − 4 − 2 Stop Bar, 2 − 1 − 13 Controlled Firing Areas, 3 − 4 − 2 TCAS. See Traffic Alert and Collision Avoidance Military Operations Areas, 3 − 4 − 2 System Prohibited Areas, 3 − 4 − 1 TDWR. See Terminal Doppler Weather Radar Restricted Areas, 3 − 4 − 1 Warning Areas, 3 − 4 − 2 TDZL. See Touchdown Zone Lights Special VFR Clearances, 4 − 4 − 3 TEC. See Tower En Route Control Speed, Adjustments, 4 − 4 − 8 , 5 − 5 − 5 Temporary Flight Restrictions, 3 − 5 − 3 Standard Instrument Departures, 5 − 2 − 7 Terminal Arrival Area (TAA), 5 − 4 − 10 Standard Terminal Arrival, 5 − 4 − 1 Terminal Doppler Weather Radar (TDWR), 4 − 3 − 12 , 7 − 1 − 55 STAR. See Standard Terminal Arrival Terminal Radar Service Areas, 3 − 5 − 9 sUAS. See Small Unmanned Aircraft System (sUAS) Terminal Radar Services for VFR Aircraft, 4 − 1 − 15 Surface Painted Holding Position Signs, 2 − 3 − 15 Terminal Weather Information For Pilots System Surveillance Approach, 5 − 4 − 38 (TWIP), 7 − 1 − 59 Surveillance Radar, 4 − 5 − 4 Terrain Alert, 4 − 1 − 13 Surveillance Systems, 4 − 5 − 1 THL. See Takeoff Hold Lights Time Clearance Void, 5 − 2 − 5

T

Release, 5 − 2 − 5 TIS. See Traffic Information Service TACAN. See Tactical Air Navigation TIS − B. See Traffic Information Service − Broadcast Tactical Air Navigation, 1 − 1 − 4 Touchdown Zone Lights (TDZL), 2 − 1 − 6 TAF. See Aerodrome Forecast Tower En Route Control, 4 − 1 − 17 Takeoff Hold Lights (THL), 2 − 1 − 8 Traffic Takeoffs, Intersection, 4 − 3 − 15 Advisories, 5 − 5 − 6 Taxi Local Flow Traffic Management Program, 5 − 4 − 3 Clearance, 5 − 2 − 2 Traffic Advisory Practices, Airports Without Operating During Low Visibility, 4 − 3 − 25 Control Towers, 4 − 1 − 2 Taxiway Traffic Alert and Collision Avoidance System, 4 − 4 − 13 Centerline Markings, 2 − 3 − 7 Traffic Control Light Signals, 4 − 3 − 19 Closed Lighting, 2 − 3 − 23 Traffic Information Service, 4 − 5 − 5 Marking, 2 − 3 − 23 Traffic Information Service (TIS), 4 − 4 − 14 Edge Markings, 2 − 3 − 7 Geographic Position Markings, 2 − 3 − 12 Traffic Information Service − Broadcast , 4 − 5 − 17 I − 11 Index AIM 7/9/26 [References are to page numbers] Traffic Patterns, 4 − 3 − 3 Environmental, 11 − 8 − 3 Night Operations, 11 − 8 − 1 Transponder Operation Emergency UAS Authorizations, 11 − 8 − 3 ADS − B Out Operation, 4 − 1 − 18 General, 11 − 1 − 1 Automatic Altitude Reporting, 4 − 1 − 19 Access to the National Airspace System (NAS), Code Changes, 4 − 1 − 20 11 − 1 − 1 Emergency, 6 − 2 − 1 Large UAS, 11 − 3 − 1 Ident Feature, 4 − 1 − 20 Emerging Large UAS Civil Operations, 11 − 3 − 5 Exemptions Under 49 USC 44807, 11 − 3 − 4 Tri − Color Visual Approach Slope Indicator, 2 − 1 − 4 Large Public UAS Operations, 11 − 3 − 1 TRSA. See Terminal Radar Service Areas Operations on Airports, 11 − 7 − 1 Pilot Testing, Certification and Responsibilities, Turbulence, Wake, 7 − 4 − 1 11 − 5 − 1 Air Traffic Separation, 7 − 4 − 8 14 CFR Part 135, 11 − 5 − 3 Helicopters, 7 − 4 − 6 14 CFR Part 137, 11 − 5 − 3 Pilot Responsibility, 7 − 4 − 7 Foreign Pilot Certification, 11 − 5 − 3 Vortex Behavior, 7 − 4 − 2 Large Civil UAS, 11 − 5 − 3 Vortex Generation, 7 − 4 − 1 PAOs, 11 − 5 − 3 Vortex Strength, 7 − 4 − 1 Part 107 and Recreational Flyers, 11 − 5 − 1 TWIP. See Terminal Weather Information For Pilots Public Aircraft Operations (PAOs), 11 − 5 − 3 System Precautions, 11 − 8 − 1 Flight Near Manned Aircraft, 11 − 8 − 1 Flight Over or Near People, 11 − 8 − 1 Flight Over or Near Vehicles, 11 − 8 − 1

U

Resources, 11 − 8 − 4 Small Unmanned Aircraft System (sUAS), 11 − 2 − 1 UAS. See Unmanned Aircraft Systems (UAS) Part 107 sUAS, 11 − 2 − 1 Ultralight Vehicles, 3 − 2 − 1 Recreational Flyers, 11 − 2 − 1 Registration Requirements, 11 − 2 − 1 Uncontrolled Airports, IFR Clearances, 5 − 2 − 2 Special Government Interest (SGI) Airspace Waivers, Unicom, 4 − 1 − 8 11 − 8 − 3 Urgency, 6 − 3 − 1 Unidentified Anomalous Phenomena (UAP), 7 − 7 − 4 Unmanned Aircraft, 7 − 6 − 4

Unmanned Aircraft Systems (UAS), 11 − 1 − 1 V

Accidents and Incidents, 11 − 8 − 2 VASI. See Visual Approach Slope Indicator Advanced Air Mobility, 11 − 6 − 1 VDP. See Visual Descent Points Air Traffic Control (ATC), 11 − 8 − 1 Airspace Access, 11 − 4 − 1 Vectors, 5 − 5 − 4 14 CFR Part 107, 11 − 4 − 1 Vehicle Roadway Markings, 2 − 3 − 19 14 CFR Part 135, 11 − 4 − 4 VFR Corridors, 3 − 5 − 7 14 CFR Part 137, 11 − 4 − 4 14 CFR Part 89, 11 − 4 − 3 VFR Flights in Terminal Areas, 4 − 3 − 21 Airspace Restrictions To Flight, 11 − 4 − 6 VFR Flyways, 3 − 5 − 6 FAA − Recognized Identification Areas, 11 − 4 − 3 VFR Military Training Routes, 3 − 5 − 2 FRIAs, 11 − 4 − 3 PAO, 11 − 4 − 2 VFR Transition Routes, 3 − 5 − 7 , 3 − 5 − 8 Public Aircraft Operations, 11 − 4 − 2 VFR − on − Top, 5 − 5 − 8 Recreational Flyers, 11 − 4 − 1 VHF Omni − directional Range, 1 − 1 − 1 Remote Identification, 11 − 4 − 3 Minimum Operational Network (MON), 1 − 1 − 2 UAS Traffic Management (UTM), 11 − 4 − 8 Waivers to 14 CFR Part 107, 11 − 4 − 1 VHF Omni − directional Range/Tactical Air Navigation, Best Practices, 11 − 8 − 1 1 − 1 − 5 I − 12 Index 7/9/26 AIM Visual [References are to page numbers] Approach, 5 − 4 − 65 , 5 − 5 − 6 VORTAC. See VHF Omni − directional Range/Tactical Air Navigation Clearing Procedures, 4 − 4 − 12 Glideslope Indicators, 2 − 1 − 1 VR. See VFR Military Training Routes Scanning Techniques, 4 − 4 − 12 Separation, 4 − 4 − 11 , 5 − 5 − 7 Visual Approach Slope Indicator, 2 − 1 − 1

W

Visual Climb Over Airport, 5 − 2 − 11 Waivers, 4 − 1 − 23 Visual Descent Point, 5 − 4 − 21 Wake, Turbulence, 7 − 4 − 1 Visual Meteorological Conditions (VMC), 5 − 2 − 7 Warning Areas, 3 − 4 − 2 VOCA. See Visual Climb Over Airport Weather, ICAO, Weather Formats, 7 − 1 − 67 Void Times, Clearance, 5 − 2 − 5 Weather Reconnaissance Area (WRA), 3 − 5 − 10 Volcanic, Ash, 7 − 6 − 9 Weather Systems Processor (WSP), 4 − 1 − 23 , 4 − 3 − 12 , Volcanic Activity Reporting, Forms. See Appendix 2 7 − 1 − 56 VOR See also VHF Omni − directional Range WSP. See Weather System Processor; Weather Systems Receiver Check, 1 − 1 − 3 Processor (WSP) VOR Receiver Checkpoint Markings, 2 − 3 − 19 Class A, 3 − 2 − 2 I − 13 Index