[PDF] 7110.65L - FAA

7110.65LCHG 2 1/28/99

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TABLE OF CONTENTS

Chapter 1. INTRODUCTION

Section 1. GENERAL Page Paragraph 1-1-1 1-1-1. PURPOSE ·.······· .. ······························· 1-1-1

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1-1-2. DISTRIBUTION .

1-1-1 1-1-3. CANCELLATION ···························· 1-1-1 1-1-4. EXPLANATION OF MAJOR CHANGES ······ .

1-1-1 1-1-5. EFFECTIVE DATE .

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1-1-1 1-1-6. RECOMMENDATIONS FOR PROCEDURAL CHANGES .

1-1-1 1-1- 7. PUBLICATION AND DELIVERY DATES .

1-1-1 1-1-8. PROCEDURAL LETTERS OF AGREEMENT .

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1-1-9. CONSTRAINTS GOVERNING SUPPLEMENTS AND PROCEDURAL 1-1-2 DEVIATIONS .

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Section 2. TERMS OF REFERENCE 1-2-1 1-2-1. WORD MEANINGS " " 1-2-2

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1-2-2. COURSE DEFINITIONS .

1-2-2 1-2-3. NOTES .

1-2-3 1-2-4. REFERENCES .

1-2-3

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1-2-5. ANNOTATIONS ···························· 1-2-3 1-2-6. ABBREVIATIONS .

Chapter 2. GENERAL CONTROL

Section 1. GENERAL

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2-1-1

I 2-1-1. ATC SERVICE ····························

2-1-1 2-1-2. DUTY PRIORITy ······························ 2-1-1 2-1-3. PROCEDURAL PREFERENCE .

2-1-1 2-1-4. OPERATIONAL PRIORITY .

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2-1-3 2-1-5. EXPEDITIOUS COMPLIANCE ········ 2-1-3 2-1-6. SAFETY ALERT ························· 2-1-4 2-1- 7. INFLIGHT EQUIPMENT MALFUNCTIONS .

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2-1-4 2-1-8. MINIMUM FUEL .

2-1-4 2-1-9. REPORTING ESSENTIAL FLIGHT INFORMATION .

2-1-4 2-1-10. NAVAID MALFUNCTIONS ···········

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2-1-5 2-1-11. USE OF MARSA .

2-1-5 2-1-12. MILITARY PROCEDURES .

2-1-6 2-1-13. FORMATION FLIGHTS .

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2-1-6 2-1-14. COORDINATE USE OF AIRSPACE .

2-1-6 2-1-15. CONTROL TRANSFER .

2-1-6 2-1-16. SURFACE AREAS .

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2-1-7 2-1-17. RADIO COMMUNICATIONS TRANSFER ·· .. ······ 2-1-8 2-1-18. OPERATIONAL REQUESTS .

2-1-8 2-1-19. WAKE TURBULENCE .

2-1-8 2-1-20. WAKE TURBULENCE CAUTIONARY ADVISORIES .

2-1-9 2-1-21. TRAFFIC ADVISORIES .

2-1-10 2-1-22. BIRD ACTIVITY INFORMATION ··········

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Paragraph Page 2-1- 23. TRANSFER OF POSITION RESPONSIBILITY .

2-1-10 2-1-24. WlIEELS DOWN CHECK .. , , .

2-1-10 2-1- 25. SUPERVISORY NOTIFICATION . 2-1-10 2-1-26. PILOT DEVIATION NOTIFICATION , . 2-1-11 2-1-27. TCAS RESOLUTION ADVISORIES . 2-1-11 Section 2. FLIGHT PLANS AND CONTROL INFORMATION

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2-2-1. RECORDING INFORMATION . 2-2-1 2-2-2. FORWARDING INFORMATION . 2-2-1

2-2-3. FORWARDING VFR DATA . I

2-2-1 2-2-4. MII.JTARY DVFR DEPARTURES .

2-2-1 2-2-5. IFR TO VFR FLIGHT PLAN CHANGE . 2-2-1 2-2-6. IFR FLIGHT PROGRESS DATA . 2-2-1

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2-2-7. MANUAL INPUT OF COMPUTER-ASSIGNED BEACON CODES . 2-2-2 2-2-8. ALTRV INFORMATION . 2-2-2 2-2-9. COMPUTER MESSAGE VERIFICATION . 2-2-2

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2-2-10. TRANSMIT PROPOSED FLIGHT PLAN . 2-2-3 2-2-11. FORWARDING AMENDED AND lJTM DATA . 2-2-3 2-2-12. AIRBORNE MILITARY FLIGHTS ' .

2-2-3

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2-2-13. FORWARDING FLIGHT PLAN DATA BETWEEN U.S. ARTCC'S AND CANADIAN ACC'S . 2-2-4 2-2-14. TELETYPE FLIGHT DATA FORMAT- U.S. ARTCC'S - CANADIAN ACC'S 2-2-4

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2-2-15. NATIONAL ROUTE PROGRAM (NRP) INFORMATION .

2-2-4 Section 3. FLIGHT PROGRESS STRIPS 2-3-1. GENERAL . 2-3-1 2-3-2. EN ROUTE DATA ENTRIES . 2-3-3

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2-3-3. TERMINAL DATA ENTRIES .

2-3-5

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2-3-4. AIRCRAFT IDENTITy . 2-3-8 2-3-5. AIRCRAFT TYPE . 2-3-9 2-3-6. USAF/USN UNDERGRADUATE PILOTS . 2-3-9

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2-3-7. AIRCRAFT EQUIPMENT SUFFIX . 2-3-9 2-3-8. CLEARANCE STATUS . 2-3-9 2-3-9. CONTROL SYMBOLOGY . 2-3-9

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Section 4. RADIO AND INTERPHONE COMMUNICATIONS 2-4-1. RADIO COMMUNICATIONS . 2-4-1

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2-4-2. MONITORING . 2-4-1 2-4-3. PILOT ACKNOWLEDGMENT/READ BACK . 2-4-1 2-4-4. AUTHORIZED INTERRUPTIONS . 2-4-1

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2-4-5. AUTHORIZED TRANSMISSIONS . 2-4-1 2-4-6. FALSE OR DECEPTIVE COMMUNICATIONS . 2-4-1 2-4-.,7. AUTHORIZED RELAyS . 2-4-1

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2-4-8. RADIO MESSAGE FORMAT ; . 2-4-2 2-4-9. ABBREVIATED TRANSMISSIONS .

2-4-2 2-4-10. INTERPHONE TRANSMISSION PRIORITIES . 2-4-2 2-4-11. PRIORITY INTERRUPTION . 2--4-2 2-4-12. INTERPHONE MESSAGE FORMAT ' . 2-4-2 2-4-13. INTERPHONE MESSAGE TERMINATION .

2-4-3

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Page Paragraph 2-4-3 2-4-14. WORDS AND PHRASES .

2-4-4 2-4-15. EMPHASIS FOR CLARITY .

2-4-4 2-4-16. ICAO PHONETICS .

2-4-5 2-4-17. NlJMBERS USAGE ································ 2-4-7 2-4-18. NlJMBER CLARIFICATION .

2-4-7 2-4-19. FACILITY IDENTIFICATION .

2-4-7 2-4-20. AIRCRAFT IDENTIFICATION .

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2-4-10 2-4-21. DESCRIPTION OF AIRCRAFT TYPES .

2-4-10 2-4-22. AIRSPACE CLASSES .

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Section 5. ROUTE AND NAVAID DESCRIPTION 2-5-1. AIRWAYS AND ROUTES · ········· 2-'5-1

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2-5-2. NAVAID TERMS ················· 2-5-1 2-5-3. NAVAID FIXES 2-5-2

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Section 6. WEATHER INFORMATION 2-6-1 2-6-1. FAMILIARIZATION ··················· 2-6-1 2-6-2. HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (mWAS) .

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2-6-1 2-6-3. PlREP INFORMATION .

2-6-2 2-6-4. WEATHER AND CHAFF SERVICES ~ .

2-6-3 2-6-5. CALM WIND CONDITIONS .

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2-6-3 2-6-6. REPORTING WEATHER CONDITIONS .

2-6-4 2-6-7. DISSEMINATING WEATHER INFORMATiON .

Section 7. ALTIMETER SETTINGS

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2- 7 -1. CURRENT SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 7-1

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2-7 -2. ALTIMETER SETTING ISSUANCE BELOW LOWEST USABLE FL . . . . . . . . . . 2-7-1 Section 8. RUNWAY VISmILITY REPORTING- TERMINAL

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2-8-1 2-8-1. FURNISH RVR/RVV VALUES .

2-8-1 2-8-2. ARRIVAL/DEPARTURE RUNWAYVISIBILITY .

2-8-1 2-8-3. TERMINOLOGY .

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Section 9. AUTOMATIC TERMINAL INFORMATION SERVICE PROCEDURES .

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2-9-1 2-9-1. APPLiCATION ····················· 2-9-1 2-9-2. OPERATING PROCEDURES .

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2-9-3. CONTENT .

Section 10. TEAM POSITION RESPONSmILITIES

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2-10-1 2-10-1. EN ROUTE SECTOR TEAM POSITION RESPONSIBILITIES .

2-10-2 2-10-2. TERMINALRADARJNONRADAR TEAM POSITION RESPONSIBILITIES ..

2-10-3 2-10-3. TOWER TEAM POSITION RESPONSIBILITIES .

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Chapter 3. AIRPORT TRAFFIC CONTROL- TERMINAL

Section 1. GENERAL Paragraph Page 3-1-1. PROVIDE SERVICE '.' . 3-1-1 3-1-2. PREVENTIVE CONTROL . 3-1-1 3-1-3. USE OF ACTIVE RUNWAYS . 3-1-1 3-1-4. COORDINATION BETWEEN LOCAL AND GROUND CONTROLLERS . 3-1-1

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3-1-5. VEmCLES/EQUIPMENT/PERSONNEL ON RUNWAYS .

3-1-2 3-1-6. TRAFFIC INFORMATION .

3-1-2 3-1-7. POSITION DETERMINATION . 3-1-2

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3-1-8. LOW LEVEL WIND SHEAR ADVISORIES . 3-1-2 3-1-9. USE OF TOWER RADAR DISPLAYS .

3-1-4 3-1-10. OBSERVED ABNORMALITIES . 3-1-4

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3-1-11. SURFACE AREA RESTRICTIONS . 3-1-5 3-1-12. VISUALLYSCANNING RUNWAyS .. 3-1-5 3-1-13. ESTABLISmNG TWO-WAY COMMUNICATIONS . 3-1-5

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3-1-14. GROUND OPERATIONS WHEN VOLCANIC ASH IS PRESENT . 3-1-5 Section 2. VISUAL SIGNALS

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3-2-1 3-2-1. LIGHT SIGNALS , .

3-2-2. WARNING SIGNAL . 3-2-1 3-2-3. RECEIVER-ONLY ACKNOWI.EDGMENT . 3-2-1

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Section 3. AIRPORT CONDITIONS 3-3-1. LANDING AREA CONDITION . 3-3-1 3-3-2. CLOSED/UNSAFE RUNWAY INFORMATION . 3-3-1

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3-3-3. TIMELY INFORMATION . 3-3-1

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3-3-4. BRAKING ACTION . 3-3-2 3-3-5. BRAKING ACTION ADVISORIES . 3-3-2 3-3-6. ARRESTING SYSTEM OPERATION . 3-3-3

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3-3-7. FAR FIELD MONITOR (FFM) REMOTE STATUSUNIT . 3-3-4 Section 4. AIRPORT LIGHTING

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3-4-1. EMERGENCY LIGHTING . 3-4-1 3-4-1 3-4-2. RUNWAY END IDENTIFIER LIGHTS .

3-4-3. VISUAL APPROACH SLOPE INDICATORS (VASI) . 3-4-1

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3-4~1 3-4-4. APPROACH LIGHTS .

3-4-5. ALS INTENSITY SETTINGS . 3-4-2 3-4-6. SEQUENCED FLASmNG LIGHTS (SFL) . 3-4-2

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3-4-7. MALSR/ODALS . 3-4-2 3-4-8. ALSF-2/SSALR . 3-4-2 3-4-9. RUNWAY EDGE LIGHTS . 3-4-3

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3-4-10. mGH INTENSITY RUNWAY, RUNWAY CENTERLINE, AND TOUCHDOWN ZONE LIGHTS . 3-4-3 3-4-11. mRL ASSOCIATED WITH MALSR . 3-4-3

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3-4-12. mRL CHANGES AFFECTING RVR . 3-4-4 3-4-13. MEDIUM INTENSITY RUNWAY LIGHTS . 3-4-4 3-4-14. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT OPERATION. 3-4-4

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Page Paragraph 3-4-4 3-4-15. HIGH SPEED TURNOFF LIGHTS .

3-4-4 3-.4-16. TAXIWAYLIGHTS .

3-4-4 3-4-17. OBSTRUCTION LIGHTS .

3-4-4 3-4-18. ROTATING BEACON .

Section 5. RUNWAY SELECTION

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3-5-1 3-5-1. SELECTION ···································· 3-5-1 3-5-2. STOL RUNWAYS .

3-5-1 3-5-3. TAILWIND COMPONENTS ' .

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Section 6. AIRPORT SURFACE DETECTION PROCEDURES 3-6-1 3-6-1. EQUIPMENT USAGE ···························

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3-6-1 3-6-2. INFORMATION USAGE .

3-6-1 3-6-3. IDENTIFICATION .

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Section 7. TAXI AND GROUND MOVEMENT PROCEDURES 3-7-1 3- 7 -1. GROUND TRAFFIC MOVEMENT .

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3-7-1 3- 7 ~2. TAXI AND GROUND MOVEMENT OPERATIONS .

3-7-3 3-7-3. GROUND OPERATIONS ······················ 3-7-3 3-7-4. RUNWAY PROXIMITY .

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3-7 -5. PRECISION APPROACH CRITICAL AREA .

Section 8. SPACING AND SEQUENCING 3-8-1 3-8-1. SEQUENCE/SPACING APPLICATION ············· 3-8-1

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3-8-2. TOUCH-AND-GO OR STOP-AND-GO OR LOW APPROACH .

3-8-1 3-8-3. SIMULTANEOUS SAME DIRECTION OPERATION .

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3-8-2 3-8-4. SIMULTANEOUS OPPOSITE DIRECTION OPERATION .

Section 9. DEPARTURE PROCEDURES AND SEPARATION

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3-9-1 3-9-1. DEPARTURE INFORMATION .

3-9-1 3-9-2. DEPARTURE DELAY INFORMATION .

3-9-1

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3-9-3. DEPARTURE CONTROL INSTRUCTIONS .

3-9-2 3-9-4. TAKEOFF POSITION HOLD .

3-9-3 3-9-5. ANTICIPATING SEPARATION .

3-9-3 3-9-6. SAME RUNWAY SEPARATION .

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3-9-4 3-9-7. WAKE TURBULENCE SEPARATION FOR INTERSECTION DEPARTURES ..

3-9-5 3-9-8. INTERSECTING RUNWAY SEPARATION .

3-9-7" 3-9-9. TAKEOFF CLEARANCE .

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3-9-7 3-9-10. CANCELLATION OF TAKEOFF CLEARANCE .

Section 10. ARRIVAL PROCEDURES AND SEPARATION

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3-10-1 3-10-1. LANDING INFORMATION .

3-10-2. FORWARDING APPROACH INFORMATION BY NONAPPROACH 3-10-1 CONTROL FACILITIES .

3-10-1 3-10-3. SAME RUNWAY SEPARATION ·· 3-10-3 3-10-4. INTERSECTING RUNWAY SEPARATION .

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Paragraph Page 3-10-5. LANDING CLE.ARANCE .

3-10-5 3-10-6. ANTICIPATING SEPARATION .

3-10-6 3-10-7. LANDING CLEARANCE WITHOUT VISUAL OBSERVATION .

3-10-6 3-10-8. WITHHOLDING LANDING CLEARANCE .

3-10-6 3-10-9. RUNWAY EXITING " .

3-10-6 3-10-10. ALTITUDE RESTRICTED LOW APPROACH .

3-10-7 3-10-11. CLOSED TRAFFIC .

3-10-7

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3~ 10-12. OVERlIEAD MANEUVER .

3-10-7 3-10-13. S~~~~Po~~Efp~~glgM:~~~~~~~~~~~~~~ .

3-10-8

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Section 11. HELICOPTER OPERATIONS 3-11-1. TAXI AND GROUND MOVEMENT OPERATION .

3-11-1

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3-11-2. HELICOPTER TAKEOFF CLEARANCE .

3-11-1 3-11-3. HELICOPTER DEPARTURE SEPARATION .

3-11-2 3-11-4. HELICOPTER ARRIVAL SEPARATION .

3-11-2

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3-11-5. SIMULTANEOUS LANDINGS OR TAKEOFFS .

3-11-3 3-11-6. HELICOPTERLANDINGCLE.ARANCE .

3-11-3

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Section 12. SEA LANE OPERATIONS 3-12-1. APPLICATION ' .

3-12-1 3-12-2. DEPARTURE SEPARATION .

3-12-1

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3-12-3. ARRIVAL SEPARATION .

3-12-1

Chapter 4.IFR

Section 1. NAVAID USE LIMITATIONS

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4-1-1. ALTITUDE AND DISTANCE LIMITATIONS .

4-1-1

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4-1-2. EXCEPTIONS .

4-1-2 4-1-3. CROSSING ALTITUDE .

4-1-2 4-1-4. VFR-ON-TOP .- .

4-1-2

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4-1-5. FIX USE .

4-1-2 Section 2. CLEARANCES

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4-2-1. CLE.ARANCEITEMS .

4-2-1 4-2-2. CLEARANCE PREFIX .

4-2-1 4-2-3. DELIVERY INSTRUCTIONS .

4-2-1

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4-2-4. CLEARAN"CE RELAY .

4-2-1 4-2-5. ROUTE OR ALTITUDE AMENDMENTS , .

4-2-1 4-2-6. THROUGH CLEARANCES .

4-2-2

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4-2-7. ALTRV CLEARANCE .

4-2-2 4-2-8. IFR""- VFR AND VFR-IFR FLIGHTS .

4-2-2 4-2-9. CLE.ARANCE ITEMS .

4-2-3

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Section 3. DEPARTURE PROCEDURES 4-3-1. DEPARTURE TERMINOLOGy .

4-3-1 4-3-2. DEPARTURE CLE.ARANCES .

4-3-1 4-3-3. ABBREVIATED DEPARTURE CLEARANCE ~ 4-3-3

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Page Paragraph 4-3-4. DEPARTURE RESTRICTIONS, CLEARANCE VOID TIMES, HOLD FOR RELEASE, AND RELEASE TIMES . 4-3-5 4-3-5. DELAY SEQUENCING . 4-3-6 4-3-6. FORWARD DEPARTURE DELAY INFORMATION . 4-3-6 4-3-7. COORDINATION WITH RECEIVING FACILITY . 4-3-6 4-3-8. VFR RELEASE OF IFR DEPARTURE . 4-3-6 4-3-6 I 4-3-9. FORWARDING DEPARTURE TIMES .

Section 4. ROUTE ASSIGNMENT

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4-4-1. ROUTE USE . 4-4-1 4-4-2. ROUTE STRUCTURE TRANSITIONS . 4-4-2 4-4-3. DEGREE-DISTANCE ROUTE DEFINITION FOR MILITARY OPERATIONS . 4-4-2

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4-4-4. ALTERNATIVE ROUTES . 4-4-3 4-4-5. CLASS G AIRSPACE . 4-4-3

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Section 5. ALTITUDE ASSIGNMENT AND VERIFICATION 4-5-1. VERTICAL SEPARATION MINIMA .

4-5-1 4-5-2. FLIGHT DIRECTION . 4-5-1

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4-5-3. EXCEPTIONS . 4-5-2 4-5-4. LOWEST USABLE FLIGHT LEVEL . 4-5-2 4-5-5. ADJUSTED MINIMUM FLIGHT ~EVEL . 4-5-2

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4-5-6. MINIMUM EN ROUTE ALTITUDES .

4-5-2 4-5-7. ALTITUDE INFORMATION . 4-5-3 4-5-8. ANTICIPATED ALTITUDE CHANGES . 4-5-6 4-5-9. ALTITUDE CONFIRMATION- NONRADAR . 4-5-6

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Section 6. HOLDING AIRCRAFT

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4-6-1. CLEARANCE TO HOLDING FIX . 4-6-1 4-6-2. CLEARANCE BEYOND FIX : . 4-6-2

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4-6-4. HOLDING INSTRUCTIONS . 4-6-2 4-6-5. VISUAL HOLDING POINTS . 4-6-3 4-6-6. HOLDING FLIGHT PATH DEVIATION . 4-6-3

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4-6-7. UNMONITORED NAVAID'S . 4~6-3 4-6-8. ILS PROTECTION/CRITICAL AREAS . 4-6-3

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Section 7. ARRIVAL PROCEDURES 4- 7 -1. CLEARANCE INFORMATION . 4-7-1

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4-7-2. ADVANCE DESCENT CLEARANCE .

4-7-1 4-7-3. SINGLE FREQUENCY APPROACHES (SFA) .

4-7-1 4- 7 -4. RADIO FREQUENCY AND RADAR BEACON CHANGES FOR MILITARY AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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4-7-5. MILITARY TURBOJET EN ROUTE DESCENT . 4-7-2 4-7-6. ARRIVAL INFORMATION , . 4-7-3 4- 7- 7. WEATHER INFORMATION .

4-7-3

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4-7-8. BELOW MINIMA REPORT BY PILOT . 4-7-3 4-7-9. TRANSFER OF nJRISDICTION . 4-7-3 ,.

4-7-10. APPROACH INFORMATION . 4-7-4 Table of Contents vii

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Paragraph Page

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4-7 -11. ARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES .

4-7-4 4-7 -12. AIRPORT CONDITIONS .

4-7-5 4-7-13. SWITCHING ILS/MLS RUNWAYS .

4-7-5

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Section 8. APPROACH CLEARANCE PROCEDURES 4-8-1. APPROACH CLEARANCE .

4-8-1

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4-8-2. CLEARANCE LIMIT , .

4-8-4 4-8-3. RELAYED APPROACH CLEARANCE .

4-8-4 4-8-4. ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE

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INSTRUMENT APPROACHES "." .

4-8-4 4-8-5. SPECIFYING ALTITUDE .

4-8-4 4-8-6. CIRCLING APPROACH .

4-8-4 4-8-7. SIDE-STEP MANEUVER .

4-8-4 I

4-8-8. COMMUNICATIONS RELEASE .

4-8-4 4-8-9. MISSED APPROACH .

4-8-5 4-8-10. APPROACH INFORMATION .

4-8-5

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4-8-11. PRACTICE APPROACHES .

4-8-5 4-8-12. LOW APPROACH AND TOUCH-AND-GO .

4-8-6

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Chapter 5. RADAR

Section 1. GENERAL

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5-1-1. PRESENTATION AND EQUIPMENT PERFORMANCE .

5-1-1 5-1-2. ALIGNMENT CHECK .

5-1-1 5-1-3. RADAR USE .

5-1-1 5-1-4. BEACON RANGE ACCURACY .

5-1-2 5-1-5. ECM/ECCMACTIVITY .

5-1-2

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5 -1- 6. SERVICE LIMITATIONS .

5-1-2

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5-1-7. ELECTRONIC CURSOR .

5-1-3 5-1-8. MERGING TARGET PROCEDURES .

5-1-3 5-1-9. HOLDING PATTERN SURVEILLANCE .

5-1-3 5-1-10. DEVIATION ADVISORIES .

5-1-3 I

5-1-11. RADAR FIX POSTING .

5-1-3 5 -1-12. POSITION REPORTING .

5-1-4 5-1-13. RADAR SERVICE TERMINATION .

5-1-4

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Section 2. BEACON SYSTEMS

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5-2-1. ASSIGNMENT CRITERIA .

5-2-1 5-2-2. DISCRETE ENVIRONMENT .

5-2-1 5-2-3. NONDISCRETE ENVIRONM:ENT .

5-2-1

5-2-4. MIXED ENVIRONMENT . I

5-2~1 5-2-5. RADAR BEACON CODE CHANGES .

5-2-2 5-2-6. FUNCTION CODE ASSIGNMENTS .

5-2-2 5-2-7. EMERGENCY CODE ASSIGNMENT .

5-2-3 I

5-2-8. RADIO FAILURE , .

5-2-3 5-2-9. VFR CODE ASSIGNMENTS .

5-2-3 5-2-10. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND

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FLIGHTS ABOVE FL 600 .

5-2-4 5-2-11. AIR DEFENSE EXERCISE BEACON CODE ASSIGNMENT .

5-2-4 5-2-12. STANDBY OR LOW SENSITIVITY OPERATION .

5-2-5

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Page Paragraph 5-2-5 5-2-13. CODE MONITOR .

5-2-14. FAILURE TO DISPLAY ASSIGNED BEACON CODE OR INOPERATIVE/ 5-2-5 MALFUNCTIONING TRANSPONDER .

5-2-6

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5-2-15. INOPERATIVE OR MALFUNCTIONING INTERROGATOR .

5-2-6 5-2-16. FAILED TRANSPONDER IN CLASS A AIRSPACE .

5-2-6 5-2-17. VALIDATION OF MODE CREADOUT .

5-2-7 5-2-18. ALTITUDE CONFIRMATION- MODE C .

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5-2-7 5-2-19. ALTITUDE CONFIRMATION-NON-MODE C .

5-2-7 5-2-20. AUTOMATIC ALTITUDE REPORTING .

5-2-21. IN-FLIGHT DEVIATIONS FROM TRANSPONDERIMODE C

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5-2-8 REQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET .

5-2-8 5-2-22. BEACON TERMINATION .

5-2-8 5-2-23. ALTITUDE FILTERS .

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Section 3. RADAR IDENTIFICATION

I 5-3-1

5-3-1. APPLICATION ·································· 5-3-1 5-3-2. PRIMARY RADAR IDENTIFICATION METHODS .

5-3-1 5-3-3. BEACON IDENTIFICATION METHODS .

5-3-2 I 5-3-4. TERMINAL AUTOMATION SYSTEMS IDENTIFICATION METHODS .

5-3-2 5-3-5. QUESTIONABLE IDENTIFICATION .

5-3-2 5-3-6. POSITION INFORMATION .

5-3-2 5-3-7. IDENTIFICATION STATUS , .

I

5-3-3 5-3-8. TARGET MARKERS .

Section 4. TRANSFER OF RADAR IDENTIFICATION 5-4-1 5-4-1. APPLICATION ··························

•

5-4-1 5-4-2. TERMS .

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5-4-1 5-4-3. METHODS .

5-4-2 5-4-4. TRAFFIC .

5-4-2 5-4-5. TRANSFERRING CONTROLLER HANDOFF .

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5-4-3 5-4-6. RECEIVING CONTROLLERHANDOFF .

5-4-4 5-4- 7. POINT OUT .

5-4-5 5-4-8. AUTOMATED INFORMATION TRANSFER (AIT) .

I 5-4~5

5-4-9. INTERFACILITY AUTOMATED INFORMATION TRANSFER .

Section 5. RADAR SEPARATION

I

5-5-1 5-5-1. APPLICATION '.' .

5-5-1 5-5-2. TARGET SEPARATION .

5-5-1 5-5-3. MINIMA .

I

5-5-2 5-5-4. VERTICAL APPLICATION .

5-5-3 5-5-5. EXCEPTIONS .

5-5-3 5-5-6. PASSING OR DIVERGING .

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5-5-4 5-5-7. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS .

5-5~4 5-5-8. SEPARATION FROM OBSTRUCTIONS .

5-5-4 5-5-9. ADJACENT AIRSPACE .

5-5-5 5-5-10. EDGE OF SCOPE ····················· 5-5-5 5-5-11. BEACON TARGET DISPLACEMENT .

5-5-5 5-5-12. GPA 102/103 CORRECTION FACTOR .

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Section 6. VECTORING Paragraph Page 5-6-1. APPLICATION .

5-6-1 5-6-2. METHODS .

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5-6-1 5-6-3. VECTORS BELOW MINIMUM ALTITUDE .

5-6-2 Section 7. SPEED ADJUSTMENT

I

5-7-1. APPLICATION .

5-7~1 5-7-2. METHODS .

5-7-1

I

5-7-3. MINIMA .

5-7-3 5-7-4. TERMINATION ' .

5-7-3

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Section 8. RADAR DEPARTURES 5-8-1. PROCEDURES .

5-8-1 5-8-2. INITIAL HEADING .

I

5-8-1 5-8-3. SUCCESSIVE OR SIMULTANEOUS DEPARTURES .

5-8-1 5-8-4. DEPARTURE AND ARRIVAL .

5-8-3 5-8-5. DEPARTURES AND ARRIVALS ON PARALLEL OR

I

NONINTERSECTING DIVERGING RUNWAYS .

5-8-3 Section 9. RADAR ARRIVALS

I

5-9-1. VECTORS TO FINAL APPROACH COURSE .

5-9-1 5-9-2. FINAL APPROACH COURSE INTERCEPTION .

5-9-1 5-9-3. VECTORS ACROSS FINAL APPROACH COURSE .

5-9-2 5-9-4. ARRIVAL INSTRUCTIONS .

5-9-2

•

5-9-5. APPROACH SEPARATION RESPONSIBILITY .

5-9-4 5-9-6. PARALLEL DEPENDENT ILSIMLS APPROACHES .

I

5-9-6 5-9-7. SIMULTANEOUS INDEPENDENT ILSIMLS APPROACHES- DUAL & TRIPLE .

5-9-7 5-9-8. SIMULTANEOUS INDEPENDENT DUAL ILSIMLS APPROACHES-

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HIGH UPDATE RADAR ' .

5-9-8 Section 10. RADAR APPROACHES - TERMINAL

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5-10-1. APPLICATION .

5-10-1 5-10-2. APPROACH INFORMATION .

5-10-1 5-10-3. NO-CNRO APPROACH .

5-10-2

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5-10-4. LOST COMMUNICATIONS : .

5-10-2 5-10-5. RADAR CONTACT LOST .

5-10-3 5-10-6. LANDING CHECK .

5-10-3

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5-10-7. POSITION INFORMATION .

5-10-3 5-10-8. FINAL CONTROLLER CHANGEOVER .

5-10-3 5-10-9. COMMUNICATIONS CHECK .

5-10-3

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5 -10-10. TRANSMISSION ACKNOWLEDGMENT .

5-1O~4 5-10-11. MISSED APPROACH .

5-10-4 5-10-12. LOW APPROACH AND TOUCH-AND-GO .

5-10-4 5-10-13. TOWER CLEARANCE .

5-10-4 5-10-14. FINAL APPROACH ABNORMALITIES .

5-10-4 5-10-15. MILITARY SINGLE FREQUENCY APPROACHES .

5-10-5

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Section 11. SURVEILLANCE APPROACHES - TERMINAL Page Paragraph 5-11-1 5-11-1. ALTITUDE INFORMATION .

5-11-1 5 -11-2. VISUAL REFERENCE REPORT .

5-11-1 5-11-3. DESCENT NOTIFICATION ·················· 5-11~1 5-11-4. DESCENT INSTRUCTIONS ····························· 5-11-1 5-11-5. FINAL APPROACH GUIDANCE ······················· 5-11-2

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5-11-6. APPROACH GUIDANCE TERMINATION .

Section 12. PAR APPROACHES- TERMINAL

I

5-12-1 5-12-1. GLIDEPATHNOTIFICATION ·············· 5-12~1 5-12-2. DECISION HEIGHT (DH) NOTIFICATION ···· 5-12-1 5-12-3. DESCENT INSTRUCTION .

I

5-12-1 5-12-4. GLIDEPATHAND COURSE INFORMATION .

5-12-1 5-12-5. DISTANCE FROM TOUCHDOWN .

5-12-1 5-12-6. DECISION HEIGHT .

I

5-12-1 5-12-7. POSITION ADVISORIES ··············· 5-12-2 5-12-8. COMMUNICATION TRANSFER .

5-12-2 5-12-9. ELEVATION FAILURE .

I

5-12-2 5-12-10. SURVEILLANCE UNUSABLE .

Section 13. USE OF PAR FOR

I

APPROACH MONITORING- TERMINAL 5-13-1 5-13-1. MONITOR ON PAR EQUIPMENT .

5-13-1 5-13-2. MONITOR AVAILABILITY .

5-13-1 5-13-3. MONITOR INFORMATION .

•

Section 14. AUTOMATION - EN ROUTE

I

5-14-1 5-14-1. CONFLICT ALERT (CA) AND MODE C INTRUDER (MCI) ALERT .

5-14-1 5-14-2. EN ROUTE MINIMUM SAFE ALTITUDE WARNING (E-MSAW) .

I

5-14-1 5-14-3. COMPUTER ENTRY OF ASSIGNED ALTITUDE .

5-14-2 5-14-4. ENTRY OF REPORTED ALTITUDE .

5-14-2 5-14-5. SELECTED ALTITUDE LIMITS · ·· ..

I

5-14-2 5-14-6. SECTOR ELIGIBILITy ··························· 5-14-2 5-14-7. COAST TRACKS .

5-14-2 5-14-8. CONTROLLER INITIATED COAST TRACKS .

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Section 15. AUTOMATED RADAR TERMINAL SYSTEMS (ARTS) - TERMINAL

I

5-15-1 5-15-1. APPLICATION .

5-15-1 5-15-2. RESPONSIBILITY .

5-15-1 I 5-15-3. FUNCTIONAL USE .

5-15-1 5-15-4. SYSTEM REQUIREMENTS .

5-15-1 5-15-5.INFORMATIONDISPLAYED .

5-15-1 5-15-6. CAIMCI .

5-15-2 5-15-7. INHIBITING MINIMUM SAFE ALTITUDE WARNING (MSAW) .

5-15-2 5-15-8. TRACK SUSPEND FUNCTION ················ xi Table of Contents

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Section 16. TPX-..42- TERMINAL Paragraph Page 5-16-1. APPLICATION .

5-16-1 5-16-2. RESPONSIBILITy .

5-16-1 5-16-3. FUNCTIONAL USE .

5-16-1 5-16-4. SYSTEM REQUIREMENTS .

5-16-1 5-16-5.INFORMATIONDISPLAYED .

5-16-1

I

5-16-6. INHIBITING LOW ALTITUDE ALERT SYSTEM (LAAS) .' .

5-16-1

Chapter 6. NONRADAR

I

Section 1. GENERAL 6-1-1. DISTANCE .

6-1-1

I

6-1-2. NONRECEIPT OF POSITION REPORT .

6-1-1 6-1-3. DUPLICATE POSITION REPORTS .

6-1-1 6-1-4. ADJACENT AIRPORT OPERATION .

6-1-1

I

6-1-5. ARRIVAL MINIMA ; .

6-1-1 Section 2. INITIAL SEPARATION OF SUCCESSIVE

I

DEPARTING AIRCRAFT 6-2-1. MINIMA ON DIVERGING COURSES .

6-2-1 6-2-2. MINIMA ON SAME COURSE .

6-2-3 I

Section 3. INITIAL SEPARATION OF DEPARTING AND ARRIVING AIRCRAFT

•

6-3-1. SEPARATION MINIMA ...•..............................................

6-3-1

I

Section 4. LONGITUDINAL SEPARATION 6-4-1. APPLICATION .

6-4-1

I

6-4-2. MINIMA ON SAME, CONVERGING, OR CROSSING COURSES .

6-4-1 6-4-3. MINIMA ON OPPOSITE COURSES .

6-4-4 6-4-4. SEPARATION BY PILOTS .

6-4-5

I

6-4-5. RNAV AIRCRAFT ALONG VOR AIRWAYS/ROUTES .

6-4-5 Section 5. LATERAL SEPARATION

I

6-5-1. SEPARATION METHODS .

6-5-1 6-5-2. MINIMA ON DIVERGING RADIAlS .

6-5-1

I

6-5-3. DME ARC MINIMA .

6-5-1 6-5-4. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES .

6-5-2 6-5-5. RNAV MINIMA- DIVERGING/CROSSING COURSES .

6-5-3

I

Section 6. VERTICAL SEPARATION 6-6-1. APPLICATION .

6-6-1 6-6-2. EXCEPTIONS .

6-6-1 6-6-3. SEPARATION BY PILOTS .

6-6-1 xii Table of Contents

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Section 7. TIMED APPROACHES Page Paragraph 6-7-1 6-7-1. APPLICATION ········· .

6-7-1 6-7-2. APPROACH SEQUENCE .

6-7-2 6-7-3. SEQUENCE INTERRUPTION .

6-7-2 6-7 -4. LEVEL FLIGHT RESTRICTION .

6-7-2 6-7 -5. INTERVAL MINIMA .

6-7-2

I

6- 7 -6. TIME CHECK .

6-7-2 6-7-7. MISSED APPROACHES .

I

Chapter 7. VISUAL

Section 1. GENERAL 7-1-1 7-1-1. CLASS A AIRSPACE RESTRICTIONS .

I

7-1-1 7-1-2. VFR CONDITIONS ················ .

7-1-1 7 -1-3. APPROACH CONTROL SERVICE FOR VFR ARRIVING AIRCRAFT .

7-1-1 7 -1-4. VISUAL HOLDING OF VFR AIRCRAFT .

I

Section 2. VISUAL SEPARATION

I

7-2-1 7-2-1. VISUAL SEPARATION .

Section 3. VFR-ON-TOP

I

7-3-1 7-3-1. VFR-ON-TOP .

7-3-1 7-3-2. ALTITUDE FOR DIRECTION OF FLIGHT .

Section 4. APPROACHES

•

7-4-1 7-4-1. VISUAL APPROACH .

I

7-4-1 7-4-2. VECTORS FOR VISUAL APPROACH .

7-4-1 7-4-3. CLEARANCE FOR VISUAL APPROACH .

7-4-2 7-4-4. APPROACHES TO MULTIPLE RUNWAYS .

I

7 -4-5. CHARTED VISUAL FLIGHT PROCEDURES (CVFP). USA/USN .

7-4-3 NOT APPLICABLE .

7-4-3 7 -4-6. CONTACT APPROACH .

I

Section 5. SPECIAL VFR (SVFR) 7-5-1 7-5-1. AUTHORIZATION ·········

I

7-5-1 7-5-2. PRIORITy ······························· 7-5-1 7-5-3. SEPARATION ··························· 7-5-2 7-5-4. ALTITUDE ASSIGNMENT .

I

7-5-2 7-5-5. LOCAL OPERATIONS .

7-5-2 7-5-6. CLIMB TO VFR .

7-5-2 7"C""5-7. GROUND VISIBILITY BELOW ONE MILE .

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7-5-3 7-5-8. FLIGHT VISIBILITY BELOW ONE MILE .

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Section 6. BASIC RADAR SERVICE TO VFR AIRCRAFT - TERMINAL Paragraph Page 7-6-1. APPLICATION .

7-6-1 7-6-2. SERVICE AVAILABILITY , .

7-6-1 7-6-3.INITIALCONTACT .

7-6-1 7-6-4. IDENTIFICATION .

7-6-1

I

7-6-5. HOLDING .

7-6-1 7-6-6. APPROACH SEQUENCE .

7-6-1 7 -6-7. SEQUENCING .

7-6-1

7-6-8. CONTROL TRANSFER , . I

7-6-2 7-6-9. ABANDONED APPROACH .

7-6-2 7-6-10. VFR DEPARTURE INFORMATION .

7-6-2 7 -6-11. TERMINATION OF SERVICE .

7-6-2 I

7 -6-12. SERVICE PROVIDED WHEN TOWER IS INOPERATIVE .

7-6-2 Section 7. TERMINAL RADAR SERVICE

I

AREA (TRSA) - TERMINAL 7-7-1. APPLICATION .

7-7-1

I

7-7-2. ISSUANCE OFEFC .

7-7-1 7-7-3. SEPARATION .

7-7-1 7-7-4. HELICOPTER TRAFFIC .

7-7-1

I

7-7-5. ALTITUDE ASSIGNMENTS .

7-7-1 7 -7 -6. APPROACH INTERVAL .

7-7-1 7- 7- 7. TRSA DEPARTURE INFORMATION .

7-7-1 Section 8. CLASS C SERVICE- TERMINAL

•

7-8-1. APPLICATION .

7-8-1

I

7-8-2. CLASS C SERVICES .

7-8-1 7-8-3. SEPARATION .

7-8-1 7-8-4. ESTABLISHING TWO-WAY COMMUNICATIONS .

7-8-1

I

7 -8-5. ALTITUDE ASSIGNMENTS .

7-8-1 7-8-6. EXCEPTIONS .

7-8-2 7-8-7. ADJACENT AIRPORT OPERATIONS , ..

7-8....,2

I

7 -8-8. TERMINATION OF SERVICE .

7-8-2 Section 9. CLASS B SERVICE AREA- TERMINAL

I

7-9-1. APPLICATION .

7-9-1 7 -9-2. VFR AIRCRAFT IN CLASS B AIRSPACE .

7-9-1 7-9-3. METHODS .

7-9-1 I

7-9-4. SEPARATION .

7-9-2 7-9-5. TRAFFIC ADVISORIES .

7-9-2 7-9-6. HELICOPTER TRAFFIC .

7-9-2

I

7-9-7. ALTITUDE ASSIGNMENTS .

7-9-2 7-9-8. APPROACH INTERVAL .

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Chapter 8. OFFSHORE/OCEANIC PROCEDURES

Section 1. GENERAL Page Paragraph 8-1-1 8-1-1. ATC SERVICE ·············· 8-1-1 8-1-2. OPERATIONS IN OFFSHORE AIRSPACE AREAS .

8-1-1 8-1-3. VFRFLIGHT PLANS ·················· 8-1-1 8-1-4. TYPES OF SEPARATION ···· 8-1-1 8-1-5. ALTIMETER SETTING .

I

8-1-1 8-1-6. RECEIPT OF POSITION REPORTS .

8-1-1 8-1-7. OCEANIC NAVIGATIONAL ERROR REPORTING (ONER) PROCEDURES ..

I

Section 2. COORDINATION 8-2-1 8-2-1. GENERAL ' ················

I

8-2-1 8-2-2. TRANSFER OF CONTROL AND COMMUNICATIONS .

8-2-3. AIR TRAFFIC SERVICES INTERFACILITY DATA COMMUNICATIONS 8-2-1 (AID C) .

I

Section 3. LONGITUDINAL SEPARATION 8-3-1 8-3-1. APPLICATION .

I

8-3-1 8-3-2. SEPARATION METHODS .

8-3-2 8-3-3. MACH NUMBER TECHNIQUE .

I

Section 4. LATERAL SEPARATION 8-4-1 8-4-1. APPLICATION .

8-4-1 8-4-2. SEPARATION METHODS .

8-4-3 8-4-3. REDUCTION OF ROUTE PROTECTED AIRSPACE .

•

8-4-4 8-4-4. TRACK SEPARATION .

I

Section 5. OFFSHORE/OCEANIC TRANSITION PROCEDURES

I

8-5-1 8-5-1. ALTITUDE/FLIGHT LEVEL TRANSITION .

8-5-1 8-5-2. COURSE DIVERGENCE .

8-5-1 8-5-3. OPPOSITE DIRECTION .

I

8-5-4. SAME DIRECTION . 8-5-1 Section 6. SEPARATION FROM AIRSPACE RESERVATIONS

I

8-6-1 8-6-1. TEMPORARY STATIONARY AIRSPACE RESERVATIONS .

8-6-1 8-6-2. REFUSAL OF AVOIDANCE CLEARANCE .

I

8-6-1 8-6-3. TEMPORARY MOVING AIRSPACE RESERVATIONS .

8-6-4. WARNING AREAS . 8-6-1

I

Section 7. NORTH ATLANTIC ICAO REGION 8-7-1. APPLICATION . 8-7-1 8-7-2. VERTICAL SEPARATION . 8-7-1 8-7-3. LONGITUDINAL SEPARATION . 8-7-1 8-7 -4. LATERAL SEPARATION . 8-7-3 xv Table of Contents

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Section 8. CARIBBEAN ICAO REGION Paragraph Page 8-8-1. APPLICATION . 8-8-1 8-8-2. VERTICAL SEPARATION .

8-8-1 8-8-3. LONGITUDINAL SEPARATION .

8-8-1 8-8-4. LATERAL SEPARATION .

8-8-3 8-8-5. VFR CLIMB AND DESCENT . 8-8-3

I

Section 9. PACIFIC ICAO REGION 8-9-1. APPLICATION .

8-9-1

I

8-9-2. VERTICAL SEPARATION .

8-9-1 8-9-3. LONGITUDINAL SEPARATION . 8-9-1 8-9-4. LATERAL SEPARATION .

8-9-1

I

8-9-5. COMPOSITE SEPARATION MINIMA .

8-9-1 8-9-6. COMPOSITE SEPARATION ALTITUDE ASSIGNMENT . 8-9-1 8-9-7. COMPOSITE SEPARATION APPLICATION .

8-9-2

I

8-9-8. VFR CLIMB AND DESCENT .

8-9-2 8-9-9. PROCEDURES FOR WEATHER DEVIATIONS AND OTHER CONTINGENCIES IN OCEANIC CONTROLLED AIRSPACE . 8-9-2

I

Section 10. NORTH AMERICAN ICAO REGION - ARCTIC CTA

I

8-10-1. APPLICATION . 8-10-1 8-10-2. VERTICAL SEPARATION . 8-10-1 8-10-3. LONGITUDINAL SEPARATION . 8-10-1 8-10-4. LATERAL SEPARATION .

8-10-1

•

Chapter 9. SPECIAL FLIGHTS

I

Section 1. GENERAL 9-1-1. GENERAL . 9-1-1

I

9-1-2. SPECIAL HANDLING .

9-1-1 9-1-3. FLIGHT CHECK AIRCRAFT .

9-1-1

I

Section 2. SPECIAL INTEREST FLIGHTS 9-2-1. GENERAL . 9-2-1 9-2-2. APPLICATION . 9-2-1

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9-2-3. EMERGENCY OR UNSCHEDULED LANDINGS . 9-2-2 Section 3. SPECIAL OPERATIONS

I

9-3-1. AIRCRAFT CARRYING DANGEROUS MATERIALS . 9-3-1 9-3-2. CELESTIAL NAVIGATION TRAINING .

9-3-1

I

9-3-3. DEPARTMENT OF ENERGY (DOE) SPECIAL FLIGHTS .

9-3-1 9-3-4. EXPERIMENTAL AIRCRAFT OPERATIONS . 9-3-2 9-3-5. FAA RESEARCH AND DEVELOPMENT FLIGHTS . 9-3-2 9-3-6. FLYNET .

9-3-2 9-3-7. IFR MILITARY TRAINING ROUTES .

9-3-2 9-3-8. INTERCEPTOR OPERATIONS .

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Paragraph Page 9-3-9. LAW ENFORCEMENT OPERATIONS BY CIVIL AND MILITARY ORGANIZATIONS . 9-3-4 9-3-10. MILITARY AERIAL REFUELING .. 9-3-4 9-3-11. MILITARY OPERATIONS ABOVE FL 600 .

9-3-6 9-3-12. MILITARY SPECIAL USE FREQUENCIES . 9-3-6 9-3-13. AVOIDANCE OF AREAS OF NUCLEAR RADIATION . 9-3-7 9-3-14. SAMP .

9-3-7

I

9-3-15. AWACS/NORAD SPECIAL FLIGHTS .

9-3-7 9-3-16. WEATHER RECONNAISSANCE FLIGHTS . 9-3-7 9-3-17. EVASIVE ACTION MANEUVER . 9-3-8

I

9-3-18. NONSTANDARD FORMATION/CELL OPERATIONS . 9-3-8 9-3-19. OPEN SKIES TREATY AIRCRAFT ..

9-3-9

I

Section 4. SPECIAL USE AND ATC ASSIGNED AIRSPACE 9-4-1. APPLICATION .

9-4-1 9-4-2. SEPARATION MINIMA . 9-4-1

I

9-4-3. VFR-ON-TOP .

9-4-1 9-4-4. AVOIDANCE . 9-4-2

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Section 5. FUEL DUMPING 9-5 -1. INFORMATION REQUIREMENTS .

9-5-1

I

9-5-2. ROUTING .

9-5-1 9-5-3. ALTITUDE ASSIGNMENT .

9-5-1 9-5-4. SEPARATION MINIMA . 9-5-1 9-5-5. INFORMATION DISSEMINATION . 9-5-1

•

Section 6. JETTISONING OF EXTERNAL STORES

I

9-6-1. JETTISONING OF EXTERNAL STORES .

9-6-1 Section 7. UNMANNED FREE BALLOONS

I

9-7 -1. APPLICATION .

9-7-1 9- 7 -2. DERELICT BALLOONS .

9-7-2

I

Section 8. PARACHUTE JUMPING 9-8-1. COORDINATION .

9-8-1

I

9-8-2. CLASS A, CLASS B, AND CLASS C AIRSPACE .

9-8-1 9-8-3. CLASS D AIRSPACE .

9-8-1 9-8-4. OTHER CONTROL AIRSPACE .

9-8-1

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Chapter 10. EMERGENCIES

Section 1. GENERAL

I

10-1-1. EMERGENCY DETERMINATIONS .

10-1-1 10-1-2. OBTAINING INFORMATION .

10-1-1 10-1-3. PROVIDING ASSISTANCE .

10-1-1 10-1-4. RESPONSIBILITy .

10-1-1 10-1-5. COORDINATION .

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Paragraph Page 10-1-6. AIRPORT GROUND EMERGENCy..................................... 10-1-2 10-1-7. IN-FLIGHT EMERGENCIES INVOLVING MILITARY FIGHTER-TYPE AIRCRAFT........................................................... 10-1-2 Section 2. EMERGENCY ASSISTANCE 10-2-1. INFORMATION REQUIREMENTS .

10-2-1

I

10-2-2. FREQUENCY CHANGES .

10-2-1 10-2-3. AIRCRAFT ORIENTATION .

10-2-1 10-2-4. ALTITUDE CHANGE FOR IMPROVED RECEPTION . 10-2-1

I

, 10-2-1 10-2-5. EMERGENCY SITUATIONS .

10-2-6. IDJACKED AIRCRAFT .

10-2-2 10-2-7. VFR AIRCRAFT IN WEATHER DIFFICULTY .

10-2-2

I

10-2-8. RADAR ASSISTANCE TO VFR AIRCRAFT IN WEATHER DIFFICULTY . 10-2-2 10-2-9. RADAR ASSISTANCE TECHNIQUES . 10-2-3 10-2-10. EMERGENCY LOCATOR TRANSMITTER (EDT) SIGNALS . 10-2-3

I

10-2-11. AIRCRAFT BOMB THREATS . 10-2-4 10-2-12. EXPLOSIVE DETECTION K-9 TEAMS .

10-2-5 10-2-13. EMERGENCY AIRPORT RECOMMENDATION . 10-2-5 10-2-14. GUIDANCE TO EMERGENCY AIRPORT . 10-2-6

I

10-2-15. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM) . 10-2-6 10-2-16. VOLCANIC ASH ' . 10-2-6

I

Section 3. OVERDUE AIRCRAFT 10-3-1. OVERDUE AIRCRAFT . 10-3-1 10-3-2. INFORMATION TO BE FORWARDED TO ARTCC . 10-3-1 10-3-3. INFORMATION TO BE FORWARDED TO RCC . 10-3-1

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10-3-4. ALNOT . 10-3-2

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10-3-5. RESPONSIBILITY TRANSFER TO RCC . 10-3-2 10-3-6. AIRCRAFT POSITION PLOTS . 10-3-2 10-3-7. ALNOT CANCELLATION . 10-3-2

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Section 4. CONTROL ACTIONS 10-4-1. TRAFFIC RESTRICTIONS . 10-4-1

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10-4-2. LIGHTING REQUIREMENTS . 10-4-1 10-4-3. TRAFFIC RESUMPTION . 10-4-1 10-4-4. COMMUNICATIONS FAILURE . 10-4-1

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Section 5. MISCELLANEOUS OPERATIONS

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10-5-1. NAVY FLEET SUPPORT MISSIONS . 10-5-1 10-5-2. EXPLOSIVE CARGO . 10-5-1 Section 6. OCEANIC EMERGENCY PROCEDURES

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10-6-1. APPLICATION . 10-6-1 10-6-2. PHASES OF EMERGENCY . 10-6-1 10-6-3. ALERTING SERVICE AND SPECIAL ASSISTANCE . 10-6-1 10-6-4. INFLIGHT CONTINGENCIES . 10-6-2 10-6-5. SERVICES TO RESCUE AIRCRAFT . 10-6-3 xviii Table of Contents

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1/28/99 711O.65L CHG 2

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Section 7. GROUND MISSILE EMERGENCIES Paragraph Page 10-7-1. INFORMATION RELAY . 10-7-1 10-7-2. IFRAND SVFRMINIMA : ..

10-7-1 10- 7 -3. VFR MINIMA .

10-7-1 10-7 ':"'4. SMOKE COLUMN AVOIDANCE . 10-7-1 10- 7 -5. EXTENDED NOTIFICATION . 10-7-1

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Chapter 11. TRAFFIC MANAGEMENT PROCEDURES

Section 1. GENERAL

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11-1-1. DUTY RESPONSIBILITy . 11-1-1 11-1-2. DUTIES AND RESPONSIBILITIES . 11-1-1

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Chapter 12. CANADIAN AIRSPACE PROCEDURES

Section 1. GENERAL CONTROL

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12-1-1. APPLICATION" . 12-1-1 12-1-2. AIRSPACE CLASSIFICATION .

12-1-1

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12-1-3. ONE THOUSAND-ON-TOP .

12-1-1 12-1-4. SEPARATION . 12-1-1 12-1-5. DEPARTURE CLEARANCE/COMMUNICATION FAILURE . 12-1-2

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12-1-6. PARACHUTEmMPING .................•..............................

12-1-2 12-1-7. SPECIAL VFR (SVFR) : .

12-1-2

APPENDICES

APPENDIX A. AIRCRAFT INFORMATION .

A-I

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APPENDIX B. AIRCRAFT INFORMATION HELICOPTERSIROTORCRAFTS .

B-1

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APPENDIX C. AIRCRAFT INFORMATION SPECIFIC HOMEBUILT/EXPERIMENTAL AIRCRAFT .

C-1 APPENDIX D. STANDARD OPERATING PRACTICE (SOP) FOR THE TRANSFER OF POSITION RESPONSIBILITY .

D-l

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PILOT/CONTROLLER GLOSSARY .

PCG-l

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INDEX . 1-1 OFFICES OF PRIMARY INTEREST .

OPI-1

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Table of Contents xix

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2/26/98 7110.65L

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AIR TRAFFIC CONTROL

EXPLANATION OF CHANGES

Direct questions through appropriate facility/region staff

to the Office of Primary Interest (OPI)

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a. Several procedural changes to the subject order were j.2-2-15. NATIONAL ROUTE PROGRAM (NRP) INFORMATION.

implemented by GENOT. However, we are using the DCP New paragraph - publishes directions to the air traffic con- process and the Order Change Briefing Sheet to incorporate trol specialist regarding the handling of flights participating all changes into FAA Order 711O.65L. (ATO-lOO)

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in the National Route Program. (ATO-ll0) b. The following paragraphs were implemented via k. 2-3-1. GENERAL.

Notice: 2-1-19; 3-9-6e., f., g., g.1.; 3-9-7a.2., bA.; 3-9-8; Eliminates the requirement for facilities to adhere to the hor-

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3-1O-4c.; 5-5-3d.2., dA., e.2.; 5-8-3a. Note, b. Note; izontalline strike-through process. (ATO-ll0) 8-9-9; and Appendices A and B. (ATO-IOO) I. 2-3-2. EN ROUTE DATA ENTRIES.

a. Numerous editorial changes were made throughout this Establishes procedures for data entries concerning the

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order. Revision bars were not used due to the insignificant National Route Program (NRP). (ATO-ll0) nature of the changes. (ATA-lO/ATO-lOO) m, 2-3-4. AIRCRAFT IDENTITY.

b. Multiple changes were made updating references to Changes "M" to "RCH" in TBL 2-3-2, Military Mission

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other orders to reflect the correct paragraph numbers/titles.

Prefix. (ATO-IOO) Revision bars were used. (ATA-lO) n, 2-3-7. AIRCRAFT EQUIPMENT SUFFIX.

c. 1-1-7. PUBLICATION AND DELIVERY DATES. TBL 2-3-3. AIRCRAFT EQUIPMENT SUFFIX.

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Updates publication timetable. Also, changes Defense Map- Adds - Note I]] The /W suffix will identify aircraft that are ping Agency to National Imagery and Mapping Agency. approved for reduced vertical separation minima (RVSM).

(ATA-lO) All aircraft will have area navigation and an operating trans- ponder with altitude (Mode C). (ATO-nO) d. 1-1-9. CONSTRAINTS GOVERNING SUPPLE.

• Also, deletes note in TBL 2-3-3. (ATO-nO)

MENTS AND PROCEDURAL DEVIATIONS.

o, 2-4-20. AIRCRAFT IDENTIFICATION.

Revises USAF office and address. (ATO-120)

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To minimize communication errors, for civil aircraft identi- e.1-2-6. ABBREVIATIONS.

fication, use the term "November" or the same identification Adds: that the pilot used in his/her initial or subsequent call.

LAHSO - Land and Hold Short Operations (ATO-120) (ATO-120)

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LTD - Along Track Distance (ATO-120) Combines subparagraph b.3., with subparagraph b.2., and NRP - National Route Program (ATO-ll0) renumbers subparagraphs bA. and b.5. (ATO-lOO) TAA - Terminal Arrival Area (A TO-nO) p. 2-6-3. PIREP INFORMATION.

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CNLFP - Cancel flight plan (ATO-lOO) PIREP's which report icing, shall include the type and inten- Modifies: CNL, NAT, OTS and PAR. (ATO-lOO) sity of icing, and outside air temperature where icing is oc- f.2-1-4. OPERATIONAL PRIORITY.

curring.(ATO-120)

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Publishes directions to the air traffic control specialist re- q, 2-7-2. ALTIMETER SETTING ISSUANCE garding the handling of flights participating in the National BELOW LOWEST USABLE FL.

Route Program. (ATO-ll0) Requires controllers to issue any change to the altimeter set-

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g. 2-1-15. CONTROL TRANSFER. ting when aircraft are using nonprecision approaches when the pressure is falling rapidly. (ATO-120) Adds the word "and" to make the conditions listed inclusive. (ATO-ll0) r. 2-9-3. CONTENT.

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Subparagraph a.

h. 2-1-19. WAKE TURBULENCE.

Editorial, adds the word "Airport" to the first sentence.

Reinforces the application of wake turbulence procedures to (ATO-120) aircraft operating behind a B757. (ATO-120) Subparagraph e.

i. 2-1-20. WAKE TURBULENCE CAUTIONARY IT] Requires specific taxiway closure information on ADVISORIES.

the Automated Terminal Information Service (ATIS).

Deletes Figure 2-1-1. (ATO-120) (ATO-120) E ofC-l Explanation of Changes Basic

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711O.65L 2/26/98

1-

[ZJ Requires controllers to broadcast all available bird aa. 3-10-5. LANDING CLEARANCE.

activity information in accordance with paragraph 2-1-22, In order to alleviate any pilot confusion, the runway number BIRD ACTIVITY INFORMATION, on the ATIS. shall be stated with the landing clearance when more than one runway is active. (ATO-120) (ATO-120) Subparagraph g.

abo 4-1-2. EXCEPTIONS.

Reflects operational procedures instituted for conducting Land and Hold Short Operations (LAHSO). (ATO-120) Precludes the controller from having to reroute aircraft capa- ble of navigating on the original airway, route, or procedures s, 3-1-8. LOW LEVEL WIND SHEAR such as STAR's. (ATO-120)

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ADVISORIES.

Changes the number of remote sensors that can be inopera- ac. 4-2-5. ROUTE OR ALTITUDE tive without total system failure from three to "more than 50 AMENDMENTS.

percent." Change to ATIS message for impaired LLWAS

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Deletes the requirement of stating "Rest of Route Un- service. (ATO-120) changed" when amending a route by clearing an aircraft direct to a point on a previously issued clearance. Also, t, 3-7-5. PRECISION APPROACH CRITICAL publishes directions to the air traffic control specialist AREA.

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regarding the handling of flights participating in the Na- Editorial, adds the words "In addition to subpara a.1.(a)," tional Route Program (NRP). (ATO-llO) to subparagraph a.1.(b). (ATO-120) u. 3-9-6. SAME RUNWAY SEPARATION.

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ad. 4-4-4. ALTERNATIVE ROUTES.

The criteria for same runway separation categories was pre- Precludes the controller from having to reroute aircraft capa- viously loosely based on weight class plus performance ble of navigating on the original airway, route, or procedures characteristics. With the change to weight class definitions, such as STAR's. (ATO-120)

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the same runway separation categories had to be redefined also. (ATO-120) ae, 4-5-1. VERTICAL SEPARATION MINIMA.

Allows application of 1,000 feet vertical separation minima v.3-9-7. WAKE TURBULENCE SEPARATION

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between approved aircraft within any airspace designated FOR INTERSECTION DEPARTURES.

for reduced vertical separation minima (RVSM) or RVSM Adds a 3 minute wake turbulence rule to small aircraft, transition. (ATO-llO) weighing less than 12,500 lbs., departing from an intersec- tion on the same runway (same or opposite direction takeoff) af. 4-5-2. FLIGHT DIRECTION.

behind a preceding aircraft weighing more than 12,500 lbs.

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Reinforces the application of wake turbulence procedures to Adds information to TBL 4-5-1. (ATO-llO) aircraft operating behind a B757. Also, includes those air-

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craft weighing between 12,500 lbs. and 41,000 lbs., new ago 4-6-4. HOLDING INSTRUCTIONS.

small, that does not require the 3-minute interval.

Permits an aircraft that is restricted to a smaller pattern due (ATO-120) to aircraft type to be cleared into a pattern that protects for

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a faster holding airspeed. (ATO-llO) w. 3-9-8. INTERSECTING RUNWAY SEPARATION.

ah, 4-6-6. HOLDING FLIGHT PATH DEVIATION.

Reinforces the application of wake turbulence procedures to Obstructions have been added to the conditions for consider-

aircraft operating behind a heavy jet/B757. (ATO-120) I

ation prior to approving a request that may cause an aircraft x, 3-9-9. TAKEOFF CLEARANCE.

to deviate from the holding pattern airspace area.

Editorial, adds USAF. (ATO-120) (ATO-llO)

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y. 3-10-3. SAME RUNWAY SEPARATION.

ai. 4-7-1. CLEARANCE INFORMATION.

Reinforces the application of wake turbulence procedures to Adds example. (ATO-IOO) aircraft operating behind a B757. Also, updates paragraph

number. (ATO-120) I

aj.4-7-11. APPROACH INFORMATION.

z, 3-10-4. INTERSECTING RUNWAY Directs the controller to rely on the pilot for current weather SEPARATION.

information at uncontrolled ASOS/AWOS equipped air-

Reflects operational procedures instituted for conducting I

ports. Long line disseminates weather for these airports, Land and Hold Short Operations (LAHSO). Also, rein- which, will be used by the controller for weather trends only.

forces the application of wake turbulence procedures to (ATO-120) aircraft operating behind a B757. (ATO-120) E ofC-2 Explanation of Changes Basic

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7110.65L 2/26/98 I.

ak, 4-8-1. APPROACH CLEARANCE. aw. 5-9-4. ARRIVAL INSTRUCTIONS.

The Standard T allows aircraft to proceed direct to the near- The Standard T allows aircraft to proceed direct to the near- est initial approach fix (IAF) and virtually eliminates the est initial approach fix (IAF) and virtually eliminates the need for procedure turns or course reversal. In the case of need for procedure turns or course reversal. In the case of radar vectors within the TAA, the controller will have the op- radar vectors within the TAA, the controller will have the tion of clearing the aircraft direct to an appropriate lAP rath- option of clearing the aircraft direct to an appropriate lAP rather than vectors to the final approach course which entails er than vectors to the final approach course which entails making the baseleg and dogleg turns. Also, adds FIG 4-8-2. making the baseleg and dogleg turns. Adds FIG 5-9-5.

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(ATO-llO) (ATO-llO) ax. 5-9-6. PARALLEL DEPENDENT ILS/MLS al. 4-8-5. SPECIFYING ALTITUDE.

APPROACHES.

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Changes Defense Mapping Agency to National Imagery and Renumbers FIG 5-9-5 to FIG 5-9--6 and FIG 5-9--6 to Mapping Agency. (ATA-IO) FIG 5-9-7 due to new figure being added (FIG 5-9-5).

(ATA-lO) am. 4-8-11. PRACTICE APPROACHES.

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Also, changes "4300'" to "4301'" in new FIG 5-9-7.

Reinforces the application of wake turbulence procedures to (ATO-lOO) aircraft operating behind a B757. (ATO-120) ay. 5-9-8. SIMULTANEOUS INDEPENDENT

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an. 5-2-10. VFR CODE ASSIGNMENTS.

DUAL ILS/MLS APPROACHES-HIGH UPDATE Adds the code 1255 nationwide to firefighting aircraft.

RADAR.

(ATO-llO) Authorizes simultaneous independent ILS, MLS, or ILS

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and MLS approaches to parallel dual runways with center- ao. 5-2-14. CODE MONITOR. lines separated by at least 3.000 feet with one localizer offset by 2.5 degrees using a precision runway monitor Adds the code 1255 nationwide to firefighting aircraft.

system with a 1.0 second radar update system.

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(ATO-llO) (ATO-120) ap. 5-3-3. BEACON IDENTIFICATION az, 6-1-1. DISTANCE.

METHODS.

Changes paragraph title from "DME" to "DISTANCE."

Revises phraseology. (ATO-lOO) Also, allows controllers to separate aircraft using LTD by the

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same longitudinal standards authorized for DME-equipped aircraft. (ATO-120) aq. 5-5-3. MINIMA.

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Clarifies separation standards for B757's and wake turbu- ba.6-1-4. ADJACENT AIRPORT OPERATION.

lence for the terminal environment. (ATO-120) Includes the B757 to procedures being applied to heavy jet aircraft when operating with an adjacent airport.

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ar. 5-5-9. ADJACENT AIRSPACE.

(ATO-120) Editorial change to reflect previous changes to TRSA sepa- ration. (ATO-120) bb. 6-1-5. ARRIVAL MINIMA.

Reinforces the application of wake turbulence procedures to

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aircraft operating behind a heavy jet/B757. (ATO-120) as. 5-7-1. APPLICATION.

Adds paragraph 4--6-4, HOLDING INSTRUCTIONS, as a be. 6-2-1. MINIMA ON DIVERGING COURSES.

reference. (ATO-llO)

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Allows controllers to separate aircraft using LTD by the same longitudinal standards authorized for DME-equipped at. 5-7-2. METHODS.

aircraft. (ATO-120) Removes text in subparagraph b. (ATO-lOO)

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bd. 6-2-2. MINIMA ON SAME COURSE.

Allows controllers to separate aircraft using LTD by the au. 5-8-3. SUCCESSIVE OR SIMULTANEOUS same longitudinal standards authorized for DME-equipped DEPARTURES.

aircraft. (ATO-120)

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Adds the B757 to the procedure that is being applied to heavy jets with successive or simultaneous departures of be. 6-4-2. MINIMA ON SAME, CONVERGING, OR small aircraft. (ATO-120) CROSSING COURSES.

Allows controllers to separate aircraft using LTD by the avo 5-9-2. FINAL APPROACH COURSE same longitudinal standards authorized for DME-equipped INTERCEPTION.

aircraft. (ATO-120) Clarifies NOTE in subparagraph 5-9-2c. (ATO-llO) Also, deletes subparagraph f. (ATO-lOO) E ofC-3 Explanation of Changes Basic 7110.65L 2/26/98

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br. 6-4-3. MINIMA ON OPPOSITE COURSES.

bl. 7-9-4. SEPARATION.

Allows controllers to separate aircraft using LTD by the With the change to small weight class definitions, additional same longitudinal standards authorized for DME-equipped guidance is needed in this paragraph to identify aircraft that aircraft. (ATO-120) weigh 19,000 Ibs. or less. (ATO-120) bg, 6-4-4. SEPARATION BY PILOTS. bm, 8-2-3. AIR TRAFFIC SERVICES INTERFA.

Allows controllers to separate aircraft using LTD by the CILITY DATA COMMUNICATIONS (AIDe).

same longitudinal standards authorized for DME-equipped New paragraph - provides improvements in the transfer of aircraft. (ATO-120) flight data for advance notification and coordination.

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(ATO-llO) bh, 7-4-3. CLEARANCE FOR VISUAL bn, 8-9-9. PROCEDURES FOR WEATHER APPROACH.

DEVIATIONS AND OTHER CONTINGENCIES IN Reinforces the application of wake turbulence procedures

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OCEANIC CONTROLLED AIRSPACE.

to aircraft operating behind a heavy jet/B757. (ATO-120) New paragraph - provides guidance to air traffic controllers bi. 7-4-4. APPROACHES TO MULTIPLE on managing weather deviations and other contingencies.

RUNWAYS.

(ATO-150) I

Makes the note in c.l. regulatory. (ATO-120) boo APPENDIX A. AIRCRAFT INFORMATION.

bj. 7-4-5. CHARTED VISUAL FLIGHT PROCE.

Adds aircraft weight classes and note. (ATO-120) DURES (CVFP). USA/USN NOT APPLICABLE.

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bp, APPENDICES A and B. AIRCRAFT Reflects the current version requirements of FAA Order INFORMATION.

7110.79, Charted Visual Flight Procedures, and deletes the requirement to conduct this type of approach in a radar Amends Appendices A and B in accordance to the

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environment. (ATO-120) International Civil Aviation Organization (ICAO) document 8643/25. (ATO-120) bk, 7-7-3. SEPARATION.

Editorial change that correctly addresses the position that is bq. APPENDICES A, Band C. AIRCRAFT

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responsible for approving the application of target resolu- INFORMATION.

tions at locations not using broadband radar. (ATO-120) Deletes SOIR Category. (ATO-120)

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Explanation of Changes Basic EofC-4

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2/26/98 7110.65L br, PILOT/CONTROLLER GLOSSARY.

Monitor Alert (MA) Monitor Alert Parameter (MAP) Terms added: National Route Program (NRP) Airport Reference Point (ARP) One-Minute Weather Area Navigation (RNAV) Approach Configuration Receiver Autonomous Integrity Monitoring (RAIM) Available Landing Distance (ALD) Turn Anticipation Contaminated Runway Desired Course Terms deleted:

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Desired Track Official Weather Final Approach Waypoint (FAWP) Operational Acceptable Level of Traffic Fly-By Waypoint Simultaneous Operations on Intersecting Runways Fly-over Waypoint

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Friction Measurement Terms modified: Heliport Reference Point (HRP) Aircraft Classes Hold-Short Point Charted Visual Flight Procedure Approach

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Hold-Short Position Marking Close Parallel Runways Hold-Short Position Lights Final Approach Course Hold-Short Position Signs Flight Management System Procedure Initial Approach Waypoint (IAWP) Minimum Navigation Performance Specifications

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Icing Airspace Intermediate Fix/Initial Approach Waypoint (IF/IAWP) Precision Runway Monitor (PRM) Intermediate Fix Waypoint (IFWP) Resume Normal Speed

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ILS PRM Approach Traffic Advisories Integrity LAHSO (Terms submitted by multiple sources - approval by OPI, LAHSO-Dry ATO-IOO)

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LAHSO-Wet Land and Hold Short Operations Missed Approach Holding Waypoint (MAHWP) bs, OFFICES OF PRIMARY INTEREST: Updates Maintenance Planning Friction Level were made to reflect new offices of primary interest and Missed Approach Waypoint (MAWP) changes in routing symbols. Revision bars were not used.

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Minimum Friction Level (ATO-IOO)

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E ofC-5 Explanation of Changes Basic

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.... _.-'" ._--_._--------------------------- 7110.65L 2/26/98

Chapter 1. INTRODUCTION

Section 1. GENERAL

1-1-7. PUBLICATION AND DELIVERY DATES 1-1-1. PURPOSE a. This order and its changes are scheduled to be pub- This order prescribes air traffic control procedures and

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lished according to TBL 1-1-1. • phraseology for use by persons providing air traffic con- trol services. Controllers are required to be familiar Publications Timetable with the provisions of this order that pertain to their op-

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erational responsibilities and to exercise their best judg- CutoffDate Effective Date of Basic or Change for Submission Publication ment if they encounter situations that are not covered by it.

7110.65L Basic 8/13/97 2/26/98

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Change 1 2/26/98 8/13/98 1-1-2. DISTRIBUTION Change 2 8/13/98 1/28/99 Change 3 1128/99 7/15/99 This order is distributed to selected offices in Washing-

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7110.65M Basic 7/15/99 2/24/00 ton Headquarters, Regional Offices, the Technical Cen- ter, and the Aeronautical Center. Also, copies are sent TBL1-1-1 to all air traffic control facilities, all international avi-

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b. If an FAA facility has not received the order/ ation field offices, and the interested aviation public.

changes at least 30 days before the above effective .dates, the facility shall notify its regional distribution 1-1-3. CANCELLATION

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officer.

FAA Order 7110.65J, Air Traffic Control, dated c. If a military facility has not received the order/ July 20, 1995, and all changes to it are canceled. FAA changes at least 30 days before the above effective Order"7110.65K, Air Traffic Control, dated July 17, dates, the facility shall notify its appropriate military 1997, was canceled by GENOT, N 7100.21, dated

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headquarters. (See TBL 1-1-2.)

July 4,1997.

Military Distribution Contacts

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1-1-4. EXPLANATION OF MAJOR CHANGES Military Headquarters DSN Commercial U.S. Anny, USAASA 656-4868 (703) 806-4868 The significant changes to this order are identified in the

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U.S. Air Force Contact Local *NIMA Explanation of Changes page(s). It is advisable to retain Customer Account the page(s) throughout the duration of the basic order.

Representative

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If further information is desired, direct questions U.S. Navy, CNO (N88SF) 224-2710 (703) 614-2710

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through the appropriate facility/region staffto the office *NIMA-National Imagery and Mapping Agency • shown in parentheses following the change.

TBLl-1-2

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1-1-5. EFFECTIVE DATE 1-1-8. PROCEDURAL LETTERS OF AGREEMENT • This order is effective February 26, 1998.

Procedures/minima which are applied jointly or other-

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wise require the cooperation or concurrence of more 1-1-6. RECOMMENDATIONS FOR PROCEDURAL than one facility/organization must be documented in a CHANGES letter of agreement. Letters of agreement only supple-

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ment this order. Any minima they specify must not be a. Personnel should submit recommended changes in less than that specified herein unless appropriate mili- procedures to facility management.

tary authority has authorized application of reduced b. Recommendations from other sources should be separation between military aircraft.

submitted through appropriate FAA, military, or indus- REFERENCE- try/user channels to Headquarters, FAA, Director of Air FAAO 7110.65, ATC SERVICE, Para 2-1-1.

Traffic, AAT -1, attention ATO-100.

FAAO 7210.3, LEITERS OF AGREEMENT, Para 4-3-1. • General 1-1-1

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711O.65L 2/26/98 1-1-9. CONSTRAINTS GOVERNING SUPPLE- NOTE- MENTS AND PROCEDURAL DEVIATIONS Terminal: Headquarters USAF has delegated to major Air Commands authority to authorize base commanders to a. Exceptional or unusual requirements may dictate reduce same runway separation standards for military procedural deviations or supplementary procedures to aircraft. These are specified and approved by affected this order. Prior to implementing supplemental or any ATC and user units. When applied, appropriate advisories procedural deviation that alters the level, quality, or de- may be required; e.g., "(AIC callsign) continue straight gree of service, obtain prior approval from the Director ahead on right side; F -16 landing behind on left. " "((AIC

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of Air Traffic, AAT -1.

callsign) hold position on right side; F -5 behind on left. " b. If military operations or facilities are involved, REFERENCE- FAAO 7110.65, USEOFACTIVE RUNWAYS, Para 3-1-3.

prior approval by the following appropriate headquar- ters is required for subsequent interface with FAA. (See TBL 1-1-3.)

Military Operations Interface Offices

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Branch Address U.S. Navy ....... eND (DP-554)

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U.S. Air Force .... HQAFFSNXA 1535 Command Drive, Suite D302, Andrews AFB, MD 20762-7002

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U.S. Army ....... I

Director USAASA (MOAS-AS) 9325 Gunston Road, Suite N319 Ft. Belvoir, VA 22060-5582

TBLI-I-J I

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General 1-1-2

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7110.65L 2/26/98

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Section 2. TERMS OF REFERENCE

1-2-1. WORD MEANINGS helipads with accompanying takeoff/landing courses.

(See Pilot/Controller Glossary term- Runway.)

As used in this manual: n, Flight operations in accordance with the options a. Shall, or an action verb in the imperative sense,

of due regard or operational obligates the authorized

means a procedure is mandatory.

state aircraft commander to: EXAMPLE-

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1. Separate his aircraft from all other air traffic; and

The transferring controller shall forward this data to the receiving controller

2. Assure that an appropriate monitoring agency

I assumes responsibility for search and rescue actions; Issue an alternative clearance.

and Authorize the aircraft to taxi.

3. Operate under at least one of the following

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conditions: Do not clear an aircraft to land on or takeoff from a closed runway. (a) In visual meteorological conditions (VMC); or b. Should means a procedure is recommended.

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(b) Within radar surveillance and radio commu- c. Mayor need not means a procedure is optional.

nications of a surface radar facility; or

d. Will means futurity, not a requirement for the

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(c) Be equipped with airborne radar that is suffi- application of a procedure.

cient to provide separation between his aircraft and any e. Singular words include the plural.

other aircraft he may be controlling and other aircraft;

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or f. Plural words include the singular.

(d) Operate within Class G airspace.

g. Aircraft means the airframe, crew members, or

both.

(e) An understanding between the pilot and con- troller regarding the intent of the pilot and the status of

h. Approved separation means separation in accor-

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the flight should be arrived at before the aircraft leaves dance with the applicable minima in this manual.

ATC frequency.

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l, Altitude means indicated altitude mean sea level

NOTE- (MSL), flight level (FL), or both.

IT] A pilot's use of the phrase "Going Tactical" does not

j. Miles means nautical miles unless otherwise spe-

indicate " Due Regard. " An understanding between the

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cified, and means statute miles in conjunction with pilot and controller regarding the intent of the pilot and visibility. the status of the flight should be arrived at before the air- craft leaves air traffic control (ATC) frequency.

I k, Course, bearing, azimuth, heading, and wind

direction information shall always be magnetic unless

[2] The above conditions provide for a level of safety specifically stated otherwise.

equivalent to that normally given by International Civil Aviation Organization (ICAO)ATC agencies andfulfills

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l. Time when used for ATC operational activities, is

U.S. Government obligations under Article 3 of the Chica- the hour and the minute in Coordinated Universal go Convention of 1944 (Reference (d)), which stipulates Time (UTC). Change to the next minute is made at there must be "due regard for the safety of navigation of

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the minute plus 30 seconds, except time checks are civil aircraft" when flight is not being conducted under given to the nearest quarter minute.

ICAO flight procedures.

m. Runway means the runway used by aircraft, and

o. CFR means Title 14, Code of Federal Regula-

I

in discussions of separation standards is applicable to tions, Parts 1 through 199.

Terms of Reference 1-2-1 711O.65L 2/26/98

-I

Divergence

I

1350*

CROSSING

o

I

p p

o

S S A

I I

M T E E 0 0 0 LESS THAN 45 136 THRU 180 REFERENCE ---p------ __ ••• _------------------------------ ._ __ .-----------------------------.""."

COURSE

I 0

0 0 S LESS THAN 45 136 THRU 180 ~ A p M 0

E s

I

0 0 45 THRU 135 I T E

I

CROSSING

135:'f;

•

I

I

FIG 1-2-1 1-2-2. COURSE DEFINITIONS

b. CROSSING COURSES are intersecting courses

I

whose angular difference is 45 through 135 degrees in-

The following definitions shall be used in the applica-

clusive. (See FIG 1-2-1.)

tion of the separation criteria in this order.

NOTE-

c. OPPOSITE/RECIPROCAL COURSES are

I

The term "protected airspace, " as used in this paragraph, courses whose protected airspaces are coincident, is the airspace equal to one half the required applicable

overlap, or intersect and whose angular difference is

lateral separation on either side of an aircraft along its 136 through 180 degrees inclusive.

I

projected flight path. If the protected airspace of two air-

(See FIG 1-2-1.)

craft does not overlap, applicable lateral separation is ensured.

I

a. SAME COURSES are courses whose protected air-

1-2-3. NOTES

spaces are coincident, overlap, or intersect and whose

Statements of fact, or of a prefatory or explanatory na- angular difference is less than 45 degrees.

ture relating to directive material, are set forth as notes. (See FIG 1-2-1.)

1-2-2 Terms of Reference 711O.65L eRG 1 8/13/98

:1

1-2-4. REFERENCES NOTE- The use of the exact text contained in an example not pre- As used in this order, references direct attention to an ceded with specific prescribed phraseology is not manda- additional or supporting source of information such as tory. However, the words and/or phrases are expected, to FAA,NWS, andotheragencies'orders, directives, no- the extent practical, to approximate those used in the ex- tices, CFR's, and Advisory Circulars (AC's).

ample.

1-2-6. ABBREVIATIONS 1-2-5. ANNOTATIONS

I

As used in this manual, the following abbreviations Revised, reprinted, or new pages are marked as follows: have the meanings indicated. (See TBL 1- 2-1.)

a. The change number and the effective date are FAA Order 7110.65 Abbreviations printed on each revised or additional page.

Abbreviation Meaning b. A page that does not require a change is reprinted NA .......... Air-to-Air in its original form.

I

AAL ......... Above aerodrome level c. Bold vertical lines in the margin of changed pages AAR ......... Airport acceptance rate indicate the location of substantive revisions to the or- AAT ......... Office of Air Traffic

I

der. Bold vertical lines adjacent to the title of a chapter, AAT-l .......

Director of Air Traffic section, or paragraph means that extensive changes ABM ......... Abeam have been made to that chapter, section, or paragraph. ABN ......... Aerodrome beacon I ..........

AC Advisory Circular d. Paragraphs/sections annotated with EN ROUTE or ACC ......... Area Control Center TERMINAL are only to be applied by the designated ACCID ....... Notification of an aircraft accident type facility. When they are not so designated, the para- ACLS ........ Automatic Carrier Landing System

I

graphs/sections apply to both types of facilities (en

ACP ......... Area Command Post

route and terminal).

ADC ......... Aerospace Defense Command ADIZ ........

Air defense identification zone (to be pronounced e. The annotation, USAF for the U.S. Air Force, USN "AY DIZ")

for the U.S. Navy, and USA for the U.S. Army denotes

ADI .........

Adjacent

•

that the procedure immediately following the annota- ADR ......... Advisory route tion applies only to the designated service.

I

ADZ ......... Advise REFERENCE· ADZY ........ Advisory FAAO 7110.65, MIliTARYPROCEDURES, Para 2-1-12.

.........

AID Airport/Facility Directory f. WAKE TURBULENCE APPLICATION inserted AFl .......... lCAO African Indian Ocean Region

I

within a paragraph means that the remaining informa- AFlL ......... Flight plan filed in the air tion in the paragraph requires the application of wake AFlS .........

Aerodrome flight information service turbulence procedures.

AFM ......... Yes or affirm or affirmative or that is correct

I

.........

AIM Aeronautical Information Manual g. The annotation PHRASEOLOGY denotes the AlP .......... Aeronautical Information Publication prescribed words and/or phrases to be used in com- AIREP ....... Air report munications.

I

AIRMET ......

Airmen's meteorological information NOTE- ALERFA ...... Alert Phase code (Alerting Service) Controllers may, after first using the prescribed phraseol- ALNOT ...... Alert notice ogy for a specific procedure, rephrase the message to en-

I

ALS .........

Approach light system sure the content is understood. Good judgement shall be ALTRV ....... Altitude reservation exercised when using nonstandard phraseology.

AMB ........

Ambiguity -A disparity greater than 2 miles exists between the position declared for a target by h. The annotation EXAMPLE provides a sample of

I

ARTS and another facility's computer declared the way the prescribed phraseology associated with position during interfacility handoff

the preceding paragraph(s) will be used. If the preced-

AMS .........

Aeronautical mobile service ing paragraph(s) does (do) not include specific pre- AMSL ........ Above mean sea level scribed phraseology, the EXAMPLE merely denotes AMVER ......

Automated Mutual Assistance Vessel Rescue System suggested words and/or phrases that may be used in ANG .........

communications. Air National Guard Termsof Reference 1-2-3

1-

7110.65L CHG 2 1/28/99 CMB .........

ANS ......... Answer Climb APREQ ....... Approval request CMPL ........ Completion or completed or complete .......... Atlantic Route CNL ......... Cancellation AR ARAC ........ Radar approach control facility (USA) CNLFP ....... Cancel flight plan ARCP ........ Air refueling control point CNS ......... Continuous AroNC ....... Aeronautical Radio Incorporated COM ......... Communications ARIP ......... Air refueling initial point CONC ........ Concrete ARS ......... Air Traffic System Requirements Service COP . ...... ". Changeover point

I

ARSR ........ Air route surveillance radar CPL .......... Current Flight Plan ARTCC ....... Air route traffic control center · . . . . . . . . Control Area CTA

1-

ASD .... I···. Aircraft situation display CVFP . ....... Charted Vllmal Flight Procedure ASDE ........ Airport surface detection equipment CWA ......... Center Weather Advisory ASP .......... Arrival sequencing program DARC ........ Direct Access Radar Channel

ASR . . . . . . . . . Airport surveillance radar

1-

DETRESFA . .. Distress Phase code (Alerting Service) ATA ........ . Air Traffic Airspace Management Program DF ........... Direction finder ......... Air traffic control ATC DH • •••• II ••• Decision height ATCAA ....... ATC assigned airspace DMAAC ...... Defense Mapping Agency Aerospace Center

I

Air traffic control radar beacon system ATCRBS ......

DMAHC ...... Defense Mapping Agency Hydrographic Center ATCSCC ...... Air Traffic Control System Command Center DME ......... Distance measuring equipment compatible with TACAN Airport traffic control tower ATCT ... " ....

DOE ......... Department of Energy AID ......... Actual time of departure

I

DP ........... Instrument Departure Procedure Automatic terminal information service ATIS .........

.......... Dead Reckoning DR A'ID .. ....... Air Traffic Operations Program DSP .......... Departure sequencing program ATPAC ....... Air Traffic Procedures Advisory Committee

I

. ........ Display System Replacement DSR ATS .......... Air Traffic Service DVFR ........ Defense Visual Flight Rules Air Traffic Resource Management Program ATX o •••••••• AVSNFO ...... Aviation Standards National Field Office EASL ........ Existing Automation Service Level EB ........... Eastbound BASE ........ Cloud base

••

ECM ......... Electronic counter measure .......... Bahama Route BR EDARC . ..... Enhanced Direct Access Radar Channel CACT ........ Civil air carrier turbojet

I

EET .......... Estimated elapsed time CAR ......... ICAO Caribbean Region . ....... En route flight advisory service EFAS .CARCAH ..... Chief, Aerial Reconnaissance Coordination, All Hurricanes EFC .......... Expect further clearance CARP ........ Central Altitude Reservation Function EFlS ......... Electronic Flight Information System

I

CAT ......... Clear air turbulence EFlS . ........ Electronic Flight Instrument System .. - ... Visibility, cloud and present weather better than En Route flow management CAVOC EFM • ••• + • ~ •• prescribed values or conditions (to be pronounced EHF ......... Extremely high frequency [30,000 to 300,000

I

"KAV OH KAY") MHz] Regional Communications Control Center CCC .........

ELBA ........ Emergency location beacon aircraft CELNAV .... . Celestial navigation training ELT .......... Emergency locator transmitter CENPAC ...... Central North Pacific

I

....... Emergency obstruction video map EOVM Center Radar ARTS Presentation CENRAP .... .

ESL .......... Emergency Service Level CEP .......... Central East Pacjfic ESP .......... En Route spacing program

•

CERAP ....... Combined CenterlRAPCON

Estimated time of arrival I

ETA · ........

Title 14 of the Code of Federal Regulations, CPR . o. 0 ••••• EUR ......... ICAO European Region (parts 1-199) FAA . ........ Federal Aviation Administration Central flow weather service unit meteorologist CFWSUM .....

FAAO ........ FAA Order

I

.......... Channel CH FDEP . ....... Flight data entry and printout Modification (message type designator) CHG .........

FDIO ......... Flight Data Input/Output CI ........... Cirrus FIFO ......... Flight Inspection Field Office Near or over large towns CIT ..........

FlR .......... Flight information region CIV .......... Civil FL ........... Flight level CM .......... Centimeter Terms of Reference 1-2-4

I

711O.65L CHG 2

--I

1/28/99 FLIP .........

Hight Information Publication MCA ......... Minimum crossing altitude FLy .......... Flyor:t1ying MO . ........ Mode C Intruder MDA ......... Minimum descent altitude FM .......... From MDM ........ Main Display Monitor .........

FMS Hight Management System FMSP ........ Hight Management System Procedure MEA ......... Minimum en route (IFR) altitude FNA ......... Final approach .........

MIA Minimum IFR altitude FPL ..........

Filed :flight plan (message type designator) MID/ASIA .... ICAO Middle East/Asia Region

I

FRC ......... Full route clearance necessary MIRL ........ Medium intensity runway lights FRONT ..... ,.

Front (relating to weather) MIT .......... Miles in trail FSDO .. ...... Hight Standards District Office ........

MI1D Minimum interval takeoff

I

FSL .......... Full Service Level MLS ......... Microwave Landing System FSS ..........

Flight Service Station 100S ........ Minimum Navigation Performance Specifications

•

FW/SVFR ..... Fixed Wing Special Visual Hight Rules . ..... Minimum Navigation Performance Specification 100SA Airspace GCA ......... Ground controlled approach

I

MNT ......... Monitor or monitoring or monitored GEN .........

General .......

MNTN Maintain GEO ......... Geographic of true MOA ......... Military operations area GLD ......... Glider MOC ......... Minimum obstacle clearance (required) GND ......... Ground .......

MOCA Minimum obstruction clearance altitude GNDCK ...... Ground check MOD ......... Moderate (used to qualify icing, turbulence, GNSS ........

Global Navigation Satellite System interference or static reports)

I

GP ........... Glide path MRA ......... Minimum reception altitude GPS ..........

Global Positioning System MSAW ....... Minimum Safe Altitude Warning GR .......... Hail or soft hail MSL ......... Mean sea level

I

GRAnD ......

Gradual or gradually M11 .......... Moving target indicator mRL .........

High intensity runway lights MTR ......... Military training route ICAO ..... ... International Civil Aviation Organization MVA ......... Minimum vectoring altitude IDENT .......

Aircraft identification NADIN ....... National Airspace Data Interchange Network IFIM ......... International Flight Information Manual NAM .........

ICAO North American Region

•

IFR .......... Instrument flight rules NAR ......... North American Route .........

I IFSS International flight service station

NAS . ........

National Airspace System ..........

ILS Instrument Landing System NAT . ........ ICAO North Atlantic Region .........

IMC Instrument Meteorological Conditions . ........

NAT No ARTS tracked INCERFA ..... Uncertainty Phase code (Alerting Service)

I

NBCAP ....... National Beacon Code Allocation Plan INF ..........

Inland Navigation Facility NDB .........

Nondirectional radio beacon INREQ ....... Information request NHOP ........ National Hurricane Operations Plan INS ..........

Inertial Navigation System NM .......... Nautical Mile

I

IR ........... IFR military training route NOAA . -, .... National Oceanic and Atmospheric Administra- JAID ......... Jet assisted takeoff tion NOPAC .......

North Pacific LARSO ....... Land and Hold Short Operations

I

NORAD ...... North American Aerospace Defense Command ......

LAWRS Limited aviation weather reporting station NOS .........

LLWAS ....... National Ocean Service Low level wind shear alert system NOTAM ......

Notice to Airmen I.bdF ......... Low/medium frequency

I

NRP ......... National Route Program ......

LORAN Long Range Navigation System NWS .........

National Weather Service LID ......... Along Track Distance NWSOP ...... National Winter Storm Operations Plan Mach .........

Mach Number .........

I NIZ No transgression zone

MALS ........

Medium intensity approach light system OALT ........ Operational acceptable levels of traffic MALSR ...... Medium approach light system with runway alignment indicator lights ODALS .......

Omnidirectional approach lighting system MAP .........

Missed approach point ODAPS ....... Oceanic Display and Planning System MARSA ...... Military authority assumes responsibility for ONER ........

Oceanic Navigational Error Report separation of aircraft

Terms of Reference

1-2-5

I

7110.65L CHG 2 1/28/99 SFO .......... Simulated flameout OROCA ...... Off Route Obstruction Clearance Altitude SIGMET ...... Significant meteorological information OSIC ......... Operations Supervisor-in-Charge STAR . ....... Standard terminal arrival OTR ......... Oceanic Transition Route

•

STARS ....... Standard Terminal Automation Replacement OTS ......... Organized Track System System

I PAC ......... ICAO Pacific Region

STMC ........ Supervisory traffic management coordinator PAR ......... Precision approach radar STMP ........ Sector traffic management program .........

PAR Preferred arrival route

I

STOL ........ Short takeoff and landing PBCT ....... . Proposed Boundary Crossing Time STR .......... Strategic Training Range P/CG .........

Pilot/Controller Glossary SURPIC . ..... Surface Picture PDAR ........ Preferential departure arrival route ' ........ Special Visual Flight Rules SVFR

I

........ .

PDR Preferential departure route SWAP ........ Severe weather avoidance plan PIDP ......... Programmable Indicator Data Processor . ........ Terminal Arrival Area TAA PO ...........

Dust devils TACAN ....... TACAN.UHF navigational aid (omnidirectional POB .. , ...... Persons on board

I

course and distance information) ..........

PPI Plan position indicator TCAS ........ Traffic Alert and Collision Avoidance System PPR .......... Prior permission required Term ........ Tower Cab Digital Display PTS .......... Polar Track Structure

I

TCP .......... Terminal Controller Position PVD ......... Plan View Display TCW ......... Terminal. Controller Workstation RAC ......... Department of Energy special flight TDW ......... Tower Display Workstation

I

RAIL ......... Runway alignment indicator lights

I TDZL ........ Touchdown zone light system

..... Radar approach control facility (USAF) RAPCON TMC ......... Traffic management coordinator RATCF ....... Radar air traffic control facility (USN) TMCIC ....... Traffic management coordinator in charge ......... Radar bomb scoring RBS TMU ......... Traffic management unit

I

RCC ......... Rescue Coordination Center TRACAB ..... Terminal radar approach control in tower cab RCLS ........ Runway centerline system TRACON • • to. Terminal radar approach control ......... Runway condition reading RCR TRSA ........ Terminal radar service area RE ........... Recent (used to qualify weather phenomena such UHF ......... Ultra high frequency as rain, e.g. recent rain '" RERA) ......... United States Army

• USA

REC ...... ... Receive or receiver USAF ........ United States Air Force REDL ........ Runway edge light(s)

I

. ........ United States Navy USN REF .......... Reference to...or refer to...

UTC . ........ Coordinated Universal Time REIL ......... Runway end identifier lights UTM ......... Unsuccessful transmission message Right (direction of tum) RIlE .........

I

o •••••••• VSCS Console Equipment RL ........... Report leaving VCE VFR ......... Visual flight rules RLA ......... Relay to • •••••• 0. Very High Frequency RLLS ........ Runway lead in lighting system VHF

I .. , ...... Very Low Frequency RMK ......... Remark

VLF Visual Meteorological Conditions RNAV ........ Area Navigation VMC .........

VOR ......... VHF navigational aid (omnidirectional course RNG ......... Radio range information) ROBEX ..... - Regional OPMET bulletin exchange (scheme)

I

Collocated VOR and DME navigational aids VORDME ....

........

RRTE Reroute (VHF course and UHF distance information) ......... Runway visual range RVR VORTAC ..... Collocated VOR and TACAN navigation aids Reduced Vertical Separation Minimum RVSM ........

(VHF and UHF course and UHF distance

I

information) RVV ......... Runway visibility value VFR military training route VR ..........

ICAO South American Region SAM .........

VSCS ........ Voice Switching and Control System ....... .. Search and rescue SAR

I

WATRS ....... West Atlantic Route System Standards and Recommended Practices (lCAO) SARPS •. Of.·· Weather Service Forecast Office WSFO ........ SC ........... Stratocumulus ........ Weather Service Office SELCAL ...... Selective calling system WSO Single frequency approach SFA ..........

TBLl-2-1 Terms of Reference 1-2-6

I

2/26/98 7110.65L

I

Chapter 2. GENERAL CONTROL

Section 1. GENERAL

REFERENCE· 2-1-1. ATC SERVICE FAAO 7110.65, SAFETY ALERT, Para 2-1-6.

FAAO 7110.65, EMERGENCIES, Chapter 10.

I

The primary purpose of the ATC system is to prevent FAAO 7110.65, MERGING TARGET PROCEDURES, Para 5-1-8.

a collision between aircraft operating in the system and to organize and expedite the flow of traffic. In 2-1-2. DUTY PRIORITY

I addition to its primary function, the ATC system has

the capability to provide (with certain limitations) a. Give first priority to separating aircraft and issuing additional services. The ability to provide additional safety alerts as required in this order. Good judgment services is limited by many factors, such as the vol- shall be used in prioritizing all other provisions of this

I

ume of traffic, frequency congestion, quality of radar, order based on the requirements of the situation at hand.

controller workload, higher priority duties, and the REFERENCE· pure physical inability to scan and detect those situa- FAAO 7110.65, SAFETY ALERT, Para 2-1-6.

I

tions that fall in this category. It is recognized that NOTE- these services cannot be provided in cases in which Because there are many variables involved, it is virtually the provision of services is precluded by the above impossible to develop a standard list of duty priorities that

I

factors. Consistent with the aforementioned condi- would apply uniformly to every conceivable situation.

tions, controllers shall provide additional service pro- Each set of circumstances must be evaluated on its own merit, and when more than one action is required, control- cedures to the extent permitted by higher priority du-

I

lers shall exercise their best judgment based on the facts ties and other circumstances. The provision of and circumstances known to them. That action which is additional services is not optional on the part of the most critical from a safety standpoint is performed first.

controller, but rather is required when the work situa- tion permits. Provide air traffic control service in ac- b. Provide additional services to the extent possible, cordance with the procedures and minima in this or- contingent only upon higher priority duties and other

•

der except when: factors including limitations of radar, volume of traffic, I frequency congestion, and workload.

a. A deviation is necessary to conform with ICAO Documents, National Rules of the Air, or special 2-1-3. PROCEDURAL PREFERENCE agreements where the United States provides air traf-

I

fic control service in airspace outside the United a. Use automation procedures in preference to non- States and its possessions or: automation procedures when workload, communica- tions, and equipment capabilities permit.

NOTE-

I

Pilots are required to abide by CFR's or other applicable b. Use radar separation in preference to nonradar sep- regulations regardless of the application of any procedure aration when it will be to an operational advantage and or minima in this order.

I workload, communications, and equipment permit.

b. Other procedures/minima are prescribed in a let- c. Use nonradar separation in preference to radar sep- ter of agreement, FAA directive, or a military docu- aration when the situation dictates that an operational ment, or:

I

advantage will be gained.

NOTE- NOTE- These procedures may include altitude reservations, air One situation may be where vertical separation would I refueling, fighter interceptor operations, law enforcement, preclude excessive vectoring.

etc.

REFERENCE· 2-1-4. OPERATIONAL PRIORITY FAAO 7110.65, PROCEDURAL1EITERS OF AGREEMENT, Para 1-1-8.

Provide air traffic control service to aircraft on a "first c. A deviation is necessary to assist an aircraft when come, first served" basis as circumstances permit, ex- an emergency has been declared.

cept the following: General 2-1-1

I

8/13/98 711O.65L CHG 1

I

NOTE- the remarks section of the flight plan or in air/ground It is solely the pilot's prerogative to cancel an IFR flight communications.

plan. However, a pilot's retention of an IFR flight plan NOTE- does not afford priority over VFR aircraft. For example, The term "NAOC" will not be a part of the call sign but this does not preclude the requirement for the pilot of an may be used when the aircraft is airborne to indicate a arriving IFR aircraft to adjust his flight path, as neces- request for special handling.

sary, to enter a traffic pattern in sequence with arriving REFERENCE- VFR aircraft.

FAAO 7610.4, APPIJCATIONS, Para 12-1. I

a. An aircraft in distress has the right of way over all g. Provide expeditious handling for any civil or mili- other air traffic.

tary aircraft using the code name "FLYNET."

I

REFERENCE· REFERENCE· CFRPART91. 113 (c).

FAAO 7110.65, FLYNEr,Para 9-3-6.

FAAO 7610.4, "FLYNEI" FIJGHTS,NUCLEAREMERGENCY TEAMS, b. Provide priority to civilian air ambulance flights Para 12-41.

I

"LIFEGUARD". Air carrier/taxi usage of the h. Provide expeditious handling of aircraft using the "LIFEGUARD" call sign, indicates that operational code name "Garden Plot" only when CARF notifies priority is requested. When verbally requested, pro- you that such priority is authorized. Refer any questions vide priority to military air evacuation flights (AIR

I

regarding flight procedures to CARF for resolution.

EVAC, MED EVAC) and scheduled air carrier/air taxi NOTE- flights. Assist the pilots of air ambulance/evacuation Garden Plot flights require priority movement and are aircraft to avoid areas of significant weather and tur-

I

coordinated by the military with CARP. State authority bulent conditions. When requested by a pilot, provide will contact the Regional Director to arrange for priority notifications to expedite ground handling of patients, of National Guard troop movements within a particular vital organs, or urgently needed medical materials.

state.

I

I, Provide special handling for USAF aircraft en- c. Provide maximum assistance to SAR aircraft per- gaged in aerial sampling missions using the code name forming a SAR mission.

"SAMP".

REFERENCE· REFERENCE- FAAO 7110.65, PROVIDING ASSISTANCE, Para 10-1-3.

•

FAAO 7110.65, SAMp, Para 9-3-14.

FAAO 72103, ATMOSPHERE SAMPIJNGFOR NUCLEAR CONTAMI- d. Expedite the movement of presidential aircraft and

I

NATION, Para 5-3-4.

I

entourage and any rescue support aircraft as well as re- FAAO 7610.4, ATMOSPHERIC SAMPIJNGFOR NUCLEAR CONTAMI- lated control messages when traffic conditions and NATION, Para 12-43.

communications facilities permit.

j. Provide maximum assistance to expedite the

I

movement of interceptor aircraft on active air defense NOTE- As used herein the terms presidential aircraft and entou- missions until the unknown aircraft is identified.

rage include aircraft and entourage of the President, Vice k, Expedite movement of Special Air Mission air-

I

President, or other public figures when designated by the craft when SCOOT is indicated in the remarks sec- White House.

tion of the flight plan or in air/ground communica- REFERENCE· tions.

FAAO 7110.65, AlRCRAFT IDENTIFICATION, Para 2-4-20.

I

• FAAO 72103, ADVANCE COORDINATION, Para 5 -1-1.

NOTE- The term "SCOOT" will not be part of the call sign but e. Provide special handling, as required to expedite may be used when the aircraft is airborne to indicate a Flight Check aircraft.

I

request for special handling.

NOTE- REFERENCE- It is recognized that unexpected wind conditions, weather, FAAO 7110.65, LAWENFORCEMENT OPERATIONS BY CIVILAND

MILlTARYORGANIZATIONS, Para 9-3-9. I

or heavy traffic flows may affect controller's ability to FAAO 7610.4, APPIJCATIONS, Para 12-71.

provide priority or special handling at the specific time requested.

l. When requested, provide priority handling to TEAL and NOAA mission aircraft.

REFERENCE- FAAO 7110.65, FLIGHTCHECKAlRCRAFT, Para 9-1-3.

NOTE- f. Expedite movement of NIGHT WATCH aircraft Priority handling may be requested by the pilot, or via telephone from CARCAH or the 53rd Weather Reconnais- when NAOC (pronounced NA- YOCK) is indicated in General 2-1-2

I

7110.65L CHG 3 7/15/99 issuance of further alerts. Do not assume that because sance Squadron (53WRS) operations center personnel, or in the remarks section of the flight plan. someone else has responsibility for the aircraft that the unsafe situation has been observed and the safety alert REFERENCE· FAAO 7110.65, WEATHER RECONNAISSANCE FUGHTS, Para 9-3-16.

issued; inform the appropriate controller.

ID. IFR aircraft shall have priority over SVFR air- NOTE- craft. [I] The issuance of a safety alert is a first priority (see para 2-1-2, DUTYPRIORITY) once the controller observes REFERENCE· and recognizes a situation of unsafe aircraft proximity to FAAO 7110.65, Chapter 7, Section 5. SPECIALVFR (SVFR).

I

terrain, obstacles, or other aircraft. Conditions, such as n. Providing priority and special handling to expe- workload, traffic volume, the quality/limitations of the radar dite the movement of OPEN SKIES observation and system, and the available lead time to react are factors in I demonstration flights.

determining whether it is reasonable for the controller to observe and recognize such situations. While a controller NOTE- cannot see immediately the development of every situation An Open Skies aircraft has priority over all "regular" air where a safety alert must be issued, the controller must traffic. "Regular" is defined as all aircraft traffic other

I

remain vigilant for such situations and issue a safety alert than: when the situation is recognized.

1. Emergencies.

2. Aircraft directly involved in presidential movement.

I

[II Recognition of situations of unsafe proximity may result 3. Forces or activities in actual combat.

from MSAW/E-MSAW/LAAS, automatic altitude readouts, 4. Lifeguard, MED EVAC, AIR EVAC and active SAR Conflict/Mode C Intruder Alert, observations on a PAR missions.

scope, or pilot reports.

I

REFERENCE· FAAO 7110.65OPENSKIES TREAlY AIRCRAFT, Para 9-3-19.

[ID Once the alert is issued, it is solely the pilot'sprerogative FAAO 7210.3, OPENSKIES TREA1Y AIRCRAFT, Para 5 -3-7.

TREAlY ON OPENSKIES, TREA1Y DOCUMENT, 102-37.

to determine what course of action, if any, will be taken.

I

o, Aircraft operating under the National Route Pro- , a. Terrain/Obstruction Alert - Immediately issue/ ini- gram are not subject to route limiting restrictions (e.g.

tiate an alert to an aircraft if you are aware the aircraft published preferred IFR routes, letter of agreement re- is at an altitude which, in your judgment, places it in quirements, standard operating procedures).

unsafe proximity to terrain/obstructions. Issue the alert as follows: REFERENCE-

•

FAAO 7110.65, EN ROUTE DAn ENTRIES, Para 2-3 -2.

PHRASEOLOGY- FAAO 7110.65, NATIONAL ROUTEPROGRAM (NRP) INFORMATION,

I

Para 2-2-15. (Identification) LOW ALTITUDE ALERT, FAAO 7110.65, ROUTE ORALT/TUDEAMENDMENTS, Para 4-2-5.

FAAO 7210.3,Chapter 17, Section 17, NATIONAL ROUTE PROGRAM.

CHECK YOUR ALTITUDE IMMEDIATELY.

I

2-1-5. EXPEDITIOUS COMPLIANCE THE (as appropriate) MEA/MVA/MOCA/MIA IN YOUR AREA IS (altitude), a. Use the word "immediately" only when expedi-

I

tious compliance is required to avoid an imminent or if an aircraft is past the final approach fix (nonprecision situation.

approach), b. Use the word "expedite" only when ,prompt

I

or the outer marker, compliance is required to avoid the development of an imminent situation.

or the fix used in lieu of the outer marker (precision approach),

I c. In either case, if time permits, include the reason

for this action.

and, if known, issue

I

2-1-6. SAFETY ALERT THE (as appropriate) MDA/DH IS (altitude).

b. Aircraft Conflict/Mode C Intruder Alert- Immedi- Issue a safety alert to an aircraft if you are aware the air- ately issue/initiate an alert to an aircraft if you are aware craft is in a position/attitude which, in your judgment,

I

of another aircraft at an altitude which you believe places it in unsafe proximity to terrain, obstructions, or places them in unsafe proximity. If feasible, offer the other aircraft. Once the pilot informs you action is being ,.

pilot an alternate course of action.

taken to resolve the situation, you may discontinue the 2-1-3 General

I

711O.65L eRG 3 7/15/99

I"

c. When an alternate course of action is given, end the NOTE- transmission with the word "immediately."

Use of the term "minimum fuel" indicates recognition by a pilot that his/herfuel supply has reached a state where, upon PHRASEOLOGY- reaching destination, he/she cannot accept any undue delay.

(Identification) TRAFF/CALERT (position of traffic if time This is not an emergency situation but merely an advisory permits), that indicates an emergency situation is possible should any undue delay occur.A minimum fuel advisory does not imply ADVISE YOU TURN LEFT/RIGHT (specific heading, if a needfor traffic priority. Common sense and goodjudgment appropriate),

will determine the extent of assistance to be given in I

minimum fuel situations. If, at any time, the remaining and/or usable fuel supply suggests the need for traffic priority to ensure a safe landing, the pilot should declare an emergency

I

CLIMB/DESCEND (specific altitude if appropriate) and report fuel remaining in minutes.

IMMEDIATELY.

REFERENCE- FAAO 7110.65, CONFLICT ALERT (CA)AND MODE C INTRUDER 2-1-9. REPORTING ESSENTIAL FLIGHT (MCI) ALERT, Para 5-14-1.

INFORMATION FAAO 7110.65, EN ROUTE MINIMUM SAFE ALTITUDE WARNING (E-MSAW), Para 5-14-2.

Report as soon as possible to the appropriate FSS, air- FAAO 7110.65, CA/MCI, Para 5-15-6.

I

port manager's office, ARTCC, approach control facil- • FAAO 7110.65,AL11TUDEFILTERS,Para5-2-23.

ity, operations office, or military operations office any information concerning components of the NAS or any 2-1-7.INFLIGHT EQUIPMENT MALFUNCTIONS flight conditions which may have an adverse effect on

I

air safety.

a. When a pilot reports an inflight equipment mal- NOTE- function, determine the nature and extent of any special

I

FSS's are responsible for classifying and disseminating handling desired.

Notices to Airmen.

NOTE- REFERENCE- In-flight equipment malfunctions include partial or FAAO 7110.65, TIMELYINFORMATION, Para 3-3-3.

complete failure of equipment which may affect either safety FAAO 7110.65, SERVICE LIMITATIONS, Para 5-1-6.

and/or the ability of the flight to proceed under IFR in the FAAO 7210.3, PERIODIC MAINTENANCE, Para 3 -1-2.

•

USN, SEE OPNAVINST 3721.30.

ATC system. Controllers may expect reports from pilots regarding VOR, TACAN, ADF, GPS, or low frequency

I

navigation receivers, impairment of air-ground communica- 2-1-10. NAVAIO MALFUNCTIONS tions capability, or other equipment deemed appropriate by the pilot (e.g. airborne weather radar). Pilots should a. When an aircraft reports a ground-based NAVAID

I

communicate the nature and extent of any assistance desired malfunction, take the following actions: fromATC.

1. Request a report from a second aircraft.

b. Provide the maximum assistance possible consis-

I

tent with equipment, workload, and any special han- 2. If the second aircraft reports normal operations, dling requested.

continue use and inform the first aircraft. Record the in- cident on FAA Form 7230-4 or appropriate military

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c. Relay to other controllers or facilities who will form.

subsequently handle the aircraft, all pertinent details concerning the aircraft and any special handling re- 3. If the second aircraft confirms the malfunction quired or being provided.

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or in the absence of a second aircraft report, activate the standby equipment or request the monitor facility to ac- tivate.

2-1-8. MINIMUM FUEL

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4. If normal operation is reported after the standby If an aircraft declares a state of "minimum fuel," equipment is activated, continue use, record the inci- inform any facility to whom control jurisdiction is dent on FAA Form 7230-4 or appropriate military

I

transferred of the minimum fuel problem and be alert form, and notify Airway Facilities (AF) personnel (the for any occurrence which might delay the aircraft en Systems Engineer of the ARTCC when an en route aid route.

is involved).

II

2-1-4 General

I

711O.65L eRG 2

I

b. ATC facilities do not invoke or deny MARSA.

• 5. If continued malfunction is reported after the Their sole responsibility concerning the use of MAR- standby equipment is activated or the standby equip- SA is to provide separation between military aircraft ment cannot be activated, inform AF personnel and re- engaged in MARSA operations and other nonpartici- quest advice on whether or not the aid should be shut pating IFR aircraft.

down. In the absence of a second aircraft report, advise the AF personnel of the time of the initial aircraft report c. DOD shall ensure that military pilots requesting and the estimated time a second aircraft report could be special-use airspace/ATCAA's have coordinated with obtained.

I

the scheduling agency, have obtained approval for entry, and are familiar with the appropriate MARSA b. When an aircraft reports a GPS/GNSS anomaly, procedures. ATC is not responsible for determining request the following information and/or take the fol-

I

which military aircraft are authorized to enter special- lowing actions: use airspace/ATCAA's.

1. Date and time of the occurrence.

REFERENCE- FAAQ 7110.65, MILITARYAERIAL REFUELING, Para 9-3 -1 o.

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2. Location of anomaly.

2-1-12. MILITARY PROCEDURES 3. Altitude.

I

Military procedures in the form of additions, modifica- 4. Aircraft type and call sign.

tions, and exceptions to the basic FAA procedure are prescribed herein when a common procedure has not 5. GPS receiver (make and model) or FMS that

I

been attained or to fulfill a specific requirement. They uses GPS sensors.

shall be applied by: 6. Aircraft attitude.

a. ATC facilities operated by that military service.

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7. Other information.

EXAMPLE- OJ An Air Force facility providing service for an Air 8. Attempt to identify other GPS aircraft in the area

I

Force base would apply USAF procedures to all traffic experiencing the anomaly.

regardless of class.

9. Forward this information to the local AF person- •

[2] A Navy facility providing service for a Naval Air Sta- nel.

•

tion would apply USN procedures to all traffic regardless

I

of class.

10. Broadcast the anomaly report to other aircraft as necessary.

b. ATC facilities, regardless of their parent organiza-

•

I

tion (FAA, USAF, USN, USA), supporting a desig- NOTE- nated military airport exclusively. This designation de- 1-4 are considered essential information. Obtain 5-7 termines which military procedures are to be applied.

whenever possible. Actions 8-10 are mandatory.

I

I

EXAMPLE- OJ An FAA facility supports a USAF base exclusively; 2-1-11. USE OF MARSA USAF procedures are applied to all traffic at that base.

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a. MARSA may only be applied to military opera- [2] An FAA facility provides approach control service for a tions specified in a letter of agreement or other appropri- Naval Air Station as well as supporting a civil airport; ate FAA or military document.

basic FAA procedures are applied at both locations by the

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FAA facility.

NOTE· Application of MARSA is a military command prerogative.

Q] A USAF facility supports a USAF base and provides It will not be invoked indiscriminately by individual units approach control service to a satellite civilian airport;

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or pilots. It will be used only for IFR operations requiring USAF procedures are applied at both locations by the ' its use. Commands authorizing MARSA will ensure that its USAF facility.

implementation and terms of use are documented and REFERENCE· coordinated with the control agency having jurisdiction FAAO 7110.65, ANNOTATIONS, Para 1-2-5.

over the area in which the operations are conducted.

c. Other ATC facilities when specified in a letter of Terms of use will assign responsibility and provide for separation among participating aircraft.

agreement.

2-1-5 General

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7110.65L CHG 2 1/28/99

I

EXAMPLE- lers listed in subparas b.l., 2., and 3., whose area ofju- A USAF unit is using a civil airport supported by an FAA risdiction is affected by those instructions unless other- facility- USAF procedures will be applied as specified in wise specified by a letter of agreement or a facility a letter of agreement between the unit and the FAA facility directive.

to the aircraft of the USAF unit. Basic FAA procedures REFERENCE· will be applied to all other aircraft.

FAAO 7110.65, CONTROL TRANSFER, Para 2-1-15.

FAAO 7110.65, ADJACENT AIRSPACE, Para 5 -5 -9.

FAAO 7110.65, TRANSFERRING CONTROLLER HANDOFF, 2-1-13. FORMATION FLIGHTS Para 5-4-5.

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FAAO 7110.65, RECEIVING CONTROLLERHANDOFF, Para 5-4-6.

Control formation flights as a single aircraft. When in- dividual control is requested, issue advisory informa- 2-1-15. CONTROL TRANSFER tion which will assist the pilots in attaining separation.

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3. Transfer control of an aircraft in accordance with When pilot reports indicate separation has been estab- the following conditions: lished, issue control instructions as required.

1. At a prescribed or coordinated location, time, NOTE-

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fix, or altitude; or, IT] Separation responsibility between aircraft within the formation during transition to individual control rests with 2. At the time a radar handoff and frequency the pilots concerned until standard separation has been change to the receiving controller have been completed

I

attained.

and when authorized by a facility directive or letter of agreement which specifies the type and extent of con- [2] Formation join-up and breakaway will be conducted in trol that is transferred.

VFR weather conditions unless prior authorization has

I

REFERENCE· been obtained from ATe or individual control has been FAAO 7110.65, COORDINATE USE OF AIRSPACE, Para 2-1-14.

approved.

FAAO7110..65, TRANSFERRING CONTROLLERHANDOFF, Para 5-4-5.

REFERENCE·

I

FAAO 7110.65, RECEIVING CONTROLLER HANDOFF, Para 5-4-6.

FAAO 7110.65, ADDITIONAL SEE4RAT!ON FOR FORMATION FLIGHTS, Para 5-5-7.

b. Transfer control of an aircraft only after eliminat- P/CG TERM- FORMATION FLIGHT.

ing any potential conflict with other aircraft for which you have separation responsibility.

2-1-14. COORDINATE USE OF AIRSPACE c. Assume control of an aircraft only after it is in your

•

3. Ensure that the necessary coordination has been area of jurisdiction unless specifically coordinated or as

accomplished before you allow an aircraft under your I

specified by letter of agreement or a facility directive.

control to enter another controller's area of jurisdiction.

2-1-16. SURFACE AREAS b. Before you issue control instructions directly or

3. Coordinate with the appropriate nonapproach con- I

relay through another source to an aircraft which is trol tower on an individual aircraft basis before issuing within another controller's area of jurisdiction that will a clearance which would require flight within a surface change that aircraft's heading, route, speed, or altitude, area for which the tower has responsibility unless other-

I

ensure that coordination has been accomplished with wise specified in a letter of agreement.

each of the controllers listed below whose area of juris- REFERENCE- diction is affected by those instructions unless other- FAAO 7210.3, LETTERSOF AGREEMENT, Para 4-3-1.

wise specified by a letter of agreement or a facility di- I

CFRPART 91.127, OPERATING ON OR IN THE VICINI1YOF AN AIRPORT IN CLASSE AIRSPACE.

rective: P/CG TERM- SURFACEAREA.

1. The controller within whose area of jurisdiction b. Coordinate with the appropriate control tower for

I

the control instructions will be issued.

transit authorization when you are providing radar traf- fic advisory service to an aircraft that will enter another 2. The controller receiving the transfer of control.

facility's airspace.

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3. Any intervening controller(s) through whose NOTE~ area of jurisdiction the aircraft will pass.

The pilot is not expected to obtain his own authorization through each area when in contact with a radar facility.

c. If you issue control instructions to an aircraft through a source other than another controller (e.g, c. Transfer communications to the appropriate fa- ARINC, FSS, another pilot) ensure that the necessary cility, if required, prior to operation within a surface coordination has been accomplished with any control- area for which the tower has responsibility.

2-1-6 General

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1/28/99 711O.65L eRG 2

I

REFERENCE- NOTE- FAAO 7110.65, RADIO COMMUNICAII0NS TRANSFER, Para 2~1~17.

AIM, para 5-3-1, ARTCC COMMUNICATIONS, informs FAAO 7110.65, SURFACE AREA RES1RlCTIONS, Para 3 -1-11.

pilots that they are expected to maintain a listening watch FAAO 7110.65, APPLICATION, Para 7-6-1.

CFR PART 91.129, OPERATIONS m CLASS D AIRSPACE. on the transferring controller's frequency until the time, fix, or altitude specified.

2-1-17. RADIO COMMUNICATIONS TRANSFER PHRASEOLOGY- a. Transfer radio communications before an aircraft CONTACT (facility name or location name and terminal

I

[unction), (frequency).

enters the receiving controller's area of jurisdiction un- less otherwise coordinated or specified by a letter of If required, agreement or a facility directive.

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AT (time, fIX, or altitude).

b. Transfer radio communications by specifying the following: e. In situations where an operational advantage will

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NOTE- be gained, and following coordination with the receiv- Radio communications transfer procedures may be speci- ing controller, you may instruct aircraft on the ground fied by a letter of agreement or contained in the route de- to monitor the receiving controller's frequency.

scription of an MTR as published in the DOD Planning

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AP/1B (AP/3).

EXAMPLE- "Monitor Tower."

1. The facility name or location name and terminal "Monitor Ground. " function to be contacted. TERMINAL: Omit the loca-

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"Monitor Ground Point Seven. " tion name when transferring communications to anoth- "Monitor Ground, One Two Zero Point Eight. " er controller within your facility; except when instruct- d. In situations where a sector has multiple frequen- ing the aircraft to change frequency for final approach

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cies or when sectors are combined using multiple fre- guidance include the name of the facility.

quencies and the aircraft will remain under your juris- 2. Frequency to use except the following may be diction, transfer radio communication by specifying the omitted: following: • (a) FSS frequency.

PHRASEOLOGY- (Identification) CHANGE TO.MY FREQUENCY (state

I

(b) Departure frequency if previously given or frequency).

published on a DP chart for the procedure issued.

EXAMPLE- (e) TERMINAL: "United two twenty-two change to my frequency one two

I

three point four. " (1) Ground or local control frequency if in REFERENCE· your opinion the pilot knows which frequency is in use.

AIM, CONTACT PROCEDURES, Para 4-2-3.

I

(2) The numbers preceding the decimal point e. Avoid issuing a frequency change to helicopters if the ground control frequency is in the 121 MHz band- known to be single-piloted during air-taxiing, hovering, width.

or low-level flight. Whenever possible, relay necessary

I

EXAMPLE- control instructions until the pilot is able to change fre- "Contact Tower. " quency.

"Contact Ground. "

I

NOTE· "Contact Ground Point Seven. " Most light helicopters are flown by one pilot and require "Contact Ground, One Two Zero Point Eight. " the constant use of both hands and feet to maintain con- "Contact Huntington Radio. " trol. Although Flight Control Friction Devices assist the

I "Contact Departure."

pilot, changing frequency near the ground could result in "Contact Los Angeles Center, One Two Three Point inadvertent ground contact and consequent loss of control.

Four."

Pilots are expected to advise ATC of their single-pilot sta- 3. Time, fix, altitude, or specifically when to tus if unable to comply with a frequency change.

contact a facility. You may omit this when com- REFERENCE- pliance is expected upon receipt.

AIM, COMMUNICATIONS, Para 4-3-14.

General 2-1-7

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7110.65L eHG 2 1/28/99

I

f. In situations where the controller does not want the 2-1-19. WAKE TURBULENCE pilot to change frequency but the pilot is expecting or a. Apply wake turbulence procedures to aircraft oper- may want a frequency change, use the following phrase- ating behind heavy jets/B757's and, where indicated, to ology.

small aircraft behind large aircraft.

PHRASEOLOGY- NOTE- REMAIN THIS FREQUENCY.

Para 5-5-3, MINIMA, specifies increased radar separation for small type aircraft landing behind large,

I

REFERENCE- heavy, or B757 aircraft because of the possible effects of FAAO 7110.65, CLEARANCE INFORMATION, Para 4-7-1.

wake turbulence.

FAAO 7110.65, COMMUNICATION TRANSFER, Para 5-12-8.

b. The separation minima shall continue to touch-

I

down for all IFR aircraft not making a visual ap- proach or maintaining visual separation.

2-1-18. OPERATIONAL REQUESTS REFERENCE·

I

FAAO 7110.65, APPROACH SEPARATION RESPONSIBIliTY, Respond to a request from another controller, a pilot or Para 5-9-5.

vehicle operator by one of the following verbal means: 2-1-20. WAKE TURBULENCE CAUTIONARY

I

a. Restate the request in complete or abbreviated ADVISORIES terms followed by the word "APPROVED." The a. Issue wake turbulence cautionary advisories and phraseology "APPROVED AS REQUESTED" may

I

the position, altitude if known, and direction of flight of be substituted in lieu of a lengthy read back.

the heavy jet or B757 to: PHRASEOLOGY- REFERENCE- AC 90-23, PILOTRESPONSIBIliTY,Para 12.

(Requested operation) APPROVED.

I

1. TERMINAL: VFR aircraft not being radar vec- or tored but are behind heavy jets or B757's.

APPROVED AS REQUESTED. 2. IFR aircraft that accept a visual approach or visual separation.

•

b. State restrictions followed by the word REFERENCE· "APPROVED."

I

FAAO 7110.65, VISUAL APPROACH, Para 7-4-1.

3. TERMINAL: VFR arriving aircraft that have PHRASEOLOGY- previously been radar vectored and the vectoring has (Restriction and/or additional instructions, requested

I

been discontinued.

operation) APPROVED.

b. Issue cautionary information to any aircraft if in c. State the word "UNABLE" and, time permitting, your opinion, wake turbulence may have an adverse ef-

I

a reason.

fect on it. When traffic is known to be a heavy aircraft, include the word heavy in the description.

PHRASEOLOGY- UNABLE (requested operation).

NOTE-

I

Wake turbulence may be encountered by aircraft in flight and when necessary, as well as when operating on the airport movement area.

Because wake turbulence is unpredictable, the controller

(reason and/or additional instructions] I

is not responsible for anticipating its existence or effect.

Although not mandatory during ground operations, con- d. State the words "STAND BY."

trollers may use the words jet blast, propwash, or rotor- wash, in lieu of wake turbulence, when issuing a caution

I

NOTE- advisory.

"Stand By" is not an approval or denial. The controller REFERENCE- acknowledges the request and will respond at a later time.

AC 90-23, AIRCRAFT WAKE TURBULENCE.

P/CG TERM-AIRCRAFT CLASSES.

REFERENCE- P/CG TERM- WAKE TURBULENCE.

FAAO 7110.65, IRAFFICADVISORIES, Para 2-1-21.

PHRASEOLOGY~ FAAO 7110.65, ROUTEORALTlTUDEAMENDMENTS, Para 4-2-5.

FAAO 7110.65, METHODS, Para 7-9-3. CAUTION WAKE TURBULENCE (traffic information).

2-1-8 General

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1/28/99 7110.65LCHG 2

I

REFERENCE· When appropriate, FAAO 711 0.65, VISUAL SEPARA110N, Para 7-2 -1.

(type of aircraft and relative position), (number of feet) FEET ABOVE/BELOW YOu.

2-1-21. TRAFFIC ADVISORIES Unless an aircraft is operating within Class A airspace If altitude is unknown, or omission is requested by the pilot, issue traffic advi- sories to all aircraft (IFR or VFR) on your frequency ALTITUDE UNKNOWN.

I

when, in your judgment, their proximity may diminish EXAMPLE- to less than the applicable separation minima. Where no "Traffic, eleven o'clock, one zero miles, southbound, separation minima applies, such as for VFR aircraft out- converging, Boeing Seven Twenty Seven, one seven

I side of Class B/Class C airspace, or a TRSA, issue traf- thousand. "

fic advisories to those aircraft on your frequency when "Traffic, twelve o'clock, one five miles, opposite direction, altitude unknown. " in your judgment their proximity warrants it. Provide "Traffic, ten o'clock, one two miles, southeast bound, one this service as follows:

I

thousand feet below you. " a. To radar identified aircraft: 6. When requested by the pilot, issue radar vectors 1. Azimuth from aircraft in terms of the 12- hour to assist in avoiding the traffic, provided the aircraft to

I

clock, or be vectored is within your area of jurisdiction or coor- dination has been effected with the sector/facility in 2. When rapidly maneuvering aircraft prevent ac- whose area the aircraft is operating.

curate issuance of traffic as in 1 above, specify the direc-

I

tion from an aircraft's position in terms of the eight car- 7. If unable to provide vector service, inform the pilot.

dinal compass points (N, NE, E, SE, S, SW, W, and NW). This method shall be terminated at the pilot's re- REFERENCE·

I

FAAO 7110.65, OPERATIONAL REQUESTS, Para 2-1-18.

quest.

8. Inform the pilot of the following when traffic 3. Distance from aircraft in miles.

you have issued is not reported in sight: 4. Direction in which traffic is proceeding and/or (a) The traffic is no factor.

relative movement of traffic.

•

(b) The traffic is no longer depicted on radar.

NOTE-

I

Relative movement includes closing, converging, parallel PHRASEOLOGY- same direction, opposite direction, diverging, overtaking, TRAFFIC NO FACTOR/NO LONGER OBSERVED, crossing left to right, crossing right to left.

I

or 5. If known, type of aircraft and altitude.

REFERENCE· (number) O'CLOCK TRAFFIC NO FACTOR/NO FAAO 7110.65, DESCRIPTION OF AIRCRAFT TYPES, Para 2-4-21.

LONGER OBSERVED,

I

PHRASEOLOGY- TRAFFIC, (number) O'CLOCK, or

I

or when appropriate, (direction) TRAFFIC NO FACTOR/NO LONGER OBSERVED.

(direction) (number) MILES, (direction)-BOUND and/or b. To aircraft that are not radar identified: (relative movement),

I

1. Distance and direction from fix.

and if known, 2. Direction in which traffic is proceeding.

I

(type of aircraft and altitude).

3. If known, type of aircraft and altitude.

or 4. ETA over the fix the aircraft is approaching, if appropriate.

General 2-1-9

I

711O.65L eHG 2 1/28/99

I

PHRASEOLOGY- b. Relay bird activity information to adjacent facili- TRAFFIC, (number) MILES/MINUTES (direction) OF ties and to FSS's whenever it appears it will become a (airport or fix), (direction)-BOUND, factor in their areas.

and if known, 2-1-23. TRANSFER OF POSITION RESPONSIBILITY (type of aircraft and altitude), The transfer of position responsibility shall be accom-

ESTIMATED (fIX) (time), I

plished in accordance with the "Standard Operating Practice (SOP) for the Transfer of Position Responsi- or bility," and appropriate facility directives each time

I

operational responsibility for a position is transferred TRAFFIC, NUMEROUS AIRCRAFT VICINITY (location).

from one specialist to another.

If altitude is unknown,

I

2-1-24. WHEELS DOWN CHECK ALTITUDE UNKNOWN.

USA/USAF/USN EXAMPLE-

I

"Traffic, one zero miles east of Forsythe V-O-R, South- Remind aircraft to check wheels down on each ap- bound, M-D Eighty, descending to one six thousand."

proach unless the pilot has previously reported wheels "Traffic, reported one zero miles west of Downey V-O-R, down for that approach.

northbound, Apache, altitude unknown, estimated Joliet

I

NOTE- V-O-R one three one five. " The intent is solely to remind the pilot to lower the wheels, "Traffic, eight minutes west of Chicago Heights V-O-R, not to place responsibility on the controller.

westbound, Mooney, eight thousand, estimated Joliet

I

V-O-R two zero three five. " a. Tower shall issue the wheels down check at an ap- "Traffic, numerous aircraft, vicinity of Delia airport. " propriate place in the pattern.

c. For aircraft displaying Mode C, not radar identi- PHRASEOLOGY- fied, issue indicated altitude.

CHECK WHEELS DOWN.

•

EXAMPLE- b. Approach/arrival control, GCA shall issue the "Traffic, one o'clock, six miles, eastbound, altitude indi- wheels down check as follows:

I

cates six thousand five hundred. " 1. To aircraft conducting ASR, PAR, or radar mon- REFERENCE· itored approaches, before the aircraft starts descent on FAAO 7110.65, TRAFFIC INFORMATION, Para 3-1-6.

FAAO 7110.65, VISUAL SEPARATION, Para 7-2~1. final approach.

I

FAAO 7110.65, VFR DEPARTURE INFORMATION, Para 7-6-10.

2. To aircraft conducting instrument approaches and remaining on the radar facility's frequency, before 2-1-22. BIRD ACTIVITY INFORMATION

I

the aircraft passes the outer marker/final approach fix.

a. Issue advisory information on pilot-reported, tow- PHRASEOLOGYM er-observed, or radar-observed and pilot-verified bird WHEELS SHOULD BE DOWN.

I

activity. Include position, species or size of birds, if known, course of flight, and altitude. Do this for at least 2-1-25. SUPERVISORY NOTIFICATION 15 minutes after receipt of such information from pilots Ensure supervisor/controller-in-charge (CIq is aware

I

or from adjacent facilities unless visual observation or of conditions which impact sector/position operations subsequent reports reveal the activity is no longer a fac- including, but not limited to, the following: tor.

a. Weather.

I

EXAMPLE- "Flock of geese, one o'clock, seven miles, northbound, b. Equipment status.

last reported at four thousand. " c. Potential sector overload.

"Flock of small birds, southbound along Mohawk river, last reported at three thousand. " d. Emergency situations.

"Numerous flocks of ducks, vicinity Lake Winnebago, alti- tude unknown. " e. Special flights/operations.

2-1-10 General

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7110.65L eRG 2 1/28/99

I

for providing standard separation between the aircraft 2-1-26. PILOT DEVIATION NOTIFICATION that is responding to an RA and any other aircraft, air- When it appears that the actions of a pilot constitute a space, terrain or obstructions. Responsibility for stan- pilot deviation, notify the pilot, workload permitting.

dard separation resumes when one of the following conditions are met: PHRASEOLOGY- (Identification) POSSIBLE PILOT DEVIATION ADVISE 1. The responding aircraft has returned to its as- YOU CONTACT (facility) AT (telephone number).

signed altitude, or REFERENCE-

I

FAAO 8020.11, PILOT DEVIATIONS, Para 82.

2. A crew member informs you that the TeAS ma- neuver is completed and you observe that standard sep- 2-1-27. TeAS RESOLUTION ADVISORIES aration has been reestablished, or

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3. The responding aircraft has executed an alter- a. When an aircraft under your control jurisdiction nate clearance and you observe that standard separation informs you that it is responding to a TCAS Resolution has been reestablished.

Advisory (RA), do not issue control instructions that

I

are contrary to the RA procedure that a crew member NOTE- has advised you that they are executing. Provide safety OJ AC 120-55A,Air Carrier Operational Approval and alerts regarding terrain or obstructions and traffic advi- Use of TCAS II, suggests pilots use the following phrase-

I

sories for the aircraft responding to the RA and all other ology to notify controllers during TCAS events. When a TCAS RA may affect an ATC clearance, inform ATC when aircraft under your control jurisdiction, as appropriate.

beginning the maneuver, or as soon as workload permits.

I b. Unless advised by other aircraft that they are also

EXAMPLE- responding to a TCAS RA, do not assume that other air- OJ "New York Center, United 321, TCAS climb."

craft in the proximity of the responding aircraft are in- NOTE- volved in the RA maneuver or are aware of the respond-

I

[2] When the RA has been resolved, the flight crew should ing aircraft's intended maneuvers. Continue to provide advise ATC they are returning to their previously assigned control instructions, safety alerts, and traffic advisories clearance or subsequent amended clearance.

as appropriate to such aircraft.

EXAMPLE- c. Once the responding aircraft has begun a maneuver [2] "New York Center, United 321, clear of conflict,

•

returning to assigned altitude. " in response to an RA, the controller is not responsible

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I

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2-1-11 General

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711O.65L CHG 1 8/13/98

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Section 2. FLIGHT PLANS AND CONTROL INFORMATION

2-2-1. RECORDING INFORMATION 2-2-4, MILITARY DVFR DEPARTURES TERMINAL a. Record flight plan information required by the

~

type of flight plan and existing circumstances. Use au- Forward departure times on all military DVFR depar- thorized abbreviations when possible.

tures from joint-use airports to the military operations office.

I

NOTE- Generally, all military overseas flights are required to NOTE- clear through a specified military base operations office ITl Details for handling air carrier, nonscheduled civil, and military DVFR flight data are contained in (BASOPS). Pilots normally will not file flight plans direct-

I

ly with an FAA facility unless a BASOPS is not available. FAAO 7610.4.

BASOPS will, in turn, forward the IFR flight notification

message to the appropriate center. rn Military pilots departing DVFR from a joint-use air-

I

port will include the phrase "DVFR to (destination)" in b. EN ROUTE: When flight plans are filed directly their initial call-up to an FAA operated tower.

with the center, record all items given by the pilot either on a flight progress strip/flight data entry or on a voice

I

2-2-5. IFR TO VFR FLIGHT PLAN CHANGE recorder. If the latter, enter in box 26 of the initial flight Request a pilot to contact the appropriate FSS if the progress strip the sector or position number to identify pilot informs you of a desire to change from an IFR to where the information may be found in the event search

I

a VFR flight plan.

and rescue (SAR) activities become necessary.

REFERENCE- 2-2-6. IFR FLIGHT PROGRESS DATA FAAO 7110.65, EN ROUTEDATAEN1RIES, Para 2-3-2.

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Forward control information from controller to control- ler within a facility, then to the receiving facility as the 2-2-2. FORWARDING INFORMATION aircraft progresses along its route. Where appropriate, use computer equipment in lieu of manual coordination a. Except during NAS Stage A operation, forward the

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procedures. Do not use the remarks section of flight flight plan information to the appropriate ATe facility, progress strips in lieu of voice coordination to pass con- FSS, or BASOPS and record the time of filing and de-

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trol information. Ensure that flight plan and control in- livery on the form.

formation is correct and up-to-date. When covered by b. EN ROUTE: During NAS Stage A operation, the a letter of agreement/facility directive, the time require-

I

above manual actions are required in cases where the ments of subpara a. may be reduced, and the time re- data is not forwarded automatically by the computer.

quirements of subpara b.1. and para 2-2-11, FOR- WARDING AMENDED AND UTM DATA, subpara a.

NOTE-

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may be increased up to 15 minutes when facilitated by During NAS Stage A operation, data is exchanged be- automated systems or mandatory radar handoffs; or if tween interfaced automated facilities and both the data operationally necessary because of manual data proces- and time of transmission are recorded automatically.

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sing or nonradar operations, the time requirements of c. EN ROUTE: Forward proposed tower en route subpara a. may be increased.

flight plans and any related amendments to the ap- NOTE- propriate departure terminal facility.

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[I] The procedures for preparing flight plan and control information related to altitude reservations (ALTRV's) are contained in FAAO 7210.3, ALTRV FLIGHT DA'Di 2-2-3. FORWARDING VFR DATA PROCESSING, Para 8-1-2. Development of the methods •

I

for assuring the accuracy and completeness of ALTRV TERMINAL flight plan and control information is the responsibility of the military liaison and security officer.

Forward aircraft departure times to FSS's or military operations offices when they have requested them. For-

rn The term facility in this paragraph refers to centers

ward other VFR flight plan data only if requested by the and terminal facilities when operating in an en route pilot. capacity.

:-

Flight Plans and Control Information 2-2-1

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7110.65L 2/26/98

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3. Forward the following information at least 15 min- 13. Any additional nonroutine operational in- utes before the aircraft is estimated to enter the receiv- formation pertinent to flight safety.

ing facility's area: NOTE· En Route: This includes alerting the receiving controller 1. Aircraft identification.

~

that the flight is conducting celestial navigation training.

2. TCAS or heavy aircraft indicator if appropriate, REFERENCE· FAAO 7110.65, CELESTlAL NAVlGATION TRAINING, Para 9-3-2- type of aircraft, and appropriate aircraft equipment suf-

I

fix. The TCAS indicator is "T/" and the heavy aircraft b. Forward position report over last reporting point indicator is "HI." For aircraft that are both TCAS and in the transferring facility's area if any of the following heavy, the indicator is "B/". For B757, the indicator is conditions exist:

"F!" and for B757 with TCAS, the indicator is "L1". I

1. Time differs more than 3 minutes from estimate given.

3. Assigned altitude and ETA over last reporting point/fix in transferring facility's area or assumed de- 2. Requested by receiving facility.

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parture time when the departure point is the last 3. Agreed to between facilities.

point/fix in the transferring facility's area.

2-2-7. MANUAL INPUT OF COMPUTER- 4. Altitude at which aircraft will enter the receiving

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ASSIGNED BEACON CODES facility's area if other than the assigned altitude.

When a flight plan is manually entered into the comput- 5. True airspeed.

er and a computer-assigned beacon code has been for-

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6. Point of departure.

warded with the flight plan data, insert the beacon code in the appropriate field as part of the input message.

7. Route of flight remaining.

2-2-8. ALTRV INFORMATION I

8. Destination airport and clearance limit if other than destination airport.

EN ROUTE 9. ETA at destination airport (not required for mili- When an aircraft is a part of an approved ALTRV, for- tary or scheduled air carrier aircraft).

ward only those items necessary to properly identify the

•

flight, update flight data contained in the ALTRV 10. Altitude requested by the aircraft if assigned al- APVL, or revise previously given information.

titude differs from requested altitude (within a facility

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only).

2-2-9. COMPUTER MESSAGE VERIFICATION NOTE~ EN ROUTE When an aircraft has crossed one facility's area and as-

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Unless your facility is equipped to automatically obtain signment at a different altitude is still desired, the pilot will reinitiate the request with the next facility. acknowledgment of receipt of transferred data, when you transfer control information by computer message, REFERENCE·

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FAAQ 7110.65, ANTICIPATED ALTITUDE CHANGES, Para 4-5 -8.

obtain, via Service F, acknowledgment that the receiv- ing center has received the message and verification of U. When flight plan data must be forwarded the following: manually and an aircraft has been assigned a beacon

I

code by the computer, include the code as part of the a. Within the time limits specified by a letter of agree- flight plan.

ment or when not covered by a letter of agreement, at least 15 minutes before the aircraft is estimated to enter NOTE-

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the receiving facility's area, or at the time of a radar When an IFR aircraft, or a VFR aircraft that has been assigned a beacon code by the host computer and whose handoff, or coordination for transfer of control:

flight plan will terminate in another facility s area cancels

1. Aircraft identification.

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ATe service or does not activate the flight plan, send a 2. Assigned altitude.

remove strips (RS) message on that aircraft via the host keyboard, the FDIO keyboard or call via service F 3. Departure or coordination fix time.

12. Longitudinal separation being used between b. Any cancellation of IFR or HOST generated VFR .aircraft at the same altitude if it results in these aircraft flight plan.

having less than 10 minutes separation at the facilities' REFERENCE- boundary. FAAO 7110.65, IFR FLIGHT PROGRESS DAL4., Para 2-2-6.

-: 2-2-2 Flight Plans and Control Information

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7110.65L 2/26/98

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REFERENCE- 2-2-10. TRANSMIT PROPOSED FLIGHT PLAN FAAO 7110.65, IFR FLIGHT PROGRESS DAL4., Para 2-2-6.

EN ROUTE b. Computer acceptance of an appropriate input mes- sage fulfills the requirement for sending amended data.

a. Transmit proposed flight plans which fall within

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During NAS Stage A operations, the amendment data an ARTCC's Proposed Boundary Crossing Time are considered acknowledged on receipt of a Computer (PBCT) parameter to adjacent ARTCC's via the Com- Readout Device (CRD) update message or a computer- puter B network during hours of inter-center computer generated flight progress strip containing the amended

I

operation. In addition, when the route of flight of any data.

proposed flight plan exceeds 20 elements external to the originating ARTCC's area, NADIN shall be used to for- NOTE- ward the data to all affected centers.

OJ The successful utilization of automation equipment

I

requires timely and accurate insertion of changes and/or b. During nonautomated operation, the proposed new data.

flight plans shall be sent via NADIN to the other cen-

I

ters involved when any of the following conditions are l2J If a pilot is not issued a computer-generated PDR/ met: PDAR/PAR and if amendment data is not entered into the computer, the next controller will have incorrect route 1. The route of flight external to the originating information.

I

center's area consists of 10 or more elements and the c. Forward any amended control information and re- flight will enter 3 or more other center areas.

cord the action on the appropriate flight progress strip.

NOTE-

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Additionally, when a route or altitude in a previously is- An element is defined as either a fix or route as specified sued clearance is amended within 15 minutes of an air- in PAAO 7110.10, IFR FLIGHT PLAN CONTROL craft's proposed departure time, the facility that • MESSAGES, Para 6-3-3.

amended the clearance shall coordinate the amendment

I

2. The route of flight beyond the first point of exit with the receiving facility via verbal AND automated from the originating center's area consists of 10 or more means to ensure timely passage of the information.

elements, which are primarily fixes described in fix-ra- NOTE- dial-distance or latitude/longitude format, regardless of The term "receiving" facility means the ATC facility that

the number of other center areas entered. •

is expected to transmit the amended clearance to the in- 3. The flight plan remarks are too lengthy for inter- tended aircraft/pilot.

I

phone transmission.

d. EN ROUTE: Effect manual coordination on any interfacility flight plan data that is not passed through 2-2-11. FORWARDING AMENDED AND UTM automated means.

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DATA 2~2-12. AIRBORNE MILITARY FLIGHTS a. Forward any amending data concerning pre- viously forwarded flight plans except that revisions to

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Forward to FSS's the following information received ETA information in para 2-2-6, IFR FLIGHT from airborne military aircraft: PROGRESS DATA, need only be forwarded when a. IFR flight plans and changes from VFR to IFR the time differs by more than 3 minutes from the esti-

I

flight plans.

mate given.

b. Changes to an IFR flight plan as follows: PHRASEOLOGY- (Identification), REVISED (revised information).

I

1. Change in destination.

EXAMPLE- (a) Aircraft identification and type.

"American Two, revised flight level, three three zero. "

I

(b) Departure point.

"United Eight Ten, revised estimate, Front Royal two zero zero five."

(c) Original destination.

(d) Position and time.

"Douglas Five Zero One Romeo, revised altitude, eight thousand. " (e) New destination.

"U.S. Air Eleven Fifty One, revised type, Heavy Boeing (f) ETA. Seven Sixty-seven. " Flight Plans and Control Information 2-2-3

I

711O.65L CHG 1 8/13/98

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(g) Remarks including change in fuel exhaustion (c) Cancellation Messages.

time.

(d) Response Messages to Canadian Input:

fl

(h) Revised ETA.

(1) Acknowledgment Messages.

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2. Change in fuel exhaustion time.

(2) Error Messages.

NOTE- (3) Rejection Messages.

This makes current information available to FSSs for relay

2. Transport Canada (TC) ACC Flight Strip For- I

to military bases concerned and for use by centers in the mat: Where the.data to be printed on the ACC strip event of two-way radio communications failure.

form exceeds the strip form field size, the NADIN II input format in 1 above will be used. Input sequen-

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2-2-13. FORWARDING FLIGHT PLAN DATA tially fields 1 through 8 in para 2-2-6, IFR FLIGHT BETWEEN U.S. ARTeC'S AND CANADIAN ACC'S PROGRESS DATA, subpara a.

EN ROUTE

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b. TC's ACC's will transmit flight data to the FAA a. Domestic- (Continental U.S./Canadian Airspace ARTCC's in the following format: except Alaska) Proposed departure flight plans and en 1. NADIN II input format as described in NAS route estimates will be handled on a 30 minute lead

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MD's for: time (or as bilaterally agreed) between any ACC and (a) Flight Plan Messages: ARTCC.

(1) Active.

I

I b.lnternational- Any route changes (except DP's)

must be forwarded to the appropriate Oceanic/Pre- (2) Proposed.

oceanic ACC or ARTCC with an optimum lead time of (b) Amendment Messages.

30 minutes or as soon as this information becomes I

(c) Cancellation Messages.

available.

(d) Correction Messages.

c. Initially, if a flight goes from U.S. airspace into Ca- nadian airspace and returns to U.S. airspace, the ACC 2-2-15. NATIONAL ROUTE PROGRAM (NRP)

will be responsible for forwarding the flight plan data •

INFORMATION to the appropriate ARTCC by voice transmission except a. "NRP" shall be retained in the remarks section of

I

for flights which traverse mutually agreed on air- the flight plan if the aircraft is moved due to weather, ways/fixes. These airways/fixes will be determined on traffic, or other tactical reasons.

a case-by-case basis and will be based on time and dis- NOTE-

I

tance considerations at the regional level.

Every effort should be made to ensure the aircraft is re- turned to the original filed flight plan/altitude as soon as 2-2-14. TELETYPE FLIGHT DATA FORMAT- conditions warrant.

I

U.S. ARTCC'S - CANADIAN ACC'S b. If the route of flight is altered due to a pilot request, EN ROUTE "NRP" shall be removed from the remarks section of the flight plan.

I

The exchange of flight plan data between Canadian c. "NRP" shall not be entered in the remarks section ACC's and U.S. ARTCC's shall be made as follows: of a flight plan, unless prior coordination is accom- a. The U.S. ARTCC's will transmit flight data to the plished with the ATCSCC or as prescribed by interna-

I

Canadian ACC's in one of the following formats: tional NRP flight operations procedures.

1. NADIN II input format as described in the NAS d. The en route facility within which an international Management Directives (MD's) for:

flight entering the conterminous United States requests I

to participate in the NRP shall enter "NRP" in the re- (a) Flight Plan Messages: marks section of the flight plan.

(1) Active.

REFERENCE- FAAO 7110.65, OPERATIONAL PRIORITY, Para 2-1-4.

(2) Proposed.

FAAO 7110.65, EN ROUTE DALi ENTRIES, Para 2-3 -2.

FAAO 7110.65, ROUTEORALTITUDE AMENDMENTS, Para 4-2-5.

(b) Amendment Messages.

FAAO 7210.3, Chapter 17, Section 17, NATIONAL ROUTE PROGRAM.

2-2-4 Flight Plans and Control Information

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7110.65L CHG 1 8/13/98

I

Section 3. FLIGHT PROGRESS STRIPS

2. Do not draw a horizontal line through an altitude 2-3-1. GENERAL being vacated until after the aircraft has reported or is Unless otherwise authorized in a facility directive, use observed (valid Mode C) leaving the altitude.

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flight progress strips to post current data on air traffic 3. Preplanning may be accomplished in red pencil.

and clearances required for control and other air traffic control services. To prevent misinterpretation when b. Manually prepared strips shall conform to the for-

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data is hand printed, use standard hand-printed charac- mat of machine-generated strips and manual strip prep- ters.

ar~tion procedures will be modified simultaneously En route: Flight progress strips shall be posted.

WIth the operational implementation of changes in the

I

REFERENCE- machine-generated format. (See FIG 2-3-1.)

• FAAO 7210.3, FLIGHT PROGRESS STRlP USAGE, Para 6-1-6.

c. Altitude information may be written in thousands a. Maintain onIy necessary current data and remove offeet provided the procedure is authorized by the facil-

I

the strips from the flight progress boards when no long- ity manager, and is defined in a facility directive, i.e.

er required for control purposes. To correct, update, or 5,000 feet as 5, and 2,800 as 2.8.

preplan information: NOTE-

I

1. Do not erase or overwrite any item. Use an A slant line crossing through the number zero and under- "X" to delete a climb/descend and maintain arrow , line of the letter "s" on handwritten portions of flight an at or above/below symbol, a cruise symbol, and progress strips are required only when there is reason to

I

unwanted altitude information. Write the new altitude believe the lack of these markings could lead to misun- derstanding. A slant line crossing through the number zero information immediately adjacent to it and within the is required on all weather data.

same space.

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2-3-1 Flight Progress Strips

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7110.65L

2/26/98 I

Standard Recording of Hand-printed Characters

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Hand Printed Typed Hand Printed Typed

I

A A T T

I

B

u

"'B LL

C

C V

V

I

D D w W

I

E

E X X

y

y

F

F

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(,

G Z

z

I

H H I 1

I

I

I

J

J

2 2.

K

K 3 ~

•

L U.

L 4

I

M 5 S-

M

N 6

b

N

I

P 8

P

I

Q

Q q

R 0

R

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.s,

S

FIG 2-3-1 I

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2-3-2 Flight Progress Strips

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7110.65L CHG 2 1/28/99

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2-3-2. EN ROUTE DATA ENTRIES Flight Progress Strip (7230-19)

15 25 27

2 16 20 21

1 11

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12 22

7 8

14 23

9 17 I 18

I

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19 24 29 30

10 14a 20a

1 330 FLlJ14 ENO 000212

7HQ 30

DAL542

18 COD PHL

I

T/MD80/A

T468 G555

I I

16 16

·ZCN

RA'1828

09 PXT

8. Information recorded on the flight progress strips (FAA Forms 7230-19) shall be entered in the correspondingly

I

numbered spaces: Block Information Recorded Block Information Recorded

I

Center-estimated time over fix (in hours and Verification symbol if required. 15.

1.

minutes), or clearance information for depart- 2. Revision number.

ing aircraft.

DSR-Not used.

.1

16. Arrows to indicate if aircraft is departing (i) Aircraft identification.

3.

or arriving 0).

4. Number of aircraft if more than one, TCASI 17. Pilot-estimated time over fix.

heavy aircraft indicator if appropriate, type of

I

18. Actual time over fix, time leaving holding fix, aircraft, and aircraft equipment suffix. The arrival time at nonapproach control airport, or TCAS indicator is "TI" and the heavy aircraft symbol indicating cancellation of IFR flight indicator is "HI". For aircraft that are both plan for arriving aircraft, or departure time TCAS and heavy, the indicator is "B/". Por

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B757, the indicator is "PI" and for B757 with (actual or assumed).

TCAS, the indicator is "L/".

19. Pix. For departing aircraft, add proposed de- parture time.

5: Filed true airspeed.

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20. Altitude information (in hundreds of feet) or 6. Sector number.

as noted below.

7. Computer identification number if required.

NOTE Altitude information may be written in thou- 8. Estimated ground speed.

I

sands of feet provided the procedure is autho- 9. Revised ground speed or strip request (SR) rized by the facility manager, and is defined originator.

in a facility directive, i.e. FL 330 as 33, 5,000 10. Strip number. feet as 5, and 2,800 as 2.8.

I I

DSR- Strip number/Revision number.

20a. OPTIONAL USE, when voice recorders are 11. Previous fix. operational; REQUIRED USE, when the voice recorders Estimated time over previous fix.

12.

I

are not operating and strips are being use at 13. Revised estimated time over previous fix.

the facility. This space is used to record re- 14. Actual time over previous fix, or actual depar- ported RA events. The letters RA followed ture time entered on first fix posting after de- by a climb or descent arrow (if the climb or parture.

descent action is reported) and the time (hhmm) the event is reported.

14a. Plus time expressed in minutes from the pre- vious fix to the posted fix.

Flight Progress Strips 2-3-3

I

711O.65L 2/26/98

I

Block Information Recorded Block Information Recorded 21. Next posted fix or coordination fix. 27. Mode 3/A beacon code if applicable.

22. Pilot's estimated time over next fix. 28. Miscellaneous control data (expected further clearance time, time cleared for approach,

23. Arrows to indicate north (t), south (n east

etc.).

(-), or west (-) direction of flight if re- quired, 29-30. Transfer of control data and coordination indi- cators.

24. Requested altitude.

I

NOTE Altitude information may be written in thou- FIG 2-3-2 sands of feet provided the procedure is autho- rized by the facility manager, and is defined in

b. Latitude/longitude coordinates may be used to de- I

a facility directive, i.e.

fine waypoints and may be substituted for nonadapted FL 330 as 33, 5, 000 feet as 5, and 2,800 as 2.8. NAVAID's in space 25 of domestic en route flight prog- ress strips provided it is necessary to accommodate a

25. Point of origin, route as required for control I

random RNAV or GNSS route request.

and data relay, and destination.

Pertinent remarks, minimum fuel, point 26.

c. Facility Air Traffic managers may authorize the out/radar vector/speed adjustment information

I

optional use of spaces 13,14, 14a, 22, 23, 24, and 28 for or sector/position number (when applicable in accordance with para 2-2-1, RECORDING point out information, radar vector information, speed INFORMATION), or NRP.

adjustment information, or transfer of control data.

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Flight Progress Strips 2-3-4

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7110.65L 2/26/98

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2-3-3. TERMINAL DATA ENTRIES a. Arrivals: Information recorded on the flight progress strips (FAA Forms 7230-7.1, 7230-7.2, and 7230-8) shall be entered in the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use of spaces 2A, 9A, and 10-18, if no misunderstanding will result. These omissions and/or optional uses shall be specified in a facility directive.

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2A

I

I~

I ~

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.Block Information Recorded Block Information Recorded 1. Aircraft identification. 8A. OPTIONAL USE, when voice recorders are operational; 2. Revision number (FDIO locations only).

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REQUIRED USE, when the voice recorders 2A. Strip request originator. (At FOIO locations are not operating and strips are being used at this indicates the sector or position that re- the facility. This space is used to record re- quested a strip be printed.)

ported RA events when the voice recorders

I

Number of aircraft if more than one, TCAS/ 3.

are not operational and strips are being used at heavy aircraft indicator if appropriate, type of the facility. The letters RA followed by a aircraft, and aircraft equipment suffix. The climb or descent arrow (if the climb or de- TCAS indicator is "TI" and the heavy aircraft

I scent action is reported) and the time (hhmm)

indicator is "HI". For aircraft that are both the event is reported.

TCAS and heavy, the indicator is "BI". For 9. Altitude (in hundreds of feet) and remarks.

B757, the indicator is "PI" and for B757 with NOTE Altitude information may be written in thou- TCAS, the indicator is "L!".

sands of feet provided the procedure is autho- • 4.

Computer identification number if required.

rized by the facility manager, and is defined in 5. Secondary radar (beacon) code assigned.

a facility directive, i. e., FL 230 as 23, 5,000

I

feet as 5, and 2,800 as 2.8.

6. (FDIO Locations.) The previous fix will be printed.

9A. Minimum fuel, destination airport/point (Non-PDIO Locations.) Use of the inbound out/radar vector/speed adjustment informa- airway. This function is restricted to facilities

I tion, Air Traffic managers may authorize in a

where flight data is received via interphone facility directive the omission of any of these when agreed upon by the center and terminal items, except minimum fuel, if no misunder- facilities.

standing will result.

I

7. Coordination fix.

NOTE Authorized omissions and optional use of spaces shall be specified in the facility direc- 8. Estimated time of arrival at the coordination tive concerning strip marking procedures.

fix or destination airport.

I

10-18.

Enter data as specified by a facility directive.

Radar facility personnel need not enter data in these spaces except when nonradar procedures are used or when radio recording equipment is

I

inoperative.

FIG 2-3-3

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Flight Progress Strips 2-3-5

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711O.65L 2/26/98

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b. Departures: Information recorded on the flight progress strips (FAA Forms 7230-7.1, 7230-7.2, and 7230-8) shall be entered in the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use of spaces 2A , 9A, and 10-18, if no misunderstanding will result. These omissions and/or optional uses shall be specified in a facility directive.

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2A

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Information Recorded Block Information Recorded Block

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1. Aircraft identification. 8A. OPTIONAL USE, when voice recorders are operational; 2. Revision number (FDIO locations only).

REQUIRED USE, when the voice recorders Strip request originator. (At FDIO locations 2A.

are not operating and strips are being used at I

this indicates the sector or position that re- the facility. This space is used to record re- quested a strip be printed.)

ported RA events when the voice recorders 3. Number of aircraft if more than one, TCAS/ are not operational and strips are being used at

I

heavy aircraft indicator if appropriate, type of the facility. The letters RA followed by a aircraft, and aircraft equipment suffix. The climb or descent arrow (if the climb or de- TCAS indicator is "T/" and the heavy aircraft scent action is reported) and the time (hhmm) indicator is "H/". For aircraft that are both the event is reported.

I

TCAS and heavy, the indicator is "B/". For Computer-generated: Route, destination, 9.

B757, the indicator is "F/" and for B757 with and remarks. Manually enter altitude/altitude TCAS, the indicator is "L/".

restrictions in the order flown, if appropriate, 4. Computer identification number if required.

and remarks.

•

Secondary radar (beacon) code assigned.

5.

9. Hand-prepared: Clearance limit, route, alti- tude/altitude restrictions in the order flown, if 6. Proposed departure time.

I

appropriate, and remarks.

7. Requested altitude.

NOTE Altitude information may be written in thou-

NOTE I Altitude information may be written in thou-

sands of feet provided the procedure is autho- I ' sands of feet provided the procedure is autho- rized by the facility manager, and is defined in

I

rized by the facility manager, and is defined in a facility directive, i. e., FL 230 as 23, 5,000 a facility directive, i. e., FL 230 as 23, 5,000 feet as 5, and 2,800 as 2.8.

feet as 5, and 2,800 as 2.8.

9A. Point out/radar vector/speed adjustment in- 8. Departure airport.

I

formation.

10-18. Enter data as specified by a facility directive.

Items, such as departure time, runway used

for takeoff, check marks to indicate informa- I

tion forwarded or relayed, may be entered in these spaces.

FIG 2-3-4

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I

Flight Progress Strips 2-3-6

I

2/26/98 7110.65L

I

c. Overflights: Information recorded on the flight progress strips (FAA Forms 7230-7.1, 7230-7.2, and 7230-8) shall be entered in the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use of spaces 2A , 9A, and 10-18, if no misunderstanding will result. These omissions and/or optional uses shall be specified in a facility directive.

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2A

I ~ I~ I~

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Information Recorded Block Block Information Recorded

I

1. Aircraft identification. 8A. OPTIONAL USE, when voice recorders are operational; 2. Revision number (FDIO locations only).

REQUIRED USE, when the voice recorders 2A. Strip request originator. (At FDIO locations are not operating and strips are being used at

I

this indicates the sector or position that re- the facility. This space is used to record re- quested a strip be printed.)

ported RA events when the voice recorders 3. Number of aircraft if more than one, TCAS/ are not operational and strips are being used at heavy aircraft indicator if appropriate, type of the facility. The letters RA followed by a

I

aircraft, and aircraft equipment suffix. The climb or descent arrow (if the climb or de- TCAS indicator is "TI" and the heavy aircraft scent action is reported) and the time (hhmm) indicator is "HI". For aircraft that are both the event is reported.

I

TCAS and heavy, the indicator is "B/". For 9. Altitude and route of flight through the termi- B757, the indicator is "F/" and for B757 with nal area.

TCAS, the indicator is "L/" .

NOTE Altitude information may be written in thou- 4. Computer identification number if required.

sands of feet provided the procedure is autho- 5. Secondary radar (beacon) code assigned.

rized by the facility manager, and is defined in

•

a facility directive, i. e., FL 230 as 23, 5,000 6. Coordination fix.

feet as 5, and 2,800 as 2.8.

I 7. Overflight coordination indicator (FDIO loca-

9A. Point out/radar vector/speed adjustment in- tions only).

formation.

The overflight coordination indicator identi- NOTE 10-18. Enter data as specified by a facility directive.

fies the facility to which flight data has been

I

forwarded.

FIG 2-3-5 8. Estimated time of arrival at the coordination NOTE- fix. National standardization of items (10 through 18) is not

I

practical because of regional and local variations in oper- ating methods; e.g., single fix, multiple fix, radar, tower en route control, etc..

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Flight Progress Strips 2-3-7

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711O.65L CHG 2 1/28/99

I

EXAMPLE- d. Air traffic managers at automated terminal radar "N12345."

facilities may waive the requirement to use flight prog- "TN5552Q. " ress strips provided: "AAl192. " "LN751B. " .

1. Backup systems such as multiple radar sites/sys- tems or single site radars with CENRAP are utilized.

NOTE· The letter "L" is not to be used/or air carrier lair taxi 2. Local procedures are documented in a facility lifeguard aircraft.

I

directive. These procedures should include but not be b. Military Aircraft- limited to: 1. Prefixes indicating branch of service and/or type (a) Departure areas and/or procedures.

I

of mission followed by the last 5 digits of the serial (b) Arrival procedures. number (the last 4 digits for CAF/CAM/CTG). (See TBL 2-3-1 and TBL 2-3-2.)

(c) Overflight handling procedures.

I

2. Pronounceable words of 3,4,5, and 6 letters (d) Transition from radar to nonradar.

followed by a 4-, 3-, 2-, or 1-digit number.

EXAMPLE- • (e) Transition from ARTS to non-ARTS.

I

"Samp Three One Six. " (0 Transition from ASR to CENRAP.

3. Assigned double-letter 2-digit flight number.

I

• (g) Transition to or from ESL.

4. Navy or Marine fleet and training command aircraft, one of the following: 3. No misunderstanding will occur as a result of no strip usage.

(a) The service prefix and 2 letters (use phonetic

I

alphabet equivalent) followed by 2 or 3 digits.

4. Unused flight progress strips, facility devel- oped forms and/or blank notepads shall be provided Branch of Service Prefix for controller use.

Prefix Branch

•

5. Facilities shall revert to flight progress strip A U.S. Air Force C U.S. Coast Guard usage if backup systems referred to in subpara a. are

I

not available. G Air or Army National Guard R U.S.Anny e. Air traffic managers at FDIO locations may au- VM U.S. Marine Corps

thorize reduced lateral spacing between fields so as to I

W U.S. Navy print all FDIO data to the left of the strip perforation CAF Canadian Armed Force when using FAA form 7230-7.2. all items will retain CAM Canadian Armed Force (Transport Command) the same relationship to each other as they do when the

CTG Canadian Coast Guard I

full length strip (FAA form 7230-7.1) is used.

TBL2-3-1 Military Mission Prefix

I

2-3-4. AIRCRAFT IDENTITY Prefix Mission Indicate aircraft identity by one of the following us- E Medical Air Evacuation

I

ing combinations not to exceed seven alphanumeric F Flight Check characters: L LOGAIR (USAF Contract) RCH AMC (Air Mobility Command) a. Civil aircraft, including air-carrier aircraft letter-

I

S Special Air Mission digit registration number including the letter "T" pre- TBL2-3-2 fix for air taxi aircraft, the letter "L" for lifeguard air- craft, 3-letter aircraft company designator specified in (b) The service prefix and a digit and a letter (use the Contractions Handbook followed by the trip or phonetic alphabet equivalent) followed by 2 or 3 digits.

flight number. Use the operating air carrier's company name in identifying equipment interchange flights. c. Special-use- approved special-use identifiers.

2-3-8 Flight Progress Strips

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7110.65L 2/26/98

I

2-3-8. CLEARANCE STATUS 2-3-5. AIRCRAFT TYPE Use the approved codes listed in Appendices A thru C Use an appropriate clearance symbol followed by a dash to indicate aircraft type.

(- ) and other pertinent information to clearly show the clearance status of an aircraft. To indicate delay status 2-3-6. USAF/USN UNDERGRADUATE PILOTS use: To identify aircraft piloted by solo USAF/USN under- a. The symbol "H" at the clearance limit when hold- graduate student pilots (who may occasionally request

I

ing instructions have been included in the aircraft's revised clearances because they normally are restricted original clearance. Show detailed holding information to flight in VFR conditions), the aircraft identification following the dash when holding differs from the estab- in the flight plan shall include the letter "Z" as a suffix.

I

lished pattern for the fix; i.e., turns, leg lengths, etc.

Do not use this suffix, however, in ground-to-air com- munication.

b. The symbols "F" or "0" to indicate the clearance limit when a delay is not anticipated.

NOTE-

I

USAF solo students who have passed an instrument certi- fication check may penetrate cloud layers in climb or de- scent only. Requests for revised clearances to avoid clouds 2-3-9. CONTROL SYMBOLOGY

I

in level flight can still be expected. This does not change the requirement to use the letter "Z" as a suffIX to the air- Use authorized control and clearance symbols or ab- craft identification.

breviations for recording clearances, reports, and REFERENCE-

I

instructions. Control status of aircraft must always be FAAO 7110.65, AIRCRAFT IDENTIFICATION, Para 2-4-20.

FAAO 7610.4, CHAPTER 12, SECTION10, USAF UNDERGRADUATE current. You may use: FLYINGTRAiNING(UFT)/PILOT INSTRUCTOR TRAiNING (PIT).

I

I a. Plain language markings when it will aid in under-

2-3-7. AIRCRAFT EQUIPMENT SUFFIX standing information.

. a. Indicate, for both VFR and IFR operations, the air- b. Locally approved identifiers. Use these only with- • craft's radar transponder, DME, or navigation capabili- in your facility and not on teletypewriter or interphone ty by adding the appropriate symbol, preceded by a

•

circuits.

slant. (See TBL 2-3-3.)

I

c. Plain sheets of paper or locally prepared forms to b. When forwarding this information, state the air- record information when flight progress strips are not craft type followed by the word "slant" and the ap- used. (See TBL 2-3-4 and TBL 2-3-5.)

propriate phonetic letter equivalent of the suffix.

I

EXAMPLE- d. Control Information Symbols "Cessna Three- Ten slant tango. " (See FIG 2-3-6 and FIG 2-3-7.)

"A - Ten slant november. "

I

"F -Sixteen slant papa. " REFERENCE- FAAO 7110.65, EXCEPTIONS, Para 4-5 -3.

"Seven-Sixty-Seven slant golf"

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I

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2-3-9 FlightProgress Strips

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711O.65L CHG 2 1/28/99

I

,,1"- Aircraft Equipment Suffixes SUFFIX AIRCRAFT EQUIPMENT SUFFIXES NODME No transponder IX rr Transponder with no Mode C Transponder with Mode C IV DME

I

No transponder ID Transponder with no Mode C !B /A Transponder with Mode C

I

TACANONLY 1M No transponder Transponder with no Mode C

IN I

!P Transponder with Mode C ., AREA NAVIGATION (RNAV)

LORAN, VOR/DME, or INS with no transponder I

!Y /C LORAN, VOR/DME, or INS, transponder with no Mode C LORAN, VOR/DME, or INS, transponder with Mode C II ADVANCED RNAV WITH TRANSPONDER AND MODE C (H an aircraft is unable to operate with a transponder and/or I Mode C, it will revert to the appropriate code listed above under Area Navigation.)

IE Flight Management System (FMS) with en route, terminal, and approach capability. Equipment requirements are: (a) Dual FMS which meets the specifications of AC 25 -15, Approval of Flight Management Systems in Transport Category

I

Airplanes; AC 20-129, Airworthiness Approval of Vertical Navigation (VNAV) Systems for use in the U.S. NAS and Alaska; AC 20-BOA, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors; or equivalent criteria as approved by Flight Standards.

(b) A flight director and autopilot control system capable of following the lateral and vertical FMS flight path.

(c) At least dual inertial reference units (IRU's).

(d) A database containing the waypoints and speed/altitude constraints for the route and/or procedure to be flown that is automatically loaded into the FMS flight plan.

•

(e) An electronic map.

(U .S. and U.S. territories only unless otherwise authorized.)

I

A single FMS with en route, terminal, and approach capability that meets the equipment requirements of IE, (a) through (d), IF above.

(U.S. and U.S. territories only unless otherwise authorized.)

Global Positioning System (GPS)/Global Navigation Satellite System (GNSS) equipped aircraft with en route, terminal, and GPS /G

I

approach capability Required Navigational Performance (Denotes capability to operate in RNP designated airspace and routes) !R Reduced Vertical Separation Minima (RVSM) !W

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TBL2-3-3

I

I

I

Flight Progress Strips 2-3-10

I

1/28/99 7110.65L CHG2

I

Clearance Abbreviations Miscellaneous Abbreviations Abbreviation Meaning Abbreviation Meaning BC Back course approach A Cleared to airport (point of intended landing) cr Contact approach B Center clearance delivered FA Final approach C ATC clears (when clearance relayed through non- ATC facility) FMS Flight Management System Approach CAF Cleared as filed GPS GPS Approach

I

D Cleared to depart from the fix I Initial approach F Cleared to the fix ILS approach ILS H Cleared to hold and instructions issued MA Missed approach L Cleared to land MLS approach

I MLS

N Clearance not delivered NDB Nondirectional radio beacon approach 0 Cleared to the outer marker VFR conditions-on-top OTP PD Cleared to climb/descend at pilot's discretion PA Precision approach

I

Q Cleared to fly specified sectors of a NAVAID de- IT Procedure tum fined in terms of courses, bearings, radials or quad- RA Resolution Advisory (pilot reported TCAS event) rants within a designated radius.

RH Runway Heading T Cleared through (for landing and takeoff through

I

RP Report immediately upon passing (fix / intermediate point) altitude) V Cleared over the fix RX Report crossing X Cleared to cross (airway, route, radial) at (point)

I Surveillance approach

SA Z Tower jurisdiction SI Straight-in approach ' .

• , ...... _-.oj TBL2-3·4 TA TACAN approach TL Tum left

I

Tum right TR VA VISual approach VR VOR approach TBL2·3-S

•

I

I

I

I

I

I

Flight Progress Strips 2-3-11

I

711O.65L CHG 2 1/28/99

I

Control Information Symbols [part 1] Symbols Meaning Depart (direction. If specified) T-+O Climb and maintain

t

.., Descend and maintain

I

.... Cruise

@ At

I

X Cross Maintain ~ Join or intercept airway/jet routeltrack or course

I

While In controlled airspace

-

While in control area

D

I

Enter control area

~

Out of control area ~

I

Cleared to enter, depart or through surface area. Indicated

NW~

direction of flight by arrow and appropriate compass letter.

~NE Maintain Special VFR conditions (altitude If appropriate) while

I

~E In surface area.

250K Aircraft requested to adjust speed to 250 knots.

·20 K Aircraft requested to reduce speed 20 knots.

Aircraft requested to Increase speed 30 knots.

+30K

Local Special VFR operations in the vicinity of (name) airport •

@ are authorized until(time). Maintain special VFR conditions

I

(altitude if appropriate).

> Before < After or Past

I

Inappropriate altitude/flight level for direction of flight 170 (red) (Underline assigned altitude/flight level in red).

I Until

I

Alternate instructions Restriction Restriction At or Below

T

I

At or Above ..!.

~(Dash) From~to (route, time, etc)

I

Indicates a block altitude assignment. Altitudes are inclusive, and the first altitude shall be lower than (Alt) B(A1t) the second. Example: 3108370

I

Clearance void If aircraft not off ground by (time) v< NOTE: The absence of an airway route number between two fixes In the route of flight indicates "direct"; no symbol or abbreviation is required.

FIG 2·3·6 Flight Progress Strips 2-3-12

I

------_._- - - -_. __ ._"'--- ---------- 711O.65L CHG 2 1/28/99

I

Control Information Symbols [part 2] Symbols Meaning et.

Pilot canceled flight plan EN ROUTE: Aircraft has reported at assigned altitude, Example: 80 ...;

vi

I

TERMINALIFSS: Information forwarded (Indicated Information

vi

forwarded as required)

I

EN ROUTE: Infonnation or revised Information forwarded. (Circle, In red, Inappropriate attltude/fllght level for direction of flight or other (red) controllnfonnatlon when coordinated. Also circle, In red, the time

(minutes and altitude) when a flight plan or estimate is forwarded. Use I

method In both lnter-cerner and Intra-center coordination.)

@ Other than assigned attitude reported (circle reported altitUde)

I

DME holding (use with mileages) (Upper figure indicates distance from station to DME fix, lower figure indicates length of holding pattern.)

I

In this example, the DME fix Is 10 miles out with a 6 mile pattern

M

Indicated.

....-----..

I

(ml.)(dlr.) DME arc of VORTAC, TACAN, or MLS.

Contact (facility) or (freq.), (time, fix, or altitude If appropriate). Insert q.)

G(fre frequency only when tt Is other than standard.

•

R Radar contact.

I

R EN ROUTE: Requested altitude (preceding altitude Information)

,..a.....-

Radar service tennlnated

I

Radar contact lost "::Rc: Radar vector RV

I

Pilot resumed own navigation

AX

Radar handoff (circle symbol when handoff completed)

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®

EMERGENCY E (red)

I

W (red) WARNING Point out Initiated. Indicate the appropriate P facility, sector or position. Example: PZFW.

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FUEL Minimum fuel NOTE: The absence 01 an airway route number between two fixes In the route of flight indicates "direct"; no symbol or abbreviation is required.

FIG 2-3-7

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Flight Progress Strips 2-3-13

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7110.65L eRG 2 1/28/99

I

Section 4. RADIO AND INTERPHONE COMMUNICATIONS

don guard on the assigned ATC frequency for a mutually 2-4-1. RADIO COMMUNICATIONS agreeable time period. Additionally, they will inform con- Use radio frequencies for the special purposes for which trollers of the NAVAID voice facility and the company they are intended. A single frequency may be used for frequency they will monitor.

more than one function except as follows: 2-4-5. AUTHORIZED TRANSMISSIONS TERMINAL: When combining positions in the tower,

I

do not use ground control frequency for airborne com- Transmit only those messages necessary for air traffic munications.

control or otherwise contributing to air safety.

I

NOTE- REFERENCE- FAAO 7210.3, AumORlZED MESSAGES NOT DIRECTLY Due to the limited number of frequencies assigned to tow- ASSOCIATED WITH AT SERVICES, Para 3-2~2.

ers for the ground control function, it is very likely that airborne use of a ground control frequency could cause

I

interference to other towers or interference to your air- 2-4-6. FALSE OR DECEPTIVE COMMUNICA- craft from another tower. When combining these functions, TIONS it is recommended combining them on local control. The Take action to detect, prevent, and report false, decep-

I

ATIS may be used to specify the desired frequency.

tive, or phantom controller communications to an air- craft or controller. The following shall be accomplished 2-4-2. MONITORING when false or deceptive communications occur:

I

Monitor interphones and assigned radio frequencies a. Correct false information.

continuously.

b. Broadcast an alert to aircraft operating on all fre- NOTE-

I

quencies within the area where deceptive or phantom Although all FAA facilities, including RAPCON's and transmissions have been received.

RATCF S, are required to monitor all assigned frequencies continuously, USAF facilities may not monitor all unpub- EXAMPLE- lished discrete frequencies.

"Attention all aircraft. False ATC instructions have been received in the area of Long Beach Airport. Exercise ex-

•

2-4~3. PILOT ACKNOWLEDGMENT/READ BACK treme caution on all frequencies and verify instructions. "

I

a. When issuing clearances or instructions ensure ac- c. Collect pertinent information regarding the inci- I knowledgment by the pilot. dent.

NOTE·

d. Notify the operations supervisor of the false, de- I

I

Pilots may acknowledge clearances, instructions, or other ceptive, or phantom transmission and report all relevant information by using "Wilco, JJ "Roger, JJ "Affirmative; JJ or information pertaining to the incident.

other words or remarks.

I

REFERENCE- 2-4-7. AUTHORIZED RELAYS AIM, CONTACT PROCEDURES, Para 4-2-3.

b. If altitude, heading, or other items are read back by a. Relay operational information to aircraft or aircraft operators as necessary. Do not agree to handle such

I the pilot, ensure the read back is correct. If incorrect or

incomplete, make corrections as appropriate. messages on a regular basis. Give the source of any such message you relay.

I 2-4-4. AUTHORIZED INTERRUPTIONS

b. Relay official FAA messages as required.

As necessary, authorize a pilot to interrupt his com- NOTE- munications guard. The FAA Administrator and Deputy Administrator will

I

sometimes use code phrases to identify themselves in air- NOTE- to-ground communications as follows: Some users have adopted procedures to insure uninter- Administrator- "SAFEAIR ONE. JJ rupted receiving capability with ATC when a pilot with Deputy Administrator- "SAFEAIR TWO. " only one operative communications radio must interrupt his communications guard because of a safety related EXAMPLE- "Miami Center, Jetstar One, this is SAFEAIR ONE, problem requiring airborne communications with his com- pany. In this event, pilots will request approval to aban- (message). JJ 2-4-1 Radio and Interphone Communications

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7110.65L 2/26/98

I

c. Relay operational information to military aircraft b. Second priority- Clearances and control instruc- operating on, or planning to operate on IR's.

tions.

c. Third priority- Movement and control messages 2-4-8. RADIO MESSAGE FORMAT using the following order of preference when possible: Use the following format for radio communications 1. Progress reports.

with an aircraft: 2. Departure or arrival reports.

a. Sector/position on initial radio contact:

I

3. Flight plans.

1. Identification of aircraft.

d. Fourth priority- Movement messages on VFR air- 2. Identification of ATC unit.

I

craft.

3. Message (if any).

4. The word "over" if required. 2-4-11. PRIORITY INTERRUPTION

I

b. Subsequent radio transmissions from the same Use the words "emergency" or "control" for interrupt- sector/position shall use the same format, except the ing lower priority messages when you have an emergen- identification of the ATC unit may be omitted.

cy or control message to transmit.

I

TERMINAL; You may omit aircraft identification after 2-4-12. INTERPHONE MESSAGE FORMAT initial contact when conducting the final portion of a ra- dar approach.

I

Use the following format for interphone intralinterfa- REFERENCE- cility communications: FAAO 7110.65, AIRCRAFTIDENTIFICATION, Para 2-4-20.

a. Both the caller and receiver identify their facility

I

2-4-9. ABBREVIATED TRANSMISSIONS and/or position in a manner that insures they will not be confused with another position.

Transmissions may be abbreviated as follows: NOTE- a. Use the identification prefix and the last 3 digits or Other means of identifying a position, such as substituting letters of the aircraft identification after communica-

departure or arrival gate/fix names for position identifica- •

tions have been established. Do not abbreviate similar tion, may be used. However, it must be operationally

I

sounding aircraft identifications or the identification of beneficial, and the procedure fully covered in a letter of agreement or a facility directive, as appropriate.

an air carrier or other civil aircraft having an FAA autho- rized call sign.

EXAMPLE-

I

REFERENCE- ~- "Albuquerque Center Sixty Three, Amarillo De- FAAO 7110.65, AIRCRAFT IDENTIFICATION, Para 2-4-20.

parture. " b. Omit the facility identification after communica- Receiver- "Albuquerque Center. "

tion has been established. I

b. Between two facilities which utilize numeric posi- c. Transmit the message immediately after the callup tion identification, the caller must identify both facility (without waiting for the aircraft's reply) when the mes- and position.

I

sage is short and receipt is generally assured.

EXAMPLE- d. Omit the word "over" if the message obviously ~- "Albuquerque Sixty Three, Fort Worth Eighty requires a reply.

Two."

I

c. Caller states the type of coordination to be ac- 2-4-10. INTERPHONE TRANSMISSION PRIORI- complished when advantageous. For example, hand- TIES

I

off or APREQ.

Give priority to interphone transmissions as follows: d. The caller states the message.

a. First priority- Emergency messages including es- e. The receiver states the response to the caller's mes- sential information on aircraft accidents or suspected sage followed by the receiver's operating initials.

accidents. After an actual emergency has passed, give a lower priority to messages relating to that accident.

f. The caller states his or her operating initials.

-: 2-4-2 Radio and Interphone Communications

I

7110.65L 2/26/98

I

EXAMPLE- [QJ [I] ~- "Zanesville, Columbus, seventy-three line, hand- fd:J1kr.- "Denver High, R Twenty-five. " off. }} Receiver- "Denver High. " Receiver- "Zanesville."

~- "Request direct Denver for Northwest Three CJJJkr.- "Five miles east of Appleton VOR, United Three Twenty-eight. "

I

Sixty-six. " Receiver- "Northwest Three Twenty-eight direct Denver Receiver- "United Three Sixty-six, radar contact, A.Z."

approved. HF "

I

fdl1kL- "M.E."

~-"G.M."

g. Identify the interphone voice line on which the call is being made when two or more such lines are collo-

I

[2] cated at the receiving operating position.

Receiver- "Denver High, Go ahead override. " EXAMPLE- "Washington Center, Washington Approach on the Fifty fd:J1kr.- "R Twenty-five, Request direct Denver for North-

I

Seven line. " west Three Twenty-eight. " "Chicago Center, O'Hare Tower handoff on the Departure Receiver- "Northwest Three Twenty-eight direct Denver West line."

I

approved. H.F " h. TERMINAL: The provisions of subparas a., b., ~-"G.M."

c., e., f., g., and para 2-4-13, INTERPHONE MES- SAGE TERMINATION, may be omitted provided:

I

1. Abbreviated standard coordination procedures [] are contained in a facility directive describing the spe- ~- ("Bolos" is a departure gate in HoustonARTCC's Sabine sectorj- "Bolos, Houston local." cific conditions and positions that may utilize anabbre- viated interphone message format; and

•

Receiver- "Bolos."

2. There will be no possibility of misunderstanding

I

which positions are using the abbreviated procedures.

I !&JJ&r.- "Request Flight Level three five zero for Ameri- can Twenty-five."

2-4-13.INTERPHONE MESSAGE TERMINATION

I Terminate interphone messages with your operating

Receiver- "American twenty-five Flight Level three five zero approved, A. C. " initials.

Caller- "G.M." 2-4-14. WORDS AND PHRASES

I

Use the words or phrases in radiotelephone and inter- phone communication as contained in the P/CG. The [1] word "heavy" shall be used as part of the identification

I

Callsi: "Sector Twelve, Ontario Approach, APREQ. " of heavy jet aircraft as follow: Receiver- "Sector Twelve. " TERMINAL: In all communications with or about heavy jet aircraft.

I

r:dll1il.- "Cactus Five forty-two heading one three zero EN ROUTE: The use of the word heavy may be omitted and climbing to one four thousand. " except as follows:

I

Receiver- "Cactus Five forty-two heading one three zero a. In communications with a terminal facility about and climbing to one four thousand approved. B.N. " heavy jet operations.

b. In communications with or about heavy jet aircraft CJ!JJ&r.- "A.M."

with regard to an airport where the en route center is pro- viding approach control service.

2-4-3 Radio and Interphone Communications

I

7110.65L CRG 2 1/28/99

I

rcao Phonetics c. In communications with or about heavy jet aircraft when the separation from a following aircraft may be- Character Word Pronunciation come less than 5 miles by approved procedure.

0 Zero ZE-RO d. When issuing traffic advisories. One 1 WUN 2 Two TOO EXAMPLE~ Three 3 TREE "United Fifty-Eight Heavy. " 4 Four FOW-ER NOTE·

I

Fiye 5 FlFE Most airlines will use the word "heavy" following the 6 Six SIX company prefix and flight number when establishing com- Seven SEV-EN munications or when changing frequencies within a termi- 7

I

Eight AIT nal facility's area. 8 9 Nine NIN-ER e. When in radio communications with "Air Force One" or "Air Force Two", do not add the heavy desig- A A1fa ALFAH

I

nator to the call sign. State only the call sign" Air Force Bravo BRAHVOH B One/Two" regardless of the type aircraft.

C Charlie CHARLEE Delta DELLTAH D 2-4-15. EMPHASIS FOR CLARITY

I

E Echo ECKOH Emphasize appropriate digits, letters, or similar Foxtrot FOKSTROT F sounding words to aid in distinguishing between sim- G Golf GOLF

ilar sounding aircraft identifications. Additionally: I

Hotel HOHrELL H 3. Notify each pilot concerned when communicating I India INDEEAH with aircraft having similar sounding identifications. J Juliet! JEWLEEETI

I

K Kilo KEYLOH EXAMPLE- Lima LEEMAH L "United Thirty-one United, Miami Center, U.S. Air M Mike MIKE Thirty-one is also on this frequency, acknowledge."

N November NOVEMBER "U.S. Air Thirty-one U.S. Air, Miami Center, United 0 Oscar OSSCAH

•

Thirty-one is also on this frequency, acknowledge."

Papa PAHPAH P REFERENCE- Q Quebec KEHBECK

I

FAAO 7110.65, AIRCRAFTIDENTIFICATION, Para 2-4-20.

ROWMEOH R Romeo FAAO 7210.3, AIRCRAFTIDENTIFICATION PROBLEMS, Para 2-1-12.

S Sierra SEEAIRAH • b. Notify the operations supervisor-in-charge ofany Tango TANGGO T

I

duplicate flight identification numbers or phonetically U Uniform YOUNEEFORM similar-sounding call signs when the aircraft are operat- V Vietor VIKTAH ing simultaneously within the same sector.

W Whiskey WISSKEY REFERENCE·

I

X-ray ECKSRAY X FAAO 7210.3, AIRCRAFTIDENTIFICATION PROBLEMS, Para 2-1-12.

Yankee YANGKEY Y NOTE- ZOOLOO Z Zulu This is especially important when this occurs on a repeti-

I

tive, rather than an isolated, basis.

TBL2-4-1 2-4-16. ICAO PHONETICS

I

Use the ICAO pronunciation of numbers and indi- NOTE- vidual letters. (See the ICAO radiotelephony alphabet Syllables to be emphasized in pronunciation are in bold and pronunciation in TBL 2-4-1.) face.

I

I

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Radio and Interphone Communications 2-4-4

I

711O.65L 2/26/98

I

EXAMPLE- 2-4-17. NUMBERS USAGE MDA/DH Altitude Statement State numbers as follows: 1,320 "Minimum descent altitude, one three two zero."

a. Serial numbers- The separate digits.

"Decision height, four eight six."

EXAMPLE- c. Time:

I

1. General time information- The four separate Statement Number digits of the hour and minute/s in terms of UTe.

11,495 "One one four niner five."

EXAMPLE-

I

"Two zero zero six niner," 20,069 UTe Time (12 hr.) Statement

I b. Altitudes or flight levels: 1:15 a.m. CST "Zero seven one five."

1:15 p.m, CST "One niner one five."

1. Altitudes- Pronounce each digit in the number 2. Upon request- The four separate digits of the of hundreds or thousands followed by the word

I

hours and minute/s in terms ofUTC followed by the lo- "hundred" or "thousand" as appropriate.

cal standard time equivalent; or the local time equiva- lent only. Local time may be based on the 24-hour EXAMPLE-

I clock system, and the word "local" or the time zone

equivalent shall be stated when other than UTC is refer- Number Statement enced. The term "ZULU" may be used to denote UTe.

10,000 "One zero thousand."

I

EXAMPLE- 11,000 "One one thousand."

17,900 "One seven thousand niner hundred."

UTe Time (24 hr.) Time (12 hr) Statement 2230 1430 PST 2:30p.m. "Two two three zero, one four

•

NOTE- three zero Pacific or Local." or Altitudes may be restated in group form for added clarity "Two-thirty

I

if the controller chooses.

P-M."

EXAMPLE- 3. Time check- The word "time" followed by the

I four separate digits of the hour and minutes, and nearest

Number Statement quarter minute. Fractions of a quarter minute less than 10,000 "Ten thousand." eight seconds are stated as the preceding quarter min- 11,000 "Eleven thousand." ute; fractions of a quarter minute of eight seconds or

I

17,900 "Seventeen thousand Diner more are stated as succeeding quarter minute.

hundred."

EXAMPLE-

I

Time Statement 2. Flight levels- The words "flight level" fol-

I lowed by the separate digits of the flight level. 1415:06 "Time, one four one five."

1415:10 "Time, one four one five and one-quarter, " EXAMPLE- 4. Abbreviated time- The separate digits of the

I

PUghtlevel Statement minutes only.

180 "Flight level one eight zero."

EXAMPLE- "Flight level two seven five. " Time Statement 1415 "One five."

3. MDNDH Altitudes- The separate digits of the 1420 "Two zero."

MDNDH altitude.

2-4-5 Radio and Interphone Communications

I

7UO.65L 2/26/98

I

5. Field elevation- The words "field elevation" EXAMPLE- followed by the separate digits of the elevation.

Code Statement EXAMPLE- 1000 "One zero zero zero."

2100 "Two one zero zero. " Elevation Statement 17 feet "Field elevation, one seven. " i. Runways- The word "runway," followed by the 817 feet "Field elevation, eight one separate digits of the runway designation. For a parallel

I

seven."

runway, state the word "left," "right," or "center" if 2,817 feet "Field elevation, two eight one the letter "L," "R," or "C" is included in the designa- seven."

tion.

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d. The number "0" as "zero" except where it is used EXAMPLE- in approved "group form" for authorized aircraft call signs, and in stating altitudes.

Designation Statement I

"Runway Three."

EXAMPLE- "Runway Eight Left."

8L 27R "Runway Two Seven Right."

I

As Zero As Group "Field elevation one six zero. " "Western five thirty."

j. Frequencies- "EMAIR One Ten."

"Heading three zero zero."

"One zero thousand five "Ten thousand five hundred."

I

1. The separate digits of the frequency, inserting hundred."

the word "point" where the decimal point occurs.

e. Altimeter setting- The word "altimeter" followed (a) Omit digits after the second digit to the right

I

by the separate digits of the altimeter setting.

of the decimal point.

EXAMPLE- (b) When the frequency is in the LlMF band, in- clude the word "kiloHertz."

Statement Setting EXAMPLE-

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"Altimeter, three zero zero one." 30.01

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Frequency Statement f. Surface wind- The word "wind" followed by the "One two six point five five."

126.55 MHz separate digits of the indicated wind direction to the 369.0 MHz "Three six niner point zero. " nearest 10-degree multiple, the word "at" and the sepa-

I 121.5 MHz "One two one point five."

rate digits of the indicated velocity in knots.

135.275 MHz "One three five point two seven."

302kHz "Three zero two kiloHertz. " EXAMPLE-

I "Wind zero three zero at two five. "

2. USAF/USN: Local channelization numbers may "Wind two seven zero at one five gusts three five. " be used in lieu of frequencies for locally based aircraft g. Heading- The word "heading" followed by the when local procedures are established to ensure that lo-

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three separate digits of the number of degrees, omitting cal aircraft and ATC facilities use the same channeliza- the word "degrees." Use heading 360 degrees to indi- tion.

cate a north heading.

EXAMPLE-

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EXAMPLE- Statement Frequency Heading Statement "Local channel one six."

275.8 MHz

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5 degrees "Heading zero zero five."

3. Issue MLS/TACAN frequencies by stating the 30 degrees "Heading zero three zero. " assigned two- or three-digit channel number.

360 degrees "Heading three six zero."

EXAMPLE- h. Radar beacon codes- The separate digits of the "M -L -S channel Five Three Zero. " 4-<1igit code. "TAeAN channel Nine Seven. " Radio and Interphone Communications 2-4-6

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2/26/98 7110.65L

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k. Speeds- b. Air route traffic control centers- State the name of the facility followed by the word "center."

1. The separate digits of the speed followed by c. Approach control facilities, including RAPCON's, "knots" except as required by para 5:'" 7 - 2, METHODS.

RATCF's, and ARAC's- State the name of the facility EXAMPLE· followed by the word "approach." Where military and civil facilities are located in the same general area and Speed Statement have similar names, state the name of the military ser- 250 "Two five zero knots."

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vice followed by the name of the military facility and 190 "One niner zero knots."

the word "approach."

EXAMPLE- 2. The separate digits of the Mach number preced-

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"Denver Approach. " ed by "Mach."

"Griffiss Approach. " EXAMPLE~ "Navy Jacksonville Approach. " d. Functions within a terminal facility- State the

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Mach Number Statement name of the facility followed by the name of the func- 1.5 "Mach one point five."

tion.

0.64 "Mach point six four."

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EXAMPLE- 0.7 "Mach point seven."

"Boston Departure. " "LaGuardia Clearance Delivery. " 1. Miles- The separate digits of the mileage followed "O'Hare Ground."

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by the word "mile."

e. When calling or replying on an interphone line EXAMPLE· which connects only two non-VSCS equipped facili- "Three zero mile arc east of Nottingham. " ties, you may omit the facility name.

I "Traffic, one o'clock, two five miles, northbound, D-C

EXAMPLE- Eight, flight level two seven zero. " "Bradford High, Handoff " f. FAA flight service stations- State the name of the 2-4-18. NUMBER CLARIFICATION station followed by the word "radio."

a. If deemed necessary for clarity, and after stating

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EXAMPLE- numbers as specified in para 2-4-17, NUMBERS "Altoona Radio. "

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USAGE, controllers may restate numbers using either g. Radar facilities having ASR or PAR but not pro- group or single-digit form.

viding approach control service- State the name of the EXAMPLE- facility, followed by the letters "G-C-A."

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"One Seven Thousand, Seventeen Thousand. " EXAMPLE· "Altimeter Two Niner Niner Two, Twenty Nine Ninety "Corpus Christi G-C-A."

Two."

"Davison G-C-A. " "One Two Six Point Five Five, One Twenty Six Point Fifty

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Five."

2-4-20. AIRCRAFT IDENTIFICATION Use the full identification in reply to aircraft with 2-4-19. FACILITY IDENTIFICATION

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similar sounding identifications. For other aircraft, Identify facilities as follows: the same identification may be used in reply that the pilot used in his initial callup except use the correct a. Airport traffic control towers- State the name of

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identification after communications have been estab- the facility followed by the word "tower." Where mili- lished. Identify aircraft as follows: tary and civil airports are located in the same general area and have similar names, state the name of the mili- a. U.S. registry aircraft- State one of the following:

I

tary service followed by the name of the military facility REFERENCE· FAAO 7110.65, RADIOMESSAGE FORMAT, Para 2-4-8.

and the word "tower."

FAAO 7110.65, ABBREVIATED TRANSMISSIONS, Para 2-4-9_ FAAO 7110.65, EMPHASISFOR CLARJ1Y, Para 2-4-15.

EXAMPLE~ FAAO 7110.65, NUMBERS USAGE, Para 2-4-17.

"Columbus Tower. rr "Barksdale Tower."

1. Civil- State the prefix "November" when estab- I

"Navy Jacksonville Tower. rr Iishing initial communications with U.S. registered air-

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Radio and Interphone Communications 2-4-7

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7110.65L CHG 2 1/28/99

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craft followed by the ICAO phonetic pronunciation of 3. Air taxi and commercial operators not having the numbers/letters of the aircraft registration. The con- FAA authorized call signs- State the prefix "TANGO" troller may state the aircraft type, the model, the on initial contact, if used by the pilot, followed by the manufacturer's name, followed by the ICAO phonetic registration number. The prefix may be dropped in sub- pronunciation of the numbers/letters of the aircraft reg- sequent communications.

istration if used by the pilot on the initial or subsequent EXAMPLE· call.

"Tango Mooney Five Five Five Two Quebec. " "Tango November One Two Three Four."

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EXAMPLE- Air traffic controller s initiated call: 4. Air carrier/taxi ambulance- State the prefix, "Lifeguard," if used by the pilot, followed by the call "November One Two Three Four Golf"

sign and flight number in group form. I

"November One Two Three Four."

EXAMPLE- "Lifeguard Delta Fifty-One. " Responding to pilots initial or subsequent call:

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S. Civilian air ambulance- State the word "Jet Commander One Two Three Four Papa."

"LIFEGUARD" followed by the numbers/letters of "Bonanza One Two Three Four Tango."

the registration number.

• "Sikorsky Six Three Eight Mike Foxtrot."

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EXAMPLE- NOTE- "Lifeguard Two Six Four Six."

If aircraft identification becomes a problem when the pro- 6. U.S. milirary -Btate one of the following: cedures specified above are used, the call sign shall be

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(a) The service name, followed by the word restated after the flight number of the aircraft involved.

"copter," when appropriate, and the last 5 digits ofthe EXAMPLE- serial number.

"American Five Twenty-One American. "

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EXAMPLE- "Commuter Six Eleven Commuter. " "Navy Five Six Seven One Three. " "General Motors Thirty-Seven General Motors."

"Coast Guard Six One Three Two Seven. " REFERENCE- "Air Guard One Three Five Eight Six" FAAO 7210.3, AIRCRAFTIDENTIFICATION PROBLEMS, Para 2-1-.1 2.

"Army Copter Three Two One Seven Six. "

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2. Air carrier and other civil aircraft having FAA NOTE- authorized call signs- State the call sign followed by the If aircraft identification becomes a problem, the proce-

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flight number in group form.

dures reflected in FAAO 7210.3, AIRCRAFT IDENTIFI- CATION PROBLEMS, Para 2-1-12, will apply.

NOTE- "Group form" is the pronunciation of a series of numbers (b) Special military operations- State one of the

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as the whole number, or pairs of numbers they represent following followed by the last 5 digits ofthe serial num- rather than pronouncing each separate digit. The use of ber: group form may, however, be negated by four-digit identi-

(c) Air evacuation flights- "AIR EVAC," I

fiers or the placement of zeros in the identifier.

"MARINE AIR EVAC," or "NAVY AIR EVAC."

EXAMPLE- EXAMPLE- "American Fifty- Two. "

"Air Evac One Seven Six Five Two. " I

"Delta One Hundred. " "Eastern Metro One Ten. " (d) Rescue flights- (Service name) "RES- "General Motors Thirty Fifteen."

CUE."

"United One Zero One. "

I

EXAMPLE- "Delta Zero One Zero. " "Air Force Rescue Six One Five Seven Niner. n "TWA Ten Zero Four."

NOTE-

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(e) Air Mobility Command - "REACH."

Air carrier and other civil aircraft having FAA authorized EXAMPLE- call signs may be pronounced using single digits if neces- "Reach Seven Eight Five Six Two. " sary for clarity.

(0 Special Air Mission- "SAM."

EXAMPLE· "United Five One Seven. " EXAMPLE- "United Five Seven Zero. " "U.S. Sam Niner One Five Six Two. " 2-4-8 Radio and Interphone Communications

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7110.65L 2/26/98

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(g) USAF Contract Aircraft "LOGAIR." (a) When the Vice President is aboard a military aircraft, state the name of the military service, followed EXAMPLE- by the word "Two."

"Logair Seven Five Eight Two SiX. "

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EXAMPLE- (h) Military tactical and training: "Air Force Two."

I

"Army Two."

(1) U.S. Air Force, Air National Guard, Mil- "Marine Two. " itary District of Washington priority aircraft, and USAF civil disturbance aircraft- Pronounceable (b) When the Vice President is aboard a civil air-

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words of 3 to 6 letters followed by a 1 to 5 digit craft, state the words "Executive Two."

number.

(c) When a member of the Vice President's fami- EXAMPLE- ly is aboard any aircraft, ifthe U.S. Secret Service or the

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"Paul Two Zero. " White House Staff determines it is necessary, state the "Pat One Five Seven. " words "Executive Two Foxtrot."

"Gaydog Four. " REFERENCE-

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FAAO 7110.65, OPERATIONAL PRIORITY, Para 2-1-4.

NOTE- When the "Z" suffIX described in para 2-3-6, USAF/USN 9. DOT and FAA flights: The following alphanu- UNDERGRADUATE PILOTS, is added to identify aircraft meric identifiers and radio/interphone call-signs are

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piloted by USAF undergraduate pilots, the call sign will established for use in air/ground communications be limited to a combination of six characters.

when the Secretary of Transportation, Deputy Secre- (2) Navy or Marine fleet and training com- tary of Transportation, FAA Administrator or FAA

I

mand aircraft- The service name and 2 letters, or a Deputy Administrator have a requirement to identify digit and a letter (use letter phonetic equivalents), themselves. (See TEL 2-4-2.)

followed by 2 or 3 digits.

DOT and FAA Alphanumeric Identifiers

I

and Call Signs EXAMPLE- "Navy Golf Alfa Two One. " Official Identifier Cal1Sigll "Marine Four Charlie Two Three SiX."

Secretary of Transportation DOT-l Transport-l (i) NORAD interceptors- An assigned double Deputy Secretary of Transportation DOT-2 Transport-2

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letter 2--digit flight number.

Administrator, FAA-l Safeair-l Federal Aviation Administration EXAMPLE-

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Deputy Administrator, FAA-2 Safeair-2 "Alfa Kilo One Five. " Federal Aviation Administration 7. Presidential aircraft and Presidential family air- TBL2-4-2

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craft: 10. Other Special Flights: (a) When the President is aboard a military air- (a) Department of Energy flights- State the let- craft, state the name of the military service, followed by ters "R-A~" (use phonetic alphabet equivalents) fol-

I

the word "One."

lowed by the last 4 separate digits of the aircraft regis- EXAMPLE- tration number.

"Air Force One. "

I EXAMPLE-

"Army One. " "ROMEO ALFA CHARLIE ONE SIX FIVE THREE. " "Marine One."

(b) Flight Inspection of navigational aids- State (b) When the President is aboard a civil aircraft,

I

the call sign "FLIGHT CHECK" followed by the digits state the words "Executive One."

of the registration number.

(c) When a member of the President's family is EXAMPLE- I aboard any aircraft, if the U.S. Secret Service or the "Flight Check Three Niner SiX Five Four. " White House Staff determines it is necessary, state the (C) USAF aircraft engaged in aerial sampling words "Executive One Foxtrot."

missions- State the call sign "SAMP" followed by the REFERENCE- last three digits of the serial number.

FAAO 7110.65, OPERATIONAL PRIORITY, Para 2-1-4.

EXAMPLE- 8. Vice Presidential aircraft: "Samp Three One SiX. " 2-4-9 Radio and Interphone Communications

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7110.65L 2/26/98

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REFERENCE- 3. Type only if no confusion or misidentification is FAAO 7110.65, SAMp, Para 9-3-14.

likely.

11. Use a pilot's name in identification of an air-

II

b. Air Carrier: craft only in special or emergency situations.

1. Manufacturer's model or designator.

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b. Foreign registry- State one of the following: 2. Add the manufacture's name, company name 1. Civil- State the aircraft type or the manufac- or other identifying features when confusion or mis- turer's name followed by the letters/numbers of the

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identification is likely.

aircraft registration, or state the letters or digits of the aircraft registration or call sign.

EXAMPLE- "Lr-Ten-El.even. " EXAMPLE-

I

"American MD-Eighty. Seven Thirty-Seven. " "Stationair F-L-R-lJ."

"Boeing Seven Fifty-Seven. " "C-F-L-R-lJ. " NOTE- NOTE-

I

Pilots of "interchange" aircraft are expected to inform the Letters may be spoken individually or phonetically.

tower on the first radio contact the name of the operating company and trip number followed by the company name, 2. Air carrier- The abbreviated name of the operat- as displayed on the aircraft, and the aircraft type.

I ing company followed by the letters or digits of the reg-

istration or call sign.

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c. General Aviation and Air Taxi: EXAMPLE- 1. Manufacturer's model, or designator.

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"AIR FRANCE F-L-R-L-G."

2. Manufacture's name, or add color when con- 3. The flight number in group form, or you may

I

sidered advantageous.

use separate digits if that is the format used by the pilot.

I

EXAMPLE- EXAMPLE- "Tri-Pacen " "Scandinavian Sixty-eight. " "P A Twenty-Two."

"Scandinavian Six Eight. " "Cessna Four-<Jh-<Jne."

"Blue And White King Air. " 4. Foreign Military- Except Canada, the name of

•

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"Airliner. " the country and the military service followed by the sep- "Sikorsky S -Seventy-Six. " arate digits or letters of the registration or call sign. Ca-

I

nadian Armed Force aircraft shall be identified by the d. When issuing traffic information to aircraft fol- word "Canforce" followed by the separate digits of the lowing a heavy jet, specify the word "heavy" before the serial number, except that the Transport Command of I manufacturer's name and model.

the Canadian Armed Force shall be identified by the EXAMPLE- words "Canadian Military" and the Canadian Coast "Heavy L-Ten-Eleven."

Guard shall be identified as "Canadian Coast Guard"

I "Heavy C-Five."

followed by the separate digits of the serial number.

"Heavy Boeing Seven Forty-Seven. " EXAMPLE- REFERENCE- FAAO 7110.65, TRAFFIC ADVISORIES, Para 2-1-21.

"Canforce Five Six Two Seven. "

I

"Brazilian Air Force Five Three Two Seven Six. " 2-4-22. AIRSPACE CLASSES

I 2-4-21. DESCRIPTION OF AIRCRAFT TYPES

A, B, C, D, E, and G airspace are pronounced in the lCAD phonetics for clarification. The term "Class" Except for heavy aircraft, describe aircraft as follows may be dropped when referring to airspace in pilot/con- when issuing traffic information.

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troller communications.

a. Military: EXAMPLE- "Cessna 123 Mike Romeo cleared to enter Bravo air- 1. Military designator, with numbers spoken in space. " group form, or "Sikorsky 123 Tango Sierra cleared to enter New York 2. Service and type, or Bravo airspace. " 2-4-10 Radio and Interphone Communications

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2/26/98 7110.65L

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Section 5. ROUTE AND NAVAID DESCRIPTION

2-5-1. AIRWAYS AND ROUTES a. VORNORTAC/TACAN/MLS/GPS Waypoint- State the name of the NAVAID or GPS Waypoint fol- Describe airways, routes, or jet routes as follows: lowed by the separate digits of the radial/azimuthl a. VORNORTACfTACAN airways or jet routes- bearing (omitting the word "degrees") and the word State the word "Victor" or the letter "J" followed by "radial/azimuth/bearing. "

I

the number of the airway or route in group form. For RNAV routes add the word "Romeo." EXAMPLE- "Appleton Zero Five Zero Radial. " EXAMPLE-

I "Lindburg Runway Two Seven MiLs-S, Two Six Zero Azi-

"Victor Twelve. " muth."

"J Five Thirty- Three. " "Victor Seven Ten Romeo. " b. Arcs about VOR-DMENORTACITACAN/MLS

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"J Eight Thirty Romeo. " NAVAID's- State the distance in miles from the NA- "Offset One Zero miles right of J Eight Thirty Romeo. " VAID followed by the words "mile are," the direction b. VORNORTACfTACAN alternate airways- State from the NAVAIDin terms of the eight principal points

I

the word "Victor" followed by the number of the air- ofthe compass, the word "of," and the name ofthe NA- way in group form and the alternate direction.

VAID.

EXAMPLE-

I

"Victor Twelve South. " EXAMPLE- "Two Zero mile arc southwest of O'Hare Runway Two c. Colored/LlMF airways- State the color of the air- Seven Left M-L-S."

way followed by the number in group form.

I

EXAMPLE- c. Quadrant within a radius ofNAVAID- State direc- "Blue Eighty-One."

tion from NAVAID in terms of the quadrant; e.g., NE, SE, SW, NW, followed by the distance in miles from the d. Named Routes- State the words "North American NAVAID.

Route" or "Bahama Route" followed by the number of

•

the route in group form.

EXAMPLE-

I

EXAMPLE- "Cleared to fly northeast quadrant of Phillipsburg "North American Route Sixty-Seven Bravo" VOR1:4.C within Four Zero mile radius."

"Bahama Route Fifty-Five Victor."

REFERENCE-

I

e. Air Traffic Service (ATS) routes- State the letter(s) FAAO 7110.65, ROUTE USE, Para 4-4-1.

Pice TERM- QUADRANT.

of the route phonetically, followed by the number of the route in group form.

I d. Nondirectional beacons- State the course to or the

EXAMPLE- bearing from the radio beacon, omitting the word "de- "ROMEO TWENTY."

gree," followed by the words "course to" or "bearing "ALFA FIFTY."

from," the name of the radio beacon, and the words "ra-

I "GOLF SIXTY-ONE. "

dio beacon."

"ALFA SEVEN HUNDRED. " f. Military Training Routes (MTR's)- State the let- EXAMPLE-

I

ters "1- R "or "V - R" followed by the number of the "Three Four Zero bearing from Randolph Radio Beacon."

route in group form.

EXAMPLE- e. MLS- State the azimuth to or azimuth from the

I

"I-R FIVE THIRTY-ONE" MLS, omitting the word "degree" followed by the "V-R FIFTY -TWO" words "azimuth to" or "azimuth from," the name of the MLS, and the term MLS.

2-5-2. NAVAIO TERMS EXAMPLE- Describe radials, arcs, courses, bearings, and quadrants "Two Six Zero azimuth to Linburgh Runway Two Seven of NAVAID's as follows: MLS."

:-

Route and Navaid Description 2-5-1

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8/13/98 711O.65L eRG 1

I

EXAMPLE· 2-5-3. NAVAIO FIXES "Appleton Zero Five Zero radial Three Seven mile fix. " "Reno localizer back course Four mile fix."

Describe fixes determined by reference to a radial/ "Hobby Runway One Two M-L-S Zero Niner Zero azi- localizer/azimuth and distance from a VOR-DME/ muth One Two mile fix. " VORTACffACAN/ILS-DME or MLS as follows: b. When a fix is charted on a DP, STAR, en route • chart, or approach plate, state the name of the fix.

a. When a fix is not named, state the name of the

I

c. Use specific terms to describe a fix. Do not use ex- NAVAID followed by a specified radial /localizer/azi- muth, and state the distance in miles followed by the pressions such as "passing Victor Twelve" or "passing phrase "mile fix. " J Eleven."

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-:

Route and Navaid Description I

2-5-2

7/15/99 7110.65L CHG 3

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Section 6. WEATHER INFORMATION

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2-6-1. FAMILIARIZATION PHRASEOLOGY- AITENTION ALL AIRCRAFT. HAZARDOUS WEATHER , Become familiar with pertinent weather information INFORMATION FOR (geographical area) AVAIIABLE when coming on duty, and stay aware of current weather FROM FliGHT WATCH OR FliGHT SERVICE.

information needed to perform ATC duties.

c. Terminal facilities have the option to limit hazard- ous weather information broadcasts as follows: Tower

I

cab and approach control facilities may opt to broadcast 2-6-2. HAZARDOUS INFLIGHT WEATHER hazardous weather information alerts only when any ADVISORY SERVICE (HIWAS) part of the area described is within 50 NM of the air-

I

Controllers shall advise pilots of hazardous weather space under their jurisdiction.

that may impact operations within 150 NM of their REFERENCE- sector or area of jurisdiction. Hazardous weather AIM, CHAPTER 7, SECTION 1. METEOROLOGY, Para 7-1-5 through

I

information contained in mWAS broadcasts includes Para 7-1-9.

Airmen's Meteorological Information (AIRMET), Significant Meteorological Information (SIGMET), 2-6-3. PIREP INFORMATION

I Convective SIGMET (WST), Urgent Pilot Weather

Significant PIREP information includes reports of Reports (UUA), and Center Weather Advisories strong frontal activity, squall lines, thunderstorms, light (CWA). Facilities shall review alert messages to to severe icing, wind shear and turbulence (including determine the geographical area and operational impact

I

clear air turbulence) of moderate or greater intensity, for hazardous weather information broadcasts. The volcanic eruptions and volcanic ash clouds, and other broadcast is not required if aircraft on your frequency(s) conditions pertinent to flight safety.

will not be affected.

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REFERENCE- a. Controllers within commissioned mwAS areas FAAO 7110.65, LOWLEVELWINDSHEARADVISORIES, Para 3-1-8 .

FAAO 7210.3, HANDLING OF SIGMET'S, CWA'S, AND PlREP'S, shall broadcast a mWAS alert on all frequencies, except Para 6-3-1.

emergency frequency, upon receipt of hazardous weath- AIM, FliGHT OPERATIONS IN VOLCANIC ASH, Para 7-5-8.

FAAO 7210.3, SIGMETANDPIREP HANDLING, Para 10-3-1.

er information. Controllers are required to disseminate

•

•

data based on the operational impact on the sector or a. Solicit PIREP's when requested or when one ofthe area of control jurisdiction.

I

following conditions exists or is forecast for your area of jurisdiction: NOTE- The inclusion of the type and number of weather advisory 1. Ceilings at or below 5,000 feet. These PIREP's I responsible for the HIWAS advisory is optional.

shall include cloud base/top reports when feasible.

PHRASEOLOGY- AITENTION ALL AIRCRAFT. HAZARDOUS WEATHER TERMINAL: Ensure that at least one descent/climb-out INFORMATION (SIGMET, Convective SIGMET, AIRMET,

I

PIREP, including cloud base/s, top/s, and other related Urgent Pilot Weather Report (UUA), or Center Weather phenomena, is obtained each hour.

Advisory (CWA), Number or Numbers) FOR (geographical area) AVAILABLE ON HIWAS, FLIGHT WATCH, OR

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EN ROUTE: When providing approach control ser- FliGHT SERVICE FREQUENCIES.

vices, the requirements stated in TERMINAL above b. Controllers outside of commissioned mWAS apply.

areas shall:

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2. Visibility (surface or aloft) at or less than 5 1. Advise pilots of the availability of hazardous miles.

weather advisories. Pilots requesting additional in- 3. Thunderstorms and related phenomena.

I

formation should be directed to contact the nearest Flight Watch or Flight Service.

4. Turbulence of moderate degree or greater.

2. Apply the same procedure when lllWAS out- 5. Icing of light degree or greater.

I

lets, or outlets with radio coverage extending into your 6. Wind shear.

sector or airspace under your jurisdiction, are out of ser- , Vice.

7. Volcanic ash clouds.

Weather Information 2-6-1

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7110.65L eHG 3 7/15/99

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NOTE~ 3. TERMINAL: Relay all operationally significant Pilots may forward PIREP's regarding volcanic activity PIREP's to: using the format described in the Volcanic Activity Reporting Form (VAR) as depicted in the AIM, Appendix 2. (a) The appropriate intrafacility positions.

8. TERMINAL: Braking Action Advisories are in (b) The FSS serving the area in which the report effect. was obtained.

REFERENCE· NOTE-

I

FAAO 7110.65, BRAKING ACTION ADVISORIES, Para 3-3 -5.

The FSS is responsible for long line dissemination.

P/CG TERM- BRAKING ACTIONADVISORIES.

(c) Other concerned terminal or en route ATe b. Record with the PIREP's: facilities, including non-FAA facilities.

I

1. Time.

(d) Use the word gain and/or loss when describ- ing to pilots the effects of wind shear on airspeed.

2. Aircraft position.

I

EXAMPLE· 3. Type aircraft.

"Delta Seven Twenty-One, a Boeing Seven TWenty-Seven, previously reported wind shear, loss of 'lWo Five knots at

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4. Altitude.

Four Hundred feet. " 5. When the PIREP involves icing include: "U.S. Air Seventy-Six, a D-C Niner, previously reported wind shear, gain of Twenty-Five knots between Niner

I

(a) Icing type and intensity.

Hundred and Six Hundred feet, followed by a loss of Five Zero knots between Five Hundred feet and the surface. " (b) Air temperature in which icing is occurring.

REFERENCE·

I

AIM, WINDSHEARPlREP'S, Para 7-1-21.

c. Obtain PIREP's directly from the pilot, or if the PIREP has been requested by another facility, you may instruct the pilot to deliver it directly to that facility. 2-6-4. WEATHER AND CHAFF SERVICES PHRASEOLOGY- a. Issue pertinent information on observed/reported

•

REQUEST FLIGHT CONDITIONS.

weather or chaff areas. Provide radar navigational guid-

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ance and/or approve deviations around weather or chaff Or if appropriate, areas when requested by the pilot. Do not use the word "turbulence" in describing radar-derived weather.

REQUEST (specific conditions; i.e., ride, ceiling, visibility,

I

etc.) CONDITIONS.

1. Issue weather and chaff information by defining the area of coverage in terms of azimuth (by referring If necessary, to the 12-hour clock) and distance from the aircraft or

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by indicating the general width of the area and the area OVER (fix), of coverage in terms of fixes or distance and direction from fixes.

or

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2. Issue the level of echo intensity when that ALONG PRESENT ROUTE, information is available. When utilizing ASR-9 radar equipment, controllers shall ensure that the highest or

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available level of echo intensity within their area of jurisdiction is displayed.

BETWEEN (fix) AND (fix}.

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3. 'When a deviation cannot be approved as re- d. Handle PIREP's as follows: quested and the situation permits, suggest an alternative 1. Relay pertinent PIREP information to con- course of action.

cerned aircraft in a timely manner.

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b. In areas of significant weather, plan ahead and be 2. EN ROUTE: Relay all operationally significant prepared to suggest, upon pilot request, the use of alter- PIREP's to the facility weather coordinator.

native routes/altitudes.

2-6-2 Weather Information

"

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1/28/99 7110.65L CHG 2

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NOTE· d. The supervisory traffic management coordinator-I Weather significant to the safety of aircraft includes such in-charge/operations supervisor/controller-in-charge conditions as tornadoes, lines of thunderstorms, embedded shall verify the ASR -9 weather information by the best thunderstorms, large hail, wind shear, moderate to means available (e.g., pilot reports, local tower person- extreme turbulence (including CAT), and light to severe nel, etc.) ifthe weather data displayed by the ASR-9 is icing.

reported as questionable or erroneous. Errors in weather c. Inform any tower for which you provide approach radar presentation shall be reported to the AF technician

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and the AT supervisor shall determine if the ASR-9 control services if you observe any weather echoes on derived weather data is to be displayed and a NOTAM radar which might affect their operations.

distributed.

PHRASEOLOGY-

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NOTE- WEATHER/CHAFF AREA BETWEEN (number) Anomalous propagation (AP) is a natural occurrence af- O'CLOCKAND (number) O'CLOCK (number) MILES, fecting radar and does not in itself constitute a weather circuit failure.

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(number) MILE BAND OF WEATHER/CHAFF FROM 2-6-5. CALM WIND CONDITIONS (fix or number of miles and direction from fix) TO (fix or

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TERMINAL: Describe the wind as calm when the wind number of miles and direction from fix), velocity is less than three knots.

or REFERENCE- I FAAO 7110.65, TAILWIND COMPONENTS, Para 3-5-3.

FAAO 7110.65, INTERSECTING RUNWAY SEPARATION, Para 3 -10-4.

LEVEL (number) WEATHER ECHO BETWEEN (number) O'CLOCKAND (number) O'CLOCK, (number) MILES ..

MOVING (direction) AT (number) KNOTS, TOPS 2-6-6. REPORTING WEATHER CONDITIONS

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(altitude), a. When the prevailing visibility at the usual point of observation, or at the tower level, is less than 4 miles, or tower personnel shall take prevailing visibility observa- tions and apply the observations as follows: DEVIATION APPROVED, (restrictions if necessary),

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ADVISE WHEN ABLE TO: 1. Use the lower of the two observations (tower or

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surface) for aircraft operations.

RETURN TO COURSE, or 2. Forward tower visibility observations to the RESUME OWN NAVIGATION weather observer.

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3. Notify the weather observer when the tower ob- FLY HEADING (heading) or . serves the prevailing visibility decrease to less than 4 PROCEED DIRECT TO (name of NAVAID). UNABLE miles or increase to 4 miles or more.

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DEVIATION (state possible alternate course of action).

b. Forward current weather changes to the appropri- EXAMPLE- ate control facility as follows: [I] "Level five weather echo between eleven o'clock and

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1. When the official weather changes to a condition one o'clock, one zero miles. Moving east at two zero knots, tops flight level three niner zero. " which is below 1,OOO-foot ceiling or below the highest circling minimum, whichever is greater, or less than 3

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[2] "Level four weather echo between ten o'clock and two miles visibility, and when it improves to a condition o'clock, one five miles. Weather area is two five miles in which is better than those above.

diameter. " 2. Changes which are classified as special weather

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NOTE- observations during the time that weather conditions Phraseology using level number is only applicable when are below 1,OOO-foot ceiling or the highest circling the radar weather echo intensity information is deter- minimum, whichever is greater, or less than 3 miles vis- mined by NWS radar equipment or ASR-9 radar equip- ibility.

ment.

REFERENCE- c. Towers at airports where military turbo-jet en route P/CG Term- Radar Weather Echo Intensity Levels.

descents are routinely conducted shall also report the

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Weather Information 2-6-3

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7110.65L 2/26/98

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conditions to the ARTCC even if it is not the controlling instruments, pilots, or radar may be transmitted to pilots facility.

or other ATC facilities without consulting the weather reporting station.

d. If the receiving facility informs you that weather reports are not required for a specific time period, dis- b. Specific values, such as ceiling and visibility, may continue the reports. The time period specified should be transmitted if obtained by one of the following not exceed the duration ofthe receiving controller's tour means: of duty.

1. You are properly certificated and acting as offi-

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e. EN ROUTE: When you determine that weather re- cial weather observer for the elements being reported.

ports for an airport will not be required for a specific NOTE- time period, inform the FSS or tower of this determina-

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USAF controllers do not serve as official weather observ- tion. The time period specified should not exceed the ers.

duration of receiving controller's tour of duty.

2. You have obtained the information from the offi- REFERENCE·

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cial observer for the elements being reported.

FAAO 7110.65, FORWARDING APPROACH INFORMATION BYNON- APPROACH CONTROL FACIliTIES, Para 3-10-2.

3. The weather report was composed or verified by the weather station.

2-6-7. DISSEMINATING WEATHER INFORMA-

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TION 4. The information is obtained from an official Au- tomated Weather Observation System (AWOS) or an TERMINAL: Observed elements of weather informa- Automated Surface Observation System (ASOS).

tion shall be disseminated as follows:

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a. General weather information, such as "large c. Differences between weather elements observed breaks in the overcast," "visibility lowering to the from the tower and those reported by the weather station

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south," or similar statements which do not include spe- shall be reported to the official observer for the element cific values, and any elements derived directly from concerned.

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2-6-4 Weather Information

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7UO.65L 2/26/98

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Section 7. ALTIMETER SETTINGS

REFERENCE- 2-7-1. CURRENT SETTINGS FAAO 7110.65, DEPARTURE INFORMATION, Para 3--9-1.

a. Current altimeter settings shall be obtained from 3. TERMINAL: To arriving aircraft on initial con-

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direct-reading instruments or directly from weather re- tact or as soon as possible thereafter. The tower may porting stations.

omit the altimeter if the aircraft is sequenced or vectored to the airport by the approach control having jurisdic- REFERENCE-

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FAAO 72103, CHAPTER 2, SECTION 8, WIND/ALTIMETER INFORMA- tion at that facility.

TION.

REFERENCE- b. If a pilot requests the altimeter setting in millibars, FAAO 7110.65, APPROACH INFORMATION, Para 4-7-11. I FAAO 7110.65, APPROACH INFORMATION, Para 5-10-2.

I ask the nearest weather reporting station for the equiva-

lent millibar setting. 4. EN ROUTE: For the destination airport to arriv- ing aircraft, approximately 50 miles from the destina- c. USAF/USA: Use the term "Estimated Altimeter" tion, if an approach control facility does not serve the

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for altimeter settings reported or received as estimated.

airport.

REFERENCE- 5. In addition to the altimeter setting provided on FAAO 7110.65, DEPARTURE INFORMATION, Para 3--9-1.

FAAO 7110.65, LANDING INFORMATION, Para 3-10-1 .

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initial contact, issue changes in altimeter setting to air- • FAAO 7110.65, APPROACH INFORMATION, Para 4-7-11.

craft executing a nonprecision instrument approach as frequently as practical when the official weather report 2-7-2. ALTIMETER SETTING ISSUANCE BELOW includes the remarks "pressure falling rapidly."

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LOWEST USABLE FL d. If the altimeter setting must be obtained by the pi- a. TERMINAL: Identify the source of an altimeter lot of an arriving aircraft from another source, instruct

I setting when issued for a location other than the air-

the pilot to obtain the altimeter setting from that source.

craft's departure or destination airport.

NOTE-

m The destination altimeter setting, whether from a local

b. EN ROUTE: Identify the source of all altimeter or remote source, is the setting upon which the instrument settings when issued.

approach is predicated.

•

PHRASEOLOGY- THE (facility name) (time of report if more than one hour [.2J Approach charts for many locations specify the source

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old) ALTIMETER (setting).

of altimeter settings as non-FAA facilities, such as UNI- COM's.

c. Issue the altimeter setting: e. When issuing clearance to descend below the low-

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1. To en route aircraft at least one time while oper- est usable flight level, advise the pilot of the altimeter ating in your area of jurisdiction. Issue the setting for setting of the weather reporting station nearest the point the nearest reporting station along the aircraft's route of the aircraft will descend below that flight level.

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flight: f. Department of Defense (DOD) aircraft which op- NOTE- erate on "single altimeter settings" (CFR Exemption CPR 91.121(1) requires that the pilot set his altimeter to 2861A) shall be issued altimeter settings in accordance

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the setting of a station along his route of flight within 100 with standard procedures while the aircraft are en route miles of the aircraft if one is available. However, issuance to and from their restricted areas, MOA's, and ATC as- of the setting of an adjacent station during periods that a signed airspace areas.

steep gradient exists will serve to inform the pilot of the

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difference between the setting he is using and the pressure g. When the barometric pressure is greater than 31.00 in the local area and better enable him to choose a more inches Hg., issue the altimeter setting and: advantageous setting within the limitations of

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CPR 91.121.

1. En Route/Arrivals- Advise pilots to remain set on altimeter 31.00 until reaching final approach seg- 2. TERMINAL: To all departures. Unless specifi- ment.

cally requested by the pilot, the altimeter setting need not be issued to local aircraft operators who have re- 2. Departures- Advise pilots to set altimeter 31.00 quested this omission in writing or to scheduled air prior to reaching any mandatory/crossing altitude or carriers.

1,500 feet AGL, whichever is lower.

Altimeter Settings 2-7-1

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711O.65L 2/26/98

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PHRASEOLOGY- will occur unless local directives authorize entering the ALTIMETER, THREE ONE TWO FIVE, SET THREE altimeter setting 31.00 into the computer system regard- ONE ZERO ZERO UNTIL REACHING THE FINAL Ap· less of the actual barometric pressure.

PROACH FIX.

[2] Flight Standards will implement high barometric pres- or sure procedures by NO TAM defining the geographic area affected.

ALTIMETER, THREE ONE ONE ZERO, SET THREE ONE ZERO ZERO PRIOR TO REACHING ONE THOU-

~ Airports unable to accurately measure barometric I

SAND THREE HUNDRED.

pressures above 31.00 inches Hg. will report the baromet- ric pressure as"missing " or "in excess of 31.00 inches of NOTE- Hg. " Flight operations to or from those airports are re- I.

m Aircraft with Mode C altitude reporting will be dis-

stricted to VFR weather conditions.

played on the controller's radar scope with a uniform alti- tude offset above the assigned altitude. With an actual REFERENCE- altimeter of 31.28 inches Hg, the Mode C equipped air-

AIM, PROCEDURES, Para 7-2-2. I

craft will show 3,300 feet when assigned 3,000 feet. This FAAO 7110.65, LANDING INFORMAT10N, Para 3-10-1.

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2-7-2 Altimeter Settings

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-----------~---------_._- - 2/26/98 7110.65L

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Section 8. RUNWAY VISIBILITY REPORTING- TERMINAL

2-8-1. FURNISH RVR/RWVALUES c. Local control shall issue the current RVR/RVV to each aircraft prior to landing or departure in accordance Where RVR or RVV equipment is operational, irre-

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with subparas a. and b.

spective of subsequent operation or nonoperation of navigational or visual aids for the application of RVR/RVV as a takeoff or landing minima, furnish the 2-8-3. TERMINOLOGY

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values for the runway in use in accordance with para 2-8-3, TERMINOLOGY.

a. Provide RVR/RVV information by stating the run- way, the abbreviation RVR/RYV; and the indicated val- NOTE-

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Readout capability of different type/model RVR equipment ue. When issued along with other weather elements, varies. For example, older equipment minimum readout transmit these values in the normal sequence used for value is 600 feet. Newer equipment may have minimum weather reporting.

readout capability as low as 100 feet. Readout value in-

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EXAMPLE- crements also may differ. Older equipment have minimum readout increments of 200 feet. New equipment increments "Runway One Four RVR Two Thousand Four Hundred."

below 800 feet are 100 feet.

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"Runway Three Two RW Three Quarters. " REFERENCE- FAAO 6560.10, RUNWAY VISUAL RANGE (RVR).

b. When two or more RVR systems serve the runway FAAO 6750.24, INSTRUMENT LANDING SYSTEM (ILS) AND AN- CILLARY ELECTRONIC COMPONENT CONFIGURATION & PERF.

in use, report the indicated values for the different sys-

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REQ.

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tems in terms of touchdown, mid, and rollout as ap- propriate.

2-8-2. ARRIVAl/DEPARTURE RUNWAY VISIBIL-

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ITY EXAMPLE- "Runway Two Two Left RVR Two Thousand, rollout One a. Issue current touchdown RVR/RVV for the run- Thousand Eight Hundred. " way(s) in use: "Runway Two Seven Right RVR One Thousand, mid Eight 1. When prevailing visibility is 1 mile or less re-

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Hundred, rollout Six Hundred. " gardless of the value indicated.

c. When there is a requirement to issue an RVR or

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2. When RVR/RVV indicates a reportable value re- RVVvalue and a visibility condition greater or less than gardless of the prevailing visibility.

the reportable values of the equipment is indicated, state NOTE- the condition as "MORE THAN" or "LESS THAN"

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Reportable values are: RVR 6,000 feet or less; RW 1 12 the appropriate minimum or maximum readable value.

miles or less.

EXAMPLE- 3. When it is determined from a reliable source that

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"Runway Three Six RVR more than Six Thousand. " the indicated RVR value differs by more than 400 feet from the actual conditions within the area of the trans- "Runway Niner RVR One Thousand, rollout less than Six missometer, the RVR data is not acceptable and shall Hundred."

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not be reported.

d. When a readout indicates a rapidly varying visibil- NOTE- ity condition (1,000 feet or more for RVR; one or more A reliable source is considered to be a certified weather

reportable values for RVV), report the current value fol- I

observer, automated weather observing system, air traffic lowed by the range of visibility variance. controller, flight service specialist, or pilot.

4. When the observer has reliable reports, or has EXAMPLE-

I

"Runway Two Four RVR Two Thousand, variable One otherwise determined that the instrument values are not Thousand Six Hundred to Three Thousand. " representative of the associated runway, the data shall not be used.

"Runway Three One RW Three-quarters, variable One- b. Issue both mid-point and roll-out RVR when the quarter to One."

value of either is less than 2,000 feet and the touchdown REFERENCE- RVR is greater than the mid-point or roll-out RVR.

FAAO 7110.65, FURNISH RVR/RWVALUES, Para 2-8-1.

Runway Visibility Reporting- Terminal 2-8-1

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711O.65L CHG 1 8/13/98

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Section 9. AUTOMATIC TERMINAL INFORMATION

SERVICE PROCEDURES

use, new or canceled NOTAM's / PIREP's / HIWAS 2-9-1. APPLICATION Update, etc..

Use the ATIS, where available, to provide advance non- control airport/terminal area and meteorological in- b. When a pilot acknowledges that he has received formation to aircraft.

the ATIS broadcast, controllers may omit those items

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contained in the broadcasts if they are current. Rapidly a. Identify each ATIS message by a phonetic letter changing conditions will be issued by ATe, and the code word at both the beginning and the end of the mes- ATIS will contain the following:

I sage. Automated systems will have the phonetic letter

code automatically appended. Exceptions may be made EXAMPLE- where omissions are required because of special pro- "Latest ceiling/visibility/altimeter/wind/(other conditions) grams or equipment.

will be issued by approach control/tower. "

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1. Each alphabet letter phonetic word shall be used c. Broadcast on all appropriate frequencies to advise sequentially, except as authorized in subpara a.2., be- aircraft of a change in the ATIS code/message.

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ginning with "Alpha," ending with "Zulu," and re- d. Controllers shall ensure that pilots receive the peated without regard to the beginning of a new day.

most current pertinent information. Ask the pilot to Identify the first resumed broadcast message with "Al- confirm receipt of the current ATIS information if the

I pha" or the first assigned alphabet letter word in the

pilot does not initially state the appropriate ATIS code.

event of a broadcast interruption of more than 12 hours.

Controllers shall ensure that changes to pertinent opera-

I 2. Specific sequential portions of the alphabet may

tional information is provided after the initial confirma- be assigned between facilities or an arrival and depar- tion of ATIS information is established. Issue the cur- ture ATIS when designated by a letter of agreement or rent weather, runway in use, approach information, and facility directive.

pertinent NOTAM's to pilots who are unable to receive • REFERENCE· the ATIS.

FAAO 7210.3, AUTOMATIC TERMINAL INFORMATION SERVICE EXAMPLE- • (ATIS), Para 10-4-1.

"Verify you have information ALPHA. "

I b. The ATIS recording shall be reviewed for com-

pleteness, accuracy, speech rate, and proper enunciation "Information BRA VO now current, visibility three miles. " I before being transmitted.

"Information CHARLIE now current, Measured Ceiling c. Arrival and departure messages, when broadcast 1500 Broken."

separately, need only contain information appropriate for that operation.

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2-9-3. CONTENT 2-9-2. OPERATING PROCEDURES Include the following in ATIS broadcast as appropriate: Maintain an ATIS message that reflects the most current

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arrival and departure information.

a. Airport/facility name, phonetic letter code, time of weather sequence (UTC). Weather information consist- a. Make a new recording when any of the following ing of ceiling, visibility, obstructions to vision, temper-

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occur: ature, dew point, wind direction and velocity, altimeter, 1. Upon receipt of any new official weather regard- a density altitude advisory when appropriate, and other less of whether there is or is not a change in values.

pertinent remarks included in the official weather ob-

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servation. Wind direction, velocity, and altimeter shall 2. When runway braking action reports are re- be reported from certified direct reading instruments.

ceived that indicate runway braking is worse than that Temperature and dew point should be reported from which is included in the current ATIS broadcast.

certified direct reading sensors when available. Always 3. When there is a change in any other pertinent include weather observation remarks of lightning, cu- mulonimbus, and towering cumulus clouds. data, such as runway change, instrument approach in Automatic Terminal Information Service Procedures 2-9-1

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7110.65L 2/26/98

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EXAMPLE- NOTE· "Runway Two Seven, MU forty-two, forty-one, twenty- ASOS/AWOS is to be considered the primary source of eight at one zero one eight Zulu, ice." wind direction, velocity, and altimeter data at those loca- tions that are so equipped. The ASOS Operator Interface REFERENCE- FAAO 7110.65, BRAKINGACTIONADVISORiES, Para 3 -3 -5. Device (OlD) displays the magnetic wind as "MAG WND" in the auxiliary data location in the lower left g. Other optional information as local conditions hand portion of the screen. Other OlD displayed winds dictate in coordination with ATe. This may include are true and are not to be used for operational purposes.

I such items as VFR arrival frequencies, temporary

b. The ceiling/sky condition, visibility, and ob- airport conditions, LAHSO operations being con-

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structions to vision may be omitted if the ceiling is ducted, or other perishable items that may appear above 5,000 feet and the visibility is more than 5 only for a matter of hours or a few days on the ATIS

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miles.

message.

EXAMPLE· h. Low level wind shear (LLWS) when reported by A remark may be made, "The weather is better than five

I

pilots or is detected on a low level wind shear alert sys- thousand and five. " tem (LLWAS).

c. Instrument/visual approach/s in use. Specify land- REFERENCE· ing runway/s unless the runway is that to which the FAAO 7110.65, LOW LEVEL WINDSHEARADVISORiES,Para 3-1-8.

I

instrument approach is made.

i. A statement which advises the pilot to read back instructions to hold short of a runway. The air traffic d. Departure runway/s (to be given only if different manager may elect to remove this requirement 60 days

I from landing runway/s or in the instance of a "departure

after implementation provided that removing the state- only" ATIS).

ment from the ADS does not result in increased re- e. Taxiway closures which affect the entrance or exit quests from aircraft for read back of hold short instruc-

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of active runways, other closures which impact airport tions.

operations, other NOTAM's and PIREP's pertinent to

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j. Instructions for the pilot to acknowledge receipt of • operations in the terminal area. Inform pilots of where the ATIS message by informing the controller on initial hazardous weather is occurring and how the informa- contact.

tion may be obtained. Include available information of known bird activity.

EXAMPLE-

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I "Boston Tower Information Delta. One four zero zero

REFERENCE- • FAAO 711 0.65, BIRDACTIVIIY INFORMATION, Para 2-1-22.

Zulu. Wind two five zero at one zero. Visibility one zero.

Ceiling four thousand five hundred broken. Temperature f. Runway braking action or friction reports when three four. Dew point two eight. . Altimeter three zero one

I provided. Include the time of the report and a word de-

zero. ILS-DME Runway Two Seven Approach in use. De- scribing the cause of the runway friction problem.

parting Runway Two Two Right. Hazardous Weather In- formation for (geographical area) available on HIWAS, PHRASEOLOGY- I Flight Watch, or Flight Service Frequencies. Advise on RUNWAY (number) MU (first value, second value, third initial contact you have Delta. " value) AT (time), (cause).

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Automatic Terminal Information Service Procedures 2-9-2

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2/26/98 7110.65L

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Section 10. TEAM POSITION RESPONSIBILITIES

2-10-1. EN ROUTE SECTOR TEAM POSITION (f) Assist the radar associate position in coor- RESPONSIBILITIES dination when needed.

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a. En Route Sector Team Concept and Intent: (g) Scan radar display. Correlate with flight progress strip information.

1. There are no absolute divisions of responsibi- lities regarding position operations. The tasks to be

I

(h) Ensure computer entries are completed on completed remain the same whether one, two, or instructions or clearances you issue or receive.

three people are working positions within a sector.

(i) Ensure strip marking is completed on The team, as a whole, has responsibility for the safe

I

instructions or clearances you issue or receive.

and efficient operation of that sector.

(j) Adjust equipment at radar position to be us- 2. The intent of the team concept is not to hold the able by all members of the team.

I team accountable for the action of individual members, in the event of an operational accident/incident.

(k) The radar controller shall not be responsible for G/G communications when precluded by VSCS b. Terms: The following terms will be used in en I split functionality.

route facilities for the purpose of standardization: 2. Radar Associate Position: 1. Sector: The area of control responsibility (dele- gated airspace) of the en route sector team, and the team (a) Ensure separation.

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as a whole.

(b) Initiate control instructions.

2. Radar Position (R): That position which is in di- (c) Operate interphones.

rect communication with the aircraft and which uses ra-

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dar information as the primary means of separation.

(d) Accept and initiate nonautomated handoffs, and ensure radar position is made aware of the actions.

3. Radar Associate (RA): That position some- times referred to as "D-Side" or "Manual Control- (e) Assist the radar position by accepting or initi- ler."

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ating automated handoffs which are necessary for the continued smooth operation of the sector, and ensure 4. Radar Coordinator Position (RC): That posi-

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that the radar position is made immediately aware of tion sometimes referred to as "Coordinator," "Track- any action taken.

er," or "Handoff Controller" (En Route).

(f) Coordinate, including pointouts.

5. Radar Flight Data (FD): That position com-

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monly referred to as "Assistant Controller" or "A- (g) Monitor radios when not performing higher Side" position.

priority duties.

I 6. Nonradar Position (NR): That position which

(h) Scan flight progress strips. Correlate with ra- is usually in direct communication with the aircraft dar data.

and which uses nonradar procedures as the primary (i) Manage flight progress strips.

means of separation.

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(j) Ensure computer entries are completed on c. Primary responsibilities of the En Route Sector Team Positions: instructions issued or received. Enter instructions is-

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sued or received by the radar position when aware of 1. Radar Position: those instructions.

(a) Ensure separation.

(k) Ensure strip marking is completed on

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(b) Initiate control instructions.

instructions issued or received, and write instructions issued or received by the radar position when aware of (c) Monitor and operate radios.

them.

(d) Accept and initiate automated handoffs.

(1) Adjust equipment at radar associate position (e) Assist the radar associate position with non- to be usable by all members of the team.

automated handoff actions when needed.

Team Position Responsibilities 2-10-1

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711O.65L CHG 1 8/13/98

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3. Radar Coordinator Position: (e) Ensure computer entries are completed on ~

instructions or clearances issued or received. • (a) Perform interfacility/intrafacility/ sector/position coordination of traffic actions. (f) Ensure strip marking is completed on instruc- I· tions or clearances issued or received.

(b) Advise the radar position and the radar (g) Facilities utilizing nonradar positions may associate position of sector actions required to accom- modify the standards contained in the radar associate, plish overall objectives.

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radar coordinator, and radar flight data sections to ac- (c) Perform any of the functions of the en route commodate facility/sector needs, i.e., nonradar coordi- sector team which will assist in meeting situation objec- nator, nonradar data positions.

tives.

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(d) The RC controller shall not be responsible

2-10-2. TERMINAL RADAR/NONRADAR TEAM 1

for monitoring or operating radios when precluded by POSITION RESPONSIBILITIES VSCS split functionality.

a. Terminal Radar Team Concept and Intent: NOTE· The Radar Position has the responsibility for managing 1. There are no absolute divisions of responsibi-

I the overall sector operations, including aircraft separa-

lities regarding position operations. The tasks to be tion and traffic flows. The Radar Coordinator Position completed remain the same whether one, two, or assumes responsibility for managing traffic flows and the three people are working positions within a facility/ Radar Position retains responsibility for aircraft separa-

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sector. The team, as a whole, has responsibility for tion when the Radar Coordinator Position is staffed.

the safe and efficient operation of that facility/sector.

4. Radar Flight Data: 2. The intent of the team concept is not to hold the

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(a) Operate interphone.

team accountable for the action of individual members in the event of an operational error/deviation. •.

(b) Assist Radar Associate Position in managing flight progress strips.

b. Terms: The following terms will be used in termi- nal facilities for the purposes of standardization.

(c) Receive/process and distribute flight prog- ress strips.

1. Facility/Sector: The area of control responsi-

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bility (delegated airspace) of the radar team, and the (d) Ensure flight data processing equipment is team as a whole.

operational.

2. Radar Position (R): That position which is in (e) Request/receive and disseminate weather,

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direct communication with the aircraft and which uses NOTAM's, NAS status, traffic management, and Spe- radar information as the primary means of separation.

cial Use Airspace status messages.

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3. Radar Associate Position (RA): That position (f) Manually prepare flight progress strips when

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commonly referred to as "Handoff Controller" or automation systems are not available.

"Radar Data Controller."

(g) Enter flight data into computer.

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4. Radar Coordinator Position (RC): That posi-

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(h) Forward flight data via computer.

tion commonly referred to as "Coordinator," "Track- er," "Sequencer," or "Overhead."

(i) Assist facility/sector in meeting situation ob-

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jectives.

5. Radar Flight Data (FD): That position com-

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monly referred to as "Flight Data."

5. En Route Nonradar Position:

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(a) Ensure separation. 6. Nonradar Position (NR): That position which is

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usually in direct communication with the aircraft and (b) Initiate control instructions.

which uses nonradar procedures as the primary means of separation.

(c) Monitor and operate radios.

c. Primary Responsibilities of the Terminal Radar (d) Accept and initiate transfer of control, com- Team Positions: munications, and flight data.

Team Position Responsibilities 2-10-2

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2/26/98 7110.65L

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1. Radar Position: (1) Adjust equipment at Radar Associate Posi- tion to be usable by all members of the Radar Team.

(a) Ensure separation.

3. Radar Coordinator Position: (b) Initiate control instructions.

(a) Perform interfacility/sector / position

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(c) Monitor and operate radios.

coordination of traffic actions.

(d) Accept and initiate automated handoffs, (b) Advise the Radar Position and the Radar

I Associate Position of facility/sector actions required to

(e) Assist the Radar Associate Position with accomplish overall objectives.

nonautomated handoff actions when needed.

(c) Perform any of the functions of the Radar (I) Assist the Radar Associate Position in coor-

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Team which will assist in meeting situation objectives.

dination when needed.

NOTE- (g) Scan radar display. Correlate with flight The Radar Position has the responsibility of managing the progress strip information.

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overall sector operations, including aircraft separation and traffic flows. The Radar Coordinator Position as- (h) Ensure computer entries are completed on sumes responsibility for managing traffic flows and the instructions or clearances you issue or receive.

Radar Position retains responsibility for aircraft separa-

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(i) Ensure strip marking is completed on instruc- tion when the Radar Coordinator Position is staffed.

tions or clearances you issue or receive.

4. Radar Flight Data: (j) Adjust equipment at Radar Position to be us-

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(a) Operate interphones.

able by all members of the team.

(b) Process and forward flight plan information.

2. Radar Associate Position: (c) Compile statistical data.

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(a) Ensure separation.

(d) Assist facility/sector in meeting situation ob- (b) Initiate control instructions.

jectives.

(c) Operate interphones.

5. Terminal Nonradar Position:

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(d) Maintain awareness of facility/sector activi- (a) Ensure separation.

ties.

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(b) Initiate control instructions.

(e) Accept and initiate nonautomated handoffs.

(c) Monitor and operate radios.

(I) Assist the Radar Position by accepting or ini- I (d) Accept and initiate transfer of control, tiating automated handoffs which are necessary for the communications and flight data.

continued smooth operation of the facility/sector and (e) Ensure computer entries are completed on ensure that the Radar Position is made immediately

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instructions or clearances issued or received.

aware of any actions taken.

(I) Ensure strip marking is completed on instruc- (g) Coordinate, including point outs.

tions or clearances issued or received.

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(h) Scan flight progress strips. Correlate with ra- (g) Facilities utilizing nonradar positions may dar data.

modify the standards contained in the radar associate, (i) Manage flight progress strips.

radar coordinator, and radar flight data sections to ac-

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commodate facility/sector needs, i.e. nonradar coordi- (j) Ensure computer entries are completed on nator, nonradar data positions.

instructions issued or received, and enter instructions issued or received by the Radar Position aware of those

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2-10-3. TOWER TEAM POSITION instructions.

RESPONSIBILITIES (k) Ensure strip marking is completed on a. Tower Team Concept and Intent: instructions issued or received, and write instructions issued or received by the Radar Position when aware of 1. There are no absolute divisions of responsibi- them.

lities regarding position operations. The tasks to be Team Position Responsibilities 2-10-3

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7110.65L 2/26/98

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completed remain the same whether one, two, or (k) Perform any functions of the Tower Team three people are working positions within a tower which will assist in meeting situation objectives.

cab. The team as a whole has responsibility for the 2. Tower Associate Position(s): safe and efficient operation of that tower cab.

(a) Ensure separation.

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2. The intent of the team concept is not to hold the team accountable for the action of individual members (b) Operate interphones.

in the event of an operational error/deviation.

(c) Maintain awareness of tower cab activities.

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b. Terms: The following terms will be used in termi- (d) Utilize alphanumerics.

nal facilities for the purpose of standardization.

(e) Utilize tower radar display(s).

1. Tower Cab: The area of control responsibility I

(delegated airspace and/or airport surface areas) of the (f) Assist Tower Position by accepting/initiating tower team, and the team as a whole.

coordination for the continued smooth operation of the

tower cab and ensure that the Tower Position is made I

2. Tower Position(s) (LC or GC): That position immediately aware of any actions taken.

which is in direct communications with the aircraft and ensures separation of aircraft in/on the area of (g) Manage flight plan information.

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jurisdiction.

(h) Ensure computer entries are completed for 3. Tower Associate Position(s): That position instructions issued or received and enter instructions is- commonly referred to as "Local Assist," "Ground As- sued or received by a Tower Position.

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sist," "Local Associate," or "Ground Associate."

(i) Ensure strip marking is completed for 4. Tower Cab Coordinator Position (CC): That instructions issued or received and enter instructions is- position commonly referred to as "Coordinator."

sued or received by a Tower Position. I

S. Flight Data (FD): That position commonly re- 3. Tower Coordinator Position: ferred to as "Flight Data."

(a) Perform interfacility/ position coordination 6. Clearance Delivery (CD): That position com- for traffic actions.

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monly referred to as "Clearance."

(b) Advise the tower and the Tower Associate c. Primary responsibilities of the Tower Team Posi-

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Position(s) of tower cab actions required to accomplish tions overall objectives.

1. Tower Position(s) (LC or GC): (c) Perform any of the functions of the Tower

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Team which will assist in meeting situation objectives.

(a) Ensure separation.

NOTE- (b) Initiate control instructions.

The Tower Positions have the responsibility for aircraft

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(c) Monitor and operate communications separation and traffic flows. The Tower Coordinator Posi- equipment. tion assumes responsibility for managing traffic flows and the Tower Positions retain responsibility for aircraft sepa- (d) Utilize tower radar display(s).

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ration when the Tower Coordinator Position is staffed.

(e) Utilize alphanumerics.

4. Flight Data: (f) Assist the Tower Associate Position with

(a) Operate interphones. I

coordination.

(b) Process and forward flight plan information.

(g) Scan tower cab environment.

(c) Compile statistical data.

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(h) Ensure computer entries are completed for (d) Assist tower cab in meeting situation ob- instructions or clearances issued or received.

jectives.

(i) Ensure strip marking is completed for (e) Observe and report weather information.

instructions or clearances issued or received.

G) Process and forward flight plan information. (f) Utilize alphanumerics.

Team Position Responsibilities 2-10-4

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2/26/98 711O.65L

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5. Clearance Delivery: NOTE- The Tower Positions have the responsibility for aircraft (a) Operate communications equipment.

separation and traffic flows. The Tower Coordinator Posi- (b) Process and forward flight plan information.

tion assumes responsibility for managing traffic flows and (c) Issue clearances and ensure accuracy of pilot the Tower Positions retain responsibility for aircraft sepa- read back.

ration when the Tower Coordinator Position is staffed.

(d) Assist tower cab in meeting situation objec- tives.

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(e) Operate tower equipment.

(0 Utilize alphanumerics.

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Team Position Responsibilities 2-10-5

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7110.65L CHG 1 8/13/98

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Chapter 3. AIRPORT TRAFFIC CONTROL- TERMINAL

Section 1. GENERAL

shall verbally specify the runway to be crossed preceded 3-1-1. PROVIDE SERVICE by the word "cross."

Provide airport traffic control service based only upon PHRASEOLOGY-

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observed or known traffic and airport conditions.

CROSS (runway) AT (intersection if necessary).

NOTE- c. The ground controller shall advise the local con- When operating in accordance with CFR's, it is the re- troller when the coordinated runway operation is com-

I

sponsibility of the pilot to avoid collision with other air- plete. This may be accomplished verbally or through craft. However, due to the limited space around terminal visual aids as specified by a facility directive.

locations, traffic information can aid pilots in avoiding collision between aircraft operating within Class B, Class

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d. USA/USAF NOT APPLICABLE Authorization for C, or Class D surface areas and the terminal radar ser- aircraft/vehicles to taxi/proceed on or along an active vice areas, and transiting aircraft operating in proximity runway, for purposes other than crossing, shall be to terminal locations.

provided via direct communications on the appropriate

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local control frequency. This authorization may be 3-1-2. PREVENTIVE CONTROL provided on the ground control frequency after coor- dination with local control is completed for those

I

Provide preventive control service only to aircraft oper- operations specifically described in a facility directive.

ating in accordance with a letter of agreement. When NOTE- providing this service, issue advice or instructions only The USA and USAF establish local operating procedures I if a situation develops which requires corrective action.

in accordance with USA and USAF directives.

NOTE· e. The local controller shall coordinate with the Preventive control differs from other airport traffic control ground controller before using a runway not previously in that repetitious, routine approval of pilot action is elim- designated as active.

inated. Controllers intervene only when they observe a

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traffic conflict developing.

REFERENCE- FAAO 7110.65, COORDINATTON BETWEEN LOCAL AND GROUND

I

CONTROUERS, Para 3-1-4.

3-1-3. USE OF ACTIVE RUNWAYS 3-1-4. COORDINATION BETWEEN LOCAL AND The local controller has primary responsibility for op- GROUND CONTROLLERS

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erations conducted on the active runway and must con- Local and ground controllers shall exchange informa- trol the use of those runways. Positive coordination and tion as necessary for the safe and efficient use of air- control is required as follows:

I

port runways and movement areas. This may be ac- NOTE- complished via verbal means, flight progress strips, Exceptions may be authorized only as provided in para other written information, or automation displays. As 1-1-9, CONSTRAINTS GOVERNING SUPPLEMENTS

a minimum, provide aircraft identification and appli- I

AND PROCEDURAL DEVIATIONS, and FAAO 7210.3, cable runway/intersection/taxiway information as fol- • USE OF ACTIVE RUNWAYS,para 10-1-7, where justi- lows: fied by extraordinary circumstances at specific locations.

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a. Ground control shall notify local control when a REFERENCE· FAAO 7110.65, CONSTRAINTS GOVERNING SUPPLEMENTS AND departing aircraft has been taxied to a runway other than PROCEDURAL DEVIATIONS, Para 1-1-9.

one previously designated as active .

• FAAO 7210.3, USE OF ACTIVE RUNWAYS, Para 10-1-7.

I

REFERENCE- FAAO 7JIO.65, USE OF ACTIVE RUNWAYS, Para 3-1-3.

a. Ground control must obtain approval from local FAAO 7210.3, SELECTING ACTIVE RUNWAYS, Para 10-1-6. • control before authorizing an aircraft or a vehicle to b. Ground control shall notify local control of any cross or use any portion of an active runway.

aircraft taxied to an intersection for takeoff, unless de- parture from that intersection is specifically designated b. When the local controller authorizes another con- via prior coordination or facility directive as the stan- troller to cross an active runway, the local controller Airport Traffic Control- Terminal 3-1-1

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711O.65L 2/26/98

I

dard operating procedure for the runway to be used.

3-1-6. TRAFFIC INFORMATION When standard procedures require departures to use a a. Describe vehicles, equipment, or personnel on or specific intersection, ground control shall notify local near the movement area in a manner which will assist control when aircraft are taxied to other portions of the pilots in recognizing them.

runway for departure.

EXAMPLE- REFERENCE- "Mower left of runway two seven. " FAAO 7110.65, WAKE TURBULENCE SEPARATION FOR INTERSEC- "Trucks crossing approach end of runway two five. " I TION DEPARTURES, Para 3-9-7.

"Workman on taxiway Bravo. " "Aircraft left of runway one eight. rr c. When the runways in use for landing/departing air- craft are not visible from the tower or the aircraft using b. Describe the relative position of traffic in an easy

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to understand manner, such as "to your right" or them are not visible on radar, advise the local/ground "ahead of you. " controller of the aircraft's location before releasing the aircraft to the other controller.

EXAMPLE-

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"Traffic, U.S. Air MD-Eighty on downwind leg to your left. " "Kingair inbound from outer marker on straight-in ap- 3-1-5. VEHICLES/EQUIPMENT/PERSONNEL ON

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proach to runway one seven. " RUNWAYS .

c. When using a certified tower radar display, you a. Ensure that the runway to be used is free of all may issue traffic advisories using the standard radar known ground vehicles, equipment, and personnel be-

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phraseology prescribed in para 2-1-21, TRAFFIC fore a departing aircraft starts takeoff or a landing air- ADVISORIES.

craft crosses the runway threshold.

REFERENCE· FAAO 7110.65, ALTITUDERESTRICTED LOW APPROACH,

I

b. Vehicles, equipment, and personnel in direct com- Para 3-10-10.

munications with the control tower may be authorized 3-1-7. POSITION DETERMINATION to operate up to the. edge of an active runway surface when necessary. Provide advisories as specified in para Determine the position of an aircraft before issuing taxi 3-1-6, TRAFFIC INFORMATION, and para 3-7-5,

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instructions or takeoff clearance. I

PRECISION APPROACH CRITICAL AREA, as ap- NOTE- propriate.

The aircraft's position may be determined visually by the controller, by pilots, or through the use of the ASDE.

PHRASEOLOGY- PROCEED AS REQUESTED,- AND IF NECESSARY,

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3-1-8. LOW LEVEL WIND SHEAR ADVISORIES (additional instructions or information).

a. When low level wind shear is reported by pilots or NOTE- Establishing hold lines/signs is the responsibility of the detected on any of the Doppler or Low Level Wind

I

airport manager. Standards for surface measurements, Shear Alert Systems (LLWAS), controllers shall issue markings, and signs are contained in the following Advi- the alert to all arriving and departing aircraft until the sory Circulars; AC 150/5300-13, AC 150/5340-1, AC alert is broadcast on the ATIS and pilots indicate they

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150/5340-18 andAC 150/5340-1G. The operator is re- have received the appropriate ATIS code. A statement sponsible to properly position the aircraft, vehicle, or shall be included on the ATIS for 20 minutes following equipment at the appropriate hold line/sign or designated the last report or indication of wind shear.

point. The requirements in para 3 -1-12, VISUALLY

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REFERENCE· SCANNING RUNWAYS, remain valid as appropriate.

FAAO 7110.65, PIREP INFORMATION, Para 2-6-3.

REFERENCE· FAAO 7110.65, CONTENT, Para 2-9-3.

FAAO 7110.65, RUNWAY PROXIMI1Y, Para 3-7-4.

FAAO 7110.65, LANDING INFORMATION, Para 3-10-1.

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FAAO 7110.65, TOUCH-AND-GO OR STOP-AND-GO ORLOW PHRASEOLOGY- APPROACH, Para 3-8-2.

FAAO 7110.65, ALTITUDERESTRICTED LOW APPROACH,

LOW LEVEL WIND SHEAR ADVISORIES IN EFFECT. I·

Para 3 -10-10.

b. At facilities without ATIS, ensure that wind shear ~ AC 150/5300-13,AIRPORTDESIGN.

AC 150/5340-1G, STANDARDS FORAIRPORT MARKINGS.

information is broadcast to all arriving and departing 14 CFR91.129.

l

aircraft for 20 minutes following the last report or in- .

AIM, OBSTRUCTION LIGHTS, Para 2-2-3.

dication of wind shear. P/CG, RUNWAYIN USE/ACTIVE RUNWAY/DUlY RUNWAY.

3-1-2 Airport Traffic Control- Terminal

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8/13/98 7110.65L CHG 1

I

PHRASEOLOGY- 1. At locations equipped with LLWAS, the local (Runway) (arrival/departure)WIND SHEAR/ controller shall provide wind information as follows: MICROBURST ALERT, (windspeed) KNOT GAIN/LOSS, NOTE- (location).

The LLWAS is designed to detect low level wind shear EXAMPLE- conditions around the periphery of an airport. It does not 17A MBA 40K - 3MF detect wind shear beyond that limitation.

PHRASEOLOGY- REFERENCE- RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT I FAAO 7210.3,LOWLEVEL WINDSHEARALERT SYSTEM (LLWAS), LOSS 3 MILE FINAL .

• Para 10-3-3.

EXAMPLE- (a) If an alert is received, issue the centerfield 17D WSA 25K+ 2MD

I

wind and the displayed field boundary wind.

PHRASEOLOGY- RUNWAY 17 DEPARTURE WIND SHEAR ALERT 25 PHRASEOLOGY- KNOT GAIN 2 MILE DEPARTURE.

WIND SHEAR ALERT. CENTERFIELD WIND (direction)

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AT (velocity). (Location of sensor) BOUNDARY WIND (b) If requested by the pilot or deemed ap- (direction) AT (velocity).

propriate by the controller, issue the displayed wind information oriented to the threshold or departure end (b) If multiple alerts are received, issue an advi-

I

of the runway.

sory that there are wind shear alerts in two/several/all PHRASEOLOGY- quadrants. After issuing the advisory, issue the center- (Runway) DEPARTURE/THRESHOLD WIND (direction) field wind in accordance with para 3-9-1, DEPAR-

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AT (velocity). .

TURE INFORMATION, followed by the field bound- ary wind most appropriate to the aircraft operation.

(c) Alerts occurring on the edge ofthe system, or if the system is unable to distinguish between wind PHRASEOLOGY-

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shear and microbursts; an alert message will be dis- WIND SHEAR ALERTS TWO/SEVERAL/ALL QUAD- played advising of a possible wind shear outside of the RANTS. CENTERFIELD WIND (direction) AT (velocity) .

system network.

(location of sensor) BOUNDARY WIND (direction) AT (velocity).

PHRASEOLOGY- (Appropriate wind or alert information) POSSIBLE WIND

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(c) If requested by the pilot, issue specific field SHEAR OUTSIDE THE NETWORK.

boundary wind information even though the LLWAS

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(d) If unstable conditions produce multiple may not be in alert status.

alerts, issue an advisory of multiple wind shear/micro- NOTE- burst alerts followed by specific alert or wind informa-

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The requirements for issuance of wind information remain tion.

valid as appropriate under this paragraph, para 3-9-1, PHRASEOLOGY- DEPARTURE INFORMATION and para 3-10-1, LAND- MULTIPLE WIND SHEAR/MICROBURSTALERTS ING INFORMATION.

I

(specific alert or wind information).

(e) When a microburst is detected, a statement 2. LLWAS "Network Expansion" (LLWAS III) shall be included on the ATIS broadcast, "MICRO- I and LLWAS systems that are integrated with TDWR, BURST ADVISORIES IN EFFECT." This item shall provide the capability of displaying microburst alerts, be included on the ATIS for at least 20 MINUTES wind shear alerts and wind information oriented to the following the microburst alert.

threshold or departure end of a runway. TDWR is de-

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(f) The LLWAS "Network Expansion" is de- signed to detect wind shear and microburst activity.

signed to operate with as many as 50 percent of the total The associated ribbon display allows the controller to sensors inoperative. When all three remote sensors des- read the displayed alert without any need for interpreta-

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ignated for a specific runway arrival or departure wind tion.

display line are inoperative then the LLWAS-NE for (a) If a wind shear or microburst alert is received that runway arrival/departure shall be considered out of for the runway in use, issue the alert information for that service. When a specific runway arrival or departure runway to arriving and departing aircraft as it is dis- wind display line is inoperative and wind shear/micro- played on the ribbon display. burst activity is likely; (e.g.; frontal activity, convective AirportTraffic Control- Terminal 3-1-3

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1/28/99 7110.65L CHG 2

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NOTE- storms, PIREP's), a statement shall be included on the It is important that the pilot be aware of the fact that the ATIS, "WIND SHEAR AND MICROBURST IN- directions or headings being provided are suggestions or FORMATION FOR RUNWAY (runway number) are advisory in nature. This is to keep the pilot from being ARRIVAL/DEPARTURE NOT AVAILABLE."

inadvertently mislead into assuming that radar vectors NOTE- (and other associated radar services) are being provided The geographic situation display (GSD) is a supervisory when, - in fact, they are not.

planning tool and is not intended to be a primary tool for

microburst or wind shear alerts. - 4. To provide information and instructions to air- I

craft operating within the surface area for which the tower has responsibility.

3-1-9. USE OF TOWER RADAR DISPLAYS

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a. Uncertified tower display workstations shall be EXAMPLE· "TURN BASE LEG NOW:" used only as an aid to assist controllers in visually locat- ing aircraft or in determining their spacial relationship NOTE-

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to known geographical points. Radar services and traf- Unless otherwise authorized, tower radar displays are fic advisories are not to be provided using uncertified intended to be an aid to local controllers in meeting their tower display workstations. General information may responsibilities to the aircraft operating on the runways or

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be given in an easy to understand manner, such as "to within the surface area. They are not intended to provide radar benefits to pilots except for those accrued through a your right" or "ahead of you."

more efficient and effective local control position. In addi- EXAMPLE- tion, local controllers at nonapproach control towers must

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"Follow the aircraft ahead of you passing the river at the devote the majority of their time to visually scanning the stacks." "King/sir passing left to right. " runways and local area; an assurance of continued posi- REFERENCE- tive radar identification could place distracting and op-

FAAO 7210.3, FUNCTIONAL USE OF TOWER DISPIAYS, I

erationally inefficient requirements upon the local control- Para. 10-5-3.

ler. Therefore, since the requirements of para 5-3:"'1, b. Local controllers may use certified tower radar APPliCATION, cannot be assured, the radar functions prescribed above are not considered to be radar services displays for the following purposes: and pilots should not be advised of being in "radar con- 1. To determine an aircraft's identification, exact

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tact. " location, or spatial relationship to other aircraft.

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c. Additional functions may be performed provided NOTE- the procedures have been reviewed and authorized by This authorization does not alter visual separation proce- appropriate management levels.

dures. When employing visual separation, the provisions

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of para 7-2-1, VISUAL SEPARATION, apply unless REFERENCE- otherwise authorized by AAT -1.

FAAO 7110.65, MINIMA, Para 5-5-3.

REFERENCE· FAAO 7110_65, PRIMARYRADAR IDENTIFICATION METHODS,

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Para 5-3-2.

FAAO 7110.65, BEACONIDENTIFICATION METHODS, Para 5-3-3.

3-1-10. OBSERVED ABNORMALITIES I FAAO 7110.65, TERMINAL AUTOMATIONSYSTEMS IDENTIFICATION METHODS, Para 5-3 -4.

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When requested by a pilot or when you deem it neces- 2. To provide aircraft with radar traffic advisories.

sary, inform an aircraft of any observed abnormal air- 3. To provide a direction or suggested headings to craft condition.

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VFR aircraft as a method for radar identification or as PHRASEOLOGY· an advisory aid to navigation.

(Item) APPEAR/S (observed condition).

PHRASEOLOGY-

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(Identification), PROCEED (direction)-BOUND, (other EXAMPLE· "Landing gear appears up. " instructions or information as necessary), "Landing gear appears down and in place. " "Rear baggage door appears open. " or (identification), SUGGESTED HEADING (degrees), (other instructions as necessary).

Airport Traffic Control- Terminal 3-1-4

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------------------ -- 7110.65L CHG 3 7/15/99

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b. Ground control shall assist local control in visual- 3-1-11. SURFACE AREA RESTRICTIONS ly scanning runways, especially when runways are in a. If traffic conditions permit, approve a pilot's re- close proximity to other movement areas.

quest to cross Class C or Class D surface areas or exceed the Class C or Class D airspace speed limit. Do not,

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however, approve a speed in excess of 250 knots (288 3-1-13. ESTABLISHING TWO-WAY mph) unless the pilot informs you a higher minimum COMMUNICATIONS speed is required.

I Pilots are required to establish two-way radio comrnu-

NOTE- nications before entering the Class D airspace. If the CFR Part 91.117 permits speeds in excess of250 knots (288 controller responds to a radio call with, "(ale call sign) mph) when so required or recommended in the airplane standby," radio communications have been established

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flight manual or required by normal military operating and the pilot can enter the Class D airspace. If workload procedures.

or traffic conditions prevent immediate provision of REFERENCE· Class D services, inform the pilot to remain outside the FAAO 7110.65, SURFACEAREAS, Para 2-1-16.

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Class D airspace until conditions permit the services to b. Do not approve a pilot's request or ask a pilot to be provided.

conduct unusual maneuvers within surface areas of Class B, C, or D airspace if they are not essential to the PHRASEOLOGY-

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(a/c call sign) REMAIN OUTSIDE DELTA AIRSPACE AND performance of the flight.

STANDBY.

EXCEPTION: A pilot's request to conduct aerobatic REFERENCE-

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FAAO 7110.65, VISUAL SEPARATION, Para 7-2-1.

practice activities may be approved, when operating in accordance with a letter of agreement, and the activity will have no adverse affect on safety of the air traffic op- 3-1-14. GROUND OPERATIONS WHEN

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eration or result in a reduction of service to other users.

VOLCANIC ASH IS PRESENT REFERENCE· When volcanic ash is present on the airport surface, and FAAO7210.3,AEROBATICPRACTICEAREAS,Para 5 -4-7.

to the extent possible: NOTE- These unusual maneuvers include unnecessary low passes, a. Avoid requiring aircraft to come to a full stop while

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unscheduled flybys, practice instrument approaches to taxiing.

altitudes below specified minima (unless a landing or

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touch-and-go is to be made), or any so-called "buzz jobs" b. Provide for a rolling takeoff for all departures.

wherein a flight is conducted at a low altitude and/or a high NOTE- rate of speed for thrill purposes. Such maneuvers increase

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When aircraft begin a taxi or takeoff roll on ash contami- hazards to persons and property and contribute to noise nated surfaces, large amounts of volcanic ash will again complaints.

become airborne. This newly airborne ash will significantly reduce visibility and will be ingested by the engines of

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3-1-12. VISUALLY SCANNING RUNWAYS following aircraft.

a. Local controllers shall visually scan runways to REFERENCE- the maximum extent possible. AIM, FliGHT OPERATIONS IN VOLCANIC ASH, Para 7-5-8. •

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, AirportTraffic Control- Terminal 3-1-5

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2/26/98 7110.65L

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Section 2. VISUAL SIGNALS

3-2-1. LIGHT SIGNALS NOTE- The warning signal is not a prohibitive signal and can be Use ATe light signals from TBL3-2-1 to control air- followed by any other light signal, as circumstances per- mit.

craft and the movement of vehicles, equipment, and personnel on the movement area when radio commu- a. Aircraft are converging and a collision hazard ex- nications cannot be employed.

ists.

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ATe Light Signals b. Mechanical trouble exists of which the pilot might not be aware.

Meaning

I c. Other hazardous conditions are present which call

Movement of Color and for intensified pilot or operator alertness. These condi- Aircraft on the vehicles, type of Aircraft in flight ground equipment and tions may include obstructions, soft field, ice on the signal personnel runway, etc.

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Steady Cleared for Cleared to land Cleared to cross; green takeoff proceed; go 3-2-3. RECEIVER-ONLY ACKNOWLEDGMENT Flashing Cleared to taxi Return for Not applicable green landing (to be

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To obtain acknowledgment from an aircraft equipped followed by steady green at with receiver only, request the aircraft to do the follow- the proper time) ing: Steady red Stop Give way to Stop

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other aircraft and a. Fixed-wing aircraft- continue circling Flashing Taxi clear of Clear the 1. Between sunrise and sunset- Airport unsafe- red landing area or Do not land taxiway/runway

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runway in use (a) Move ailerons or rudders while on the Flashing Return to starting Not applicable Return to starting ground.

white point on airport point on airport (b) Rock wings while in flight.

Alternating General Warning General Warning General Warning red and Signal-Exercise Signal-Exercise Signal-Exercise 2. Between sunset and sunrise- Flash navigation green Extreme Caution Extreme Caution Extreme Caution

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or landing lights.

TBLJ-2-1

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b. Helicopters- REFERENCE- 1. Between sunrise and sunset- FAAO 7110.65, ALTITUDE RESTRICTED LOW APPROACH, Para 3-10-10.

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(a) While hovering, either turn the helicopter to- • FAAO 7210.3, LETTERS OF AGREEMENT, Para 4-3-1.

ward the controlling facility and flash the landing light or rock the tip path plane.

I 3-2-2. WARNING SIGNAL

(b) While in flight, either flash the landing light or rock the tip path plane.

Direct a general warning signal, alternating red and green, to aircraft or vehicle operators, as appropriate, 2. Between sunset and sunrise- Flash landing light

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when: or search light.

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Visual Signals 3-2-1

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2/26/98 7110.65L

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NOTE- If an aircraft requests to takeoff, land, or touch-and-go OJ The airport management/military operations office is on a closed or unsafe runway, inform the pilot the run- responsible for observing and reporting the condition of way is closed or unsafe, and the landing area.

a. If the pilot persists in his request, quote him the ap- [2] It is the responsibility of the agency operating the air- propriate parts of the NOTAM applying to the runway port to provide the tower with current information regard- and inform him that a clearance cannot be issued.

ing airport conditions.

b. Then, if the pilot insists and in your opinion the in-

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I1J A disabled aircraft on a runway, after occupants are tended operation would not adversely affect other traf- clear, is normally handled by flight standards and airport fic, inform him that the operation will be at his own risk.

management/military operations office personnel in the PHRASEOLOGY-

same manner as any obstruction; e.g., construction equip- I

RUNWAY (runway number) CLOSED/UNSAFE.

ment.

a. Relay the information to the airport manager/ If appropriate, (quote NOTAM information),

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military operations office concerned.

UNABLE TO ISSUE DEPARTURE/LANDING/TOUCH- b. Copy verbatim any information received and re- AND-GO CLEARANCE.

cord the name of the person submitting it.

DEPARTURE/LANDING/TOUCH-AND-GO WILL BE AT

I

YOUR OWN RISK.

c. Confirm information obtained from other than au- thorized airport or FAA personnel unless this function c. Except as permitted by para 4-8-7, SIDE-STEP . is the responsibility of the military operations office.

MANEUVER, where parallel runways are served by • separate ILS/MLS systems and one of the runways is NOTE- closed, the ILS/MLS associated with the closed runway Civil airport managers are required to provide a list of should not be used for approaches unless not using the airport employees who are authorized to issue information

I

ILS/MLS would have an adverse impact on the opera- concerning conditions affecting the safe use of the airport.

tional efficiency of the airport.

d. If you are unable to contact the airport manage- REFERENCE- ment or operator, issue a NOTAM publicizing an un-

I

FAAO 7110.65, LANDING CLEARANCE, Para 3-10-5.

safe condition and inform the management or opera- FAAO 7110.65,AJRPORTCONDlTIONS, Para 4-7-13.

tor as soon as practicable.

3-3-3. TIMELY INFORMATION

I

EXAMPLE- "DISABLED AIRCRAFT ON RUNWAY."

Issue airport condition information necessary for an air- craft's safe operation in time for it to be useful to the pi- NOTE· lot. Include the following, as appropriate: OJ Legally, only the airport management/military opera-

I

tions office can close a runway.

a. Construction work on or immediately adjacent to the movement area.

~ Military controllers are not authorized to issue

I

b. Rough portions of the movement area. NOTAM's. It is the responsibility of the military operations office.

c. Braking conditions caused by ice, snow, slush, or e. Issue to aircraft only factual information, as re- water.

I

ported by the airport management concerning the d. Snowdrifts or piles of snow on or along the edges condition of the runway surface, describing the accu- of the area and the extent of any plowed area.

mulation of precipitation.

e. Parked aircraft on the movement area.

EXAMPLE- f. Irregular operation of part or all of the airport light- "ALL RUNWAYS COVERED BY COMPACTED SNOW SIX INCHES DEEP. JJ ing system.

Airport Conditions 3-3-1

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7110.65L CHG 1 8/13/98

I

g. Volcanic ash on any airport surface area and wheth- d. Furnish runway friction measurement readings/

.~

er the ash is wet or dry (if known). values as received from airport management to air- craft as follows: NOTE- 1. Furnish information as received from the airport Braking action on wet ash may be degraded. Dry ash on

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management to pilots on the ATIS at locations where the runway may necessitate minimum use of reverse thrust.

friction measuring devices, such as MU-Meter, Saab Friction Tester (8FT), and Skiddometer are in use. Use h. Other pertinent airport conditions.

I

the runway followed by the MU number for each of the REFERENCE- three runway segments, time of report, and a word de- FAAO 7110.65, AIRPORT CONDITIONS, Para 4-7-12.

scribing the cause of the runway friction problem.

FAAO 7110.65, REPORTING ESSENTIAL FllGHT INFORMATION,

I

Para 2-1-9.

EXAMPLE· FAAO 7110.65, ALTITUDE RESTRICTED LOW APPROACH, "Runway two seven, MU forty-two, forty-one, twenty- Para 3-10-10.

eight at one zero one eight zuu; ice."

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2. Issue the runway surface condition and/or the Runway Condition Reading (RCR), if provided, to all 3-3-4. BRAKING ACTION USAF and ANG aircraft. Issue the RCR to other aircraft Furnish quality of braking action, as received from pi-

upon pilot request. I

lots or the airport management, to all aircraft as follows: EXAMPLE- "Ice on runway, RCR zero five, patchy. " a. Describe the quality of braking action using the

I

NOTE- terms "good," "fair," "poor," "nil," or a combination

m USAF has established RCR procedures for determining

of these terms. If the pilot or airport management re- the average deceleration readings of runways under ports braking action in other than the foregoing terms, conditions of water, slush, ice, or snow. The use of the

I

ask him to categorize braking action in these terms.

RCR code is dependent upon the pilot's having a "stop- ping capability chart" specifically applicable to his air- NOTE- craft.

The term "nil" is used to indicate bad or no braking ac- tion.

[ZJ USAF offices fu.rnish RCR information at airports serv-

•

ing USAF and ANG aircraft b. Include type of aircraft or vehicle from which the REFERENCE- report is received.

I

FAAO 7110.65,AIRPORTCONDITIONS, Para 4-7-12.

FAAO 7110.65, BRAKINGACTIONADVISORIES, Para 3-3-5.

EXAMPLE- "Braking action fair to poor, reported by a heavy D-C 3.-3-5. BRAKING ACTION ADVISORIES

Ten." I

"Braking action poor, reported by a Boeing Seven a. When runway braking action reports are received Twenty-Seven. " from pilots or the airport management which include the terms "poor" or "nil" or whenever weather condi-

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c. If the braking action report affects only a portion of tions are conducive to deteriorating or rapidly changing a runway, obtain enough information from the pilot or runway conditions, include on the ATIS broadcast the airport management to describe the braking action in statement "Braking Action Advisories are in effect."

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terms easily understood by the pilot.

REFERENCE- FAAO 72103, AUTOMATIC TERMINAL INFORMATION SERVICE EXAMPLE- (ATIS), Para 10-4-1.

"Braking action poor first half of mnway, reported by a b. During the time Braking Action Advisories are in Lockheed Ten Eleven. " "Braking action poor beyond the intersection of runway effect, take the following action: two seven, reported by a Boeing Seven Twenty-Seven. " 1. Issue the latest braking action report for the run-

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NOTE- way in use to each arriving and departing aircraft early Descriptive terms, suck as the first or the last half of the enough to be of benefit to the pilot. When possible, in- runway, should normally be used rather than landmark clude reports from heavy jet aircraft when the arriving descriptions, such as opposite the fire station, south. of a or departing aircraft is a heavy jet.

taxiway, etc. Landmarks extraneous to the landing runway 2. If no report has been received for the runway of are difficult to distinguisn during low visibility, at night, intended use, issue an advisory to that effect.

or anytime a pilot is busy landing an aircraft.

Airport Conditions 3-3-2

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2/26/98 711O.65L

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PHRASEOLOGY- 2. Requested by military authority; e.g., airfield NO BRAKING ACTION REPORTS RECEIVED FOR manager, supervisor of flying, mobile control officer, RUNWAY (runway number).

etc.

NOTE- 3. Advise the airport management that runway USAF - Web barriers at the departure end of the runway braking action reports of "poor" or "nil" have been re- may remain in the up position when requested by the se- ceived.

nior operational commander. The IFR Enroute Supple- REFERENCE- ment and AP-l will describe specific barrier configura-

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• FAAO 7210.3, LEITERS OF AGREEMENT, Para 4-3-I.

tion. ATC will advise transient aircraft of the barrier configuration using the phraseology in subpara c. below.

4. Solicit PIREP's of runway braking action.

3. A military jet aircraft is landing with known or REFERENCE-

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suspected radio failure or conditions (drag chute/hy- FAAO 7110.65, PIREP INFORMATION, Para 2..(j-3.

draulic/electrical failure, etc.) that indicate an arrest- c. Include runway friction measurement/values re- ing system may be needed. Exceptions are authorized ceived from airport management on the ATIS. Fur-

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for military aircraft which cannot engage an arresting nish the information when requested by the pilot in system (C-9, C-141, C-5, T-39, etc.) and should be accordance with para 3-3-4, BRAKING ACTION.

identified in a letter of agreement and/or appropriate REFERENCE- I military directive.

FAAO 7110.65, CONTENT, Para 2-9-3.

c. When requested by military authority due to freez- FAAO 711 0.65, DEPARTURE INFORMATION, Para 3 -9-I.

FAAO 7110.65, LANDING INFORMATION, Para 3-10-I.

ing weather conditions or malfunction of the activating FAAO 7110.65, AlRPORTCONDITIONS, Para 4-7--13.

I

mechanism, the barrier/cable may remain in a raised position provided aircraft are advised.

3-3-6. ARRESTING SYSTEM OPERATION PHRASEOLOGY-

I YOUR DEPARTURE/LANDING WILL BE TOWARD/

a. For normal operations, arresting systems remotely OVER A RAISED BARRIER/CABLE ON RUNWAY (num- controlled by ATC shall remain in the retracted or down ber), (location, distance, as appropriate).

position.

d. Inform civil and U.S. Army aircraft whenever rub- ber supported cables are in place at the approach end of NOTE-

•

m USN-Runway Arresting Gear- barriers are not oper- the landing runway, and include the distance of the ated by ATC personnel. Readiness/rigging of the equip- cables from the threshold. This information may be

I

ment is the responsibility of the operations department.

omitted if it is published in the "Notices to Airmen" publication/DOD FLIP.

III A request to raise a barrier or hook cable means the EXAMPLE-

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barrier or cable on the departure end of the runway. If an "Runway One Four arresting cable one thousand feet approach end engagement is required, the pilot or military from threshold. " authority will specifically request that the approach end e. When arresting system operation has been re- cable be raised.

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quested, inform the pilot of the indicated barrier/cable REFERENCE- position.

FAAO 7610.4, SECTION 3. AIRCRAFT ARRESTING SYSTEM, SFA, SEO, CELNAV; Para 9-31 THROUGH Para 9-35.

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PHRASEOLOGY-

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(Identification), BARRIER/CABLE INDICATES UP/ b. Raise aircraft arresting systems whenever: DOWN. CLEARED FOR TAKEOFF/TO LAND.

1. Requested by a pilot.

f. Time permitting, advise pilots of the availability of

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all arresting systems on the runway in question when a NOTE- pilot requests barrier information.

The standard emergency phraseology for a pilot request- ing an arresting system to be raised for immediate en- g. If an aircraft engages a raised barrier/cable, initiate

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gagement is: crash alarm procedures immediately.

h. For preplanned practice engagements not "BARRIER - BARRIER - BARRIER" associated with emergencies, crash alarm systems or need not be activated if, in accordance with local mil- itary operating procedures, all required notifications "CABLE - CABLE - CABLE. " are made before the practice engagement.

Airport Conditions 3-3-3

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711O.65L 2/26/98

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REFERENCE- 2. When the weather is less than that required for FAAO 7110.65, AIRPORT CONDITIONS, Para 4-7-13.

CAT I operations, the GRN-27 FFM remote status sensing unit shall be set at: 3-3-7. FAR FIELD MONITOR (FFM) REMOTE (a) "CAT II" when the RVR is less than 2,400

STATUS UNIT ~

feet; (b) "CAT III" when the RVR is less than 1,200 a. Background.

feet.

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1. To meet the demand for more facilities capable 3. When the remote status unit indicates that the of operating under CAT III weather, Type II equipment localizer PFM is in alarm (aural warning following the is being upgraded to Integrity Level 3. This integrity preset delay) and:

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level will support operations which place a high degree (a) The aircraft is outside the middle marker of reliance on ILS guidance for positioning through (MM), check for encroachment those portions of the touchdown.

critical area that can be seen from the tower. It is under- I

stood that the entire critical area may not be visible due 2. Installation of the PPM remote status indicat- to low ceilings and poor visibility. The check is strictly ing units is necessary to attain the integrity necessary to determine possible causal factors for the out-of-toler-

to meet internationally agreed upon reliability values I

ance situation. If the alarm has not cleared prior to the in support of CAT III operations on Type II ILS aircraft's arriving at the MM, immediately issue an ad- equipment. The remote status indicating unit used in visory that the PPM remote status sensing unit indicates conjunction with Type II equipment adds a third in-

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the localizer is unreliable.

tegrity test; thereby, producing an approach aid which has integrity capable of providing Level 3 service.

(b) The aircraft is between the MM and the inner marker (1M), immediately issue an advisory that the

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3. The remote status sensing unit, when installed in FFM remote status sensing unit indicates the localizer the tower cab, will give immediate indications of local- is unreliable.

izer out-of-tolerance conditions. The alarm in the FFM PHRASEOLOGY- remote status sensing unit indicates an inoperative or an CAUTION, MONITOR INDICATES RUNWAY (number) out-of-tolerance localizer signal; e.g., the course may

•

LOCALIZER UNRELIABLE.

have shifted due to equipment malfunction or vehicle/

(c) The aircraft has passed the 1M, there is no ac- I

aircraft encroachment into the critical area.

tion requirement. Although the FFM has been modified b. Procedures.

with filters which dampen the effect of false alarms, you may expect alarms when aircraft are located between

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1. Operation of the FFM remote sensing unit will the FFM and the localizer antenna either on landing or be based on the prevailing weather. The PPM remote on takeoff.

sensing unit shall be operational when the weather is be- REFERENCE-

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low CAT I ILS minimums.

FAAO 7110.65, AIRPORT CONDITIONS, Para 4-7-13.

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3-3-4 Airport Conditions

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8/13/98 7110.65L CHG 1

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L Section 4. AIRPORT LIGHTING

• 3-4-1. EMERGENCY LIGHTING VASI Intensity Setting-Two Step System Step Period/Condition Whenever you become aware that an emergency has or

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High Day-Sunrise to sunset.

will occur, take action to provide for the operation of all Low Night-Sunset to sunrise.

appropriate airport lighting aids as required.

TBL3-4-2 REFERENCE-

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FMO 7110.65, LIGHTING REQUIREMENTS, Para 10-4-2.

VASI Intensity Setting-Three Step System Step Period/Condition

.- I 3-4-2. RUNWAY END IDENTIFIER LIGHTS

High Day-Sunrise to sunset.

When separate on-off controls are provided, operate Medium Twilight-From sunset to 30 minutes after sunset and from 30 minutes before sunrise to sunrise, * runway end identifier lights: and during twilight in Alaska.

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Night-Sunset to sunrise.

Low a. When the associated runway lights are lighted.

* During a 1 year period, twilight may vary 26 to 43 minutes between Turn the REIL off after: 25 and 49N latitude.

1. An arriving aircraft has landed.

I

TBL3-4-3 2. A departing aircraft has left the traffic pattern NOTE- The basic FAA standard for VAS! systems permits indepen- area.

dent operation by means of photoelectric device. This sys- I

3. It is determined that the lights are of no further tem has no on-off control feature and is intended for con- use to the pilot.

tinuous operation. Other VAS! systems in use include those that are operated remotely from the control tower.

b. As required by facility directives to meet local I

These systems may consist of either a photoelectric inten- conditions.

sity control with only an on-off switch, a two step intensi- ty system, or a three step intensity system.

• c. As requested by the pilot.

REFERENCE- FMO 7210.3, VISUAL APPROACH SLOPEINDlCATOR (VASI) d. Operate intensity setting in accordance with the SYSTEMS, Para 10-6-5. • values in TBL 3-4-1 except as prescribed in subparas FMO 6850.2, VISUAL GUIDANCE LIGHTING SYSTEMS.

b. and c. above.

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3-4-4. APPROACH LIGHTS REIL Intensity Setting-Three Step System Operate approach lights:

Visibility I

Settings a. Between sunset and sunrise when one of the fol- Day Night lowing conditions exists: 3 Less than 2 miles Less than 1 mile 1. They serve the landing runway.

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2 2.to 5 miles inclusive 1 to but not including 3 miles 2. They serve a runway to which an approach is 1 When requested 3 miles or more being made but aircraft will land on another runway.

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TBL3·4-J b. Between sunrise and sunset when the ceiling is less than 1,000 feet or the prevailing visibility is 5 miles or less and approaches are being made to: 3-4-3. VISUAL APPROACH SLOPE INDICATORS

.1

(VASI) 1. A landing runway served by the lights.

2. A runway served by the lights but aircraft are VASI systems with remote on-off switching shall be

landing on another runway. -I

operated when they serve the runway in use and where intensities are controlled in accordance with 3. The airport, but landing will be made on a run- TBL3-4-1 and TBL3-4-2 except: way served by the lights.

a. As required by facility directives to meet local c. As requested by the pilot.

conditions.

d. As you deem necessary, if not contrary to pilot's b. As required by the pilot.

request.

Airport Lighting 3-4-1 7110.65L CHG 1 8/13/98

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NOTE- 3-4-7. MALSR/ODALS In the interest of energy conservation, the ALS should be Operate MALSR/ODALS that have separate on-off turned off when not needed for aircraft operations.

and intensity setting controls in accordance with REFERENCE· TBL 3-4-5 and TBL 3-4-6 except: FAAO 711 0.65, ALS INTENSIIY SETTINGS, Para 3 -4 -5.

a. When facility directives specify other settings to 3-4-5. ALS INTENSITY SETTINGS meet local atmospheric, topographic, and twilight

conditions. I

When operating ALS as prescribed in para 3-4-4, b. As requested by the pilot.

APPROACH LIGHTS, operate intensity controls in ac- cordance with the values in TBL 3-4-4 except: c. As you deem necessary, if not contrary to pilot's re-

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quest.

a. When facility directives specify other settings to meet local atmospheric, topographic, and twilight Two Step MALS/One Step RAIL/Two Step ODALS conditions.

I

Visibility Settings b. As requested by the pilot.

Day Night c. As you deem necessary, if not contrary to pilot's re-

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MAlS/ODAlS Hi Less than 3 miles Less than 3 miles quest.

RAIL On MALS/ODAlS Low When requested _ 3 miles or more ALS Intensity Setting RAIL Off

I

• At locations providing part-time control tower service, if duplicate Visibility " (Applicable to runway served by lights) Step controls are not provided in the associated FSS, the MALSR/ODALS shall be set to low intensity during the hours of darkness when the Day Night tower is not staffed.

I

Less than 1 mile" When requested TBL3-4-5 4 1 to but not including 3 When requested miles Three Step MALS/Three Step RAIL/Three Step 3 3 to but not including 5 Less than 1 mile" ODALS miles

•

2 5 to but not including 7 1 to 3 miles inclusive Visibility miles Settings

1 When requested Greater than 3 miles I

Day Night • and/or 6,000 feet or less of the RVR on the runway served by the AlS Less than 2 miles Less than 1 mile andRVR.

2 2 to 5 miles inclusive 1 to but not including 3 miles"

TBL3-4-4 I

1 When requested 3 miles or more NOTE- • At locations providing part-time control tower service, if duplicate Daylight steps 2 and 3 provide recommended settings ap- controls are not provided in the FSS on the airport, the air-to-ground radio link shall be activated during the hours of darkness when the

plicable to conditions in subparas b. and c. At night, use I

tower is unmanned. If there is no radio air-to-ground control, the step 4 or 5 only when requested by a pilot.

MALSR/ODAlS shall be set on intensity setting 2 during the hours of darkness when the tower is not staffed.

3-4-6. SEQUENCED FLASHING LIGHTS (SFL) I

TBL3-4·6 REFERENCE· Operate Sequenced Flashing Lights: FAAO 72103, OPERATlON OF LIGHTS WHEN roWER IS CLOSED, Para 10-6-2.

NOTE- .1: SFL are a component of the ALS and cannot be operated when the ALS is off.

3-4-8. ALSF -2/SSALR

1--

a. When the visibility is less than 3 miles and instru- a. When the prevailing visibility is 3/4 mile or less or ment approaches are being made to the runway served the RVR is 4,000 feet or less, operate the ALSF-2 sys- by the associated ALS.

tem as follows: b. As requested by the pilot. 1. As requested by the pilot.

2. As you deem necessary if not contrary to pilot c. As you deem necessary, if not contrary to pilot's re- request.

quest.

Airport Lighting 3-4-2

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7110.65L eRG 1 8/13/98

I

3-4-10. HIGH INTENSITY RUNWAY: RUNWAY b. Operate the SSALR system when the conditions in CENTERLINE, AND TOUCHDOWN ZONE LIGHTS subpara a. are not a factor.

Operate high intensity runway and associated runway centerline and touchdown zone lights in accordance 3-4-9. RUNWAY EDGE LIGHTS with TBL 3~4-7, except: Operate the runway edge light system/s serving the run- a. Where a facility directive specifies other settings way!s in use as follows: to meet local conditions.

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a. Between sunset and sunrise, tum the lights on: b. As requested by the pilot.

1. For departures-Before an aircraft taxies onto c. As you deem necessary, if not contrary to pilot re-

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the runway and until it leaves the Class B, Class C, or quest.

Class D surface area.

HIRL, RCLS, TDZL Intensity Setting 2. For arrivals-

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VISibility Step (a) IFR aircraft- Before the aircraft begins final Day Night approach, or 5 Less than 1 mile* When requested

I

(b) VFR aircraft-Before the aircraft enters the 1 to but not including 2 Less than 1 mile* Class B, Class C, or Class D surface area, and miles* 3 2 to but not including 3 1 to but not including 3 (c) Until the aircraft has taxied off the landing

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miles miles* runway.

2 When requested 3 to 5 miles inclusive When requested More than 5 miles b. Between sunrise and sunset, tum the lights on as *and/or appropriate RVR/RVV equivalent.

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shown in subparas a.I. and a.2. when the surface visi- bility is less than 2 miles.

TBL3-4-7 c. As required by facility directives to meet local 3-4-11. HIRL ASSOCIATED WITH MALSR conditions.

•

Operate lllRL which control the associated MALSR in d. Different from subparas a., b., or c. above, when: accordance with TBL 3-4-8, except:

I

1. You consider it necessary, or a. As requested by the pilot.

2. Requested by a pilot and no other known air- b. As you deem necessary, if not contrary to the pi- craft will be adversely affected.

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lot's request.'

NOTE· HIRL Associated with MALSR Pilots may request lights to be turned on or off contrary to subparas a., b., or c. However, CFR Part 135 operators

I

Visibility Step are required to land/takeoff on lighted runways/heliport landing areas at night. Night Day 5 Less than 1 mile When requested

I e. Do not turn on the runway edge lights when a

4 1 to but not including 2 Less than 1 mile NOTAM closing the runway is in effect.

miles 3 2 to but not including 3 1 to but not including 3 NOTE- miles miles

I

Application concerns use for takeoffs/landings/approaches 2 When requested 3 to 5 miles inclusive and does not preclude turning lights on for use of unaf- fected portions of a runway for taxiing aircraft, surface 1 When requested More than 5 miles vehicles, maintenance, repair, etc.

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TBL3-4-8 REFERENCE- NOTE- FAAO 7110.65, SIMULTANEOUS APPROACH AND RUNWAYEDGE UGHTOPERATION, Para 3-4-14. When going from a given brightness step setting to a low- FMO 7210.3, INCOMPATIBLE UGHT SYSTEM OPERATION, er setting, rotation of the brightness control to a point be- • Para 10-6-3.

low the intended step setting and then back to the ap- FAAO 7210.3, RUNWAYEDGE LIGHTS ASSOCIATED WITH MEDIUM propriate step setting will ensure that the MALSR will APPROACH LIGHT SYSTEM/RUNWAYALIGNMENTINDICAlOR • LIGHTS, Para 10-6-8. operate at the appropriate brightness.

Airport Lighting 3-4-3

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7110.65L 2/26/98

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REFERENCE- 3-4-16. TAXIWAY LIGHTS FAAO 711 0.65, MEDIUM INTENSITYRUNWAYLIGHTS, Para 3 -4 -13.

Operate taxiway lights in accordance with TBL 3-4-9, TBL 3-4-10, or TBL 3-4-11 except: 3-4~12. HIRL CHANGES AFFECTING RVR Keep the appropriate approach controller or PAR con- a. Where a facility directive specifies other settings troller informed, in advance if possible, of HIRL or times to meet local conditions.

changes that affect RVR.

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b. As requested by the pilot.

3-4-13. MEDIUM INTENSITY RUNWAY LIGHTS c. As you deem necessary, if not contrary to pilot re-

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quest.

Operate MIRL or MIRL which control the associated Three Step Taxiway Lights MALSR in accordance with TBL 3-4-9, except:

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a. As requested by the pilot.

Visibility Step b. As you deem necessary, if not contrary to the pi- Day Night lot's request.

Less than 1 mile 3 When requested

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2 When requested Less than 1 mile MIRL Intensity Setting 1 When requested 1 mile of more TBL3-4-10 Visibility

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Step Day Night Five Step Taxiway Lights 3 Less than 2 miles Less than 1 mile

I Visibility

2 to 3 miles 1 to 3 miles Step 1 When requested More than 3 miles Day Night Less than 1 mile When requested TBL3-4-9 4 When requested Less than 1 mile REFERENCE- When requested 1 mile or more

• 3

FAAO 7I10.65, HIRL ASSOCIATED WITH MALSR, Para 3-4-11.

1&2 When requested When requested

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TBL3-4·1l 3-4-14. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT OPERATION One Step Taxiway Lights Turn on the runway edge lights for the runway in use

I

Night

I Day

whenever the associated approach lights are on. If mul-

---~-:--------I-::o-n---------

Less than 1 mile tiple runway light selection is not possible, you may TBL3-4-12 leave the approach lights on and switch the runway

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lights to another runway to accommodate another air- NOTE- craft AC/150 5340-24 contains recommended brightness levels for variable setting taxiway lights.

REFERENCE·

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FAAO 7110.65, RUNWAY EDGE LIGHTS, Para 3 -4 -9.

3-4-17. OBSTRUCTiON LIGHTS 3-4-15. HIGH SPEED TURNOFF LIGHTS

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If controls are provided, turn the lights on between sun- set and sunrise.

Operate high speed turnoff lights:

I a. Whenever the associated runway lights are used

3-4-18. ROTATING BEACON for arriving aircraft. Leave them on until the aircraft has If controls are provided, turn the rotating beacon on: either entered a taxiway or passed the last light.

a. Between sunset and sunrise. b. As required by facility directives to meet local conditions.

b. Between sunrise and sunset when the reported ceiling or visibility is below basic VFR minima.

c. As requested by the pilot.

Airport Lighting 3-4-4

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7110.65L 2/26/98

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Section 5. RUNWAY SELECTION

3-5-1. SELECTION b. When conducting aircraft operations on other than the advertised active runway, state the runway in use.

8. Except where a "runway use" program is in effect, use the runway most nearly aligned with the wind when 5 knots or more or the "calm wind" runway when less 3-5-2. STOL RUNWAYS than 5 knots (set tetrahedron accordingly) unless use of Use STOL runways as follows: another runway:

I

8. A designated STOL runway may be assigned only NOTE- when requested by the pilot or as specified in a letter of

rn If a pilot prefers to use a runway different from that

agreement with an aircraft operator.

specified, the pilot is expected to advise ATC.

I

b. Issue the measured STOL runway length if the pi- [ZJ At airports where a "runway use" program is estab- lot requests it.

lished, ATC will assign runways deemed to have the least

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noise impact. If in the interest of safety a runway different from that specified is preferred, the pilot is expected to 3-5-3. TAILWIND COMPONENTS advise ATC accordingly. ATC will honor such requests and advise pilots when the requested runway is noise sen- When authorizing use of runways and a tailwind com-

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sitive.

ponent exists, always state both wind direction and ve- REFERENCE- locity.

FAAO 8400.9, NATIONAL SAFETY AND OPERATIONAL CRiTERIA FOR I RUNWAY USE PROGRAMS.

NOTE- The wind may be described as "calm" when appropriate.

1. Will be operationally advantageous, or REFERENCE- 2. Is requested by the pilot. FAAO 7110.65, CALM WIND CONDITIONS, Para 2-6-5 .

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•

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Runway Selection 3-5-1

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1/28/99 711O.65L CHG 2

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Section 6. AIRPORT SURFACE DETECTION PROCEDURES

3-6-1. EQUIPMENT USAGE 5. Monitoring compliance with control instruc- tions by aircraft and vehicles on taxiways and run- Use ASDE to augment visual observation of aircraft ways.

and/or vehicular movements on runways and taxiways, or other areas of the movement area: 6. Confirming pilot reported positions.

a. When visibility is less than the most distant point 7. Providing directional taxi information on pilot

I

in the active movement area, and request.

PHRASEOLOGY- b. When, in your judgment, its use will assist you in TURN (left/right) ON THE 1AXIWAY/RUNWAY YOU ARE

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the performance of your duties at any time.

APPROACHING.

c. ASDE-3 shall be operated continuously between b. Do not provide specific navigational guidance (ex- sunset and sunrise regardless of visibility.

I act headings to be followed) unless an emergency exists

or by mutual agreement with the pilot.

3-6-2. INFORMATION USAGE NOTE- a. Use ASDE derived information to assist with:

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It remains the pilot's responsibility to navigate visually via routes to the clearance limit specified by the controller 1. Formulating clearances and control instructions and to avoid other parked or taxiing aircraft, vehicles, or to aircraft and vehicles on the movement area.

persons in the movement area.

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2. Determining when the runway is clear of aircraft 3-6-3. IDENTIFICATION and vehicles prior to a landing or departure.

REFERENCE· To identify an observed target on the ASDE display,

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FMO 7210.3, RADAR USE, Para 3-7-2.

correlate its position with one or more of the following: 3. Positioning aircraft and vehicles using the a. Pilot's report.

movement area.

b. Controller's visual observation.

4. Determining the exact location of aircraft and

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vehicles, or spatial relationship to other aircraft/ve- c. An identified target observed on the ASR or hicles on the movement area.

BRITE/DBRITEffDW display. •

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Airport Surface Detection Procedures 3-6-1

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2/26/98 7UO.65L

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Section 7. TAXI AND GROUND MOVEMENT PROCEDURES

3-7-1. GROUND TRAFFIC MOVEMENT RUNWAY (number) AT (taxiway designator) INTERSEC· TION DEPARTURE, (remaining length) FEET AVA/L· Issue by radio or directional light signals specific ABLE.

instructions which approve or disapprove the move- ment of aircraft, vehicles, equipment, or personnel on 3-7-2. TAXI AND GROUND MOVEMENT the movement area. OPERATIONS

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Issue, as required or requested, the route for the aircraft/ a. Do not issue conditional instructions that are de- vehicle to follow on the movement area in concise and pendent upon the movement of an arrival aircraft on or easy to understand terms. When a taxi clearance to a approaching the runway or a departure aircraft estab-

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runway is issued to an aircraft, confirm the aircraft has lished on a takeoff roll. Do not say, "Taxi into position the correct runway assignment.

and hold behind landing traffic," or "Taxi/proceed across Runway Three Six behind departing/landing NOTE-

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Jetstar." The above requirements do not preclude issu- m Api/ot's read back of taxi instructions with the runway assignment can be considered confirmation of runway ing instructions to follow an aircraft observed to be op- assignment.

erating on the movement area in accordance with an

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ATe clearance/instruction and in such a manner that the [2J Movement of aircraft or vehicles on nonmovement instructions to follow are not ambiguous.

areas is the responsibility of the pilot, the aircraft opera- tor, or the airport management.

b. Do not use the word "cleared" in conjunction

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with authorization for aircraft to taxi or equipment/ a. When authorizing a vehicle to proceed on the vehicle/personnel operations. Use the prefix "taxi," movement area, or an aircraft to taxi to any point other "proceed," or "hold," as appropriate, for aircraft than an assigned takeoff runway, absence of holding

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instructions and "proceed" or "hold" for equipment/ instructions authorizes an aircraft/vehicle to cross all vehicles/personnel.

taxiways and runways that intersect the taxi route. If it is the intent to hold the aircraft/vehicle short of any giv- c. Intersection departures may be initiated by a con- en point along the taxi route, issue the route, if neces- troller or a controller may authorize an intersection de-

•

sary, then state the holding instructions.

parture if a pilot requests. Issue the measured distance NOTE- from the intersection to the runway end rounded

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Movement of aircraft or vehicles on nonmovement areas is "down" to the nearest 50 feet to any pilot who requests the responsibility of the pilot, the aircraft operator, or the and to all military aircraft, unless use of the intersection airport management.

is covered in appropriate directives.

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PHRASEOLOGY- NOTE- HOLD POSITION.

Exceptions are authorized where specific military aircraft routinely make intersection takeoffs and procedures are HOLD FOR (reason)

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defined in appropriate directives. The authority exercising operational control of such aircraft ensures that all pilots CROSS (runway/taxiway) are thoroughly familiar with these procedures, including I the usable runway length from the applicable intersection.

or d. State the runway intersection when authorizing an TAXI/CONTINUE TAXIING/PROCEED/VIA (route), aircraft to taxi into position to hold or when clearing an

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aircraft for takeoff from an intersection.

or PHRASEOLOGY- RUNWAY (number) AT (taxiway designator) (further ON (runway number or taxiways, etc.],

I

instructions as needed).

or RUNWAY (number) AT (taxiway designator), TAXI INTO POSITION AND HOLD.

TO (location), If requested or required, or Taxi and Ground Movement Procedures 3-7-1

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7110.65L 2/26/98

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(direction), or or ON (taxi strip, runup pad, etc.), ACROSS RUNWAY (number).

and if necessary, or TRAFFIC (traffic information),

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VL4. (route), HOLD SHORT OF (location) or or FOR (reason).

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FOLLOW (traffic) (restrictions as necessary) EXAMPLE- "Runway Three Six Left, taxi via taxiway Charlie, hold or short of Runway Two Seven Right. "

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"Runway Three Six Left, hold short of Runway Two Seven BEHIND (traffic).

Right. " EXAMPLE- d. Request a read back of runway hold short

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"Cross Runway Two Eight Left. " instructions when it is not received from the pilot/ve- hide operator.

"Taxi/continue taxiing/proceed to the hangar. " PHRASEOLOGY-

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"Taxi/continue taxiing/proceed straight ahead then via READ BACK HOLD INSTRUCTIONS.

ramp to the hangar."

EXAMPLE- OJ "American Four Ninety Two, Runway Three Six Left,

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"Taxi/continue taxiing/proceed on Taxiway Charlie, hold taxi via taxiway Charlie, hold short of Runway Two Seven short of Runway Two Seven. " Right. " b. When authorizing an aircraft to taxi to an assigned takeoff runway and hold short instructions are not is- "American Pour Ninety Two, Roger."

sued, specify the runway preceded by "taxi to," and is- •

"American Four Ninety Two, read back hold instruc- sue taxi instructions if necessary. This authorizes the tions. "

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aircraft to "cross" all runways/taxiways which the taxi route intersects except the assigned takeoff runway.

[2J "Cleveland Tower, American Sixty Three is ready for This does not authorize the aircraft to "enter" or departure. "

"cross" the assigned takeoff runway at any point. I

"American Sixty Three, hold short of Runway 1Wo Three PHRASEOLOGY- Left, traffic one mile final. " TAXI TO RUNWAY (number) VIA ...

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EXAMPLE- "American Sixty Three, Roger. " "Taxi to Runway One Two. " "Taxi to Runway Three Six via Taxiway Echo. " "American Sixty Three, read back hold instructions. "

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c. Specify the runway for departure, any necessary l!I "OPS Three proceed via taxiway Charlie hold short of taxi instructions, and hold short restrictions when an Runway Two Seven. " aircraft will be required to hold short of a runway along

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the taxi route.

"OPS Three, Roger. " PHRASEOLOGY- "OPS Three, read back hold instructions. " RUNWAY (number),

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TAXI/PROCEED VIA (route if necessary), NOTE- Read back hold instructions phraseology may be initiated HOLD SHORT OF (runway number) for any point on a movement area when the controller be- lieves the read back is necessary.

or e. Issue progressive taxi/ground movement instruc- HOLD SHORT OF (location) tions when: 3-7-2 Taxi and Ground Movement Procedures

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7110.65L 2/26/98

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AC 150/5340-1 AND AC 150/5340-18. The operator is 1. Pilot/operator requests.

responsible for properly positioning the aircraft, vehicle, 2. The specialist deems it necessary due to traffic or equipment at the appropriate hold line/sign or desig- or field conditions, e.g., construction or closed taxi- nated point. The requirements in para 3 -1 -12, VISUALLY ways.

SCANNING RUNWAYS, remain valid as appropriate.

REFERENCE- 3. As necessary during reduced visibility, espe- FAAO 7110.65, TAXI AND GROUND MOVEMENT OPERATIONS, cially when the taxi route is not visible from the tow- Para 3-7-2.

FAAO 7110.65, ALTITUDE RESTRICTED LOW APPROACH, er.

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Para 3-10-10.

FAAO 7110.65, VEHICLES/EQUIPMENT/PERSONNEL ON RUNWAYS, f. Progressive ground movement instructions include Para 3-1-5.

step-by-step routing directions.

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REFERENCE- 3-7-5. PRECISION APPROACH CRITICAL AREA FAAO 7110.65, RUNWAYPROXIMITY, Para 3-7-4.

a. ILS critical area dimensions are described in FAAO 7110.65, TAXI AND GROUND MOVEMENT OPERATION, Para 3-11-1.

FAAO 6750.16, Siting Criteria for Instrument Landing

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Systems. Aircraft and vehicle access to the ILS/MLS g. Instructions to expedite a taxiing aircraft or a mov- critical area must be controlled to ensure the integrity of ing vehicle.

ILS/MLS course signals whenever conditions are less PHRASEOLOGY-

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than reported ceiling 800 feet and/or visibility less than TAXI WITHOUT DELAY (traffic if necessary).

2 miles. Do not authorize vehicles/aircraft to operate in or over the critical area, except as specified in subpara EXIT/PROCEED/CROSS

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a.l., whenever an arriving aircraft is inside the ILS outer (runway/taxiway) WITHOUT DELAY.

marker (OM) or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is 3-7-3. GROUND OPERATIONS I circling to land on another runway.

I WAKE TURBULENCE APPLICATION PHRASEOLOGY-

HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA.

Avoid clearances which require: 1. LOCALIZER CRITICAL AREA

• a. Heavy jet aircraft to use greater than normal taxi-

(a) Do not authorize vehicle or aircraft opera- ing power.

tions in or over the area when an arriving aircraft is in-

I

side the ILS OM or the fix used in lieu of the OM when b. Small aircraft or helicopters to taxi in close prox- conditions are less than reported ceiling 800 feet and/or imity to taxiing or hover-taxi helicopters.

visibility 2 miles, except: REFERENCE-

I

AC 90-23, AlRCRAFTWAKE TURBULENCE, Para 10 and Para 11.

(1) A preceding arriving aircraft on the same or another runway that passes over or through the area 3-7-4. RUNWAY PROXIMITY while landing or exiting the runway.

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(2) A preceding departing aircraft or missed Hold a taxiing aircraft or vehicle clear of the runway as approach on the same or another runway that passes follows: through or over the area.

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a. Instruct aircraft or vehicle to hold short of a specif- (b) In addition to subpara a.1.(a), do not autho- • ic runway.

rize vehicles or aircraft operations in or over the area b. Instruct aircraft or vehicle to hold at a specified when an arriving aircraft is inside the middle marker

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point.

when conditions are less than reported ceiling 200 feet and/or RVR 2,000 feet.

c. Issue traffic information as necessary.

2. GLIDESLOPE CRITICAL AREA- Do not au-

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PHRASEOLOGY- thorize vehicles or aircraft operations in or over the area HOLD SHORT OF/AT (runway number or specific point), (traffic or other information).

when an arriving aircraft is inside the ILS OM or the fix used in lieu of the OM unless the arriving aircraft has NOTE- reported the runway in sight or is circling to land on Establishing hold lines/signs is the responsibility of the airport manager. The standards for surface measurements, another runway when conditions are less than reported markings, and signs are contained inAC 150/5300-13, ceiling 800 feet and/or visibility less than 2 miles.

Taxi and Ground Movement Procedures 3-7-3

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711O.65L 2/26/98

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b. Air carriers commonly conduct "coupled" or "au- tion is provided to all aircraft operating at that military toland" operations to satisfy maintenance, training, or controlled airport. Waiver authority for DOD precision reliability program requirements. Promptly issue an ad- approach critical area criteria rests with the appropriate visory if the critical area will not be protected when an military authority.

arriving aircraft advises that a "coupled," "CATIII," NOTE- "autoland," or similar type approach will be conducted Signs and markings are installed by the airport operator and the weather is reported ceiling of 800 feet or more, to define the ILS/MLS critical area. No point along the and the visibility is 2 miles or more.

longitudinal axis of the aircraft is permitted past the hold

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line for holding purposes. The operator is responsible to PHRASEOLOGY- properly position the aircraft, vehicle, or equipment at the ILS/MLS CRITICAL AREA NOT PROTECTED.

appropriate hold line/sign or designated point. The re-

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quirements in para 3-1-12, VISUALLY SCANNING RUN· c. The Department of Defense (DOD) is authorized WAYS, remain valid as appropriate.

to define criteria for protection of precision approach REFERENCE- critical areas at military controlled airports. This protec- AC150/5340-1, AIRPORT MARKINGS.

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3-7-4 Taxi and Ground Movement Procedures

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7110.65L 2/26/98

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Section 8. SPACING AND SEQUENCING

3-8-1. SEQUENCE/SPACING APPLICATION UNABLE (type of option), OTHER OPTIONS APPROVED.

Establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground operation, NOTE- ITJ The "Cleared for the Option" procedure will permit an as necessary, to achieve proper spacing.

I instructor pilot / flight examiner / pilot the option to make

a touch-and-go, low approach, missed approach, stop- PHRASEOLOGY- and-go, or full stop landing. This procedure will only be CLEARED FOR TAKEOFF.

used at those locations with an operational control tower

I

and will be subject to ATC approval.

CLEARED FOR TAKEOFF OR HOLD SHORT / HOLD IN POSITION / TAXI OFF THE RUNWAY (traffic).

[i] For proper helicopter spacing, speed adjustments may I be more practical than course changes.

EXTEND DOWNWIND.

~ Read back of hold short instructions apply when hold MAKE SHORT APPROACH.

instructions are issued to a pilot in lieu of a takeoff clear-

I

ance.

NUMBER (landing sequence number), REFERENCE- FOLLOW (description and location of traffic), FAAO 7110.65, TAXI AND GROUND MOVEMENT OPERATIONS, Para 3-7-2.

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or if traffic is utilizing another runway, 3-8-2. TOUCH-AND-GO OR STOP-AND-GO OR TRAFFIC (description and location) LANDING RUNWAY LOW APPROACH

I

(number of runway being used).

Consider an aircraft cleared for touch-and-go, stop-and- CIRCLE THE AIRPORT.

go, or low approach as an arriving aircraft until it touches down (for touch-and-go), or makes a complete MAKE LEFT / RIGHT THREE -SIXTY / TWO SEVENTY.

stop (for stop-and-go), or crosses the landing threshold

•

(for low approach), and thereafter as a departing air- GO AROUND.

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craft.

REFERENCE- CLEARED TO LAND.

FAAO 7110.65, VEHICLES/EQUIPMENT/PERSONNEL ON RUNWAYS, Para 3-1-5.

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CLEARED:

FAAO 7110.65, WAKE TURBULENCE SEPARATION FOR INTERSEC· I

TION DEPARTURES, Para 3-fJ-7.

TOUCH,4ND-GO, or

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3-8-3. SIMULTANEOUS SAME DIRECTION OPERATION STOP,4ND-GO, or Authorize simultaneous, same direction operations on

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parallel runways, on parallel landing strips, or on a run- LOW APPROACH.

way and a parallel landing strip only when the following conditions are met: CLEARED FOR THE OPTION,

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a. Operations are conducted in VFR conditions un- or less visual separation is applied.

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b. Two-way radio communication is maintained with OPTION APPROVED, the aircraft involved and pertinent traffic information is or issued.

c. The distance between the runways or landing strips UNABLE OPTION, (alternate instructions).

is in accordance with the minima in TBL 3-8-1 (use the or greater minimum if two categories are involved).

Spacing and Sequencing 3-8-1

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7110.65L 2/26/98

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Same Direction Distance Minima a. Operations are conducted in VFR conditions.

b. Two-way radio communication is maintained

Minimum distance (feet) between parallel l

Aircraft category with the aircraft involved and pertinent traffic infor- mation is issued.

Edges of adjacent Runway centerlines strips or runway and PHRASEOLOGY- strip

TRAFFIC (description) ARRIVING / DEPARTING / LOW I

Lightweight, single 300 200 APPROACH, OPPOSITE DIRECTION ON PARALLEL engine, propeller driven RUNWAY / LANDING STRIP Twin-engine, 500 400 c. The distance between the runways or landing strips I· propeller driven is in accordance with the minima in TBL 3-8-2.

All others 700 600 Opposite Direction Distance Minima TBL3-8-J Minimum distance (feet) between parallel.

Type of Operation

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Edges of adjacent 3-8-4. SIMULTANEOUS OPPOSITE DIRECTION Runway centerlines strips or runway and OPERATION strip

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Between sunrise and 1,400 1,400 sunset Authorize simultaneous opposite direction operations Between sunset and on parallel runways, on parallel landing strips, or on a 2,800 Not authorized sunrise runway and a parallel landing strip only when the fol-

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lowing conditions are met: TBL 3-8-2

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3-8-2 Spacing and Sequencing

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7110.65L eRG 3 7/15/99

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Section 9. DEPARTURE PROCEDURES AND SEPARATION

REFERENCE- 3-9-1. DEPARTURE INFORMATION FAAO 7110.65, ALTIMETER SETTING ISSUANCEBELOW LOVIEST USABLEFL, Para 2-7-2.

Provide current departure information, as appropriate, FAAO 7110.65, LOWLEVELWINDSHEARADVISORIES, Para 3 -1-8.

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to departing aircraft.

FAAO 7110.65, BRAKINGACTIONADVISORIES, Para 3 -3 -5.

P/CG TERM- BRAKINGACTIONADVISORIES.

a. Departure information contained in the ATIS

I broadcast may be omitted if the pilot states the appropri-

3-9-2. DEPARTURE DELAY INFORMATION ate ATIS code.

USA/USAFIUSN NOT APPLICABLE b. Issue departure information by including the fol-

I When gate-hold procedures are in effect, issue the fol-

lowing: lowing departure delay information as appropriate: 1. Runway in use. (May be omitted if pilot states REFERENCE· "have the numbers.") FAAO 7210.3, GATEHOLD PROCEDURES, Para 10-4-3.

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a. Advise departing aircraft the time at which the 2. Surface wind from direct readout dial, LLWAS, pilot can expect to receive engine startup advisory.

or automated weather observing system information

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display. (May be omitted if pilot states "have the num- PHRASEOLOGY~ GATE HOLD PROCEDURES ARE IN EFFECT. ALL bers.") AIRCRAFT CONTACT (position) ON (frequency) FOR 3. Altimeter setting. (May be omitted if pilot states ENGINE START TIME. EXPECT ENGINE START/TAXI

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"have the numbers.") (time).

REFERENCE· b. Advise departing aircraft when to start engines FAAO 7110.65, CURRENTSETtINGS, Para 2-7-1.

and/or to advise when ready to taxi.

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c. Time, when requested.

PHRASEOLOGYw START ENGINES, ADVISE WHEN READY TO TAXI, d. Issue the official ceiling and visibility, when avail- able, to a departing aircraft before takeoff as follows: or

• 1. To a VFR aircraft when weather is below VFR

ADVISE WHEN READY TO TAXI.

conditions.

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c. If the pilot requests to hold in a delay absorbing 2. To an IFR aircraft when weather is below VFR area, the request shall be approved if space and traffic conditions or highest takeoff minima, whichever is conditions permit.

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greater.

d. Advise all aircraft on GC/FD frequency upon ter- NOTEw mination of gate hold procedures.

Standard takeoff minimums are published in CFR

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Part 91.175(f). Takeoff minima other than standard are PHRASEOLOGYw prescribed for specific airports/runways and published in a GATE HOLD PROCEDURES NO LONGER IN EFFECT.

tabular form supplement to the NOS Instrument Approach Procedures Charts and appropriate FAA Forms 8260.

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3-9-3. DEPARTURE CONTROL INSTRUCTIONS e. Taxi information, as necessary. You need not issue Inform departing IFR, SVFR, VFR aircraft receiving taxi route information unless the pilot specifically re- radar service, and TRSA VFR aircraft of the following: I quests it.

a. Before takeoff- f. USAF NOT APPLICABLE. An advisory to "check 1. Issue the appropriate departure control frequen- density altitude" when appropriate.

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cy and beacon code. The departure control frequency REFERENCE- may be omitted if a DP has been or will be assigned and FAAO 7210.3, BROADCASTDENSJ1YALTITUDEADVISORY, • Para 2-9-6.

the departure control frequency is published on the DP.

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g. Issue braking action for the runway in use as re- PHRASEOLOGYw ceived from pilots or the airport management when DEPARTURE FREQUENCY WILL BE (frequency), , Braking Action Advisories are in effect. SQUAWK (code).

3-9-1 Departure Procedures and Separation

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711O.65L eRG 3 7/15/99

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2. Inform all departing IFR military turboprop/tur- EXAMPLE- bojet aircraft (except transport and cargo types) to "United Five, runway one eight, taxi into position and hold.

Traffic a Boeing Seven Thirty Seven, six mile final. " change to departure control frequency. If the local controller has departure frequency override, transmit Or, when only one runway is active: urgent instructions on this frequency. If the override capability does not exist, transmit urgent instructions "United Five, taxi into position and hold. Traffic a Boeing on the emergency frequency.

Seven Thirty Seven, six mile final. "

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PHRASEOLOGY· d. USAF: When an aircraft is authorized to taxi into CHANGE TO DEPARTURE.

takeoff position to hold, inform it of the closest traffic within 6 miles on final approach to the same runway. If b. After takeoff-

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the approaching aircraft is on a different frequency, in- form it of the aircraft taxing into position.

1. When the aircraft is about liz mile beyond the

e. Do not authorize an aircraft to taxi into position runway end, instruct civil aircraft; and military trans-

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and hold at an intersection between sunset and sunrise port, and cargo types to contact departure control, pro- or at anytime when the intersection is not visible from vided further communication with you is not required.

the tower.

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2. Do not request departing military turboprop/tur- f. USN: Do not authorize aircraft to taxi into takeoff bojet aircraft (except transport and cargo types) to make position to hold simultaneously on intersecting run- radio frequency or radar beacon changes before the air- ways.

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craft reaches 2,500 feet above the surface.

PHRASEOLOGY- CONTINUE HOLDING, REFERENCE· FAAO 7110.65, VISUAL SEPARATION, Para 7-2-1.

or I

TAXI OFF THE RUNWAY.

3-9-4. TAKEOFF POSITION HOLD REFERENCE· FAAO 7110.65, ALTITUDERESTRICTED LOW APPROACH, Para 3-10-10.

a. Authorize an aircraft to taxi into position and hold,

•

g. When a local controller delivers or amends an ATC except as restricted in subpara e., when takeoff clear-

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clearance to an aircraft awaiting departure and that air- ance cannot be issued because of traffic. Issue traffic in- craft is holding short of a runway or is holding in posi- formation to any aircraft so authorized. Traffic informa- tion on a runway, an additional clearance shall be issued tion may be omitted when the traffic is another aircraft

to prevent the possibility of the aircraft inadvertently I

which has landed on or is taking off the same runway taxiing onto the runway and/or beginning takeoff roll.

and is clearly visible to the holding aircraft. Do not use In such cases, append one of the following ATC instruc- conditional phrases such as "behind landing traffic" or tions as appropriate:

"after the departing aircraft." I

1. HOLD SHORT OF RUNWAY, or b. USN NOT APPLICABLE. First state the runway 2. HOLD IN POSITION.

number followed by the taxi into position clearance

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when more than one runway is active. h. USAF/USN: When issuing additional instructions or information to an aircraft holding in takeoff position, PHRASEOLOGY- include instructions to continue holding or taxi off the

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RUNWAY (number), TAXI INTO POSIT/ON AND HOLD.

runway, unless it is cleared for takeoff.

PHRASEOLOGY· Or, when only one runway is active: CONTINUE HOLDING,

I

TAXI INTO POSITION AND HOLD.

or c. When an aircraft is authorized to taxi into takeoff TAXI OFF THE RUNWAY.

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position to hold, inform it of the closest traffic that is REFERENCE- cleared to land, touch-and-go, stop-and-go, or unre- FAAO 7110.65, ALTITUDERESTRICTED LOW APPROACH, stricted low approach on the same runway.

Para 3-10-10.

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3-9-2 Departure Procedures and Separation

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---- -- ---- --------------------~-------------, 2/26/98 7110.65L

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3-9-5. ANTICIPATING SEPARATION Same Runway Separation [View 2] Takeoff clearance needs not be withheld until pre-

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scribed separation exists if there is a reasonable assur- ance it will exist when the aircraft starts takeoff roll.

M-- 3,000 FEET" ---t'I ,. 4.SOO FEET" ~ ~

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3-9-6. SAME RUNWAY SEPARATION FIG 3-9-2 Separate a departing aircraft from a preceding departing NOTE-

I or arriving aircraft using the same runway by ensuring

Aircraft same runway separation (SRS) categories are that it does not begin takeoff roll until: specified in Appendices A, B, and C and based upon the following definitions: a. The other aircraft has departed and crossed the run-

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CATEGORY l--small aircraft weighing 12,500 lbs. or way end or turned to avert any conflict. If you can deter- less, with a single propeller driven engine, and all heli- mine distances by reference to suitable landmarks, the copters.

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other aircraft needs only be airborne if the following

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minimum distance exists between aircraft: CATEGORY II- small aircraft weighing 12,500 lbs. or (See FIG 3-9-1 and FIG 3-9-2.)

less, with propeller driven twin-engines.

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1. When only Category I aircraft are involved- CATEGORY III-all other aircraft.

3,000 feet.

b. A preceding landing aircraft is clear of the runway.

I (See FIG 3-9-3.)

2. When a Category I aircraft is preceded by a Cate- gory II aircraft- 3,000 feet .

Preceding Landing Aircraft Clear of Runway 3. When either the succeeding or both are Category

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II aircraft- 4,500 feet.

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4. When either is a Category III aircraft- 6,000

+ ---------------------------------------'"

feet.

~ ""'~

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S. When the succeeding aircraft is a helicopter, visual separation may be applied in lieu of using dis- FIG3-9-J tance minima.

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REFERENCE- Pice TERM-CLEAR OF THE RUNWAY.

Same Runway Separation [View 1]

I WAKE TURBULENCE APPLICATION

I

c. Do not issue clearances which imply or indicate approval of rolling takeoffs by heavy jet aircraft except

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as provided in para 3-1-14, GROUND OPERATIONS WHEN VOLCANIC ASH IS PRESENT.

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d. Do not issue clearances to a small aircraft to taxi into position and hold on the same runway behind a de- parting heavy jet aircraft to apply the necessary inter- vals.

REFERENCE- FIG 3-9-1 AC 90-23, AIRCRAFT WAKE TURBULENCE.

•

Departure Procedures and Separation 3-9-3

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- -- -- - ------ - - -------------.

711O.65L 2/26/98

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[2] To initiate a waiver of the 3 minute rule, the request e. The minima in para 5-5-3, MINIMA, may be ap- for takeoff must be accompanied by a request to deviate plied in lieu of the 2 minute requirement in subpara f.

from the 3 -minute rule.

When para 5-5-3, MINIMA, are applied, ensure that the appropriate radar separation exists at or prior to the

REFERENCE- I

FAAO 7110.65, AIRCRAFT INFORMATION: APPENDIXA, time an aircraft becomes airborne when taking off be- APPENDIX B, AND APPENDIX C.

I hind a heavy jet/B757.

j. Separate aircraft behind a heavy jet/B757 departing NOTE- or making a low/missed approach when utilizing oppo- The pilot may request additional separation; i.e., 2 min- site direction takeoffs or landings on the same or paral-

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utes vs, 4 miles, but should make this request before taxi- lel runways separated by less than 2,500 feet- 3 min- ing on the runway.

utes.

f. Separate IFRNFR aircraft taking off behind a

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k. Inform an aircraft when it is necessary to hold in

I heavy jet/B757 departure by 2 minutes, when depart-

order to provide the required 3 -minute interval.

ing: PHRASEOLOGY- NOTE-

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HOLD FOR WAKE TURBULENCE.

Takeoff clearance to the following aircraft should not be REFERENCE-

I issued until 2 minutes after the heavy jet/B757 begins

FAAO 7110.65, WAKE TURBULENCE SEPARATION FOR takeoff roll.

INTERSECTION DEPARTURES, Para 3 --9-7.

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1. The same runway. (See FIG 3-9-4.)

3-9-7. WAKE TURBULENCE SEPARATION FOR 2 Minute Separation INTERSECTION DEPARTURES

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B Behind A Needs 2 Min.

a. Apply the following wake turbulence criteria for intersection departures: B

I

1. Separate a small aircraft taking off from an inter- section on the same runway (same or opposite direction takeoff) behind a preceding departing large aircraft by ensuring that the small aircraft does not start takeoff roll FlO 3-9-4 until at least 3 minutes after the large aircraft has taken

•

2. A parallel runway separated by less than 2,500 off.

feet.

I

2. Separate any aircraft taking off from an intersec-

I g. Separate an aircraft from a heavy jet/B757 when

tion on the same runway (same or opposite direction operating on a runway with a displaced landing thresh- takeoff) and parallel runways separated by less than

I

old if projected flight paths will cross- 2 minutes when: 2,500 feet, by ensuring that the aircraft does not start takeoff roll until at least 3 minutes after a heavy air- 1. A departure follows a heavy jet/B757 arrival.

craft/B757 has taken off.

I

2. An arrival follows a heavy jet/B757 departure.

3. Separate a small aircraft weighing 12,500 lbs.

or less taking off from an intersection on the same run- h. Air traffic controllers shall not approve pilot re- way (same or opposite direction takeoff) behind a pre- quests to deviate from the required wake turbulence

I

time interval if the preceding aircraft is a heavy ceding small aircraft weighing more than 12,500 lbs. by ensuring the following small aircraft does not start take- jet/B757.

off roll until at least 3 minutes after the preceding air- I, Separate a small aircraft behind a large aircraft tak-

I

craft has taken off.

ing off or making a low/missed approach when utilizing 4. Inform an aircraft when it is necessary to hold in opposite direction takeoffs on the same runway by 3 order to provide the required 3-minute interval. minutes unless a pilot has initiated a request to deviate

I

from the 3-minute interval. In the latter case, issue a PHRASEOLOGY- wake turbulence advisory before clearing the aircraft HOLD FOR WAKE TURBULENCE.

for takeoff.

NOTE- Aircraft conducting touch-and-go and stop-and-go opera- NOTE- tions are considered to be departing from an intersection. IT] A request for takeoff does not initiate a waiver request.

Departure Procedures and Separation 3-9-4

I

2/26/98 711O.65L

I

REFERENCE- 5. If action is initiated to reduce the separation FAAO 7110.65, TOUCH AND GO OR STOP AND GO OR LOW between successive touch-and-go or stop-and-go op- APPROACH, Para 3-8-2.

erations, apply 3 minutes separation.

b. The 3-minute interval is not required when: c. When applying the provision of subpara b.: 1. Issue a wake turbulence advisory before clearing 1. A pilot has initiated a request to deviate from the aircraft for takeoff.

that interval unless the preceding departing aircraft is a I heavyaircraft/B757.

2. Do not clear the intersection departure for an im- I

mediate takeoff.

NOTE- 3. Issue a clearance to permit the trailing aircraft to A request for takeoff does not initiate a waiver request; the request for takeoff must be accomplished by a request deviate from course enough to avoid the flight path of

I

to deviate from the 3 -minute interval.

the preceding large departure when applying supara b.l.

orb.2.

2. USA NOT APPLICABLE. The intersection is 4. Separation requirements in accordance with 500 feet or less from the departure point of the preced-

I

para 3-9-6, SAME RUNWAY SEPARATION, must ing aircraft and both aircraft are taking off in the same also apply.

direction.

REFERENCE-

I

FAAO 7110.65, SAME RUNWAY SEPARATION, Para 3 -9...(j. • 3. Successive touch-and-go and stop-and-go op- erations are conducted with a small aircraft following 3-9-8. INTERSECTING RUNWAY SEPARATION another small aircraft weighing more than 12,500 lbs.

Separate departing aircraft from an aircraft using an in-

or a large aircraft in the pattern, or a small aircraft I

tersecting runway, or nonintersecting runways when the weighing more than 12,500 lbs, or a large aircraft de-

I

flight paths intersect, by ensuring that the departure parting the same runway, provided the pilot of the small does not begin takeoff roll until one of the following ex- aircraft is maintaining visual separation/spacing behind

I

ists: the preceding large aircraft. Issue a wake turbulence cautionary advisory and the position of the large air- a. The preceding aircraft has departed and passed the craft.

intersection, has crossed the departure runway, or is turning to avert any conflict. (See FIG 3-9-5 and

•

EXAMPLE- FIG 3-9-6.)

"Caution wake turbulence, DC -J} on base leg. "

I

Intersecting Runway Separation 4. Successive touch-and-go and stop-and-go op- erations are conducted with any aircraft following a heavy aircraft/B757 in the pattern, or heavy air-

I I

craft/B757 departing the same runway, provided the pilot of the aircraft is maintaining visual separation/ L...- __ ----- .. ,,;::.:: .. :~------ - • spacing behind the preceding heavy aircraft/B757.

I

Issue a wake turbulence cautionary advisory and the • position of the heavy aircraft/B757.

EXAMPLE-

I

"Caution wake turbulence, heavy Lockheed C5A depart- ing runway two three. " FIG 3--9-5

I

I

Departure Procedures and Separation 3-9-5

I

2/26/98 7110.65L

I

Intersecting Runway Separation Intersecting Runway Separation , , , , , ,

1+

I

+

I

..... , .•.. , .

I

I

F1G3-9~

I WAKE TURBULENCE APPLICATION I

I

c. Separate IFRNFR aircraft taking off behind a heavy jet/B757 departure by 2 minutes when departing: • FlO 3-94

I

NOTE- Takeoff clearance to the following aircraft should not be b. A preceding arriving aircraft is clear of the landing issued until 2 minutes after the heavy jet/B757 begins runway, completed the landing roll and will hold short I.

takeoff roll.

of the intersection, passed the intersection, or has 1. Crossing runways if projected flight paths will crossed over the departure runway. (See FIG 3-9-7 and cross. (See FIG 3-9-9.)

FIG 3-9-8.)

I

2. A parallel runway separated by 2,500 feet or REFERENCE- more if projected flight paths will cross. (See PIce TERM-CLEAR OF THE RUNWAY.

FIG 3-9-10.)

I

Intersecting Runway Separation Crossing Runways

I

B Behind A Needs 2 Min.

I

I

I

FIG 3-9-9 FlO 3-9-7 Departure Procedures and Separation 3-9-6

I

2/26/98 711O.65L

I

Parallel Runway 3-9-9. TAKEOFF CLEARANCE a. When only one runway is active, issue takeoff clearance.

PHRASEOLOGY- CLEARED FOR TAKEOFF.

B , NOTE- ,

L...-- __ ---l~---+

, , Turbine-powered aircraft may be considered ready for , , , 8 Behind A Needs 2 Min.

I

takeoff when they reach the runway unless they advise otherwise.

L-- ---lI----------------'

REFERENCE- FAAO 7110.65, DEPARTURE TERMINOLOGY, Para 4-3-1.

I

FIG 3-9-10 b. When more than one runway is active, first state the runway number followed by the takeoff clearance.

d. Separate IFRNFR aircraft departing behind a PHRASEOLOGY-

landing heavy jetIB757 on a crossing runway if the de- I •

RUNWAY (number), CLEARED FOR TAKEOFF.

parture will fly through the airborne path of the arrival- 2 minutes. (See FIG 3-9-11.)

EXAMPLE- "RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF. "

I

Departure on Crossing Runway c. USA/USN/USAF: Issue surface wind and takeoff.

clearance to aircraft.

I

.

PHRASEOLOGY- WIND (surface wind in direction and velocity).

~ Depacture on Crossing CLEARED FOR TAKEOFF.

;", ~ Runway Needs 2 Minutes

~

I

d. USAF: When an aircraft is cleared for takeoff. in- -, form it of the closest traffic within 6 miles on final ap- proach to the same runway. If the approaching aircraft is on a different frequency. inform it of the departing air-

Imm~~x

craft.

•

Touchdown Point V

I

3-9-10. CANCELLATION OF TAKEOFF CLEARANCE FIG 3-9-11 Cancel a previously issued clearance for takeoff and in-

I

form the pilot of the reason if circumstances require.

e. Air traffic controllers shall not approve pilot re- Once an aircraft has started takeoff roll, cancel the take- quests to deviate from the required wake turbulence off clearance only for the purpose of safety.

time interval if the preceding aircraft is a heavy

I

NOTE- jet/B757.

I

In no case should a takeoff clearance be canceled after an REFERENCE- aircraft has started its takeoff roll solely for the purpose of FAAO 7110.65, SUCCESSIVE OR SIMULTANEOUS DEPARTURES,

I

meeting traffic management requirements/EDC times.

Para 5-8-3 PHRASEOLOGY- FAAO7110.65DEPARTURESAND ARRIVALS ON PARALLELOR NON- INTERSECTINGDIVERGING RUNWAYS, Para 5-8-5.

CANCEL TAKEOFF CLEARANCE (reason).

I

I

Departure Procedures and Separation 3-9-7

I

7110.65L 2/26/98

I

Section 10. ARRIVAL PROCEDURES AND SEPARATION

3-10-1. LANDING INFORMATION h. Ceiling and visibility if either is below basic VFR nuruma, Provide current landing information, as appropriate, to i. Low level wind shear advisories when available.

arriving aircraft. Landing information contained in the REFERENCE· ATIS broadcast may be omitted if the pilot states the ap- FAAO 7110.65, LOW LEVEL WIND SHEAR ADVISORIES, Para 3 -1-8.

propriate ATIS code. Runway, wind, and altimeter may

I

be omitted if a pilot uses the phrase "have numbers." j. Issue braking action for the runway in use as re- Issue landing information by including the following: ceived from pilots or the airport management when Braking Action Advisories are in effect.

NOTE·

I

REFERENCE- Pilot use of "have numbers" does not indicate receipt of FAAO 7110.65, BRAKINGACTIONADVISORIES, Para 3-3-5.

the ATIS broadcast.

I a. Specific traffic pattern information (may be 3-10-2. FORWARDING APPROACH

INFORMATION BY NONAPPROACH CONTROL omitted if the aircraft is to circle the airport to the left).

FACILITIES PHRASEOLOGY-

I

a. Forward the following, as appropriate, to the con- ENTER LEFT/RIGHT BASE.

trol facility having IFR jurisdiction in your area. You STRAIGHT-IN. may eliminate those items that, because of local condi-

I tions or situations, are fully covered in a letter of agree-

MAKE STRAIGHT-IN.

ment or a facility directive.

1. When you clear an arriving aircraft for a visual STRAIGHT-INAPPROVED.

I

approach.

RIGHT TRAFFIC.

REFERENCE- FAAO 7110.65, VISUALAPPROACH, Para 7-4-1.

MAKE RIGHT TRAFFIC.

2. Aircraft arrival time.

• RIGHT TRAFFIC APPROVED. CONTINUE.

3. Cancellation of IFR flight plan.

I

b. Runway in use.

4. Information on a missed approach, unreported, or overdue aircraft.

c. Surface wind.

S. Runway in use.

I

d. Altimeter setting.

6. Weather as required.

REFERENCE· REFERENCE- FAA07110.65, CURRENTSEITINGS, Para 2-7-1.

FAAO 7110.65, REPORTING WEATHER CONDITIONS, Para 2-6-6.

I

b. When the weather is below 1,000 feet or 3 miles e. Any supplementary information.

or the highest circling minimums, whichever is great- f. Clearance to land.

er, issue current weather to aircraft executing an

I

instrument approach if it changes from that on the g. Requests for additional pOSItIOn reports. Use ATIS or that previously forwarded to the center/ap- prominent geographical fixes which can be easily rec- proach control.

I

ognized from the air, preferably those depicted on sec- tional charts. This does not preclude the use of the legs 3-10-3. SAME RUNWAY SEPARATION of the traffic pattern as reporting points.

I

a. Separate an arriving aircraft from another aircraft NOTE· using the same runway by ensuring that the arriving air- At some locations, VFR checkpoints are depicted on sec- craft does not cross the landing threshold until one of tional aeronautical and terminal area charts. In selecting the following conditions exists or unless authorized in geographical fixes, depicted VFR checkpoints are pre- para 3-10-10, ALTITUDE RESTRICTED LOW ferred unless the pilot exhibits a familiarity with the local area.

APPROACH.

I

ArrivalProcedures and Separation 3-10-1

I

7110.65L CHG 2 1/28/99

I

2. The other aircraft has departed and crossed the 1. The other aircraft has landed and is clear of the runway. Between sunrise and sunset, if you can deter- runway end. If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, mine distances by reference to suitable landmarks and it need not have crossed the runway end if the following the other aircraft has landed, it need not be clear of the runway if the following minimum distance from the minimum distance from the landing threshold exists: landing threshold exists: (a) Category I aircraft landing behind Category (See FIG 3-10-1.)

lor 11- 3,000 feet.

I REFERENCE·

(b) Category II aircraft landing behind Category P/CG TERM- CLEAROF tue RUNWAY.

lor 11- 4,500 feet.

Same Runway Separation (c) When either is a category III aircraft- 6,000

I

feet.

(See FIG 3-10-4 and FIG 3-10-5.)

Same Runway Separation

I

I

+ ."---------------------_ .. _._._._ ... -._ .. "-" .. _.-.-------- --+

I

FIG 3-10-1 (a) When a Category I aircraft is landing behind

I

a Category lor 11- 3,000 feet.

FIG 3·10·4 (See FIG 3-10-2.)

3. When the succeeding aircraft is a helicopter, visual separation may be applied in lieu of using dis- Same Runway Separation tance minima.

•

Same Runway Separation

I

I

1'4--- 3 .000 FEET-----f1 FIG 3-10-2

I

14 4,500 FEET~ ~' 14 6.000 FEEl''-----...., I (b) When a Category II aircraft is landing behind a Category I or 11- 4,500 feet.

I

(See FIG 3-10-3.)

FIG 3·10·5 Same Runway Separation

I WAKE TURBULENCE APPLICATION I

I

b. Issue wake turbulence advisories, and the position, altitude if known, and the direction of flight of:

I

1. The heavy jetIB757 to aircraft landing behind a departing/arriving heavy jetIB757 on the same or paral- lel runways separated by less than 2,500 feet.

r---- 4,500 FEET--------1

2. The large aircraft to a small aircraft landing be- hind a departing/arriving large aircraft on the same or parallel runways separated by less than 2,500 feet.

FlG3·10·3 Arrival Proceduresand Separation 3-10-2

I

1/28/99 7110.65LCHG 2

I

REFERENCE· Intersecting Runway Separation AC 90-23, PILOTRESPONSIBlUTY, Para 12.

FAAO 7110.65, ALTITUDE RESTRICTED LOW APPROACH, Para 3-10-10.

EXAMPLE- OJ "Runway two seven left cleared to land, caution wake turbulence, heavy Boeing 747 departing runway two seven right. "

&-~2-----------+ I I

[g] "Number two follow Boeing 757 on two-mile final.

Caution wake turbulence. "

I

~

3-10-4. INTERSECTING RUNWAY SEPARATION

I

B. Separate an arriving aircraft using one runway

I

from another aircraft using an intersecting runway or a nonintersecting runway when the flight paths intersect by ensuring that the arriving aircraft does not cross the landing threshold or flight path of the other aircraft until

I

one of the following conditions exists: FIG 3·10·7 Intersection Runway Separation

I

1. The preceding aircraft has departed and passed the intersection/flight path or is airborne and turning to avert any conflict.

(See FIG 3-10-6 and FIG 3-10-7.)

•

Intersecting Runway Separation

I

I

I

FIG 3·10·8 b. USAF must secure major command approval prior to conducting Land and Hold Short Operations

I

(LAHSO). An aircraft may be authorized to takeoff from one runway while another aircraft lands simulta- neously on an intersecting runway or an aircraft lands

I

on one runway while another aircraft lands simulta- FIG 3·10·6 neously on an intersecting runway, or an aircraft lands to hold short of an intersecting taxiway or some other

I

2. A preceding arriving aircraft is clear of the land- predetermined point such as an approach/departure ing runway, completed landing roll and will hold short flight path using procedures specified in FAAO 7110.114, Land and Hold Short Operations. The proce- of the intersection/flight path, or has passed the inter- section/flight path.

dure shall be approved by the air traffic manager and be (See FIG 3-10-8 and FIG 3-10-9.)

in accordance with a facility directive. The following conditions apply: ArrivalProcedures and Separation 3-10-3

I

7110.65L CHG 1 8/13/98

I

NOTE- quest a read back of hold short instructions when they Application of these procedures does not relieve control- are not received from the pilot of the restricted aircraft.

lers from the responsibility of providing other appropriate EXAMPLE- separation contained in this order.

IT] "Runway one eight cleared to land, hold short of run- REFERENCE· way one four left, traffic, (type aircraft) landing runway FAAO 7210.3, LAND AND HOLD SHORT OPERATIONS (LAHSO), one four left. " • Para 10-3-7.

(When pilot of restricted aircraft responds with only Intersection Runway Separation

I

acknowledgment): "Runway one four left cleared to land, traffic, (type air-

I

craft) landing runway one eight will hold short of the intersection. "

+ f ·.. m --- .. - , .. m +_._.n n + I

"Read back hold short instructions. "

I

14-1 [.2J "Runway three six cleared to land, hold short of run-

way three three, traffic, (type aircraft) departing runway

three three. " I

"Traffic, (type aircraft) landing runway three six will hold short of the intersection, runway three three cleared for

I

takeoff. " 4. Issue the measured distance from the landing threshold to the hold short point rounded "down" to the

I

nearest 50-foot increment if requested by either air- craft.

FIG 3-10-9 EXAMPLE- "Five thousand fifty feet available. " 1. A simultaneous takeoff and landing operation

•

shall only be conducted in VFR conditions.

5. The conditions in subparas b.Z., 3., and 4., shall

I

be met in sufficient time for the pilots to take other ac- 2. Instruct the landing aircraft to hold short of the tion, if desired, and no later than the time landing clear- intersecting runway being used by the aircraft taking ance is issued.

off. In the case of simultaneous landings and no opera-

I

tional benefit is lost, restrict the aircraft of the lesser 6. Land and Hold Short runways must be free of weight category (if known). LAHSO clearances shall any contamination as described in FAAO 7110.114, only be issued to aircraft that are listed in the LAHSO Land and Hold Short Operations, with no reports that

I

Information Management Systems (LIMS) and/or braking action is less than good.

FAAO 7110.114, Land and Hold Short Operations, Ap- pendix 1, whose Available Landing Distance (ALD) 7. There is no tailwind for the landing aircraft re-

I

does not exceed the landing distance requirement for stricted to hold short of the intersection. The wind may the runway condition WET or DRY. ' be described as "calm" when appropriate.

REFERENCE- PHRASEOLOGY-

I

FAAO 7110.65, CALM WIND CONDITIONS, Para 2-6-5.

HOLD SHORT OF RUNWAY (runway number), (traffic, type aircraft or other information).

8. The aircraft required landing distances (WET) and (DRY) are listed in the LIMS database and/or NOTE-

I

FAAO 7110.114, Land and Hold Short Operations, Pilots who prefer to use the full length of the runway or a Appendix 1.

runway different from that specified are expected to advise ATe prior to landing.

9. STOL aircraft operations are in accordance with 3. Issue traffic information to both aircraft in- a letter of agreement with the aircraft operator/pilot or volved and obtain an acknowledgment from each. Re- the pilot confirms that it is a STOL aircraft.

3-10-4 Arrival Procedures and Separation

I

2/26/98 711O.65L

I

2. VFR aircraft landing on a crossing runway be-

I WAKE TURBULENCE APPLICATION I

hind an arriving heavy jet/B757 if the arrival flight path I

will cross. (See FIG 3-10-12.) c. Separate IFRNFR aircraft landing behind a depar-

I ting heavy jet/B757 on a crossing runway if the arrival

Intersecting Runway Separation will fly through the airborne path of the departure- 2 minutes or the appropriate radar separation minima.

(See FIG 3-10-10.)

I

Intersecting Runway Separation

I

B behind A needs 2 minutes

I

I~--· r

I

Rotation Point

I

FIG 3-10-12 EXAMPLE- FIG 3·10·10 "Runway niner cleared to land. Caution wake turbulence,

I

d. Issue wake turbulence cautionary advisories, the Boeing Seven Fifty Seven landing runway three six. " position, altitude if known, and direction of flight ofthe REFERENCE- FAAO 7110.65, APPROACHES TO MULTIPLE RUNWAYS, Para 7-4-4.

• heavy jet/B757 to: REFERENCE· 3-10-5. LANDING CLEARANCE AC 90-23, PILOT RESPONSIBILITY, Para 12.

•

1. IFRNFR aircraft landing on crossing runways 3. Issue landing clearance. Restate the landing run-

I

I behind a departing heavy jet/B757; if the arrival flight

way whenever more than one runway is active, or an I

path will cross the takeoff path behind the heavy instrument approach is being conducted to a closed run- I jet/B757 and behind the heavy jetIB757 rotation point.

way.

(See FIG 3-10-11.)

I

PHRASEOLOGY- CLEARED TO LAND, Intersecting Runway Separation or

I

RUNWAY (designator) CLEARED TO LAND.

b. "USN NOT APPLICABLE." Inform the closest

I

aircraft that is cleared to land, touch-and-go, stop-and- go, or unrestricted low approaches when there is traffic holding on the same runway.

I

Rotation Point /" EXAMPLE- "Delta One, cleared to land. Traffic holding in position. "

I

or "Delta One, runway one eight, cleared to land. Traffic FIG 3-10-11 holding in position. " EXAMPLE- c. USA/USAF/USN. Issue surface wind when clear- "Runway niner cleared to land. caution wake turbulence, heavy C-One Forty One departing runway one five."

ing an aircraft to land, touch-and-go, stop-and-go,

~

Arrival Procedures and Separation 3-10-5

I

1/28/99 711O.65L eRG 2

I

3-10-9. RUNWAY EXITING low approach, or the option. Restate the landing run- way whenever there is a possibility of a conflict with a. Instruct aircraft where to turn-off the runway after another aircraft which is using or is planning to use landing, when appropriate, and advise the aircraft to another runway.

hold short of a runway or taxiway if required for traffic.

PHRASEOLOGY· PHRASEOLOGY- WIND (surface wind direction and velocity), CLEARED TURN LEFT/RIGHT (turning point), TOLAND,

I

or or IF ABLE, TURN LEFT/RIGHT (turning point) WIND (surface wind direction and velocity), RUNWAY

I

(designator) CLEARED TO LAND.

and if required NOTE· HOLD SHORT OF (runway).

A clearance to land means that appropriate separation on

I

the landing runway will be ensured. A landing clearance NOTE- does not relieve the pilot from compliance with any pre- Runway exiting or taxi instructions should not normally viously issued restriction.

be issued to an aircraft prior to, or immediately after, touchdown.

I

3-10-6. ANTICIPATING SEPARATION b. Taxi instructions shall be provided to the aircraft by the local controller when: Landing clearance to a succeeding aircraft in a landing

I

sequence need not be withheld if you observe the posi- 1. Compliance with ATC instructions will be re- tions of the aircraft and determine that prescribed run- quired before the aircraft can change to ground control, way separation will exist when the aircraft cross the or

1-

landing threshold. Issue traffic information to the 2. The aircraft will be required to enter a taxiway/ succeeding aircraft if not previously reported.

runway/ramp area, other than the one used to exit the EXAMPLE- landing runway, in order to taxi clear of the landing run- "Delta Forty-Two cleared to land. Traffic is U.S. Air way.

MD-Eighty over approach lights."

EXAMPLE-

•

REFERENCE· "U.S. Air Ten Forty Two, turn right next taxiway, cross FAAO 7110.65, CLOSED/UNSAFE RUNWAY INFORMATION,

I

taxiway Bravo, hold short of taxiway Charlie, contact Para 3-3-2.

ground point seven. " NOTE- 3-10-7. LANDING CLEARANCE WITHOUT

I

m An aircraft is expected to taxi clear of the runway I

VISUAL OBSERVATION unless otherwise directed by ATC. Pilots shall not exit the When an arriving aircraft reports at a position where he landing runway on to an intersecting runway unless should be seen but has not been visually observed, ad- authorized by ATC. In the absence of ATC instructions, an

I

vise the aircraft as a part of the landing clearance that it aircraft should taxi clear of the landing runway even if that requires the aircraft to protrude into or enter another is not in sight and restate the landing runway.

taxiway/ramp area. This does not authorize an aircraft to PHRASEOLOGY·

I

cross a subsequent taxiway or ramp after clearing the

I

NOT IN SIGHT, RUNWAY (number) CLEARED TO landing runway.

LAND.

NOTE- [2] The pilot is responsible for ascertaining when the

I

• Aircraft observance on the BRITE/DBRITE/TDW display aircraft is clear of the runway.

satisfies the visually observed requirement.

c. Ground control and local control shall protect a taxiway/runway/ramp intersection if an aircraft is re-

I

3-10-8. WITHHOLDING LANDING CLEARANCE quired to enter that intersection to clear the landing run- way.

Do not withhold a landing clearance indefinitely even though it appears a violation of Title 14 of the Code of REFERENCE·

I

FAAO 7210.3, USE OFACTIVE RUNWAYS, Para 10-1-7.

Federal Regulations has been committed. The apparent d. Request a read back of runway hold short instruc- violation might be the result of an emergency situation.

tions when not received from the pilot.

In any event, assist the pilot to the extent possible.

~

Arrival Procedures and Separation 3-10-6

I

711O.65L CHG 2 1/28/99

I

PHRASEOLOGY- EXAMPLE- LEFT/RIGHT (if required) CLOSED TRAFFIC "American Four Ninety Two, turn left at taxiway charlie, APPROVED. REPORT (position if required), hold short of runway 27 right. " or "American Four Ninety Two, roger."

UNABLE CLOSED TRAFFIC, (additional information as ''American Four Ninety Two, read back hold instruc- required).

tions. "

I

NOTE- NOTE· Segregated traffic patterns for helicopters to runways and Read back hold instructions phraseology may be initiated other areas may be established by letter of agreement or for any point on a movement area when the controller be- other local operating procedures.

I

lieves the read back is necessary.

REFERENCE- FAAO 711 0.65, RUNWAY PROXIMI1Y, Para 3 -7-4.

FAAO 7110.65, TAKEOFF POSITION HOLD, Para 3 -9-4.

FAAO 7110.65, SAMERUNWAYSEPARATION, Para 3-10-3.

I

3-10-10. ALTITUDE RESTRICTED LOW APPROACH 3-10-12. OVERHEAD MANEUVER A low approach with an altitude restriction of not less

I

Issue the following to arriving aircraft that will conduct than 500 feet above the airport may be authorized ex- an overhead maneuver: cept over an aircraft in takeoff position or a departure a. Pattern altitude and direction of traffic. Omit either aircraft. Do not clear aircraft for restricted altitude low

I

or both if standard or when you know the pilot is famil- approaches over personnel unless airport authorities iar with a nonstandard procedure.

have advised these personnel that the approaches will be conducted. Advise the approaching aircraft of the PHRASEOLOGY-

I

location of applicable ground traffic, personnel, or PATIERN ALTITUDE (altitude). RIGHT TURNS.

equipment.

b. Request for report on initial approach.

NOTE· PHRASEOLOGY-

m The 500 feet restriction is a minimum. Higher altitudes

REPORT INITIAL.

should be used when warranted. For example, 1,000 feet

•

c. "Break" information and request for pilot report.

is more appropriate for heavy aircraft operating over un-

I

Specify the point of "break" only if nonstandard. Re- protected personnel or small aircraft on or near the run- quest the pilot to report "break" if required for traffic way.

[ZJ This authorization includes altitude restricted low ap- or other reasons.

proaches over preceding landing or taxiing aircraft. Re-

I

PHRASEOLOGY· stricted low approaches are not authorized over aircraft in BREAKAT (specified point).

takeoffposition or departing aircraft.

REPORT BREAK.

I PHRASEOLOGY-

CLEARED LOW APPROACH AT OR ABOVE (altitude).

d. Overhead maneuver patterns are developed at air- TRAFFIC (description and location).

ports where aircraft have an operational need to conduct

I REFERENCE- the maneuver. An aircraft conducting an overhead ma-

FAAO 7110.65, VEHICLES/EQUIPMENT/PERSONNEL ON RUNWAYS, neuver is on VFR and the IFR flight plan is cancelled Para 3-1-5.

when the aircraft reaches the "initial point" on the ini- FAAO 711 0.65, TRAFFIC INFORMATION, Para 3 -1-6.

FAAO 7110.65, LIGHT SIGNALS, Para 3-2-1.

tial approach portion of the maneuver. The existence of

I

FAAO 7110.65, TlMELYINFORMATION, Para 3-3-3.

a standard overhead maneuver pattern does not elimi- FAAO 7110.65, TAKEOFF POSITION HOLD, Para 3 -9-4.

FAAO 7110.65, SAMERUNWAY SEPARATION, Para 3 -1 0-3. nate the possible requirement for an aircraft to conform to conventional rectangular patterns if an overhead ma-

I

neuver cannot be approved.

3-10-11. CLOSED TRAFFIC NOTE· Aircraft operating to an airport without a functioning con- Approve/disapprove pilot requests to remain in closed trol tower must initiate cancellation of the IFR flight plan traffic for successive operations subject to local traffic prior to executing the overhead maneuver or after land- conditions. ing.

Arrival Procedures and Separation 3-10-7

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7110.65L 2/26/98

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Overhead Maneuver (c) Include a statement in the procedure that clar- ifies at which points Sf'O's may/may not be terminated.

INITIAL APPROACH (See FIG 3-10-14.)

180' TURN I .. 3 - 5 NM )Jr I 2. Traffic information regarding aircraft in radio ~ BREAK POINT communication with or visible to tower controllers

~ • 7~ .. ' '~

which are operating within or adjacent to the flameout maneuvering area is provided to the SFa aircraft and

( J ~LL OUT INnw POIN

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other concerned aircraft.

'--------___a.__ ~- X+--) 80 TURN 3. The high-key altitude or practice precautionary approach maneuvering altitudes of the aircraft con-

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FIG 3-10-13 cerned are obtained prior to approving the approach.

(See FIG 3-10-14.)

EXAMPLE- NOTE- ''Air Force Three Six Eight, Runway Six, wind zero seven

I

m Practice precautionary/flameout approaches are au-

zero at eight, pattern altitude six thousand, report initial. " thorized only for specific aircraft. Precautionary ap- proaches, however, might be made by any aircraft when "Air Force Three Six Eight, break at midfield, report engine failure is considered possible. The practice precau- break. "

I

tionary approach maneuvering area/altitudes may not conform to the standard flameout maneuvering area/alti- "Air Force Three Six Eight, cleared to land. " tudes.

I

''Alfa Kilo Two Two, Runway Three One, wind three three [2J Simulated flameout approaches generally require high zero at one four, right turns, report initial. " descent rates. Visibility ahead and beneath the aircraft is greatly restricted.

I "Alfa Kilo Two Two, report break. "

OJ Pattern adjustments for aircraft conducting SFO's may "Alfa Kilo Two Two, cleared to land. " impact the effectiveness of SFO training.

e. Timely and positive controller action is required REFERENCE· to prevent a conflict when an overhead pattern could FAAO 7110.65, LOW APPROACH AND TOUCH-AND-GO, Para 4-8-12.

•

FAAO 7610.4, SIMUIATED FLAME-oUT (SFO) OPERATIONS extend into the path of a departing or a missed ap- Para 9-37.

proach aircraft. Local procedures and/or coordination

I

b. For overhead simulated flameout approaches: requirements should be set forth in an appropriate letter of agreement, facility directive, base flying 1. Request a report at the entry point.

manual etc., when the frequency of occurrence war-

I

PHRASEOLOGY· rants.

REPORT (high or low) KEY (as appropriate).

2. Request a report at low key.

I 3-10-13. SIMULATED FLAMEOUT (SFO)

PHRASEOLOGY- APPROACHES/PRACTICE PRECAUTIONARY REPORT LOW KEY.

APPROACHES 3. At low key, issue low approach clearance or al-

I

a. Authorize military aircraft to make Spa/practice ternate instructions.

precautionary approaches if the following conditions REFERENCE· are met: FAAO 7/l0.65, SEQUENCE/SPACING APPLICATION, Para 3 -8-1.

FAAO 7/l0.65, IN-FLIGHT EMERGENCIES INVOLVING MILITARY

I

FIGHTER-TYPEAIRCRAFT, Para 10-1-7. 1. A letter of agreement or local operating proce- FAAO 7610.4, SIMULATED FLAME-oUT (SFO) OPERATIONS, dure is in effect between the military flying organiza- Para 9-37.

tion and affected ATe facility.

I

c. For straight-in simulation flameout approaches: (a) Include specific coordination, execution and 1. Request a position report from aircraft conduct- approval procedures for the operation.

ing straight-in spa approaches.

(b) The exchange or issuance of traffic in- PHRASEOLOGY- formation as agreed to in any interfacility letter of REPORT (distance) MILE SIMULATED FLAMEOUT FINAL. agreement is accomplished.

3-10-8 Arrival Procedures and Separation

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711O.65L 2/26/98

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Simulated Flameout [1]

FLAMEOUT PATTERN

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HIGH KEY-------r\~~-....:::::=:::::::__ __

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ROLlOUT • S$)eedbrakes - Open.

•

• Hook .. ON" Iii desired).

FLARE -..-- --.

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FIG 3-10-14 Arrival Procedures and Separation 3-10-9

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711O.65L 2/26/98

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2. At the appropriate position on final (normally no closer than 3 miles), issue low approach clearance or alter- nate instruction. (See FIG 3-10-15.)

Simulated Flameout [2]

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STRAIGHT-IN FLAMEOUT

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PATTERN

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5NM

n

- 6000'-10,000' AGL

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i~~~~

9.5 NM

I ~!i-......

700~' AGL

•

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FIG 3-10-15

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3-10-10 Arrival Procedures and Separation

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7110.65L 2/26/98

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Section 11. HELICOPTER OPERATIONS

3-11-1. TAXI AND GROUND MOVEMENT PHRASEOLOGY- OPERATION AIR-TAXI: VIA (direct, as requested, or specified route) a. When necessary for a wheeled helicopter to taxi on the surface, use the phraseology in para 3-7-2, TAXI TO (location, heliport, helipad, operating/movement area, AND GROUND MOVEMENT OPERATIONS.

I

active/inactive runway).

NOTE- AVOID (aircraft/vehicles/personnel).

Ground taxiing uses less fuel than hover-taxiing and mini- if required,

I

mizes air turbulence. However, under certain conditions, such as rough, soft, or uneven terrain, it may become nec- REMAIN AT OR BELOW (altitude).

essary to hover/air-taxi for safety considerations. Helicop- ters with articulating rotors (usually designs with three or

I

CAUTION (wake turbulence or other reasons above).

more main rotor blades) are subject to "ground reso- nance" and may, on rare occasions, suddenly lift off the LAND AND CONTACT TOWER, ground to avoid severe damage or destruction.

I

or b. When requested or necessary for a helicopter/ VTOL aircraft to proceed at a slow speed above the HOLD FOR (reason- takeoff clearance, release, lan-

I surface, normally below 20 knots and in ground ef-

ding/taxiing aircraft, etc.).

fect, use the following phraseology, supplemented as NOTE- appropriate with the phraseology in para 3-7-2, Air-taxi is the preferred method for helicopter movements TAXI AND GROUND MOVEMENT OPERA-

I

on airports provided ground operations/conditions permit.

TIONS.

Air-taxi authorizes the pilot to proceed above the surface either via hover-taxi or flight at speeds more than 20 PHRASEOLOGY- knots. Unless otherwise requested or instructed, the pilot HOVER-TAXI (supplemented, as appropriate, from is expected to remain below 100 feet AGL. The pilot is para 3-7-2, TAXI AND GROUND MOVEMENT OPERA·

•

solely responsible for selecting a safe airspeed for the TIONS.)

altitude/operation being conducted.

I

REFERENCE- CAUTION (dust, blowing snow, loose debris, taxiing light PCG TERM-AIR TAXI aircraft, personnel, etc.].

AIM, VFR HELICOPTER OPERATIONS AT CONTROLLED AIRPORTS, Para 4-3-17.

I

NOTE- Hover-taxiing consumes fuel at a high burn rate, and heli- WAKE TURBULENCE APPLICATION copter down wash turbulence (produced in ground effect) increases significantly with larger and heavier helicop- d. Avoid clearances which require small aircraft or

I

ters.

helicopters to taxi in close proximity to taxiing or hov- er-taxi helicopters.

REFERENCE- PCG TERM-HOVER TAXI REFERENCE-

I

AIM, VFR HELICOPTER OPERATIONS AT CONTROLLED AIRPORTS, AC 90-23, AIRCRAFT WAKE TURBULENCE, Para 10 and Para 11. • • Para 4-3-17.

3-11-2. HELICOPTER TAKEOFF CLEARANCE c. When requested or necessary for a helicopter to

I

proceed expeditiously from one point to another, nor- a. Issue takeoff clearance from movement areas other mally below 100 feet AGL and at airspeeds above 20 than active runways, or in diverse directions from active knots, use the following phraseology, supplemented as runways, with additional instructions, as necessary.

I

appropriate with the phraseology in para 3-7-2, TAXI Whenever possible, issue takeoff clearance in lieu of ex- AND GROUND MOVEMENT OPERATIONS. tended hover-taxi or air-taxi operations.

Helicopter Operations 3-11-1

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711O.65L 2/26/98

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PHRASEOLOGY- NOTE- (Present position, taxiway, helipad, numbers) MAKE Helicopters performing air-taxiing operations within the RIGHTILEFT TURN FOR (direction, points of compass, boundary of the airport are considered to be taxiing air- heading, NA VAID radial) DEPARTUREIDEPARTURE craft.

ROUTE (number, name, or code), A VOID (aircraftlvehi- cleslpersonnel], 8. A preceding, departing helicopter has left the take- off area. (See FIG 3-11-1.)

or

I

Helicopter Departure Separation REMAIN (direction) OF (active runways, parking areas, passenger terminals, etc.).

I

CAUTION (power lines, unlighted obstructions, trees,

I TAKE OFF AREA I

wake turbulence, etc.).

~~---~

----~

------ I

CLEARED FOR TAKEOFF .....

...

.. ~

b. If takeoff is requested from nonmovement areas and, in your judgment, the operation appears to be rea-

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sonable, use the following phraseology instead of the takeoff clearance in subpara a.

FIG 3-11-1

I

PHRASEOLOGY- PROCEED AS REQUESTED, USE CAUTION (reason b. A preceding, arriving helicopter has taxied off the and additional instructions, as appropriate).

landing area. (See FIG 3-11-2.) I

c. If takeoff is requested from an area not visible, an area not authorized for helicopter use, an unlighted non- Helicopter Departure Separation movement area at night, or an area off the airport, and traffic is not a factor, use the following phraseology.

•

LANDINGfTAKE-

PHRASEOLOGY-

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DEPARTURE FROM (requested location) WILL BE AT . OFF AREA

I

YOUR OWN RISK (reason and additional instructions, as necessary).

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TRAFFIC (as applicable), or

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TRAFFIC NOT A FACTOR.

d. Unless requested by the pilot, do not issue down-

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FIG 3-11-2 wind takeoffs if the tailwind exceeds 5 knots.

NOTE-

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A pilot request to takeoff from a given point in a given 3-11-4. HELICOPTER ARRIVAL SEPARATION direction constitutes such a request.

Separate an arriving helicopter from other helicopters

I

by ensuring that it does not land until one of the follow- 3-11-3. HELICOPTER DEPARTURE SEPARATION ing conditions exists: Separate a departing helicopter from other helicopters a. A preceding, arriving helicopter has come to a stop by ensuring that it does not takeoff until one of the fol- or taxied off the landing area. (See FIG 3-11-3 and lowing conditions exists: FIG 3-11-4.)

3-11-2 Helicopter Operations

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7110.65L 2/26/98

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Simultaneous Helicopter Landings or Takeoffs Helicopter Arrival Separation

I LANDING AREA I

PRECEDING HEUCOPfER -~ __ - - .-)0 HAS STOPPED

I

t

200 ft:

~

.....

I

FIG 3-11-3 Helicopter Arrival Separation

I

FIG 3-11-(j

LANDING AREA I PRECEDING

I

. . HEUCOPTER

I

HAS TAXIED OFF 3-11-6. HELICOPTER LANDING CLEARANCE a. Issue landing clearance for helicopters to move-

~~ /

~~~

ment areas other than active runways, or from diverse I

directions to points on active runways, with addition- al instructions, as necessary. Whenever possible, is- FIG 3-11-4 sue landing clearance in lieu of extended hover-taxi

I

or air-taxi operations.

b. A preceding, departing helicopter has left the land- PHRASEOLOGY- ing area. (See FIG 3-11-5.)

MAKE APPROACH STRAIGHT-IN/CIRCLING LEFT/RIGHT TURN TO (location, runway, taxiway, heli-

Helicopter Arrival Separation •

pad, Maltese cross) ARRIVAL/ARRIVAL ROUTE (number, name, or code).

I

HOLD SHORT OF (active runway, extended runway cent- IlANDINGfTAKE- I

OFF AREA erline, other).

I

---~ -----~

REMAIN (direction/distance; e.g., 700 feet, 11/2 miles)

-------4f-~

FROM (runway, runway centerline, other helicopter/air- craft}.

I

CAUTION (power lines, unlighted obstructions, wake tur- bulence, etc.}.

FIG3-11-S

I

CLEARED TO LAND.

CONTACT GROUND.

I

3-11-5. SIMULTANEOUS LANDINGS OR TAKEOFFS AIR TAXI TO RAMP.

b. If landing is requested to nonmovement areas and, Authorize helicopters to conduct simultaneous land-

I

in your judgment, the operation appears to be reason- ings or takeoffs if the distance between the landing or able, use the following phraseology instead of the land- takeoff points is at least 200 feet and the courses to be ing clearance in subpara a. above.

flown do not conflict. Refer to surface markings to de- termine the 200 foot minimum, or instruct a helicopter PHRASEOLOGY- to remain at least 200 feet from another helicopter. (See PROCEED AS REQUESTED, USE CAUTION (reason FIG 3-11--{).)

and additional instructions, as appropriate).

Helicopter Operations 3-11-3

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7UO.65L 2/26/98

I

c. If landing is requested to an area not visible, an d. Unless requested by the pilot, do not issue down- area not authorized for helicopter use, an unlighted wind landings if the tailwind exceeds 5 knots.

nonmovement area at night, or an area off the airport, NOTE- and traffic is not a factor, use the following phraseol- A pilot request to land at a given point from a given direc- ogy.

tion constitutes such a request.

PHRASEOLOGY- LANDING AT (requested location) WILL BE AT YOUR OWN RISK (reason and additional instructions, as neces-

I

sary).

TRAFFIC (as applicable),

I

or TRAFFIC NOT A FACTOR.

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•

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3-11-4 Helicopter Operations

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711O.65L 2/26/98

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Section 12. SEA LANE OPERATIONS

NOTE- 3-12-1. APPLICATION Due to the absence of braking capability, caution should Where sea lanes are established and controlled, apply be exercised when instructing a float plane to hold a posi- the provisions of this section.

tion as the aircraft will continue to move because of prop generated thrust. Clearance to taxi into position and hold should, therefore, be followed by takeoff or other clear- 3-12-2. DEPARTURE SEPARATION

ance as soon as practicable. I

Separate a departing aircraft from a preceding departing 3-12-3. ARRIVAL SEPARATION or arriving aircraft using the same sea lane by ensuring that it does not commence takeoff until:

I

Separate an arriving aircraft from another aircraft using the same sea lane by ensuring that the arriving aircraft a. The other aircraft has departed and crossed the end does not cross the landing threshold until one of the fol- of the sea lane or turned to avert any conflict. If you can lowing conditions exists:

I

determine distances by reference to suitable landmarks, a. The other aircraft has landed and taxied out of the the other aircraft need only be airborne if the following minimum distance exists between aircraft: sea lane. Between sunrise and sunset, if you can deter-

I

mine distances by reference to suitable landmarks and 1. When only Category I aircraft are involved- the other aircraft has landed, it need not be clear of the 1,500 feet.

sea lane if the following minimum distance from the landing threshold exists: 2. When a Category I aircraft is preceded by a Cate-

I

gory II aircraft- 3,000 feet.

1. When a Category I aircraft is landing behind a Category I or 11- 2,000 feet. (See FIG 3-12-3.)

Sea Lane Departure Operations

I

Sea Lane Arrival Operations

~~

II' It 4 t , ~~.r.(_r • .. .. . It II' It It .

...=':. .,,/ ~ ~ L: ~ . ~

•

I

FIG 3-12-1 3. When either the succeeding or both are Category 4-----~- 2000 FT II aircraft- 3,000 feet.

I

I"

FIG 3-12-3 4. When either is a Category III aircraft- 6,000 feet. (See FIG 3-12-1 and FIG 3-12-2.)

2. When a Category II aircraft is landing behind a

I

Category lor 11-2,500 feet. (See FIG 3-12-4.)

Sea Lane Departure Operations Sea Lane Arrival Operations [View 2]

I

-,~-_ .. ~

I

/"f-1500 FT ~

I

~ 300'J FT-----..I

I" 6CIXI FT ----~

I" 2500 FT--~

FIG 3-12-2 FIG 3-12--4 b. A preceding landing aircraft has taxied out of the b. The other aircraft has departed and crossed the end sea lane.

of the sea lane or turned to avert any conflict. If you can Sea Lane Operations 3-12-1

I

711O.65L 2/26/98

I

determine distances by reference to suitable landmarks 3. When either is a Category III aircraft- 6,000 and the other aircraft is airborne, it need not have feet. (See FIG 3-12-5 and FIG 3-12-{i.)

crossed the end of the sea lane if the following mini- mum distance from the landing threshold exists: Sea Lane Arrival Operations 1. When only Category I aircraft are involved- 1,500 feet.

2. When either is a Category II aircraft-3,000 feet.

I

Sea Lane Arrival Operations

I

~------------~~=:----------- ~

f4- 1500 FT-)ooj

...

... ' ................... , ~ .

3 lX1O

r--- FT---+l

, ,

I

,

I'" 6000 FT--------Jo.I

~

FIG 3-12-6

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FIG 3-12-5

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•

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3-12-2 Sea Lane Operations

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7110.65L 2/26/98

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Chapter 4. IFR

Section 1. NAVAID USE LIMITATIONS

MLS 4-1-1. ALTITUDE AND DISTANCE LIMITATIONS Usable Height and Distance* When specifying a route other than an established

I

airway or route, do not exceed the limitations in the Distance (miles from Height (feet) above transmitter table on any portion of the route which lies within transmitter) controlled airspace. (For altitude and distance limita- 20 (for glideslope) 20,000 tions, see TBL4-1-1, TBL4-1-2, TBL4-1-3, and

I

20,000 20 (for azimuth) TBL 4-1-4.) (For correct application of altitude and *Use the current flight check height/altitude limitations if different from the above minima, distance limitations see FIG 4-1-1 and FIG 4-1-2.)

REFERENCE-

I

TBL4-]-4 FAAO 7110.65, FIX USE, Para 4-1-5.

FAAO 7110.65, METHODS, Para 5-6-2.

Application of Altitude and Distance Limitations VOR/VORTACrrACAN NAVAID's

I

[Application 1] Normal Usable Altitudes and Radius Distances Distance Class Altitude

CORRECT APPLICATION

(miles)

I

T 12,000 and below 25 Below 18,000 L 40 H Below 14,500 40 DIRECT ROUTE

I

BELOW 1 0,000 H 14,500 - 17,999 100 H 18,000 - FL 450 130 AboveFL450 H 100 TBL4-J-J

•

L/MF Radio Beacon (RBN) Usable Radius Distances for All Altitudes

I

FIG4-J-J Distance Class Power (watts) (miles) CL Under 25 Application of Altitude and Distance Limitations

I

[Application 2] Under 50 25 MH H 50 -1,999 50 2,000 or more 75 HH

I

INCORRECT APPLICATION

TBL4-J-2 ~----c6NTR()LLED------~ ILS ,/ AIRSPACE »: " ,

Usable Height and Distance" I

, , DIRECT ROUTE , , BELOW 10,000 Distance (miles from ,:~VAID trT---+==.-:.:--'-='-=-==--t-----,-ffi- NAVAIQ" Height (feet) above transmitter transmitter)

I

4,500 10 (for glideslope) , ...... -- , 4,500 18 (for localizer) -~- --T .... - .. ~' "Use the current flight check height/altitude limitations if different from the above minima.

I

TBL4-J-3 FIG 4-]·2 Navaid Use Limitations 4-1-1

I

7110.65L eHG 1 8/13/98

I

REFERENCE- 4-1-2. EXCEPTIONS FAAO 7110.65, METHODS, Para 5·6-2.

Altitude and distance limitations need not be applied 4-1-5. FIX USE when any of the following conditions are met: Request aircraft position reports only over fixes shown a. Routing is initiated by ATC or requested by the pi- on charts used for the altitude being flown, except as lot and the following is provided: follows: 1. Radar monitoring.

I

NOTE- Waypoints filed in random RNA V routes automatically 2. As necessary, course guidance unless the aircraft become compulsory reporting points for the flight unLess is /E, /F, or /G equipped.

I

otherwise advised by ATe.

I

NOTE- a. Unless the pilot requests otherwise, use only [I] Para 4-4-1, ROUTE USE, requires radar monitoring those fixes shown on high altitude en route charts, be provided at FL 450 and below to aircraft on random high altitude instrument approach procedures charts, I (impromptu) RNA V routes -.

and DP charts when clearing military turbojet single- I

Para 5-5-1, APPLICATION, requires radar separation piloted aircraft.

be provided for these routes at FL 450 and below.

I b. Except for military single-piloted turbojet aircraft, ~ When a clearance is issued beyond the altitude and/or unpublished fixes may be used if the name of the distance Limitations of aNA VAID, in addition to being NAVAID and, if appropriate, the radial/course/azimuth responsibLe for maintaining separation from other aircraft and frequency/channel are given to the pilot. An unpub-

I and airspace, the controller is responsible for providing

lished fix is defined as one approved and planned for aircraft with information and advice related to significant publication which is not yet depicted on the charts or deviations from the expected flight path.

one which is used in accord with the following: REFERENCE-

I

PICG TERM· RADAR MONITORING.

REFERENCE- FAAO 7130.3, HOLDING PATTERN CRITERIA.

b. Operational necessity requires and approval has 1. Unpublished fixes are formed by the en route ra· been obtained from the Frequency Management and dial and either a DME distance from the same NAVAID Flight Inspection Offices to exceed them.

• or an intersecting radial from an off-route VORl

c. Requested routing is via an MTR. ' VORTAC/TACAN. DME shall be used in lieu of off-

I

route radials, whenever possible. REFERENCE· FAAO 7110.65, METHODS, Para 5·6·2.

2. Except where known signal coverage restric- tions exist, an unpublished fix may be used for ATC

I 4-1-3. CROSSING ALTITUDE

purposes if its location does not exceed NAVAID altitude and distance limitation, and when off-route Use an altitude consistent with the limitations of the aid radials are used, the angle of divergence meets the when clearing an aircraft to cross or hold at a fix.

I

criteria prescribed below.

REFERENCE· FAAO 7110.65, METHODS, Para 5 -6~2.

NOTE- Unpublished fixes should not negate the normal use of

I

published intersections. Frequent routine use of an unpub- 4-1-4. VFR-ON-TOP Lished fix would justify establishing a fix.

Use a route not meeting service volume limitations only REFERENCE· FAAO 711 0.65,ALTITUDEAND DISTANCE LIMITATIONS, Para 4-1-1. if an aircraft requests to operate "Vf'Reon-top" on this

I

route.

3. Do not hold aircraft at unpublished fixes below the lowest assignable altitude dictated by terrain clear- NOTE- ance for the appropriate holding pattern airspace area Aircraft equipped with TACAN only are expected to:

I

(template) regardless of the MEA for the route being a. Define route offlight between TACAN or VORTAC flown.

NA VAID s in the same manner as VOR·equipped aircraft.

4. When the unpublished fix is located on an off- route radial and the radial providing course guidance, it b. Except in CLassA airspace, submit requests for shall be used consistent with the following divergence "VFR-on-top" flight where insufficient TACAN or angles. VORTAC NAVAID's exist to define the route.

4-1-2 Navaid Use Limitations

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711O.65L 2/26/98

I

(a) When holding operations are involved with c. Fixes contained in the route description of MTR's respect to subparas (b) and (c) below, the angle of diver- are considered filed fixes.

gence shall be at least 45 degrees.

d. TACAN-only aircraft (type suffix M, N, or P) pos- sess TACAN with DME, but no VOR or LF navigation (b) When both NAVAID's involved are located system capability. Assign fixes based on TACAN or within 30 NM of the unpublished fix, the minimum di- VORTAC facilities only.

vergence angle is 30 degrees.

(c) When the unpublished fix is located over 30 NOTE-

I

NM from the NAVAIDgenerating the off-course radial, TACAN-only aircraft can never be held overhead the the minimum divergence angle shall increase 1 degree NAVAID, be it TACAN or VORTAC.

per NM up to 45 NM; e.g., 45 NM would require 45 de- e. DME fixes shall not be established within the no- I grees.

course signal zone of the NAVAIDfrom which inbound (d) When the unpublished fix is located beyond holding course information would be derived.

45 NM from the NAVAID generating the off-course ra- REFERENCE-

I

dial, the minimum divergence angle shall increase 1/z

FAAO 7110.65, NAVAID FIXES,Para 2-5-3.

degree per NM; e.g., 130 NM would require 88 degrees.

FAAO 7110.65, METHODS, Para 5 -6-2.

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•

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Navaid Use Limitations 4-1-3

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711O.65L CHG 1 8/13/98

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Section 2. CLEARANCES

4-2-4. CLEARANCE RELAY 4-2-1. CLEARANCE ITEMS Relay clearances verbatim.

Issue the following clearance items, as appropriate, in the order listed below: REFERENCE· FAAO 7110.65, COMMUNICATIONS FAILURE, Para 10-4-4.

a. Aircraft identification.

I

4-2-5. ROUTE OR ALTITUDE AMENDMENTS b. Clearance limit.

a. Amend route of flight in a previously issued clear- • c. Instrument departure procedure (DP).

ance by one of the following:

I

d. Route of flight including PDR/PDAR/PAR when 1. State which portion of the route is being applied.

amended and then state the amendment.

e. Altitude data in the order flown.

I

PHRASEOLOGY- CHANGE (portion of route) TO READ (new portion of f. Mach number, if applicable.

route).

g. USAF: When issuing a clearance to an airborne air-

I

2. State the amendment to the route and then state craft containing an altitude assignment, do not include that the rest of the route is unchanged.

more than one of the following in the same transmis- PHRASEOLOGY- sion:

I

(Amendment to route), REST OF ROUTE UNCHANGED.

1. Frequency change.

3. Issuea clearance"direct" to a point on the previous- ly issued route.

2. Transponder change.

I

PHRASEOLOGY- 3. Heading .

CLEARED DIRECT (fix).

4. Altimeter setting.

NOTE~ Clearances authorizing "direct" to a point on a previously 5. Traffic information containing an altitude.

• issued route do not require the phrase "rest of route un-

changed." However, it must be understood where the pre- h. Holding instructions.

I

viously cleared route is resumed. When necessary, "rest i. Any special information. of route unchanged" may be used to clarify routing.

4. Issue the entire route by stating the amendment.

j. Frequency and beacon code information.

I

EXAMPLE- REFERENCE- FAAO 711 0.65, IFR- VFR AND VFR-IFR FLIGHTS, Para 4-2-8.

(Cessna 2iA has been cleared to the Airville Airport via FAAO 7110.65, ALTITUDE INFORMATION, Para 4-5-7.

V4i Delta VOR V174 Alfa VOR, direct Airville Airport,

I

maintain 9000. After takeoff, the aircraft is rerouted via V4i Frank intersection, V71 Delta VOR, V174Alfa VOR.

4-2-2. CLEARANCE PREFIX The controller issues one of the following as an amended I clearance): a. Prefix a clearance, information, or a request for information which will be relayed to an aircraft through

rn "Cessna Two One Alfa change Victor Forty-One Delta

a non-ATC facility by stating "A- T -C clears," to read Victor Forty-One Frank, Victor Seventy-One "A- T -C advises," or "A- T -C requests."

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Delta. " b. Flight service stations shall prefix a clearance with I2J "Cessna Two One Alfa cleared via Victor Forty-One the appropriate phrase: "ATC clears," "ATC advises,"

I Frank, Victor Seventy-One Delta, rest of route un-

etc..

changed."

~ "Cessna Two One Alfa cleared via Victor Forty-One 4-2-3. DELIVERY INSTRUCTIONS Frank, Victor Seventy-One Delta, Victor One Seventy- Issue specific clearance delivery instructions, if Four Alfa V-O-R, direct Airville airport, maintain Niner Thousand. " appropriate.

4-2-1 Clearances

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711O.65L eRG 2 1/28/99

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b. When route or altitude in a previously issued clear- NOTE- ance is amended, restate all applicable altitude restric- Air traffic control specialists retain the latitude necessary tions. to tactically resolve conflicts. Every effort should be made to ensure the aircraft is returned to the original filed flight EXAMPLE- plan/altitude as soon as conditions warrant.

(A departing aircraft is cleared to cross Ollis intersection REFERENCE- at or above 3,000,. Gordonsville VOR at or above 12,000,.

FAAO 7110.65, OPERATIONAL PRIORITY, Para 2-1-4.

maintain FL 200. Shortly after departure the altitude to be FAAO 7110.65, NATIONAL ROUTEPROGRAM (NRP) INFORMATION, Para 2-2-15.

maintained is changed to FL 240. Because altitude re-

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FAAO 7110.65, EN ROUTEDATA ENTRIES, Para 2-3-2.

strictions remain in effect, the controller issues an FAAO 7210.3, Chapter 17, Section 17, NATIONAL ROUTE PROGRAM.

amended clearance as follows): 4-2-6. THROUGH CLEARANCES

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"Amend altitude. Cross Ollis intersection at or above Three Thousand; cross Gordonsville V-O-R at or above You may clear an aircraft through intermediate stops.

One Two Thousand; maintain Flight Level Two Four PHRASEOLOGY- Zero."

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CLEARED THROUGH (airport) TO (fix).

(Shortly after departure, altitude restrictions are no longer 4-2-7. ALTRV CLEARANCE applicable, the controller issues an amended clearance as

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follows): Use the phrase "via approved altitude reservation flight plan, " if the aircraft will operate in an approved "Climb and maintain Flight Level Two Four Zero."

ALTRV.

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NOTE- PHRASEOLOGY- Restating previously issued altitude to "maintain" is an VL4 APPROVED ALTITUDE RESERVATION (mission amended clearance. If altitude to "maintain" is changed name) FLIGHT PLAN.

or restated, whether prior to departure or while airborne,

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NOTE- and previously issued altitude restrictions are omitted, AnALTRV normally includes the departure, climb, cruise, altitude restrictions are canceled, including DP/FMSP/ and arrival phases of flight up to and including holding STAR altitude restrictions if any.

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pattern or point/time at which ATC provides separation between aircraft.

c. Issue an amended clearance if a speed restriction REFERENCE·

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is declined because it cannot be complied with con- FAAO 7110.65, ABBREVIATED DEPARTURE CLEARANCE, Para 4-3 -3.

currently with a previously issued altitude restriction.

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4-2-8. IFR-VFR AND VFR-IFR FLIGHTS EXAMPLE- (An aircraft is cleared to cross Gordonsville VOR at a. Clear an aircraft planning IFR operations for the 11,000. Shortly thereafter he is cleared to reduce his air-

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initial part of flight and VFR for the latter part to the fix speed to 300 knots. The pilot informs the controller he is at which the IFR part ends.

unable to comply with both clearances simultaneously.

The controller issues an amended clearance as follows): b. Treat an aircraft planning VFR for the initial part

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of flight and IFR for the latter part as a VFR departure.

"Cross Gordonsville VOR at One One Thousand. Then, Issue a clearance to this aircraft when it requests IFR reduce speed to Three Zero Zero. " clearance approaching the fix where it proposes to start

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NOTE- IFR operations. The phraseology CLEARED TO (des- The phrase "do the best you can" or comparable phrases tination) AIRPORT AS FILED may be used with ab- are not valid substitutes for an amended clearance with breviated departure clearance procedures.

altitude or speed restrictions.

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REFERENCE- FAAO 7110.65, ABBREVIATED DEPARTURE CLEARANCE, Para 4-3 -3.

REFERENCE- FAAO 711 0.65, OPERATIONAL REQUESTS, Para 2-1-18.

c. When an aircraft changes from VFR to IFR, the FAAO 7110.65, SECTION 6. VECTORING, METHODS, Para 5-6-2.

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FAAO 7110.65, SECTION 7. SPEED ADJUSTMENT, METHODS, controller shall assign a beacon code to Mode-C Para 5-7-2.

equipped aircraft that will allow MSAW alarms.

d. Air traffic control specialists should avoid route d. When a VFR aircraft, operating below the mini- and/or altitude changes for aircraft participating in the mum altitude for IFR operations, requests an IFR clear- National Route Program (NRP) and that are displaying ance and you are aware that the pilot is unable to climb "NRP" in the remarks section of their flight plan.

in VFR conditions to the minimum IFR altitude: 4-2-2 Clearances

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7110.65L 2/26/98

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1. Before issuing a clearance, ask if the pilot is able 4. If appropriate, apply the provlSlons of para 10-2-7, VFR AIRCRAFT IN WEATIffiR DIFFICUL- to maintain terrain and obstruction clearance during a TY, or paralO-2-9, RADAR ASSISTANCE TECH- climb to the minimum IFR altitude.

NIQUES, as necessary.

NOTE- Pilots of pop-up aircraft are responsible for terrain and obstacle clearance until reaching minimum instrument 4-2-9. CLEARANCE ITEMS altitude (MIA) or minimum en route altitude (MEA). Pilot The following guidelines shall be utilized to facilitate compliance with an approved FAA procedure or an ATC

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instruction transfers that responsibility to the FAA; there- the processing of airfile aircraft: fore, do not assign (or imply) specific course guidance a. Ensure the aircraft is within your area of jurisdic- that will (or could) be in effect below the MIA or MEA.

tion unless otherwise coordinated.

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EXAMPLE- "November Eight Seven Six, are you able to provide your b. Obtain necessary information needed to provide own terrain and obstruction clearance between your pres- IFR service.

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c. Issue clearance to destination, short range clear- 2. If the pilot is able to maintain terrain and ob- ance, or an instruction to the pilot to contact a FSS or struction separation, issue the appropriate clearance as AFSS if the flight plan cannot be processed.

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prescribed in para 4-2-1, CLEARANCE ITEMS, and NOTE- para 4-5-6, MINIMUM EN ROUTE ALTITUDES.

These procedures do not imply that the processing of air- 3. If unable to maintain terrain and obstruction sep- files has priority over another ATC duty to be performed.

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aration, instruct the pilot to maintain VFR and to state REFERENCE- intentions. FAAO 7110.65, RECORDING INFORMATION, Para 2-2-1.

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4-2-3- Clearances

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--------------------_ .. ,_." ._--_.- 711O.65L eRG 1 8/13/98

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Section 3. DEPARTURE PROCEDURES

and pilot compliance is necessary to insure separation, 4-3-1. DEPARTURE TERMINOLOGY include the procedure as part of the ATC clearance.

Avoid using the term "takeoff" except to actually clear an aircraft for takeoff or to cancel a takeoff clearance.

EXAMPLE- I

"Depart via the (airport name) (runway number) Use such terms as "depart," "departure," or "fly" in departure procedure. " clearances when necessary.

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REFERENCE- NOTE- FAAO 7110.65, TAKEOFF CLEARANCE, Para 3 -9-9.

IFR takeoff minimums and departure procedures are pre- FAAO 711 0.65, CANCEllATION OF TAKEOFF CLEARANCE, scribed for specific airportslrunways and published in a Para 3-9-10.

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tabular form supplement to the NOS instrument approach procedure chart and appropriate FAA Form 8260. These 4-3-2. DEPARTURE CLEARANCES procedures are identified on instrument approach proce- dure charts with a symbol:

Include the following items in IFR departure clear- I

ances: NOTE-

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When considered necessary, controllers or pilots may ini- tiate read backs of a clearance. Some pilots may be re- 3. Compatibility with a procedure issued may be quired by company rule to do so.

verified by asking the pilot if items obtained/solicited

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a. Always include the airport of departure when issu- will allow him to comply with local traffic pattern, ter- ing a departure clearance for relay to an aircraft by an rain, or obstruction avoidance.

FSS, dispatcher, etc.

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PHRASEOLOGY- b. Clearance Limit- Specify the destination airport FLY RUNWAYHEADING.

when practicable, even though it is outside controlled airspace. Issue short range clearances as provided for in DEPART (direction or runway).

any procedures established for their use.

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TURN LEFTIRIGHT.

c. Departure Procedures-

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WHEN ENTERING CONTROLLED AIRSPACE (instruc- 1. Specify direction of takeoff/turn or initial head- tion), FLY HEADING (degrees) UNTIL REACHING (alti- ing/azimuth to be flown after takeoff as follows: tude, point, or fix) BEFORE PROCEEDING ON COURSE. (a) Locations with Airport Traffic Control Ser-

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vice- Specify these items as necessary.

FLYA (degree) BEARINGIAZIMUTH FROMITO (fix) (b) Locations without Airport Traffic Control UNTIL (time), Service, but within a Class E surface area- specify these

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items if necessary. Obtain/solicit the pilot's concur- or rence concerning these items before issuing them in a UNTIL REACHING (fix or altitude), clearance.

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NOTE- and if required, Direction of takeoff and turn after takeoff can be ob- tainedlsolicited directly from the pilot, or relayed by an

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BEFORE PROCEEDING ON COURSE.

FSS, dispatcher, etc., as obtainedlsolicited from the pilot.

EXAMPLE- (c) At all other airports- Do not specify direc- "Verify right turn after departure will allow compliance

tion of takeoff/turn after takeoff. If necessary to specify I

with local traffic pattern, "or "Verify this clearance will an initial heading/azimuth to be flown after takeoff, is- allow compliance with terrain or obstruction avoidance. " sue the initial heading/azimuth so as to apply only with- NOTE· in controlled airspace.

If a published IFR departure procedure is not included in 2. Where only textually described instrument de- an ATC clearance, compliance with such a procedure is the pilot's prerogative. parture procedures have been published for a location

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Departure Procedures 4-3-1

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7110.65L CHG 1 8/13/98

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4.0P's: 1. Airway, route, course, heading, azimuth, are, or vector.

I (a) Assign a DP (including transition if neces-

2. The routing a pilot can expect if any part of the sary). Assign a POR or the route filed by the pilot, only route beyond a short range clearance limit differs from when a OP is not established for the departure route to that filed.

be flown, or the pilot has indicated that he/she does not wish to use a OP.

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PHRASEOLOGY-

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EXPECT FURTHER CLEARANCE VL4. (airways, routes, PHRASEOLOGY- or fixes.)

• (DP name and number) DEPARTURE.

e. Altitude- Use one ofthe following in the order of

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(DP name and number) DEPARTURE, preference listed: (transition name) TRANSITION.

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NOTE- EXAMPLE- Turbojet aircraft equipped with afterburner engines may

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"Stroudsburg One Departure. " occasionally be expected to use afterburning during their "Stroudsburg One Departure, Sparta Transition."

climb to the en route altitude. When so advised by the pi- "Stroudsburg One RNA V Departure. " lot, the controller may be able to plan his traffic to ac-

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commodate the high performance climb and allow the NOTE- pilot to climb to his planned altitude without restriction.

If a pilot does not wish to use a DP issued in an ATe clearance, or any other DP published for that location, 1. Assign the altitude requested by the pilot.

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he/she is expected to advise ATe.

2. Assign an altitude, as near as possible to the alti- (b) If it is necessary to assign a crossing altitude tude requested by the pilot, and

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(a) Inform the pilot when to expect clearance to altitude to the pilot for emphasis.

the requested altitude unless instructions are contained PHRASEOLOGY~ in the specified OP, or I.

• (DP name) DEPARTURE, EXCEPT (revised altitude in- (b) If the requested altitude is not expected to be formation). I SAY AGAIN (revised altitude information).

available, inform the pilot what altitude can be expected EXAMPLE-

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and when/where to expect it.

"Stroudsburg One Departure, except cross Quaker at five thousand. I say again, cross Quaker at five thousand. " NOTE-