ORDER JO 7110.65Y

ORDER JO 7110.65Y Air Traffic Organization Policy Effective Date: August 15, 2019 SUBJ: Air Traffic Control This order prescribes air traffic control procedures and phraseology for use by personnel providing air traffic control services. Controllers are required to be familiar with the provisions of this order that pertain to their operational responsibilities and to exercise their best judgment if they encounter situations not covered by it.

Angela McCullough Vice President, Mission Support Services Air Traffic Organization Date: ________________________ Distribution: ZAT-710, ZAT-464 Initiated By: AJV-0 Vice President, Mission Support Services DIRECTIVE NO. RECORD OF CHANGES JO 7110.65Y CHANGE SUPPLEMENTS CHANGE SUPPLEMENTS TO OPTIONAL TO OPTIONAL BASIC BASIC FAA Form 1320 − 5 (6 − 80) USE PREVIOUS EDITION

8/15/19 JO 7110.65Y

Explanation of Changes

Basic

Direct questions through appropriate facility/service center office staff to the Office of Primary Interest (OPI) a. 1 − 1 − 9. REQUESTS FOR d. 2 − 6 − 2. PIREP SOLICITATION AND INTERPRETATION OR CLARIFICATIONS DISSEMINATION TO THIS ORDER This change incorporates language for the categorization of PIREPs, adds a note emphasizing This change replaces the term “District Manager” certain routine PIREPs, adds the phrase “cloud with “General Manager.” coverage” to subparagraph 2 − 6 − 2al, adds two b. 1 − 2 − 6. ABBREVIATIONS references to PIREP handling, and revises language for soliciting information about volcanic activity to This change reflects the implementation of the term align with other applicable FAA publications.

RAPCON by United States Navy (USN) and United e. 4 − 7 − 12. AIRPORT CONDITIONS States Marine Corps (USMC) radar approach This change removes the ambiguous “en route control facilities. It also reintroduces the term Army Radar Approach Control (ARAC) into the descent” wording in the En Route portion of the paragraph and adds the option for En Route Abbreviations Table and provides uniformity with facilities to use a pilot report of the appropriate other air traffic orders. Radar Air Traffic Control Facility (RATCF) will remain in use for those USN ATIS code as a means of satisfying the paragraph and USMC radar facilities that do not provide requirements. Additionally, a note is added to clarify the controllers’ responsibility for issuing approach control services. The United States Army airport conditions that might restrict an approach or (USA) will continue to use Army Radar Approach Control (ARAC). While USA is designated as the landing.

Federal Aviation Administration’s abbreviation for f. Editorial Changes United States Army, it will be listed as US Army, in Editorial changes include a correction to an some cases, to avoid confusion internationally.

Example in para 2 − 1 − 29, type corrections in para c. 2 − 1 − 20. WAKE TURBULENCE CAU- 5 − 5 − 2, as well as references in para 5 − 2 − 2, 5 − 2 − 3, TIONARY ADVISORIES 5 − 2 − 4, and 5 − 2 − 6. There are also some spelling 3 − 7 − 3. GROUND OPERATIONS corrections and standardizations and other typos corrected throughout.

This change updates current wake turbulence g. Entire publication methodology. It also adds clarity regarding procedures and terms of use for handling wake Additional editorial/format changes were made turbulence and terms of use for atmospheric where necessary. Revision bars were not used disturbances that occur during ground operations. because of the insignificant nature of these changes.

Explanation of Changes E of C − 1

JO 7110.65Y 8/15/19

Table of Contents

Chapter 1. General

Section 1. Introduction Paragraph Page 1 − 1 − 1. PURPOSE OF THIS ORDER 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 2. AUDIENCE 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 3. WHERE TO FIND THIS ORDER 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 4. WHAT THIS ORDER CANCELS 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 5. EXPLANATION OF CHANGES 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 6. EFFECTIVE DATES AND SUBMISSIONS FOR CHANGES 1 − 1 − 1 . . . . . . . . . . . . . . . . . .

1 − 1 − 7. DELIVERY DATES 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 8. RECOMMENDATIONS FOR PROCEDURAL CHANGES 1 − 1 − 2 . . . . . . . . . . . . . . . . . . . .

1 − 1 − 9. REQUESTS FOR INTERPRETATIONS OR CLARIFICATIONS TO THIS ORDER 1 − 1 − 2 1 − 1 − 10. PROCEDURAL LETTERS OF AGREEMENT (LOA) 1 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 11. CONSTRAINTS GOVERNING SUPPLEMENTS AND PROCEDURAL DEVIATIONS 1 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 12. SAFETY MANAGEMENT SYSTEM (SMS) 1 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 13. REFERENCES TO FAA NON − AIR TRAFFIC ORGANIZATIONS 1 − 1 − 3 . . . . . . . . . . . .

1 − 1 − 14. DISTRIBUTION 1 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Terms of Reference 1 − 2 − 1. WORD MEANINGS 1 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 2 − 2. COURSE DEFINITIONS 1 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 2 − 3. NOTES 1 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 2 − 4. REFERENCES 1 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 2 − 5. ANNOTATIONS 1 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 2 − 6. ABBREVIATIONS 1 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 2. General Control

Section 1. General 2 − 1 − 1. ATC SERVICE 2 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 2. DUTY PRIORITY 2 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 3. PROCEDURAL PREFERENCE 2 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 4. OPERATIONAL PRIORITY 2 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 5. EXPEDITIOUS COMPLIANCE 2 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 6. SAFETY ALERT 2 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 7. INFLIGHT EQUIPMENT MALFUNCTIONS 2 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 8. MINIMUM FUEL 2 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 9. REPORTING ESSENTIAL FLIGHT INFORMATION 2 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 10. NAVAID MALFUNCTIONS 2 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 11. USE OF MARSA 2 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 12. MILITARY PROCEDURES 2 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 13. FORMATION FLIGHTS 2 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 14. COORDINATE USE OF AIRSPACE 2 − 1 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 15. CONTROL TRANSFER 2 − 1 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

i Table of Contents 8/15/19 JO 7110.65Y Paragraph Page 2 − 1 − 16. SURFACE AREAS 2 − 1 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 17. RADIO COMMUNICATIONS 2 − 1 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 18. OPERATIONAL REQUESTS 2 − 1 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 19. WAKE TURBULENCE 2 − 1 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 20. WAKE TURBULENCE CAUTIONARY ADVISORIES 2 − 1 − 10 . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 21. TRAFFIC ADVISORIES 2 − 1 − 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 22. UNMANNED AIRCRAFT SYSTEM (UAS) ACTIVITY INFORMATION. 2 − 1 − 12 . . . . . .

2 − 1 − 23. BIRD ACTIVITY INFORMATION 2 − 1 − 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 24. TRANSFER OF POSITION RESPONSIBILITY 2 − 1 − 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 25. WHEELS DOWN CHECK 2 − 1 − 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 26. SUPERVISORY NOTIFICATION 2 − 1 − 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 27. PILOT DEVIATION NOTIFICATION 2 − 1 − 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 28. TCAS RESOLUTION ADVISORIES 2 − 1 − 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 29. RVSM OPERATIONS 2 − 1 − 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 30. TERRAIN AWARENESS WARNING SYSTEM (TAWS) ALERTS 2 − 1 − 14 . . . . . . . . . . . .

2 − 1 − 31. “BLUE LIGHTNING” EVENTS 2 − 1 − 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Flight Plans and Control Information 2 − 2 − 1. RECORDING INFORMATION 2 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 2. FORWARDING INFORMATION 2 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 3. FORWARDING VFR DATA 2 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 4. MILITARY 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 10. TRANSMIT PROPOSED FLIGHT PLAN 2 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 11. FORWARDING AMENDED AND UTM DATA 2 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 12. AIRBORNE MILITARY FLIGHTS 2 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 13. FORWARDING FLIGHT PLAN DATA BETWEEN U.S. ARTCCs AND CANADIAN ACCs 2 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 14. TELETYPE FLIGHT DATA FORMAT − U.S. ARTCCs − CANADIAN ACCs 2 − 2 − 4 . . . .

2 − 2 − 15. NORTH AMERICAN ROUTE PROGRAM (NRP) INFORMATION 2 − 2 − 5 . . . . . . . . . . . .

Section 3. Flight Progress Strips 2 − 3 − 1. GENERAL 2 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 2. EN ROUTE DATA ENTRIES 2 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 3. OCEANIC DATA ENTRIES 2 − 3 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 4. TERMINAL DATA ENTRIES 2 − 3 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 5. AIRCRAFT IDENTITY 2 − 3 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 6. AIRCRAFT TYPE 2 − 3 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 7. USAF/USN UNDERGRADUATE PILOTS 2 − 3 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 8. AIRCRAFT EQUIPMENT SUFFIX 2 − 3 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 9. CLEARANCE STATUS 2 − 3 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 10. CONTROL SYMBOLOGY 2 − 3 − 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Radio and Interphone Communications 2 − 4 − 1. RADIO COMMUNICATIONS 2 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ii Table of Contents JO 7110.65Y 8/15/19 Paragraph Page 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 5. AUTHORIZED TRANSMISSIONS 2 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 6. FALSE OR DECEPTIVE COMMUNICATIONS 2 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 7. AUTHORIZED RELAYS 2 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 12. INTERPHONE MESSAGE FORMAT 2 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 13. INTERPHONE MESSAGE TERMINATION 2 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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. NUMBERS USAGE 2 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 18. NUMBER CLARIFICATION 2 − 4 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 19. FACILITY IDENTIFICATION 2 − 4 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 20. AIRCRAFT IDENTIFICATION 2 − 4 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 21. DESCRIPTION OF AIRCRAFT TYPES 2 − 4 − 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 22. AIRSPACE CLASSES 2 − 4 − 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Route and NAVAID Description 2 − 5 − 1. AIR TRAFFIC SERVICE (ATS) ROUTES 2 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 2. NAVAID TERMS 2 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 3. NAVAID FIXES 2 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Weather Information 2 − 6 − 1. FAMILIARIZATION 2 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 2. PIREP SOLICITATION AND DISSEMINATION 2 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 3. REPORTING WEATHER CONDITIONS 2 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 4. ISSUING WEATHER AND CHAFF AREAS 2 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 5. DISSEMINATING OFFICIAL WEATHER INFORMATION 2 − 6 − 5 . . . . . . . . . . . . . . . . . . .

2 − 6 − 6. HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) 2 − 6 − 6 . . . . . . . .

Section 7. Altimeter Settings 2 − 7 − 1. CURRENT SETTINGS 2 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 7 − 2. ALTIMETER SETTING ISSUANCE BELOW LOWEST USABLE FL 2 − 7 − 1 . . . . . . . . . .

Section 8. Runway Visibility Reporting − Terminal 2 − 8 − 1. FURNISH RVR/RVV VALUES 2 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 2. ARRIVAL/DEPARTURE RUNWAY VISIBILITY 2 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 3. TERMINOLOGY 2 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 9. Automatic Terminal Information Service Procedures 2 − 9 − 1. APPLICATION 2 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 9 − 2. OPERATING PROCEDURES 2 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 9 − 3. CONTENT 2 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 10. Team Position Responsibilities 2 − 10 − 1. EN ROUTE OR OCEANIC SECTOR TEAM POSITION RESPONSIBILITIES 2 − 10 − 1 . .

iii Table of Contents 8/15/19 JO 7110.65Y Paragraph Page 2 − 10 − 2. TERMINAL RADAR/NONRADAR TEAM POSITION RESPONSIBILITIES 2 − 10 − 2 . . .

2 − 10 − 3. TOWER TEAM POSITION RESPONSIBILITIES 2 − 10 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 3. Airport Traffic Control − Terminal

Section 1. General 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 − 2 . . . . . . .

3 − 1 − 5. VEHICLES/EQUIPMENT/PERSONNEL NEAR/ON RUNWAYS 3 − 1 − 2 . . . . . . . . . . . . . . .

3 − 1 − 6. TRAFFIC INFORMATION 3 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 7. POSITION DETERMINATION 3 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 8. LOW LEVEL WIND SHEAR/MICROBURST ADVISORIES 3 − 1 − 3 . . . . . . . . . . . . . . . . . .

3 − 1 − 9. USE OF TOWER RADAR DISPLAYS 3 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 10. OBSERVED ABNORMALITIES 3 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 11. SURFACE AREA RESTRICTIONS 3 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 12. VISUALLY SCANNING RUNWAYS 3 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 13. ESTABLISHING TWO − WAY COMMUNICATIONS 3 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 14. GROUND OPERATIONS WHEN VOLCANIC ASH IS PRESENT 3 − 1 − 6 . . . . . . . . . . . .

3 − 1 − 15. GROUND OPERATIONS RELATED TO THREE/FOUR − HOUR TARMAC RULE 3 − 1 − 6 Section 2. Visual Signals 3 − 2 − 1. LIGHT SIGNALS 3 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 2 − 2. WARNING SIGNAL 3 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 2 − 3. RECEIVER-ONLY ACKNOWLEDGMENT 3 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Airport Conditions 3 − 3 − 1. LANDING AREA CONDITION 3 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 2. CLOSED/UNSAFE RUNWAY INFORMATION 3 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 3. TIMELY INFORMATION 3 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 7. FAR FIELD MONITOR (FFM) REMOTE STATUS UNIT 3 − 3 − 4 . . . . . . . . . . . . . . . . . . . . .

Section 4. Airport Lighting 3 − 4 − 1. EMERGENCY LIGHTING 3 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 2. RUNWAY END IDENTIFIER LIGHTS (REIL) 3 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

3 − 4 − 4. PRECISION APPROACH PATH INDICATORS (PAPI) 3 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 5. APPROACH LIGHTS 3 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 6. ALS INTENSITY SETTINGS 3 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 7. SEQUENCED FLASHING LIGHTS (SFL) 3 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 8. MALSR/ODALS 3 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 9. ALSF − 2/SSALR 3 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 10. RUNWAY EDGE LIGHTS 3 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 11. HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE, AND TOUCHDOWN ZONE LIGHTS 3 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

iv Table of Contents JO 7110.65Y 8/15/19 Paragraph Page 3 − 4 − 12. HIRL ASSOCIATED WITH MALSR 3 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 13. HIRL CHANGES AFFECTING RVR 3 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 14. MEDIUM INTENSITY RUNWAY LIGHTS (MIRL) 3 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 15. HIGH SPEED TURNOFF LIGHTS 3 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 16. TAXIWAY LIGHTS 3 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 17. OBSTRUCTION LIGHTS 3 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 18. ROTATING BEACON 3 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 19. RUNWAY STATUS LIGHTS (RWSL) 3 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Runway Selection 3 − 5 − 1. SELECTION 3 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 5 − 2. STOL RUNWAYS 3 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 5 − 3. TAILWIND COMPONENTS 3 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Airport Surface Detection Procedures 3 − 6 − 1. EQUIPMENT USAGE 3 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 6 − 2. IDENTIFICATION 3 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 6 − 3. INFORMATION USAGE 3 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 6 − 4. SAFETY LOGIC ALERT RESPONSES 3 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 6 − 5. RADAR − ONLY MODE 3 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Taxi and Ground Movement Procedures 3 − 7 − 1. GROUND TRAFFIC MOVEMENT 3 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 7 − 2. TAXI AND GROUND MOVEMENT OPERATIONS 3 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 7 − 3. GROUND OPERATIONS 3 − 7 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 7 − 4. RUNWAY PROXIMITY 3 − 7 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 7 − 5. PRECISION APPROACH CRITICAL AREA 3 − 7 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 7 − 6. PRECISION OBSTACLE FREE ZONE (POFZ) AND FINAL APPROACH OBSTACLE CLEARANCE SURFACES (OCS) 3 − 7 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Spacing and Sequencing 3 − 8 − 1. SEQUENCE/SPACING APPLICATION 3 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 8 − 2. TOUCH-AND-GO OR STOP-AND-GO OR LOW APPROACH 3 − 8 − 1 . . . . . . . . . . . . . . . .

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

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

Section 9. Departure Procedures and Separation 3 − 9 − 1. DEPARTURE INFORMATION 3 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

3 − 9 − 3. DEPARTURE CONTROL INSTRUCTIONS 3 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 9 − 4. LINE UP AND WAIT (LUAW) 3 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 9 − 5. ANTICIPATING SEPARATION 3 − 9 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 9 − 6. SAME RUNWAY SEPARATION 3 − 9 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 9 − 7. WAKE TURBULENCE SEPARATION FOR INTERSECTION DEPARTURES 3 − 9 − 7 . . . .

3 − 9 − 8. INTERSECTING RUNWAY/INTERSECTING FLIGHT PATH OPERATIONS 3 − 9 − 9 . . . .

3 − 9 − 9. NONINTERSECTING CONVERGING RUNWAY OPERATIONS 3 − 9 − 10 . . . . . . . . . . . . . .

3 − 9 − 10. TAKEOFF CLEARANCE 3 − 9 − 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 9 − 11. CANCELLATION OF TAKEOFF CLEARANCE 3 − 9 − 13 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 10. Arrival Procedures and Separation 3 − 10 − 1. LANDING INFORMATION 3 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

v Table of Contents 8/15/19 JO 7110.65Y Paragraph Page 3 − 10 − 2. FORWARDING APPROACH INFORMATION BY NONAPPROACH CONTROL FACILITIES 3 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 10 − 3. SAME RUNWAY SEPARATION 3 − 10 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 10 − 4. INTERSECTING RUNWAY/INTERSECTING FLIGHT PATH SEPARATION 3 − 10 − 3 . . .

3 − 10 − 5. LANDING CLEARANCE 3 − 10 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 10 − 6. ANTICIPATING SEPARATION 3 − 10 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 10 − 7. LANDING CLEARANCE WITHOUT VISUAL OBSERVATION 3 − 10 − 8 . . . . . . . . . . . . . .

3 − 10 − 8. WITHHOLDING LANDING CLEARANCE 3 − 10 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 10 − 9. RUNWAY EXITING 3 − 10 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 10 − 10. ALTITUDE RESTRICTED LOW APPROACH 3 − 10 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 10 − 11. CLOSED TRAFFIC 3 − 10 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 10 − 12. OVERHEAD MANEUVER 3 − 10 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 10 − 13. SIMULATED FLAMEOUT (SFO) APPROACHES/EMERGENCY LANDING PATTERN (ELP) OPERATIONS/PRACTICE PRECAUTIONARY APPROACHES 3 − 10 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 11. Helicopter Operations 3 − 11 − 1. TAXI AND GROUND MOVEMENT OPERATION 3 − 11 − 1 . . . . . . . . . . . . . . . . . . . . . . . . .

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 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 11 − 5. SIMULTANEOUS LANDINGS OR TAKEOFFS 3 − 11 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 11 − 6. HELICOPTER LANDING CLEARANCE 3 − 11 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 12. Sea Lane Operations 3 − 12 − 1. APPLICATION 3 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 12 − 2. DEPARTURE SEPARATION 3 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 12 − 3. ARRIVAL SEPARATION 3 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 4. IFR

Section 1. NAVAID Use Limitations 4 − 1 − 1. ALTITUDE AND DISTANCE LIMITATIONS 4 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 1 − 2. EXCEPTIONS 4 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 1 − 3. CROSSING ALTITUDE 4 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

4 − 1 − 5. FIX USE 4 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Clearances 4 − 2 − 1. CLEARANCE ITEMS 4 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 2. CLEARANCE PREFIX 4 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 3. DELIVERY INSTRUCTIONS 4 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 4. CLEARANCE RELAY 4 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 5. ROUTE OR ALTITUDE AMENDMENTS 4 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 6. THROUGH CLEARANCES 4 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 7. ALTRV CLEARANCE 4 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 8. IFR − VFR AND VFR − IFR FLIGHTS 4 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 9. CLEARANCE ITEMS 4 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 10. CANCELLATION OF IFR FLIGHT PLAN 4 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

vi Table of Contents JO 7110.65Y 8/15/19 Section 3. Departure Procedures Paragraph Page 4 − 3 − 1. DEPARTURE TERMINOLOGY 4 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 2. DEPARTURE CLEARANCES 4 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 3. ABBREVIATED DEPARTURE CLEARANCE 4 − 3 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 4. DEPARTURE RESTRICTIONS, CLEARANCE VOID TIMES, HOLD FOR RELEASE, AND RELEASE TIMES 4 − 3 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 5. GROUND STOP 4 − 3 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 6. DELAY SEQUENCING 4 − 3 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 7. FORWARD DEPARTURE DELAY INFORMATION 4 − 3 − 8 . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 8. COORDINATION WITH RECEIVING FACILITY 4 − 3 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 9. VFR RELEASE OF IFR DEPARTURE 4 − 3 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 10. FORWARDING DEPARTURE TIMES 4 − 3 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Route Assignment 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 − 3 . . . .

4 − 4 − 4. ALTERNATIVE ROUTES 4 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 4 − 5. CLASS G AIRSPACE 4 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 4 − 6. DIRECT CLEARANCES 4 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Altitude Assignment and Verification 4 − 5 − 1. VERTICAL SEPARATION MINIMA 4 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 2. FLIGHT DIRECTION 4 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 3. EXCEPTIONS 4 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 4. LOWEST USABLE FLIGHT LEVEL 4 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 5. ADJUSTED MINIMUM FLIGHT LEVEL 4 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 6. MINIMUM EN ROUTE ALTITUDES (MEA) 4 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 7. ALTITUDE INFORMATION 4 − 5 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 8. ANTICIPATED ALTITUDE CHANGES 4 − 5 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 9. ALTITUDE CONFIRMATION − NONRADAR 4 − 5 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Holding Aircraft 4 − 6 − 1. CLEARANCE TO HOLDING FIX 4 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 2. CLEARANCE BEYOND FIX 4 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 3. DELAYS 4 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 4. HOLDING INSTRUCTIONS 4 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 5. VISUAL HOLDING POINTS 4 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 6. HOLDING FLIGHT PATH DEVIATION 4 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 7. UNMONITORED NAVAIDs 4 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 8. ILS PROTECTION/CRITICAL AREAS 4 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Arrival Procedures 4 − 7 − 1. CLEARANCE INFORMATION 4 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 4 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 5. MILITARY TURBOJET EN ROUTE DESCENT 4 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

vii Table of Contents 8/15/19 JO 7110.65Y Paragraph Page 4 − 7 − 6. ARRIVAL INFORMATION 4 − 7 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 7. WEATHER INFORMATION 4 − 7 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 8. BELOW MINIMA REPORT BY PILOT 4 − 7 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 9. TRANSFER OF JURISDICTION 4 − 7 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 10. APPROACH INFORMATION 4 − 7 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 11. ARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES 4 − 7 − 5 . . . . . . . . .

4 − 7 − 12. AIRPORT CONDITIONS 4 − 7 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 13. SWITCHING ILS RUNWAYS 4 − 7 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Approach Clearance Procedures 4 − 8 − 1. APPROACH CLEARANCE 4 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 2. CLEARANCE LIMIT 4 − 8 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 3. RELAYED APPROACH CLEARANCE 4 − 8 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 4. ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE INSTRUMENT APPROACHES 4 − 8 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 5. SPECIFYING ALTITUDE 4 − 8 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 6. CIRCLING APPROACH 4 − 8 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 7. SIDE − STEP MANEUVER 4 − 8 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 8. COMMUNICATIONS RELEASE 4 − 8 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 9. MISSED APPROACH 4 − 8 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 10. APPROACH INFORMATION 4 − 8 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 11. PRACTICE APPROACHES 4 − 8 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 12. LOW APPROACH AND TOUCH-AND-GO 4 − 8 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 5. Radar

Section 1. General 5 − 1 − 1. PRESENTATION AND EQUIPMENT PERFORMANCE 5 − 1 − 1 . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 2. ALIGNMENT ACCURACY CHECK 5 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 3. ATC SURVEILLANCE SOURCE USE 5 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 4. BEACON RANGE ACCURACY 5 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 5. ELECTRONIC ATTACK (EA) ACTIVITY 5 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 6. SERVICE LIMITATIONS 5 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 10. DEVIATION ADVISORIES 5 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 11. RADAR FIX POSTING 5 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 12. POSITION REPORTING 5 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Section 2. Beacon Systems 5 − 2 − 1. ASSIGNMENT CRITERIA 5 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 2. DISCRETE ENVIRONMENT 5 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 3. NONDISCRETE ENVIRONMENT 5 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 4. MIXED ENVIRONMENT 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

viii Table of Contents JO 7110.65Y 8/15/19 Paragraph Page 5 − 2 − 8. RADIO FAILURE 5 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 9. UNMANNED AIRCRAFT SYSTEMS (UAS) LOST LINK 5 − 2 − 3 . . . . . . . . . . . . . . . . . . . .

5 − 2 − 10. VFR CODE ASSIGNMENTS 5 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 11. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS ABOVE FL 600 5 − 2 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 12. AIR DEFENSE EXERCISE BEACON CODE ASSIGNMENT 5 − 2 − 5 . . . . . . . . . . . . . . . .

5 − 2 − 13. STANDBY OR LOW SENSITIVITY OPERATION 5 − 2 − 5 . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 14. CODE MONITOR 5 − 2 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 15. FAILURE TO DISPLAY ASSIGNED BEACON CODE OR INOPERATIVE/ MALFUNCTIONING TRANSPONDER 5 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 16. INOPERATIVE OR MALFUNCTIONING INTERROGATOR 5 − 2 − 6 . . . . . . . . . . . . . . . .

5 − 2 − 17. FAILED TRANSPONDER IN CLASS A AIRSPACE 5 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 18. VALIDATION OF MODE C READOUT 5 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 19. ALTITUDE CONFIRMATION − MODE C 5 − 2 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 20. ALTITUDE CONFIRMATION − NON − MODE C 5 − 2 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 21. AUTOMATIC ALTITUDE REPORTING 5 − 2 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 22. INFLIGHT DEVIATIONS FROM TRANSPONDER/MODE C REQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET 5 − 2 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 23. BEACON TERMINATION 5 − 2 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 24. ALTITUDE FILTERS 5 − 2 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 25. INOPERATIVE OR MALFUNCTIONING ADS-B TRANSMITTER 5 − 2 − 9 . . . . . . . . . . .

5 − 2 − 26. ADS − B ALERTS 5 − 2 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Radar Identification 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 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 5 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 3 − 8. TARGET MARKERS 5 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 3 − 9. TARGET MARKERS 5 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Transfer of Radar Identification 5 − 4 − 1. APPLICATION 5 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 2. TERMS 5 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 3. METHODS 5 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 4. TRAFFIC 5 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 5. TRANSFERRING CONTROLLER HANDOFF 5 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 6. RECEIVING CONTROLLER HANDOFF 5 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 7. POINT OUT 5 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5 − 4 − 9. PREARRANGED COORDINATION 5 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 10. EN ROUTE FOURTH LINE DATA BLOCK USAGE 5 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Radar Separation 5 − 5 − 1. APPLICATION 5 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 5 − 2. TARGET SEPARATION 5 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 5 − 3. TARGET RESOLUTION 5 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ix Table of Contents 8/15/19 JO 7110.65Y Paragraph Page 5 − 5 − 4. MINIMA 5 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 5 − 5. VERTICAL APPLICATION 5 − 5 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 5 − 6. EXCEPTIONS 5 − 5 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 5 − 7. PASSING OR DIVERGING 5 − 5 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 5 − 8. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS 5 − 5 − 6 . . . . . . . . . . . . . . . . . .

5 − 5 − 9. SEPARATION FROM OBSTRUCTIONS 5 − 5 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 5 − 10. ADJACENT AIRSPACE 5 − 5 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 5 − 11. EDGE OF SCOPE 5 − 5 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 5 − 12. BEACON TARGET DISPLACEMENT 5 − 5 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Vectoring 5 − 6 − 1. APPLICATION 5 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 6 − 2. METHODS 5 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 6 − 3. VECTORS BELOW MINIMUM ALTITUDE 5 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Speed Adjustment 5 − 7 − 1. APPLICATION 5 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 7 − 2. METHODS 5 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 7 − 3. SPEED ASSIGNMENTS 5 − 7 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 7 − 4. TERMINATION 5 − 7 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Radar Departures 5 − 8 − 1. PROCEDURES 5 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 8 − 2. INITIAL HEADING 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 NONINTERSECTING DIVERGING RUNWAYS 5 − 8 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 9. Radar Arrivals 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. SIMULTANEOUS DEPENDENT APPROACHES 5 − 9 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 9 − 7. SIMULTANEOUS INDEPENDENT APPROACHES − DUAL & TRIPLE 5 − 9 − 6 . . . . . . . .

5 − 9 − 8. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES – PRECISION RUNWAY MONITOR (PRM) APPROACHES 5 − 9 − 8 . . . . . . . . . . . . . . . .

5 − 9 − 9. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA) − HIGH UPDATE RADAR 5 − 9 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 9 − 10. SIMULTANEOUS INDEPENDENT APPROACHES TO WIDELY-SPACED PARALLEL RUNWAYS WITHOUT FINAL MONITORS 5 − 9 − 12 . . . . . . . . . . . . . . . . .

5 − 9 − 11. TRANSITIONAL PROCEDURE 5 − 9 − 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 10. Radar Approaches − Terminal 5 − 10 − 1. APPLICATION 5 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 10 − 2. APPROACH INFORMATION 5 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 10 − 3. NO-GYRO APPROACH 5 − 10 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 10 − 4. LOST COMMUNICATIONS 5 − 10 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

x Table of Contents JO 7110.65Y 8/15/19 Paragraph Page 5 − 10 − 5. RADAR CONTACT LOST 5 − 10 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 10 − 6. LANDING CHECK 5 − 10 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 10 − 7. POSITION INFORMATION 5 − 10 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5 − 10 − 9. COMMUNICATIONS CHECK 5 − 10 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 10 − 10. TRANSMISSION ACKNOWLEDGMENT 5 − 10 − 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 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 10 − 15. MILITARY SINGLE FREQUENCY APPROACHES 5 − 10 − 5 . . . . . . . . . . . . . . . . . . . . . . .

Section 11. Surveillance Approaches − Terminal 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 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 11 − 6. APPROACH GUIDANCE TERMINATION 5 − 11 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 12. PAR Approaches − Terminal 5 − 12 − 1. GLIDEPATH NOTIFICATION 5 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 2. DECISION HEIGHT (DH) NOTIFICATION 5 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 3. DESCENT INSTRUCTION 5 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 4. GLIDEPATH AND COURSE INFORMATION 5 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 5. DISTANCE FROM TOUCHDOWN 5 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 6. DECISION HEIGHT 5 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 7. POSITION ADVISORIES 5 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 8. APPROACH GUIDANCE TERMINATION 5 − 12 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 9. COMMUNICATION TRANSFER 5 − 12 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 10. ELEVATION FAILURE 5 − 12 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 12 − 11. SURVEILLANCE UNUSABLE 5 − 12 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 13. Use of PAR for Approach Monitoring − Terminal 5 − 13 − 1. MONITOR ON PAR EQUIPMENT 5 − 13 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 13 − 2. MONITOR AVAILABILITY 5 − 13 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 13 − 3. MONITOR INFORMATION 5 − 13 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 14. Automation − En Route 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) 5 − 14 − 1 . . . . . . . . . . . .

5 − 14 − 3. COMPUTER ENTRY OF FLIGHT PLAN INFORMATION 5 − 14 − 2 . . . . . . . . . . . . . . . . . .

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

5 − 14 − 5. SELECTED ALTITUDE LIMITS 5 − 14 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 14 − 6. SECTOR ELIGIBILITY 5 − 14 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 14 − 7. COAST TRACKS 5 − 14 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 14 − 8. CONTROLLER INITIATED COAST TRACKS 5 − 14 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 14 − 9. ERAM COMPUTER ENTRY OF HOLD INFORMATION 5 − 14 − 3 . . . . . . . . . . . . . . . . . . .

5 − 14 − 10. ERAM VISUAL INDICATOR OF SPECIAL ACTIVITY AIRSPACE (SAA) STATUS 5 − 14 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xi Table of Contents 8/15/19 JO 7110.65Y Section 15. Common Automated Radar Terminal Systems (CARTS) & Standard Terminal Automation Replacement System (STARS) − Terminal Paragraph Page 5 − 15 − 1. APPLICATION 5 − 15 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 15 − 2. RESPONSIBILITY 5 − 15 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 15 − 3. FUNCTIONAL USE 5 − 15 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 15 − 4. SYSTEM REQUIREMENTS 5 − 15 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 15 − 5. INFORMATION DISPLAYED 5 − 15 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 15 − 6. CA/MCI 5 − 15 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5 − 15 − 8. TRACK SUSPEND FUNCTION 5 − 15 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 6. Nonradar

Section 1. General 6 − 1 − 1. DISTANCE 6 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 1 − 5. ARRIVAL MINIMA 6 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Initial Separation of Successive Departing Aircraft 6 − 2 − 1. MINIMA ON DIVERGING COURSES 6 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 2 − 2. MINIMA ON SAME COURSE 6 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Initial Separation of Departing and Arriving Aircraft 6 − 3 − 1. SEPARATION MINIMA 6 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Longitudinal Separation 6 − 4 − 1. APPLICATION 6 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 4 − 2. MINIMA ON SAME, CONVERGING, OR CROSSING COURSES 6 − 4 − 1 . . . . . . . . . . . . .

6 − 4 − 3. MINIMA ON OPPOSITE COURSES 6 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 4 − 4. SEPARATION BY PILOTS 6 − 4 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Section 5. Lateral Separation 6 − 5 − 1. SEPARATION METHODS 6 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 5 − 2. MINIMA ON DIVERGING RADIALS 6 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 5 − 3. DME ARC MINIMA 6 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 5 − 4. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES 6 − 5 − 2 . . . . .

6 − 5 − 5. RNAV MINIMA − DIVERGING/CROSSING COURSES 6 − 5 − 4 . . . . . . . . . . . . . . . . . . . . . .

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Timed Approaches 6 − 7 − 1. APPLICATION 6 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xii Table of Contents JO 7110.65Y 8/15/19 Paragraph Page 6 − 7 − 2. APPROACH SEQUENCE 6 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 6. TIME CHECK 6 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 7. MISSED APPROACHES 6 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 7. Visual

Section 1. General 7 − 1 − 1. CLASS A AIRSPACE RESTRICTIONS 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 7 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Visual Separation 7 − 2 − 1. VISUAL SEPARATION 7 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. VFR-On-Top 7 − 3 − 1. VFR-ON-TOP 7 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 3 − 2. ALTITUDE FOR DIRECTION OF FLIGHT 7 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Approaches 7 − 4 − 1. VISUAL APPROACH 7 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

7 − 4 − 5. CHARTED VISUAL FLIGHT PROCEDURES (CVFP). USA/USN NOT APPLICABLE 7 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 4 − 6. CONTACT APPROACH 7 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Special VFR (SVFR) 7 − 5 − 1. AUTHORIZATION 7 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 5 − 2. PRIORITY 7 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 5 − 3. SEPARATION 7 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 5 − 4. ALTITUDE ASSIGNMENT 7 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 5 − 5. LOCAL OPERATIONS 7 − 5 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 5 − 6. CLIMB TO VFR 7 − 5 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 5 − 7. GROUND VISIBILITY BELOW 1 MILE 7 − 5 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 5 − 8. FLIGHT VISIBILITY BELOW 1 MILE 7 − 5 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Basic Radar Service to VFR Aircraft − Terminal 7 − 6 − 1. APPLICATION 7 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 6 − 2. SERVICE AVAILABILITY 7 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 6 − 3. INITIAL CONTACT 7 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 6 − 4. IDENTIFICATION 7 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 6 − 5. HOLDING 7 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 6 − 6. APPROACH SEQUENCE 7 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xiii Table of Contents 8/15/19 JO 7110.65Y Paragraph Page 7 − 6 − 7. SEQUENCING 7 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 6 − 8. CONTROL TRANSFER 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 6 − 12. SERVICE PROVIDED WHEN TOWER IS INOPERATIVE 7 − 6 − 3 . . . . . . . . . . . . . . . . . .

Section 7. Terminal Radar Service Area (TRSA) − Terminal 7 − 7 − 1. APPLICATION 7 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 7 − 2. ISSUANCE OF EFC 7 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 7 − 3. SEPARATION 7 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 7 − 4. HELICOPTER TRAFFIC 7 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 8 − 5. ALTITUDE ASSIGNMENTS 7 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 8 − 6. EXCEPTIONS 7 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 8 − 7. ADJACENT AIRPORT OPERATIONS 7 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 8 − 8. TERMINATION OF SERVICE 7 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 9. Class B Service Area − Terminal 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 9 − 4. SEPARATION 7 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 9 − 5. TRAFFIC ADVISORIES 7 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 9 − 6. HELICOPTER TRAFFIC 7 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 9 − 7. ALTITUDE ASSIGNMENTS 7 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 9 − 8. APPROACH INTERVAL 7 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 8. Offshore/Oceanic Procedures

Section 1. General 8 − 1 − 1. ATC SERVICE 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 1 − 2. OPERATIONS IN OFFSHORE AIRSPACE AREAS 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 1 − 3. VFR FLIGHT PLANS 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 1 − 4. TYPES OF SEPARATION 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 1 − 5. ALTIMETER SETTING 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

8 − 1 − 7. OCEANIC ERROR REPORT PROCEDURES 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 1 − 8. USE OF CONTROL ESTIMATES 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 1 − 9. RVSM OPERATIONS 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xiv Table of Contents JO 7110.65Y 8/15/19 Section 2. Coordination Paragraph Page 8 − 2 − 1. GENERAL 8 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

8 − 2 − 3. AIR TRAFFIC SERVICES INTERFACILITY DATA COMMUNICATIONS (AIDC) 8 − 2 − 1 Section 3. Longitudinal Separation 8 − 3 − 1. APPLICATION 8 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 3 − 2. SEPARATION METHODS 8 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 3 − 3. MACH NUMBER TECHNIQUE 8 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Lateral Separation 8 − 4 − 1. APPLICATION 8 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 4 − 2. SEPARATION METHODS 8 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

8 − 4 − 4. TRACK SEPARATION 8 − 4 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Offshore/Oceanic Transition Procedures 8 − 5 − 1. ALTITUDE/FLIGHT LEVEL TRANSITION 8 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 5 − 2. COURSE DIVERGENCE 8 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 5 − 3. OPPOSITE DIRECTION 8 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 5 − 4. SAME DIRECTION 8 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 5 − 5. RADAR IDENTIFICATION APPLICATION 8 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Separation from Airspace Reservations 8 − 6 − 1. TEMPORARY STATIONARY AIRSPACE RESERVATIONS 8 − 6 − 1 . . . . . . . . . . . . . . . . . .

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

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

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 7 − 5. PROCEDURES FOR WEATHER DEVIATIONS IN NORTH ATLANTIC (NAT) AIRSPACE 8 − 7 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Caribbean ICAO Region 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 9. Pacific ICAO Region 8 − 9 − 1. APPLICATION 8 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 9 − 2. VERTICAL SEPARATION 8 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 9 − 3. LONGITUDINAL SEPARATION 8 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 9 − 4. LATERAL SEPARATION 8 − 9 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xv Table of Contents 8/15/19 JO 7110.65Y Paragraph Page 8 − 9 − 5. PROCEDURES FOR WEATHER DEVIATIONS AND OTHER CONTINGENCIES IN OCEANIC CONTROLLED AIRSPACE 8 − 9 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 10. North American ICAO Region 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 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 9. Special Flights

Section 1. General 9 − 1 − 1. GENERAL 9 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 1 − 2. SPECIAL HANDLING 9 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 1 − 3. FLIGHT CHECK AIRCRAFT 9 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Special Operations 9 − 2 − 1. AIRCRAFT CARRYING DANGEROUS MATERIALS 9 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 2. CELESTIAL NAVIGATION TRAINING 9 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 3. DEPARTMENT OF ENERGY (DOE) SPECIAL FLIGHTS 9 − 2 − 1 . . . . . . . . . . . . . . . . . . . .

9 − 2 − 4. EXPERIMENTAL AIRCRAFT OPERATIONS 9 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 5. FAA RESEARCH AND DEVELOPMENT FLIGHTS 9 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 6. FLYNET 9 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 7. IFR MILITARY TRAINING ROUTES 9 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 8. INTERCEPTOR OPERATIONS 9 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 9. SPECIAL INTEREST SITES 9 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 10. SPECIAL AIR TRAFFIC RULES (SATR) AND SPECIAL FLIGHT RULES AREA (SFRA) 9 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 11. ATC SECURITY SERVICES FOR THE WASHINGTON, DC, SPECIAL FLIGHT RULES AREA (DC SFRA) 9 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 12. SECURITY NOTICE (SECNOT) 9 − 2 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 13. LAW ENFORCEMENT OPERATIONS BY CIVIL AND MILITARY ORGANIZATIONS 9 − 2 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 14. MILITARY AERIAL REFUELING 9 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 15. MILITARY OPERATIONS ABOVE FL 600 9 − 2 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 16. MILITARY SPECIAL USE FREQUENCIES 9 − 2 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 17. AVOIDANCE OF AREAS OF NUCLEAR RADIATION 9 − 2 − 9 . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 18. SAMP 9 − 2 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 19. AWACS/NORAD SPECIAL FLIGHTS 9 − 2 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 20. WEATHER RECONNAISSANCE FLIGHTS 9 − 2 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 21. EVASIVE ACTION MANEUVER 9 − 2 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 22. NONSTANDARD FORMATION/CELL OPERATIONS 9 − 2 − 10 . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 23. OPEN SKIES TREATY AIRCRAFT 9 − 2 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Special Use, ATC − Assigned Airspace, and Stationary ALTRVs 9 − 3 − 1. APPLICATION 9 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 3 − 2. SEPARATION MINIMA 9 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 3 − 3. VFR-ON-TOP 9 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xvi Table of Contents JO 7110.65Y 8/15/19 Paragraph Page 9 − 3 − 4. TRANSITING ACTIVE SUA/ATCAA 9 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Fuel Dumping 9 − 4 − 1. INFORMATION REQUIREMENTS 9 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 4 − 2. ROUTING 9 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 4 − 3. ALTITUDE ASSIGNMENT 9 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 4 − 4. SEPARATION MINIMA 9 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 4 − 5. INFORMATION DISSEMINATION 9 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Jettisoning of External Stores 9 − 5 − 1. JETTISONING OF EXTERNAL STORES 9 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Unmanned Free Balloons 9 − 6 − 1. APPLICATION 9 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 6 − 2. DERELICT BALLOONS 9 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Parachute Operations 9 − 7 − 1. COORDINATION 9 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 7 − 2. CLASS A, CLASS B, AND CLASS C AIRSPACE 9 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 7 − 3. CLASS D AIRSPACE 9 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 7 − 4. OTHER CONTROL AIRSPACE 9 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Unidentified Flying Object (UFO) Reports 9 − 8 − 1. GENERAL 9 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 10. Emergencies

Section 1. General 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 10 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 6. AIRPORT GROUND EMERGENCY 10 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 7. INFLIGHT EMERGENCIES INVOLVING MILITARY FIGHTER-TYPE AIRCRAFT 10 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Emergency Assistance 10 − 2 − 1. INFORMATION REQUIREMENTS 10 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 . . . . . . . . . . . . . . . . . . . . . .

10 − 2 − 5. EMERGENCY SITUATIONS 10 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 2 − 6. HIJACKED AIRCRAFT 10 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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 (ELT) SIGNALS 10 − 2 − 3 . . . . . . . . . . . . . . .

xvii Table of Contents 8/15/19 JO 7110.65Y Paragraph Page 10 − 2 − 11. AIRCRAFT BOMB THREATS 10 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 2 − 12. EXPLOSIVE DETECTION K − 9 TEAMS 10 − 2 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 2 − 13. MANPADS ALERT 10 − 2 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 2 − 14. UNAUTHORIZED LASER ILLUMINATION OF AIRCRAFT 10 − 2 − 5 . . . . . . . . . . . . . . .

10 − 2 − 15. EMERGENCY AIRPORT RECOMMENDATION 10 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 2 − 16. GUIDANCE TO EMERGENCY AIRPORT 10 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 2 − 17. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM) 10 − 2 − 6 . . . . . . . . . . . . . . . . . . . .

10 − 2 − 18. VOLCANIC ASH 10 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 2 − 19. REPORTING DEATH, ILLNESS, OR OTHER PUBLIC HEALTH RISK ON BOARD AIRCRAFT 10 − 2 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Overdue Aircraft 10 − 3 − 1. OVERDUE AIRCRAFT/OTHER SITUATIONS 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 . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 4. ALNOT 10 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 5. RESPONSIBILITY TRANSFER TO RCC 10 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 6. LAST KNOWN POSITION DETERMINATION 10 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 7. ALNOT CANCELLATION 10 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Control Actions 10 − 4 − 1. TRAFFIC RESTRICTIONS 10 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 2. LIGHTING REQUIREMENTS 10 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 3. TRAFFIC RESUMPTION 10 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 4. COMMUNICATIONS FAILURE 10 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Miscellaneous Operations 10 − 5 − 1. EXPLOSIVE CARGO 10 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Oceanic Emergency Procedures 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Ground Missile Emergencies 10 − 7 − 1. INFORMATION RELAY 10 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 7 − 2. IFR AND SVFR MINIMA 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 11. Traffic Management Procedures

Section 1. General 11 − 1 − 1. DUTY RESPONSIBILITY 11 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 1 − 2. DUTIES AND RESPONSIBILITIES 11 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xviii Table of Contents JO 7110.65Y 8/15/19 Paragraph Page 11 − 1 − 3. TIME BASED FLOW MANAGEMENT (TBFM) 11 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 12. Canadian Airspace Procedures

Section 1. General Control 12 − 1 − 1. APPLICATION 12 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12 − 1 − 2. AIRSPACE CLASSIFICATION 12 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 . . . . . . . . . . . . . . . .

12 − 1 − 6. PARACHUTE JUMPING 12 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12 − 1 − 7. SPECIAL VFR (SVFR) 12 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 13. Decision Support Tools

Section 1. ERAM Decision Support Tools (EDST) 13 − 1 − 1. DESCRIPTION 13 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 2. CONFLICT DETECTION AND RESOLUTION 13 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 3. TRIAL PLANNING 13 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 4. CONFLICT PROBE-BASED CLEARANCES 13 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 5. THE AIRCRAFT LIST (ACL), DEPARTURE LIST (DL) AND FLIGHT DATA MANAGEMENT 13 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 6. MANUAL COORDINATION AND THE COORDINATION MENU 13 − 1 − 2 . . . . . . . . . . . .

13 − 1 − 7. HOLDING 13 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 8. RECORDING OF CONTROL DATA 13 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 9. ACKNOWLEDGEMENT OF AUTOMATED NOTIFICATION 13 − 1 − 5 . . . . . . . . . . . . . . .

13 − 1 − 10. CURRENCY OF TRAJECTORY INFORMATION 13 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 11. DELAY REPORTING 13 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 12. OVERDUE AIRCRAFT 13 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 13. USE OF GRAPHICS PLAN DISPLAY (GPD) 13 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 14. FORECAST WINDS 13 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 15. INTERFACILITY CONNECTIVITY 13 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 16. SURVEILLANCE AND FLIGHT DATA OUTAGES 13 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 17. AIRSPACE CONFIGURATION ELEMENTS 13 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. ATOP − Oceanic 13 − 2 − 1. DESCRIPTION 13 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 2 − 2. CONFLICT DETECTION AND RESOLUTION 13 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 2 − 3. INFORMATION MANAGEMENT 13 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 2 − 4. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC) 13 − 2 − 3 . . . . . . . . . .

13 − 2 − 5. COORDINATION 13 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 2 − 6. TEAM RESPONSIBILITIES − MULTIPLE PERSON OPERATION 13 − 2 − 4 . . . . . . . . . . . .

Appendices

Appendix A. Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix A − 1 Appendix B. Standard Operating Practice (SOP) for Aircraft Deviating for Weather Near Active Special Activity Airspace (SAA) Appendix B − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xix Table of Contents 8/15/19 JO 7110.65Y Paragraph Page Pilot/Controller Glossary PCG − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Index I − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xx Table of Contents

JO 7110.65Y 8/15/19

Chapter 1. General

Section 1. Introduction

1 − 1 − 1. PURPOSE OF THIS ORDER must submit their proposed changes well in advance of this cutoff date to meet the publication effective This order prescribes air traffic control procedures date. The process to review and coordinate changes and phraseology for use by persons providing often takes several months after the change is initially air traffic control services. Controllers are required to submitted.

be familiar with the provisions of this order that pertain to their operational responsibilities and to TBL 1 − 1 − 1 exercise their best judgment if they encounter Publication Schedule situations that are not covered by it.

Basic or Cutoff Date for Effective Date Change Completion of Publication 1 − 1 − 2. AUDIENCE JO 7110.65Y 2/28/19 8/15/19 This order applies to all ATO personnel and anyone Change 1 8/15/19 1/30/20 using ATO directives.

Change 2 1/30/20 7/16/20 Change 3 7/16/20 12/31/20 1 − 1 − 3. WHERE TO FIND THIS ORDER JO 7110.65Z 12/31/20 6/17/21 This order is available on the FAA Web site at http://www.faa.gov/regulations_policies/orders_notices.

1 − 1 − 7. DELIVERY DATES 1 − 1 − 4. WHAT THIS ORDER CANCELS a. If an FAA facility has not received the order/changes at least 30 days before the above FAA Order JO 7110.65X, Air Traffic Control, dated effective dates, the facility must notify its service area October 12, 2017, and all changes to it are canceled.

office distribution officer.

1 − 1 − 5. EXPLANATION OF CHANGES b. If a military facility has not received the order/changes at least 30 days before the above The significant changes to this order are identified in effective dates, the facility must notify its appropriate the Explanation of Changes page(s). It is advisable to military headquarters. (See TBL 1 − 1 − 2.)

retain the page(s) throughout the duration of the basic order.

TBL 1 − 1 − 2 Military Distribution Contacts 1 − 1 − 6. EFFECTIVE DATES AND SUBMIS- Military DSN Commercial SIONS FOR CHANGES Headquarters U.S. Army 656 − 4868 (703) 806 − 4868 a. This order and its changes are scheduled to be USAASA published to coincide with AIRAC dates.

(See TBL 1 − 1 − 1.)

U.S. Air Force 884-5509 (405) 734-5509 HQ AFFSA b. The “Cutoff Date for Completion” in the table U.S. Navy 224 − 2638 (703) 614 − 2638 below refers to the deadline for a proposed change to CNO (N980A) be fully coordinated and signed. Change initiators Introduction 1 − 1 − 1 JO 7110.65Y 8/15/19 1 − 1 − 8. RECOMMENDATIONS FOR forwarded to the Service Center Operations Support PROCEDURAL CHANGES Group for a response.

The office of primary responsibility (OPR) for this 1. The Service Center Operations Support order is: Group may consult with the Air Traffic Procedures FAA Headquarters, Mission Support Services Directorate when preparing their response.

Air Traffic Procedures (AJV-8) 2. The Service Center Operations Support 600 Independence Avenue, SW Group must provide a written response to the Washington, DC 20597 requestor and forward the response to the Air Traffic a. Personnel should submit recommended Procedures Directorate.

changes in procedures to facility management.

c. Interpretation requests from all other sources b. Recommendations from other sources should must be submitted, in writing, to the Air Traffic be submitted through appropriate FAA, military, or Procedures Directorate through the Air Traffic industry/user channels.

Procedures correspondence mailbox.

c. Proposed changes must be submitted, NOTE − electronically, to the Air Traffic Procedures Interpretations can be accessed through the Air Correspondence Mailbox at Traffic Control Interpretation link at the following 9-AJV-8-HQ-Correspondence@faa.gov. The website: https://my.faa.gov/org/linebusiness/ato/ mission_support/air_traffic_procedures.html.

submission should include a description of the recommended change, and the proposed language to be used in the order.

1 − 1 − 10. PROCEDURAL LETTERS OF NOTE − AGREEMENT (LOA) For details on the submission process as well as additional Procedures/minima which are applied jointly or AJV − 8 processing responsibilities, please see FAA Order otherwise require the cooperation or concurrence of JO 7000.5 Procedures for Submitting Changes to Air Traffic Control Publications. more than one facility/organization must be docu- mented in a letter of agreement. LOAs only d. Procedural changes will not be made to this supplement this order. Any minima they specify must order until the operational system software has been not be less than that specified herein unless adapted to accomplish the revised procedures appropriate military authority has authorized applica- tion of reduced separation between military aircraft.

1 − 1 − 9. REQUESTS FOR INTERPRETA- REFERENCE − TIONS OR CLARIFICATIONS TO THIS FAA Order JO 7110.65, Para 2 − 1 − 1 , ATC Service.

ORDER FAA Order JO 7210.3, Para 4 − 3 − 1, Letters of Agreement.

a. Interpretation requests from field air traffic 1 − 1 − 11. CONSTRAINTS GOVERNING personnel must be submitted as follows: SUPPLEMENTS AND PROCEDURAL 1. The request must be submitted, in writing, by DEVIATIONS an Air Traffic Facility/General manager to their a. Exceptional or unusual requirements may Service Area Director.

dictate procedural deviations or supplementary 2. The Service Area Director must review the procedures to this order. Prior to implementing request and determine if more than one interpretation supplemental or any procedural deviation that alters on the intent of the language can be inferred.

the level, quality, or degree of service, obtain prior approval from the Vice President, Mission Support 3. If it is determined that an interpretation is required, the Service Area Director must submit the Services.

request, in writing, to the Air Traffic Procedures b. If military operations or facilities are involved, Directorate, for a response.

prior approval by the following appropriate b. If a request does not require an interpretation headquarters is required for subsequent interface with but further clarification is needed it must be FAA. (See TBL 1 − 1 − 3.)

Introduction 1 − 1 − 2 JO 7110.65Y 8/15/19 TBL 1 − 1 − 3 appropriate, are intended for implementation of any Military Operations Interface Offices planned safety significant changes within the NAS, as directed by FAA Order 1100.161, Air Traffic Safety Branch Address Oversight. Direction regarding the SMS and its U.S. Navy Department of the Navy application can be found in the FAA Safety Chief of Naval Operations Management System Manual and FAA N980A, NAATSEA Order 1100.161. The SMS will be implemented 2000 Navy Pentagon (5D453) through a period of transitional activities. (Additional Washington, D.C. 20350 − 2000 information pertaining to these requirements and U.S. Air Force HQ AFFSA processes can be obtained by contacting the service 5316 S. Douglas Blvd area offices.)

Bldg 8400, Room 232 Oklahoma City, OK 73150 1 − 1 − 13. REFERENCES TO FAA NON − AIR U.S. Army Director TRAFFIC ORGANIZATIONS USAASA (MOAS − AS) 9325 Gunston Road, Suite N319 When references are made to regional office Ft. Belvoir, VA 22060 − 5582 organizations that are not part of the Air Traffic Organization (i.e., Communications Center, Flight NOTE − Terminal: Headquarters Air Force Flight Standards Standards, Airport offices, etc.), the facility should Agency is the approval authority for any USAF procedures contact the FAA region where the facility is or minima that differ from those specified herein and that physically located − not the region where the involve military aircraft only.

facility’s service area office is located.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 12, Military Procedures FAA Order JO 7110.65, Para 3 − 1 − 3 , Use of Active Runways.

1 − 1 − 14. DISTRIBUTION This order is distributed to selected offices in 1 − 1 − 12. SAFETY MANAGEMENT SYSTEM Washington headquarters, regional offices, service (SMS) area offices, the William J. Hughes Technical Center, Every employee is responsible to ensure the safety of and the Mike Monroney Aeronautical Center. Also, equipment and procedures used in the provision of copies are sent to all air traffic field facilities and services within the National Airspace System (NAS). international aviation field offices; and to interested Risk assessment techniques and mitigations, as aviation public.

Introduction 1 − 1 − 3 JO 7110.65Y 8/15/19

Section 2. Terms of Reference

1 − 2 − 1. WORD MEANINGS o. Flight operations in accordance with the options of “due regard” or “operational” obligates the As used in this order: authorized state aircraft commander to: a. “Shall” or “must” means a procedure is 1. Separate his/her aircraft from all other mandatory.

air traffic; and b. “Shall not” or “must not” means a procedure is 2. Assure that an appropriate monitoring agency prohibited.

assumes responsibility for search and rescue actions; c. “Should” means a procedure is recommended.

and d. “May” or “need not” means a procedure is 3. Operate under at least one of the following optional.

conditions: e. “Will” means futurity, not a requirement for the (a) In visual meteorological conditions application of a procedure.

(VMC); or f. Singular words include the plural.

(b) Wthin radar surveillance and radio communications of a surface radar facility; or g. Plural words include the singular.

(c) Be equipped with airborne radar that is h. “Aircraft” means the airframe, crew members, sufficient to provide separation between his/her or both.

aircraft and any other aircraft he/she may be i. “Approved separation” means separation in controlling and other aircraft; or accordance with the applicable minima in this order.

(d) Operate within Class G airspace.

j. “Altitude” means indicated altitude mean sea (e) An understanding between the pilot and level (MSL), flight level (FL), or both.

controller regarding the intent of the pilot and the k. “Miles” means nautical miles unless otherwise status of the flight should be arrived at before the specified, and means statute miles in conjunction aircraft leaves ATC frequency.

with visibility.

NOTE − l. “Course,” “bearing,” “azimuth,” “heading,” and 1. A pilot’s use of the phrase “Going Tactical” does not “wind direction” information must always be indicate “Due Regard.” An understanding between the pilot and controller regarding the intent of the pilot and the magnetic unless specifically stated otherwise.

status of the flight should be arrived at before the aircraft m. “Time” when used for ATC operational leaves air traffic control (ATC) frequency.

activities, is the hour and the minute in Coordinated 2. The above conditions provide for a level of safety Universal Time (UTC). Change to the next minute is equivalent to that normally given by International Civil made at the minute plus 30 seconds, except time Aviation Organization (ICAO) ATC agencies and fulfills checks are given to the nearest quarter minute.

U.S. Government obligations under Article 3 of the Chicago Convention of 1944 (Reference (d)), which n. “Runway” means the runway used by aircraft stipulates there must be “due regard for the safety of and, unless otherwise specified, does not include navigation of civil aircraft” when flight is not being helipads and/or their accompanying takeoff/landing conducted under ICAO flight procedures.

courses. (See Pilot/Controller Glossary terms – Runway and Helipad.) p. “CFR” means Code of Federal Regulations.

Terms of Reference 1 − 2 − 1 JO 7110.65Y 8/15/19 FIG 1 − 2 − 1 Divergence 1 − 2 − 2. COURSE DEFINITIONS b. CROSSING COURSES are intersecting courses whose angular difference is 45 through 135 degrees The following definitions must be used in the inclusive. (See FIG 1 − 2 − 1.)

application of the separation criteria in this order.

c. OPPOSITE/RECIPROCAL COURSES are NOTE − courses whose protected airspaces are coincident, The term “protected airspace,” as used in this paragraph, overlap, or intersect and whose angular difference is is the airspace equal to one half the required applicable greater than 135 degrees through 180 degrees lateral separation on either side of an aircraft along its inclusive. (See FIG 1 − 2 − 1.)

projected flight path. If the protected airspace of two aircraft does not overlap, applicable lateral separa- tion is ensured.

1 − 2 − 3. NOTES a. SAME COURSES are courses whose protected airspaces are coincident, overlap, or intersect and Statements of fact, or of a prefatory or explanatory whose angular difference is less than 45 degrees. nature relating to directive material, are set forth as (See FIG 1 − 2 − 1.) notes.

Terms of Reference 1 − 2 − 2 JO 7110.65Y 8/15/19 1 − 2 − 4. REFERENCES h. The annotation EXAMPLE provides a sample of the way the prescribed phraseology associated with As used in this order, references direct attention to an the preceding paragraph(s) will be used. If the additional or supporting source of information such preceding paragraph(s) does (do) not include specific as FAA, NWS, and other agencies’ orders, directives, prescribed phraseology, the EXAMPLE merely notices, CFRs, and Advisory Circulars (ACs).

denotes suggested words and/or phrases that may be used in communications.

NOTE − 1 − 2 − 5. ANNOTATIONS The use of the exact text contained in an example not preceded with specific prescribed phraseology is not Revised, reprinted, or new pages are marked as mandatory. However, the words and/or phrases are follows: expected, to the extent practical, to approximate those used in the example.

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

1 − 2 − 6. ABBREVIATIONS b. A page that does not require a change is reprinted in its original form. As used in this order, the abbreviations listed below have the following meanings indicated. (See c. Bold vertical lines in the margin of changed TBL 1 − 2 − 1.)

pages indicate the location of substantive revisions to the order. Bold vertical lines adjacent to the title of a TBL 1 − 2 − 1 FAA Order JO 7110.65 Abbreviations chapter, section, or paragraph means that extensive changes have been made to that chapter, section, or Abbreviation Meaning paragraph.

AAR . . . . . . . Airport acceptance rate d. Paragraphs/sections annotated with AC . . . . . . . . Advisory Circular EN ROUTE, OCEANIC, or TERMINAL are only to ACC . . . . . . . Area Control Center be applied by the designated type facility. When they ACD . . . . . . . ARTS Color Display are not so designated, the paragraphs/sections apply ACE − IDS . . . ASOS Controller Equipment − Information to all types of facilities (en route, oceanic, and Display System terminal).

ACL . . . . . . . Aircraft list ACLS . . . . . . Automatic Carrier Landing System e. The annotation, USAF for the U.S. Air Force, USN for the U.S. Navy, and USA for the U.S. Army ADC . . . . . . . Aerospace Defense Command denotes that the procedure immediately following the ADIZ . . . . . . Air Defense Identification Zone (to be annotation applies only to the designated service. pronounced “AY DIZ”) ADS . . . . . . . Automatic Dependent Surveillance REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 12, Military Procedures.

ADS − B . . . . . Automatic Dependent Surveillance Broadcast f. WAKE TURBULENCE APPLICATION in- ADS − C . . . . . Automatic Dependent Surveillance serted within a paragraph means that the remaining Contract information in the paragraph requires the application AERT . . . . . . Automation Embedded Route Text of wake turbulence procedures.

AFP . . . . . . . Airspace Flow Program g. The annotation PHRASEOLOGY denotes the AIDC . . . . . . ATS Interfacility Data Communications prescribed words and/or phrases to be used in AIM . . . . . . . Aeronautical Information Manual communications.

AIRMET . . . Airmen’s meteorological information NOTE − ALDARS . . . Automated Lightning Detection and Controllers may, after first using the prescribed Reporting System phraseology for a specific procedure, rephrase the ALERFA . . . Alert phase code (Alerting Service) message to ensure the content is understood. Good ALNOT . . . . Alert notice judgment must be exercised when using nonstandard ALS . . . . . . . Approach Light System phraseology.

Terms of Reference 1 − 2 − 3 JO 7110.65Y 8/15/19 Abbreviation Meaning CARTS . . . . . Common ARTS ALTRV . . . . . Altitude reservation Abbreviation Meaning AMASS . . . . Airport Movement Area Safety System CAT . . . . . . . Clear air turbulence AMB . . . . . . Ambiguity − A disparity greater than 2 miles CDT . . . . . . . Controlled departure time exists between the position declared for a CENRAP . . . Center Radar ARTS Presentation target by ATTS and another facility’s CEP . . . . . . . Central East Pacific computer declared position during interfacility handoff CERAP . . . . . Combined Center/RAPCON AMVER . . . . Automated Mutual Assistance Vessel CFR . . . . . . . Code of Federal Regulations Rescue System CFR . . . . . . . Call for Release ANG . . . . . . . Air National Guard CIC . . . . . . . . Controller − in − Charge APR . . . . . . . ATC preferred route CNS . . . . . . . Continuous APREQ . . . . Approval Request CPDLC . . . . . Controller Pilot Data Link ARAC . . . . . Army Radar Approach Control facility (US Communications Army) CPME . . . . . . Calibration Performance Monitor ARINC . . . . . Aeronautical Radio Incorporated Equipment ARIP . . . . . . Air refueling initial point CTA . . . . . . . Control Area ARSR . . . . . . Air route surveillance radar CTRD . . . . . . Certified Tower Radar Display ARTCC . . . . . Air Route Traffic Control Center CVFP . . . . . . Charted Visual Flight Procedure ARTS . . . . . . Automated Radar Terminal System CWA . . . . . . . Center Weather Advisory ASD . . . . . . . Aircraft Situation Display DETRESFA . Distress Phase code (Alerting Service) ASDE . . . . . . Airport surface detection equipment DH . . . . . . . . Decision height ASDE − X . . . Airport Surface Detection Equipment DL . . . . . . . . Departure List System − Model X DME . . . . . . . Distance measuring equipment compatible ASF . . . . . . . Airport Stream Filters with TACAN ASOS . . . . . . Automated Surface Observing System DOE . . . . . . . Department of Energy ASR . . . . . . . Airport surveillance radar DP . . . . . . . . Instrument Departure Procedure ASSC . . . . . . Airport Surface Surveillance Capability DR . . . . . . . . Dead reckoning ATC . . . . . . . Air traffic control DRT . . . . . . . Diversion recovery tool ATCAA . . . . ATC assigned airspace DSR . . . . . . . Display System Replacement ATCSCC . . . . David J. Hurley Air Traffic Control System DTAS . . . . . . Digital Terminal Automation Systems Command Center DTM . . . . . . . Digital Terrain Map ATD . . . . . . . Along − Track Distance DVFR . . . . . . Defense Visual Flight Rules ATIS . . . . . . . Automatic Terminal Information Service DVRSN . . . . Diversion ATO . . . . . . . Air Traffic Organization EA . . . . . . . . Electronic Attack ATO COO . . Air Traffic Organization Chief Operating EAS . . . . . . . En Route Automation System Officer EBUS . . . . . . Enhanced Backup Surveillance System ATOP . . . . . . Advanced Technologies and Oceanic Procedures EDCT . . . . . . Expect Departure Clearance Time ATS . . . . . . . Air Traffic Service EDST . . . . . . En Route Decision Support Tool AWOS . . . . . Automated Weather Observing System EFC . . . . . . . Expect further clearance BAASS . . . . . Bigelow Aerospace Advanced Space EFVS . . . . . . Enhanced Flight Vision System Studies ELDB . . . . . . Enhanced Limited Data Block BASE . . . . . . Cloud base ELP . . . . . . . Emergency Landing Pattern CA . . . . . . . . Conflict Alert ELT . . . . . . . . Emergency locator transmitter CARCAH . . . Chief, Aerial Reconnaissance EoR . . . . . . . Established on RNP Coordination, All Hurricanes EOS . . . . . . . End Service CARF . . . . . . Central Altitude Reservation Function Terms of Reference 1 − 2 − 4 JO 7110.65Y 8/15/19 Abbreviation Meaning Abbreviation Meaning EOVM . . . . . Emergency obstruction video map LLWAS NE . Low Level Wind Shear Alert System Network Expansion ERAM . . . . . En Route Automation Modernization LLWAS − RS . Low Level Wind Shear Alert System ERIDS . . . . . En Route Information Display System Relocation/Sustainment ETA . . . . . . . Estimated time of arrival L/MF . . . . . . Low/medium frequency FAA . . . . . . . Federal Aviation Administration LORAN . . . . Long Range Navigation System FANS . . . . . . Future Air Navigation System Mach . . . . . . Mach number FDB . . . . . . . Full Data Block MALS . . . . . Medium Intensity Approach Light System FDIO . . . . . . Flight Data Input/Output MALSR . . . . Medium Approach Light System with FDP . . . . . . . Flight data processing runway alignment indicator lights FICON . . . . . Field Condition MAP . . . . . . . Missed approach point FIR . . . . . . . . Flight Information Region MARSA . . . . Military authority assumes responsibility for separation of aircraft FL . . . . . . . . . Flight level MCA . . . . . . Minimum crossing altitude FLIP . . . . . . . Flight Information Publication MCI . . . . . . . Mode C Intruder FLY . . . . . . . Fly or flying MDA . . . . . . Minimum descent altitude FMS . . . . . . . Flight Management System MDM . . . . . . Main display monitor FSM . . . . . . . Flight Schedule Monitor MEA . . . . . . . Minimum en route (IFR) altitude FSS . . . . . . . . Flight Service Station MEARTS . . . Micro En Route Automated Radar GCA . . . . . . . Ground controlled approach Tracking System GNSS . . . . . . Global Navigation Satellite System METAR . . . . Aviation Routine Weather Report GPD . . . . . . . Graphics Plan Display MIA . . . . . . . Minimum IFR altitude GPS . . . . . . . Global Positioning System MIAWS . . . . Medium Intensity Airport Weather System GS . . . . . . . . Ground stop MIRL . . . . . . Medium intensity runway lights HAR . . . . . . . High Altitude Redesign MNPS . . . . . . Minimum Navigation Performance HF/RO . . . . . High Frequency/Radio Operator Specification HIRL . . . . . . High intensity runway lights MNT . . . . . . . Mach Number Technique IAFDOF . . . . Inappropriate Altitude for Direction of MOA . . . . . . Military operations area Flight MOCA . . . . . Minimum obstruction clearance altitude ICAO . . . . . . International Civil Aviation Organization MRA . . . . . . Minimum reception altitude IDENT . . . . . Aircraft identification MSAW . . . . . Minimum Safe Altitude Warning IDS . . . . . . . . Information Display System MSL . . . . . . . Mean sea level IFR . . . . . . . . Instrument flight rules MTI . . . . . . . Moving target indicator IFSS . . . . . . . International Flight Service Station ILS . . . . . . . . Instrument Landing System MTR . . . . . . . Military training route INCERFA . . . Uncertainty Phase code (Alerting Service) MVA . . . . . . . Minimum vectoring altitude INREQ . . . . . Information request NADIN . . . . . National Airspace Data Interchange Network INS . . . . . . . . Inertial Navigation System NAR . . . . . . . National Automation Request IR . . . . . . . . . IFR military training route NAS . . . . . . . National Airspace System IRU . . . . . . . . Inertial Reference Unit NAT . . . . . . . ICAO North Atlantic Region ISR . . . . . . . . Increased Separation Required NAT HLA . . . North Atlantic High Level Airspace ITWS . . . . . . Integrated Terminal Weather System NBCAP . . . . National Beacon Code Allocation Plan JATO . . . . . . Jet assisted takeoff NDB . . . . . . . Nondirectional radio beacon LAHSO . . . . Land and Hold Short Operations NHOP . . . . . . National Hurricane Operations Plan LOA . . . . . . . Letter of Agreement LLWAS . . . . . Low Level Wind Shear Alert System Terms of Reference 1 − 2 − 5 JO 7110.65Y 8/15/19 Abbreviation Meaning Abbreviation Meaning NM . . . . . . . . Nautical mile RE . . . . . . . . Recent (used to qualify weather phenomena such as rain, e.g. recent rain = NOAA . . . . . National Oceanic and Atmospheric RERA) Administration REIL . . . . . . . Runway end identifier lights NOPAC . . . . North Pacific RF . . . . . . . . . Radius − to − Fix NORAD . . . . North American Aerospace Defense RNAV . . . . . . Area navigation Command RNP . . . . . . . Required Navigation Performance NOS . . . . . . . National Ocean Service RTQC . . . . . . Real − Time Quality Control NOTAM . . . . Notice to Airmen RVR . . . . . . . Runway visual range NOWGT . . . .

No weight. The weight class or wake RVSM . . . . . . Reduced Vertical Separation Minimum category has not been determined RVV . . . . . . . Runway visibility value NRP . . . . . . . North American Route Program NRR . . . . . . . Nonrestrictive Route RwyCC . . . . . Runway Condition Codes NRS . . . . . . . Navigation Reference System RwyCR . . . . . Runway Condition Report NTZ . . . . . . . No transgression zone SAA . . . . . . . Special Activity Airspace NWS . . . . . . . National Weather Service SAR . . . . . . . Search and rescue NWSOP . . . . National Winter Storm Operations Plan SATCOM . . . Satellite Communication ODALS . . . . Omnidirectional Approach Lighting SDP . . . . . . . Surveillance Data Processing System SELCAL . . . . Selective Calling System ODP . . . . . . . Obstacle Departure Procedure SFA . . . . . . . . Single frequency approach SFO . . . . . . . Simulated flameout OID . . . . . . . Operator Interface Device SID . . . . . . . . Standard Instrument Departure OS . . . . . . . . Operations Supervisor SIGMET . . . . Significant meteorological information OTR . . . . . . . Oceanic transition route SPA . . . . . . . . Special Posting Area PAPI . . . . . . . Precision Approach Path Indicators SPECI . . . . . . Nonroutine (Special) Aviation Weather PAR . . . . . . . Precision approach radar Report PAR . . . . . . . Preferred arrival route STAR . . . . . . Standard terminal arrival PBCT . . . . . . Proposed boundary crossing time STARS . . . . . Standard Terminal Automation P/CG . . . . . . . Pilot/Controller Glossary Replacement System PDAR . . . . . . Preferential departure arrival route STMC . . . . . . Supervisory Traffic Management Coordinator PDC . . . . . . . Pre − Departure Clearance STMCIC . . . . Supervisory Traffic Management PDR . . . . . . . Preferential departure route Coordinator − in − charge PPI . . . . . . . . Plan position indicator STOL . . . . . . Short takeoff and landing PTP . . . . . . . . Point − to − point SURPIC . . . . Surface Picture PVD . . . . . . . Plan view display SVFR . . . . . . Special Visual Flight Rules RA . . . . . . . . Radar Associate TAA . . . . . . . Terminal arrival area RAIL . . . . . . Runway alignment indicator lights TAS . . . . . . . Terminal Automation Systems RAPCON . . . Radar Approach Control facility (USAF, TACAN . . . . TACAN UHF navigational aid USN and USMC) (omnidirectional course and distance RATCF . . . . . Radar Air Traffic Control Facility (USN information) and USMC) TAWS . . . . . . Terrain Awareness Warning System RBS . . . . . . . Radar bomb scoring TCAS . . . . . . Traffic Alert and Collision Avoidance RCC . . . . . . . Rescue Coordination Center System RCLS . . . . . . Runway Centerline System RCR . . . . . . . Runway condition reading Terms of Reference 1 − 2 − 6 JO 7110.65Y 8/15/19 Abbreviation Meaning TCDD . . . . . . Tower cab digital display TDLS . . . . . . Terminal Data Link System TDW . . . . . . Tower display workstation TDWR . . . . . Terminal Doppler Weather Radar TDZL . . . . . . Touchdown Zone Light System TF . . . . . . . . . Track − to − Fix TFMS . . . . . . Traffic Flow Management System TMC . . . . . . . Traffic Management Coordinator TMU . . . . . . . Traffic Management Unit TRACON . . . Terminal Radar Approach Control TRSA . . . . . . Terminal radar service area UFO . . . . . . . Unidentified flying object UHF . . . . . . . Ultra high frequency USA . . . . . . . United States Army USAF . . . . . . United States Air Force USN . . . . . . . United States Navy UTC . . . . . . . Coordinated universal time UTM . . . . . . . Unsuccessful transmission message UUA . . . . . . . Urgent pilot weather report VCI . . . . . . . . Voice Communication Indicator VFR . . . . . . . Visual flight rules VHF . . . . . . . Very high frequency VMC . . . . . . Visual meteorological conditions VNAV . . . . . . Vertical Navigation VOR . . . . . . . VHF navigational aid (omnidirectional course information) VOR/DME . . Collocated VOR and DME navigational aids (VHF course and UHF distance information) VORTAC . . . Collocated VOR and TACAN navigation aids (VHF and UHF course and UHF distance information) VR . . . . . . . . VFR military training route VSCS . . . . . . Voice Switching and Control System WAAS . . . . . Wide Area Augmentation System WARP . . . . . Weather and Radar Processing WATRS . . . . . West Atlantic Route System WRA . . . . . . Weather Reconnaissance Area WSO . . . . . . Weather Service Office WSP . . . . . . . Weather System Processor WST . . . . . . . Convective SIGMET Terms of Reference 1 − 2 − 7

JO 7110.65Y 8/15/19

Chapter 2. General Control

Section 1. General

2 − 1 − 1. ATC SERVICE 2. Other procedures/minima are prescribed in a letter of agreement, FAA directive, or a military a. The primary purpose of the ATC system is to document, or: prevent a collision involving aircraft operating in the NOTE − system.

These procedures may include altitude reservations, air refueling, fighter interceptor operations, law enforce- b. In addition to its primary purpose, the ATC ment, etc.

system also: REFERENCE − FAA Order JO 7110.65, Para 1 − 1 − 10, Procedural Letters of Agreement 1. Provides a safe, orderly, and expeditious flow (LOA).

of air traffic.

3. A deviation is necessary to assist an aircraft 2. Supports National Security and Homeland when an emergency has been declared.

Defense missions.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 6, Safety Alert.

c. The ATC system must provide certain addition- FAA Order JO 7110.65, Chapter 10, Emergencies.

al services to the extent permitted. The provision of FAA Order JO 7110.65, Para 5 − 1 − 8, Merging Target Procedures.

additional services is not optional on the part of the e. Air Traffic Control services are not provided for controller, but rather required when the work model aircraft operating in the NAS or to any UAS situation permits. It is recognized that the provision operating in the NAS at or below 400ft AGL.

of these services may be precluded by various factors, NOTE − including, but not limited to: 1. This does not prohibit ATC from providing services to civil and public UAS.

1. Volume of traffic.

2. The provisions of this paragraph apply to model aircraft 2. Frequency congestion.

operating at any altitude. For all other UAS, this paragraph applies only to those UAS operating entirely at 3. Quality of surveillance.

or below 400ft AGL.

4. Controller workload.

REFERENCE − P/CG Term − Model Aircraft.

5. Higher priority duties.

2 − 1 − 2. DUTY PRIORITY 6. The physical inability to scan and detect situations falling in this category.

a. Give first priority to separating aircraft and issuing safety alerts as required in this order. Good d. Controllers must provide air traffic control judgment must be used in prioritizing all other service in accordance with the procedures and provisions of this order based on the requirements of minima in this order, except when one or more of the the situation at hand.

following conditions exists: REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 6, Safety Alert.

1. A deviation is necessary to conform with NOTE − ICAO Documents, National Rules of the Air, or Because there are many variables involved, it is virtually special agreements where the U.S. provides air traffic impossible to develop a standard list of duty priorities that control service in airspace outside the U.S. and its would apply uniformly to every conceivable situation.

possessions or: Each set of circumstances must be evaluated on its own NOTE − merit, and when more than one action is required, Pilots are required to abide by CFRs or other applicable controllers must exercise their best judgment based on the regulations regardless of the application of any procedure facts and circumstances known to them. That action which or minima in this order. is most critical from a safety standpoint is performed first.

General 2 − 1 − 1 JO 7110.65Y 8/15/19 does not preclude the requirement for the pilot of an b. Provide support to national security and arriving IFR aircraft to adjust his/her flight path, as homeland defense activities to include, but not be necessary, to enter a traffic pattern in sequence with limited to, reporting of suspicious and/or unusual arriving VFR aircraft.

aircraft/pilot activities.

a. An aircraft in distress has the right of way over REFERENCE − FAA Order JO 7610.4 Special Operations.

all other air traffic.

c. Provide and/or solicit weather information in REFERENCE − 14 CFR Section 91.113(c).

accordance with procedures and requirements outlined in this order.

b. Provide priority handling to civilian air ambulance flights (call sign “MEDEVAC”). Use of NOTE − the MEDEVAC call sign indicates that operational Controllers are responsible to become familiar with and stay aware of current weather information needed to priority is requested. When verbally requested, perform ATC duties.

provide priority handling to AIR EVAC, HOSP, and scheduled air carrier/air taxi flights. Assist the pilots d. Provide additional services to the extent of MEDEVAC, AIR EVAC, and HOSP aircraft to possible, contingent only upon higher priority duties avoid areas of significant weather and turbulent and other factors including limitations of radar, conditions. When requested by a pilot, provide volume of traffic, frequency congestion, and notifications to expedite ground handling of patients, workload.

vital organs, or urgently needed medical materials.

NOTE − 2 − 1 − 3. PROCEDURAL PREFERENCE Good judgment must be used in each situation to facilitate a. Use automation procedures in preference to the most expeditious movement of a MEDEVAC aircraft.

nonautomation procedures when workload, commu- c. Provide priority handling and expedite the nications, and equipment capabilities permit.

movement of presidential aircraft and entourage and any rescue support aircraft as well as related control b. Use radar separation in preference to nonradar messages when traffic conditions and communica- separation when it will be to an operational advantage tions facilities permit.

and workload, communications, and equipment permit.

NOTE − As used herein the terms presidential aircraft and c. Use nonradar separation in preference to radar entourage include aircraft and entourage of the President, separation when the situation dictates that an Vice President, or other public figures when designated by operational advantage will be gained.

the White House.

NOTE − REFERENCE − One situation may be where vertical separation would FAA Order JO 7110.65, Para 2 − 4 − 20, Aircraft Identification.

FAA Order JO 7110.65, Para 4 − 3 − 2, Departure Clearances.

preclude excessive vectoring.

FAA Order JO 7210.3, Para 5 − 1 − 1, Advance Coordination.

d. Provide priority handling and maximum 2 − 1 − 4. OPERATIONAL PRIORITY assistance to SAR aircraft performing a SAR It is recognized that traffic flow may affect the mission.

controller’s ability to provide priority handling.

REFERENCE − However, without compromising safety, good FAA Order JO 7110.65, Para 10 − 1 − 3, Providing Assistance.

judgment must be used in each situation to facilitate e. Provide priority handling and maximum the most expeditious movement of priority aircraft.

assistance to expedite the movement of interceptor Provide air traffic control service to aircraft on a “first aircraft on active air defense missions until the come, first served” basis as circumstances permit, unknown aircraft is identified.

except the following: f. Provide priority handling to NIGHT WATCH NOTE − aircraft when NAOC (pronounced NA − YOCK) is It is solely the pilot’s prerogative to cancel an IFR flight indicated in the remarks section of the flight plan or plan. However, a pilot’s retention of an IFR flight plan does in air/ground communications.

not afford priority over VFR aircraft. For example, this General 2 − 1 − 2 JO 7110.65Y 8/15/19 NOTE − NOTE − The term “NAOC” will not be a part of the call sign but may An Open Skies Treaty (F and D) aircraft has priority over be used when the aircraft is airborne to indicate a request all “regular” air traffic. “Regular” is defined as all for special handling. aircraft traffic other than: 1. Emergencies REFERENCE − 2. Aircraft directly involved in presidential movement.

FAA Order JO 7610.4, Para 12 − 1 − 1, Applications.

3. Forces or activities in actual combat.

g. Provide priority handling to any civil or military 4. MEDEVAC, and active SAR missions.

aircraft using the code name “FLYNET.” 5. AIR EVAC and HOSP aircraft that have requested priority handling.

REFERENCE − FAA Order JO 7110.65, Para 9 − 2 − 6, FLYNET.

REFERENCE − FAA Order JO 7610.4, Para 12 − 4 − 1, “FLYNET” Flights, Nuclear FAA Order JO 7110.65, Para 9 − 2 − 23, Open Skies Treaty Aircraft.

Emergency Teams.

FAA Order JO 7210.3, Para 5 − 3 − 7, Open Skies Treaty Aircraft Priority Flight (F and D). Treaty on Open Skies, Treaty Document, 102 − 37.

h. Provide priority handling to aircraft using the m. Provide priority handling, as required to code name “Garden Plot” only when CARF notifies expedite Flight Check aircraft.

you that such priority is authorized. Refer any questions regarding flight procedures to CARF for NOTE − resolution.

It is recognized that unexpected wind conditions, weather, or heavy traffic flows may affect controller’s ability to NOTE − provide priority or special handling at the specific time Garden Plot flights require priority movement and are requested.

coordinated by the military with CARF. State authority will contact the Regional Administrator to arrange for priority REFERENCE − of National Guard troop movements within a particular FAA Order JO 7110.65, Para 9 − 1 − 3, Flight Check Aircraft.

state.

n. IFR aircraft must have priority over SVFR i. Provide priority handling to USAF aircraft aircraft.

engaged in aerial sampling missions using the code REFERENCE − name “SAMP.” FAA Order JO 7110.65, Chapter 7, Section 5, Special VFR (SVFR).

REFERENCE − o. Aircraft operating under the North American FAA Order JO 7110.65, Para 9 − 2 − 18, SAMP.

Route Program (NRP) and in airspace identified in FAA Order JO 7210.3, Para 5 − 3 − 4, Atmosphere Sampling For Nuclear Contamination. the High Altitude Redesign (HAR) program, are not FAA Order JO 7610.4, Para 12 − 4 − 3, Atmospheric Sampling For subject to route limiting restrictions (e.g., published Nuclear Contamination.

preferred IFR routes, letter of agreement require- j. Provide priority handling to Special Air Mission ments, standard operating procedures).

aircraft when SCOOT is indicated in the remarks REFERENCE − section of the flight plan or used in air/ground FAA Order JO 7110.65, Para 2 − 3 − 2, En Route Data Entries.

communications. FAA Order JO 7110.65, Para 2 − 2 − 15, North American Route Program (NRP) Information.

FAA Order JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments.

NOTE − FAA Order JO 7210.3, Chapter 18, Section 17, North American Route The term “SCOOT” will not be part of the call sign but may Program.

be used when the aircraft is airborne to indicate a request for special handling.

p. If able, provide priority handling to diverted flights. Priority handling may be requested via use of REFERENCE − FAA Order JO 7610.4, Para 12 − 6 − 1, Applications.

“DVRSN” in the remarks section of the flight plan or by the flight being placed on the Diversion Recovery k. When requested, provide priority handling to Tool (DRT).

TEAL and NOAA mission aircraft.

REFERENCE − REFERENCE − FAA Order JO 7210.3, Para 18 − 4 − 5, Diversion Recovery.

FAA Order JO 7110.65, Para 9 − 2 − 20, Weather Reconnaissance Flights.

q. If able, provide priority handling to FALLEN l. Provide priority handling to expedite the HERO flights when “FALLEN HERO” is indicated movement of OPEN SKIES Treaty observation and in the remarks section of the flight plan or requested demonstration (F and D) flights. in air/ground communications.

General 2 − 1 − 3 JO 7110.65Y 8/15/19 2 − 1 − 5. EXPEDITIOUS COMPLIANCE it in unsafe proximity to terrain and/or obstructions.

Issue the alert as follows: a. Use the word “immediately” only when PHRASEOLOGY − expeditious compliance is required to avoid an LOW ALTITUDE ALERT (call sign), imminent situation.

CHECK YOUR ALTITUDE IMMEDIATELY.

b. Use the word “expedite” only when prompt compliance is required to avoid the development of and, if the aircraft is not yet on final approach, an imminent situation. If an “expedite” climb or descent clearance is issued by ATC, and subsequently THE (as appropriate) MEA/MVA/MOCA/MIA IN YOUR the altitude to maintain is changed or restated without AREA IS (altitude), an expedite instruction, the expedite instruction is REFERENCE − canceled.

P/CG Term − Final Approach − IFR b. Aircraft Conflict/Mode C Intruder Alert.

c. In either case, if time permits, include the reason Immediately issue/initiate an alert to an aircraft if you for this action.

are aware of another aircraft at an altitude that you believe places them in unsafe proximity. If feasible, 2 − 1 − 6. SAFETY ALERT offer the pilot an alternate course of action. When an alternate course of action is given, end the Issue a safety alert to an aircraft if you are aware the transmission with the word “immediately.” aircraft is in a position/altitude that, in your judgment, PHRASEOLOGY − places it in unsafe proximity to terrain, obstructions, TRAFFIC ALERT (call sign) (position of aircraft) ADVISE or other aircraft. Once the pilot informs you action is YOU TURN LEFT/RIGHT (heading), being taken to resolve the situation, you may discontinue the issuance of further alerts. Do not and/or assume that because someone else has responsibility for the aircraft that the unsafe situation has been CLIMB/DESCEND (specific altitude if appropriate) observed and the safety alert issued; inform the IMMEDIATELY.

appropriate controller.

EXAMPLE − “Traffic Alert, Cessna Three Four Juliet, 12’o clock, 1 mile NOTE − advise you turn left immediately.” 1. The issuance of a safety alert is a first priority (see or Para 2 − 1 − 2, Duty Priority) once the controller observes “Traffic Alert, Cessna Three-Four Juliet, 12’o clock, 1 and recognizes a situation of unsafe aircraft proximity to mile advise you turn left and climb immediately.” terrain, obstacles, or other aircraft. Conditions, such as workload, traffic volume, the quality/limitations of the REFERENCE − FAA Order JO 7110.65, Para 5 − 14 − 1, Conflict Alert (CA) and Mode C radar system, and the available lead time to react are Intruder (MCI) Alert.

factors in determining whether it is reasonable for the FAA Order JO 7110.65, Para 5 − 14 − 2, En Route Minimum Safe controller to observe and recognize such situations. While Altitude Warning (E − MSAW).

a controller cannot see immediately the development of FAA Order JO 7110.65, Para 5 − 15 − 6, CA/MCI.

FAA Order JO 7110.65, Para 5 − 2 − 24, Altitude Filters.

every situation where a safety alert must be issued, the FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories controller must remain vigilant for such situations and issue a safety alert when the situation is recognized.

2 − 1 − 7. INFLIGHT EQUIPMENT 2. Recognition of situations of unsafe proximity may result MALFUNCTIONS from MSAW/E − MSAW, automatic altitude readouts, a. When a pilot reports an inflight equipment Conflict/Mode C Intruder Alert, observations on a PAR malfunction, determine the nature and extent of any scope, or pilot reports.

special handling desired.

3. Once the alert is issued, it is solely the pilot’s NOTE − prerogative to determine what course of action, if any, will Inflight equipment malfunctions include partial or be taken.

complete failure of equipment, which may affect either a. Terrain/Obstruction Alert. Immediately issue/ safety, separation standards, and/or the ability of the flight initiate an alert to an aircraft if you are aware the to proceed under IFR, or in Reduced Vertical Separation aircraft is at an altitude that, in your judgment, places Minimum (RVSM) airspace, in the ATC system. Control- General 2 − 1 − 4 JO 7110.65Y 8/15/19 FAA Order JO 7210.3, Para 3 − 1 − 2, Periodic Maintenance.

lers may expect reports from pilots regarding VOR, USN, See OPNAVINST 3721.30.

TACAN, ADF, GPS, RVSM capability, or low frequency navigation receivers, impairment of air − ground commu- nications capability, or other equipment deemed 2 − 1 − 10. NAVAID MALFUNCTIONS appropriate by the pilot (e.g., airborne weather radar).

Pilots should communicate the nature and extent of any a. When an aircraft reports a ground − based assistance desired from ATC.

NAVAID malfunction, take the following actions: b. Provide the maximum assistance possible 1. Request a report from a second aircraft.

consistent with equipment, workload, and any special 2. If the second aircraft reports normal handling requested.

operations, continue use and inform the first aircraft.

c. Relay to other controllers or facilities who will Record the incident on FAA Form 7230 − 4 or subsequently handle the aircraft, all pertinent details appropriate military form.

concerning the aircraft and any special handling 3. If the second aircraft confirms the malfunc- required or being provided.

tion or in the absence of a second aircraft report, activate the standby equipment or request the monitor 2 − 1 − 8. MINIMUM FUEL facility to activate.

If an aircraft declares a state of “minimum fuel,” 4. If normal operation is reported after the inform any facility to whom control jurisdiction is standby equipment is activated, continue use, record transferred of the minimum fuel problem and be alert the incident on FAA Form 7230 − 4 or appropriate for any occurrence which might delay the aircraft military form, and notify technical operations en route.

personnel (the Systems Engineer of the ARTCC when an en route aid is involved).

NOTE − Use of the term “minimum fuel” indicates recognition by 5. If continued malfunction is reported after the a pilot that his/her fuel supply has reached a state where, standby equipment is activated or the standby upon reaching destination, he/she cannot accept any undue equipment cannot be activated, inform technical delay. This is not an emergency situation but merely an operations personnel and request advice on whether advisory that indicates an emergency situation is possible or not the aid should be shut down. In the absence of should any undue delay occur. A minimum fuel advisory a second aircraft report, advise the technical does not imply a need for traffic priority. Common sense and good judgment will determine the extent of assistance operations personnel of the time of the initial aircraft to be given in minimum fuel situations. If, at any time, the report and the estimated time a second aircraft report remaining usable fuel supply suggests the need for traffic could be obtained.

priority to ensure a safe landing, the pilot should declare b. When an aircraft reports a GPS or WAAS an emergency and report fuel remaining in minutes.

anomaly, request the following information and/or take the following actions: 2 − 1 − 9. REPORTING ESSENTIAL FLIGHT INFORMATION 1. Record the following minimum information: Report as soon as possible to the appropriate FSS, (a) Aircraft make, model, and call sign.

airport manager’s office, ARTCC, approach control (b) Location or position, and altitude at the facility, operations office, or military operations time where GPS or WAAS anomaly was observed.

office any information concerning components of the NAS or any flight conditions which may have an (c) Date/time of occurrence.

adverse effect on air safety.

2. Request a report from a second aircraft.

NOTE − 3. Record the incident on FAA Form 7230 − 4 or FSSs are responsible for classifying and disseminating Notices to Airmen.

appropriate military form.

REFERENCE − 4. Inform other aircraft of the anomaly as FAA Order JO 7110.65, Para 3 − 3 − 3, Timely Information.

specified in paragraph 4 − 8 − 1j or k, as applicable.

FAA Order JO 7110.65, Para 5 − 1 − 6, Service Limitations.

General 2 − 1 − 5 JO 7110.65Y 8/15/19 PHRASEOLOGY − EXAMPLE − ATTENTION ALL AIRCRAFT, GPS REPORTED 1. An Air Force facility providing service for an Air Force UNRELIABLE (OR WAAS UNAVAILABLE) IN base would apply USAF procedures to all traffic regardless VICINITY/AREA (position).

of class.

EXAMPLE − 2. A Navy facility providing service for a Naval Air Station “Attention all aircraft, GPS reported unreliable (or WAAS would apply USN procedures to all traffic regardless of unavailable) in the area 30 miles south of Waco VOR.” class.

c. When a pilot reports a WAAS anomaly, b. ATC facilities, regardless of their parent determine from the pilot what indications he or she organization (FAA, USAF, USN, USA), supporting observes and record the information in accordance a designated military airport exclusively. This with sub-paragraph b above. designation determines which military procedures are to be applied.

EXAMPLE − 2 − 1 − 11. USE OF MARSA 1. An FAA facility supports a USAF base exclusively; a. MARSA may only be applied to military USAF procedures are applied to all traffic at that base.

operations specified in a letter of agreement or other 2. An FAA facility provides approach control service for a appropriate FAA or military document.

Naval Air Station as well as supporting a civil airport; basic FAA procedures are applied at both locations by the NOTE − Application of MARSA is a military command prerogative. FAA facility.

It will not be invoked indiscriminately by individual units 3. A USAF facility supports a USAF base and provides or pilots. It will be used only for IFR operations requiring approach control service to a satellite civilian airport; its use. Commands authorizing MARSA will ensure that its USAF procedures are applied at both locations by the implementation and terms of use are documented and USAF facility.

coordinated with the control agency having jurisdiction REFERENCE − over the area in which the operations are conducted. Terms FAA Order JO 7110.65, Para 1 − 2 − 5, Annotations.

of use will assign responsibility and provide for separation c. Other ATC facilities when specified in a letter of among participating aircraft.

agreement.

b. ATC facilities do not invoke or deny MARSA.

EXAMPLE − Their sole responsibility concerning the use of A USAF unit is using a civil airport supported by an FAA MARSA is to provide separation between military facility − USAF procedures will be applied as specified in aircraft engaged in MARSA operations and other a letter of agreement between the unit and the FAA facility nonparticipating IFR aircraft.

to the aircraft of the USAF unit. Basic FAA procedures will be applied to all other aircraft.

c. DOD must ensure that military pilots requesting special use airspace/ATCAAs have coordinated with 2 − 1 − 13. FORMATION FLIGHTS the scheduling agency, have obtained approval for entry, and are familiar with the appropriate MARSA Control formation flights as a single aircraft.

procedures. ATC is not responsible for determining Separation responsibility between aircraft within the which military aircraft are authorized to enter special formation rests with the flight leader and the pilots of use airspace/ATCAAs.

the other aircraft in the flight. This includes transition REFERENCE − periods when aircraft within the formation are FAA Order JO 7110.65, Para 9 − 2 − 14, Military Aerial Refueling.

maneuvering to attain separation from each other to effect individual control during join − up and 2 − 1 − 12. MILITARY PROCEDURES breakaway.

REFERENCE − Military procedures in the form of additions, P/CG Term – Formation Flight modifications, and exceptions to the basic FAA FAA Order JO 7610.4, Chapter 12, Section 11. Formation Flight ICAO Annex 2, 3.1.8 Formation Flights procedure are prescribed herein when a common procedure has not been attained or to fulfill a specific a. Support formation flight join − up for two requirement. They must be applied by: aircraft when all of the following occur: a. ATC facilities operated by that military service. 1. Requested by any participating pilot.

General 2 − 1 − 6 JO 7110.65Y 8/15/19 zero.

2. All participating pilots concur.

3. Either of the participating pilots reports the “Center, BAMA21. BAMA23 is requesting to RTB.” other/s in sight.

“BAMA21 have BAMA23 squawk 5544, descend and maintain flight level one − niner − zero and change to my EXAMPLE − frequency.” “ROOK01 has EAGLE03 in sight, request formation join − up with EAGLE03 at flight level two zero zero.

“Center, BAMA21. BAMA23 is requesting to RTB.” EAGLE03 will be the lead.” “BAMA23 squawk 5544. BAMA23 Radar contact (position if required). Cleared to SSC via direct. Descend “EAGLE03 verify requesting flight join − up with and maintain flight level one − niner − zero.” ROOK01.” REFERENCE − FAA Order JO 7110.65, Paragraph 5 − 5 − 8, Additional Separation for If affirmative: Formation Flights.

P/CG Term − Formation Flight.

“ROOK01 climb and maintain flight level two zero zero.

e. Military and civil formation flights in RVSM Report (advise) when formation join − up is complete.” airspace.

b. If multiple single aircraft request to join − up, 1. Utilize RVSM separation standards for a multiple formations are joining as one, or aircraft are formation flight, which consists of all RVSM joining an established formation, obtain confirmation approved aircraft.

of required items listed in subparagraph 2 − 1 − 13a, from the lead aircraft.

2. Utilize non − RVSM separation standards for REFERENCE − a formation flight above FL 290, which does not P/CG Term − Formation Flight consist of all RVSM approved aircraft.

c. After join − up, aircraft beacon code assignment 3. If aircraft are requesting to form a formation will be determined by formation type.

flight to FL 290 or above, the controller who issues 1. For a standard formation only the aircraft the clearance creating the formation flight is responsible for ensuring that the proper equipment acting as the lead will squawk an ATC assigned suffix is entered for the lead aircraft.

beacon code. Ensure all other aircraft squawk standby.

4. If the flight departs as a formation, and is requesting FL 290 or above, the first center sector 2. For a nonstandard formation, each aircraft must ensure that the proper equipment suffix is should squawk an ATC assigned beacon code.

entered.

Controller discretion allows aircraft in a nonstandard formation to squawk standby if operationally 5. If the formation flight is below FL 290 and advantageous.

later requests FL 290 or above, the controller REFERENCE − receiving the RVSM altitude request must ensure the FAA Order JO 7610.4, Paragraph 12 − 11 − 6, Nonstandard Formation proper equipment suffix is entered.

Tactics, subparagraph b3.

6. Upon break − up of the formation flight, the EXAMPLE − “N123JP squawk standby.” controller initiating the break − up must ensure that all aircraft or flights are assigned their proper equipment Or suffix.

“N123SP have N123JP squawk standby.” 2 − 1 − 14. COORDINATE USE OF AIRSPACE d. When formation break − up is requested, issue a. Ensure that the necessary coordination has been control instructions and/or clearances which will accomplished before you allow an aircraft under your result in approved separation through the lead or control to enter another controller’s area of directly to the requesting aircraft in the formation.

jurisdiction.

EXAMPLE − b. Before you issue a control instruction directly to “N5871S requesting flight break − up with N731K. N731K a pilot that will change the aircraft’s heading, route, is changing destination to PHL.” speed, or altitude, you must ensure that coordination “N731K squawk 5432, turn right, fly heading zero − seven − General 2 − 1 − 7 JO 7110.65Y 8/15/19 has been completed with all controllers whose area of issuing a clearance which would require flight within jurisdiction is affected by those instructions unless a surface area for which the tower has responsibility otherwise specified by a letter of agreement or facility unless otherwise specified in a letter of agreement.

directive. If your control instruction will be relayed to REFERENCE − FAA Order JO 7210.3, Para 4 − 3 − 1, Letters of Agreement.

the pilot through a source other than another radar 14 CFR Section 91.127, Operating on or in the Vicinity of an Airport controller (FSS, ARINC, another pilot, etc.), you are in Class E Airspace.

still responsible to ensure that all required coordina- P/CG Term − Surface Area.

tion is completed.

b. Coordinate with the appropriate control tower NOTE − for transit authorization when you are providing radar 1. It is good operating practice for controllers to confirm traffic advisory service to an aircraft that will enter that required coordination has been/will be effected, another facility’s airspace.

especially in unusual circumstances, such as recently NOTE − modified sector configurations, airspace changes, route The pilot is not expected to obtain his/her own changes, etc.

authorization through each area when in contact with a 2. Ensuring that all required coordination has been radar facility.

completed does not necessarily imply that the controller c. Transfer communications to the appropriate issuing the control instruction directly to the pilot has to facility, if required, prior to operation within a surface perform the coordination action.

area for which the tower has responsibility.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 15, Control Transfer.

REFERENCE − FAA Order JO 7110.65, Para 5 − 5 − 10, Adjacent Airspace. FAA Order JO 7110.65, Para 2 − 1 − 17, Radio Communications FAA Order JO 7110.65, Para5 − 4 − 5 , Transferring Controller Handoff. Transfer.

FAA Order JO 7110.65, Para 5 − 4 − 6, Receiving Controller Handoff.

FAA Order JO 7110.65, Para 3 − 1 − 11, Surface Area Restrictions.

FAA Order JO 7110.65, Para 7 − 6 − 1, Application.

14 CFR Section 91.129, Operations in Class D Airspace.

2 − 1 − 15. CONTROL TRANSFER 2 − 1 − 17. RADIO COMMUNICATIONS a. Transfer control of an aircraft in accordance with the following conditions: a. Transfer radio communications before an aircraft enters the receiving controller’s area of 1. At a prescribed or coordinated location, time, jurisdiction unless otherwise coordinated or specified fix, or altitude; or, by a letter of agreement or a facility directive.

2. At the time a radar handoff and frequency b. Transfer radio communications by specifying change to the receiving controller have been the following: completed and when authorized by a facility directive NOTE − or letter of agreement which specifies the type and Radio communications transfer procedures may be extent of control that is transferred.

specified by a letter of agreement or contained in the route REFERENCE − description of an MTR as published in the DOD Planning FAA Order JO 7110.65, Para 2 − 1 − 14, Coordinate Use of Airspace.

AP/1B (AP/3).

FAA Order JO 7110.65, Para 5 − 4 − 5, Transferring Controller Handoff.

FAA Order JO 7110.65, Para 5 − 4 − 6, Receiving Controller Handoff.

1. The facility name or location name and b. Transfer control of an aircraft only after terminal function to be contacted. TERMINAL : Omit eliminating any potential conflict with other aircraft the location name when transferring communications for which you have separation responsibility.

to another controller within your facility, or, when the tower and TRACON share the same name (for c. Assume control of an aircraft only after it is in example, Phoenix Tower and Phoenix TRACON).

your area of jurisdiction unless specifically coordin- ated or as specified by letter of agreement or a facility EXCEPTION. Controllers must include the name of directive.

the facility when instructing an aircraft to change frequency for final approach guidance.

2 − 1 − 16. SURFACE AREAS 2. Frequency to use except the following may be omitted: a. Coordinate with the appropriate nonapproach control tower on an individual aircraft basis before (a) FSS frequency.

General 2 − 1 − 8 JO 7110.65Y 8/15/19 (b) Departure frequency if previously given communication indicator to reflect the current status or published on a SID chart for the procedure issued. of voice communications.

e. In situations where an operational advantage (c) TERMINAL: will be gained, and following coordination with the receiving controller, you may instruct aircraft on the (1) Ground or local control frequency if in ground to monitor the receiving controller’s your opinion the pilot knows which frequency is in frequency.

use.

(2) The numbers preceding the decimal EXAMPLE − point if the ground control frequency is in the “Monitor Tower.” 121 MHz bandwidth.

“Monitor Ground.” “Monitor Ground Point Seven.” EXAMPLE − “Monitor Ground, One Two Zero Point Eight.” “Contact Tower.” “Contact Ground.” f. In situations where a sector has multiple “Contact Ground Point Seven.” frequencies or when sectors are combined using “Contact Ground, One Two Zero Point Eight.” multiple frequencies and the aircraft will remain “Contact Huntington Radio.” under your jurisdiction, transfer radio communica- “Contact Departure.” tion by specifying the following: “Contact Los Angeles Center, One Two Three Point Four.” PHRASEOLOGY − 3. Time, fix, altitude, or specifically when to (Identification) CHANGE TO MY FREQUENCY (state contact a facility. You may omit this when frequency).

compliance is expected upon receipt.

EXAMPLE − “United two twenty-two change to my frequency one two NOTE − three point four.” AIM, Paragraph 5 − 3 − 1, ARTCC Communications, REFERENCE − informs pilots that they are expected to maintain a listening AIM, Para 4 − 2 − 3, Contact Procedures.

watch on the transferring controller’s frequency until the time, fix, or altitude specified.

g. Avoid issuing a frequency change to helicopters known to be single-piloted during air-taxiing, PHRASEOLOGY − hovering, or low-level flight. Whenever possible, CONTACT (facility name or location name and terminal relay necessary control instructions until the pilot is function), (frequency).

able to change frequency.

If required, NOTE − Most light helicopters are flown by one pilot and require AT (time, fix, or altitude).

the constant use of both hands and feet to maintain control.

Although Flight Control Friction Devices assist the pilot, c. Controllers must, within a reasonable amount of changing frequency near the ground could result in time, take appropriate action to establish/restore inadvertent ground contact and consequent loss of control.

communications with all aircraft for which a Pilots are expected to advise ATC of their single-pilot communications transfer or initial contact to his/her status if unable to comply with a frequency change.

sector is expected/required.

REFERENCE − AIM, Para 4 − 3 − 14, Communications.

NOTE − For the purposes of this paragraph, a reasonable amount h. In situations where the controller does not want of time is considered to be 5 minutes from the time the the pilot to change frequency but the pilot is expecting aircraft enters the controller’s area of jurisdiction or comes or may want a frequency change, use the following within range of radio/communications coverage. Commu- phraseology.

nications include two − way VHF or UHF radio contact, data link, or high frequency (HF) radio through an PHRASEOLOGY − approved third − party provider such as ARINC.

REMAIN THIS FREQUENCY.

REFERENCE − d. ERAM facilities, beginning with initial audio FAA Order JO 7110.65, Para 4 − 7 − 1, Clearance Information.

contact with an aircraft, must utilize the voice FAA Order JO 7110.65, Para 5 − 12 − 9, Communication Transfer.

General 2 − 1 − 9 JO 7110.65Y 8/15/19 NOTE − 2 − 1 − 18. OPERATIONAL REQUESTS Para 5 − 5 − 4, Minima, subparagraphs g and h specify the required radar wake turbulence separations. Time-based Respond to a request from another controller, a pilot separations are contained in Para 3 − 9 − 6, Same Runway or vehicle operator by one of the following verbal Separation, Para 3 − 9 − 7, Wake Turbulence Separation for means: Intersection Departures, Para 3 − 9 − 8, Intersecting Runway Separation, Para 3 − 9 − 9, Nonintersecting Converging Runway Operations, Para 3 − 10 − 3, Same Runway a. Restate the request in complete or abbreviated Separation, Para 3 − 10 − 4, Intersecting Runway Separa- terms followed by the word “APPROVED.” The tion, Para 6 − 1 − 4, Adjacent Airport Operation, Para phraseology “APPROVED AS REQUESTED” may 6 − 1 − 5, Arrival Minima, and Para 6 − 7 − 5, Interval Minima.

be substituted in lieu of a lengthy readback.

b. The separation minima must continue to PHRASEOLOGY − touchdown for all IFR aircraft not making a visual (Requested operation) APPROVED. approach or maintaining visual separation.

REFERENCE − or FAA Order JO 7110.65, Para 5 − 9 − 5, Approach Separation Responsibility.

APPROVED AS REQUESTED.

2 − 1 − 20. WAKE TURBULENCE b. State restrictions followed by the word CAUTIONARY ADVISORIES “APPROVED.” a. Issue wake turbulence cautionary advisories including the position, altitude if known, and PHRASEOLOGY − (Restriction and/or additional instructions, requested direction of flight to aircraft operating behind an operation) APPROVED.

aircraft that requires wake turbulence separation when: c. State the word “UNABLE” and, time permit- REFERENCE − ting, a reason.

AC 90 − 23, Aircraft Wake Turbulence, Pilot Responsibility, Para 11 FAA Order JO 7110.65, Para 5 − 5 − 4, Minima, subpara g PHRASEOLOGY − 1. TERMINAL. VFR aircraft not being radar UNABLE (requested operation).

vectored are behind the larger aircraft.

and when necessary, 2. IFR aircraft accept a visual approach or visual separation.

(reason and/or additional instructions.)

REFERENCE − FAA Order JO 7110.65, Para 7 − 4 − 1, Visual Approach.

d. State the words “STAND BY.” 3. TERMINAL. VFR arriving aircraft that have previously been radar vectored and the vectoring has NOTE − been discontinued.

“STAND BY” is not an approval or denial. The controller acknowledges the request and will respond at a later time.

b. Issue cautionary information to any aircraft if in your opinion, wake turbulence may have an adverse REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories. effect on it. When traffic is known to be a Super FAA Order JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments.

aircraft, include the word Super in the description.

FAA Order JO 7110.65, Para 7 − 9 − 3, Methods.

When traffic is known to be a Heavy aircraft, include the word Heavy in the description.

NOTE − Wake turbulence is generated when an aircraft produces 2 − 1 − 19. WAKE TURBULENCE lift. Because the location of wake turbulence is difficult to determine, the controller is not responsible for anticipating a. Apply wake turbulence procedures to an aircraft its existence or effect. Aircraft flying through a operating behind another aircraft when wake Super/Heavy aircraft’s flight path may have an increased turbulence separation is required.

chance of a wake encounter.

General 2 − 1 − 10 JO 7110.65Y 8/15/19 REFERENCE − AC 90 − 23, Aircraft Wake Turbulence.

(type of aircraft and altitude).

P/CG Term − Aircraft Classes.

P/CG Term − Wake Turbulence.

or PHRASEOLOGY − CAUTION WAKE TURBULENCE (traffic information).

When appropriate, REFERENCE − FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

(type of aircraft and relative position), (number of feet) FEET ABOVE/BELOW YOU.

2 − 1 − 21. TRAFFIC ADVISORIES If altitude is unknown, Unless an aircraft is operating within Class A airspace or omission is requested by the pilot, issue traffic ALTITUDE UNKNOWN.

advisories to all aircraft (IFR or VFR) on your EXAMPLE − frequency when, in your judgment, their proximity “Traffic, eleven o’clock, one zero miles, southbound, may diminish to less than the applicable separation converging, Boeing Seven Twenty Seven, one seven minima. Where no separation minima applies, such thousand.” as for VFR aircraft outside of Class B/Class C “Traffic, twelve o’clock, one five miles, opposite direction, altitude unknown.” airspace, or a TRSA, issue traffic advisories to those “Traffic, ten o’clock, one two miles, southeast bound, aircraft on your frequency when in your judgment one thousand feet below you.” their proximity warrants it. Provide this service as follows: 6. When requested by the pilot, issue radar vectors to assist in avoiding the traffic, provided the a. To radar identified aircraft: aircraft to be vectored is within your area of 1. Azimuth from aircraft in terms of the 12 − hour jurisdiction or coordination has been effected with clock, or the sector/facility in whose area the aircraft is operating.

2. When rapidly maneuvering aircraft prevent accurate issuance of traffic as in 1 above, specify the 7. If unable to provide vector service, inform the direction from an aircraft’s position in terms of the pilot.

eight cardinal compass points (N, NE, E, SE, S, SW, REFERENCE − W, and NW). This method must be terminated at the FAA Order JO 7110.65, Para 2 − 1 − 18, Operational Requests.

pilot’s request.

8. Inform the pilot of the following when traffic you have issued is not reported in sight: 3. Distance from aircraft in miles.

(a) The traffic is no factor.

4. Direction in which traffic is proceeding and/or relative movement of traffic.

(b) The traffic is no longer depicted on radar.

NOTE − PHRASEOLOGY − Relative movement includes closing, converging, parallel TRAFFIC NO FACTOR/NO LONGER OBSERVED, same direction, opposite direction, diverging, overtaking, crossing left to right, crossing right to left.

or 5. If known, type of aircraft and altitude.

(number) O’CLOCK TRAFFIC NO FACTOR/NO REFERENCE − LONGER OBSERVED, FAA Order JO 7110.65, Para 2 − 4 − 21, Description of Aircraft Types.

PHRASEOLOGY − or TRAFFIC, (number) O’CLOCK, (direction) TRAFFIC NO FACTOR/NO LONGER or when appropriate, OBSERVED.

b. To aircraft that are not radar identified: (direction) (number) MILES, (direction) − BOUND and/or (relative movement), 1. Distance and direction from fix.

2. Direction in which traffic is proceeding.

and if known, General 2 − 1 − 11 JO 7110.65Y 8/15/19 copter, 400 feet and below.” 3. If known, type of aircraft and altitude.

“Unmanned aircraft system activity, 2 miles east of 4. ETA over the fix the aircraft is approaching, Brandywine Airport, 300 feet and below.” if appropriate.

b. Issue UAS advisory information for pilot − re- PHRASEOLOGY − ported or tower − observed activity, when in your TRAFFIC, (number) MILES/MINUTES (direction) OF judgment, their proximity warrants it. If known, (airport or fix), (direction) − BOUND, include position, altitude, course, and type. Continue to issue advisories to potentially impacted aircraft for and if known, at least 15 minutes following the last report.

EXAMPLE − (type of aircraft and altitude), “U − A − S activity reported, 12 o’clock, 1 mile, altitude reported one thousand two hundred.” ESTIMATED (fix) (time), “Unmanned aircraft system activity observed, 1 mile east of Trenton Airport, altitude unknown.” or REFERENCE − TRAFFIC, NUMEROUS AIRCRAFT VICINITY FAA Order JO 7200.23A, Para. 2.C, Advisory Information.

(location).

2 − 1 − 23. BIRD ACTIVITY INFORMATION If altitude is unknown, a. Issue advisory information on pilot-reported, ALTITUDE UNKNOWN.

tower-observed, or radar-observed and pilot-verified bird activity. Include position, species or size of birds, EXAMPLE − if known, course of flight, and altitude. Do this for at “Traffic, one zero miles east of Forsythe V − O − R, Southbound, M − D Eighty, descending to one six least 15 minutes after receipt of such information thousand.” from pilots or from adjacent facilities unless visual “Traffic, reported one zero miles west of Downey V − O − R, observation or subsequent reports reveal the activity northbound, Apache, altitude unknown, estimated Joliet is no longer a factor.

V − O − R one three one five.” EXAMPLE − “Traffic, eight minutes west of Chicago Heights V − O − R, “Flock of geese, one o’clock, seven miles, northbound, last westbound, Mooney, eight thousand, estimated Joliet reported at four thousand.” V − O − R two zero three five.” “Flock of small birds, southbound along Mohawk River, “Traffic, numerous aircraft, vicinity of Delia airport.” last reported at three thousand.” c. For aircraft displaying Mode C, not radar “Numerous flocks of ducks, vicinity Lake Winnebago, identified, issue indicated altitude.

altitude unknown.” EXAMPLE − b. Relay bird activity information to adjacent “Traffic, one o’clock, six miles, eastbound, altitude facilities and to FSSs whenever it appears it will indicates six thousand five hundred.” become a factor in their areas.

REFERENCE − FAA Order JO 7110.65, Para 3 − 1 − 6, Traffic Information.

2 − 1 − 24. TRANSFER OF POSITION FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

FAA Order JO 7110.65, Para 7 − 6 − 10, VFR Departure Information.

RESPONSIBILITY The transfer of position responsibility must be 2 − 1 − 22. UNMANNED AIRCRAFT SYSTEM accomplished in accordance with the “Standard (UAS) ACTIVITY INFORMATION.

Operating Practice (SOP) for the Transfer of Position Responsibility,” and appropriate facility directives a. Issue UAS advisory information for known each time operational responsibility for a position is UAS activity, when in your judgment their proximity transferred from one specialist to another.

warrants it. If known, include position, distance, course, type of unmanned aircraft (UA), and altitude.

2 − 1 − 25. WHEELS DOWN CHECK EXAMPLE − USA/USAF/USN “U − A − S activity, 12 o’clock, 1 mile, southbound, quad General 2 − 1 − 12 JO 7110.65Y 8/15/19 REFERENCE − Remind aircraft to check wheels down on each FAA Order 8020.11, Aircraft Accident and Incident Notification, approach unless the pilot has previously reported Investigation, and Reporting, Para 84, Pilot Deviations.

wheels down for that approach.

NOTE − 2 − 1 − 28. TCAS RESOLUTION ADVISORIES The intent is solely to remind the pilot to lower the wheels, a. When an aircraft under your control jurisdiction not to place responsibility on the controller.

informs you that it is responding to a TCAS a. Tower must issue the wheels down check at an Resolution Advisory (RA), do not issue control appropriate place in the pattern.

instructions that are contrary to the RA procedure that a crew member has advised you that they are PHRASEOLOGY − CHECK WHEELS DOWN. executing. Provide safety alerts regarding terrain or obstructions and traffic advisories for the aircraft b. Approach/arrival control, GCA must issue the responding to the RA and all other aircraft under your wheels down check as follows: control jurisdiction, as appropriate.

1. To aircraft conducting ASR, PAR, or radar b. Unless advised by other aircraft that they are monitored approaches, before the aircraft starts also responding to a TCAS RA, do not assume that descent on final approach.

other aircraft in the proximity of the responding aircraft are involved in the RA maneuver or are aware 2. To aircraft conducting instrument approaches of the responding aircraft’s intended maneuvers.

and remaining on the radar facility’s frequency, Continue to provide control instructions, safety before the aircraft passes the outer marker/final alerts, and traffic advisories as appropriate to such approach fix.

aircraft.

PHRASEOLOGY − WHEELS SHOULD BE DOWN.

c. Once the responding aircraft has begun a maneuver in response to an RA, the controller is not responsible for providing approved separation 2 − 1 − 26. SUPERVISORY NOTIFICATION between the aircraft that is responding to an RA and Ensure supervisor/controller-in-charge (CIC) is any other aircraft, airspace, terrain or obstructions.

aware of conditions which impact sector/position Responsibility for approved separation resumes operations including, but not limited to, the when one of the following conditions are met: following: 1. The responding aircraft has returned to its a. Weather.

assigned altitude, or b. Equipment status. 2. A crew member informs you that the TCAS maneuver is completed and you observe that c. Potential sector overload.

approved separation has been reestablished, or d. Emergency situations.

3. The responding aircraft has executed an alternate clearance and you observe that approved e. Special flights/operations.

separation has been reestablished.

f. Possible suspicious aircraft/pilot activity as NOTE − prescribed in FAA Order JO 7610.4, paragraph 1. AC 120 − 55, Air Carrier Operational Approval and Use 7 − 3 − 1.

of TCAS II, suggests pilots use the following phraseology to notify controllers during TCAS events. When a TCAS RA may affect an ATC clearance, inform ATC when beginning 2 − 1 − 27. PILOT DEVIATION NOTIFICATION the maneuver, or as soon as workload permits.

When it appears that the actions of a pilot constitute EXAMPLE − a pilot deviation, notify the pilot, workload 1. “ New York Center, United 321, TCAS RA.” permitting.

NOTE − PHRASEOLOGY − 2. When the RA has been resolved, the flight crew should (Identification) POSSIBLE PILOT DEVIATION ADVISE advise ATC they are returning to their previously assigned YOU CONTACT (facility) AT (telephone number). clearance or subsequent amended clearance.

General 2 − 1 − 13 JO 7110.65Y 8/15/19 EXAMPLE − EXAMPLE − 2. “ New York Center, United 321, clear of conflict, “Point out Baxter1 climbing to FL 360, negative RVSM.” returning to assigned altitude.” e. For the following situations, use the associated phraseology: 2 − 1 − 29. RVSM OPERATIONS 1. To deny clearance into RVSM airspace.

Controller responsibilities must include but not be PHRASEOLOGY − “UNABLE CLEARANCE INTO RVSM AIRSPACE.” limited to the following: 2. To request a pilot to report when able to a. Non − RVSM aircraft operating in RVSM resume RVSM.

airspace.

PHRASEOLOGY − 1. Ensure non-RVSM aircraft are not permitted “REPORT ABLE TO RESUME RVSM.” in RVSM airspace unless they meet the criteria of f. In the event of a change to an aircraft’s RVSM excepted aircraft and are previously approved by the eligibility, amend the RVSM qualifier (“W”) in the operations supervisor/CIC. The following aircraft are ICAO equipment string in order to properly identify excepted: DOD, DOD-certified aircraft operated by non − RVSM aircraft on the controller display.

NASA (T38, F15, F18, WB57, S3, and U2 aircraft NOTE − only), MEDEVAC, manufacturer aircraft being Changing the equipment suffix instead of amending the flown for development/certification, and Foreign equipment string may result in incorrect revisions to other State aircraft. These exceptions are accommodated ICAO qualifiers.

on a workload or traffic-permitting basis.

REFERENCE − AIM Para 5 − 1 − 9, International Flight Plan (FAA Form 7233 − 4) IFR NOTE − Flights (For Domestic or International Flights) The operations supervisor/CIC is responsible for system AIM TBL 5 − 1 − 4 Aircraft COM, NAV, and Approach Equipment acceptance of a non − RVSM aircraft beyond the initial Qualifiers sector − to − sector coordination following the pilot request to access the airspace. Operations supervisor/CIC 2 − 1 − 30. TERRAIN AWARENESS WARNING responsibilities are defined in FAA Order JO 7210.3, SYSTEM (TAWS) ALERTS Chapter 6, Section 9, Reduced Vertical Separation Minimum (RVSM).

a. When an aircraft under your control jurisdiction informs you that it is responding to a TAWS (or other 2. Ensure sector − to − sector coordination for all on − board low altitude) alert, do not issue control non − RVSM aircraft operations within RVSM instructions that are contrary to the TAWS procedure airspace.

that a crew member has advised you that they are 3. Inform the operational supervisor/CIC when executing. Provide safety alerts regarding terrain or a non − RVSM exception flight is denied clearance obstructions and traffic advisories for the aircraft into RVSM airspace or is removed from RVSM responding to the TAWS alert and all other aircraft airspace.

under your control jurisdiction, as appropriate.

b. Once the responding aircraft has begun a b. Non − RVSM aircraft transitioning RVSM air- maneuver in response to TAWS alert, the controller is space.

not responsible for providing approved separation Ensure that operations supervisors/CICs are made between the aircraft that is responding to a TAWS aware when non − RVSM aircraft are transitioning alert and any other aircraft, airspace, terrain or through RVSM airspace.

obstructions. Responsibility for approved separation resumes when one of the following conditions are c. Apply appropriate separation standards and met: remove any aircraft from RVSM airspace that advises it is unable RVSM due to equipment while en route.

1. The responding aircraft has returned to its assigned altitude, or d. Use “negative RVSM” in all verbal ground − to − ground communications involving non − RVSM 2. A crew member informs you that the TAWS aircraft while cleared to operate within RVSM maneuver is completed and you observe that airspace. approved separation has been reestablished, or General 2 − 1 − 14 JO 7110.65Y 8/15/19 3. The responding aircraft has executed an alternate clearance and you observe that approved separation has been reestablished.

2 − 1 − 31. “BLUE LIGHTNING” EVENTS Ensure that the supervisor/controller − in − charge (CIC) is notified of reports of possible human trafficking. These may be referred to as “Blue Lightning” events.

General 2 − 1 − 15 JO 7110.65Y 8/15/19

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 Forward departure times on all DVFR departures authorized abbreviations when possible.

from joint-use airports to the military operations NOTE − office.

Generally, all military overseas flights are required to NOTE − clear through a specified military base operations office 1. Details for handling air carrier and nonscheduled civil (BASOPS). Pilots normally will not file flight plans directly DVFR flight data are contained in FAA Order JO 7610.4, with an FAA facility unless a BASOPS is not available.

Special Operations.

BASOPS will, in turn, forward the IFR flight notification 2. Civil pilots departing DVFR from a joint-use airport message to the appropriate center.

will include the phrase “DVFR to (destination)” in their b. EN ROUTE. When flight plans are filed directly 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 2 − 2 − 5. IFR TO VFR FLIGHT PLAN CHANGE a voice recorder. If the latter, enter in box 26 of the Request a pilot to contact the appropriate FSS if the initial flight progress strip the sector or position pilot informs you of a desire to change from an IFR number to identify where the information may be to a VFR flight plan.

found in the event search and rescue (SAR) activities become necessary.

2 − 2 − 6. IFR FLIGHT PROGRESS DATA REFERENCE − FAA Order JO 7110.65, Para 2 − 3 − 2, En Route Data Entries.

Forward control information from controller to controller within a facility, then to the receiving 2 − 2 − 2. FORWARDING INFORMATION facility as the aircraft progresses along its route.

Where appropriate, use computer equipment in lieu a. Except during EAS FDP operation, forward the of manual coordination procedures. Do not use the flight plan information to the appropriate ATC remarks section of flight progress strips in lieu of facility, FSS, or BASOPS and record the time of filing voice coordination to pass control information.

and delivery on the form.

Ensure that flight plan and control information is b. EN ROUTE. During EAS FDP operation, the correct and up-to-date. When covered by a letter of above manual actions are required in cases where the agreement/facility directive, the time requirements of data is not forwarded automatically by the computer.

subpara a may be reduced, and the time requirements NOTE − of subpara b1 and para 2 − 2 − 11, Forwarding During EAS FDP operation, data is exchanged between Amended and UTM Data, subpara a may be increased interfaced automated facilities and both the data and time up to 15 minutes when facilitated by automated of transmission are recorded automatically.

systems or mandatory radar handoffs; or if operationally necessary because of manual data c. EN ROUTE. Forward proposed tower en route processing or nonradar operations, the time require- flight plans and any related amendments to the ments of subpara a may be increased.

appropriate departure terminal facility.

NOTE − 1. The procedures for preparing flight plan and control 2 − 2 − 3. FORWARDING VFR DATA information related to altitude reservations (ALTRVs) are TERMINAL contained in FAA Order JO 7210.3, para 8 − 1 − 2, Facility Operation and Administration, ALTRV Flight Data Forward aircraft departure times to FSSs or military Processing. Development of the methods for assuring the operations offices when they have requested them.

accuracy and completeness of ALTRV flight plan and Forward other VFR flight plan data only if requested control information is the responsibility of the military by the pilot.

liaison and security officer.

Flight Plans and Control Information 2 − 2 − 1 JO 7110.65Y 8/15/19 2. The term facility in this paragraph refers to centers and altitude if it results in these aircraft having less than terminal facilities when operating in an en route capacity.

10 minutes separation at the facilities’ boundary, unless (otherwise) specified in a Letter of Agreement a. Forward the following information at least (LOA).

15 minutes before the aircraft is estimated to enter the receiving facility’s area: 13. Any additional nonroutine operational information pertinent to flight safety.

1. Aircraft identification.

NOTE − 2. Number of aircraft if more than one, heavy EN ROUTE. This includes alerting the receiving controller aircraft indicator “H/” if appropriate, type of aircraft, that the flight is conducting celestial navigation training.

and aircraft equipment suffix.

REFERENCE − FAA Order JO 7110.65, Para 9 − 2 − 2, Celestial Navigation Training.

3. Assigned altitude and ETA over last reporting point/fix in transferring facility’s area or assumed b. Forward position report over last reporting departure time when the departure point is the last point in the transferring facility’s area if any of the point/fix in the transferring facility’s area.

following conditions exist: 4. Altitude at which aircraft will enter the 1. Time differs more than 3 minutes from receiving facility’s area if other than the assigned estimate given.

altitude.

2. Requested by receiving facility.

5. True airspeed.

3. Agreed to between facilities.

6. Point of departure.

7. Route of flight remaining.

2 − 2 − 7. MANUAL INPUT OF COMPUTER- ASSIGNED BEACON CODES 8. Destination airport and clearance limit if other than destination airport.

When a flight plan is manually entered into the computer and a computer-assigned beacon code has 9. ETA at destination airport (not required for been forwarded with the flight plan data, insert the military or scheduled air carrier aircraft).

beacon code in the appropriate field as part of the 10. Altitude requested by the aircraft if assigned input message.

altitude differs from requested altitude (within a facility only).

2 − 2 − 8. ALTRV INFORMATION NOTE − When an aircraft has crossed one facility’s area and EN ROUTE assignment at a different altitude is still desired, the pilot When an aircraft is a part of an approved ALTRV, will reinitiate the request with the next facility.

forward only those items necessary to properly REFERENCE − identify the flight, update flight data contained in the FAA Order JO 7110.65, Para 4 − 5 − 8, Anticipated Altitude Changes.

ALTRV APVL, or revise previously given 11. When flight plan data must be forwarded information.

manually and an aircraft has been assigned a beacon code by the computer, include the code as part of the flight plan.

2 − 2 − 9. COMPUTER MESSAGE VERIFICATION NOTE − When an IFR aircraft, or a VFR aircraft that has been EN ROUTE assigned a beacon code by the EAS and whose flight plan will terminate in another facility’s area, cancels ATC Unless your facility is equipped to automatically service or does not activate the flight plan, send a remove obtain acknowledgment of receipt of transferred data, strips (RS) message on that aircraft via the EAS keyboard, when you transfer control information by computer the FDIO keyboard or call via service F.

message, obtain, via Service F, acknowledgment that 12. Longitudinal separation being used in the receiving center has received the message and non − radar operations between aircraft at the same verification of the following: Flight Plans and Control Information 2 − 2 − 2 JO 7110.65Y 8/15/19 a. Within the time limits specified by a letter of 2 − 2 − 11. FORWARDING AMENDED AND agreement or when not covered by a letter of UTM DATA agreement, at least 15 minutes before the aircraft is estimated to enter the receiving facility’s area, or at a. Forward any amending data concerning previ- ously forwarded flight plans except that revisions to the time of a radar handoff, or coordination for ETA information in Paragraph 2 − 2 − 6, IFR Flight transfer of control: Progress Data, need only be forwarded when the time 1. Aircraft identification.

differs by more than 3 minutes from the estimate given.

2. Assigned altitude.

PHRASEOLOGY − 3. Departure or coordination fix time.

(Identification), REVISED (revised information).

b. Any cancellation of IFR or EAS generated VFR EXAMPLE − flight plan.

“American Two, revised flight level, three three zero.” REFERENCE − FAA Order JO 7110.65, Para 2 − 2 − 6, IFR Flight Progress Data.

“United Eight Ten, revised estimate, Front Royal two zero zero five.” 2 − 2 − 10. TRANSMIT PROPOSED FLIGHT “Douglas Five Zero One Romeo, revised altitude, eight PLAN thousand.” EN ROUTE “U.S. Air Eleven Fifty − one, revised type, heavy Boeing a. Transmit proposed flight plans which fall Seven Sixty-seven.” within an ARTCC’s Proposed Boundary Crossing REFERENCE − Time (PBCT) parameter to adjacent ARTCC’s via the FAA Order JO 7110.65, Para 2 − 2 − 6, IFR Flight Progress Data.

Computer B network during hours of inter-center b. Computer acceptance of an appropriate input computer operation. In addition, when the route of message fulfills the requirement for sending amended flight of any proposed flight plan exceeds 20 ele- data. During EAS FDP operations, the amendment ments external to the originating ARTCC’s area, data are considered acknowledged on receipt of a NADIN must be used to forward the data to all computer update message or a computer − generated affected centers.

flight progress strip containing the amended data.

b. During nonautomated operation, the proposed flight plans must be sent via NADIN to the other NOTE − 1. The successful utilization of automation equipment centers involved when any of the following requires timely and accurate insertion of changes and/or conditions are met: new data.

1. The route of flight external to the originating 2. If a pilot is not issued a computer-generated center’s area consists of 10 or more elements and the PDR/PDAR/PAR and if amendment data is not entered into flight will enter 3 or more other center areas.

the computer, the next controller will have incorrect route NOTE − information.

An element is defined as either a fix or route as specified in c. Forward any amended control information and FAA Order JO 7110.10, Flight Services, para 6 − 3 − 3, IFR Flight Plan Control Messages. record the action on the appropriate flight progress strip. Additionally, when a route or altitude in a 2. The route of flight beyond the first point of previously issued clearance is amended within exit from the originating center’s area consists of 30 minutes of an aircraft’s proposed departure time, 10 or more elements, which are primarily fixes the facility that amended the clearance must described in fix-radial-distance or latitude/longitude coordinate the amendment with the receiving facility format, regardless of the number of other center areas via verbal AND automated means to ensure timely entered.

passage of the information. If the automated means of 3. The flight plan remarks are too lengthy for coordination are unavailable, then verbal coordina- interphone transmission. tion is sufficient.

Flight Plans and Control Information 2 − 2 − 3 JO 7110.65Y 8/15/19 NOTE − 2 − 2 − 13. FORWARDING FLIGHT PLAN The term “receiving” facility means the ATC facility that DATA BETWEEN U.S. ARTCCs AND is expected to transmit the amended clearance to the CANADIAN ACCs intended aircraft/pilot.

EN ROUTE d. EN ROUTE. Effect manual coordination on any a. Domestic. (Continental U.S./Canadian airspace interfacility flight plan data that is not passed through except Alaska) Proposed departure flight plans and automated means.

en route estimates will be handled on a 30 minute lead e. EN ROUTE. When a controller receives a UTM time (or as bilaterally agreed) between any ACC and notification to an FDIO only facility, they must effect ARTCC.

manual coordination for the flight plan data. In b. International. Any route changes (except SIDs) addition, the controller must verify the flight plan must be forwarded to the appropriate Oceanic/Pre- data to the receiving facility within three minutes of oceanic ACC or ARTCC with an optimum lead time the transfer of control point estimate.

of 30 minutes or as soon as this information becomes available.

NOTE − FDIO only facilities are facilities with FDIO but without c. Initially, if a flight goes from U.S. airspace into ARTS or STARS.

Canadian airspace and returns to U.S. airspace, the ACC will be responsible for forwarding the flight plan data to the appropriate ARTCC by voice 2 − 2 − 12. AIRBORNE MILITARY FLIGHTS transmission except for flights which traverse mutually agreed on airways/fixes. These airways/ Forward to FSSs the following information received fixes will be determined on a case-by-case basis and from airborne military aircraft: will be based on time and distance considerations at the service area office.

a. IFR flight plans and changes from VFR to IFR flight plans.

2 − 2 − 14. TELETYPE FLIGHT DATA b. Changes to an IFR flight plan as follows: FORMAT − U.S. ARTCCs − CANADIAN ACCs 1. Change in destination: EN ROUTE (a) Aircraft identification and type.

The exchange of flight plan data between Canadian ACCs and U.S. ARTCCs must be made as follows: (b) Departure point.

a. The U.S. ARTCCs will transmit flight data to the Canadian ACCs in one of the following formats: (c) Original destination.

1. NADIN II input format as described in the (d) Position and time.

NAS Management Directives (MDs) for: (e) New destination.

(a) Flight Plan Messages: (f) ETA.

(1) Active.

(2) Proposed.

(g) Remarks including change in fuel exhaus- tion time.

(b) Amendment messages.

(h) Revised ETA.

(c) Cancellation messages.

(d) Response Messages to Canadian Input: 2. Change in fuel exhaustion time.

(1) Acknowledgment messages.

NOTE − This makes current information available to FSSs for relay (2) Error messages.

to military bases concerned and for use by centers in the (3) Rejection messages.

event of two − way radio communications failure.

Flight Plans and Control Information 2 − 2 − 4 JO 7110.65Y 8/15/19 NOTE − 2. Transport Canada (TC) ACC Flight Strip Every effort should be made to ensure the aircraft is Format: Where the data to be printed on the ACC strip returned to the original filed flight plan/altitude as soon as form exceeds the strip form field size, the NADIN II conditions warrant.

input format in 1 above will be used. Input sequentially fields 1 through 8 in Paragraph 2 − 2 − 6, b. If the route of flight is altered due to a pilot IFR Flight Progress Data, subpara a.

request, “NRP” must be removed from the remarks b. TC’s ACCs will transmit flight data to the FAA section of the flight plan.

ARTCCs in the following format: 1. NADIN II input format as described in NAS c. “NRP” must not be entered in the remarks MDs for: section of a flight plan, unless prior coordination is (a) Flight Plan Messages: accomplished with the ATCSCC or as prescribed by (1) Active.

international NRP flight operations procedures.

(2) Proposed.

(b) Amendment messages. d. The en route facility within which an international flight entering the conterminous U.S.

(c) Cancellation messages.

requests to participate in the NRP must enter “NRP” (d) Correction messages.

in the remarks section of the flight plan.

2 − 2 − 15. NORTH AMERICAN ROUTE REFERENCE − PROGRAM (NRP) INFORMATION FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

FAA Order JO 7110.65, Para 2 − 3 − 2, En Route Data Entries.

a. “NRP” must be retained in the remarks section FAA Order JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments.

of the flight plan if the aircraft is moved due to FAA Order JO 7210.3, Chapter 18, Section 17, North American Route weather, traffic, or other tactical reasons.

Program.

Flight Plans and Control Information 2 − 2 − 5 JO 7110.65Y 8/15/19

Section 3. Flight Progress Strips

2 − 3 − 1. GENERAL reported or is observed (valid Mode C) leaving the altitude.

Unless otherwise authorized in a facility directive, use flight progress strips to post current data on 3. Preplanning may be accomplished in red air traffic and clearances required for control and pencil.

other air traffic control services. To prevent b. Manually prepared strips must conform to the misinterpretation when data is hand printed, use format of machine-generated strips and manual strip standard hand-printed characters.

preparation procedures will be modified simultan- En route: Flight progress strips must be posted.

eously with the operational implementation of REFERENCE − changes in the machine-generated format.

FAA Order JO 7210.3, Para 6 − 1 − 6, Flight Progress Strip Usage.

(See FIG 2 − 3 − 1.)

a. Maintain only necessary current data and remove the strips from the flight progress boards c. Altitude information may be written in when no longer required for control purposes. To thousands of feet provided the procedure is correct, update, or preplan information: authorized by the facility manager, and is defined in a facility directive, i.e. 5,000 feet as 5, and 2,800 as 1. Do not erase or overwrite any item. Use an 2.8.

“X” to delete a climb/descend and maintain arrow, an at or above/below symbol, a cruise symbol, and NOTE − A slant line crossing through the number zero and unwanted altitude information. Write the new altitude underline of the letter “s” on handwritten portions of flight information immediately adjacent to it and within the progress strips are required only when there is reason to same space.

believe the lack of these markings could lead to 2. Do not draw a horizontal line through an misunderstanding. A slant line crossing through the altitude being vacated until after the aircraft has number zero is required on all weather data.

Flight Progress Strips 2 − 3 − 1 JO 7110.65Y 8/15/19 FIG 2 − 3 − 1 Standard Recording of Hand-printed Characters Hand Printed Hand Printed Typed Typed A T B U U C V D W E X Y F G Z H I 1 J K L M N O P 8 Q R S S Flight Progress Strips 2 − 3 − 2 JO 7110.65Y 8/15/19 2 − 3 − 2. EN ROUTE DATA ENTRIES FIG 2 − 3 − 2 Flight Progress Strip (7230 − 19) a. Information recorded on the flight progress Block Information Recorded strips (FAA Forms 7230 − 19) must be entered in the 14. Actual time over previous fix, or actual correspondingly numbered spaces: departure time entered on first fix posting after departure.

TBL 2 − 3 − 1 14a. Plus time expressed in minutes from the previous fix to the posted fix.

Block Information Recorded 15. Center − estimated time over fix (in hours and minutes), or clearance information for 1. Verification symbol if required.

departing aircraft.

2. Revision number.

16. Arrows to indicate if aircraft is departing ( ↑ ) or DSR − Not used.

arriving ( ↓ ).

3. Aircraft identification.

17. Pilot − estimated time over fix.

4. Number of aircraft if more than one, heavy 18. Actual time over fix, time leaving holding fix, aircraft indicator “H/” if appropriate, type of arrival time at nonapproach control airport, or aircraft, and aircraft equipment suffix.

symbol indicating cancellation of IFR flight 5. Filed true airspeed.

plan for arriving aircraft, or departure time 6. Sector number.

(actual or assumed).

7. Computer identification number if required.

19. Fix. For departing aircraft, add proposed departure time.

8. Estimated ground speed.

20. Altitude information (in hundreds of feet) or as 9. Revised ground speed or strip request (SR) noted below.

originator.

10. Strip number.

NOTE − Altitude information may be written in DSR − Strip number/Revision number.

thousands of feet provided the procedure is 11. Previous fix.

authorized by the facility manager, and is defined in a facility directive, i.e. FL 330 as 33, 12. Estimated time over previous fix.

5,000 feet as 5, and 2,800 as 2.8.

13. Revised estimated time over previous fix.

Flight Progress Strips 2 − 3 − 3 JO 7110.65Y 8/15/19 Block Information Recorded Block Information Recorded 20a. OPTIONAL USE, when voice recorders are 26. Pertinent remarks, minimum fuel, point operational; out/radar vector/speed adjustment information REQUIRED USE, when the voice recorders or sector/position number (when applicable in are not operating and strips are being use at the accordance with para 2 − 2 − 1, Recording In- facility. This space is used to record reported formation), or NRP. High Altitude Redesign RA events. The letters RA followed by a climb (HAR) or Point − to − point (PTP) may be used at or descent arrow (if the climb or descent action facilities actively using these programs.

is reported) and the time (hhmm) the event is 27. Mode 3/A beacon code if applicable.

reported.

28. Miscellaneous control data (expected further 21. Next posted fix or coordination fix.

clearance time, time cleared for approach, etc.).

22. Pilot’s estimated time over next fix.

29 − 30. Transfer of control data and coordination 23. Arrows to indicate north ( ↑ ), south ( ↓ ), east indicators.

( → ), or west ( ← ) direction of flight if required.

24. Requested altitude.

b. Latitude/longitude coordinates may be used to NOTE − Altitude information may be written in define waypoints and may be substituted for thousands of feet provided the procedure is nonadapted NAVAIDs in space 25 of domestic en authorized by the facility manager, and is route flight progress strips provided it is necessary to defined in a facility directive, i.e., FL 330 as 33, 5,000 feet as 5, and 2,800 as 2.8 . accommodate a random RNAV or GNSS route request.

25. Point of origin, route as required for control and data relay, and destination.

c. Facility air traffic managers may authorize the optional use of spaces 13, 14, 14a, 22, 23, 24, and 28 for point out information, radar vector information, speed adjustment information, or transfer of control data.

Flight Progress Strips 2 − 3 − 4 JO 7110.65Y 8/15/19 2 − 3 − 3. OCEANIC DATA ENTRIES FIG 2 − 3 − 3 a. The ATOP system displays information on Block Information Recorded electronic flight progress strips and, in the event of a 9. Requested flight level, if applicable.

catastrophic system failure, will print flight progress 10. Previously reported position.

strips with data in the corresponding numbered 11. Actual time over previously reported position.

spaces: 12. Last reported position.

TBL 2 − 3 − 2 13. Actual time over last reported position.

14. Next reporting position.

Block Information Recorded 15. In − conformance pilot’s estimate or 1. Mode 3/A beacon code, if applicable.

controller − accepted pilot’s estimate for next 2. Number of aircraft, if more than one, and type reporting position.

of aircraft.

16. Future reporting position(s).

3. Aircraft identification.

17. System estimate for future reporting 4. Reduced separation flags. position(s).

Indicators are available for: 18. Departure airport or point of origin.

M − Mach Number Technique (MNT), 19. Destination airport or filed point of flight R − Reduced MNT, termination.

D or 3 − Distance − based longitudinal 20. Indicators. Indicators and toggles for separation using 50 NM (D) or 30 NM (3), and displaying or suppressing the display of the W − Reduced Vertical Separation Minimum route of flight (F), second flight profile (2), (RVSM).

radar contact (A), annotations (&), degraded These flags are selectable for aircraft whose Required Navigation Performance (RNP, flight plans contain the required equipment indicator R) and clearance restrictions (X).

qualifiers for each separation criteria.

21. Coordination indicator(s).

5. Controlling sector number.

22. Annotations.

6. Filed airspeed or assigned Mach number/True airspeed.

23. Clearance restrictions and conditions (may be multiple lines).

7. Reported flight level. May contain an indicator for a flight that is climbing ( ↑ ) or descending 24. Strip number and total number of strips (printed ( ↓ ). Reports from Mode C, ADS or position strips only).

reports are displayed in that order of preference.

b. Standard annotations and abbreviations for 8. Cleared flight level. May contain an indicator Field 22 may be specified by facility directives.

for a future conditional altitude ( * ) that cannot be displayed.

Flight Progress Strips 2 − 3 − 5 JO 7110.65Y 8/15/19 2 − 3 − 4. TERMINAL DATA ENTRIES Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and a. Arrivals: 10 − 18, if no misunderstanding will result. These Information recorded on the flight progress strips omissions and/or optional uses must be specified in a (FAA Forms 7230 − 7.1, 7230 − 7.2, and 7230 − 8) must facility directive.

be entered in the correspondingly numbered spaces.

FIG 2 − 3 − 4 TBL 2 − 3 − 3 Block Information Recorded 8B. OPTIONAL USE, when voice recorders are operational; Block Information Recorded REQUIRED USE, when the voice recorders 1. Aircraft identification.

are not operating and strips are being used at 2. Revision number (FDIO locations only). the facility. This space is used to record reported RA events when the voice recorders 2A. Strip request originator. (At FDIO locations are not operational and strips are being used at this indicates the sector or position that the facility. The letters RA followed by a climb requested a strip be printed.)

or descent arrow (if the climb or descent action 3. Number of aircraft if more than one, heavy is reported) and the time (hhmm) the event is aircraft indicator “H/” if appropriate, type of reported.

aircraft, and aircraft equipment suffix.

9. Altitude (in hundreds of feet) and remarks.

4. Computer identification number if required.

NOTE − Altitude information may be written in 5. Secondary radar (beacon) code assigned.

thousands of feet provided the procedure is 6. (FDIO Locations.) The previous fix will be authorized by the facility manager, and is printed.

defined in a facility directive, i. e., FL 230 as (Non − FDIO Locations.) Use of the inbound 23, 5,000 feet as 5, and 2,800 as 2.8.

airway. This function is restricted to facilities 9A. Minimum fuel, destination airport/point out/ where flight data is received via interphone radar vector/speed adjustment information.

when agreed upon by the center and terminal Air traffic managers may authorize in a facility facilities.

directive the omission of any of these items, 7. Coordination fix.

except minimum fuel, if no misunderstanding will result.

8. Estimated time of arrival at the coordination fix or destination airport.

NOTE − Authorized omissions and optional use of spaces must be specified in the facility directive 8A. OPTIONAL USE.

concerning strip marking procedures.

9B. OPTIONAL USE.

9C. OPTIONAL USE.

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 inoperative.

Flight Progress Strips 2 − 3 − 6 JO 7110.65Y 8/15/19 b. Departures: Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and Information recorded on the flight progress strips 10 − 18, if no misunderstanding will result. These (FAA Forms 7230 − 7.1, 7230 − 7.2, and 7230 − 8) shall omissions and/or optional uses shall be specified in a be entered in the correspondingly numbered spaces. facility directive.

FIG 2 − 3 − 5 TBL 2 − 3 − 4 Block Information Recorded 8B. OPTIONAL USE , when voice recorders are operational; Block Information Recorded REQUIRED USE, when the voice recorders 1. Aircraft identification.

are not operating and strips are being used at 2. Revision number (FDIO locations only).

the facility. This space is used to record reported RA events when the voice recorders 2A. Strip request originator. (At FDIO locations are not operational and strips are being used at this indicates the sector or position that the facility. The letters RA followed by a climb requested a strip be printed.)

or descent arrow (if the climb or descent action 3. Number of aircraft if more than one, heavy is reported) and the time (hhmm) the event is aircraft indicator “H/” if appropriate, type of reported.

aircraft, and aircraft equipment suffix.

9. Computer − generated: Route, destination, 4. Computer identification number if required.

and remarks. Manually enter altitude/altitude 5. Secondary radar (beacon) code assigned.

restrictions in the order flown, if appropriate, and remarks.

6. Proposed departure time.

9. Hand − prepared: Clearance limit, route, 7. Requested altitude.

altitude/altitude restrictions in the order flown, NOTE − Altitude information may be written in if appropriate, and remarks.

thousands of feet provided the procedure is NOTE − Altitude information may be written in authorized by the facility manager, and is thousands of feet provided the procedure is defined in a facility directive, i. e., FL 230 as authorized by the facility manager, and is 23, 5,000 feet as 5, and 2,800 as 2.8.

defined in a facility directive, i.e., FL 230 as 23, 8. Departure airport.

5,000 feet as 5, and 2,800 as 2.8.

8A. OPTIONAL USE.

9A. OPTIONAL USE.

9B. OPTIONAL USE.

9C. OPTIONAL USE.

10 − 18. Enter data as specified by a facility directive.

Items, such as departure time, runway used for takeoff, check marks to indicate information forwarded or relayed, may be entered in these spaces.

Flight Progress Strips 2 − 3 − 7 JO 7110.65Y 8/15/19 c. Overflights: Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and Information recorded on the flight progress strips 10 − 18, if no misunderstanding will result. These (FAA Forms 7230 − 7.1, 7230 − 7.2, and 7230 − 8) shall omissions and/or optional uses shall be specified in a be entered in the correspondingly numbered spaces. facility directive.

FIG 2 − 3 − 6 TBL 2 − 3 − 5 Block Information Recorded 8B. OPTIONAL USE, when voice recorders are operational; Block Information Recorded REQUIRED USE , when the voice recorders 1. Aircraft identification.

are not operating and strips are being used at 2. Revision number (FDIO locations only).

the facility. This space is used to record reported RA events when the voice recorders 2A. Strip request originator. (At FDIO locations are not operational and strips are being used at this indicates the sector or position that the facility. The letters RA followed by a climb requested a strip be printed.)

or descent arrow (if the climb or descent action 3. Number of aircraft if more than one, heavy is reported) and the time (hhmm) the event is aircraft indicator “H/” if appropriate, type of reported.

aircraft, and aircraft equipment suffix.

9. Altitude and route of flight through the 4. Computer identification number if required.

terminal area.

5. Secondary radar (beacon) code assigned.

NOTE − Altitude information may be written in 6. Coordination fix.

thousands of feet provided the procedure is authorized by the facility manager, and is 7. Overflight coordination indicator (FDIO defined in a facility directive, i.e., FL 230 as 23, locations only).

5,000 feet as 5, and 2,800 as 2.8.

NOTE − The overflight coordination indicator 9A. OPTIONAL USE.

identifies the facility to which flight data has been forwarded.

9B. OPTIONAL USE.

8. Estimated time of arrival at the coordination 9C. OPTIONAL USE.

fix.

10 − 18. Enter data as specified by a facility directive.

8A. OPTIONAL USE.

NOTE − National standardization of items (10 through 18) is not practical because of regional and local variations in operating methods; e.g., single fix, multiple fix, radar, tower en route control, etc.

Flight Progress Strips 2 − 3 − 8 JO 7110.65Y 8/15/19 EXAMPLE − d. Air traffic managers at automated terminal “N12345.” radar facilities may waive the requirement to use “TN5552Q.” flight progress strips provided: “AAl192.” 1. Backup systems such as multiple radar “LN751B.” sites/systems or single site radars with CENRAP are NOTE − utilized.

The letter “L” is not to be used for air carrier/air taxi MEDEVAC aircraft.

2. Local procedures are documented in a facility b. Military Aircraft.

directive. These procedures should include but not be limited to: 1. Prefixes indicating branch of service and/or type of mission followed by the last 5 digits of the (a) Departure areas and/or procedures.

serial number (the last 4 digits for CFC and CTG).

(b) Arrival procedures.

(See TBL 2 − 3 − 6 and TBL 2 − 3 − 7.)

(c) Overflight handling procedures.

2. Pronounceable words of 3, 4, 5, and 6 letters followed by a 4 − , 3 − , 2 − , or 1 − digit number.

(d) Transition from radar to nonradar.

EXAMPLE − (e) Transition from ARTS to non − ARTS.

“SAMP Three One Six.” (f) Transition from ASR to CENRAP.

3. Assigned double-letter 2 − digit flight number.

(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 alphabet equivalent) followed by 2 or 4. Unused flight progress strips, facility de- 3 digits.

veloped forms and/or blank notepads shall be provided for controller use.

TBL 2 − 3 − 6 Branch of Service Prefix 5. Facilities shall revert to flight progress strip usage if backup systems referred to in subpara d1 are Prefix Branch not available.

A U.S. Air Force C U.S. Coast Guard e. Air traffic managers at FDIO locations may G Air or Army National Guard authorize reduced lateral spacing between fields so as R U.S. Army to print all FDIO data to the left of the strip perforation. When using FAA Form 7230 − 7.2, all VM U.S. Marine Corps items will retain the same relationship to each other VV U.S. Navy as they do when the full length strip (FAA CFC Canadian Forces Form 7230 − 7.1) is used.

CTG Canadian Coast Guard TBL 2 − 3 − 7 2 − 3 − 5. AIRCRAFT IDENTITY Military Mission Prefix Indicate aircraft identity by one of the following Prefix Mission using combinations not to exceed seven alphanumer- E Medical Air Evacuation ic characters: F Flight Check a. Civil aircraft, including the air-carrier letter-di- L LOGAIR (USAF Contract) git registration number which can include the letter RCH AMC (Air Mobility Command) “T” for air taxi, the letter “L” for MEDEVAC, or the S Special Air Mission 3-letter company designator specified in FAA Order JO 7340.2, Contractions, followed by the trip or flight (b) The service prefix and a digit and a letter number. Use the operating air carrier’s company (use phonetic alphabet equivalent) followed by 2 or name in identifying equipment interchange flights. 3 digits.

Flight Progress Strips 2 − 3 − 9 JO 7110.65Y 8/15/19 change the requirement to use the letter “Z” as a suffix to 5. Aircraft carrying the President, Vice the aircraft identification.

President, and/or their family members will use the REFERENCE − identifiers in the following tables. See TBL 2 − 3 − 8 FAA Order JO 7110.65, Para 2 − 4 − 20, Aircraft Identification.

and TBL 2 − 3 − 9.

FAA Order JO 7610.4, Chapter 12, Section 10, USAF Undergraduate Flying Training (UFT)/Pilot Instructor Training (PIT)/Introduction To TBL 2 − 3 − 8 Fighter Fundamentals.

President and Family 2 − 3 − 8. AIRCRAFT EQUIPMENT SUFFIX Service President Family Air Force AF1 EXEC1F a. Indicate, for both VFR and IFR operations, the Marine VM1 EXEC1F aircraft’s radar transponder, DME, or navigation Navy VV1 EXEC1F capability by adding the appropriate symbol, Army RR1 EXEC1F preceded by a slant. (See TBL 2 − 3 − 10.)

Coast Guard C1 EXEC1F b. GNSS-equipped aircraft: Guard G1 EXEC1F 1. Have an equipment suffix of /G, /L, /S, or /V.

Commercial EXEC1 EXEC1F 2. May be determined by executing an ICAO TBL 2 − 3 − 9 flight plan readout and verifying a filed “G” in the Vice President and Family ICAO equipment list.

Service Vice President Family 3. May be determined by verifying with the pilot Air Force AF2 EXEC2F that the aircraft is GNSS-equipped.

Marine VM2 EXEC2F c. When forwarding this information, state the Navy VV2 EXEC2F aircraft type followed by the word “slant” and the Army RR2 EXEC2F appropriate phonetic letter equivalent of the suffix.

Coast Guard C2 EXEC2F EXAMPLE − Guard G2 EXEC2F “Cessna Three − ten slant Tango.” Commercial EXEC2 EXEC2F “A − Ten slant November.” “F − Sixteen slant Papa.” c. Special-use. Approved special-use identifiers.

“Seven − sixty − seven slant Golf.” d. Utilize aircraft equipment suffix /H to indicate 2 − 3 − 6. AIRCRAFT TYPE “RVSM − capable, no transponder.” Use the approved aircraft type designator, in NOTE − accordance with FAA Order 7360.1, Aircraft Type /H is for ATC use only. Users are not authorized to file this Designators.

suffix.

2 − 3 − 7. USAF/USN UNDERGRADUATE 2 − 3 − 9. CLEARANCE STATUS PILOTS Use an appropriate clearance symbol followed by a To identify aircraft piloted by solo USAF/USN dash ( − ) and other pertinent information to clearly undergraduate student pilots (who may occasionally show the clearance status of an aircraft. To indicate request revised clearances because they normally are delay status use: restricted to flight in VFR conditions), the aircraft a. The symbol “H” at the clearance limit when identification in the flight plan shall include the letter holding instructions have been included in the “Z” as a suffix. Do not use this suffix, however, in aircraft’s original clearance. Show detailed holding ground-to-air communication.

information following the dash when holding differs NOTE − from the established pattern for the fix; i.e., turns, leg USAF solo students who have passed an instrument lengths, etc.

certification check may penetrate cloud layers in climb or b. The symbols “F” or “O” to indicate the descent only. Requests for revised clearances to avoid clearance limit when a delay is not anticipated.

clouds in level flight can still be expected. This does not Flight Progress Strips 2 − 3 − 10 JO 7110.65Y 8/15/19 TBL 2 − 3 − 10 Aircraft Equipment Suffixes Navigation Capability Transponder Capability Suffix Failed transponder or Failed Mode Any /H C capability Transponder with Mode C No GNSS, No RNAV /W Transponder with Mode C RNAV, No GNSS /Z Transponder with Mode C GNSS /L RVSM No transponder /X No DME Transponder with no Mode C /T Transponder with Mode C /U No transponder /D DME Transponder with no Mode C /B Transponder with Mode C /A No transponder /M No RVSM TACAN Transponder with no Mode C /N Transponder with Mode C /P No transponder /Y RNAV, Transponder with no Mode C /C No GNSS Transponder with Mode C /I No transponder /V GNSS Transponder with no Mode C /S Transponder with Mode C /G Flight Progress Strips 2 − 3 − 11 JO 7110.65Y 8/15/19 TBL 2 − 3 − 12 2 − 3 − 10. CONTROL SYMBOLOGY Miscellaneous Abbreviations Use authorized control and clearance symbols or abbreviations for recording clearances, reports, and Abbreviation Meaning instructions. Control status of aircraft must always be BC Back course approach current. You may use: CT Contact approach a. Plain language markings when it will aid in FA Final approach understanding information.

FMS Flight management system approach b. Locally approved identifiers. Use these only GPS GPS approach within your facility and not on teletypewriter or I Initial approach interphone circuits.

ILS ILS approach c. Plain sheets of paper or locally prepared forms MA Missed approach to record information when flight progress strips are NDB Nondirectional radio beacon approach not used. (See TBL 2 − 3 − 11 and TBL 2 − 3 − 12.)

OTP VFR conditions − on − top PA Precision approach d. Control Information Symbols.

(See FIG 2 − 3 − 7 and FIG 2 − 3 − 8.) PT Procedure turn REFERENCE − RA Resolution advisory (Pilot reported FAA Order JO 7110.65, Para 4 − 5 − 3, Exceptions.

TCAS event) TBL 2 − 3 − 11 RH Runway heading Clearance Abbreviations RNAV Area navigation approach Abbreviation Meaning RP Report immediately upon passing (fix/altitude) A Cleared to airport (point of intended landing) RX Report crossing SA Surveillance approach B Center clearance delivered C ATC clears (when clearance relayed SI Straight − in approach through non − ATC facility) TA TACAN approach CAF Cleared as filed TL Turn left D Cleared to depart from the fix TR Turn right F Cleared to the fix VA Visual approach H Cleared to hold and instructions issued VR VOR approach L Cleared to land N Clearance not delivered O Cleared to the outer marker PD Cleared to climb/descend at pilot’s discretion Q Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials or quadrants within a designated radius.

T Cleared through (for landing and takeoff through intermediate point) V Cleared over the fix X Cleared to cross (airway, route, radial) at (point) Z Tower jurisdiction Flight Progress Strips 2 − 3 − 12 JO 7110.65Y 8/15/19 FIG 2 − 3 − 7 Control Information Symbols [Part 1] Flight Progress Strips 2 − 3 − 13 JO 7110.65Y 8/15/19 FIG 2 − 3 − 8 Control Information Symbols [Part 2] Flight Progress Strips 2 − 3 − 14 JO 7110.65Y 8/15/19

Section 4. Radio and Interphone Communications

or other information by using “Wilco,” “Roger,” 2 − 4 − 1. RADIO COMMUNICATIONS “Affirmative,” or other words or remarks with their Use radio frequencies for the special purposes for aircraft identification.

which they are intended. A single frequency may be b. Altitudes contained in charted procedures, such as departure procedures, instrument approaches, etc., need used for more than one function except as follows: not be read back unless they are specifically stated by the TERMINAL. When combining positions in the tower, controller.

do not use ground control frequency for airborne c. Initial read back of a taxi, departure or landing communications.

clearance should include the runway assignment, including left, right, center, etc. if applicable.

NOTE − 2. Until a pilot acknowledges a controller’s clearance or Due to the limited number of frequencies assigned to instruction, a controller cannot know if a pilot will comply towers for the ground control function, it is very likely that with the clearance or remain as previously cleared.

airborne use of a ground control frequency could cause EXAMPLE − interference to other towers or interference to your aircraft “Climbing to Flight Level three three zero, United Twelve” from another tower. When combining these functions, it is or “November Five Charlie Tango, roger, cleared to land recommended combining them on local control. The ATIS runway four left.” may be used to specify the desired frequency.

REFERENCE − P/CG Term – Air Traffic Clearance 2 − 4 − 2. MONITORING P/CG Term – ATC Instructions FAA Order JO 7110.65, 3 − 7 − 2. Taxi and Ground Movement Monitor interphones and assigned radio frequencies Operations FAA Order JO 7110.65, 10 − 4 − 4. Communications Failure continuously.

AIM Para 4-2-3, Contact Procedures AIM Para 4-4-7 Pilot Responsibility upon Clearance Issuance NOTE − AIM Para 6-4-1, Two-way Radio Communications Failure Although all FAA facilities, including RAPCONs and Federal Register, April 1, 1999 14 CFR Part 91 Pilot Responsibility for RATCFs, are required to monitor all assigned frequencies Compliance with ATC Clearances and Instructions continuously, USAF facilities may not monitor all unpublished discrete frequencies.

2 − 4 − 4. AUTHORIZED INTERRUPTIONS As necessary, authorize a pilot to interrupt his/her 2 − 4 − 3. PILOT ACKNOWLEDGMENT/READ communications guard.

BACK NOTE − Ensure pilots acknowledge all Air Traffic Clearances Some users have adopted procedures to ensure uninterrup- and ATC Instructions. When a pilot reads back an Air ted receiving capability with ATC when a pilot with only Traffic Clearance or ATC Instruction: one operative communications radio must interrupt his/her communications guard because of a safety related a. Ensure that items read back are correct.

problem requiring airborne communications with his/her b. Ensure the read back of hold short instructions, company. In this event, pilots will request approval to whether a part of taxi instructions or a LAHSO abandon guard on the assigned ATC frequency for a mutually agreeable time period. Additionally, they will clearance.

inform controllers of the NAVAID voice facility and the c. Ensure pilots use call signs and/or registration company frequency they will monitor.

numbers in any read back acknowledging an Air Traffic Clearance or ATC Instruction.

2 − 4 − 5. AUTHORIZED TRANSMISSIONS NOTE − Transmit only those messages necessary for air traffic 1. ATC Clearance/Instruction Read Back guidance for pilots in the AIM states: control or otherwise contributing to air safety.

a . Although pilots should read back the “numbers,” unless REFERENCE − otherwise required by procedure or controller request, FAA Order JO 7210.3, Para 3 − 2 − 2, Authorized Messages Not Directly pilots may acknowledge clearances, control instructions, Associated with Air Traffic Services.

Radio and Interphone Communications 2 − 4 − 1 JO 7110.65Y 8/15/19 2 − 4 − 6. FALSE OR DECEPTIVE 2. Identification of ATC unit.

COMMUNICATIONS 3. Message (if any).

Take action to detect, prevent, and report false, 4. The word “over” if required.

deceptive, or phantom controller communications to b. Subsequent radio transmissions from the same an aircraft or controller. The following must be sector/position must use the same format, except the accomplished when false or deceptive communica- identification of the ATC unit may be omitted.

tions occur: TERMINAL. You may omit aircraft identification a. Correct false information.

after initial contact when conducting the final portion b. Broadcast an alert to aircraft operating on all of a radar approach.

frequencies within the area where deceptive or REFERENCE − phantom transmissions have been received. FAA Order JO 7110.65, Para 2 − 4 − 20, Aircraft Identification.

EXAMPLE − 2 − 4 − 9. ABBREVIATED TRANSMISSIONS “Attention all aircraft. False ATC instructions have been received in the area of Long Beach Airport. Exercise Transmissions may be abbreviated as follows: extreme caution on all frequencies and verify a. Use the identification prefix and the last 3 digits instructions.” or letters of the aircraft identification after c. Collect pertinent information regarding the communications have been established. Do not incident.

abbreviate similar sounding aircraft identifications or d. Notify the operations supervisor of the false, the identification of an air carrier or other civil aircraft deceptive, or phantom transmission and report all having an FAA authorized call sign.

relevant information pertaining to the incident.

REFERENCE − FAA Order JO 7110.65, Para 2 − 4 − 20, Aircraft Identification.

b. Omit the facility identification after communi- 2 − 4 − 7. AUTHORIZED RELAYS cation has been established.

a. Relay operational information to aircraft or c. Transmit the message immediately after the aircraft operators as necessary. Do not agree to handle callup (without waiting for the aircraft’s reply) when such messages on a regular basis. Give the source of the message is short and receipt is generally assured.

any such message you relay.

d. Omit the word “over” if the message obviously b. Relay official FAA messages as required.

requires a reply.

NOTE − The FAA Administrator and Deputy Administrator will 2 − 4 − 10. INTERPHONE TRANSMISSION sometimes use code phrases to identify themselves in PRIORITIES air-to-ground communications as follows: Administrator: “SAFEAIR ONE.” Give priority to interphone transmissions as follows: Deputy Administrator: “SAFEAIR TWO.” a. First priority. Emergency messages including EXAMPLE − essential information on aircraft accidents or “Miami Center, Jetstar One, this is SAFEAIR ONE, suspected accidents. After an actual emergency has (message).” passed, give a lower priority to messages relating to c. Relay operational information to military that accident.

aircraft operating on, or planning to operate on IRs.

b. Second priority. Clearances and control instructions.

2 − 4 − 8. RADIO MESSAGE FORMAT c. Third priority. Movement and control messages Use the following format for radio communications using the following order of preference when with an aircraft: possible: a. Sector/position on initial radio contact: 1. Progress reports.

1. Identification of aircraft. 2. Departure or arrival reports.

Radio and Interphone Communications 2 − 4 − 2 JO 7110.65Y 8/15/19 Twenty − eight.” 3. Flight plans.

d. Fourth priority. Movement messages on VFR Receiver: “Northwest Three Twenty − eight direct Denver aircraft.

approved. H.F.” Caller: “G.M.” 2 − 4 − 11. PRIORITY INTERRUPTION 2.

Use the words “emergency” or “control” for Receiver: “Denver High, Go ahead override.” interrupting lower priority messages when you have an emergency or control message to transmit.

Caller: “R Twenty − five, Request direct Denver for Northwest Three Twenty − eight.” 2 − 4 − 12. INTERPHONE MESSAGE FORMAT Receiver: “Northwest Three Twenty − eight direct Denver Use the following format for interphone intra/interfa- approved. H.F.” cility communications: Caller: “G.M.” a. Both the caller and receiver identify their 3.

facility and/or position in a manner that ensures they Caller: (“Bolos” is a departure gate in Houston ARTCC’s will not be confused with another position.

Sabine sector) − “Bolos, Houston local.” NOTE − Other means of identifying a position, such as substituting Receiver: “Bolos.” departure or arrival gate/fix names for position identifica- tion, may be used. However, it must be operationally Caller: “Request Flight Level three five zero for American beneficial, and the procedure fully covered in a letter of Twenty − five.” agreement or a facility directive, as appropriate.

EXAMPLE − Receiver: “American Twenty − five Flight Level three five Caller: “Albuquerque Center Sixty Three, Amarillo zero approved, A.C.” Departure.” Caller: “G.M.” Receiver: “Albuquerque Center.” 4.

b. Between two facilities which utilize numeric Caller: “Sector Twelve, Ontario Approach, APREQ.” position identification, the caller must identify both Receiver: “Sector Twelve.” facility and position.

EXAMPLE − Caller: “Cactus Five forty − two heading one three zero and Caller: “Albuquerque Sixty Three, Fort Worth Eighty climbing to one four thousand.” Two.” c. Caller states the type of coordination to be Receiver: “Cactus Five forty − two heading one three zero accomplished when advantageous. For example, and climbing to one four thousand approved. B.N.” handoff or APREQ.

Caller: “A.M.” d. The caller states the message.

5.

e. The receiver states the response to the caller’s Caller: “Zanesville, Columbus, seventy − three line, message followed by the receiver’s operating initials.

handoff.” f. The caller states his or her operating initials.

Receiver: “Zanesville.” EXAMPLE − 1. Caller: “Five miles east of Appleton VOR, United Three Caller: “Denver High, R Twenty − five.” Sixty − six.” Receiver: “Denver High.” Receiver: “United Three Sixty − six, radar contact, A.Z.” Caller: “Request direct Denver for Northwest Three Caller: “M.E.” Radio and Interphone Communications 2 − 4 − 3 JO 7110.65Y 8/15/19 g. Identify the interphone voice line on which the 3. In communications with or about super or call is being made when two or more such lines are heavy aircraft when the separation from a following collocated at the receiving operating position. aircraft may become less than 5 miles by approved procedure.

EXAMPLE − “Washington Center, Washington Approach on the Fifty 4. When issuing traffic advisories.

Seven line.” EXAMPLE − “Chicago Center, O’Hare Tower handoff on the Departure “United Fifty − Eight Heavy.” West line.” NOTE − h. TERMINAL. The provisions of subparas a, b, c, Most airlines will use the word “super” or “heavy” e, f, g, and Paragraph 2 − 4 − 13, Interphone Message following the company prefix and flight number when Termination, may be omitted provided: establishing communications or when changing frequen- cies within a terminal facility’s area.

1. Abbreviated standard coordination proce- dures are contained in a facility directive describing e. When in radio communications with “Air Force the specific conditions and positions that may utilize One” or “Air Force Two,” do not add the heavy an abbreviated interphone message format; and designator to the call sign. State only the call sign “Air Force One/Two” regardless of the type aircraft.

2. There will be no possibility of misunder- standing which positions are using the abbreviated procedures.

2 − 4 − 15. EMPHASIS FOR CLARITY 2 − 4 − 13. INTERPHONE MESSAGE Emphasize appropriate digits, letters, or similar TERMINATION sounding words to aid in distinguishing between Terminate interphone messages with your operating similar sounding aircraft identifications.

initials.

Additionally: a. Notify each pilot concerned when communicat- 2 − 4 − 14. WORDS AND PHRASES ing with aircraft having similar sounding identifications.

a. Use the words or phrases in radiotelephone and interphone communication as contained in the P/CG EXAMPLE − or, within areas where Controller Pilot Data Link “United Thirty − one United, Miami Center, U.S. Air Communications (CPDLC) is in use, the phraseology Thirty − one is also on this frequency, acknowledge.” contained in the applicable CPDLC message set.

“U.S. Air Thirty − one U.S. Air, Miami Center, United b. The word super must be used as part of the Thirty − one is also on this frequency, acknowledge.” identification in all communications with or about REFERENCE − super aircraft.

FAA Order JO 7110.65, Para 2 − 4 − 20, Aircraft Identification.

FAA Order JO 7210.3, Para 2 − 1 − 14, Aircraft Identification Problems.

c. The word heavy must be used as part of the identification in all communications with or about b. Notify the operations supervisor − in-charge of heavy aircraft.

any duplicate flight identification numbers or phonetically similar-sounding call signs when the d. EN ROUTE. The use of the words super or aircraft are operating simultaneously within the same heavy may be omitted except as follows: sector.

1. In communications with a terminal facility REFERENCE − about super or heavy aircraft operations.

FAA Order JO 7210.3, Para 2 − 1 − 14, Aircraft Identification Problems.

2. In communications with or about super or NOTE − heavy aircraft with regard to an airport where the en This is especially important when this occurs on a route center is providing approach control service.

repetitive, rather than an isolated, basis.

Radio and Interphone Communications 2 − 4 − 4 JO 7110.65Y 8/15/19 2 − 4 − 16. ICAO PHONETICS 2 − 4 − 17. NUMBERS USAGE State numbers as follows: Use the ICAO pronunciation of numbers and individual letters. (See the ICAO radiotelephony a. Serial numbers. The separate digits.

alphabet and pronunciation in TBL 2 − 4 − 1.)

EXAMPLE − TBL 2 − 4 − 1 ICAO Phonetics Number Statement Character Word Pronunciation 11,495 “One one four niner five.” 20,069 “Two zero zero six niner.” 0 Zero ZE − RO 1 One WUN b. Altitudes or flight levels: 2 Two TOO 1. Altitudes. Pronounce each digit in the number 3 Three TREE of hundreds or thousands followed by the word 4 Four FOW − ER “hundred” or “thousand” as appropriate.

5 Five FIFE EXAMPLE − 6 Six SIX 7 Seven SEV − EN Number Statement 8 Eight AIT 9 Nine NIN − ER 10,000 “One zero thousand.” 11,000 “One one thousand.” A Alfa AL FAH 17,900 “One seven thousand niner hundred.” B Bravo BRAH VOH C Charlie CHAR LEE NOTE − D Delta DELL TAH Altitudes may be restated in group form for added clarity if the controller chooses.

E Echo ECK OH F Foxtrot FOKS TROT EXAMPLE − G Golf GOLF H Hotel HOH TELL Number Statement I India IN DEE AH 10,000 “Ten thousand.” J Juliett JEW LEE ETT 11,000 “Eleven thousand.” K Kilo KEY LOH 17,900 “Seventeen thousand niner hundred.” L Lima LEE MAH M Mike MIKE 2. Flight levels. The words “flight level” N November NO VEM BER followed by the separate digits of the flight level.

O Oscar OSS CAH EXAMPLE − P Papa PAH PAH Q Quebec KEH BECK Flight Level Statement R Romeo ROW ME OH 180 “Flight level one eight zero.” S Sierra SEE AIR AH 275 “Flight level two seven five.” T Tango TANG GO U Uniform YOU NEE FORM 3. MDA/DH Altitudes. The separate digits of V Victor VIK TAH the MDA/DH altitude.

W Whiskey WISS KEY EXAMPLE − X X − ray ECK SRAY Y Yankee YAN GKEY MDA/DH Altitude Statement Z Zulu ZOO LOO 1,320 “Minimum descent altitude, one three two zero.” NOTE − 486 “Decision height, four eight Syllables to be emphasized in pronunciation are in bold six.” face.

Radio and Interphone Communications 2 − 4 − 5 JO 7110.65Y 8/15/19 c. Time: d. Field elevation. The words “field elevation” followed by the separate digits of the elevation.

1. General time information. The four separate digits of the hour and minute/s in terms of UTC. EXAMPLE − EXAMPLE − Elevation Statement 17 feet “Field elevation, one seven.” UTC Time (12 hour) Statement 817 feet “Field elevation, eight one seven.” 0715 1:15 a.m. CST “Zero seven one five.” 2,817 feet “Field elevation, two eight one seven.” 1915 1:15 p.m. CST “One niner one five.” 2. Upon request. The four separate digits of the e. The number “0” as “zero” except where it is hours and minute/s in terms of UTC followed by the used in approved “group form” for authorized aircraft local standard time equivalent; or the local time call signs, and in stating altitudes.

equivalent only. Local time may be based on the EXAMPLE − 24 − hour clock system, and the word “local” or the time zone equivalent must be stated when other than As Zero As Group UTC is referenced. The term “ZULU” may be used “Field elevation one six zero.” “Western five thirty.” to denote UTC.

“Heading three zero zero.” “EMAIR One Ten.” EXAMPLE − “One zero thousand five “Ten thousand five hundred.” hundred.” UTC Time Time Statement f. Altimeter setting. The word “altimeter” fol- (24 hour) (12 hour) lowed by the separate digits of the altimeter setting.

2230 1430 PST 2:30 p.m. “Two two three zero, one four three zero EXAMPLE − Pacific or Local.” or “Two − thirty P − M.” Setting Statement 3. Time check. The word “time” followed by the 30.01 “Altimeter, three zero zero one.” four separate digits of the hour and minutes, and nearest quarter minute. Fractions of a quarter minute g. Surface wind. The word “wind” followed by the less than eight seconds are stated as the preceding separate digits of the indicated wind direction to the quarter minute; fractions of a quarter minute of eight nearest 10 − degree multiple, the word “at” and the seconds or more are stated as succeeding quarter separate digits of the indicated velocity in knots, to minute.

include any gusts.

EXAMPLE − EXAMPLE − “Wind zero three zero at two five.” Time Statement “Wind two seven zero at one five gusts three five.” 1415:06 “Time, one four one five.” h. Heading. The word “heading” followed by the 1415:10 “Time, one four one five and three separate digits of the number of degrees, one − quarter.” omitting the word “degrees.” Use heading 360 degrees to indicate a north heading.

4. Abbreviated time. The separate digits of the minutes only.

EXAMPLE − EXAMPLE − Heading Statement Time Statement 5 degrees “Heading zero zero five.” 1415 “One five.” 30 degrees “Heading zero three zero.” 1420 “Two zero.” 360 degrees “Heading three six zero.” Radio and Interphone Communications 2 − 4 − 6 JO 7110.65Y 8/15/19 i. Radar beacon codes. The separate digits of the 3. Issue TACAN frequencies by stating the 4 − digit code. assigned two or three − digit channel number.

EXAMPLE − l. Speeds.

Code Statement 1. The separate digits of the speed followed by 1000 “One zero zero zero.” “knots” except as required by Paragraph 5 − 7 − 2, 2100 “Two one zero zero.” Methods.

j. Runways. The word “runway,” followed by the EXAMPLE − separate digits of the runway designation. For a parallel runway, state the word “left,” “right,” or Speed Statement “center” if the letter “L,” “R,” or “C” is included in the designation. 250 “Two five zero knots.” 190 “One niner zero knots.” EXAMPLE − Designation Statement 2. The separate digits of the Mach number 3 “Runway Three.” preceded by “Mach.” 8L “Runway Eight Left.” EXAMPLE − 27R “Runway Two Seven Right.” k. Frequencies.

Mach Number Statement 1. The separate digits of the frequency, inserting 1.5 “Mach one point five.” the word “point” where the decimal point occurs.

0.64 “Mach point six four.” 0.7 “Mach point seven.” (a) Omit digits after the second digit to the right of the decimal point.

m. Miles. The separate digits of the mileage (b) When the frequency is in the L/MF band, followed by the word “mile.” include the word “kiloHertz.” EXAMPLE − EXAMPLE − “Three zero mile arc east of Nottingham.” “Traffic, one o’clock, two five miles, northbound, D − C Frequency Statement Eight, flight level two seven zero.” 126.55 MHz “One two six point five five.” 369.0 MHz “Three six niner point zero.” 121.5 MHz “One two one point five.” 135.275 MHz “One three five point two seven.” 2 − 4 − 18. NUMBER CLARIFICATION 302 kHz “Three zero two kiloHertz.” a. If deemed necessary for clarity, and after stating 2. USAF/USN. Local channelization numbers numbers as specified in Paragraph 2 − 4 − 17, Numbers may be used in lieu of frequencies for locally based Usage, controllers may restate numbers using either aircraft when local procedures are established to group or single-digit form.

ensure that local aircraft and ATC facilities use the same channelization.

EXAMPLE − “One Seven Thousand, Seventeen Thousand.” EXAMPLE − “Altimeter Two Niner Niner Two, Twenty Nine Ninety Two.” Frequency Statement “One Two Six Point Five Five, One Twenty Six Point Fifty 275.8 MHz “Local channel one six.” Five.” Radio and Interphone Communications 2 − 4 − 7 JO 7110.65Y 8/15/19 2 − 4 − 19. FACILITY IDENTIFICATION 2 − 4 − 20. AIRCRAFT IDENTIFICATION Use the full identification in reply to aircraft with Identify facilities as follows: similar sounding identifications. For other aircraft, a. Airport traffic control towers. State the name of the same identification may be used in reply that the the facility followed by the word “tower.” Where pilot used in his/her initial callup except use the military and civil airports are located in the same correct identification after communications have general area and have similar names, state the name been established. Identify aircraft as follows: of the military service followed by the name of the a. U.S. registry aircraft. State one of the following: military facility and the word “tower.” REFERENCE − EXAMPLE − FAA Order JO 7110.65, Para 2 − 4 − 8, Radio Message Format.

“Columbus Tower.” FAA Order JO 7110.65, Para 2 − 4 − 9, Abbreviated Transmissions.

“Barksdale Tower.” FAA Order JO 7110.65, Para 2 − 4 − 15, Emphasis for Clarity.

FAA Order JO 7110.65, Para 2 − 4 − 17, Numbers Usage.

“Navy Jacksonville Tower.” 1. Civil. State the prefix “November” when b. Air route traffic control centers. State the name establishing initial communications with U.S.

of the facility followed by the word “center.” registered aircraft followed by the ICAO phonetic c. Approach control facilities, including pronunciation of the numbers/letters of the aircraft RAPCONs, RATCFs, and ARACs. State the name of registration. The controller may state the aircraft the facility followed by the word “approach.” Where type, the model, the manufacturer’s name, followed military and civil facilities are located in the same by the ICAO phonetic pronunciation of the general area and have similar names, state the name numbers/letters of the aircraft registration if used by of the military service followed by the name of the the pilot on the initial or subsequent call.

military facility and the word “approach.” EXAMPLE − EXAMPLE − Air traffic controller’s initiated call: “Denver Approach.” “Griffiss Approach.” “November One Two Three Four Golf.” “Navy Jacksonville Approach.” “November One Two Three Four.” d. Functions within a terminal facility. State the Responding to pilot’s initial or subsequent call: name of the facility followed by the name of the function.

“Jet Commander One Two Three Four Papa.” “Bonanza One Two Three Four Tango.” EXAMPLE − “Sikorsky Six Three Eight Mike Foxtrot.” “Boston Departure.” “LaGuardia Clearance Delivery.” NOTE − “O’Hare Ground.” If aircraft identification becomes a problem when the procedures specified above are used, the call sign must be e. When calling or replying on an interphone line restated after the flight number of the aircraft involved.

which connects only two non − VSCS equipped EXAMPLE − facilities, you may omit the facility name.

“American Five Twenty − One American.” EXAMPLE − “Commuter Six Eleven Commuter.” “Bradford High, Handoff.” “General Motors Thirty − Seven General Motors.” f. FAA flight service stations. State the name of the REFERENCE − FAA Order JO 7210.3, Para 2 − 1 − 14, Aircraft Identification Problems.

station followed by the word “radio.” 2. Air carrier and other civil aircraft having FAA EXAMPLE − authorized call signs. State the call sign followed by “Altoona Radio.” the flight number in group form.

g. Radar facilities having ASR or PAR but not NOTE − providing approach control service. State the name “Group form” is the pronunciation of a series of numbers of the facility, followed by the letters “G − C − A.” as the whole number, or pairs of numbers they represent EXAMPLE − rather than pronouncing each separate digit. The use of “Corpus Christi G − C − A.” group form may, however, be negated by four-digit “Davison G − C − A.” identifiers or the placement of zeros in the identifier.

Radio and Interphone Communications 2 − 4 − 8 JO 7110.65Y 8/15/19 EXAMPLE − (b) Special military operations. State one of “American Fifty − Two.” the following followed by the last 5 digits of the serial “Delta One Hundred.” number: “Eastern Metro One Ten.” (c) Air evacuation flights. “AIR EVAC,” “General Motors Thirty Fifteen.” “MARINE AIR EVAC,” or “NAVY AIR EVAC.” “United One Zero One.” “Delta Zero One Zero.” EXAMPLE − “TWA Ten Zero Four.” “Air Evac One Seven Six Five Two.” NOTE − (d) Rescue flights. (Service name) Air carrier and other civil aircraft having FAA authorized “RESCUE.” call signs may be pronounced using single digits if EXAMPLE − necessary for clarity.

“Air Force Rescue Six One Five Seven Niner.” EXAMPLE − (e) Air Mobility Command. “REACH.” “United Five One Seven.” “United Five Seven Zero.” EXAMPLE − “Reach Seven Eight Five Six Two.” 3. Air taxi and commercial operators not having (f) Special Air Mission. “SAM.” FAA authorized call signs. State the prefix “TANGO” EXAMPLE − on initial contact, if used by the pilot, followed by the “Sam Niner One Five Six Two.” registration number. The prefix may be dropped in subsequent communications.

(g) USAF Contract Aircraft “LOGAIR.” EXAMPLE − EXAMPLE − “Logair Seven Five Eight Two Six.” “Tango Mooney Five Five Five Two Quebec.” “Tango November One Two Three Four.” (h) Military tactical and training: 4. Air carrier/taxi ambulance. State the prefix (1) U.S. Air Force, Air National Guard, “MEDEVAC” if used by the pilot, followed by the Military District of Washington priority aircraft, and call sign and flight number in group form. USAF civil disturbance aircraft. Pronounceable words of 3 to 6 letters followed by a 1 to 5 digit EXAMPLE − number.

“MEDEVAC Delta Fifty-One.” EXAMPLE − 5. Civilian air ambulance. State the word “Paul Two Zero.” “MEDEVAC” followed by the numbers/letters of the “Pat One Five Seven.” registration number.

“Gaydog Four.” NOTE − EXAMPLE − When the “Z” suffix described in para 2 − 3 − 7, USAF/USN “MEDEVAC Two Six Four Six.” Undergraduate Pilots, is added to identify aircraft piloted by USAF undergraduate pilots, the call sign will be limited 6. U.S. military. State one of the following: to a combination of six characters.

(a) The service name, followed by the word (2) Navy or Marine fleet and training “copter,” when appropriate, and the last 5 digits of the command aircraft. The service name and 2 letters, or serial number.

a digit and a letter (use letter phonetic equivalents), followed by 2 or 3 digits.

EXAMPLE − “Navy Five Six Seven One Three.” EXAMPLE − “Coast Guard Six One Three Two Seven.” “Navy Golf Alfa Two One.” “Air Guard One Three Five Eight Six.” “Marine Four Charlie Two Three Six.” “Army Copter Three Two One Seven Six.” 7. Presidential aircraft and Presidential family NOTE − aircraft: If aircraft identification becomes a problem, the (a) When the President is aboard a military procedures reflected in FAA Order JO 7210.3, Facility aircraft, state the name of the military service, Operation and Administration, Paragraph 2 − 1 − 14, Air- followed by the word “One.” craft Identification Problems, will apply.

Radio and Interphone Communications 2 − 4 − 9 JO 7110.65Y 8/15/19 EXAMPLE − (a) Department of Energy flights. State the “Air Force One.” letters “R − A − C” (use phonetic alphabet equivalents) “Army One.” followed by the last 4 separate digits of the aircraft “Marine One.” registration number.

(b) When the President is aboard a civil EXAMPLE − aircraft, state the words “Executive One.” “Romeo Alfa Charlie One Six Five Three.” (b) Flight Inspection of navigational aids.

(c) When a member of the President’s family State the call sign “FLIGHT CHECK” followed by is aboard any aircraft, if the U.S. Secret Service or the the digits of the registration number.

White House Staff determines it is necessary, state the words “Executive One Foxtrot.” EXAMPLE − “Flight Check Three Niner Six Five Four.” REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

(c) USAF aircraft engaged in aerial sampling 8. Vice Presidential aircraft: missions. State the call sign “SAMP” followed by the last three digits of the serial number.

(a) When the Vice President is aboard a EXAMPLE − military aircraft, state the name of the military “SAMP Three One Six.” service, followed by the word “Two.” REFERENCE − EXAMPLE − FAA Order JO 7110.65, Para 9 − 2 − 18, SAMP.

“Air Force Two.” 11. Use a pilot’s name in identification of an “Army Two.” aircraft only in special or emergency situations.

“Marine Two.” b. Foreign registry. State one of the following: (b) When the Vice President is aboard a civil aircraft, state the words “Executive Two.” 1. Civil. State the aircraft type or the manufac- turer’s name followed by the letters/numbers of the (c) When a member of the Vice President’s aircraft registration, or state the letters or digits of the family is aboard any aircraft, if the U.S. Secret aircraft registration or call sign.

Service or the White House Staff determines it is EXAMPLE − necessary, state the words “Executive Two Foxtrot.” “Stationair F − L − R − B.” REFERENCE − “C − F − L − R − B.” FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

NOTE − 9. DOT and FAA flights. The following Letters may be spoken individually or phonetically.

alphanumeric identifiers and radio/interphone call 2. Air carrier. The abbreviated name of the signs are established for use in air/ground communi- operating company followed by the letters or digits of cations when the Secretary of Transportation, Deputy the registration or call sign.

Secretary of Transportation, FAA Administrator or FAA Deputy Administrator have a requirement to EXAMPLE − “Air France F − L − R − L − G.” identify themselves. (See TBL 2 − 4 − 2.)

3. The flight number in group form, or you may TBL 2 − 4 − 2 use separate digits if that is the format used by the DOT and FAA Alphanumeric Identifiers pilot.

and Call Signs EXAMPLE − Official Identifier Call Sign “Scandinavian Sixty − eight.” Secretary of Transportation DOT − 1 Transport − 1 “Scandinavian Six Eight.” Deputy Secretary of DOT − 2 Transport − 2 4. Foreign Military. Except for military Transportation services identified in FAA Order JO 7340.2, Administrator, FAA − 1 Safeair − 1 Contractions, the name of the country and the military Federal Aviation Administration service followed by the separate digits or letters of the Deputy Administrator, FAA − 2 Safeair − 2 registration or call sign. For military services listed Federal Aviation Administration in FAA Order JO 7340.2, the approved telephony 10. Other Special Flights. followed by the separate digits of the serial number.

Radio and Interphone Communications 2 − 4 − 10 JO 7110.65Y 8/15/19 EXAMPLE − 2. Manufacturer’s name, or add color when “Canforce Five Six Two Seven.” considered advantageous.

“Brazilian Air Force Five Three Two Seven Six.” EXAMPLE − “Tri − Pacer.” 2 − 4 − 21. DESCRIPTION OF AIRCRAFT “P A Twenty − Two.” TYPES “Cessna Four − Oh − One.” “Blue and white King Air.” Except for super and heavy aircraft, describe aircraft “Airliner.” as follows when issuing traffic information.

“Sikorsky S − Seventy − Six.” a. Military: d. When issuing traffic information to aircraft following a super aircraft, specify the word s uper 1. Military designator, with numbers spoken in before the manufacturer’s name and model.

group form, or 2. Service and type, or e. When issuing traffic information to aircraft following a heavy aircraft, specify the word heavy 3. Type only if no confusion or misidentifica- before the manufacturer’s name and model.

tion is likely.

EXAMPLE − b. Air Carrier: “Super A-Three-Eighty” or “Super A-three-eighty-eight.” 1. Manufacturer’s model or type designator.

“Heavy C-Seventeen.” 2. Add the manufacturer’s name, company “Heavy Boeing Seven Forty-Seven.” name or other identifying features when confusion or REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

misidentification is likely.

EXAMPLE − 2 − 4 − 22. AIRSPACE CLASSES “L − Ten − Eleven.” “American MD − Eighty. Seven Thirty − Seven.” A, B, C, D, E, and G airspace are pronounced in the “Boeing Seven Fifty − Seven.” ICAO phonetics for clarification. The term “Class” NOTE − may be dropped when referring to airspace in Pilots of “interchange” aircraft are expected to inform the pilot/controller communications.

tower on the first radio contact the name of the operating company and trip number followed by the company name, EXAMPLE − as displayed on the aircraft, and the aircraft type.

“Cessna 123 Mike Romeo cleared to enter Bravo airspace.” c. General Aviation and Air Taxi: “Sikorsky 123 Tango Sierra cleared to enter New York 1. Manufacturer’s model or type designator.

Bravo airspace.” Radio and Interphone Communications 2 − 4 − 11 JO 7110.65Y 8/15/19

Section 5. Route and NAVAID Description

2 − 5 − 1. AIR TRAFFIC SERVICE (ATS) EXAMPLE − “Q One Forty − five.” ROUTES 2. Low Altitude − State the letter of the route Describe ATS routes as follows: phonetically, followed by the number of the route in group form.

a. VOR/VORTAC/TACAN airways or jet routes.

State the word “Victor” or the letter “J” followed by EXAMPLE − the number of the airway or route in group form.

“Tango Two Ten.” EXAMPLE − 2 − 5 − 2. NAVAID TERMS “Victor Twelve.” “J Five Thirty − Three.” a. Describe NAVAIDs as follows: b. VOR/VORTAC/TACAN alternate airways.

1. State the name or phonetic alphabet equival- State the word “Victor” followed by the number of the ent (location identifier) of a NAVAID when using it airway in group form and the alternate direction.

in a routing.

EXAMPLE − EXAMPLE − “Victor Twelve South.” “V6 Victor Whiskey Victor (Waterville) V45 Jackson” c. Colored/L/MF airways. State the color of the 2. When utilized as the clearance limit, state the airway followed by the number in group form.

name of the NAVAID followed by the type of NAVAID if the type is known.

EXAMPLE − “Blue Eighty − One.” PHRASEOLOGY − CLEARED TO (NAVAID name and type) d. Named Routes. State the words “North EXAMPLE − American Route” or “Bahama Route” followed by “Cleared to Grand Rapids VOR” the number of the route in group form.

b. Describe radials, arcs, courses, bearings, and EXAMPLE − quadrants of NAVAIDs as follows: “North American Route Sixty − Seven Bravo.” “Bahama Route Fifty − Five Victor.” 1. VOR/VORTAC/TACAN/GPS Waypoint.

State the name of the NAVAID or GPS Waypoint e. Air Traffic Service (ATS) routes. State the followed by the separate digits of the radial/azimuth/ letter(s) of the route phonetically, followed by the bearing (omitting the word “degrees”) and the word number of the route in group form.

“radial/azimuth/bearing.” EXAMPLE − EXAMPLE − “Romeo Twenty.” “Appleton Zero Five Zero Radial.” “Alfa Fifty.” “Golf Sixty − one.” 2. Arcs about VOR-DME/VORTAC/TACAN “Alfa Seven Hundred.” NAVAIDs. State the distance in miles from the NAVAID followed by the words “mile arc,” the f. Military Training Routes (MTRs). State the direction from the NAVAID in terms of the eight letters “I − R” or “V − R” followed by the number of the principal points of the compass, the word “of,” and route in group form.

the name of the NAVAID.

EXAMPLE − EXAMPLE − “I − R Five Thirty − one.” “Two Zero mile arc southwest of Kirksville VOR” “V − R Fifty − two.” 3. Quadrant within a radius of NAVAID. State g. Published RNAV routes.

direction from NAVAID in terms of the quadrant; 1. High Altitude − State the letter “Q” followed e.g., NE, SE, SW, NW, followed by the distance in by the route number in group form. miles from the NAVAID.

Route and NAVAID Description 2 − 5 − 1 JO 7110.65Y 8/15/19 EXAMPLE − increment in single digit or group form, and the “Cleared to fly northeast quadrant of Phillipsburg longitude increment.

VORTAC within Four Zero mile radius.” EXAMPLE − REFERENCE − “Kilo Delta Three Four Uniform.” FAA Order JO 7110.65, Para 4 − 4 − 1, Route Use.

“Kilo Delta Thirty Four Uniform.” P/CG Term − Quadrant.

4. Nondirectional beacons. State the course to 2 − 5 − 3. NAVAID FIXES or the bearing from the radio beacon, omitting the word “degree,” followed by the words “course to” or Describe fixes determined by reference to a “bearing from,” the name of the radio beacon, and the radial/localizer/azimuth and distance from a words “radio beacon.” VOR-DME/VORTAC/TACAN/ILS-DME as follows: EXAMPLE − “Three Four Zero bearing from Randolph Radio Beacon.” a. When a fix is not named, state the name of the NAVAID followed by a specified radial/localizer/ 5. MLS. State the azimuth to or azimuth from azimuth, and state the distance in miles followed by the MLS, omitting the word “degree” followed by the the phrase “mile fix.” words “azimuth to” or “azimuth from,” the name of the MLS, and the term MLS.

EXAMPLE − “Appleton Zero Five Zero radial Three Seven mile fix.” EXAMPLE − “Reno localizer back course Four mile fix.” “Two Six Zero azimuth to Linburgh Runway Two Seven MLS.” b. When a fix is charted on a SID, STAR, en route 6. Navigation Reference System (NRS) Waypo- chart, or approach plate, state the name of the fix.

int. State the single letter corresponding to the ICAO Flight Information Region (FIR) identifier, followed c. Use specific terms to describe a fix. Do not use by the letter corresponding to the FIR subset (ARTCC expressions such as “passing Victor Twelve” or area for the conterminous U.S.), the latitude “passing J Eleven.” Route and NAVAID Description 2 − 5 − 2 JO 7110.65Y 8/15/19

Section 6. Weather Information

2 − 6 − 1. FAMILIARIZATION a. Solicit PIREPs when requested, deemed necessary or any of the following conditions exists or Controllers must become familiar with pertinent is forecast for your area of jurisdiction: weather information when coming on duty, and stay 1. Ceilings at or below 5,000 feet. These aware of current and forecasted weather information PIREPs must include cloud bases, tops and cloud needed to perform ATC duties.

coverage when available. Additionally, when provid- ing approach control services, ensure that at least one NOTE − descent/climb–out PIREP and other related phenom- Every phase of flight has the potential to be impacted by ena is obtained each hour.

weather, and emphasis must be placed on gathering, reporting and disseminating weather information.

2. Visibility (surface or aloft) at or less than 5 miles.

3. Thunderstorms and related phenomena.

2 − 6 − 2. PIREP SOLICITATION AND DISSEM- INATION 4. Turbulence of moderate degree or greater.

5. Icing of light degree or greater.

Emphasis must be placed on the solicitation and 6. Wind shear.

dissemination of Urgent (UUA) and Routine (UA) PIREPs. Timely dissemination of PIREPs alerts 7. Braking action reports.

pilots to weather conditions and provides information 8. Volcanic ash clouds.

useful to forecasters in the development of aviation forecasts. PIREPs also provide information required 9. Detection of sulfur gases (SO2 or H2S), by ATC in the provision of safe and efficient use of associated with volcanic activity, in the cabin.

airspace. This includes reports of strong frontal NOTE − activity, squall lines, thunderstorms, light to severe 1. The smell of sulfur gases in the cockpit may indicate icing, wind shear and turbulence (including clear air volcanic activity that has not yet been detected or reported turbulence) of moderate or greater intensity, braking and/or possible entry into an ash − bearing cloud. SO2 is action, volcanic eruptions and volcanic ash clouds, identifiable as the sharp, acrid odor of a freshly struck detection of sulfur gases in the cabin, and other match. H2S has the odor of rotten eggs.

conditions pertinent to flight safety. Controllers must 2. Pilots may forward PIREPs regarding volcanic activity provide the information in sufficient detail to assist using the format described in the Volcanic Activity pilots in making decisions pertinent to flight safety.

Reporting Form (VAR) as depicted in the AIM, Appendix 2.

NOTE − REFERENCE − Routine PIREPs indicating a lack of forecasted weather FAA Order JO 7110.10, Para 9 − 2 − 5, Soliciting PIREPs conditions, for example, a lack of icing or turbulence, are also valuable to aviation weather forecasters and pilots. b. Record with the PIREPs: This is especially true when adverse conditions are 1. Time.

expected or forecasted but do not develop or no longer exist.

2. Aircraft position.

REFERENCE − 3. Type aircraft.

FAA Order JO 7110.65, Para 3 − 1 − 8, Low Level Wind Shear/Microburst Advisories.

4. Altitude.

FAA Order JO 7110.65, Para 3 − 3 − 4, Braking Action.

P/CG Term − Braking Action.

5. When the PIREP involves icing include: FAA Order JO 7210.3, Para 6 − 3 − 1, Handling of SIGMETs, CWAs, and PIREPs.

(a) Icing type and intensity.

AIM, Para 7 − 5 − 9, Flight Operations in Volcanic Ash.

FAA Order JO 7210.3, Para 10 − 3 − 1, SIGMET and PIREP Handling (b) Air temperature in which icing is FAA Order JO 7110.10, Chapter 9, Section 2, Pilot Weather Report occurring.

(UA/UUA) Weather Information 2 − 6 − 1 JO 7110.65Y 8/15/19 c. Obtain PIREPs directly from the pilot, or if the (d) Alaska Only: The FSS serving the area in PIREP has been requested by another facility, you which the report was obtained.

may instruct the pilot to deliver it directly to that NOTE − facility.

The FSS in Alaska is responsible for long line dissemination.

PHRASEOLOGY − REFERENCE − REQUEST/SAY FLIGHT CONDITIONS. Or if FAA Order JO 7110.65, Para 2 − 1 − 2, Duty Priority.

appropriate, (e) Other concerned terminal or en route ATC REQUEST/SAY (specific conditions; i.e., ride, cloud, facilities, including non − FAA facilities.

visibility, etc.) CONDITIONS.

If necessary, OVER (fix), 2 − 6 − 3. REPORTING WEATHER CONDI- TIONS or a. When the prevailing visibility at the usual point ALONG PRESENT ROUTE, of observation, or at the tower level, is less than 4 miles, tower personnel must take prevailing visibility or observations and apply the observations as follows: 1. Use the lower of the two observations (tower BETWEEN (fix) AND (fix).

or surface) for aircraft operations.

d. Disseminate PIREPs as follows: 2. Forward tower visibility observations to the 1. Relay pertinent PIREP information to weather observer.

concerned aircraft in a timely manner.

3. Notify the weather observer when the tower observes the prevailing visibility decrease to less than NOTE − Use the word gain and/or loss when describing to pilots the 4 miles or increase to 4 miles or more.

effects of wind shear on airspeed.

b. Describe the wind as calm when the wind EXAMPLE − velocity is less than three knots.

“Delta Seven Twenty − one, a Boeing Seven Thirty − seven, REFERENCE − previously reported wind shear, loss of two five knots at FAA Order JO 7110.65, Para 3 − 5 − 3, Tailwind Components.

four hundred feet.” FAA Order JO 7110.65, Para 3 − 10 − 4, Intersecting Runway/Intersecting Flight Path Separation.

“Alaska One, a Boeing Seven Thirty − seven, previously reported wind shear, gain of two − five knots between niner c. Forward current weather changes to the hundred and six hundred feet, followed by a loss of five zero appropriate control facility as follows: knots between five hundred feet and the surface.” 1. When the official weather changes to a REFERENCE − condition: AIM, Para 7 − 1 − 24, Wind Shear PIREPs.

(a) Less than a 1,000 − foot ceiling or below 2. EN ROUTE. Relay all operationally signifi- the highest circling minimum, whichever is greater.

cant PIREPs to the facility weather coordinator.

(b) Where the visibility is less than 3 miles.

REFERENCE − FAA Order JO 7210.3, Para 6 − 3 − 1, Handling of SIGMETs, CWAs, and (c) Where conditions improve to values PIREPs greater than those listed in (a) and (b).

3. TERMINAL. Relay all operationally signifi- 2. When changes which are classified as special cant PIREPs to: weather observations during the time that weather conditions are below 1,000 − foot ceiling or the (a) The appropriate intrafacility positions.

highest circling minimum, whichever is greater, or (b) The OS/CIC for long line dissemination less than 3 miles visibility.

via an FAA approved electronic system (for example, d. Towers at airports where military turbo − jet en AIS − R, or similar systems); or, route descents are routinely conducted must also (c) Outside Alaska: The overlying ARTCC’s report the conditions to the ARTCC even if it is not the Flight Data Unit for long − line dissemination. controlling facility.

Weather Information 2 − 6 − 2 JO 7110.65Y 8/15/19 e. If the receiving facility informs you that weather 2. MODERATE.

reports are not required for a specific time period, 3. HEAVY.

discontinue the reports.

4. EXTREME.

f. EN ROUTE. When you determine that weather NOTE − reports for an airport will not be required for a specific Weather and Radar Processor (WARP) does not display time period, inform the FSS or tower of this light intensity.

determination.

PHRASEOLOGY − REFERENCE − AREA OF (Intensity) PRECIPITATION BETWEEN FAA Order JO 7110.65, Para 3 − 10 − 2, Forwarding Approach (number) O’CLOCK AND (number) O’CLOCK, (number) Information by Nonapproach Control Facilities.

MILES, MOVING (direction) AT (number) KNOTS, TOPS (altitude). AREA IS (number) MILES IN DIAMETER.

2 − 6 − 4. ISSUING WEATHER AND CHAFF EXAMPLE − AREAS 1. “Area of heavy precipitation between ten o’clock and two o’clock, one five miles. Area is two five miles in a. Controllers must issue pertinent information on diameter.” observed/reported weather and chaff areas to 2. “Area of heavy to extreme precipitation between ten potentially affected aircraft. Define the area of o’clock and two o’clock, one five miles. Area is two five coverage in terms of: miles in diameter.” 1. Azimuth (by referring to the 12 − hour clock) REFERENCE − P/CG Term − Precipitation Radar Weather Descriptions.

and distance from the aircraft and/or d. TERMINAL: In STARS, ARTS, and other 2. The general width of the area and the area of systems that display six levels of precipitation coverage in terms of fixes or distance and direction intensities, correlate precipitation descriptors from from fixes.

subparagraph c as follows: NOTE − 1. Level 1 = LIGHT Weather significant to the safety of aircraft includes conditions such as funnel cloud activity, lines of 2. Level 2 = MODERATE thunderstorms, embedded thunderstorms, large hail, wind 3. Levels 3 and 4 = HEAVY shear, microbursts, moderate to extreme turbulence (including CAT), and light to severe icing.

4. Levels 5 and 6 = EXTREME REFERENCE − AIM, Paragraph 7 − 1 − 14, ATC Inflight Weather Avoidance Assistance.

e. When precipitation intensity information is not available.

PHRASEOLOGY − WEATHER/CHAFF AREA BETWEEN (number) PHRASEOLOGY − O’CLOCK AND (number) O’CLOCK (number) MILES, AREA OF PRECIPITATION BETWEEN (number) and/or (number) MILE BAND OF WEATHER/CHAFF O’CLOCK AND (number) O’CLOCK, (number) MILES.

FROM (fix or number of miles and direction from fix) TO MOVING (direction) AT (number) KNOTS, TOPS (fix or number of miles and direction from fix).

(altitude). AREA IS (number) MILES IN DIAMETER, INTENSITY UNKNOWN.

b. Inform any tower for which you provide EXAMPLE − approach control services of observed precipitation “Area of precipitation between one o’clock and three on radar which is likely to affect their operations.

o’clock, three five miles moving south at one five knots, tops c. Use the term “precipitation” when describing flight level three three zero. Area is three zero miles in diameter, intensity unknown.” radar − derived weather. Issue the precipitation intensity from the lowest descriptor (LIGHT) to the NOTE − highest descriptor (EXTREME) when that informa- Phraseology using precipitation intensity descriptions is tion is available. Do not use the word “turbulence” in only applicable when the radar precipitation intensity information is determined by NWS radar equipment or describing radar − derived weather.

NAS ground based digitized radar equipment with weather 1. LIGHT.

capabilities. This precipitation may not reach the surface.

Weather Information 2 − 6 − 3 JO 7110.65Y 8/15/19 restrictions on the procedure. The aircraft’s Flight f. EN ROUTE. When issuing Air Route Surveil- Management System (FMS) may be unable to process lance Radar (ARSR) precipitation intensity use the crossing altitude restrictions once the aircraft leaves the following: SID/STAR lateral path. Without an assigned altitude, the 1. Describe the lowest displayable precipitation aircraft’s FMS may revert to leveling off at the altitude set by the pilot, which may be the SID/STAR published top or intensity as MODERATE.

bottom altitude.

2. Describe the highest displayable precipita- REFERENCE − tion intensity as HEAVY to EXTREME.

FAA Order JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments.

FAA Order JO 7110.65, Para 5 − 6 − 2, Methods.

PHRASEOLOGY − AREA OF (Intensity) PRECIPITATION BETWEEN 3. If a pilot enters your area of jurisdiction (number) O’CLOCK and (number) O’CLOCK, (number) already deviating for weather, advise the pilot of any MILES, MOVING (direction) AT (number) KNOTS, TOPS additional weather which may affect the route.

(altitude). If applicable, AREA IS (number) MILES IN 4. If traffic and airspace (i.e., special use DIAMETER.

airspace boundaries, LOA constraints) permit, EXAMPLE − combine the approval for weather deviation with a 1. “Area of moderate precipitation between ten o’clock clearance on course.

and one o’clock, three zero miles moving east at two zero knots, tops flight level three seven zero.

PHRASEOLOGY − DEVIATION (restrictions if necessary) APPROVED, 2. “Area of moderate precipitation between ten o’clock WHEN ABLE, PROCEED DIRECT (name of and three o’clock, two zero miles. Area is two five miles in NAVAID/WAYPOINT/FIX) diameter.” g. Controllers must ensure that the highest or available level of precipitation intensity within their area of jurisdiction is displayed unless operational/ DEVIATION (restrictions if necessary) APPROVED, WHEN ABLE, FLY HEADING (degrees), VECTOR TO equipment limitations exist.

JOIN (airway) AND ADVISE.

h. When requested by the pilot, provide radar EXAMPLE − navigational guidance and/or approve deviations 1. “Deviation 20 degrees right approved, when able around weather or chaff areas. In areas of significant proceed direct O’Neill VORTAC and advise.” En Route: weather, plan ahead and be prepared to suggest, upon The corresponding fourth line entry is “D20R/ONL” or pilot request, the use of alternative routes/altitudes.

“D20R/F.” 1. An approval for lateral deviation authorizes 2. “Deviation 30 degrees left approved, when able fly the pilot to maneuver left or right within the limits of heading zero niner zero, vector to join J324 and advise.” the lateral deviation area. En Route: In this case the free text character limitation prevents use of fourth line coordination and verbal REFERENCE − coordination is required.

AIM, Paragraph 7 − 1 − 14b, 1. (a) ATC Inflight Weather Avoidance Assistance 5. If traffic or airspace prevents you from 2. When approving a weather deviation for an clearing the aircraft on course at the time of the aircraft that had previously been issued a crossing approval for a weather deviation, instruct the pilot to altitude, including climb via or descend via advise when clear of weather.

clearances, issue an altitude to maintain along with PHRASEOLOGY − the clearance to deviate. If you intend on clearing the DEVIATION (restrictions if necessary) APPROVED, aircraft to resume the procedure, advise the pilot.

ADVISE CLEAR OF WEATHER.

PHRASEOLOGY − EXAMPLE − DEVIATION (restrictions, if necessary) APPROVED, “Deviation North of course approved, advise clear of MAINTAIN (altitude), (if applicable) EXPECT TO weather.” RESUME (SID/STAR, etc.) AT (NAVAID, fix/waypoint).

En Route: In this case the corresponding fourth line entry NOTE − is “DN,” and the receiving controller must provide a After a climb via or descend via clearance has been issued, clearance to rejoin the route in accordance with paragraph a vector/deviation off of a SID/STAR cancels the altitude 2 − 1 − 15c.

Weather Information 2 − 6 − 4 JO 7110.65Y 8/15/19 the corresponding fourth line entry is “D20R/ONL” or i. When a deviation cannot be approved as “D20R/F.” requested because of traffic, take an alternate course of action that provides positive control for traffic 2. The absence of a NAVAID, waypoint, or /F in resolution and satisfies the pilot’s need to avoid the fourth line indicates that: weather.

(a) The pilot has been authorized to deviate PHRASEOLOGY − for weather only, and the receiving controller must UNABLE REQUESTED DEVIATION, FLY HEADING provide a clearance to rejoin the route in accordance (heading), ADVISE CLEAR OF WEATHER with paragraph 2 − 1 − 15c.

EXAMPLE − or “Deviation twenty degrees right approved, advise clear of weather.” UNABLE REQUESTED DEVIATION, TURN (number of degrees) DEGREES (left or right) VECTOR FOR (b) The free text character limitation prevents TRAFFIC, ADVISE CLEAR OF WEATHER, the use of fourth line coordination. Verbal coordina- EXAMPLE − tion is required.

“Unable requested deviation, turn thirty degrees right EXAMPLE − vector for traffic, advise clear of weather.” “Deviation 30 degrees left approved, when able fly heading zero niner zero, vector to join J324 and advise.” j. When forwarding weather deviation informa- tion, the transferring controller must clearly l. The supervisory traffic management coordinate the nature of the route guidance service coordinator − in − charge/operations supervisor/ being provided. This coordination should include, controller − in − charge must verify the digitized radar but is not limited to: assigned headings, suggested weather information by the best means available headings, pilot − initiated deviations. Coordination (e.g., pilot reports, local tower personnel, etc.) if the can be accomplished by: verbal, automated, or weather data displayed by digitized radar is reported predetermined procedures. Emphasis should be made as questionable or erroneous. Errors in weather radar between: controller assigned headings, suggested presentation must be reported to the technical headings, or pilot initiated deviations.

operations technician and the air traffic supervisor must determine if the digitized radar derived weather EXAMPLE − data is to be displayed and a NOTAM distributed.

“(call sign) assigned heading three three zero for weather avoidance” NOTE − “(call sign) deviating west, pilot requested … ” Anomalous propagation (AP) is a natural occurrence affecting radar and does not in itself constitute a weather REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 14, Coordinate Use Of Airspace circuit failure.

FAA Order JO 7110.65, Para 5 − 4 − 5, Transferring Controller Handoff FAA Order JO 7110.65, Para 5 − 4 − 6, Receiving Controller Handoff FAA Order JO 7110.65, Para 5 − 4 − 9, Prearranged Coordination 2 − 6 − 5. DISSEMINATING OFFICIAL WEATH- FAA Order JO 7110.65, Para 5 − 4 − 10, En Route Fourth Line Data ER INFORMATION Block Usage TERMINAL. Observed elements of weather informa- k. En Route Fourth Line Data Transfer tion must be disseminated as follows: 1. The inclusion of a NAVAID, waypoint, or /F a. General weather information, such as “large in the fourth line data indicates that the pilot has been breaks in the overcast,” “visibility lowering to the authorized to deviate for weather and must rejoin the south,” or similar statements which do not include route at the next NAVAID or waypoint in the route of specific values, and any elements derived directly flight.

from instruments, pilots, or radar may be transmitted REFERENCE − to pilots or other ATC facilities without consulting the FAA Order JO 7110.65, Para 5 − 4 − 10, En Route Fourth Line Data weather reporting station.

Block Usage b. Specific values, such as ceiling and visibility, EXAMPLE − may be transmitted if obtained by one of the “Deviation twenty degrees right approved, when able following means: proceed direct O’Neill VORTAC and advise.” In this case, Weather Information 2 − 6 − 5 JO 7110.65Y 8/15/19 NOTE − 1. You are properly certificated and acting as The inclusion of the type and number of weather advisory official weather observer for the elements being responsible for the HIWAS advisory is optional.

reported.

PHRASEOLOGY − NOTE − ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER USAF controllers do not serve as official weather INFORMATION (SIGMET, Convective SIGMET, observers.

AIRMET, Urgent Pilot Weather Report (UUA), or Center Weather Advisory (CWA), Number or Numbers) FOR 2. You have obtained the information from the (specific weather phenomenon) WITHIN (geographical official observer for the elements being reported.

area) AVAILABLE ON HIWAS, OR FLIGHT SERVICE FREQUENCIES.

3. The weather report was composed or verified by the weather station.

b. Controllers outside of commissioned HIWAS areas must: 4. The information is obtained from a FAA 1. Advise pilots of the availability of hazardous approved automation surface weather system.

weather advisories. Pilots requesting additional c. Differences between weather elements ob- information should be directed to contact the nearest served from the tower and those reported by the Flight Service.

weather station must be reported to the official 2. Apply the same procedure when HIWAS observer for the element concerned.

outlets, or outlets with radio coverage extending into your sector or airspace under your jurisdiction, are out of service.

2 − 6 − 6. HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) PHRASEOLOGY − ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER Controllers must advise pilots of hazardous weather INFORMATION FOR (specific weather phenomenon) that may impact operations within 150 NM of their WITHIN (geographical area) AVAILABLE FROM sector or area of jurisdiction. Hazardous weather FLIGHT SERVICE.

information contained in HIWAS broadcasts includes c. Terminal facilities have the option to limit Airmen’s Meteorological Information (AIRMET), hazardous weather information broadcasts as fol- Significant Meteorological Information (SIGMET), lows: Tower cab and approach control facilities may Convective SIGMET (WST), Urgent Pilot Weather opt to broadcast hazardous weather information alerts Reports (UUA), and Center Weather Advisories only when any part of the area described is within 50 (CWA). Facilities must review alert messages to NM of the airspace under their jurisdiction.

determine the geographical area and operational REFERENCE − impact for hazardous weather information broad- AIM, Chapter 7, Section 1, Meteorology, Para 7 − 1 − 5 through Para casts. The broadcast is not required if aircraft on your 7 − 1 − 9 .

frequency(s) will not be affected.

d. EN ROUTE. ERAM. Controllers must electron- a. Controllers within commissioned HIWAS areas ically acknowledge hazardous weather information must broadcast a HIWAS alert on all frequencies, messages after appropriate action has been taken.

except emergency frequency, upon receipt of NOTE − hazardous weather information. Controllers are EN ROUTE. While hazardous weather information is required to disseminate data based on the operational commonly distributed via the SIGMET View, it is possible impact on the sector or area of control jurisdiction. to receive the information via the GI View.

Weather Information 2 − 6 − 6 JO 7110.65Y 8/15/19

Section 7. Altimeter Settings

2 − 7 − 1. CURRENT SETTINGS is using and the pressure in the local area and better enable him/her to choose a more advantageous setting within the a. Current altimeter settings must be obtained limitations of 14 CFR Section 91.121.

from direct-reading instruments or directly from 2. TERMINAL. To all departures. Unless spe- weather reporting stations.

cifically requested by the pilot, the altimeter setting REFERENCE − need not be issued to local aircraft operators who have FAA Order JO 7210.3, Chapter 2, Section 10, Wind/Altimeter requested this omission in writing or to scheduled air Information.

carriers.

b. If a pilot requests the altimeter setting in REFERENCE − millibars, ask the nearest weather reporting station FAA Order JO 7110.65, Para 3 − 9 − 1, Departure Information.

for the equivalent millibar setting.

3. TERMINAL. To arriving aircraft on initial c. USAF/USA. Use the term “Estimated Altim- contact or as soon as possible thereafter. The tower eter” for altimeter settings reported or received as may omit the altimeter if the aircraft is sequenced or estimated.

vectored to the airport by the approach control having jurisdiction at that facility.

REFERENCE − FAA Order JO 7110.65, Para 3 − 9 − 1, Departure Information.

REFERENCE − FAA Order JO 7110.65, Para 3 − 10 − 1, Landing Information.

FAA Order JO 7110.65, Para 4 − 7 − 10, Approach Information.

FAA Order JO 7110.65, Para 4 − 7 − 10, Approach Information.

FAA Order JO 7110.65, Para 5 − 10 − 2, Approach Information.

4. EN ROUTE. For the destination airport to 2 − 7 − 2. ALTIMETER SETTING ISSUANCE arriving aircraft, approximately 50 miles from the BELOW LOWEST USABLE FL destination, if an approach control facility does not serve the airport.

a. TERMINAL. Identify the source of an altimeter setting when issued for a location other than the 5. In addition to the altimeter setting provided aircraft’s departure or destination airport.

on initial contact, issue changes in altimeter setting to aircraft executing a nonprecision instrument b. EN ROUTE. Identify the source of all altimeter approach as frequently as practical when the official settings when issued.

weather report includes the remarks “pressure falling PHRASEOLOGY − rapidly.” (If the altimeter is one hour old or less), d. If the altimeter setting must be obtained by the THE (facility name) ALTIMETER (setting).

pilot of an arriving aircraft from another source, or instruct the pilot to obtain the altimeter setting from that source.

(If the altimeter is more than one hour old), NOTE − THE (facility name) ALTIMETER (setting) MORE THAN 1. The destination altimeter setting, whether from a local ONE HOUR OLD.

or remote source, is the setting upon which the instrument approach is predicated.

c. Issue the altimeter setting: 2. Approach charts for many locations specify the source 1. To en route aircraft at least one time while of altimeter settings as non − FAA facilities, such as operating in your area of jurisdiction. Issue the setting UNICOMs.

for the nearest reporting station along the aircraft’s e. When issuing clearance to descend below the route of flight: lowest usable flight level, advise the pilot of the NOTE − altimeter setting of the weather reporting station 14 CFR Section 91.121(1) requires that the pilot set his/her nearest the point the aircraft will descend below that altimeter to the setting of a station along his/her route of flight level. Local directives may delegate this flight within 100 miles of the aircraft if one is available.

responsibility to an alternate sector when Optimized However, issuance of the setting of an adjacent station Profile Descents (OPD) commence in sectors during periods that a steep gradient exists will serve to consisting entirely of Class A airspace.

inform the pilot of the difference between the setting he/she Altimeter Settings 2 − 7 − 1 JO 7110.65Y 8/15/19 PHRASEOLOGY − f. Department of Defense (DOD) aircraft that are ALTIMETER, THREE ONE TWO FIVE, SET THREE ONE authorized to operate in restricted areas, MOAs, and ZERO ZERO UNTIL REACHING THE FINAL ATC assigned airspace areas on “single altimeter APPROACH FIX.

settings” (CFR Exemption 2861A) , must be issued altimeter settings in accordance with standard or procedures while the aircraft are en route to and from the restricted areas, MOAs, and ATC assigned ALTIMETER, THREE ONE ONE ZERO, SET airspace areas.

THREE ONE ZERO ZERO PRIOR TO REACHING ONE THOUSAND THREE HUNDRED.

NOTE − NOTE − The DOD is responsible for conducting all “single altimeter setting” operations within the boundaries of 1. Aircraft with Mode C altitude reporting will be displayed on the controller’s radar scope with a uniform MOAs, restricted areas, and ATCAAs. Under an LOA, the DOD provides safe altitude clearance between DOD altitude offset above the assigned altitude. With an actual altimeter of 31.28 inches Hg, the Mode C equipped aircraft aircraft and other aircraft operating within, above, and below the MOAs, restricted areas, and ATCAAs with will show 3,300 feet when assigned 3,000 feet. This will appropriate clearance of terrain. occur unless local directives authorize entering the altimeter setting 31.00 into the computer system regardless REFERENCE − of the actual barometric pressure.

FAA Order JO 7610.4, Appendix 22, Grant of Exemption No. 2861A - Single Altimeter Setting For Frequent Transit of FL180.

2. Flight Standards will implement high barometric pressure procedures by NOTAM defining the geographic g. When the barometric pressure is greater than area affected.

31.00 inches Hg., issue the altimeter setting and: 3. Airports unable to accurately measure barometric 1. En Route/Arrivals. Advise pilots to remain pressures above 31.00 inches Hg. will report the set on altimeter 31.00 until reaching final approach barometric pressure as “missing” or “in excess of segment.

31.00 inches of Hg.” Flight operations to or from those airports are restricted to VFR weather conditions.

2. Departures. Advise pilots to set altimeter REFERENCE − 31.00 prior to reaching any mandatory/crossing AIM, Para 7 − 2 − 2, Procedures.

altitude or 1,500 feet AGL, whichever is lower.

FAA Order JO 7110.65, Para 3 − 10 − 1, Landing Information.

Altimeter Settings 2 − 7 − 2 JO 7110.65Y 8/15/19

Section 8. Runway Visibility Reporting − Terminal

2 − 8 − 1. FURNISH RVR/RVV VALUES not representative of the associated runway, the data must not be used.

Where RVR or RVV equipment is operational, irrespective of subsequent operation or nonoperation b. Issue both mid-point and roll-out RVR when the of navigational or visual aids for the application of value of either is less than 2,000 feet and the RVR/RVV as a takeoff or landing minima, furnish the touchdown RVR is greater than the mid − point or values for the runway in use in accordance with roll − out RVR.

Paragraph 2 − 8 − 3, Terminology.

c. Local control must issue the current RVR/RVV NOTE − to each aircraft prior to landing or departure in Readout capability of different type/model RVR equipment accordance with subparas a and b.

varies. For example, older equipment minimum readout value is 600 feet. Newer equipment may have minimum readout capability as low as 100 feet. Readout value 2 − 8 − 3. TERMINOLOGY increments also may differ. Older equipment have a. Provide RVR/RVV information by stating the minimum readout increments of 200 feet. New equipment runway, the abbreviation RVR/RVV, and the increments below 800 feet are 100 feet.

indicated value. When issued along with other REFERENCE − FAA Order 6560.10, Runway Visual Range (RVR). weather elements, transmit these values in the normal FAA Order 6750.24, Instrument Landing System (ILS) and Ancillary sequence used for weather reporting.

Electronic Component Configuration & Perf. Req.

EXAMPLE − “Runway One Four RVR Two Thousand Four Hundred.” 2 − 8 − 2. ARRIVAL/DEPARTURE RUNWAY VISIBILITY “Runway Three Two RVV Three Quarters.” a. Issue current touchdown RVR/RVV for the b. When two or more RVR systems serve the runway(s) in use: runway in use, report the indicated values for the 1. When prevailing visibility is 1 mile or less different systems in terms of touchdown, mid, and regardless of the value indicated. rollout as appropriate.

EXAMPLE − 2. When RVR/RVV indicates a reportable value “Runway Two Two Left RVR Two Thousand, rollout regardless of the prevailing visibility.

One Thousand Eight Hundred.” NOTE − Reportable values are: RVR 6,000 feet or less; “Runway Two Seven Right RVR One Thousand, RVV 1 / miles or less.

mid Eight Hundred, rollout Six Hundred.” 3. When it is determined from a reliable source c. When there is a requirement to issue an RVR or that the indicated RVR value differs by more than RVV value and a visibility condition greater or less 400 feet from the actual conditions within the area of than the reportable values of the equipment is the transmissometer, the RVR data is not acceptable indicated, state the condition as “MORE THAN” or and must not be reported.

“LESS THAN” the appropriate minimum or NOTE − maximum readable value.

A reliable source is considered to be a certified weather EXAMPLE − observer, automated weather observing system, air traffic “Runway Three Six RVR more than Six Thousand.” controller, flight service specialist, or pilot.

4. When the observer has reliable reports, or has “Runway Niner RVR One Thousand, rollout less than otherwise determined that the instrument values are Six Hundred.” Runway Visibility Reporting − Terminal 2 − 8 − 1 JO 7110.65Y 8/15/19 EXAMPLE − d. When a readout indicates a rapidly varying “Runway Two Four RVR Two Thousand, variable visibility condition (1,000 feet or more for RVR; one One Thousand Six Hundred to Three Thousand.” or more reportable values for RVV), report the current value followed by the range of visibility “Runway Three One RVV Three-quarters, variable variance.

One-quarter to One.” REFERENCE − FAA Order JO 7110.65, Para 2 − 8 − 1, Furnish RVR/RVV Values.

Runway Visibility Reporting − Terminal 2 − 8 − 2 JO 7110.65Y 8/15/19

Section 9. Automatic Terminal Information

Service Procedures

2 − 9 − 1. APPLICATION 2. When runway braking action reports are received that indicate runway braking is worse than Use the ATIS, where available, to provide advance that which is included in the current ATIS broadcast.

noncontrol airport/terminal area and meteorological 3. When there is a change in any other pertinent information to aircraft.

data, such as runway change, instrument approach in a. Identify each ATIS message by a phonetic letter use, new or canceled NOTAMs/PIREPs/HIWAS code word at both the beginning and the end of the update, etc.

message. Automated systems will have the phonetic b. When a pilot acknowledges that he/she has letter code automatically appended. Exceptions may received the ATIS broadcast, controllers may omit be made where omissions are required because of those items contained in the broadcasts if they are special programs or equipment.

current. Rapidly changing conditions will be issued 1. Each alphabet letter phonetic word must be by ATC, and the ATIS will contain the following: used sequentially, except as authorized in subpara a2, EXAMPLE − beginning with “Alpha,” ending with “Zulu,” and “Latest ceiling/visibility/altimeter/wind/(other condi- repeated without regard to the beginning of a new tions) will be issued by approach control/tower.” day. Identify the first resumed broadcast message c. Controllers must ensure that pilots receive the with “Alpha” or the first assigned alphabet letter most current pertinent information by taking the word in the event of a broadcast interruption of more following actions, as applicable: than 12 hours.

1. When a pilot does not state the appropriate 2. Specific sequential portions of the alphabet ATIS code on initial contact, ask the pilot to confirm may be assigned between facilities or an arrival and receipt of the current ATIS information.

departure ATIS when designated by a letter of agreement or facility directive.

EXAMPLE − “Verify you have information CHARLIE.” REFERENCE − FAA Order JO 7210.3, Para 10 − 4 − 1, Automatic Terminal Information “Information CHARLIE current. Advise when you have Service (ATIS).

CHARLIE.” b. The ATIS recording must be reviewed for 2. When a pilot is unable to receive the ATIS, completeness, accuracy, speech rate, and proper issue the current weather, runway in use, approach/ enunciation before being transmitted.

departure information, pertinent NOTAMs, and airport conditions.

c. Arrival and departure messages, when broad- EXAMPLE − cast separately, need only contain information “Wind two five zero at one zero. Visibility one zero. Ceiling appropriate for that operation.

four thousand five hundred broken. Temperature three four.

Dew point two eight. Altimeter three zero one zero.

ILS − DME Runway Two Seven Approach in use. Departing 2 − 9 − 2. OPERATING PROCEDURES Runway Two Two Right. Hazardous Weather Information Maintain an ATIS message that reflects the most for (geographical area) available on HIWAS or Flight Service Frequencies. Braking Action advisories are in current arrival and departure information.

effect.” a. Make a new recording when any of the d. Advise aircraft of changes to the ATIS code by following occur: broadcasting the change on all appropriate frequen- 1. Upon receipt of any new official weather cies. The broadcast must include changes to pertinent regardless of whether there is or is not a change in operational information, when known, that necessi- values. tated the ATIS change.

Automatic Terminal Information Service Procedures 2 − 9 − 1 JO 7110.65Y 8/15/19 EXAMPLE − Temperature and dew point should be reported from “Attention all aircraft, information ALPHA current.” certified direct reading sensors when available.

Always include weather observation remarks of “Attention all aircraft, information BRAVO current.

lightning, cumulonimbus, and towering cumulus MICROBURST advisories in effect.” clouds.

NOTE − “Attention all aircraft, information CHARLIE current.

ASOS/AWOS is to be considered the primary source of Numerous flocks of ducks in the immediate vicinity of wind direction, velocity, and altimeter data for weather (name) airport, altitude unknown.” observation purposes at those locations that are so REFERENCE − equipped. The ASOS Operator Interface Device (OID) FAA Order JO 7110.65, Para 2 − 9 − 3, Content displays the magnetic wind as “MAG WND” in the NOTE − auxiliary data location in the lower left − hand portion of the 1. No additional acknowledgement is required when a screen. Other OID displayed winds are true and are not to controller broadcasts information subsequent to the pilot’s be used for operational purposes.

initial acknowledgement of the ATIS. Requiring each b. Man − Portable Air Defense Systems aircraft to acknowledge receipt of pertinent changes (broadcast) after initial confirmation of the ATIS could (MANPADS) alert and advisory. Specify the nature significantly impact workload. and location of threat or incident, whether reported or observed and by whom, time (if known), and 2. Pertinent conditions are those that have a clear decisive notification to pilots to advise ATC if they need to relevance to the safety of air traffic. As noted in Paragraph divert.

2 − 1 − 2, Duty Priority, there are many variables involved that make it virtually impossible to develop a standard list EXAMPLE − of changes that are classified as relevant to every 1. “MANPADS alert. Exercise extreme caution.

conceivable situation. Each set of circumstances must be MANPADS threat reported by TSA, Chicago area.” evaluated on its own merit, and when more than one action “Advise on initial contact if you want to divert.” is required, controllers must exercise their best judgment 2. “MANPADS alert. Exercise extreme caution.

based on the facts and circumstances known to them.

MANPADS attack observed by tower one − half mile northwest of airfield at one − two − five − zero Zulu.” “Advise on initial contact if you want to divert.” 2 − 9 − 3. CONTENT REFERENCE − a. Include the following in ATIS broadcast as FAA Order JO 7110.65, Para 10 − 2 − 13, MANPADS Alert.

FAA Order JO 7210.3, Para 2 − 1 − 10, Handling MANPADS Incidents.

appropriate: c. Terminal facilities must include reported 1. Airport/facility name.

unauthorized laser illumination events on the ATIS broadcast for one hour following the last report.

2. Phonetic letter code.

Include the time, location, altitude, color, and 3. Time of the latest weather sequence (UTC ).

direction of the laser as reported by the pilot.

PHRASEOLOGY − 4. Weather information consisting of: UNAUTHORIZED LASER ILLUMINATION EVENT, (a) Wind direction and velocity.

(UTC time), (location), (altitude), (color), (direction).

EXAMPLE − (b) Visibility.

UNAUTHORIZED LASER ILLUMINATION EVENT, AT 0100z, 8 MILE FINAL RUNWAY 18R AT 3,000 FEET, (c) Obstructions to vision.

GREEN LASER FROM THE SOUTHWEST.

(d) Present weather consisting of: sky condi- REFERENCE − tion, temperature, dew point, altimeter, a density FAA Order JO 7110.65, Para 10 − 2 − 14, Unauthorized Laser Illumination of Aircraft.

altitude advisory when appropriate, and other FAA Order JO 7210.3, Para 2 − 1 − 29, Reporting Unauthorized Laser pertinent remarks included in the official weather Illumination of Aircraft.

observation.

d. The ceiling/sky condition, visibility, and REFERENCE − obstructions to vision may be omitted if the ceiling is FAA Order JO 7900.5, Surface Weather Observing Table 3 − 2.

above 5,000 feet and the visibility is more than 5. Instrument approach and runway in use. 5 miles.

Automatic Terminal Information Service Procedures 2 − 9 − 2 JO 7110.65Y 8/15/19 REFERENCE − EXAMPLE − FAA Order JO 7110.65, Para 3 − 3 − 1, Landing Area Condition.

A remark may be made, “The weather is better than five thousand and five.” j. Runway Condition Codes “3/3/3” and the statement “Slippery When Wet.” e. Instrument/visual approach/es in use. Specify EXAMPLE − landing runway/s unless the runway is that to which “Runway (number) condition codes three, three, three, the instrument approach is made. Before advertising Slippery When Wet at one two five five Zulu.” non-precision approaches, priority should be given to available precision, then APV approaches. NOTE − A Slippery When Wet FICON NOTAM indicates a runway f. Departure runway/s (to be given only if different has failed a friction survey, for example, due to excessive from landing runway/s or in the instance of a rubber build − up. Airport Operators will notify ATCT “departure only” ATIS).

operational personnel of this concern and issue a FICON NOTAM prior to the expected arrival of rain. The FICON g. Taxiway closures which affect the entrance or NOTAM will be canceled when the rain has ended and the exit of active runways, other closures which impact runway environment is determined to be dry by the Airport airport operations, other NOTAMs and PIREPs Operator.

pertinent to operations in the terminal area. Inform k. Runway Condition codes “X/X/X.” When a pilots of where hazardous weather is occurring and FICON NOTAM indicates these values, the how the information may be obtained. Include statement “Runway Condition Codes Missing” must available information of known bird activity.

be included on the ATIS broadcast.

REFERENCE − EXAMPLE − FAA Order JO 7110.65, 2 − 1 − 23, Bird Activity Information.

“Runway (number) condition codes missing at one three h. When a runway length has been temporarily or four seven Zulu.” permanently shortened, ensure that the word NOTE − “WARNING” prefaces the runway number, and that A FICON NOTAM may be generated with “X/X/X” instead the word “shortened” is also included in the text of the of Runway Condition Codes. This will occur when the message.

NOTAM user interface is not functioning correctly; however, a FICON NOTAM is still present.

1. Available runway length, as stated in the l. Other optional information as local conditions NOTAM, must be included in the ATIS broadcast.

dictate in coordination with ATC. This may include This information must be broadcast for the duration such items as VFR arrival frequencies, temporary of the construction project.

airport conditions, LAHSO operations being con − 2. For permanently shortened runways, facilit- ducted, or other perishable items that may appear ies must continue to broadcast this information for a only for a matter of hours or a few days on the ATIS minimum of 30 days or until the Chart Supplement message.

U.S. has been updated, whichever is longer.

m. When all 3 runway segments (touchdown, PHRASEOLOGY − midpoint, and rollout) are reporting a code of 6, the WARNING, RUNWAY (number) HAS BEEN Airport Operator will notify ATC that runway SHORTENED, (length in feet) FEET AVAILABLE.

condition codes are no longer reportable.

EXAMPLE − n. Low level wind shear/microburst when repor- “Warning, Runway One-Zero has been shortened, ted by pilots or is detected on a wind shear detection niner-thousand eight hundred and fifty feet available.” system.

i. Runway Condition Codes (RwyCC) when REFERENCE − provided. Include the time of the report.

FAA Order JO 7110.65, Para 3 − 1 − 8, Low Level Wind Shear/Microburst Advisories.

PHRASEOLOGY − RUNWAY (number) condition codes (first value, second o. A statement which advises the pilot to read back value, third value) AT (time), instructions to hold short of a runway. The air traffic manager may elect to remove this requirement EXAMPLE − 60 days after implementation provided that removing “Runway Two Seven, condition codes two, two, one at one the statement from the ATIS does not result in zero one eight Zulu.” Automatic Terminal Information Service Procedures 2 − 9 − 3 JO 7110.65Y 8/15/19 EXAMPLE − increased requests from aircraft for read back of hold “Boston Tower Information Delta. One four zero zero Zulu.

short instructions.

Wind two five zero at one zero. Visibility one zero. Ceiling p. Instructions for the pilot to acknowledge receipt four thousand five hundred broken. Temperature three four.

of the ATIS message by informing the controller on Dew point two eight. Altimeter three zero one zero.

initial contact. ILS − DME Runway Two Seven Approach in use. Departing Runway Two Two Right. Hazardous Weather Information for (geographical area) available on HIWAS or Flight Service Frequencies. Advise on initial contact you have Delta.” Automatic Terminal Information Service Procedures 2 − 9 − 4 JO 7110.65Y 8/15/19

Section 10. Team Position Responsibilities

2 − 10 − 1. EN ROUTE OR OCEANIC SECTOR (f) Assist the radar associate position in TEAM POSITION RESPONSIBILITIES coordination when needed.

(g) Scan radar display. Correlate with flight a. En Route or Oceanic Sector Team Concept and progress strip information or EDST data, as Intent: There are no absolute divisions of applicable.

responsibilities regarding position operations. The tasks to be completed remain the same whether one, (h) Ensure computer entries are completed on two, or three people are working positions within a instructions or clearances you issue or receive.

sector. The team, as a whole, has responsibility for the safe and efficient operation of that sector. (i) Ensure strip marking and/or electronic flight data entries are completed on instructions or b. Terms. The following terms will be used in clearances you issue or receive.

en route facilities for the purpose of standardization: (j) Adjust equipment at radar position to be 1. Sector. The area of control responsibility usable by all members of the team.

(delegated airspace) of the en route sector team, and the team as a whole. (k) The radar controller must not be respon- sible for G/G communications when precluded by 2. Radar Position (R). That position which is in VSCS split functionality.

direct communication with the aircraft and which (l) At ERAM facilities, ensure the situation uses radar information as the primary means of separation. display accurately reflects the status of all SAAs that impact their area of control responsibility.

3. Radar Associate (RA). That position some- times referred to as “D − Side” or “Manual 2. Radar Associate Position: Controller.” (a) Ensure separation.

4. Radar Coordinator Position (RC). That (b) Where available, use EDST to plan, position sometimes referred to as “Coordinator,” organize, and expedite the flow of traffic.

“Tracker,” or “Handoff Controller” (En Route).

(c) Initiate control instructions.

5. Radar Flight Data (FD). That position commonly referred to as “Assistant Controller” or (d) Operate interphones.

“A − Side” position.

(e) Accept and initiate nonautomated hand- 6. Nonradar Position (NR). That position which offs, and ensure radar position is made aware of the is usually in direct communication with the aircraft actions.

and which uses nonradar procedures as the primary (f) Assist the radar position by accepting or means of separation.

initiating automated handoffs which are necessary for c. Primary responsibilities of the En Route Sector the continued smooth operation of the sector, and Team Positions: ensure that the radar position is made immediately aware of any action taken.

1. Radar Position: (g) Coordinate, including pointouts.

(a) Ensure separation.

(h) Monitor radios when not performing (b) Initiate control instructions.

higher priority duties.

(c) Monitor and operate radios.

(i) Scan flight progress strips and/or EDST (d) Accept and initiate automated handoffs. data. Correlate with radar data.

(e) Assist the radar associate position with (j) Manage flight progress strips and/or nonautomated handoff actions when needed. electronic flight data.

Team Position Responsibilities 2 − 10 − 1 JO 7110.65Y 8/15/19 (k) Ensure computer entries are completed on (e) Request/receive and disseminate weather, instructions issued or received. Enter instructions NOTAMs, NAS status, traffic management, and issued or received by the radar position when aware Special Use Airspace status messages.

of those instructions.

(f) Manually prepare flight progress strips (l) As appropriate, ensure strip marking when automation systems are not available.

and/or EDST data entries are completed on (g) Enter flight data into computer.

instructions issued or received, and record instruc- (h) Forward flight data via computer.

tions issued or received by the radar position when aware of them.

(i) Assist facility/sector in meeting situation objectives.

(m) Adjust equipment at radar associate position to be usable by all members of the team.

5. En Route Nonradar Position: (n) Where authorized, perform EDST data (a) Ensure separation.

entries to keep the activation status of designated (b) Initiate control instructions.

Airspace Configuration Elements current.

(c) Monitor and operate radios.

(o) At ERAM facilities, scan the radar associate display for electronically distributed (d) Accept and initiate transfer of control, information, evaluate the information, and take communications, and flight data.

action as appropriate.

(e) Ensure computer entries are completed on 3. Radar Coordinator Position: instructions or clearances issued or received.

(a) Perform interfacility/intrafacility/sector/ (f) Ensure strip marking is completed on instructions or clearances issued or received.

position coordination of traffic actions.

(g) Facilities utilizing nonradar positions may (b) Advise the radar position and the radar modify the standards contained in the radar associate, associate position of sector actions required to radar coordinator, and radar flight data sections to accomplish overall objectives.

accommodate facility/sector needs, i.e., nonradar (c) Perform any of the functions of the coordinator, nonradar data positions.

en route sector team which will assist in meeting situation objectives.

2 − 10 − 2. TERMINAL RADAR/NONRADAR (d) The RC controller must not be responsible TEAM POSITION RESPONSIBILITIES for monitoring or operating radios when precluded by a. Terminal Radar Team Concept and Intent: VSCS split functionality.

There are no absolute divisions of responsibilities NOTE − regarding position operations. The tasks to be The Radar Position has the responsibility for managing the completed remain the same whether one, two, or overall sector operations, including aircraft separation three people are working positions within a and traffic flows. The Radar Coordinator Position assumes facility/sector. The team, as a whole, has responsibility for managing traffic flows and the Radar responsibility for the safe and efficient operation of Position retains responsibility for aircraft separation when that facility/sector.

the Radar Coordinator Position is staffed.

4. Radar Flight Data: b. Terms. The following terms will be used in terminal facilities for the purposes of standardization.

(a) Operate interphone.

1. Facility/Sector. The area of control responsi- (b) Assist Radar Associate Position in bility (delegated airspace) of the radar team, and the managing flight progress strips.

team as a whole.

(c) Receive/process and distribute flight 2. Radar Position (R). That position which is in progress strips.

direct communication with the aircraft and which (d) Ensure flight data processing equipment uses radar information as the primary means of is operational, except for EDST capabilities. separation.

Team Position Responsibilities 2 − 10 − 2 JO 7110.65Y 8/15/19 3. Radar Associate Position (RA). That position the continued smooth operation of the facility/sector commonly referred to as “Handoff Controller” or and ensure that the Radar Position is made “Radar Data Controller.” immediately aware of any actions taken.

4. Radar Coordinator Position (RC). That (g) Coordinate, including point outs.

position commonly referred to as “Coordinator,” (h) Scan flight progress strips. Correlate with “Tracker,” “Sequencer,” or “Overhead.” radar data.

5. Radar Flight Data (FD). That position (i) Manage flight progress strips.

commonly referred to as “Flight Data.” (j) Ensure computer entries are completed on 6. Nonradar Position (NR). That position which instructions issued or received, and enter instructions is usually in direct communication with the aircraft issued or received by the Radar Position when aware and which uses nonradar procedures as the primary of those instructions.

means of separation.

(k) Ensure strip marking is completed on c. Primary Responsibilities of the Terminal Radar instructions issued or received, and write instructions Team Positions: issued or received by the Radar Position when aware of them.

1. Radar Position: (l) Adjust equipment at Radar Associate (a) Ensure separation.

Position to be usable by all members of the Radar (b) Initiate control instructions.

Team.

(c) Monitor and operate radios.

3. Radar Coordinator Position: (d) Accept and initiate automated handoffs.

(a) Perform interfacility/sector/position coordination of traffic actions.

(e) Assist the Radar Associate Position with nonautomated handoff actions when needed.

(b) Advise the Radar Position and the Radar Associate Position of facility/sector actions required (f) Assist the Radar Associate Position in to accomplish overall objectives.

coordination when needed.

(c) Perform any of the functions of the Radar (g) Scan radar display. Correlate with flight Team which will assist in meeting situation progress strip information.

objectives.

(h) Ensure computer entries are completed on NOTE − instructions or clearances you issue or receive.

The Radar Position has the responsibility of managing the overall sector operations, including aircraft separation (i) Ensure strip marking is completed on and traffic flows. The Radar Coordinator Position assumes instructions or clearances you issue or receive.

responsibility for managing traffic flows and the Radar (j) Adjust equipment at Radar Position to be Position retains responsibility for aircraft separation when usable by all members of the team. the Radar Coordinator Position is staffed.

4. Radar Flight Data: 2. Radar Associate Position: (a) Operate interphones.

(a) Ensure separation.

(b) Process and forward flight plan (b) Initiate control instructions.

information.

(c) Operate interphones.

(c) Compile statistical data.

(d) Maintain awareness of facility/sector (d) Assist facility/sector in meeting situation activities.

objectives.

(e) Accept and initiate nonautomated 5. Terminal Nonradar Position: handoffs.

(a) Ensure separation.

(f) Assist the Radar Position by accepting or initiating automated handoffs which are necessary for (b) Initiate control instructions.

Team Position Responsibilities 2 − 10 − 3 JO 7110.65Y 8/15/19 (c) Monitor and operate radios. (a) Ensure separation.

(b) Initiate control instructions.

(d) Accept and initiate transfer of control, communications and flight data.

(c) Monitor and operate communications equipment.

(e) Ensure computer entries are completed on instructions or clearances issued or received.

(d) Utilize tower radar display(s).

(f) Ensure strip marking is completed on (e) Utilize alphanumerics.

instructions or clearances issued or received.

(f) Assist the Tower Associate Position with coordination.

(g) Facilities utilizing nonradar positions may modify the standards contained in the radar associate, (g) Scan tower cab environment.

radar coordinator, and radar flight data sections to (h) Ensure computer entries are completed accommodate facility/sector needs, i.e., nonradar for instructions or clearances issued or received.

coordinator, nonradar data positions.

(i) Ensure strip marking is completed for instructions or clearances issued or received.

2 − 10 − 3. TOWER TEAM POSITION (j) Process and forward flight plan RESPONSIBILITIES information.

a. Tower Team Concept and Intent: There are no (k) Perform any functions of the Tower Team absolute divisions of responsibilities regarding which will assist in meeting situation objectives.

position operations. The tasks to be completed remain the same whether one, two, or three people are 2. Tower Associate Position(s): working positions within a facility/sector. The team, (a) Ensure separation.

as a whole, has responsibility for the safe and efficient (b) Operate interphones.

operation of that facility/sector.

(c) Maintain awareness of tower cab b. Terms: The following terms will be used in activities.

terminal facilities for the purpose of standardization.

(d) Utilize alphanumerics.

1. Tower Cab: The area of control responsibility (delegated airspace and/or airport surface areas) of (e) Utilize tower radar display(s).

the tower team, and the team as a whole.

(f) Assist Tower Position by accepting/ initiating coordination for the continued smooth 2. Tower Position(s) (LC or GC): That position operation of the tower cab and ensure that the Tower which is in direct communications with the aircraft Position is made immediately aware of any actions and ensures separation of aircraft in/on the area of taken.

jurisdiction.

(g) Manage flight plan information.

3. Tower Associate Position(s): That position commonly referred to as “Local Assist,” “Ground (h) Ensure computer entries are completed Assist,” “Local Associate,” or “Ground Associate.” for instructions issued or received and enter instructions issued or received by a Tower Position.

4. Tower Cab Coordinator Position (CC): That (i) Ensure strip marking is completed for position commonly referred to as “Coordinator.” instructions issued or received and enter instructions 5. Flight Data (FD): That position commonly issued or received by a Tower Position.

referred to as “Flight Data.” 3. Tower Coordinator Position: 6. Clearance Delivery (CD): That position (a) Perform interfacility/position coordina- commonly referred to as “Clearance.” tion for traffic actions.

c. Primary responsibilities of the Tower Team (b) Advise the tower and the Tower Associate Positions: Position(s) of tower cab actions required to 1. Tower Position(s) (LC or GC): accomplish overall objectives.

Team Position Responsibilities 2 − 10 − 4 JO 7110.65Y 8/15/19 (c) Perform any of the functions of the Tower (f) Utilize alphanumerics.

Team which will assist in meeting situation 5. Clearance Delivery: objectives.

(a) Operate communications equipment.

NOTE − The Tower Positions have the responsibility for aircraft (b) Process and forward flight plan separation and traffic flows. The Tower Coordinator information.

Position assumes responsibility for managing traffic flows (c) Issue clearances and ensure accuracy of and the Tower Positions retain responsibility for aircraft pilot read back.

separation when the Tower Coordinator Position is staffed.

(d) Assist tower cab in meeting situation 4. Flight Data: objectives.

(a) Operate interphones.

(e) Operate tower equipment.

(b) Process and forward flight plan (f) Utilize alphanumerics.

information.

NOTE − (c) Compile statistical data.

The Tower Positions have the responsibility for aircraft separation and traffic flows. The Tower Coordinator (d) Assist tower cab in meeting situation Position assumes responsibility for managing traffic flows objectives.

and the Tower Positions retain responsibility for aircraft (e) Observe and report weather information. separation when the Tower Coordinator Position is staffed.

Team Position Responsibilities 2 − 10 − 5

JO 7110.65Y 8/15/19

Chapter 3. Airport Traffic Control − Terminal

Section 1. General

REFERENCE − 3 − 1 − 1. PROVIDE SERVICE FAA Order JO 7110.65, Para 1 − 1 − 11, Constraints Governing Supplements and Procedural Deviations.

Provide airport traffic control service based only FAA Order JO 7210.3, Para 10 − 1 − 7, Use of Active Runways.

upon observed or known traffic and airport a. Ground control must obtain approval from local conditions.

control before authorizing an aircraft or a vehicle to NOTE − cross or use any portion of an active runway. The When operating in accordance with CFRs, it is the coordination must include the point/intersection at responsibility of the pilot to avoid collision with other the runway where the operation will occur.

aircraft. However, due to the limited space around terminal locations, traffic information can aid pilots in avoiding PHRASEOLOGY − collision between aircraft operating within Class B, CROSS (runway) AT (point/intersection).

Class C, or Class D surface areas and the terminal radar service areas, and transiting aircraft operating in b. When the local controller authorizes another proximity to terminal locations.

controller to cross an active runway, the local controller must verbally specify the runway to be crossed and the point/intersection at the runway 3 − 1 − 2. PREVENTIVE CONTROL where the operation will occur preceded by the word Provide preventive control service only to aircraft “cross.” operating in accordance with a letter of agreement.

PHRASEOLOGY − When providing this service, issue advice or CROSS (runway) AT (point/intersection).

instructions only if a situation develops which c. The ground controller must advise the local requires corrective action.

controller when the coordinated runway operation is NOTE − complete. This may be accomplished verbally or 1. Preventive control differs from other airport traffic through visual aids as specified by a facility directive.

control in that repetitious, routine approval of pilot action is eliminated. Controllers intervene only when they d. USA/USAF/USN NOT APPLICABLE. Autho- observe a traffic conflict developing.

rization for aircraft/vehicles to taxi/proceed on or 2. Airfield Operating instructions, Memorandums of along an active runway, for purposes other than Understanding, or other specific directives used exclus- crossing, must be provided via direct communica- ively by the Department of Defense (DOD) satisfies the tions on the appropriate local control frequency. This criteria in paragraph 3 − 1 − 2 above.

authorization may be provided on the ground control frequency after coordination with local control is 3 − 1 − 3. USE OF ACTIVE RUNWAYS completed for those operations specifically described in a facility directive.

The local controller has primary responsibility for NOTE − operations conducted on the active runway and must The USA, USAF, and USN establish local operating control the use of those runways. Positive coordina- procedures in accordance with, respectively, USA, USAF, tion and control is required as follows: and USN directives.

NOTE − e. The local controller must coordinate with the Exceptions may be authorized only as provided in ground controller before using a runway not Paragraph 1 − 1 − 11, Constraints Governing Supplements previously designated as active.

and Procedural Deviations, and FAA Order JO 7210.3, Facility Operation and Administration, Paragraph REFERENCE − 10 − 1 − 7, Use of Active Runways, where justified by FAA Order JO 7110.65, Para 3 − 1 − 4, Coordination Between Local and extraordinary circumstances at specific locations. Ground Controllers.

General 3 − 1 − 1 JO 7110.65Y 8/15/19 NOTE − 3 − 1 − 4. COORDINATION BETWEEN LOCAL “PROCEED AS REQUESTED” is not approved phraseol- AND GROUND CONTROLLERS ogy for instructing aircraft, vehicles, equipment, or personnel to cross or operate on a runway.

Local and ground controllers must exchange information as necessary for the safe and efficient use NOTE − Establishing hold lines/signs is the responsibility of the of airport runways and movement areas. This may be airport manager. Standards for surface measurements, accomplished via verbal means, flight progress strips, markings, and signs are contained in the following other written information, or automation displays. As Advisory Circulars; AC 150/5300 − 13, Airport Design; a minimum, provide aircraft identification and AC 150/5340 − 1, Standards for Airport Markings, and applicable runway/intersection/taxiway information AC 150/5340 − 18, Standards for Airport Sign Systems. The as follows: operator is responsible to properly position the aircraft, vehicle, or equipment at the appropriate hold line/sign or a. Ground control must notify local control when designated point. The requirements in Para 3 − 1 − 12, a departing aircraft has been taxied to a runway other Visually Scanning Runways, remain valid as appropriate.

than one previously designated as active.

REFERENCE − FAA Order JO 7110.65, Para 3 − 7 − 4, Runway Proximity.

REFERENCE − FAA Order JO 7110.65, Para 3 − 8 − 2, Touch-and-Go or Stop-and-Go or FAA Order JO 7110.65, Para 3 − 1 − 3, Use of Active Runways.

Low Approach.

FAA Order JO 7210.3, Para 10 − 1 − 6, Selecting Active Runways.

FAA Order JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low Approach.

b. Ground control must notify local control of any AC 150/5300 − 13, Airport Design.

aircraft taxied to an intersection for takeoff. This AC 150/5340 − 1G, Standards for Airport Markings.

14 CFR Section 91.129, Operations in Class D Airspace.

notification may be accomplished by verbal means or AIM, Para 2 − 2 − 3, Obstruction Lights.

by flight progress strips.

P/CG Term − Runway in Use/Active Runway/Duty Runway.

REFERENCE − FAA Order JO 7110.65, Para 3 − 9 − 7, Wake Turbulence Separation for 3 − 1 − 6. TRAFFIC INFORMATION Intersection Departures .

a. Describe vehicles, equipment, or personnel on c. When the runways in use for landing/departing or near the movement area in a manner which will aircraft are not visible from the tower or the aircraft assist pilots in recognizing them.

using them are not visible on radar, advise the local/ground controller of the aircraft’s location EXAMPLE − before releasing the aircraft to the other controller. “Mower left of runway two seven.” “Trucks crossing approach end of runway two five.” “Workman on taxiway Bravo.” “Aircraft left of runway one eight.” 3 − 1 − 5. VEHICLES/EQUIPMENT/PERSON- NEL NEAR/ON RUNWAYS b. Describe the relative position of traffic in an easy to understand manner, such as “to your right” or a. Vehicles, equipment, and personnel in direct “ahead of you.” communications with the control tower may be EXAMPLE − authorized to operate up to the edge of an active 1. “Traffic, U.S. Air MD − Eighty on downwind leg to your runway surface when necessary. Provide advisories left.” as specified in Paragraph 3 − 1 − 6, Traffic Information, 2. “King Air inbound from outer marker on straight-in and Paragraph 3 − 7 − 5, Precision Approach Critical approach to runway one seven.” Area, as appropriate.

3. “Traffic, Boeing 737 on 2 − mile final to the parallel runway, runway two six right, cleared to land. Caution PHRASEOLOGY − wake turbulence.” PROCEED AS REQUESTED; (and if necessary, c. When using a CTRD , you may issue traffic additional instructions or information).

advisories using the standard radar phraseology prescribed b. Ensure that the runway to be used is free of all in Paragraph 2 − 1 − 21, Traffic Advisories.

known ground vehicles, equipment, and personnel REFERENCE − before a departing aircraft starts takeoff or a landing FAA Order JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low aircraft crosses the runway threshold.

Approach.

General 3 − 1 − 2 JO 7110.65Y 8/15/19 conditions around the periphery of an airport. It does not 3 − 1 − 7. POSITION DETERMINATION detect wind shear beyond that limitation.

Determine the position of an aircraft, personnel or REFERENCE − equipment before issuing taxi instructions, takeoff FAA Order JO 7210.3, Para 10 − 3 − 3, Low Level Wind Shear/Microburst Detection Systems.

clearance, or authorizing personnel, and/or equip- ment to proceed onto the movement area.

(a) If an alert is received, issue the airport wind and the displayed field boundary wind.

NOTE − When possible, positions of aircraft, vehicles, equipment PHRASEOLOGY − and/or personnel may be determined visually or through WIND SHEAR ALERT. AIRPORT WIND (direction) AT use of a display system. When ATC is unable to determine (velocity). (Location of sensor) BOUNDARY WIND position visually or via a display system, position reports (direction) AT (velocity).

may be used.

(b) If multiple alerts are received, issue an advisory that there are wind shear alerts in two/several/all quadrants. After issuing the advisory, 3 − 1 − 8. LOW LEVEL WIND SHEAR/ issue the airport wind in accordance with para 3 − 9 − 1, MICROBURST ADVISORIES Departure Information, followed by the field a. When low level wind shear/microburst is boundary wind most appropriate to the aircraft reported by pilots, Integrated Terminal Weather operation.

System (ITWS), or detected on wind shear detection PHRASEOLOGY − systems such as LLWAS NE++, LLWAS − RS, WSP, WIND SHEAR ALERTS TWO/SEVERAL/ALL or TDWR, controllers must issue the alert to all QUADRANTS. AIRPORT WIND (direction) AT (velocity).

arriving and departing aircraft. Continue the alert to (Location of sensor) BOUNDARY WIND (direction) AT aircraft until it is broadcast on the ATIS and pilots (velocity).

indicate they have received the appropriate ATIS (c) If requested by the pilot, issue specific code. A statement must be included on the ATIS for field boundary wind information even though the 20 minutes following the last report or indication of LLWAS may not be in alert status.

the wind shear/microburst.

NOTE − PHRASEOLOGY − The requirements for issuance of wind information remain LOW LEVEL WIND SHEAR (or MICROBURST, as valid as appropriate under this paragraph, Paragraph appropriate) ADVISORIES IN EFFECT.

3 − 9 − 1, Departure Information and Paragraph 3 − 10 − 1, Landing Information.

NOTE − Some aircraft are equipped with Predictive Wind Shear 2. Wind shear detection systems, including (PWS) alert systems that warn the flight crew of a potential TDWR, WSP, LLWAS NE++ and LLWAS − RS wind shear up to 3 miles ahead and 25 degrees either side provide the capability of displaying microburst alerts, of the aircraft heading at or below 1200’ AGL. Pilot reports wind shear alerts, and wind information oriented to may include warnings received from PWS systems.

the threshold or departure end of a runway. When REFERENCE − detected, the associated ribbon display allows the FAA Order JO 7110.65, Para 2 − 6 − 2, PIREP Solicitation and Dissemination.

controller to read the displayed alert without any need FAA Order JO 7110.65, Para 2 − 9 − 3, Content.

for interpretation.

FAA Order JO 7110.65, Para 3 − 10 − 1, Landing Information.

(a) If a wind shear or microburst alert is b. At facilities without ATIS, ensure that wind received for the runway in use, issue the alert shear/microburst information is broadcast to all information for that runway to arriving and departing arriving and departing aircraft for 20 minutes aircraft as it is displayed on the ribbon display.

following the last report or indication of wind shear/microburst.

PHRASEOLOGY − (Runway) (arrival/departure) WIND SHEAR/ 1. At locations equipped with LLWAS, the local MICROBURST ALERT, (windspeed) KNOT GAIN/LOSS, controller must provide wind information as follows: (location).

NOTE − EXAMPLE − The LLWAS is designed to detect low level wind shear 17A MBA 40K − 3MF General 3 − 1 − 3 JO 7110.65Y 8/15/19 PHRASEOLOGY − MICROBURST INFORMATION FOR RUNWAY RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT (runway number) ARRIVAL/DEPARTURE NOT LOSS 3 MILE FINAL.

AVAILABLE.” EXAMPLE − NOTE − 17D WSA 25K+ 2MD The geographic situation display (GSD) is a supervisory planning tool and is not intended to be a primary tool for PHRASEOLOGY − microburst or wind shear.

RUNWAY 17 DEPARTURE WIND SHEAR ALERT 25 KNOT GAIN 2 MILE DEPARTURE.

c. Wind Shear Escape Procedures.

(b) If requested by the pilot or deemed 1. If an aircraft under your control informs you appropriate by the controller, issue the displayed that it is performing a wind shear escape, do not issue wind information oriented to the threshold or control instructions that are contrary to pilot actions.

departure end of the runway.

ATC should continue to provide safety alerts regarding terrain or obstacles and traffic advisories PHRASEOLOGY − for the escape aircraft, as appropriate.

(Runway) DEPARTURE/THRESHOLD WIND (direction) AT (velocity).

EXAMPLE − “Denver Tower, United 1154, wind shear escape.” (c) LLWAS NE++ or LLWAS − RS may detect NOTE − a possible wind shear/microburst at the edge of the Aircraft that execute a wind shear escape maneuver will system but may be unable to distinguish between a usually conduct a full power climb straight ahead and will wind shear and a microburst. A wind shear alert not accept any control instructions until onboard systems message will be displayed, followed by an asterisk, advise the crew or the pilot in command (PIC) advises ATC advising of a possible wind shear outside of the that the escape maneuver is no longer required.

system network.

REFERENCE − P/CG Term – Wind Shear Escape NOTE − LLWAS NE++ when associated with TDWR can detect 2. Unless advised by additional aircraft that they wind shear/microbursts outside the network if the TDWR are also performing an escape procedure, do not fails.

presume that other aircraft in the proximity of the escape aircraft are responding to wind shear PHRASEOLOGY − (Appropriate wind or alert information) POSSIBLE WIND alerts/events as well. Continue to provide control SHEAR OUTSIDE THE NETWORK. instructions, safety alerts, and traffic advisories, as appropriate.

(d) If unstable conditions produce multiple alerts, issue an advisory of multiple wind shear/ 3. Once the responding aircraft has initiated a microburst alerts followed by specific alert or wind wind shear escape maneuver, the controller is not information most appropriate to the aircraft opera- responsible for providing approved separation tion. between the aircraft that is responding to an escape and any other aircraft, airspace, terrain, or obstacle.

PHRASEOLOGY − Responsibility for approved separation resumes MULTIPLE WIND SHEAR/MICROBURST ALERTS when one of the following conditions are met: (specific alert or wind information).

(a) Departures: (e) The LLWAS NE++ and LLWAS − RS are designed to operate with as many as 50 percent of the (1) A crew member informs ATC that the total sensors inoperative. When all three remote wind shear escape maneuver is complete and ATC sensors designated for a specific runway arrival or observes that approved separation has been re-estab- departure wind display line are inoperative then the lished, or LLWAS NE++ and LLWAS − RS for that runway (2) A crew member informs ATC that the arrival/departure must be considered out of service.

escape maneuver is complete and has resumed a When a specific runway arrival or departure wind previously assigned departure clearance/routing.

display line is inoperative and wind shear/microburst (b) Arrivals: activity is likely; (for example, frontal activity, convective storms, PIREPs), the following statement (1) A crew member informs ATC that the must be included on the ATIS, “WIND SHEAR AND escape maneuver is complete, and General 3 − 1 − 4 JO 7110.65Y 8/15/19 (2) The aircrew has executed an alternate 3. To provide a direction or suggested headings clearance or requested further instructions. to VFR aircraft as a method for radar identification or as an advisory aid to navigation.

NOTE − PHRASEOLOGY − When the escape procedure is complete, the flight crew (Identification), PROCEED (direction) − BOUND, (other must advise ATC they are returning to their previously instructions or information as necessary), assigned clearance or request further instructions.

EXAMPLE − or “Denver Tower, United 1154, wind shear escape complete, resuming last assigned heading/(name) DP/clearance.” (identification), SUGGESTED HEADING (degrees), (other instructions as necessary).

Or NOTE − “Denver Tower, United 1154, wind shear escape complete, It is important that the pilot be aware of the fact that the directions or headings being provided are suggestions or request further instructions.” are advisory in nature. This is to keep the pilot from being inadvertently misled into assuming that radar vectors (and other associated radar services) are being provided when, 3 − 1 − 9. USE OF TOWER RADAR DISPLAYS in fact, they are not.

a. Uncertified tower display workstations must be 4. To provide information and instructions to used only as an aid to assist controllers in visually aircraft operating within the surface area for which locating aircraft or in determining their spatial the tower has responsibility.

relationship to known geographical points. Radar EXAMPLE − services and traffic advisories are not to be provided “TURN BASE LEG NOW.” using uncertified tower display workstations.

NOTE − General information may be given in an easy to Unless otherwise authorized, tower radar displays are understand manner, such as “to your right” or “ahead intended to be an aid to local controllers in meeting their of you.” responsibilities to the aircraft operating on the runways or within the surface area. They are not intended to provide EXAMPLE − radar benefits to pilots except for those accrued through a “Follow the aircraft ahead of you passing the river at the more efficient and effective local control position. In stacks.” “King Air passing left to right.” addition, local controllers at nonapproach control towers REFERENCE − must devote the majority of their time to visually scanning FAA Order JO 7210.3, Para 10 − 5 − 3, Functional Use of Certified the runways and local area; an assurance of continued Tower Radar Displays.

positive radar identification could place distracting and b. Local controllers may use certified tower radar operationally inefficient requirements upon the local controller. Therefore, since the requirements of displays for the following purposes: Para 5 − 3 − 1, Application, cannot be assured, the radar 1. To determine an aircraft’s identification, functions prescribed above are not considered to be radar services and pilots should not be advised of being in “radar exact location, or spatial relationship to other aircraft.

contact.” NOTE − c. Additional functions may be performed This authorization does not alter visual separation provided the procedures have been reviewed and procedures. When employing visual separation, the authorized by appropriate management levels.

provisions of Para 7 − 2 − 1, Visual Separation, apply unless otherwise authorized by the Service Area Director of Air REFERENCE − FAA Order JO 7110.65, Para 5 − 5 − 4, Minima.

Traffic Operations.

REFERENCE − 3 − 1 − 10. OBSERVED ABNORMALITIES FAA Order JO 7110.65, Para 5 − 3 − 2, Primary Radar Identification Methods.

When requested by a pilot or when you deem it FAA Order JO 7110.65, Para 5 − 3 − 3, Beacon Identification Methods.

FAA Order JO 7110.65, Para 5 − 3 − 4, Terminal Automation Systems necessary, inform an aircraft of any observed Identification Methods.

abnormal aircraft condition.

2. To provide aircraft with radar traffic PHRASEOLOGY − advisories.

(Item) APPEAR/S (observed condition).

General 3 − 1 − 5 JO 7110.65Y 8/15/19 EXAMPLE − 3 − 1 − 13. ESTABLISHING TWO − WAY “Landing gear appears up.” COMMUNICATIONS “Landing gear appears down and in place.” “Rear baggage door appears open.” Pilots are required to establish two-way radio communications before entering the Class D airspace. If the controller responds to a radio call 3 − 1 − 11. SURFACE AREA RESTRICTIONS with, “(a/c call sign) standby,” radio communications have been established and the pilot can enter the a. If traffic conditions permit, approve a pilot’s Class D airspace. If workload or traffic conditions request to cross Class C or Class D surface areas or prevent immediate provision of Class D services, exceed the Class C or Class D airspace speed limit.

inform the pilot to remain outside the Class D Do not, however, approve a speed in excess of airspace until conditions permit the services to be 250 knots (288 mph) unless the pilot informs you a provided.

higher minimum speed is required.

PHRASEOLOGY − NOTE − (A/c call sign) REMAIN OUTSIDE DELTA AIRSPACE 14 CFR Section 91.117 permits speeds in excess of AND STANDBY.

250 knots (288 mph) when so required or recommended in REFERENCE − the airplane flight manual or required by normal military FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

operating procedures.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 16, Surface Areas.

3 − 1 − 14. GROUND OPERATIONS WHEN VOLCANIC ASH IS PRESENT b. Do not approve a pilot’s request or ask a pilot to conduct unusual maneuvers within surface areas of When volcanic ash is present on the airport surface, Class B, C, or D airspace if they are not essential to and to the extent possible: the performance of the flight.

a. Avoid requiring aircraft to come to a full stop EXCEPTION. A pilot’s request to conduct aerobatic while taxiing.

practice activities may be approved, when operating b. Provide for a rolling takeoff for all departures.

in accordance with a letter of agreement, and the NOTE − activity will have no adverse effect on safety of the air When aircraft begin a taxi or takeoff roll on ash traffic operation or result in a reduction of service to contaminated surfaces, large amounts of volcanic ash will other users.

again become airborne. This newly airborne ash will REFERENCE − significantly reduce visibility and will be ingested by the FAA Order JO 7210.3, Para 5 − 4 − 7, Aerobatic Practice Areas.

engines of following aircraft.

NOTE − REFERENCE − These unusual maneuvers include unnecessary low passes, AIM, Para 7 − 5 − 9, Flight Operations in Volcanic Ash.

unscheduled flybys, practice instrument approaches to altitudes below specified minima (unless a landing or 3 − 1 − 15. GROUND OPERATIONS RELATED touch-and-go is to be made), or any so-called “buzz jobs” TO THREE/FOUR − HOUR TARMAC RULE wherein a flight is conducted at a low altitude and/or a high rate of speed for thrill purposes. Such maneuvers increase When a request is made by the pilot − in − command of hazards to persons and property and contribute to noise an aircraft to return to the ramp, gate, or alternate complaints.

deplaning area due to the Three/Four − Hour Tarmac Rule: 3 − 1 − 12. VISUALLY SCANNING RUNWAYS a. Provide the requested services as soon as a. Local controllers must visually scan runways to operationally practical, or the maximum extent possible.

b. Advise the pilot − in − command that the reques- b. Ground control must assist local control in ted service cannot be accommodated because it visually scanning runways, especially when runways would create a significant disruption to air traffic are in close proximity to other movement areas. operations.

General 3 − 1 − 6 JO 7110.65Y 8/15/19 NOTE − (Identification) EXPECT A (number) MINUTE DELAY Facility procedures, including actions that constitute a DUE TO (ground and/or landing and/or departing) significant disruption, vary by airport and must be TRAFFIC, identified in the facility directive pertaining to the Three/Four − Hour Tarmac Rule. or PHRASEOLOGY − (Identification) UNABLE DUE TO OPERATIONAL (Identification) TAXI TO (ramp, gate, or alternate DISRUPTION.

deplaning area) VIA (route).

REFERENCE − or DOT Rule, Enhancing Airline Passenger Protections, 14 CFR, Part 259, commonly referred to as the Three/Four − Hour Tarmac Rule.

General 3 − 1 − 7 JO 7110.65Y 8/15/19

Section 2. Visual Signals

3 − 2 − 1. LIGHT SIGNALS 3 − 2 − 3. RECEIVER-ONLY ACKNOWLEDGMENT Use ATC light signals from TBL 3 − 2 − 1 to control aircraft and the movement of vehicles, equipment, To obtain acknowledgment from an aircraft equipped and personnel on the movement area when radio with receiver only, request the aircraft to do the communications cannot be employed.

following: REFERENCE − a. Fixed-wing aircraft: FAA Order JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low Approach.

FAA Order JO 7210.3, Para 4 − 3 − 1, Letters of Agreement. 1. Between sunrise and sunset: (a) Move ailerons or rudders while on the 3 − 2 − 2. WARNING SIGNAL ground.

Direct a general warning signal, alternating red and (b) Rock wings while in flight.

green, to aircraft or vehicle operators, as appropriate, when: 2. Between sunset and sunrise: Flash naviga- NOTE − tion or landing lights.

The warning signal is not a prohibitive signal and can be b. Helicopters: followed by any other light signal, as circumstances permit.

1. Between sunrise and sunset: a. Aircraft are converging and a collision hazard (a) While hovering, either turn the helicopter exists.

toward the controlling facility and flash the landing b. Mechanical trouble exists of which the pilot light or rock the tip path plane.

might not be aware.

(b) While in flight, either flash the landing c. Other hazardous conditions are present which light or rock the tip path plane.

call for intensified pilot or operator alertness. These conditions may include obstructions, soft field, ice on 2. Between sunset and sunrise: Flash landing the runway, etc. light or search light.

TBL 3 − 2 − 1 ATC Light Signals Meaning Movement of vehicles, Color and type of signal Aircraft on the ground Aircraft in flight equipment and personnel Steady green Cleared for takeoff Cleared to land Cleared to cross; proceed; go Flashing green Cleared to taxi Return for landing (to be followed Not applicable by steady green at the proper time) Steady red Stop Give way to other aircraft and Stop continue circling Flashing red Taxi clear of landing area or Airport unsafe − Do not land Clear the taxiway/runway runway in use Flashing white Return to starting point on Not applicable Return to starting point on airport airport Alternating red and green General Warning Signal − General Warning Signal − Exercise General Warning Signal − Exercise Extreme Caution Extreme Caution Exercise Extreme Caution Visual Signals 3 − 2 − 1 JO 7110.65Y 8/15/19

Section 3. Airport Conditions

3 − 3 − 1. LANDING AREA CONDITION (a) Use the runway number, followed by the RwyCC, for each of the three runway segments, and If you observe or are informed of any condition which include the time of the report.

affects the safe use of a landing area: EXAMPLE − NOTE − “Runway Two − Seven, condition codes two, two, three at 1. The airport management/military operations office is one zero one eight zulu.” responsible for observing and reporting the condition of (b) When an update to the RwyCC is the landing area.

provided, verbally issue to all aircraft until the ATIS 2. It is the responsibility of the agency operating the broadcast can be updated.

airport to provide the tower with current information EXAMPLE − regarding airport conditions.

“Runway (number) condition codes two, three, one.” 3. A disabled aircraft on a runway, after occupants are REFERENCE − clear, is normally handled by flight standards and airport Advisory Circular AC 150/5200 − 30D, Airport Winter Safety and Operations management/military operations office personnel in the same manner as any obstruction; e.g., construction 2. Issue FICON NOTAMs upon pilot request, equipment.

workload permitting.

a. Relay the information to the airport manager/ f. In the absence of RwyCC, issue to aircraft only military operations office concerned.

factual information, as reported by the airport operator or pilots concerning the condition of the b. Copy verbatim any information received and runway surface, describing the accumulation of record the name of the person submitting it.

precipitation.

c. Confirm information obtained from other than EXAMPLE − authorized airport or FAA personnel unless this “All runways covered by compacted snow 6 inches deep.” function is the responsibility of the military REFERENCE − operations office.

FAA Order JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

NOTE − 3 − 3 − 2. CLOSED/UNSAFE RUNWAY Civil airport managers are required to provide a list of airport employees who are authorized to issue information INFORMATION concerning conditions affecting the safe use of the airport.

If an aircraft requests to takeoff, land, or d. If you are unable to contact the airport touch-and-go on a closed or unsafe runway, inform management or operator, issue a NOTAM publiciz- the pilot the runway is closed or unsafe, and ing an unsafe condition and inform the management a. If the pilot persists in his/her request, quote or operator as soon as practicable.

him/her the appropriate parts of the NOTAM EXAMPLE − applying to the runway and inform him/her that a “DISABLED AIRCRAFT ON RUNWAY.’’ clearance cannot be issued.

NOTE − b. Then, if the pilot insists and in your opinion the 1. Legally, only the airport management/military opera- intended operation would not adversely affect other tions office can close a runway.

traffic, inform him/her that the operation will be at 2. Military controllers are not authorized to issue his/her own risk.

NOTAMs. It is the responsibility of the military operations PHRASEOLOGY − office.

RUNWAY (runway number) CLOSED/UNSAFE.

e. Runway Condition Codes (RwyCC).

If appropriate, (quote NOTAM information), 1. Furnish RwyCC, as received from the Airport Operator, to aircraft via the ATIS.

UNABLE TO ISSUE DEPARTURE/LANDING/TOUCH − Airport Conditions 3 − 3 − 1 JO 7110.65Y 8/15/19 AND − GO CLEARANCE.

braking action in other than the approved terms, ask DEPARTURE/LANDING/TOUCH − AND − GO WILL BE him/her to categorize braking action in these terms.

AT YOUR OWN RISK.

NOTE − c. Except as permitted by Paragraph 4 − 8 − 7, The term “nil” is used to indicate bad or no braking action.

Side-Step Maneuver, where parallel runways are b. Include type of aircraft from which the report is served by separate ILS systems and one of the received.

runways is closed, the ILS associated with the closed EXAMPLE − runway should not be used for approaches unless not “Braking action medium, reported by a heavy Boeing using the ILS would have an adverse impact on the Seven Sixty − Seven.” operational efficiency of the airport.

“Braking action poor, reported by a Boeing Seven Thirty − Seven.” REFERENCE − FAA Order JO 7110.65, Para 3 − 10 − 5, Landing Clearance.

c. If the braking action report affects only a FAA Order JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

portion of a runway, obtain enough information from the pilot to describe the braking action in terms easily 3 − 3 − 3. TIMELY INFORMATION understood by other pilots.

Issue airport condition information necessary for an EXAMPLE − aircraft’s safe operation in time for it to be useful to “Braking action poor first half of runway, reported by a the pilot. Include the following, as appropriate: Boeing Seven Fifty − Seven.” “Braking action good to medium beyond the intersection a. Construction work on or immediately adjacent of Runway Two Seven, reported by an Airbus Three to the movement area.

Twenty − One.” b. Rough portions of the movement area. NOTE − Descriptive terms, such as the first or the last half of the c. Braking conditions caused by ice, snow, slush, runway, should normally be used rather than landmark or water.

descriptions, such as opposite the fire station, south of a taxiway, etc. Landmarks extraneous to the landing runway d. Snowdrifts or piles of snow on or along the are difficult to distinguish during low visibility, at night, or edges of the area and the extent of any plowed area.

anytime a pilot is busy landing an aircraft.

e. Parked aircraft on the movement area.

d. Issue the runway surface condition and/or the Runway Condition Reading (RCR), if provided, to all f. Irregular operation of part or all of the airport USAF and ANG aircraft. Issue the RCR to other lighting system.

aircraft upon pilot request.

g. Volcanic ash on any airport surface area and EXAMPLE − whether the ash is wet or dry (if known).

“Ice on runway, RCR zero five, patchy.” NOTE − NOTE − Braking action on wet ash may be degraded. Dry ash on the USAF offices furnish RCR information at airports serving runway may necessitate minimum use of reverse thrust.

USAF and ANG aircraft.

REFERENCE − h. Other pertinent airport conditions.

FAA Order JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

REFERENCE − FAA Order JO 7110.65, Para 3 − 3 − 5, Braking Action Advisories.

FAA Order JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

FAA Order JO 7110.65, Para 2 − 1 − 9, Reporting Essential Flight 3 − 3 − 5. BRAKING ACTION ADVISORIES Information.

FAA Order JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low a. When runway braking action reports are Approach.

received from pilots which include the terms “medium,” “poor,” or “nil , ” or whenever weather 3 − 3 − 4. BRAKING ACTION conditions are conducive to deteriorating or rapidly changing runway conditions, include on the ATIS Furnish quality of braking action, as received from pilots, to all aircraft as follows: broadcast the statement “Braking Action Advisories are in effect.” a. Describe the quality of braking action using the REFERENCE − terms “good,” “good to medium,” “medium,” FAA Order JO 7210.3, Para 10 − 4 − 1, Automatic Terminal Information “medium to poor,” “poor,” or “nil.” If the pilot reports Service (ATIS).

Airport Conditions 3 − 3 − 2 JO 7110.65Y 8/15/19 NOTE − b. During the time Braking Action Advisories are The standard emergency phraseology for a pilot requesting in effect, take the following action: an arresting system to be raised for immediate engagement 1. Issue the latest braking action report for the is: runway in use to each arriving and departing aircraft “BARRIER − BARRIER − BARRIER” early enough to be of benefit to the pilot. When possible, include reports from super or heavy aircraft or when the arriving or departing aircraft is a super or heavy .

“CABLE − CABLE − CABLE.” 2. If no report has been received for the runway 2. Requested by military authority; e.g., airfield of intended use, issue an advisory to that effect.

manager, supervisor of flying, mobile control officer, etc.

PHRASEOLOGY − NO BRAKING ACTION REPORTS RECEIVED FOR NOTE − RUNWAY (runway number).

USAF. Web barriers at the departure end of the runway may remain in the up position when requested by the senior 3. Advise the Airport Operator that runway operational commander. The IFR Enroute Supplement and braking action reports of “good to medium,” AP-1 will describe specific barrier configuration. ATC will “medium,” “medium to poor,” “poor,” or “nil” have advise transient aircraft of the barrier configuration using been received.

the phraseology in subpara c , below.

REFERENCE − 3. A military jet aircraft is landing with known FAA Order JO 7210.3, Para 4 − 3 − 1, Letters of Agreement.

or suspected radio failure or conditions (drag 4. Solicit PIREPs of runway braking action. chute/hydraulic/electrical failure, etc.) that indicate an arresting system may be needed. Exceptions are REFERENCE − authorized for military aircraft which cannot engage FAA Order JO 7110.65, Para, 2 − 9 − 3, Content FAA Order JO 7110.65, Para 3 − 9 − 1, Departure Information an arresting system (C − 9, C − 141, C − 5, T − 39, etc.)

FAA Order JO 7110.65, Para 3 − 10 − 1, Landing Information and should be identified in a letter of agreement FAA Order JO 7110.65, Para 4 − 7 − 12, Airport Conditions FAA Order JO 7110.65, Para 2 − 6 − 2, PIREP Solicitation and and/or appropriate military directive.

Dissemination.

c. When requested by military authority due to freezing weather conditions or malfunction of the 3 − 3 − 6. ARRESTING SYSTEM OPERATION activating mechanism, the barrier/cable may remain in a raised position provided aircraft are advised.

a. For normal operations, arresting systems PHRASEOLOGY − remotely controlled by ATC must remain in the YOUR DEPARTURE/LANDING WILL BE TOWARD/ retracted or down position.

OVER A RAISED BARRIER/CABLE ON RUNWAY NOTE − (number), (location, distance, as appropriate).

1. USN − Runway Arresting Gear − barriers are not d. Inform civil and U.S. Army aircraft whenever operated by ATC personnel. Readiness/rigging of the rubber supported cables are in place at the approach equipment is the responsibility of the operations end of the landing runway, and include the distance of department.

the cables from the threshold. This information may 2. A request to raise a barrier or hook cable means the be omitted if it is published in the “Notices to barrier or cable on the departure end of the runway. If an Airmen” publication/DOD FLIP.

approach end engagement is required, the pilot or military EXAMPLE − authority will specifically request that the approach end “Runway One Four arresting cable one thousand feet from cable be raised.

threshold.” REFERENCE − FAA Order JO 7610.4, Chapter 9, Section 3. Aircraft Arresting System, e. When arresting system operation has been Single Frequency Approach (SFA), Simulated Flameout requested, inform the pilot of the indicated (SFO)/Emergency Landing Pattern (ELP) Operations, Celestial barrier/cable position.

Navigation (CELNAV) Training, Para 9 − 3 − 1 through Para 9 − 3 − 8.

PHRASEOLOGY − b. Raise aircraft arresting systems whenever: (Identification), BARRIER/CABLE INDICATES 1. Requested by a pilot.

UP/DOWN. CLEARED FOR TAKEOFF/TO LAND.

Airport Conditions 3 − 3 − 3 JO 7110.65Y 8/15/19 f. Time permitting, advise pilots of the availability d. Operation of the FFM remote sensing unit will of all arresting systems on the runway in question be based on the prevailing weather. The FFM remote when a pilot requests barrier information. sensing unit must be operational when the weather is below CAT II ILS minimums.

g. If an aircraft engages a raised barrier/cable, REFERENCE − initiate crash alarm procedures immediately.

FAA Order 6750.24, Appendix A, Abnormal Checklist h. For preplanned practice engagements not e. When the remote status unit indicates that the associated with emergencies, crash alarm systems localizer FFM is in alarm (aural warning following need not be activated if, in accordance with local the preset delay) and: military operating procedures, all required notifica- 1. The aircraft is outside the middle marker tions are made before the practice engagement.

(MM) or in the absence of a MM, ½ mile final, check REFERENCE − for encroachment of those portions of the critical area FAA Order JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

that can be seen from the tower. It is understood that the entire critical area may not be visible due to low 3 − 3 − 7. FAR FIELD MONITOR (FFM) RE- ceilings and poor visibility. The check is strictly to MOTE STATUS UNIT determine possible causal factors for the out-of-toler- a. To meet the demand for more facilities capable ance situation. If the alarm has not cleared prior to the of operating under CAT III weather, Type II aircraft’s arriving at the MM or in the absence of a equipment is being upgraded to Integrity Level 3.

MM, ½ mile final, immediately issue an advisory that This integrity level will support operations which the FFM remote status sensing unit indicates the place a high degree of reliance on ILS guidance for localizer is unreliable.

positioning through touchdown.

2. The aircraft is between the MM or ½ mile b. Installation of the FFM remote status indicating final and the inner marker (IM), or if the IM is not units is necessary to attain the integrity necessary to installed, the CAT II Missed Approach Point (MAP), meet internationally agreed upon reliability values in immediately issue an advisory that the FFM remote support of CAT III operations on Type II ILS status sensing unit indicates the localizer is equipment. The remote status indicating unit used in unreliable.

conjunction with Type II equipment adds a third PHRASEOLOGY − integrity test; thereby, producing an approach aid CAUTION, MONITOR INDICATES RUNWAY (number) which has integrity capable of providing Level 3 LOCALIZER UNRELIABLE.

service.

3. The aircraft has passed the IM or the CAT II c. The remote status sensing unit, when installed in MAP (if the IM is not installed) there is no action the tower cab, will give immediate indications of requirement. Although the FFM has been modified localizer out-of-tolerance conditions. The alarm in with filters which dampen the effect of false alarms, the FFM remote status sensing unit indicates an you may expect alarms when aircraft are located inoperative or an out-of-tolerance localizer signal; between the FFM and the localizer antenna either on e.g., the course may have shifted due to equipment landing or on takeoff.

malfunction or vehicle/aircraft encroachment into the REFERENCE − critical area. FAA Order JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

Airport Conditions 3 − 3 − 4 JO 7110.65Y 8/15/19

Section 4. Airport Lighting

3 − 4 − 1. EMERGENCY LIGHTING b. As required by the pilot.

Whenever you become aware that an emergency has TBL 3 − 4 − 2 or will occur, take action to provide for the operation VASI Intensity Setting − Two Step System of all appropriate airport lighting aids as required.

Step Period/Condition REFERENCE − High Day − Sunrise to sunset.

FAA Order JO 7110.65, Para 10 − 4 − 2, Lighting Requirements.

Low Night − Sunset to sunrise.

3 − 4 − 2. RUNWAY END IDENTIFIER LIGHTS TBL 3 − 4 − 3 (REIL) VASI Intensity Setting − Three Step System When separate on − off controls are provided, operate Step Period/Condition runway end identifier lights: High Day − Sunrise to sunset.

a. When the associated runway lights are lighted.

Medium Twilight − From sunset to 30 minutes after sunset and from 30 minutes before sunrise Turn the REIL off after: to sunrise,* and during twilight in Alaska.

1. An arriving aircraft has landed.

Low Night − Sunset to sunrise.

*During a 1 year period, twilight may vary 26 to 43 minutes between 2. A departing aircraft has left the traffic pattern 25 and 49N latitude.

area.

NOTE − 3. It is determined that the lights are of no The basic FAA standard for VASI systems permits further use to the pilot.

independent operation by means of photoelectric device.

This system has no on − off control feature and is intended b. As required by facility directives to meet local for continuous operation. Other VASI systems in use conditions.

include those that are operated remotely from the control c. As requested by the pilot.

tower. These systems may consist of either a photoelectric intensity control with only an on − off switch, a two step d. Operate intensity setting in accordance with the intensity system, or a three step intensity system.

values in TBL 3 − 4 − 1 except as prescribed in REFERENCE − subparas b and c above.

FAA Order JO 7210.3, Para 10 − 6 − 5, Visual Approach Slope Indicator (VASI) Systems.

TBL 3 − 4 − 1 FAA Order 6850.2, Visual Guidance Lighting Systems.

REIL Intensity Setting − Three Step System 3 − 4 − 4. PRECISION APPROACH PATH Settings Visibility INDICATORS (PAPI) Day Night PAPI systems with remote on − off switching shall be 3 Less than 2 miles Less than 1 mile operated when they serve the runway in use and 2 2 to 5 miles inclusive 1 to but not including 3 miles where intensities are controlled in accordance with TBL 3 − 4 − 4 except: 1 When requested 3 miles or more a. As required by local facility directives to meet local conditions.

3 − 4 − 3. VISUAL APPROACH SLOPE INDICATORS (VASI) b. As requested by the pilot.

VASI systems with remote on − off switching must be NOTE − The basic FAA standard for PAPI systems permits operated when they serve the runway in use and independent operation by means of photoelectric device.

where intensities are controlled in accordance with This system has no on − off control feature and is intended TBL 3 − 4 − 2 and TBL 3 − 4 − 3 except: for continuous operation. Other PAPI systems in use a. As required by facility directives to meet local include those that are operated remotely from the control conditions.

tower. These systems may consist of either a photoelectric Airport Lighting 3 − 4 − 1 JO 7110.65Y 8/15/19 intensity control with only an on − off switch, or a five − step 3 − 4 − 6. ALS INTENSITY SETTINGS intensity system.

When operating ALS as prescribed in Paragraph REFERENCE − 3 − 4 − 5, Approach Lights, operate intensity controls in FAA Order 6850.2, Visual Guidance Lighting Systems.

accordance with the values in TBL 3 − 4 − 5 except: a. When facility directives specify other settings TBL 3 − 4 − 4 to meet local atmospheric, topographic, and twilight PAPI Intensity Setting − Five Step System conditions.

Step Period/Condition b. As requested by the pilot.

5 On Pilot Request c. As you deem necessary, if not contrary to pilot’s 4 Day − Sunrise to sunset request.

3 Night − Sunset to sunrise TBL 3 − 4 − 5 2 On Pilot Request ALS Intensity Setting 1 On Pilot Request Visibility *During a 1 year period, twilight may vary 26 to 43 minutes Step (Applicable to runway served by lights) between 25 and 49N latitude.

Day Night 5 Less than 1 mile* When requested 4 1 to but not including 3 miles When requested 3 − 4 − 5. APPROACH LIGHTS 3 3 to but not including 5 miles Less than 1 mile* 2 5 to but not including 7 miles 1 to 3 miles inclusive Operate approach lights: 1 When requested Greater than 3 miles *and/or 6,000 feet or less of the RVR on the runway served by a. Between sunset and sunrise when one of the the ALS and RVR.

following conditions exists: NOTE − 1. They serve the landing runway. Daylight steps 2 and 3 provide recommended settings applicable to conditions in subparas b and c. At night, use 2. They serve a runway to which an approach is step 4 or 5 only when requested by a pilot.

being made but aircraft will land on another runway.

3 − 4 − 7. SEQUENCED FLASHING LIGHTS (SFL) b. Between sunrise and sunset when the ceiling is less than 1,000 feet or the prevailing visibility is Operate Sequenced Flashing Lights: 5 miles or less and approaches are being made to: NOTE − SFL are a component of the ALS and cannot be operated 1. A landing runway served by the lights.

when the ALS is off.

a. When the visibility is less than 3 miles and 2. A runway served by the lights but aircraft are instrument approaches are being made to the runway landing on another runway.

served by the associated ALS.

3. The airport, but landing will be made on a b. As requested by the pilot.

runway served by the lights.

c. As you deem necessary, if not contrary to pilot’s request.

c. As requested by the pilot.

3 − 4 − 8. MALSR/ODALS d. As you deem necessary, if not contrary to pilot’s request.

Operate MALSR/ODALS that have separate on − off and intensity setting controls in accordance with NOTE − TBL 3 − 4 − 6 and TBL 3 − 4 − 7 except: In the interest of energy conservation, the ALS should be turned off when not needed for aircraft operations.

a. When facility directives specify other settings to meet local atmospheric, topographic, and twilight REFERENCE − conditions.

FAA Order JO 7110.65, Para 3 − 4 − 6, ALS Intensity Settings.

Airport Lighting 3 − 4 − 2 JO 7110.65Y 8/15/19 b. As requested by the pilot. 3 − 4 − 10. RUNWAY EDGE LIGHTS c. As you deem necessary, if not contrary to pilot’s Operate the runway edge light system/s serving the request.

runway/s in use as follows: TBL 3 − 4 − 6 a. Between sunset and sunrise, turn the lights on: Two Step MALS/One Step RAIL/Two Step ODALS 1. For departures. Before an aircraft taxies onto Settings Visibility the runway and until it leaves the Class B, Class C, or Day Night Class D surface area.

MALS/ODALS Hi Less than Less than 2. For arrivals: RAIL On 3 miles 3 miles MALS/ODALS Low When requested 3 miles or more (a) IFR aircraft − Before the aircraft begins RAIL Off final approach, or *At locations providing part − time control tower service, if (b) VFR aircraft − Before the aircraft enters duplicate controls are not provided in the associated FSS, the MALSR/ODALS must be set to low intensity during the hours the Class B, Class C, or Class D surface area, and of darkness when the tower is not staffed.

(c) Until the aircraft has taxied off the landing runway.

TBL 3 − 4 − 7 Three Step MALS/Three Step RAIL/ b. Between sunrise and sunset, turn the lights on as Three Step ODALS shown in subparas a1 and a2 when the surface Settings Visibility visibility is less than 2 miles.

Day Night c. As required by facility directives to meet local 3 Less than 2 miles Less than 1 mile conditions.

2 2 to 5 miles inclusive 1 to but not including 3 miles* d. Different from subparas a, b, or c above, when: 1 When requested 3 miles or more 1. You consider it necessary, or *At locations providing part − time control tower service, if duplicate controls are not provided in the FSS on the airport, 2. Requested by a pilot and no other known the air − to − ground radio link shall be activated during the hours aircraft will be adversely affected.

of darkness when the tower is unmanned. If there is no radio air − to − ground control, the MALSR/ODALS shall be set on NOTE − intensity setting 2 during the hours of darkness when the tower Pilots may request lights to be turned on or off contrary to is not staffed.

subparas a, b, or c. However, 14 CFR Part 135 operators REFERENCE − are required to land/takeoff on lighted runways/heliport FAA Order JO 7210.3, Para 10 − 6 − 2, Operation of Lights When Tower landing areas at night.

is Closed.

e. Do not turn on the runway edge lights when a 3 − 4 − 9. ALSF − 2/SSALR NOTAM closing the runway is in effect.

NOTE − a. When the prevailing visibility is / mile or less Application concerns use for takeoffs/landings/ or the RVR is 4,000 feet or less, operate the ALSF − 2 approaches and does not preclude turning lights on for use system as follows: of unaffected portions of a runway for taxiing aircraft, 1. As requested by the pilot.

surface vehicles, maintenance, repair, etc.

REFERENCE − 2. As you deem necessary if not contrary to pilot FAA Order JO 7210.3, Para 10 − 6 − 3, Incompatible Light System request.

Operation.

FAA Order JO 7210.3, Para 10 − 6 − 9, Runway Edge Lights Associated b. Operate the SSALR system when the condi- With Medium Approach Light System/Runway Alignment Indicator tions in subpara a are not a factor.

Lights.

Airport Lighting 3 − 4 − 3 JO 7110.65Y 8/15/19 TBL 3 − 4 − 9 3 − 4 − 11. HIGH INTENSITY RUNWAY, HIRL Associated with MALSR RUNWAY CENTERLINE, AND TOUCHDOWN ZONE LIGHTS Step Visibility Day Night Operate high intensity runway and associated runway 5 Less than 1 mile When requested centerline and touchdown zone lights in accordance 4 1 to but not including Less than 1 mile with TBL 3 − 4 − 8, except: 2 miles 3 2 to but not including 1 to but not including 3 miles 3 miles a. Where a facility directive specifies other 2 When requested 3 to 5 miles inclusive settings to meet local conditions.

1 When requested More than 5 miles b. As requested by the pilot.

NOTE − When going from a given brightness step setting to a lower setting, rotation of the brightness control to a point below c. As you deem necessary, if not contrary to pilot the intended step setting and then back to the appropriate request.

step setting will ensure that the MALSR will operate at the appropriate brightness.

REFERENCE − TBL 3 − 4 − 8 FAA Order JO 7110.65, Para 3 − 4 − 14, Medium Intensity Runway HIRL, RCLS, TDZL Intensity Setting Lights.

3 − 4 − 13. HIRL CHANGES AFFECTING RVR Step Visibility Day Night Keep the appropriate approach controller or PAR controller informed, in advance if possible, of HIRL 5 Less than 1 mile* When requested changes that affect RVR.

4 1 to but not including Less than 1 mile* 2 miles* 3 2 to but not including 1 to but not including 3 − 4 − 14. MEDIUM INTENSITY RUNWAY 3 miles 3 miles* LIGHTS (MIRL) 2 When requested 3 to 5 miles inclusive Operate MIRL or MIRL which control the associated 1 When requested More than 5 miles MALSR in accordance with TBL 3 − 4 − 10, except: *and/or appropriate RVR/RVV equivalent.

a. As requested by the pilot.

b. As you deem necessary, if not contrary to the pilot’s request.

3 − 4 − 12. HIRL ASSOCIATED WITH MALSR TBL 3 − 4 − 10 MIRL Intensity Setting Operate HIRL which control the associated MALSR Step Visibility in accordance with TBL 3 − 4 − 9, except: Day Night 3 Less than 2 miles Less than 1 mile a. As requested by the pilot.

2 2 to 3 miles 1 to 3 miles 1 When requested More than 3 miles b. As you deem necessary, if not contrary to the REFERENCE − pilot’s request. FAA Order JO 7110.65, Para 3 − 4 − 12, HIRL Associated With MALSR.

Airport Lighting 3 − 4 − 4 JO 7110.65Y 8/15/19 NOTE − 3 − 4 − 15. HIGH SPEED TURNOFF LIGHTS AC 150/5340-30, Design and Installation Details for Operate high speed turnoff lights: Airport Visual Aides, contains recommended brightness levels for variable setting taxiway lights.

a. Whenever the associated runway lights are used for arriving aircraft. Leave them on until the aircraft 3 − 4 − 17. OBSTRUCTION LIGHTS has either entered a taxiway or passed the last light.

If controls are provided, turn the lights on between b. As required by facility directives to meet local sunset and sunrise.

conditions.

c. As requested by the pilot.

3 − 4 − 18. ROTATING BEACON If controls are provided, turn the rotating beacon on: 3 − 4 − 16. TAXIWAY LIGHTS a. Between sunset and sunrise.

Operate taxiway lights in accordance with b. Between sunrise and sunset when the reported TBL 3 − 4 − 11, TBL 3 − 4 − 12, or TBL 3 − 4 − 13 except: ceiling or visibility is below basic VFR minima.

a. Where a facility directive specifies other settings or times to meet local conditions.

3 − 4 − 19. RUNWAY STATUS LIGHTS (RWSL) b. As requested by the pilot.

TERMINAL c. As you deem necessary, if not contrary to pilot RWSL is equipped with automatic intensity settings request.

and must be operated on a continuous basis except under the following conditions: TBL 3 − 4 − 11 Three Step Taxiway Lights a. If a pilot or vehicle report indicates any portion of the RWSL system is on and is not able to accept an Step Visibility ATC clearance; then Day Night 3 Less than 1 mile When requested 1. ATC must visually scan the entire runway. If 2 When requested Less than 1 mile the runway is observed to be clear and the lights are still illuminated, then the lights must be turned off and 1 When requested 1 mile of more clearance re-issued.

TBL 3 − 4 − 12 2. If a portion of the runway is not visible from Five Step Taxiway Lights the tower, ATC must visually scan the ASDE system.

If the runway is observed to be clear and the lights are Step Visibility still illuminated, then the lights must be turned off and Day Night clearance re-issued.

5 Less than 1 mile When requested 4 When requested Less than 1 mile b. When the RWSL Operational Status displays “Lost Comm with System,” consider the RWSL 3 When requested 1 mile or more system out of service until checked and confirmed to 1 & 2 When requested When requested be operational by technical operations personnel.

TBL 3 − 4 − 13 c. Once RWSL systems are turned off, they must One Step Taxiway Lights remain off until returned to service by technical operations personnel.

Day Night Less than 1 mile On d. Upon pilot request, adjust the light intensity.

Airport Lighting 3 − 4 − 5 JO 7110.65Y 8/15/19

Section 5. Runway Selection

3 − 5 − 1. SELECTION b. When conducting aircraft operations on other than the advertised active runway, state the runway in a. Except where a “runway use” program is in use.

effect, use the runway most nearly aligned with the wind when 5 knots or more or the “calm wind” 3 − 5 − 2. STOL RUNWAYS runway when less than 5 knots (set tetrahedron accordingly) unless use of another runway: Use STOL runways as follows: NOTE − a. A designated STOL runway may be assigned 1. If a pilot prefers to use a runway different from that only when requested by the pilot or as specified in a specified, the pilot is expected to advise ATC.

letter of agreement with an aircraft operator.

2. At airports where a “runway use” program is b. Issue the measured STOL runway length if the established, ATC will assign runways deemed to have the pilot requests it.

least noise impact. If in the interest of safety a runway different from that specified is preferred, the pilot is expected to advise ATC accordingly. ATC will honor such 3 − 5 − 3. TAILWIND COMPONENTS requests and advise pilots when the requested runway is When authorizing use of runways and a tailwind noise sensitive.

component exists, always state both wind direction REFERENCE − and velocity.

FAA Order 8400.9, National Safety and Operational Criteria for 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.

FAA Order JO 7110.65, Para 2 − 6 − 3, Reporting Weather Conditions Runway Selection 3 − 5 − 1 JO 7110.65Y 8/15/19

Section 6. Airport Surface Detection Procedures

3 − 6 − 1. EQUIPMENT USAGE 3 − 6 − 3. INFORMATION USAGE a. ASDE system derived information may be used a. The operational status of ASDE systems must to: be determined during the relief briefing, or as soon as possible after assuming responsibility for the 1. Formulate clearances and control instruc- associated position.

tions to aircraft and vehicles on the movement area.

REFERENCE − b. Use ASDE systems to augment visual observa- FAA Order JO 7210.3, Para 3 − 6 − 2, ATC Surveillance Source Use.

tion of aircraft landing or departing, and aircraft or 2. Position aircraft and vehicles using the vehicular movements on runways and taxiways, or movement area.

other parts of the movement area.

3. Determine the exact location of aircraft and 1. ASDE systems with safety logic must be vehicles, or spatial relationship to other aircraft/ operated continuously.

vehicles on the movement area.

2. ASDE systems without safety logic must be 4. Monitor compliance with control instructions operated: by aircraft and vehicles on taxiways and runways.

(a) Continuously between sunset and sunrise.

5. Confirm pilot reported positions.

(b) When visibility is less than the most 6. Provide directional taxi information, as distant point in the active movement area, or appropriate.

(c) When, in your judgment, its use will assist PHRASEOLOGY − you in the performance of your duties at any time.

TURN (left/right) ON THE TAXIWAY/RUNWAY YOU ARE APPROACHING.

b. Do not provide specific navigational guidance 3 − 6 − 2. IDENTIFICATION (exact headings to be followed) unless an emergency a. To identify an observed target/track on an exists or by mutual agreement with the pilot.

ASDE system display, correlate its position with one NOTE − or more of the following: It remains the pilot’s responsibility to navigate visually via 1. Pilot/vehicle operator position report. routes to the clearance limit specified by the controller and to avoid other parked or taxiing aircraft, vehicles, or 2. Controller’s visual observation.

persons in the movement area.

3. An identified target observed on the ASR or c. Do not allow an aircraft to begin departure roll CTRD.

or cross the landing threshold whenever there is an unidentified target/track displayed on the runway.

b. An observed target/track on an ASDE system display may be identified as a false target by visual 3 − 6 − 4. SAFETY LOGIC ALERT observation. If the area containing a suspected false RESPONSES target is not visible from the tower, an airport operations vehicle or pilots of aircraft operating in the When the system generates an alert, the controller area may be used to conduct the visual observation.

must immediately assess the situation visually and as presented on the ASDE system display, then take c. After positive verification that a target is false, appropriate action as follows: through pilot/vehicle operator position report or controller visual observation, the track may be a. When an arrival aircraft (still airborne, prior to temporarily dropped, which will remove the target the landing threshold) activates a warning alert, the from the display and safety logic processing. A controller must issue go − around instructions.

notation must be made to FAA Form 7230 − 4, Daily (Exception: Alerts involving known formation Record of Facility Operation, when a track is flights, as they cross the landing threshold, may be temporarily dropped. disregarded if all other factors are acceptable.)

Airport Surface Detection Procedures 3 − 6 − 1 JO 7110.65Y 8/15/19 REFERENCE − NOTE − FAA Order JO 7110.65, Para 3 − 9 − 8, Intersecting Runway/Intersecting The intent of this paragraph is that an aircraft does not land Flight Path Operations.

on the runway, on that approach, when the safety logic FAA Order JO 7110.65, Para 3 − 10 − 4, Intersecting system has generated a warning alert. A side − step Runway/Intersecting Flight Path Separation.

maneuver or circle to land on another runway satisfies this c. For other safety logic system alerts, issue requirement.

instructions/clearances based on good judgment and REFERENCE − evaluation of the situation at hand.

FAA Order JO 7110.65, Para 3 − 8 − 1, Sequence/Spacing Application.

FAA Order JO 7110.65, Para 3 − 9 − 6, Same Runway Separation.

FAA Order JO 7110.65, Para 3 − 10 − 3, Same Runway Separation.

3 − 6 − 5. RADAR − ONLY MODE P/CG Term − Go Around.

Radar − only mode is an enhancement of the ASDE − X b. When two arrival aircraft, or an arrival aircraft and ASSC systems which allows the system to stay and a departing aircraft activate an alert, the operational with safety logic processing, despite a controller will issue go − around instructions or take critical fault in the Multilateration (MLAT) subsys- appropriate action to ensure intersecting runway tem. The system stays in full core alert status under separation is maintained. radar − only mode without data block capability.

Airport Surface Detection Procedures 3 − 6 − 2 JO 7110.65Y 8/15/19

Section 7. Taxi and Ground Movement Procedures

2. “PROCEED AS REQUESTED” is not approved 3 − 7 − 1. GROUND TRAFFIC MOVEMENT phraseology for instructing aircraft, vehicles, equipment, Issue by radio or directional light signals specific or personnel to cross or operate on a runway.

instructions which approve or disapprove the c. Do not use the word “cleared” in conjunction movement of aircraft, vehicles, equipment, or with authorization for aircraft to taxi or equipment/ personnel on the movement area except where vehicle/personnel operations. Use the prefix “taxi,” permitted in an LOA.

“proceed,” or “hold,” as appropriate, for aircraft REFERENCE − instructions and “proceed” or “hold” for equipment/ FAA Order JO 7210.3, Para 4 − 3 − 1, Letters of Agreement vehicles/personnel.

FAA Order JO 7210.3, Para 4 − 3 − 2, Appropriate Subjects d. Intersection departures may be initiated by a a. Do not issue conditional instructions that are controller or a controller may authorize an dependent upon the movement of an arrival aircraft intersection departure if a pilot requests. Issue the on or approaching the runway or a departure aircraft measured distance from the intersection to the established on a takeoff roll. Do not say, “Line up and runway end rounded “down” to the nearest 50 feet to wait behind landing traffic,” or “Taxi/proceed across any pilot who requests and to all military aircraft, Runway Three − Six behind departing/landing Cita- unless use of the intersection is covered in tion.” The above requirements do not preclude appropriate directives.

issuing instructions to follow an aircraft observed to be operating on the movement area in accordance NOTE − with an ATC clearance/instruction and in such a 1. Exceptions are authorized where specific military manner that the instructions to follow are not aircraft routinely make intersection takeoffs and proced- ambiguous. ures are defined in appropriate directives. The authority exercising operational control of such aircraft ensures that b. Do not issue unconditional instructions when all pilots are thoroughly familiar with these procedures, authorizing movement on a runway/taxiway for the including the usable runway length from the applicable purpose of airfield checks or other airport operations.

intersection.

Instructions must ensure positive control with 2. Some airports publish “declared distances” for a specific instructions to proceed on a runway or particular runway. These are published in the Chart movement area, and as necessary, hold short Supplement U.S. or the Aeronautical Information instructions.

Publication (AIP) and there is no requirement that facility personnel be aware of them. These distances are a means REFERENCE − FAA Order JO 7110.65, Para 3 − 1 − 3, Use of Active Runways of satisfying airport design criteria and are intended to be FAA Order JO 7110.65, Para 3 − 7 − 2, Taxi and Ground Movement used by pilots and/or operators for preflight performance Operations planning only. There are no special markings, signing, or EXAMPLE − lighting associated with declared distances and they do not “Airport 1, proceed on Runway 26R, hold short of Runway limit the actual runway available for use by an aircraft.

18L.” Therefore, they cannot be used for any air traffic control purpose. If pilots inquire about the existence of declared “Airport 1 proceed on taxi way B, hold short of distances, refer them to the Chart Supplement U.S. or AIP.

Runway18L.” PHRASEOLOGY − RUNWAY (number) AT (taxiway designator) “Airport 1 proceed on Runway 26R.” (additional INTERSECTION DEPARTURE (remaining length) FEET instructions as necessary.)

AVAILABLE.

REFERENCE − NOTE − FAA Order JO 7110.65, Para 3 − 9 − 4, Line Up and Wait (LUAW).

1. The following are examples of unconditional instruc- e. Do not use the term “full length” when the tions and are not approved for use: “THE FIELD IS runway length available for departures has been YOURS,” “CLEARED ON ALL SURFACES,” “THE temporarily shortened. On permanently shortened AIRPORT IS YOURS,” and “PROCEED ON ALL runways, do not use the term “full length” until the RUNWAYS AND TAXIWAYS.” Taxi and Ground Movement Procedures 3 − 7 − 1 JO 7110.65Y 8/15/19 or Chart Supplement U.S. is updated to include the change(s).

TAXI/CONTINUE TAXIING/PROCEED VIA (route), REFERENCE − FAA Order JO 7210.3, Para 10-3-12, Airport Construction or FAA Order JO 7210.3, Para 10-3-13, Change in Runway Length Due to Construction ON (runway number or taxiways, etc.), 3 − 7 − 2. TAXI AND GROUND MOVEMENT or OPERATIONS Issue the route for the aircraft/vehicle to follow on the TO (location), movement area in concise and easy to understand or terms. The taxi clearance/route must include the specific route to follow. When a taxi clearance to a (direction), runway is issued to an aircraft, confirm the aircraft has the correct runway assignment.

or NOTE − 1. A pilot’s read back of taxi instructions with the runway ACROSS RUNWAY (number), at (runway/taxiway).

assignment can be considered confirmation of runway assignment.

or 2. Movement of aircraft or vehicles on nonmovement VIA (route), HOLD SHORT OF (location) areas is the responsibility of the pilot, the aircraft operator, or the airport management.

or a. When authorizing an aircraft to taxi or a vehicle to proceed on the movement area, specify the taxi FOLLOW (traffic) (restrictions as necessary) instructions/route. If it is the intent to hold the aircraft/vehicle short of: or 1. A runway: issue the route up to the runway BEHIND (traffic).

hold short point. When issuing a runway crossing clearance, include specific instructions on where to EXAMPLE − “Cross Runway Two − Eight Left, at taxiway Alpha, hold cross the runway; short of Runway Two − Eight Right.” 2. Any other point along the route, issue: “Taxi/continue taxiing/proceed to the hangar.” (a) the route up to the hold short point, or (b) the entire route and then state the hold “Taxi/continue taxiing/proceed straight ahead then via short instructions. ramp to the hangar.” After issuing a crossing clearance, specify the taxi “Taxi/continue taxiing/proceed on Taxiway Charlie, hold instructions/route an aircraft/vehicle is to follow, if short of Runway Two − Seven.” not previously issued.

or NOTE − The absence of holding instructions authorizes an “Taxi/continue taxing/proceed on Charlie, hold short of aircraft/vehicle to cross all taxiways that intersect the taxi Runway Two − Seven.” route.

PHRASEOLOGY − b. When authorizing an aircraft to taxi to an HOLD POSITION.

assigned takeoff runway, state the departure runway followed by the specific taxi route. Issue hold short HOLD FOR (reason) instructions, in accordance with paragraph a above, when an aircraft will be required to hold short of a CROSS (runway), at (runway/taxiway) runway or other points along the taxi route.

Taxi and Ground Movement Procedures 3 − 7 − 2 JO 7110.65Y 8/15/19 NOTE − (runway)”, or If the specific taxi route ends into a connecting taxiway with Cross (runways) at (runway/taxiway).

the same identifier (for example, taxiway “A” connects EXAMPLE − with Taxiway “A1”) at the approach end of the runway, the “Cross Runway One − Six Left at Taxiway Bravo, hold short connecting taxiway may be omitted from the clearance.

of Runway One − Six Right.” “Cross Runway One − Six Left and Runway One − Six Right PHRASEOLOGY − at Taxiway Bravo.” RUNWAY (number), TAXI VIA (route as necessary).

REFERENCE − FAA Order JO 7210.3, Para 10 − 3 − 11 Multiple Runway Crossings.

or d. When an aircraft/vehicle is instructed to RUNWAY (number), TAXI VIA (route as necessary)(hold “follow” traffic and requires a runway crossing, issue short instructions as necessary).” a runway crossing clearance in addition to the follow EXAMPLE − instructions and/or hold short instructions, as “Runway Three − Six Left, taxi via taxiway Alpha, hold applicable.

short of taxiway Charlie.” EXAMPLE − “Follow (traffic), cross Runway Two − Seven Right, at or Taxiway Whiskey” “Runway Three − Six Left, taxi via Alpha, hold short of o r Charlie.” “Follow (traffic), cross Runway Two Seven − Right at or Taxiway Whiskey, hold short of Runway Two − Seven Left.” “Runway Three − Six Left, taxi via taxiway Alpha, hold e. Issue a crossing clearance to vehicles for each short of Runway Two − Seven Right.” runway their route crosses. A vehicle must have crossed a previous runway before another runway or crossing clearance may be issued.

NOTE − “Runway Three − Six Left, taxi via Charlie, cross Runway A clearance is required for vehicles to operate on any Two − Seven Left, hold short of Runway Two − Seven Right.” active, inactive, or closed runway except for vehicles operating on closed runways in accordance with a Letter or of Agreement (LOA).

“Runway Three − Six Left, taxi via Alpha, Charlie, cross f. Vehicles that have been issued a clearance onto Runway One − Zero.” a runway to conduct runway operations are authorized to cross intersecting runways, unless c. Issue a crossing clearance to aircraft for each otherwise restricted. Issue hold short instructions as runway their route crosses. An aircraft must have needed.

crossed a previous runway before another runway crossing clearance may be issued. At those airports NOTE − where the taxi distance between runway centerlines Vehicles should not normally use runways as transition routes to other parts of the airfield. These movements are is 1,300 feet or less, multiple runway crossings may not considered runway operations and the use of be issued with a single clearance. The air traffic alternative routes is preferred.

manager must submit a request to the appropriate Service Area Director of Air Traffic Operations and g. Crossing of active runway(s) by aircraft/vehi- receive approval before authorizing multiple runway cle(s): crossings.

1. During departure operations, ensure that NOTE − aircraft/vehicles intending to cross a runway do not Controllers should avoid crossing points that are not cross the runway holding position markings until the perpendicular or nearly perpendicular to the runway to be controller visually observes the departure aircraft in crossed, (for example, reverse high speed taxiways).

a turn, or the departure aircraft has passed the point where the crossing aircraft/vehicle is located, PHRASEOLOGY − regardless of altitude, unless authorized in FAA Or- “Cross (runway) at( runway/taxiway), hold short of Taxi and Ground Movement Procedures 3 − 7 − 3 JO 7110.65Y 8/15/19 der JO 7110.65, Para 3 − 10 − 10, Altitude Restricted “American Sixty Three, hold short of Runway Two Three Low Approach.

Left, traffic one mile final.” REFERENCE − AIM, Runway Position Holding Markings, Para 2 − 3 − 5a “American Sixty Three, Roger.” FAA Order 7110.65, Para3 − 10 − 10, Altitude Restricted Low Approach 2. During arrival operations, ensure the follow- “American Sixty Three, read back hold instructions.” ing: 3. “OPS Three proceed via taxiway Charlie hold short of (a) An aircraft/vehicle has completed cross- Runway Two Seven.” ing prior to the arriving aircraft crossing the landing threshold, or or REFERENCE − “OPS Three proceed via Charlie hold short of Runway Two P/CG Term − Clear of Runway Seven.” (b) A crossing aircraft/vehicle will not cross the runway holding position markings until the “OPS Three, Roger.” arrival has landed and either: “OPS Three, read back hold instructions.” (1) The controller has confirmed by verbal commitment from the pilot that the arriving aircraft NOTE − Read back hold instructions phraseology may be initiated will exit the runway prior to the point at which the for any point on a movement area when the controller crossing is intended, or believes the read back is necessary.

(2) The controller visually observes the i. Issue progressive taxi/ground movement aircraft exiting the runway prior to the point at which instructions when: the crossing is intended, or 1. A pilot/operator requests.

(3) The arriving aircraft has passed the 2. The specialist deems it necessary due to point at which the crossing is intended .

traffic or field conditions, e.g., construction or closed REFERENCE − taxiways.

FAA Order JO 7110.65, Para 3 − 10 − 4, Intersecting Runway/Intersecting Flight Path Separation FAA Order JO 7210.3, Para 10 − 3 − 7, Land and Hold Short Operations 3. Necessary during reduced visibility, (LAHSO) especially when the taxi route is not visible from the tower.

h. Request a read back of runway hold short instructions when it is not received from the NOTE − pilot/vehicle operator.

Progressive instructions may include step − by − step directions and/or directional turns.

PHRASEOLOGY − REFERENCE − READ BACK HOLD INSTRUCTIONS.

FAA Order JO 7110.65, Para 3 − 7 − 4, Runway Proximity.

EXAMPLE − FAA Order JO 7110.65, Para 3 − 11 − 1, Taxi and Ground Movement Operation.

1. “American Four Ninety Two, Runway Three Six Left, taxi via taxiway Charlie, hold short of Runway Two Seven j. Issue instructions to expedite a taxiing aircraft or Right.” a moving vehicle.

PHRASEOLOGY − or TAXI WITHOUT DELAY (traffic if necessary).

“American Four Ninety Two, Runway Three Six Left, taxi EXIT/PROCEED/CROSS (runway/taxiway) at via Charlie, hold short of Runway Two Seven Right.” (runway/taxiway) WITHOUT DELAY.

k. Issue instructions to aircraft/vehicle to hold “American Four Ninety Two, Roger.” short of an approach/departure hold area when “American Four Ninety Two, read back hold instructions.” required.

2. “Cleveland Tower, American Sixty Three is ready for PHRASEOLOGY − departure.” HOLD SHORT OF (runway) APPROACH Taxi and Ground Movement Procedures 3 − 7 − 4 JO 7110.65Y 8/15/19 NOTE − HOLD SHORT OF (runway)DEPARTURE Establishing hold lines/signs is the responsibility of the airport manager. The standards for surface measurements, markings, and signs are contained in AC 150/5300 − 13, Airport Design; AC 150/5340 − 1, Standards for Airport Markings, and AC 150/5340 − 18, Standards for Airport 3 − 7 − 3. GROUND OPERATIONS Sign Systems. The operator is responsible for properly positioning the aircraft, vehicle, or equipment at the Avoid clearances which require: appropriate hold line/sign or designated point. The requirements in para 3 − 1 − 12, Visually Scanning Runways, remain valid as appropriate.

a. Super or heavy aircraft to use greater than normal taxiing power.

REFERENCE − FAA Order JO 7110.65, Para 3 − 7 − 2, Taxi and Ground Movement Operations.

b. Small aircraft or helicopters to taxi in close FAA Order JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low Approach.

proximity to taxiing or hover-taxi helicopters.

FAA Order JO 7110.65, Para 3 − 1 − 5, Vehicles/Equipment/Personnel on Runways.

NOTE − Use caution when taxiing smaller aircraft/helicopters in 3 − 7 − 5. PRECISION APPROACH CRITICAL the vicinity of larger aircraft/helicopters. Controllers may AREA use the words rotor wash, jet blast, or prop wash when issuing cautionary advisories.

a. ILS critical area dimensions are described in EXAMPLE − FAA Order 6750.16, Siting Criteria for Instrument “Follow Boeing 757, Runway Three − Six Left, taxi via Landing Systems. Aircraft and vehicle access to the Alpha, Caution jet blast.” ILS critical area must be controlled to ensure the integrity of ILS course signals whenever the official or weather observation is a ceiling of less than 800 feet or visibility less than 2 miles. Do not authorize When appropriate, vehicles/aircraft to operate in or over the critical area, except as specified in subpara a1, whenever an “Follow CH − 53, Runway Two − One, taxi via Bravo, arriving aircraft is inside the ILS outer marker (OM) Caution rotor wash.” or the fix used in lieu of the OM unless the arriving REFERENCE − aircraft has reported the runway in sight or is circling AC 90 − 23, Aircraft Wake Turbulence, Para 10 and Para 11.

to land on another runway.

PHRASEOLOGY − HOLD SHORT OF (runway) ILS CRITICAL AREA.

3 − 7 − 4. RUNWAY PROXIMITY NOTE − All available weather sources METARs/SPECI/PIREPS/ Controller observations are reported ceilings and/or Hold a taxiing aircraft or vehicle clear of the runway visibilities and must be disseminated as described in FAA as follows: Order JO 7110.65 and FAA Order JO 7210.3.

REFERENCE − a. Instruct aircraft or vehicle to hold short of a FAA Order JO 7110.65, Para 2 − 6 − 2 PIREP Solicitation and specific runway.

Dissemination FAA Order JO 7210.3, Para 2 − 9 − 2, Receipt and Dissemination of Weather Observations b. Instruct aircraft or vehicle to hold at a specified FAA Order JO 7210.3, Para 10 − 3 − 1, SIGMENT and PIREP Handling FAA Order JO 7900.5, Para 6.4d, Equipment for Sky Condition point.

1. LOCALIZER CRITICAL AREA c. Issue traffic information as necessary.

(a) Do not authorize vehicle or aircraft operations in or over the area when an arriving PHRASEOLOGY − aircraft is inside the ILS OM or the fix used in lieu of HOLD SHORT OF/AT (runway number or specific point), the OM when the official weather observation is a (traffic or other information).

Taxi and Ground Movement Procedures 3 − 7 − 5 JO 7110.65Y 8/15/19 NOTE − ceiling of less than 800 feet or visibility less than 2 Signs and markings are installed by the airport operator to miles, except: define the ILS critical area. No point along the longitudinal axis of the aircraft is permitted past the hold line for (1) A preceding arriving aircraft on the holding purposes. The operator is responsible to properly same or another runway that passes over or through position the aircraft, vehicle, or equipment at the the area while landing or exiting the runway.

appropriate hold line/sign or designated point. The requirements in Para 3 − 1 − 12, Visually Scanning Runways, remain valid as appropriate.

(2) A preceding departing aircraft or REFERENCE − missed approach on the same or another runway that AC150/5340 − 1, Standards for Airport Markings.

passes through or over the area.

3 − 7 − 6. PRECISION OBSTACLE FREE ZONE (POFZ) AND FINAL APPROACH OBSTACLE (b) In addition to subpara a1(a), when the CLEARANCE SURFACES (OCS) official weather observation indicates a ceiling of less than 200 feet or RVR 2,000 feet, do not authorize a. Ensure the POFZ is clear of traffic (aircraft or vehicles or aircraft operations in or over the area vehicles) when an aircraft on a vertically − guided when an arriving aircraft is inside the middle marker, final approach is within 2 miles of the runway 1/2 final mile.

threshold and the official weather observation indicates the ceiling is below 300 feet or visibility is less than 3/4 SM to protect aircraft executing a missed 2. GLIDESLOPE CRITICAL AREA. Do not approach .

authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the ILS OM or NOTE − the fix used in lieu of the OM unless the arriving Only horizontal surfaces (e.g., the wings) can penetrate the POFZ, but not the vertical surfaces (e.g., fuselage or tail).

aircraft has reported the runway in sight or is circling Three hundred feet (300) is used because ATC does not to land on another runway when the official weather measure ceilings in fifty (50) foot increments.

observation indicates a ceiling of less than 800 feet or visibility less than 2 miles.

b. Ensure the final approach OCS (e.g., ILS /LPV W, X, and Y surfaces) are clear of aircraft/vehicles when an aircraft on the vertically − guided approach is b. Operators commonly conduct “coupled” or within 2 miles of the runway threshold and the official “autoland” approaches to satisfy maintenance, weather observation indicates the ceiling is below training, or reliability program requirements.

800 feet or visibility is less than 2 SM to protect Promptly issue an advisory if the critical area will not aircraft executing a missed approach.

be protected when an arriving aircraft advises that a NOTE − “coupled,” “CATIII,” “autoland,” or similar type 1. The POFZ and the close − in portion of the final approach will be conducted and the official weather approach obstacle clearance surfaces protect aircraft observation indicates a ceiling of 800 feet or more, or executing a missed approach.

the visibility is 2 miles or more.

2. Vehicles that are less than 10 feet in height, necessary for the maintenance of the airport and/or navigation PHRASEOLOGY − facilities operating outside the movement area, are exempt.

ILS CRITICAL AREA NOT PROTECTED.

c. If it is not possible to clear the POFZ or OCS prior to an aircraft reaching a point 2 miles from the c. The Department of Defense (DOD) is author- runway threshold and the weather is less than ized to define criteria for protection of precision approach critical areas at military controlled airports. described in subpara a or b above, issue traffic to the landing aircraft.

This protection is provided to all aircraft operating at that military controlled airport. Waiver authority for NOTE − DOD precision approach critical area criteria rests The POFZ and/or OCS must be cleared as soon as with the appropriate military authority. practical.

Taxi and Ground Movement Procedures 3 − 7 − 6 JO 7110.65Y 8/15/19 PHRASEOLOGY − “United 623, in the event of missed approach, taxiing (ACID), IN THE EVENT OF MISSED APPROACH aircraft right of runway.” (issue traffic).

“Delta 1058, in the event of missed approach, vehicle left TAXIING AIRCRAFT/VEHICLE LEFT/RIGHT OF of runway.” RUNWAY.

REFERENCE − FAA Order JO 7110.65, Para 3 − 1 − 6, Traffic Information.

EXAMPLE − AC150/5300 − 13, Airport Design FIG 3 − 7 − 1 Precision Obstacle Free Zone (POFZ) Taxi and Ground Movement Procedures 3 − 7 − 7 JO 7110.65Y 8/15/19

Section 8. Spacing and Sequencing

3 − 8 − 1. SEQUENCE/SPACING or APPLICATION UNABLE OPTION, (alternate instructions).

Establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground or operation, as necessary, to achieve proper spacing.

UNABLE (type of option), OTHER OPTIONS PHRASEOLOGY − APPROVED.

CLEARED FOR TAKEOFF.

NOTE − CLEARED FOR TAKEOFF OR HOLD SHORT/HOLD IN 1. The “Cleared for the Option” procedure will permit an POSITION/TAXI OFF THE RUNWAY (traffic).

instructor pilot/flight examiner/pilot the option to make a touch-and-go, low approach, missed approach, stop- EXTEND DOWNWIND. and-go, or full stop landing. This procedure will only be used at those locations with an operational control tower MAKE SHORT APPROACH. and will be subject to ATC approval. After ATC approval of the option, the pilot should inform ATC as soon as NUMBER (landing sequence number), possible of any delay on the runway during their stop-and-go or full stop landing.

FOLLOW (description and location of traffic), 2. For proper helicopter spacing, speed adjustments may be more practical than course changes.

or if traffic is utilizing another runway, 3. Read back of hold short instructions apply when hold instructions are issued to a pilot in lieu of a takeoff TRAFFIC (description and location) LANDING RUNWAY clearance.

(number of runway being used).

REFERENCE − FAA Order JO 7110.65, Para 3 − 7 − 2, Taxi and Ground Movement TRAFFIC (description and location) LANDING THE Operations.

PARALLEL RUNWAY AIM, Para 4 − 3 − 22, Option Approach CIRCLE THE AIRPORT.

3 − 8 − 2. TOUCH-AND-GO OR STOP-AND-GO OR LOW APPROACH MAKE LEFT/RIGHT THREE − SIXTY/TWO SEVENTY.

Consider an aircraft cleared for touch-and-go, GO AROUND (additional instructions as necessary).

stop-and-go, or low approach as an arriving aircraft until it touches down (for touch-and-go), or makes a CLEARED TO LAND.

complete stop (for stop-and-go), or crosses the CLEARED: landing threshold (for low approach), and thereafter as a departing aircraft.

TOUCH − AND − GO, REFERENCE − or FAA Order JO 7110.65, Para 3 − 1 − 5, Vehicles/Equipment/Personnel on Runways.

FAA Order JO 7110.65, Para 3 − 9 − 7, Wake Turbulence Separation for STOP − AND − GO, Intersection Departures.

or 3 − 8 − 3. SIMULTANEOUS SAME DIRECTION LOW APPROACH.

OPERATION CLEARED FOR THE OPTION, Authorize simultaneous, same direction operations on parallel runways, on parallel landing strips, or on or a runway and a parallel landing strip only when the following conditions are met: OPTION APPROVED, Spacing and Sequencing 3 − 8 − 1 JO 7110.65Y 8/15/19 a. Operations are conducted in VFR conditions 3 − 8 − 4. SIMULTANEOUS OPPOSITE unless visual separation is applied. DIRECTION OPERATION Authorize simultaneous opposite direction opera- b. Two-way radio communication is maintained tions on parallel runways, on parallel landing strips, with the aircraft involved and pertinent traffic or on a runway and a parallel landing strip only when information is issued.

the following conditions are met: c. The distance between the parallel runways or a. Operations are conducted in VFR conditions.

landing strips is in accordance with those specified in TBL 3 − 8 − 1. b. Two-way radio communication is maintained with the aircraft involved and pertinent traffic TBL 3 − 8 − 1 information is issued.

Same Direction Distance Minima PHRASEOLOGY − TRAFFIC (description) ARRIVING/DEPARTING/LOW Minimum distance (feet) APPROACH, OPPOSITE DIRECTION ON PARALLEL Aircraft category between parallel RUNWAY/LANDING STRIP.

Edges of Runway c. The distance between the runways or landing adjacent strips or centerlines runway and strip strips is in accordance with the minima in Category I or 300 200 TBL 3 − 8 − 2.

Category II TBL 3 − 8 − 2 If either aircraft is a 500 400 Opposite Direction Distance Minima Category III If either aircraft is a 700 600 Minimum distance (feet) Heavy Type of Operation between parallel Edges of NOTE − Runway adjacent strips 1. Aircraft Categories specified in TBL 3 − 8 − 1 are Same centerlines or runway and Runway Separation (SRS) categories as indicated in Para strip 3 − 9 − 6, Same Runway Separation.

Between sunrise and 1,400 1,400 sunset 2. When conducting Simultaneous Same Direction Between sunset and 2,800 Not authorized Operations (SSDO), applicable Wake Turbulence provi- sunrise sions apply.

Spacing and Sequencing 3 − 8 − 2 JO 7110.65Y 8/15/19

Section 9. Departure Procedures and Separation

3 − 9 − 1. DEPARTURE INFORMATION g. Issue braking action for the runway in use as received from pilots when braking action advisories Provide current departure information, as appropri- are in effect.

ate, to departing aircraft.

REFERENCE − FAA Order JO 7110.65, Para 2 − 7 − 2, Altimeter Setting Issuance Below a. Departure information contained in the ATIS Lowest Usable FL.

broadcast may be omitted if the pilot states the FAA Order JO 7110.65, Para 3 − 1 − 8, Low Level Wind Shear/Microburst Advisories.

appropriate ATIS code.

FAA Order JO 7110.65, Para 3 − 3 − 5, Braking Action Advisories.

P/CG Term − Braking Action Advisories.

b. Issue departure information by including the following: h. Runway Condition Codes. Furnish RwyCC, as received from the Airport Operator, to aircraft via the 1. Runway in use. (May be omitted if pilot states ATIS.

“have the numbers.”) i. For opposite direction departure operations, 2. Surface wind from direct readout dial, wind controllers may verbally issue the RwyCC, as shear detection system, or automated weather identified in the FICON NOTAM, in reverse order.

observing system information display. (May be Controllers must not include reversed RwyCC on the omitted if pilot states “have the numbers.”) ATIS broadcast.

3. Altimeter setting. (May be omitted if pilot j. When the ATIS is unavailable, and when the states “have the numbers.”) runway length available for departure has been temporarily shortened, controllers must ensure that REFERENCE − FAA Order JO 7110.65, Para 2 − 7 − 1, Current Settings.

pilots receive the runway number combined with a shortened announcement for all departing aircraft.

c. Time, when requested.

PHRASEOLOGY − d. Issue the official ceiling and visibility, when RUNWAY (NUMBER) SHORTENED available, to a departing aircraft before takeoff as EXAMPLE − follows: “Runway Two-Seven shortened.” 1. To a VFR aircraft when weather is below 3 − 9 − 2. DEPARTURE DELAY INFORMATION VFR conditions.

USA/USAF/USN NOT APPLICABLE 2. To an IFR aircraft when weather is below VFR conditions or highest takeoff minima, When gate-hold procedures are in effect, issue the whichever is greater.

following departure delay information as appropri- ate: NOTE − Standard takeoff minimums are published in 14 CFR REFERENCE − FAA Order JO 7210.3, Para 10 − 4 − 3, Gate Hold Procedures.

Section 91.175(f). Takeoff minima other than standard are prescribed for specific airports/runways and published in a. Advise departing aircraft the time at which the a tabular form supplement to the FAA instrument approach pilot can expect to receive engine startup advisory.

procedures charts and appropriate FAA Forms 8260.

PHRASEOLOGY − e. Issue the route for the aircraft/vehicle to follow GATE HOLD PROCEDURES ARE IN EFFECT. ALL on the movement area in concise and easy to AIRCRAFT CONTACT (position) ON (frequency) FOR ENGINE START TIME. EXPECT ENGINE START/TAXI understand terms. The taxi clearance must include the (time).

specific route to follow.

b. Advise departing aircraft when to start engines f. USAF NOT APPLICABLE. An advisory to and/or to advise when ready to taxi.

“check density altitude” when appropriate.

PHRASEOLOGY − REFERENCE − START ENGINES, ADVISE WHEN READY TO TAXI, FAA Order JO 7210.3, Para 2 − 10 − 6, Broadcast Density Altitude Advisory.

Departure Procedures and Separation 3 − 9 − 1 JO 7110.65Y 8/15/19 or make radio frequency or radar beacon changes before the aircraft reaches 2,500 feet above the surface.

ADVISE WHEN READY TO TAXI.

REFERENCE − FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

c. If the pilot requests to hold in a delay absorbing area, the request must be approved if space and traffic 3 − 9 − 4. LINE UP AND WAIT (LUAW) conditions permit.

a. The intent of LUAW is to position aircraft for an d. Advise all aircraft on GC/FD frequency upon imminent departure. Authorize an aircraft to line up termination of gate hold procedures.

and wait, except as restricted in subpara g, when PHRASEOLOGY − takeoff clearances cannot be issued because of traffic.

GATE HOLD PROCEDURES NO LONGER IN EFFECT.

Issue traffic information to any aircraft so authorized.

Traffic information may be omitted when the traffic 3 − 9 − 3. DEPARTURE CONTROL is another aircraft which has landed on or is taking off INSTRUCTIONS the runway and is clearly visible to the holding aircraft. Do not use conditional phrases such as Inform departing IFR, SVFR, VFR aircraft receiving “behind landing traffic” or “after the departing radar service, and TRSA VFR aircraft of the aircraft.” following: b. First state the runway number followed by the a. Before takeoff.

line up and wait clearance.

1. Issue the appropriate departure control PHRASEOLOGY − frequency and beacon code. The departure control RUNWAY (number), LINE UP AND WAIT.

frequency may be omitted if a SID has been or will be NOTE − assigned and the departure control frequency is When using LUAW, an imminent departure is one that will published on the SID.

not be delayed beyond the time that is required to ensure a safe operation. An aircraft should not be in LUAW status PHRASEOLOGY − for more than 90 seconds without additional instructions.

DEPARTURE FREQUENCY (frequency), SQUAWK (code).

c. Procedures.

2. Inform all departing IFR military turboprop/ 1. At facilities without a safety logic system or turbojet aircraft (except transport and cargo types) to facilities with the safety logic system in the limited change to departure control frequency. If the local configuration: controller has departure frequency override, transmit (a) Do not issue a landing clearance to an urgent instructions on this frequency. If the override aircraft requesting a full − stop, touch − and − go, capability does not exist, transmit urgent instructions stop − and − go, option, or unrestricted low approach on on the emergency frequency.

the same runway with an aircraft that is holding in PHRASEOLOGY − position or taxiing to line up and wait until the aircraft CHANGE TO DEPARTURE.

in position starts takeoff roll.

3. USAF. USAF control towers are authorized PHRASEOLOGY − to inform all departing IFR military transport/cargo RUNWAY (number), CONTINUE, TRAFFIC HOLDING type aircraft operating in formation flight to change IN POSITION, to departure control frequency before takeoff.

or b. After takeoff.

RUNWAY (number) (pattern instructions as appropriate) 1. When the aircraft is about / mile beyond the TRAFFIC HOLDING IN POSITION.

runway end, instruct civil aircraft, and military transport, and cargo types to contact departure EXAMPLE − “American 528, Runway Two − Three continue, traffic control, provided further communication with you is holding in position.” not required.

2. Do not request departing military turboprop/ “Twin Cessna Four Four Golf, Runway One − Niner Right, turbojet aircraft (except transport and cargo types) to base approved, traffic holding in position.” Departure Procedures and Separation 3 − 9 − 2 JO 7110.65Y 8/15/19 4. Only one aircraft at a time is permitted to line “Baron Two Five Foxtrot, Runway One − Niner, extend up and wait on the same runway.

downwind, tower will call your base, traffic holding in 5. Document on FAA Form 7230 − 4, Daily position.” Record of Facility Operation, the following: “LUAW (b) Do not authorize an aircraft to LUAW if at INT of RWY (number) and TWY (name) IN an aircraft has been cleared to land, touch − and − go, EFFECT” when using runway as a departure − only stop − and–go, option, or unrestricted low approach on runway. “LUAW at INT of RWY (number) and TWY the same runway.

(name) SUSPENDED” when runway is not used as a departure − only runway.

2. Except when reported weather conditions are less than ceiling 800 feet or visibility less than 2 g. Do not authorize an aircraft to line up and wait miles, facilities using the safety logic system in the at anytime when the intersection is not visible from full core alert mode: the tower.

h. Do not authorize aircraft to simultaneously line (a) May issue a landing clearance for a up and wait on the same runway, between sunrise and full − stop, touch − and − go, stop − and − go, option, or sunset, unless the local assist/local monitor position unrestricted low approach to an arriving aircraft with is staffed.

an aircraft holding in position or taxiing to LUAW on the same runway, or i. USN . Do not authorize aircraft to line up and wait simultaneously on intersecting runways.

(b) May authorize an aircraft to LUAW when PHRASEOLOGY − an aircraft has been cleared for a full stop, CONTINUE HOLDING, touch − and − go, stop − and − go, option, or unrestricted low approach on the same runway.

or REFERENCE − FAA Order JO 7110.65, Para 3 − 10 − 5, Landing Clearance.

TAXI OFF THE RUNWAY.

d. When an aircraft is authorized to line up and REFERENCE − FAA Order JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low wait, inform it of the closest traffic within 6 − flying Approach.

miles requesting a full − stop, touch − and − go, stop − j. When aircraft are authorized to line up and wait and − go, option, or unrestricted low approach to the on runways that intersect, traffic must be exchanged same runway.

between that aircraft and the aircraft that is authorized EXAMPLE − to line up and wait, depart, or arrive to the intersecting “United Five, Runway One Eight, line up and wait. Traffic runway(s).

a Boeing Seven Thirty Seven, six mile final.

EXAMPLE − e. Do not authorize an aircraft to line up and wait “United Five, Runway Four, line up and wait, traffic when the departure point is not visible from the tower, holding Runway Three − One.” unless the aircraft’s position can be verified by ASDE “Delta One, Runway Three − One, line up and wait, traffic holding Runway Four.” or the runway is used for departures only.

f. An aircraft may be authorized to line up and wait Or, when issuing traffic information to an arrival aircraft and an aircraft that is holding on runway(s) that at an intersection between sunset and sunrise under intersect(s): the following conditions: 1. The procedure must be approved by the “Delta One, Runway Four, line up and wait, traffic landing Runway Three − One.” appropriate Service Area Director of Air Traffic “United Five, Runway Three − One, cleared to land. Traffic Operations.

holding in position Runway Four.” 2. The procedure must be contained in a facility Or, when issuing traffic information to a departing aircraft directive.

and an aircraft that is holding on runway(s) that 3. The runway must be used as a departure − only intersect(s): runway.

Departure Procedures and Separation 3 − 9 − 3 JO 7110.65Y 8/15/19 “Delta One, Runway Three − One, line up and wait, traffic departing the full length of the runway if there are no departing Runway Four.” aircraft holding for departure at an intersection for that “United Five, Runway Four, cleared for takeoff, traffic same runway.

holding in position Runway Three − One.” o. Do not use the term “full length” when the REFERENCE − runway length available for departure has been FAA Order JO 7110.65, Para 3 − 9 − 8, Intersecting Runway/Intersecting temporarily shortened. On permanently shortened Flight Path Operations.

FAA Order JO 7110.65, Para 3 − 10 − 4, Intersecting runways, do not use the term “full length” until the Runway/Intersecting Flight Path Separation.

Chart Supplement U.S . is updated to include the k. When a local controller delivers or amends an change(s).

ATC clearance to an aircraft awaiting departure and NOTE − that aircraft is holding short of a runway or is holding The use of the term “full length” could be interpreted by the in position on a runway, an additional clearance must pilot(s) as the available runway length prior to the runway be issued to prevent the possibility of the aircraft being shortened .

inadvertently taxiing onto the runway and/or p. Whenever a runway length has been temporar- beginning takeoff roll. In such cases, append one of ily or permanently shortened, state the word the following ATC instructions as appropriate: “shortened” immediately following the runway 1. HOLD SHORT OF RUNWAY, or number as part of the line up and wait clearance.

1. The addition of “shortened” must be included 2. HOLD IN POSITION.

in the line up and wait clearance for the duration of the l. USAF/USN. When issuing additional instruc- construction project when the runway is temporarily tions or information to an aircraft holding in takeoff shortened.

position, include instructions to continue holding or 2. The addition of “shortened” must be included taxi off the runway, unless it is cleared for takeoff.

in the line up and wait clearance until the Chart PHRASEOLOGY − Supplement U.S . is updated to include the change(s) CONTINUE HOLDING, when the runway is permanently shortened.

or PHRASEOLOGY − RUNWAY (number) SHORTENED, LINE UP AND WAIT.

TAXI OFF THE RUNWAY.

EXAMPLE − REFERENCE − “Runway Two-Seven shortened, line up and wait.” FAA Order JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low REFERENCE − Approach.

FAA Order JO 7210.3, Para 10-3-12, Airport Construction FAA Order JO 7210.3, Para 10-3-13, Change in Runway Length Due m. When authorizing an aircraft to line up and to Construction wait at an intersection, state the runway intersection.

PHRASEOLOGY − 3 − 9 − 5. ANTICIPATING SEPARATION RUNWAY (number) AT (taxiway designator), LINE UP Takeoff clearance need not be withheld until AND WAIT.

prescribed separation exists if there is a reasonable n. When two or more aircraft call the tower ready assurance it will exist when the aircraft starts takeoff for departure, one or more at the full length of a roll.

runway and one or more at an intersection, state the REFERENCE − location of the aircraft at the full length of the runway P/CG Term − Clear of the Runway.

when authorizing that aircraft to line up and wait.

PHRASEOLOGY − 3 − 9 − 6. SAME RUNWAY SEPARATION RUNWAY (number), FULL − LENGTH, LINE UP AND Separate a departing aircraft from a preceding WAIT.

departing or arriving aircraft using the same runway EXAMPLE − by ensuring that it does not begin takeoff roll until: “American Four Eighty Two, Runway Three − Zero full length, line up and wait.” a. The other aircraft has departed and crossed the runway end or turned to avert any conflict. (See NOTE − FIG 3 − 9 − 1.) If you can determine distances by The controller need not state the location of the aircraft Departure Procedures and Separation 3 − 9 − 4 JO 7110.65Y 8/15/19 CATEGORY I  small single − engine propeller driven reference to suitable landmarks, the other aircraft aircraft weighing 12,500 lbs. or less, and all helicopters.

needs only be airborne if the following minimum distance exists between aircraft: (See FIG 3 − 9 − 2.)

CATEGORY II  small twin − engine propeller driven 1. When only Category I aircraft are involved − aircraft weighing 12,500 lbs. or less.

3,000 feet.

CATEGORY III  all other aircraft.

2. When a Category I aircraft is preceded by a b. A preceding landing aircraft is clear of the Category II aircraft − 3,000 feet.

runway. (See FIG 3 − 9 − 3.)

3. When either the succeeding or both are FIG 3 − 9 − 3 Category II aircraft − 4,500 feet.

Preceding Landing Aircraft Clear of Runway 4. When either is a Category III aircraft − 6,000 feet.

5. When the succeeding aircraft is a helicopter, visual separation may be applied in lieu of using distance minima.

FIG 3 − 9 − 1 Same Runway Separation [View 1] REFERENCE − P/CG Term − Clear of the Runway.

WAKE TURBULENCE APPLICATION c. Do not issue clearances which imply or indicate approval of rolling takeoffs by super or heavy aircraft except as provided in Paragraph 3 − 1 − 14, Ground Operations When Volcanic Ash is Present.

d. Do not issue clearances to a small aircraft to line FIG 3 − 9 − 2 up and wait on the same runway behind a departing Same Runway Separation super or heavy aircraft to apply the necessary [View 2] intervals.

REFERENCE − AC 90 − 23, Aircraft Wake Turbulence.

e. The minima in Paragraph 5 − 5 − 4, Minima, subparagraph g, may be applied in lieu of the time interval requirements in subparagraphs f, g, and h.

When Paragraph 5 − 5 − 4, Minima, is applied, ensure that the appropriate radar separation exists at or prior to the time an aircraft becomes airborne.

REFERENCE − FAA Order JO 7210.3, Para 2–1–16, Authorization for Separation Services by Towers.

FAA Order JO 7210.3, Para 10–5–3, Functional Use of Certified NOTE − Tower radar Displays.

Aircraft same runway separation (SRS) categories are specified in FAA Order JO 7360.1, Aircraft Type NOTE − Designators and based upon the following definitions: 1. The pilot may request additional separation, but should make this request before taxiing on the runway.

Departure Procedures and Separation 3 − 9 − 5 JO 7110.65Y 8/15/19 2. Takeoff clearance to the following aircraft should not be FIG 3 − 9 − 5 issued until the time interval has passed after the preceding Same Runway Separation aircraft begins takeoff roll.

f. Separate aircraft taking off from the same runway or a parallel runway separated by less than 2,500 feet (See FIG 3 − 9 − 4): 1. Heavy, large, or small behind super − 3 minutes.

2. Heavy, large, or small behind heavy − 2 minutes.

FIG 3 − 9 − 4 Same Runway Separation FIG 3 − 9 − 6 Parallel Runway Separated by Less than 700 Feet g. Separate a small behind a B757 aircraft by 2 minutes when departing: 1. The same runway or a parallel runway 2. A parallel runway separated by 700 feet or separated by less than 700 feet. (See FIG 3 − 9 − 5 and more if projected flight paths will cross. (See FIG 3 − 9 − 6.) FIG 3 − 9 − 7).

Departure Procedures and Separation 3 − 9 − 6 JO 7110.65Y 8/15/19 FIG 3 − 9 − 7 2. Heavy, large, or small behind heavy − 2 Parallel Runway Separated by 700 Feet or More minutes.

Projected Flight Paths Cross 3. Small behind B757 − 2 minutes.

j. Separate an aircraft behind another aircraft that has departed or made a low/missed approach when utilizing opposite direction takeoffs or landings on the same or parallel runways separated by less than 2,500 feet by the following minima: 1. Heavy, large, or small behind super − 4 minutes.

2. Heavy, large, or small behind heavy − 3 minutes k. Separate a small aircraft behind a B757 that has departed or made a low/missed approach by 3 minutes when utilizing opposite direction takeoffs or landings from: h. Separate aircraft departing from a parallel runway separated by 2,500 feet or more if projected 1. The same runway or a parallel runway flight paths will cross (See FIG 3 − 9 − 8): separated by less than 700 feet.

1. Heavy, large, or small behind super − 3 2. A parallel runway separated by 700 feet or minutes. more if projected flight paths will cross.

l. Do not approve pilot requests to deviate from the 2. Heavy, large, or small behind heavy − 2 required intervals contained in subparagraphs f minutes.

through k.

FIG 3 − 9 − 8 PHRASEOLOGY − Parallel Runways Separated by 2,500 feet or More HOLD FOR WAKE TURBULENCE.

REFERENCE − FAA Order JO 7110.65, Para 3 − 9 − 7, Wake Turbulence Separation for Intersection Departures.

m. Separate a small aircraft behind a large aircraft (except B757) that has departed or made a low/missed approach when utilizing opposite direction takeoffs on the same runway by 3 minutes unless a pilot has initiated a request to deviate from the time interval. In the latter case, issue a wake turbulence cautionary advisory before clearing the aircraft for takeoff. Controllers must not initiate or suggest a waiver of the time interval.

NOTE − A request for takeoff does not initiate a waiver request.

n. Inform aircraft when it is necessary to hold in i. Separate aircraft when operating on a runway order to provide the required time interval.

with a displaced landing threshold if projected flight paths will cross when either a departure follows an arrival or an arrival follows a departure by the 3 − 9 − 7. WAKE TURBULENCE SEPARATION following minima: FOR INTERSECTION DEPARTURES 1. Heavy, large, or small behind super − 3 a. Apply the following wake turbulence criteria minutes. for intersection departures: Departure Procedures and Separation 3 − 9 − 7 JO 7110.65Y 8/15/19 NOTE − 1. Separate a small aircraft weighing 12,500 lbs.

Aircraft conducting touch-and-go and stop-and-go or less taking off from an intersection on the same operations are considered to be departing from an runway (same or opposite direction takeoff) behind a intersection.

departing small aircraft weighing more than 12,500 REFERENCE − lbs. by ensuring that the aircraft does not start takeoff FAA Order JO 7110.65, Para 3 − 8 − 2, Touch − and − Go or Stop − and − Go roll until at least 3 minutes after the preceding aircraft or Low Approach.

has taken off.

b. The time interval is not required when: 2. Separate a small aircraft taking off from an 1. A pilot has initiated a request to deviate from intersection on the same runway (same or opposite the time intervals contained in subpara a1 or a2.

direction takeoff) behind a departing large aircraft (except B757) by ensuring that the aircraft does not NOTE − A request for takeoff does not initiate a waiver request; the start takeoff roll until at least 3 minutes after the request for takeoff must be accomplished by a request to preceding aircraft has taken off.

deviate from the time interval.

3. Separate a small aircraft taking off from an 2. USA NOT APPLICABLE. The intersection intersection (same or opposite direction takeoff) is 500 feet or less from the departure point of the behind a preceding departing B757 aircraft by preceding aircraft and both aircraft are taking off in ensuring that the small aircraft does not start takeoff the same direction.

roll until at least 3 minutes after the B757 has taken off from: 3. Successive touch-and-go or stop-and-go operations are conducted with any aircraft following (a) The same runway or a parallel runway an aircraft in the pattern that requires wake turbulence separated by less than 700 feet.

separation, or an aircraft departing the same runway that requires wake turbulence separation in (b) Parallel runways separated by 700 feet or accordance with subparas a1, a2, a3, or a4 (except for more, or parallel runways separated by 700 feet or super aircraft), provided the pilot is maintaining more with the runway thresholds offset by 500 feet or visual separation/spacing behind the preceding more, if projected flight paths will cross.

aircraft. Issue a wake turbulence cautionary advisory 4. Separate aircraft departing from an and the position of the larger aircraft.

intersection on the same runway (same or opposite NOTE − direction takeoff), parallel runways separated by less Not authorized with a Super as the lead or departure than 2,500 feet, and parallel runways separated by aircraft.

less than 2,500 feet with the runway thresholds offset REFERENCE − by 500 feet or more, by ensuring that the aircraft does FAA Order JO 7110.65, Para 5 − 5 − 4, Minima, subpar g.

FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation not start take-off roll until the following intervals exist after the preceding aircraft has taken off: 4. If action is initiated to reduce the separation between successive touch-and-go or stop-and-go NOTE − operations, apply the appropriate separation con- Apply Para 3 − 9 − 6, Same Runway Separation, subpara f to tained in subpara a1, a2, a3, or a4.

parallel runways separated by less than 2,500 feet with runway thresholds offset by less than 500 feet.

c. When applying the provision of subpara b: (a) Heavy, large, or small behind super - 4 1. Issue a wake turbulence advisory before minutes.

clearing the aircraft for takeoff.

(b) Heavy, large, or small behind heavy - 3 2. Do not clear the intersection departure for an minutes.

immediate takeoff.

5. Inform aircraft when it is necessary to hold in 3. Issue a clearance to permit the trailing aircraft order to provide the required time interval.

to deviate from course enough to avoid the flight path of the preceding aircraft when applying subpara b1 or PHRASEOLOGY − b2.

HOLD FOR WAKE TURBULENCE.

Departure Procedures and Separation 3 − 9 − 8 JO 7110.65Y 8/15/19 REFERENCE − 4. Separation requirements in accordance with P/CG Term − Clear of the Runway.

Para 3 − 9 − 6, Same Runway Separation, must also P/CG Term – Landing Roll.

apply.

FIG 3 − 9 − 10 REFERENCE − Intersecting Runway Separation FAA Order JO 7110.65, Para 3 − 9 − 6, Same Runway Separation.

3 − 9 − 8. INTERSECTING RUNWAY/INTER- SECTING FLIGHT PATH OPERATIONS a. Issue traffic information to each aircraft operating on intersecting runways.

b. Separate departing aircraft from another aircraft using an intersecting runway by ensuring that the departure does not begin takeoff roll until one of the following exists: REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

1. The preceding aircraft has departed and passed the intersection or is turning to avert any WAKE TURBULENCE APPLICATION conflict. (See FIG 3 − 9 − 9).

3. Separate aircraft taking off behind a departing or landing aircraft on an intersecting FIG 3 − 9 − 9 runway if flight paths will cross (See FIG 3 − 9 − 11 and Intersecting Runway Separation FIG 3 − 9 − 12): NOTE − Takeoff clearance to the following aircraft should not be issued until the appropriate time interval has passed after the preceding aircraft began takeoff roll.

(a) Heavy, large, or small behind super − 3 minutes.

(b) Heavy, large, or small behind heavy − 2 minutes.

(c) Small behind B757 − 2 minutes.

FIG 3 − 9 − 11 Departure Behind Departure on Intersecting Runway 2. A preceding arriving aircraft (See FIG 3 − 9 − 10) .

(a) Is clear of the landing runway, or (b) Has completed the landing roll on the runway and will hold short of the intersection, or (c) Has completed the landing roll and is observed turning at an exit point prior to the intersection, or (d) Has passed the intersection.

Departure Procedures and Separation 3 − 9 − 9 JO 7110.65Y 8/15/19 FIG 3 − 9 − 12 2. A preceding arriving aircraft has completed Departure Behind Arrival on Intersecting Runway the landing roll and will hold short of the projected intersection, passed the projected intersection, or has crossed over the departure runway (See FIG 3 − 9 − 14 and FIG 3 − 9 − 15 ).

FIG 3 − 9 − 14 Intersecting Runway Separation 4. Pilot requests to deviate from the required time intervals must not be approved if the preceding aircraft requires wake turbulence separation.

REFERENCE − FAA Order JO 7110.65, Para 5 − 5 − 4, Minima, Subparagraph g.

FIG 3 − 9 − 15 3 − 9 − 9. NONINTERSECTING CONVERGING Intersecting Runway Separation RUNWAY OPERATIONS a. Separate departing aircraft from an aircraft using a nonintersecting runway when the flight paths intersect by ensuring that the departure does not begin takeoff roll until one of the following exists: REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

1. The preceding aircraft has departed and crossed the departure runway, or is turning to avert any conflict. (See FIG 3 − 9 − 13).

FIG 3 − 9 − 13 Intersecting Runway Separation b. If the extended centerline of a runway crosses a converging runway or the extended centerline of a converging runway at a distance of 1NM or less from either departure end, apply the provisions of Para 3 − 9 − 8, Intersecting Runway/ Intersecting Flight Path Operations, unless the facility is using aids specified in a facility directive, (may include but are not limited to, Arrival/Departure Window (ADW), ASDE − X Virtual Runway Intersection Point (VRIP), cut − off points or automation). (See FIG 3 − 9 − 16 and FIG 3 − 9 − 17.)

REFERENCE − FAA Order JO 7210.3, Para 10-3-15, Go-Around/Missed Approach Departure Procedures and Separation 3 − 9 − 10 JO 7110.65Y 8/15/19 FIG 3 − 9 − 16 FIG 3 − 9 − 18 Intersecting Runway Separation Intersecting Runway Separation NOTE − Takeoff clearance to the following aircraft should not be issued until the time interval has passed from when the FIG 3 − 9 − 17 preceding aircraft began takeoff roll.

Intersecting Runway Separation d. Separate aircraft departing behind a landing aircraft on a crossing runway if the departure will fly through the airborne path of the arrival (See FIG 3 − 9 − 19): 1. Heavy, large, or small behind super − 3 minutes.

2. Heavy, large, or small behind heavy − 2 minutes.

3. Small behind B757 − 2 minutes.

FIG 3 − 9 − 19 Intersecting Runway Separation WAKE TURBULENCE APPLICATION c. Separate aircraft taking off behind a departing aircraft on a crossing runway if projected flight paths will cross (See FIG 3 − 9 − 18): 1. Heavy, large, or small behind super − 3 minutes.

2. Heavy, large, or small behind heavy − 2 e. Do not approve pilot requests to deviate from minutes.

the required time interval if the preceding aircraft 3. Small behind B757 − 2 minutes. requires wake turbulence separation .

Departure Procedures and Separation 3 − 9 − 11 JO 7110.65Y 8/15/19 REFERENCE − FIG 3 − 9 − 20 FAA Order JO 7110.65, Para 5 − 8 − 3, Successive or Simultaneous Runway/Taxiway Proximity Departures.

FAA Order JO 7110.65, Para 5 − 8 − 5, Departures and Arrivals on Parallel or Nonintersecting Diverging Runways.

FAA Order JO 7110.65, Para 5 − 5 − 4, Minima, Subparagraph g.

3 − 9 − 10. TAKEOFF CLEARANCE a. When issuing a clearance for takeoff, first state the runway number followed by the takeoff clearance.

PHRASEOLOGY − RUNWAY (number), CLEARED FOR TAKEOFF.

EXAMPLE − “RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF.” NOTE − Turbine − powered aircraft may be considered ready for takeoff when they reach the runway unless they advise otherwise.

REFERENCE − FAA Order JO 7110.65, Para 4 − 3 − 1, Departure Terminology.

b. When clearing an aircraft for takeoff from an intersection, state the runway intersection.

PHRASEOLOGY − RUNWAY (number) AT (taxiway designator) CLEARED FOR TAKEOFF.

e. At those airports where the airport configuration c. When two or more aircraft call the tower ready does not allow for an aircraft to completely cross one for departure, one or more at the full length of a runway and hold short of the departure runway and/or runway and one or more at an intersection, state the where airports do not have runway hold markings location of the aircraft at the full length of the runway between runways, state the runway to be crossed with when clearing that aircraft for takeoff.

the takeoff clearance if the aircraft is not able to PHRASEOLOGY − complete a runway crossing before reaching its RUNWAY (number), FULL LENGTH, CLEARED FOR departure runway.

TAKEOFF.

EXAMPLE − PHRASEOLOGY − “American Four Eighty Two, Runway Three Zero full CROSS RUNWAY (number), RUNWAY (number) length, cleared for takeoff.” CLEARED FOR TAKEOFF.

d. The controller must ensure that all runways along the taxi route that lead to the departure runway EXAMPLE − are crossed before the takeoff clearance is issued, “CROSS RUNWAY TWO FOUR LEFT, RUNWAY TWO except as stated in paragraph 3 − 9 − 10e.

FOUR RIGHT, CLEARED FOR TAKEOFF.” Departure Procedures and Separation 3 − 9 − 12 JO 7110.65Y 8/15/19 FIG 3 − 9 − 21 U.S . is updated to include the change(s) when the Runway/Taxiway Proximity runway is permanently shortened.

PHRASEOLOGY − RUNWAY (number) SHORTENED, CLEARED FOR TAKEOFF.

EXAMPLE − “Runway Two-Seven shortened, cleared for takeoff.” PHRASEOLOGY − RUNWAY (number) AT (taxiway designator) INTERSECTION DEPARTURE SHORTENED, CLEARED FOR TAKEOFF.

EXAMPLE − “Runway Two-Seven at Juliet, intersection departure shortened, cleared for takeoff.” REFERENCE − FAA Order JO 7210.3, Para 10-3-12, Airport Construction FAA Order JO 7210.3, Para 10-3-13, Change in Runway Length Due to Construction h. USAF. When an aircraft is cleared for takeoff, REFERENCE − inform it of the closest traffic within 6 miles on final FAA Order JO 7210.3, Para 10 − 3 − 10, Takeoff Clearance.

P/CG Term − Clear of the Runway. approach to the same runway. If the approaching aircraft is on a different frequency, inform it of the f. Do not use the term “full length” when the departing aircraft.

runway length available for departure has been temporarily shortened. On permanently shortened i. USA/USN/USAF. Issue surface wind and runways, do not use the term “full length” until the takeoff clearance to aircraft.

Chart Supplement U.S . is updated to include the PHRASEOLOGY − change(s).

RUNWAY (number), WIND (surface wind in direction and NOTE − velocity). CLEARED FOR TAKEOFF.

The use of the term “full length” could be interpreted by the pilot(s) as the available runway length prior to the runway being shortened.

3 − 9 − 11. CANCELLATION OF TAKEOFF CLEARANCE g. Whenever a runway length has been temporar- ily or permanently shortened, state the word Cancel a previously issued clearance for takeoff and “shortened” immediately following the runway inform the pilot of the reason if circumstances number as part of the takeoff clearance. This require. Once an aircraft has started takeoff roll, information must be issued in conjunction with the cancel the takeoff clearance only for the purpose of takeoff clearance.

safety.

1. The addition of “shortened” must be included NOTE − in the takeoff clearance for the duration of the In no case should a takeoff clearance be canceled after an construction project when the runway is temporarily aircraft has started its takeoff roll solely for the purpose of shortened.

meeting traffic management requirements/EDCT.

2. The addition of “shortened” must be included PHRASEOLOGY − in the takeoff clearance until the Chart Supplement CANCEL TAKEOFF CLEARANCE (reason).

Departure Procedures and Separation 3 − 9 − 13 JO 7110.65Y 8/15/19

Section 10. Arrival Procedures and Separation

3 − 10 − 1. LANDING INFORMATION sectional charts. This does not preclude the use of the legs of the traffic pattern as reporting points.

Provide current landing information, as appropriate, NOTE − to arriving aircraft. Landing information contained in At some locations, VFR checkpoints are depicted on the ATIS broadcast may be omitted if the pilot states sectional aeronautical and terminal area charts. In the appropriate ATIS code. Runway, wind, and selecting geographical fixes, depicted VFR checkpoints altimeter may be omitted if a pilot uses the phrase are preferred unless the pilot exhibits a familiarity with the “have numbers.” Issue landing information by local area.

including the following: h. Ceiling and visibility if either is below basic NOTE − VFR minima.

Pilot use of “have numbers” does not indicate receipt of the i. Low level wind shear or microburst advisories ATIS broadcast.

when available.

a. Specific traffic pattern information (may be REFERENCE − FAA Order JO 7110.65, Para 3 − 1 − 8 , Low Level Wind omitted if the aircraft is to circle the airport to the left).

Shear/Microburst Advisories.

PHRASEOLOGY − j. Issue braking action for the runway in use as ENTER LEFT/RIGHT BASE.

received from pilots when braking action advisories are in effect.

STRAIGHT − IN.

REFERENCE − FAA Order JO 7110.65, Para 3 − 3 − 5 , Braking Action Advisories.

MAKE STRAIGHT − IN.

k. Runway Condition Codes. Furnish RwyCC, as STRAIGHT − IN APPROVED.

received from the Airport Operator, to aircraft via the ATIS.

RIGHT TRAFFIC.

l. For opposite direction arrival operations, controllers may verbally issue the RwyCC, as MAKE RIGHT TRAFFIC.

identified in the FICON NOTAM, in reverse order.

RIGHT TRAFFIC APPROVED.

Controllers must not include reversed RwyCC on the ATIS broadcast.

CONTINUE.

m. If the pilot does not indicate the appropriate NOTE − ATIS code, and when a runway has been shortened, Additional information should normally be issued with controllers must ensure that pilots receive the runway instructions to continue. Example: “continue, report one number combined with a shortened announcement mile final”; “continue, expect landing clearance two mile for all arriving aircraft.

final”; etc.

b. Runway in use.

3 − 10 − 2. FORWARDING APPROACH INFORMATION BY NONAPPROACH c. Surface wind.

CONTROL FACILITIES d. Altimeter setting.

a. Forward the following, as appropriate, to the REFERENCE − control facility having IFR jurisdiction in your area.

FAA Order JO 7110.65, Para 2 − 7 − 1, Current Settings.

You may eliminate those items that, because of local e. Any supplementary information.

conditions or situations, are fully covered in a letter of agreement or a facility directive.

f. Clearance to land.

1. When you clear an arriving aircraft for a g. Requests for additional position reports. Use visual approach.

prominent geographical fixes which can be easily REFERENCE − recognized from the air, preferably those depicted on FAA Order JO 7110.65, Para 7 − 4 − 1 , Visual Approach.

Arrival Procedures and Separation 3 − 10 − 1 JO 7110.65Y 8/15/19 2. Aircraft arrival time. (a) When a Category I aircraft is landing behind a Category I or II − 3,000 feet .

3. Cancellation of IFR flight plan.

(See FIG 3 − 10 − 2.)

4. Information on a missed approach, FIG 3 − 10 − 2 unreported, or overdue aircraft.

Same Runway Separation 5. Runway in use.

6. Weather as required.

REFERENCE − FAA Order JO 7110.65, Para 2 − 6 − 3, Reporting Weather Conditions , b. When the weather is below 1,000 feet or 3 miles or the highest circling minimums, whichever is greater, issue current weather to aircraft executing an instrument approach if it changes from that on the ATIS or that previously forwarded to the center/ approach control.

(b) When a Category II aircraft is landing behind a Category I or II − 4,500 feet.

3 − 10 − 3. SAME RUNWAY SEPARATION (See FIG 3 − 10 − 3.)

a. Separate an arriving aircraft from another aircraft using the same runway by ensuring that the FIG 3 − 10 − 3 arriving aircraft does not cross the landing threshold Same Runway Separation until one of the following conditions exists or unless authorized in Paragraph 3 − 10 − 10, Altitude Restric- ted Low Approach.

1. The other aircraft has landed and is clear of the runway. (See FIG 3 − 10 − 1.) Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the runway if the following minimum distance from the landing threshold exists: REFERENCE − P/CG Term − Clear of the Runway.

2. The other aircraft has departed and crossed FIG 3 − 10 − 1 the runway end. (See FIG 3 − 10 − 4). If you can Same Runway Separation determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the runway end if the following minimum distance from the landing threshold exists: (a) Category I aircraft landing behind Category I or II − 3,000 feet .

(b) Category II aircraft landing behind Category I or II − 4,500 feet.

(c) When either is a category III aircraft − 6,000 feet . (See FIG 3 − 10 − 5.)

Arrival Procedures and Separation 3 − 10 − 2 JO 7110.65Y 8/15/19 FAA Order JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low FIG 3 − 10 − 4 Approach.

Same Runway Separation EXAMPLE − 1. “ Runway two seven left cleared to land, caution wake turbulence, heavy Boeing 747 departing runway two seven right.” 2. “Number two follow Boeing 757 on 2-mile final.

Caution wake turbulence.” 3. “Traffic, Boeing 737 on 2 − mile final to the parallel runway, runway two six right, cleared to land. Caution wake turbulence.” 3 − 10 − 4. INTERSECTING RUNWAY/INTER- SECTING FLIGHT PATH SEPARATION FIG 3 − 10 − 5 Same Runway Separation Issue traffic information to each aircraft operating on intersecting runways.

a. Separate an arriving aircraft using one runway 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 one of the following conditions exists: REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

1. The preceding aircraft has departed and passed the intersection/flight path or is airborne and 3. When the succeeding aircraft is a helicopter, turning to avert any conflict.

visual separation may be applied in lieu of using (See FIG 3 − 10 − 6 and FIG 3 − 10 − 7.)

distance minima.

FIG 3 − 10 − 6 WAKE TURBULENCE APPLICATION Intersecting Runway Separation b. Issue wake turbulence advisories, and the position, altitude if known, and the direction of flight of: 1. The super or heavy to aircraft landing behind a departing/arriving super or heavy on the same or parallel runways separated by less than 2,500 feet.

2. The B757/large aircraft to a small aircraft landing behind a departing/arriving B757/large aircraft on the same or parallel runways separated by less than 2,500 feet.

REFERENCE − AC 90 − 23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility.

Arrival Procedures and Separation 3 − 10 − 3 JO 7110.65Y 8/15/19 FIG 3 − 10 − 7 FIG 3 − 10 − 9 Intersecting Runway Separation Intersection Runway Separation NOTE − When visual separation is being applied by the tower, appropriate control instructions and traffic advisories must be issued to ensure go around or missed approaches avert any conflict with the flight path of traffic on the other runway.

REFERENCE − FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation, subpara a2.

b. “USA/USAF/USN NOT APPLICABLE.” An aircraft may be authorized to takeoff from one 2. A preceding arriving aircraft is clear of the runway while another aircraft lands simultaneously landing runway, completed landing roll and will hold on an intersecting runway or an aircraft lands on one short of the intersection/flight path, or has passed the runway while another aircraft lands simultaneously intersection/flight path.

on an intersecting runway, or an aircraft lands to hold (See FIG 3 − 10 − 8 and FIG 3 − 10 − 9.)

short of an intersecting taxiway or some other predetermined point such as an approach/departure flight path using procedures specified in the current FIG 3 − 10 − 8 LAHSO directive. The procedure must be approved Intersection Runway Separation by the air traffic manager and be in accordance with a facility directive. The following conditions apply: NOTE − Application of these procedures does not relieve controllers from the responsibility of providing other appropriate separation contained in this order.

REFERENCE − FAA Order JO 7210.3, Para 10 − 3 − 7, Land and Hold Short Operations (LAHSO).

1. A simultaneous takeoff and landing operation must only be conducted in VFR conditions.

2. Instruct the landing aircraft to hold short of the intersecting runway being used by the aircraft taking off. In the case of simultaneous landings and no operational benefit is lost, restrict the aircraft of the lesser weight category (if known). LAHSO clearances must only be issued to aircraft that are Arrival Procedures and Separation 3 − 10 − 4 JO 7110.65Y 8/15/19 listed in the current LAHSO directive, whose LAHSO directive, with no reports that braking action Available Landing Distance (ALD) does not exceed is less than good.

the landing distance requirement for the runway 7. There is no tailwind for the landing aircraft condition.

restricted to hold short of the intersection. The wind may be described as “calm” when appropriate.

PHRASEOLOGY − HOLD SHORT OF RUNWAY (runway number), (traffic, REFERENCE − type aircraft or other information).

FAA Order JO 7110.65, Para 2 − 6 − 3, Reporting Weather Conditions NOTE − 8. The aircraft required landing distances are Pilots who prefer to use the full length of the runway or a listed in the current LAHSO directive.

runway different from that specified are expected to advise 9. STOL aircraft operations are in accordance ATC prior to landing.

with a letter of agreement with the aircraft 3. Issue traffic information to both aircraft operator/pilot or the pilot confirms that it is a STOL involved and obtain an acknowledgment from each.

aircraft.

Request a read back of hold short instructions when they are not received from the pilot of the restricted WAKE TURBULENCE APPLICATION aircraft.

c. Separate aircraft landing behind a departing EXAMPLE − aircraft on a crossing runway if the arrival will fly 1. “Runway one eight cleared to land, hold short of through the airborne path of the departure by the runway one four left, traffic, (type aircraft) landing runway appropriate radar separation or the following one four left.” interval: (See FIG 3 − 10 − 10): (When pilot of restricted aircraft responds with only 1. Heavy, large, or small behind super − 3 acknowledgment): minutes.

“Runway one four left cleared to land, traffic, (type 2. Heavy, large, or small behind heavy − 2 aircraft) landing runway one eight will hold short of the minutes.

intersection.” 3. Small behind B757 − 2 minutes.

“Read back hold short instructions.” d. Issue wake turbulence cautionary advisories, the position, altitude if known, and direction of flight 2. “Runway three six cleared to land, hold short of runway of the super, heavy, or B757 to: three three, traffic, (type aircraft) departing runway three three.” REFERENCE − AC 90 − 23, Aircraft Wake Turbulence, Para 11, Pilot Responsibility.

“Traffic, (type aircraft) landing runway three six will hold FIG 3 − 10 − 10 short of the intersection, runway three three cleared for Intersecting Runway Separation takeoff.” 4. Issue the measured distance from the landing threshold to the hold short point rounded “down” to the nearest 50 − foot increment if requested by either aircraft.

EXAMPLE − “Five thousand fifty feet available.” 5. The conditions in subparas b2, 3, and 4 must be met in sufficient time for the pilots to take other action, if desired, and no later than the time landing clearance is issued.

6. Land and Hold Short runways must be free of any contamination as described in the current Arrival Procedures and Separation 3 − 10 − 5 JO 7110.65Y 8/15/19 FIG 3 − 10 − 12 1. All aircraft landing on a crossing runway Intersecting Runway Separation behind a departing super or heavy, or a small aircraft landing on a crossing runway behind a departing B757, if the arrival flight path will cross the takeoff path behind the departing aircraft rotation point. (See FIG 3 − 10 − 11.)

FIG 3 − 10 − 11 Intersecting Runway Separation EXAMPLE − “Runway niner cleared to land. Caution wake turbulence, Boeing Seven Fifty Seven landing runway three six.” REFERENCE − FAA Order JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

3 − 10 − 5. LANDING CLEARANCE a. When issuing a clearance to land, first state the EXAMPLE − runway number followed by the landing clearance. If “Runway niner cleared to land. Caution wake turbulence, the landing runway is changed, controllers must heavy C − One Forty One departing runway one five.” preface the landing clearance with “Change to 2. All VFR aircraft landing on a crossing runway” followed by the runway number.

Controllers must then restate the runway number runway behind an arriving super or heavy, and VFR followed by the landing clearance.

small aircraft landing on a crossing runway behind a B757 , if the arrival flight path s will cross. (See PHRASEOLOGY − FIG 3 − 10 − 12.) RUNWAY (number) CLEARED TO LAND.

Or CHANGE TO RUNWAY (number , RUNWAY (number) CLEARED TO LAND.

NOTE − The purpose of the “change to runway” phraseology and restating the runway number is to emphasize to the pilot that they are being cleared to land on a runway other than what they were expecting.

b. Procedures.

1. Facilities without a safety logic system or facilities with the safety logic system inoperative or in the limited configuration must not clear an aircraft for a full − stop, touch − and − go, stop − and − go, option, Arrival Procedures and Separation 3 − 10 − 6 JO 7110.65Y 8/15/19 or unrestricted low approach when a departing construction project when the runway is temporarily aircraft has been instructed to line up and wait or is shortened.

holding in position on the same runway. The landing 2. The addition of “shortened” must be included clearance may be issued once the aircraft in position in the landing clearance until the Chart Supplement has started takeoff roll.

U.S . is updated to include the change(s) when the runway is permanently shortened.

2. Facilities using safety logic in the full core PHRASEOLOGY − alert runway configuration may issue a landing RUNWAY (number) SHORTENED, CLEARED TO LAND.

clearance, full − stop, touch − and − go, stop − and − go, EXAMPLE − option, or unrestricted low approach to an arriving “Runway Two-Seven shortened, cleared to land.” aircraft with an aircraft holding in position or taxiing to LUAW on the same runway except when reported f. If landing clearance is temporarily withheld, weather conditions are less than ceiling 800 feet or insert the word “shortened” immediately after the visibility less than 2 miles.

runway number to advise the pilot to continue.

PHRASEOLOGY − c. Inform the closest aircraft that is requesting a RUNWAY (number) SHORTENED, CONTINUE.

full − stop, touch − and − go, stop − and − go, option, or EXAMPLE − unrestricted low approaches when there is traffic “Runway Two-Seven shortened, continue.” authorized to line up and wait on the same runway.

REFERENCE − FAA Order JO 7210.3, Para 10-3-12, Airport Construction EXAMPLE − FAA Order JO 7210.3, Para 10-3-13, Change in Runway Length Due “Delta One, Runway One − Eight, continue, traffic holding to Construction in position.” 3 − 10 − 6. ANTICIPATING SEPARATION “Delta One, Runway One − Eight, cleared to land. Traffic holding in position.” a. Landing clearance to succeeding aircraft in a “Twin Cessna Four Four Golf, Runway One-Niner base landing sequence need not be withheld if you observe approved, traffic holding in position.” the positions of the aircraft and determine that “Baron Two Five Foxtrot, Runway One-Niner Right extend prescribed runway separation will exist when the downwind, tower will call your base, traffic holding in aircraft crosses the landing threshold. Issue traffic position.” information to the succeeding aircraft if a preceding arrival has not been previously reported and when d. USA/USN/USAF. Issue runway identifier traffic will be departing prior to their arrival.

along with surface wind when clearing an aircraft to land, touch and go, stop and go, low approach, or the EXAMPLE − option. “American Two Forty − Five, Runway One − Eight, cleared to land, number two following a United Seven − Thirty − PHRASEOLOGY − Seven two mile final. Traffic will depart prior to your RUNWAY (number), WIND (surface wind direction and arrival.” velocity), CLEARED TO LAND.

“American Two Forty − Five, Runway One − Eight, cleared NOTE − to land. Traffic will depart prior to your arrival.” A clearance to land means that appropriate separation on the landing runway will be ensured. A landing clearance NOTE − does not relieve the pilot from compliance with any Landing sequence number is optional at tower facilities previously issued restriction.

where the arrival sequence to the runway is established by the approach control.

e. Whenever a runway length has been temporar- b. Anticipating separation must not be applied ily or permanently shortened, state the word when conducting LUAW operations, except as “shortened” immediately following the runway authorized in paragraph 3 − 10 − 5b2. Issue applicable number as part of the landing clearance. This traffic information when using this provision.

information must be issued in conjunction with the landing clearance. EXAMPLE − “American Two Forty − Five, Runway One − Eight, cleared 1. The addition of “shortened” must be included to land. Traffic will be a Boeing Seven − Fifty − Seven in the landing clearance for the duration of the holding in position.” Arrival Procedures and Separation 3 − 10 − 7 JO 7110.65Y 8/15/19 REFERENCE − 1. Compliance with ATC instructions will be P/CG Term − Clear of the Runway.

required before the aircraft can change to ground control, or 3 − 10 − 7. LANDING CLEARANCE WITHOUT 2. The aircraft will be required to enter an active VISUAL OBSERVATION runway in order to taxi clear of the landing runway.

EXAMPLE − When an arriving aircraft reports at a position where “U.S. Air Ten Forty Two, turn right next taxiway, cross he/she should be seen but has not been visually runway two one, contact ground point seven.” observed, advise the aircraft as a part of the landing clearance that it is not in sight and restate the landing “U.S. Air Ten Forty Two, turn right on Alfa/next taxiway, runway.

cross Bravo, hold short of Charlie, contact ground point PHRASEOLOGY − seven.” NOT IN SIGHT, RUNWAY (number) CLEARED TO NOTE − LAND.

1. An aircraft is expected to taxi clear of the runway unless otherwise directed by ATC. Pilots must not exit the landing NOTE − runway on to an intersecting runway unless authorized by Aircraft observance on the CTRD satisfies the visually ATC. In the absence of ATC instructions, an aircraft should observed requirement.

taxi clear of the landing runway by clearing the hold position marking associated with the landing runway even 3 − 10 − 8. WITHHOLDING LANDING if that requires the aircraft to protrude into or enter another taxiway/ramp area. This does not authorize an aircraft to CLEARANCE cross a subsequent taxiway or ramp after clearing the Do not withhold a landing clearance indefinitely even landing runway.

though it appears a violation of Title 14 of the Code REFERENCE − P/CG Term − Clear of the Runway.

of Federal Regulations has been committed. The apparent violation might be the result of an 2. The pilot is responsible for ascertaining when the aircraft is clear of the runway by clearing the runway emergency situation. In any event, assist the pilot to holding position marking associated with the landing the extent possible.

runway.

c. Ground control and local control must protect a 3 − 10 − 9. RUNWAY EXITING taxiway/runway/ramp intersection if an aircraft is required to enter that intersection to clear the landing a. Instruct aircraft where to turn-off the runway runway.

after landing, when appropriate, and advise the REFERENCE − aircraft to hold short of a runway or taxiway if FAA Order JO 7210.3, Para 10 − 1 − 7, Use of Active Runways.

required for traffic.

d. Request a read back of runway hold short PHRASEOLOGY − instructions when not received from the pilot.

TURN LEFT/RIGHT (taxiway/runway), EXAMPLE − “American Four Ninety − two, turn left at Taxiway Charlie, or hold short of Runway 27 Right.” IF ABLE, TURN LEFT/RIGHT (taxiway/runway) or and if required “American Four Ninety − two, turn left at Charlie, hold short of Runway 27 Right.” HOLD SHORT OF (runway).

NOTE − “American Four Ninety Two, Roger.” Runway exiting or taxi instructions should not normally be issued to an aircraft prior to, or immediately after, “American Four Ninety − two, read back hold touchdown.

instructions.” b. Taxi instructions must be provided to the NOTE − aircraft by the local controller when: Read back hold instructions phraseology may be initiated Arrival Procedures and Separation 3 − 10 − 8 JO 7110.65Y 8/15/19 for any point on a movement area when the controller UNABLE CLOSED TRAFFIC, (additional information as believes the read back is necessary. required).

NOTE − Segregated traffic patterns for helicopters to runways and other areas may be established by letter of agreement or 3 − 10 − 10. ALTITUDE RESTRICTED LOW other local operating procedures.

APPROACH REFERENCE − FAA Order JO 7110.65, Para 3 − 7 − 4, Runway Proximity.

A low approach with an altitude restriction of not less FAA Order JO 7110.65, Para 3 − 9 − 4, Line Up and Wait (LUAW).

than 500 feet above the airport may be authorized FAA Order JO 7110.65, Para 3 − 10 − 3, Same Runway Separation.

except over an aircraft in takeoff position or a departure aircraft. Do not clear aircraft for restricted 3 − 10 − 12. OVERHEAD MANEUVER altitude low approaches over personnel unless airport authorities have advised these personnel that the Issue the following to arriving aircraft that will approaches will be conducted. Advise the approach- conduct an overhead maneuver: ing aircraft of the location of applicable ground traffic, personnel, or equipment.

a. Pattern altitude and direction of traffic. Omit either or both if standard or when you know the pilot NOTE − is familiar with a nonstandard procedure.

1. The 500 feet restriction is a minimum. Higher altitudes should be used when warranted. For example, 1,000 feet is PHRASEOLOGY − more appropriate for super or heavy aircraft operating PATTERN ALTITUDE (altitude). RIGHT TURNS.

over unprotected personnel or small aircraft on or near the runway.

b. Request for report on initial approach.

2. This authorization includes altitude restricted low PHRASEOLOGY − approaches over preceding landing or taxiing aircraft.

REPORT INITIAL.

Restricted low approaches are not authorized over aircraft c. “Break” information and request for pilot in takeoff position or departing aircraft.

report. Specify the point of “break” only if PHRASEOLOGY − nonstandard. Request the pilot to report “break” if CLEARED LOW APPROACH AT OR ABOVE (altitude).

required for traffic or other reasons.

TRAFFIC (description and location).

PHRASEOLOGY − REFERENCE − BREAK AT (specified point).

FAA Order JO 7110.65, Para 3 − 1 − 5, Vehicles/Equipment/Personnel on Runways.

FAA Order JO 7110.65, Para 3 − 1 − 6, Traffic Information. REPORT BREAK.

FAA Order JO 7110.65, Para 3 − 2 − 1, Light Signals.

FAA Order JO 7110.65, Para 3 − 3 − 3, Timely Information.

d. Overhead maneuver patterns are developed at FAA Order JO 7110.65, Para 3 − 9 − 4, Line Up and Wait (LUAW).

airports where aircraft have an operational need to FAA Order JO 7110.65, Para 3 − 10 − 3, Same Runway Separation.

conduct the maneuver. An aircraft conducting an overhead maneuver is VFR and the IFR flight plan is canceled when the aircraft reaches the “initial point” 3 − 10 − 11. CLOSED TRAFFIC on the initial approach portion of the maneuver. The existence of a standard overhead maneuver pattern Approve/disapprove pilot requests to remain in does not eliminate the possible requirement for an closed traffic for successive operations subject to aircraft to conform to conventional rectangular local traffic conditions.

patterns if an overhead maneuver cannot be approved.

PHRASEOLOGY − LEFT/RIGHT (if required) CLOSED TRAFFIC NOTE − APPROVED. REPORT (position if required), Aircraft operating to an airport without a functioning control tower must initiate cancellation of the IFR flight or plan prior to executing the overhead maneuver or after landing.

Arrival Procedures and Separation 3 − 10 − 9 JO 7110.65Y 8/15/19 FIG 3 − 10 − 13 1. A letter of agreement or local operating Overhead Maneuver procedure is in effect between the military flying organization and affected ATC facility.

(a) Include specific coordination, execution, and approval procedures for the operation.

(b) The exchange or issuance of traffic information as agreed to in any interfacility letter of agreement is accomplished.

(c) Include a statement in the procedure that clarifies at which points SFOs/ELPs may/may not be terminated. (See FIG 3 − 10 − 14 and FIG 3 − 10 − 16.)

2. Traffic information regarding aircraft in radio communication with or visible to tower controllers which are operating within or adjacent to the flameout maneuvering area is provided to the SFO/ELP aircraft and other concerned aircraft.

EXAMPLE − 3. The high-key altitude or practice precaution- “Air Force Three Six Eight, Runway Six, wind zero seven ary approach maneuvering altitudes of the aircraft zero at eight, pattern altitude six thousand, report initial.” concerned are obtained prior to approving the approach. (See FIG 3 − 10 − 14 and FIG 3 − 10 − 16 .)

“Air Force Three Six Eight, break at midfield, report break.” NOTE − 1. Practice precautionary/SFO/ELP approaches are “Air Force Three Six Eight, cleared to land.” authorized only for specific aircraft. Any aircraft, however, might make precautionary approaches, when engine “Alfa Kilo Two Two, Runway Three One, wind three three failure is considered possible. The practice precautionary zero at one four, right turns, report initial.” approach maneuvering area/altitudes may not conform to the standard SFO/ELP maneuvering area/altitudes.

“Alfa Kilo Two Two, report break.” 2. SFO/ELP approaches generally require high descent rates. Visibility ahead and beneath the aircraft is greatly “Alfa Kilo Two Two, cleared to land.” restricted.

e. Timely and positive controller action is required 3. Pattern adjustments for aircraft conducting SFOs and to prevent a conflict when an overhead pattern could ELPs may impact the effectiveness of SFO and ELP extend into the path of a departing or a missed training.

approach aircraft. Local procedures and/or coordina- REFERENCE − tion requirements should be set forth in an FAA Order JO 7110.65, Para 4 − 8 − 12, Low Approach and Touch-and-Go.

appropriate letter of agreement, facility directive, FAA Order JO 7610.4, Para 9 − 3 − 7, Simulated Flameout base flying manual etc., when the frequency of (SFO)/Emergency Landing Pattern (ELP) Operations.

occurrence warrants.

b. For overhead SFO/ELP approaches: 1. Request a report at the entry point.

3 − 10 − 13. SIMULATED FLAMEOUT (SFO) PHRASEOLOGY − REPORT (high or low) KEY (as appropriate).

APPROACHES/EMERGENCY LANDING PATTERN (ELP) OPERATIONS/PRACTICE 2. Request a report at low key.

PRECAUTIONARY APPROACHES PHRASEOLOGY − REPORT LOW KEY.

a. Authorize military aircraft to make SFO/ELP/ practice precautionary approaches if the following 3. At low key, issue low approach clearance or conditions are met: alternate instructions.

Arrival Procedures and Separation 3 − 10 − 10 JO 7110.65Y 8/15/19 REFERENCE − conducting straight − in SFO approaches.

FAA Order JO 7110.65, Para 3 − 8 − 1, Sequence/Spacing Application.

FAA Order JO 7110.65, Para 10 − 1 − 7, Inflight Emergencies Involving PHRASEOLOGY − Military Fighter-type Aircraft.

REPORT (distance) MILE SIMULATED FLAMEOUT FAA Order JO 7610.4, Para 9 − 3 − 7, Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations .

FINAL.

c. For straight − in simulation flameout 2. At the appropriate position on final (normally approaches: no closer than 3 miles), issue low approach clearance 1. Request a position report from aircraft or alternate instruction. (See FIG 3 − 10 − 15.)

Arrival Procedures and Separation 3 − 10 − 11 JO 7110.65Y 8/15/19 FIG 3 − 10 − 14 Simulated Flameout [1] Arrival Procedures and Separation 3 − 10 − 12 JO 7110.65Y 8/15/19 FIG 3 − 10 − 15 Simulated Flameout [2] FIG 3 − 10 − 16 Emergency Landing Pattern Arrival Procedures and Separation 3 − 10 − 13 JO 7110.65Y 8/15/19

Section 11. Helicopter Operations

3 − 11 − 1. TAXI AND GROUND MOVEMENT active/inactive runway).

OPERATION AVOID (aircraft/vehicles/personnel).

a. When necessary for a wheeled helicopter to taxi If required, on the surface, use the phraseology in Para- graph 3 − 7 − 2, Taxi and Ground Movement REMAIN AT OR BELOW (altitude).

Operations.

CAUTION (wake turbulence or other reasons above).

NOTE − Ground taxiing uses less fuel than hover-taxiing and LAND AND CONTACT TOWER, minimizes air turbulence. However, under certain conditions, such as rough, soft, or uneven terrain, it may or become necessary to hover/air-taxi for safety considera- tions. Helicopters with articulating rotors (usually designs HOLD FOR (reason − takeoff clearance, release, with three or more main rotor blades) are subject to landing/taxiing aircraft, etc.).

“ground resonance” and may, on rare occasions, suddenly NOTE − lift off the ground to avoid severe damage or destruction.

Air-taxi is the preferred method for helicopter movements b. When requested or necessary for a helicopter/ on airports provided ground operations/conditions permit.

VTOL aircraft to proceed at a slow speed above the Air-taxi authorizes the pilot to proceed above the surface either via hover-taxi or flight at speeds more than 20 knots.

surface, normally below 20 knots and in ground Unless otherwise requested or instructed, the pilot is effect, use the following phraseology, supplemented expected to remain below 100 feet AGL. The pilot is solely as appropriate with the phraseology in Paragraph responsible for selecting a safe airspeed for the 3 − 7 − 2, Taxi and Ground Movement Operations.

altitude/operation being conducted.

PHRASEOLOGY − REFERENCE − HOVER-TAXI (supplemented, as appropriate, from P/CG Term − Air Taxi.

AIM, Para 4 − 3 − 17, VFR Helicopter Operations at Controlled Airports.

Para 3 − 7 − 2, Taxi and Ground Movement Operations.)

WAKE TURBULENCE APPLICATION CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.).

d. Avoid clearances which require small aircraft or NOTE − helicopters to taxi in close proximity to taxiing or Hover-taxiing consumes fuel at a high burn rate, and hover-taxi helicopters.

helicopter downwash turbulence (produced in ground REFERENCE − effect) increases significantly with larger and heavier AC 90 − 23, Aircraft Wake Turbulence, Para 10 and Para 11.

helicopters.

REFERENCE − 3 − 11 − 2. HELICOPTER TAKEOFF P/CG Term − Hover Taxi.

AIM, Para 4 − 3 − 17, VFR Helicopter Operations at Controlled Airports. CLEARANCE c. When requested or necessary for a helicopter to a. Issue takeoff clearances from movement areas proceed expeditiously from one point to another, other than active runways or in diverse directions normally below 100 feet AGL and at airspeeds above from active runways, with additional instructions as 20 knots, use the following phraseology, supplemen- necessary. Whenever possible, issue takeoff clear- ted as appropriate with the phraseology in ance in lieu of extended hover − taxi or air − taxi Paragraph 3 − 7 − 2, Taxi and Ground Movement operations.

Operations.

PHRASEOLOGY − PHRASEOLOGY − (Present position, taxiway, helipad, numbers) MAKE AIR-TAXI: RIGHT/LEFT TURN FOR (direction, points of compass, heading, NAVAID radial) DEPARTURE/DEPARTURE VIA (direct, as requested, or specified route) ROUTE (number, name, or code), AVOID (aircraft/ vehicles/personnel), TO (location, heliport, helipad, operating/movement area, Helicopter Operations 3 − 11 − 1 JO 7110.65Y 8/15/19 or FIG 3 − 11 − 1 Helicopter Departure Separation REMAIN (direction) OF (active runways, parking areas, passenger terminals, etc.).

CAUTION (power lines, unlighted obstructions, trees, wake turbulence, etc.).

CLEARED FOR TAKEOFF.

b. If takeoff is requested from non − movement areas, an area not authorized for helicopter use, or an area off the airport, and, in your judgment, the operation appears to be reasonable, use the following phraseology instead of the takeoff clearance in subpara a.

PHRASEOLOGY − DEPARTURE FROM (requested location) WILL BE AT YOUR OWN RISK (additional instructions, as necessary).

b. A preceding, arriving helicopter has taxied off USE CAUTION (if applicable).

the landing area. (See FIG 3 − 11 − 2.)

c. Unless agreed to by the pilot, do not issue downwind takeoffs if the tailwind exceeds 5 knots.

FIG 3 − 11 − 2 NOTE − Helicopter Departure Separation A pilot request to takeoff from a given point in a given direction constitutes agreement.

3 − 11 − 3. HELICOPTER DEPARTURE SEPARATION Separate a departing helicopter from other heli- copters by ensuring that it does not takeoff until one of the following conditions exists: NOTE − Helicopters performing air-taxiing operations within the boundary of the airport are considered to be taxiing aircraft.

a. A preceding, departing helicopter has left the takeoff area. (See FIG 3 − 11 − 1.)

Helicopter Operations 3 − 11 − 2 JO 7110.65Y 8/15/19 FIG 3 − 11 − 5 3 − 11 − 4. HELICOPTER ARRIVAL Helicopter Arrival Separation SEPARATION Separate an arriving helicopter from other helicopters by ensuring that it does not land until one of the following conditions exists: a. A preceding, arriving helicopter has come to a stop or taxied off the landing area.

(See FIG 3 − 11 − 3 and FIG 3 − 11 − 4.)

FIG 3 − 11 − 3 Helicopter Arrival Separation 3 − 11 − 5. SIMULTANEOUS LANDINGS OR TAKEOFFS Authorize helicopters to conduct simultaneous landings or takeoffs if the distance between the landing or takeoff points is at least 200 feet and the courses to be flown do not conflict. Refer to surface markings to determine the 200 foot minimum, or instruct a helicopter to remain at least 200 feet from FIG 3 − 11 − 4 another helicopter. (See FIG 3 − 11 − 6.)

Helicopter Arrival Separation FIG 3 − 11 − 6 Simultaneous Helicopter Landings or Takeoffs b. A preceding, departing helicopter has left the landing area. (See FIG 3 − 11 − 5.)

Helicopter Operations 3 − 11 − 3 JO 7110.65Y 8/15/19 3 − 11 − 6. HELICOPTER LANDING CAUTION (power lines, unlighted obstructions, wake tur- CLEARANCE bulence, etc.).

a. Issue landing clearances to helicopters going to CLEARED TO LAND.

movement areas other than active runways or from diverse directions to points on active runways, with b. If landing is requested to non-movement areas, additional instructions as necessary. Whenever an area not authorized for helicopter use, or an area possible, issue a landing clearance in lieu of extended off the airport, and, in your judgment, the operation hover − taxi or air − taxi operations.

appears to be reasonable, use the following phraseology instead of the landing clearance in PHRASEOLOGY − subpara a.

MAKE APPROACH STRAIGHT − IN/CIRCLING LEFT/ PHRASEOLOGY − RIGHT TURN TO (location, runway, taxiway, helipad, Maltese cross) ARRIVAL/ARRIVAL ROUTE (number, LANDING AT (requested location) WILL BE AT YOUR OWN RISK (additional instructions, as necessary). USE name, or code).

CAUTION (if applicable).

HOLD SHORT OF (active runway, extended runway c. Unless agreed to by the pilot, do not issue centerline, other).

downwind landings if the tailwind exceeds 5 knots.

REMAIN (direction/distance; e.g., 700 feet, 1 1/2 miles) NOTE − OF/FROM (runway, runway centerline, other helicopter/ A pilot request to land at a given point from a given aircraft). direction constitutes agreement.

Helicopter Operations 3 − 11 − 4 JO 7110.65Y 8/15/19

Section 12. Sea Lane Operations

3 − 12 − 1. APPLICATION FIG 3 − 12 − 2 Sea Lane Departure Operations Where sea lanes are established and controlled, apply the provisions of this section.

3 − 12 − 2. DEPARTURE SEPARATION Separate a departing aircraft from a preceding departing or arriving aircraft using the same sea lane by ensuring that it does not commence takeoff until: a. The other aircraft has departed and crossed the end of the sea lane or turned to avert any conflict. (See FIG 3 − 12 − 1). If you can determine distances by reference to suitable landmarks, the other aircraft need only be airborne if the following minimum distance exists between aircraft: 1. When only Category I aircraft are involved − b. A preceding landing aircraft has taxied out of 1,500 feet.

the sea lane.

2. When a Category I aircraft is preceded by a NOTE − Category II aircraft − 3,000 feet.

Due to the absence of braking capability, caution should be exercised when instructing a float plane to hold a position 3. When either the succeeding or both are as the aircraft will continue to move because of prop Category II aircraft − 3,000 feet.

generated thrust. Therefore, clearance to line up and wait 4. When either is a Category III aircraft − should be followed by takeoff or other clearance as soon as is practical.

6,000 feet. (See FIG 3 − 12 − 2.)

FIG 3 − 12 − 1 3 − 12 − 3. ARRIVAL SEPARATION Sea Lane Departure Operations Separate an arriving aircraft from another aircraft using the same sea lane by ensuring that the arriving aircraft does not cross the landing threshold until one of the following conditions exists: a. The other aircraft has landed and taxied out of the sea lane. Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the sea lane if the following minimum distance from the landing threshold exists: Sea Lane Operations 3 − 12 − 1 JO 7110.65Y 8/15/19 1. When a Category I aircraft is landing behind lane if the following minimum distance from the a Category I or II − 2,000 feet. (See FIG 3 − 12 − 3.) landing threshold exists: 1. When only Category I aircraft are involved − FIG 3 − 12 − 3 1,500 feet.

Sea Lane Arrival Operations 2. When either is a Category II aircraft − 3,000 feet.

3. When either is a Category III aircraft − 6,000 feet . (See FIG 3 − 12 − 6.)

FIG 3 − 12 − 5 Sea Lane Arrival Operations 2. When a Category II aircraft is landing behind a Category I or II − 2,500 feet. (See FIG 3 − 12 − 4.)

FIG 3 − 12 − 4 Sea Lane Arrival Operations [View 2] FIG 3 − 12 − 6 Sea Lane Arrival Operations b. The other aircraft has departed and crossed the end of the sea lane or turned to avert any conflict. (See FIG 3 − 12 − 5.) If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the end of the sea Sea Lane Operations 3 − 12 − 2

JO 7110.65Y 8/15/19

Chapter 4. IFR

Section 1. NAVAID Use Limitations

FIG 4 − 1 − 1 4 − 1 − 1. ALTITUDE AND DISTANCE Application of Altitude and Distance Limitations LIMITATIONS [Application 1] When specifying a route other than an established airway or route, do not exceed the limitations in the table on any portion of the route which lies within controlled airspace. (For altitude and distance limitations, see TBL 4 − 1 − 1, TBL 4 − 1 − 2, and TBL 4 − 1 − 3) (For correct application of altitude and distance limitations see FIG 4 − 1 − 1 and FIG 4 − 1 − 2.)

REFERENCE − FAA Order JO 7110.65, Para 4 − 1 − 5, Fix Use.

FAA Order JO 7110.65, Para 5 − 6 − 2, Methods.

TBL 4 − 1 − 1 VOR/VORTAC/TACAN NAVAIDs Normal Usable Altitudes and Radius Distances Distance Class Altitude (miles) FIG 4 − 1 − 2 T 12,000 and below 25 Application of Altitude and Distance Limitations L Below 18,000 40 [Application 2] H Below 14,500 40 H 14,500 − 17,999 100 H 18,000 − FL 450 130 H Above FL 450 100 TBL 4 − 1 − 2 L/MF Radio Beacon (RBN) Usable Radius Distances for All Altitudes Distance Class Power (watts) (miles) CL Under 25 15 MH Under 50 25 H 50 − 1,999 50 HH 2,000 or more 75 4 − 1 − 2. EXCEPTIONS TBL 4 − 1 − 3 ILS Altitude and distance limitations need not be applied Usable Height and Distance* when any of the following conditions are met: Height (feet) Distance a. Routing is initiated by ATC or requested by the above transmitter (miles from transmitter) pilot and radar monitoring is provided.

4,500 10 (for glideslope) 4,500 18 (for localizer) EXCEPTION- *Use the current flight check height/altitude limitations if GNSS equipped aircraft /G, /L, /S, and /V not on a different from the above minima.

random impromptu route.

NAVAID Use Limitations 4 − 1 − 1 JO 7110.65Y 8/15/19 NOTE − 4 − 1 − 5. FIX USE 1. Except for GNSS-equipped aircraft /G, /L, /S, and /V, not Request aircraft position reports only over fixes on a random impromptu route, Paragraph 5 − 5 − 1, shown on charts used for the altitude being flown, Application, requires radar separation be provided to except as follows: RNAV aircraft operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace.

NOTE − Waypoints filed in random RNAV routes automatically 2. When a clearance is issued beyond the altitude and/or become compulsory reporting points for the flight unless distance limitations of a NAVAID, in addition to being otherwise advised by ATC.

responsible for maintaining separation from other aircraft and airspace, the controller is responsible for providing a. Unless the pilot requests otherwise, use only aircraft with information and advice related to significant those fixes shown on high altitude en route charts, deviations from the expected flight path.

high altitude instrument approach procedures charts, REFERENCE − and SID charts when clearing military turbojet FAA Order JO 7110.65, Para 2 − 1 − 3, Procedural Preference.

single-piloted aircraft.

FAA Order JO 7110.65, Para 4 − 4 − 2, Route Structure Transitions.

FAA Order JO 7110.65, Para 5 − 1 − 10, Deviation Advisories.

b. Except for military single-piloted turbojet FAA Order JO 7110.65, Para 5 − 5 − 1, Application.

aircraft, unpublished fixes may be used if the name of FAA Order JO 7110.65, Para 6 − 5 − 4, Minima Along Other Than Established Airways or Routes.

the NAVAID and, if appropriate, the radial/course/ AIM, Para 5-1-8c, Direct Flights azimuth and frequency/channel are given to the pilot.

AIM, Para 5-1-8d, Area Navigation (RNAV) P/CG Term - Global Navigation Satellite System (GNSS)[ICAO]. An unpublished fix is defined as one approved and planned for publication which is not yet depicted on b. Operational necessity requires and approval has the charts or one which is used in accord with the been obtained from the Frequency Management and following: Flight Inspection Offices to exceed them.

REFERENCE − FAA Order 8260.3C, United States Standard for Terminal Instrument c. Requested routing is via an MTR.

Procedures (TERPS), Chapter 17, Basic Holding Criteria..

REFERENCE − 1. Unpublished fixes are formed by the en route FAA Order JO 7110.65, Para 5 − 6 − 2, Methods.

radial and either a DME distance from the same NAVAID or an intersecting radial from an off-route 4 − 1 − 3. CROSSING ALTITUDE VOR/VORTAC/TACAN. DME must be used in lieu of off-route radials, whenever possible.

Use an altitude consistent with the limitations of the 2. Except where known signal coverage restric- aid when clearing an aircraft to cross or hold at a fix.

tions exist, an unpublished fix may be used for ATC REFERENCE − purposes if its location does not exceed NAVAID FAA Order JO 7110.65, Para 5 − 6 − 2, Methods.

altitude and distance limitation, and when off-route radials are used, the angle of divergence meets the 4 − 1 − 4. VFR-ON-TOP criteria prescribed below.

NOTE − Use a route not meeting service volume limitations Unpublished fixes should not negate the normal use of only if an aircraft requests to operate “VFR-on-top” published intersections. Frequent routine use of an on this route.

unpublished fix would justify establishing a fix.

NOTE − REFERENCE − FAA Order JO 7110.65, Para 4 − 1 − 1, Altitude and Distance Aircraft equipped with TACAN only are expected to: Limitations.

1. Define route of flight between TACAN or VORTAC 3. Do not hold aircraft at unpublished fixes NAVAIDs in the same manner as VOR-equipped aircraft.

below the lowest assignable altitude dictated by terrain clearance for the appropriate holding pattern 2. Except in Class A airspace, submit requests for airspace area (template) regardless of the MEA for “VFR-on-top” flight where insufficient TACAN or the route being flown.

VORTAC NAVAIDs exist to define the route.

4. When the unpublished fix is located on an REFERENCE − off-route radial and the radial providing course FAA Order JO 7110.65, Para 5 − 6 − 2, Methods.

NAVAID Use Limitations 4 − 1 − 2 JO 7110.65Y 8/15/19 guidance, it must be used consistent with the must increase / degree per NM; e.g., 130 NM would following divergence angles: require 88 degrees.

c. Fixes contained in the route description of (a) When holding operations are involved MTRs are considered filed fixes.

with respect to subparas (b) and (c) below, the angle of divergence must be at least 45 degrees.

d. TACAN-only aircraft (type suffix M, N, or P) possess TACAN with DME, but no VOR or LF (b) When both NAVAIDs involved are navigation system capability. Assign fixes based on located within 30 NM of the unpublished fix, the TACAN or VORTAC facilities only.

minimum divergence angle is 30 degrees.

NOTE − TACAN-only aircraft can never be held overhead the (c) When the unpublished fix is located over NAVAID, be it TACAN or VORTAC.

30 NM from the NAVAID generating the off-course radial, the minimum divergence angle must increase e. DME fixes must not be established within the 1 degree per NM up to 45 NM; e.g., 45 NM would no-course signal zone of the NAVAID from which require 45 degrees.

inbound holding course information would be derived.

(d) When the unpublished fix is located REFERENCE − beyond 45 NM from the NAVAID generating the FAA Order JO 7110.65, Para 2 − 5 − 3, NAVAID Fixes.

off-course radial, the minimum divergence angle FAA Order JO 7110.65, Para 5 − 6 − 2, Methods.

NAVAID Use Limitations 4 − 1 − 3 JO 7110.65Y 8/15/19

Section 2. Clearances

REFERENCE − 4 − 2 − 1. CLEARANCE ITEMS FAA Order JO 7110.65, Para 4 − 2 − 8, IFR − VFR and VFR − IFR Flights.

FAA Order JO 7110.65, Para 4 − 5 − 7, Altitude Information.

Issue the following clearance items, as appropriate, in the order listed below: 4 − 2 − 2. CLEARANCE PREFIX a. Aircraft identification.

a. Prefix a clearance, information, or a request for b. Clearance limit. information which will be relayed to an aircraft through a non − ATC facility by stating “A − T − C 1. When the clearance limit is an airport, the clears,” “A − T − C advises,” or “A − T − C requests.” word “airport” must follow the airport name.

b. Flight service stations and ARTCC Flight Data PHRASEOLOGY − Units must prefix a clearance with the appropriate CLEARED TO (destination) AIRPORT.

phrase: “ATC clears,” “ATC advises,” etc.

2. When the clearance limit is a NAVAID, and the NAVAID type is known, the type of NAVAID 4 − 2 − 3. DELIVERY INSTRUCTIONS must follow the NAVAID name.

Issue specific clearance delivery instructions, if PHRASEOLOGY − appropriate.

CLEARED TO (NAVAID name and type).

3. When the clearance limit is an intersection or 4 − 2 − 4. CLEARANCE RELAY waypoint, and the type is known, the type must follow Relay clearances verbatim.

the intersection or waypoint name.

REFERENCE − PHRASEOLOGY − FAA Order JO 7110.65, Para 10 − 4 − 4, Communications Failure.

CLEARED TO (intersection or waypoint name and type).

4 − 2 − 5. ROUTE OR ALTITUDE c. Standard Instrument Departure (SID).

AMENDMENTS d. Route of flight including PDR/PDAR/PAR a. Amend route of flight in a previously issued when applied.

clearance by one of the following: e. Altitude data in the order flown.

1. State which portion of the route is being f. Mach number, if applicable.

amended and then state the amendment.

PHRASEOLOGY − g. USAF. When issuing a clearance to an airborne CHANGE (portion of route) TO READ (new portion of aircraft containing an altitude assignment, do not route).

include more than one of the following in the same transmission: 2. State the amendment to the route and then state that the rest of the route is unchanged.

1. Frequency change.

PHRASEOLOGY − 2. Transponder change. (Amendment to route), REST OF ROUTE UNCHANGED.

3. Issue a clearance “direct” to a point on the 3. Heading.

previously issued route.

4. Altimeter setting.

PHRASEOLOGY − CLEARED DIRECT (fix , waypoint).

5. Traffic information containing an altitude.

Or h. Holding instructions.

CLEARED DIRECT (destination) AIRPORT.

NOTE − i. Any special information.

Clearances authorizing “direct” to a point on a previously j. Frequency and beacon code information.

issued route do not require the phrase “rest of route Clearances 4 − 2 − 1 JO 7110.65Y 8/15/19 unchanged.” However, it must be understood where the previously cleared route is resumed. When necessary, “rest “Climb via SID except maintain Flight Level Two Three of route unchanged” may be used to clarify routing.

Zero.” 4. Issue the entire route by stating the NOTE − 1. Restating previously issued altitude to “maintain” is an amendment.

amended clearance. If altitude to “maintain” is changed or EXAMPLE − restated, whether prior to departure or while airborne and (Cessna 21A has been cleared to the Airville Airport via previously issued altitude restrictions are omitted, altitude V41 Delta VOR V174 Alfa VOR, direct Airville Airport, restrictions are canceled, including SID/STAR altitude maintain 9000. After takeoff, the aircraft is rerouted via restrictions if any.

V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR.

2. Crossing altitudes and speed restrictions on Obstacle The controller issues one of the following as an amended Departure Procedure/s (ODP/s) cannot be canceled or clearance): amended by ATC.

1. “Cessna Two One Alfa change Victor Forty − One Delta c. Issue an amended clearance if a speed to read Victor Forty − One Frank, Victor Seventy − One restriction is declined because it cannot be complied Delta.” with concurrently with a previously issued altitude restriction.

2. “Cessna Two One Alfa cleared via Victor Forty − One Frank, Victor Seventy − One Delta, rest of route un- EXAMPLE − changed.” (An aircraft is cleared to cross Gordonsville VOR at 11,000. Shortly thereafter he/she is cleared to reduce his/her airspeed to 300 knots. The pilot informs the 3. “Cessna Two One Alfa cleared via Victor Forty − One controller he/she is unable to comply with both clearances Frank, Victor Seventy − One Delta, Victor One Seventy − simultaneously. The controller issues an amended Four Alfa V − O − R, direct Airville airport, maintain Niner clearance as follows): Thousand.” “Cross Gordonsville VOR at One One Thousand. Then, b. When route or altitude in a previously issued reduce speed to Three Zero Zero.” clearance is amended, restate all applicable altitude NOTE − restrictions.

The phrase “do the best you can” or comparable phrases are not valid substitutes for an amended clearance with EXAMPLE − altitude or speed restrictions.

1. (A departing aircraft is cleared to cross Ollis intersection at or above 3,000; Gordonsville VOR at or REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 18, Operational Requests.

above 12,000; maintain FL 200. Shortly after departure the FAA Order JO 7110.65, Section 6, Vectoring, Para 5 − 6 − 2, Methods.

altitude to be maintained is changed to FL 240. Because FAA Order JO 7110.65, Section 7, Speed Adjustment, Para 5 − 7 − 2, altitude restrictions remain in effect, the controller issues Methods.

an amended clearance as follows): d. Air traffic control specialists should avoid route and/or altitude changes for aircraft participating in “Amend altitude. Cross Ollis intersection at or above the North American Route Program (NRP) and that Three Thousand; cross Gordonsville V − O − R at or above are displaying “NRP” in the remarks section of their One Two Thousand; maintain Flight Level Two Four flight plan. Specialists at facilities actively participat- Zero.” ing in the High Altitude Redesign (HAR) program (Shortly after departure, altitude restrictions are no longer should avoid route and/or altitude changes for aircraft applicable, the controller issues an amended clearance as participating in full HAR and high altitude follows): Point − to − point (PTP), and that are displaying “HAR,” or “PTP” in the remarks section of their “Climb and maintain Flight Level Two Four Zero.” flight plan.

2. (An aircraft is cleared to climb via a SID with published NOTE − altitude restrictions. Shortly after departure the top Air traffic control specialists retain the latitude necessary altitude is changed to FL 230 and compliance with the to tactically resolve conflicts. Every effort should be made altitude restrictions is still required, the controller issues to ensure the aircraft is returned to the original filed flight an amended clearance as follows): plan/altitude as soon as conditions warrant.

Clearances 4 − 2 − 2 JO 7110.65Y 8/15/19 REFERENCE − that they are unable to climb in VFR conditions to the FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

minimum IFR altitude: FAA Order JO 7110.65, Para 2 − 2 − 15, North American Route Program (NRP) Information.

1. Before issuing a clearance, ask if the pilot is FAA Order JO 7110.65, Para 2 − 3 − 2, En Route Data Entries.

FAA Order JO 7210.3, Chapter 18, Section 17, North American Route able to maintain terrain and obstruction clearance Program.

during a climb to the minimum IFR altitude.

PHRASEOLOGY − 4 − 2 − 6. THROUGH CLEARANCES (Aircraft call sign), ARE YOU ABLE TO MAINTAIN YOUR OWN TERRAIN AND OBSTRUCTION You may clear an aircraft through intermediate stops.

CLEARANCE UNTIL REACHING (appropriate PHRASEOLOGY − MVA/MIA/MEA/OROCA) CLEARED THROUGH (airport) TO (fix).

NOTE − Pilots of pop − up aircraft are responsible for terrain and 4 − 2 − 7. ALTRV CLEARANCE obstacle clearance until reaching minimum instrument altitude (MIA) or minimum en route altitude (MEA). Pilot Use the phrase “via approved altitude reservation compliance with an approved FAA procedure or an ATC flight plan,” if the aircraft will operate in an approved instruction transfers that responsibility to the FAA; ALTRV.

therefore, do not assign (or imply) specific course guidance that will (or could) be in effect below the MIA or MEA.

PHRASEOLOGY − VIA APPROVED ALTITUDE RESERVATION (mission EXAMPLE − name) FLIGHT PLAN.

“November Eight Seven Six, are you able to provide your own terrain and obstruction clearance between your NOTE − present altitude and six thousand feet?” An ALTRV normally includes the departure, climb, cruise, and arrival phases of flight up to and including holding 2. If the pilot is able to maintain their own pattern or point/time at which ATC provides separation terrain and obstruction clearance, issue the appropri- between aircraft.

ate IFR clearance as prescribed in Para 4 − 2 − 1, REFERENCE − Clearance Items, and Para 4 − 5 − 6, Minimum En FAA Order JO 7110.65, Para 4 − 3 − 3, Abbreviated Departure Route Altitudes.

Clearance.

3. If the pilot states that they are unable to 4 − 2 − 8. IFR − VFR AND VFR − IFR FLIGHTS maintain terrain and obstruction clearance, instruct the pilot to maintain VFR and to state intentions.

a. Clear an aircraft planning IFR operations for the initial part of flight and VFR for the latter part to the 4. If appropriate, apply the provisions of fix at which the IFR part ends.

Para 10 − 2 − 7, VFR Aircraft In Weather Difficulty, or Para 10 − 2 − 9, Radar Assistance Techniques, as b. Treat an aircraft planning VFR for the initial necessary.

part of flight and IFR for the latter part as a VFR departure. Issue a clearance to this aircraft when it 4 − 2 − 9. CLEARANCE ITEMS requests IFR clearance approaching the fix where it proposes to start IFR operations. The phraseology The following guidelines must be utilized to facilitate CLEARED TO (destination) AIRPORT AS FILED the processing of airfile aircraft: may be used with abbreviated departure clearance a. Ensure the aircraft is within your area of procedures.

jurisdiction unless otherwise coordinated.

REFERENCE − FAA Order JO 7110.65, Para 4 − 3 − 3, Abbreviated Departure b. Obtain necessary information needed to Clearance.

provide IFR service.

c. When an aircraft changes from VFR to IFR, the c. Issue clearance to destination, short range controller must assign a beacon code to Mode-C clearance, or an instruction to the pilot to contact an equipped aircraft that will allow MSAW alarms.

FSS if the flight plan cannot be processed. If d. When VFR aircraft operating below the clearance is to destination airport, the phraseology minimum altitude for IFR operations requests an IFR CLEARED TO (destination) AIRPORT must be clearance and the pilot informs you, or you are aware, used. If clearance is to a NAVAID, state the name of Clearances 4 − 2 − 3 JO 7110.65Y 8/15/19 PHRASEOLOGY − the NAVAID followed by the type of NAVAID, if the (Call sign) REPORT CANCELLATION OF IFR ON type is known. If clearance is to an intersection or (frequency).

waypoint and the type is known, the type must follow the intersection or waypoint name.

2. Airports without an air/ground communica- NOTE − tions station: These procedures do not imply that the processing of PHRASEOLOGY − airfiles has priority over another ATC duty to be (Call sign) REPORT CANCELLATION OF IFR THIS performed.

FREQUENCY OR WITH FLIGHT SERVICE.

REFERENCE − Or FAA Order JO 7110.65, Para 2 − 2 − 1, Recording Information.

(Call sign) REPORT CANCELLATION OF IFR THIS 4 − 2 − 10. CANCELLATION OF IFR FLIGHT FREQUENCY OR WITH (FSS serving the area or the ATC PLAN controlling facility).

a. If necessary, before instructing an IFR aircraft EXAMPLE − arriving at an airport not served by an air traffic “N13WA report cancellation of IFR this frequency or with control tower or flight service station to change to the McAlester Radio.” common traffic advisory frequency, provide the pilot with instructions on how to cancel his/her IFR flight b. Respond to a pilot’s cancellation of his/her IFR flight plan as follows: plan.

1. Airports with an air/ground communications PHRASEOLOGY − station: (Call sign) IFR CANCELLATION RECEIVED.

Clearances 4 − 2 − 4 JO 7110.65Y 8/15/19

Section 3. Departure Procedures

4 − 3 − 1. DEPARTURE TERMINOLOGY NOTE − Presidential detail is responsible for ensuring the accuracy Avoid using the term “takeoff” except to actually of the destination airport.

clear an aircraft for takeoff or to cancel a takeoff PHRASEOLOGY − clearance. Use such terms as “depart,” “departure,” or DESTINATION AS FILED.

“fly” in clearances when necessary.

c. Departure Procedures.

REFERENCE − 1. Specify direction of takeoff/turn or initial FAA Order JO 7110.65, Para 3 − 9 − 9, Takeoff Clearance.

heading to be flown after takeoff as follows: FAA Order JO 7110.65, Para 3 − 9 − 11, Cancellation of Takeoff Clearance.

(a) Locations with Airport Traffic Control Service − Specify direction of takeoff/turn or initial heading as necessary, consistent with published: 4 − 3 − 2. DEPARTURE CLEARANCES (1) Departure Procedures (DP). If an Include the following items in IFR departure aircraft is vectored off a published Standard clearances: Instrument Departure (SID) or Obstacle Departure Procedure (ODP), that vector cancels the DP and NOTE − When considered necessary, controllers or pilots may ATC becomes responsible for separation from terrain initiate read backs of a clearance. Some pilots may be and /or obstructions. IFR aircraft must be assigned an required by company rule to do so.

altitude.

a. Always include the airport of departure when (2) Diverse Vector Areas (DVA). The issuing a departure clearance for relay to an aircraft assignment of an initial heading using a DVA can be by an FSS, dispatcher, etc. given to the pilot as part of the initial clearance, but must be given no later than with the takeoff clearance.

b. Clearance Limit.

Once airborne, an aircraft assigned headings within the DVA can be vectored below the MVA/MIA.

1. Specify the destination airport when practi- Controllers cannot interrupt an aircraft’s climb in the cable, even though it is outside controlled airspace.

DVA until the aircraft is at or above the MVA/MIA.

Issue short range clearances as provided for in any NOTE − procedures established for their use.

It is important for controllers to understand that there can (a) When the clearance limit is an airport, the be differences in published climb gradients applicable to word “airport” must follow the airport name. individual departure procedures serving the same airport or runway. Assigning a different departure procedure PHRASEOLOGY − without the pilot being able to re − brief may result in the CLEARED TO (destination) AIRPORT pilot rejecting the new procedure.

REFERENCE − (b) When the clearance limit is a NAVAID AIM, Para 5 − 2 − 7. Departure Control.

and the NAVAID type is known, the type of NAVAID AIM, Para 5 − 2 − 9. Instrument Departure Procedures (DP) − Obstacle must follow the NAVAID name. Departure Procedures (ODP) and Standard Instrument Departures (SID).

PHRASEOLOGY − (b) Locations without Airport Traffic Control CLEARED TO (NAVAID name and type) Service, but within a Class E surface area  specify direction of takeoff/turn or initial heading if (c) When the clearance limit is an intersection or waypoint and the type is known, the type must necessary. Obtain/solicit the pilot’s concurrence follow the intersection or waypoint name. concerning a turn or heading before issuing them in a clearance.

PHRASEOLOGY − NOTE − CLEARED TO (intersection or waypoint name and type) Direction of takeoff and turn after takeoff can be 2. For Air Force One (AF1) operations, do not obtained/solicited directly from the pilot, or relayed by an specify the destination airport.

FSS, dispatcher, etc., as obtained/solicited from the pilot.

Departure Procedures 4 − 3 − 1 JO 7110.65Y 8/15/19 (c) At all other airports − Do not specify FLY A (degree) BEARING/AZIMUTH FROM/TO (fix) direction of takeoff/turn after takeoff. If necessary to UNTIL (time), specify an initial heading to be flown after takeoff, issue the initial heading so as to apply only within or controlled airspace.

UNTIL REACHING (fix or altitude), 2. Where an obstacle departure procedure (ODP) has been published for a location and pilot and if required, compliance is necessary to ensure separation, include the procedure as part of the ATC clearance.

BEFORE PROCEEDING ON COURSE.

EXAMPLE − EXAMPLE − “Depart via the (airport name)(runway number) departure “Verify right turn after departure will allow compliance procedure.” with local traffic pattern,”or “Verify this clearance will Or allow compliance with terrain or obstruction avoidance.” “Depart via the (graphic ODP name) obstacle departure NOTE − procedure.” If a published IFR departure procedure is not included in NOTE − an ATC clearance, compliance with such a procedure is the Some aircraft are required by 14 CFR 91.175 to depart a pilot’s prerogative.

runway under IFR using the ODP absent other instructions 5. SIDs: from ATC.

(a) Assign a SID (including transition if NOTE − IFR takeoff minimums and obstacle departure procedures necessary). Assign a PDR or the route filed by the are prescribed for specific airports/runways and published pilot, only when a SID is not established for the in either a textual, or graphic form with the label departure route to be flown, or the pilot has indicated (OBSTACLE) in the procedure title, and documented on an that he/she does not wish to use a SID.

appropriate FAA Form 8260. To alert pilots of their NOTE − existence, instrument approach procedure charts are Departure procedure descriptive text contained within annotated with a symbol: parentheses (for example, “Jimmy One (RNAV) Departure”) is not included in departure clearance phraseology.

PHRASEOLOGY − 3. Do not solicit use of the Visual Climb over (SID name and number) DEPARTURE.

Airport (VCOA) option.

(SID name and number) DEPARTURE, NOTE − (transition name) TRANSITION.

Pilots will specifically advise ATC of their intent to use the EXAMPLE − VCOA option.

“Stroudsburg One Departure.” 4. Compatibility with a procedure issued may “Stroudsburg One Departure, Sparta Transition.” be verified by asking the pilot if items obtained/ solicited will allow him/her to comply with local NOTE − traffic pattern, terrain, or obstruction avoidance.

If a pilot does not wish to use a SID issued in an ATC clearance, or any other SID published for that location, PHRASEOLOGY − he/she is expected to advise ATC.

FLY RUNWAY HEADING.

(b) If it is necessary to assign a crossing DEPART (direction or runway).

altitude which differs from the SID altitude emphasize the change to the pilot.

TURN LEFT/RIGHT.

PHRASEOLOGY − (SID name and number) DEPARTURE, EXCEPT CROSS WHEN ENTERING CONTROLLED AIRSPACE (revised altitude information).

(instruction), FLY HEADING (degrees) UNTIL REACHING (altitude, point, or fix) BEFORE EXAMPLE − PROCEEDING ON COURSE. “Stroudsburg One Departure, except cross Quaker at Departure Procedures 4 − 3 − 2 JO 7110.65Y 8/15/19 five thousand.” (a) Inform the pilot when to expect clearance to the requested altitude unless instructions are “Astoria Two Departure, except cross Astor waypoint at six contained in the specified SID, or thousand.” (b) If the requested altitude is not expected to (c) Specify altitudes when they are not be available, inform the pilot what altitude can be included in the SID.

expected and when/where to expect it.

PHRASEOLOGY − 4. Use one of the following when the SID (SID name and number) DEPARTURE. CROSS (fix) AT contains published crossing restrictions: (altitude).

(a) Instruct aircraft to “Climb via SID.” EXAMPLE − (b) Instruct the aircraft to “Climb via SID “Stroudsburg One Departure. Cross Jersey intersection at four thousand. Cross Range intersection at six thousand.” except maintain (altitude)” when a top altitude is not published or when it is necessary to issue an interim “Engle Two departure. Cross Pilim waypoint at or above altitude.

five thousand. Cross Engle waypoint at or above seven EXAMPLE − thousand. Cross Gorge waypoint at niner thousand.” “Cleared to Johnston Airport, Scott One departure, Jonez transition, Q One Forty − five. Climb via SID.” d. Route of flight. Specify one or more of the following: “Cleared to Johnston Airport, Scott One departure, Jonez 1. Airway, route, course, heading, azimuth, arc, transition, Q One Forty − five, Climb via SID except or vector. maintain flight level one eight zero.” 2. The routing a pilot can expect if any part of “Cleared to Johnston Airport, Scott One departure, Jonez the route beyond a short range clearance limit differs transition, Q One Forty − five, Climb Via SID except from that filed.

maintain flight level one eight zero, expect flight level three five zero one zero minutes after departure.” PHRASEOLOGY − NOTE − EXPECT FURTHER CLEARANCE VIA (airways, routes, 1. Use of “Climb via SID Except Maintain” to emphasize or fixes.)

a published procedural constraint is an inappropriate use e. Altitude. Use one of the following in the order of this phraseology.

of preference listed.

2. Considering the principle that the last ATC clearance issued has precedence over the previous, the phraseology NOTE − “maintain (altitude)” alone cancels previously issued Turbojet aircraft equipped with afterburner engines may altitude restrictions, including SID/STAR altitude restric- occasionally be expected to use afterburning during their tions, unless they are restated or modified.

climb to the en route altitude. When so advised by the pilot, the controller may be able to plan his/her traffic to REFERENCE − FAA Order JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments accommodate the high performance climb and allow the AIM 4 − 4 − 10 Adherence to Clearance.

pilot to climb to his/her planned altitude without restriction. 5. When a SID does not contain published crossing restrictions and/or is a SID with a Radar REFERENCE − PCG, Climb Via, Top Altitude Vector segment or a Radar Vector SID; or a SID is constructed with a Radar Vector segment and 1. To the maximum extent possible, Air Force contains published crossing restrictions after the One will be cleared unrestricted climb to: vector segment, instruct aircraft to “MAINTAIN (a) 9,000’ AGL or higher.

(altitude).” NOTE − (b) If unable 9,000’ AGL or higher, then the 1. 14 CFR Section 91.185, says that in the event of a highest available altitude below 9,000’ AGL.

two-way radio communication failure, in VFR conditions or if VFR conditions are encountered after the failure, the 2. Assign the altitude requested by the pilot.

pilot must continue the flight under VFR and land as soon 3. Assign an altitude, as near as possible to the as practicable. That section also says that when the failure altitude requested by the pilot, and occurs in IFR conditions the pilot must continue flight at Departure Procedures 4 − 3 − 3 JO 7110.65Y 8/15/19 the highest of the following altitudes or flight levels for the 4 − 3 − 3. ABBREVIATED DEPARTURE route segment being flown: CLEARANCE a. The altitude or flight level assigned in the last ATC a. Issue an abbreviated departure clearance if its clearance received.

use reduces verbiage and the following conditions are b. The minimum altitude (converted, if appropriate, to minimum flight level as prescribed in 14 CFR Sec- met: tion 91.121(c)) for IFR operations. (This altitude should be REFERENCE − consistent with MEAs, MOCAs, etc.)

FAA Order JO 7110.65, Para 4 − 2 − 8, IFR-VFR and VFR-IFR Flights.

c. The altitude or flight level ATC has advised may be 1. The route of flight filed with ATC has not expected in a further clearance.

been changed by the pilot, company, operations 2. If the expected altitude is the highest of the preceding officer, input operator, or in the stored flight plan choices, the pilot should begin to climb to that expected program prior to departure.

altitude at the time or fix specified in the clearance. The NOTE − choice to climb to the expected altitude is not applicable if A pilot will not accept an abbreviated clearance if the route the pilot has proceeded beyond the specified fix or if the of flight filed with ATC has been changed by him/her or the time designated in the clearance has expired.

company or the operations officer before departure.

PHRASEOLOGY − He/she is expected to inform the control facility on initial CLIMB AND MAINTAIN (the altitude as near as possible radio contact if he/she cannot accept the clearance. It is the to the pilot’s requested altitude). EXPECT (the requested responsibility of the company or operations officer to altitude or an altitude different from the requested altitude) inform the pilot when they make a change.

AT (time or fix), 2. All ATC facilities concerned have sufficient route of flight information to exercise their control and if applicable, responsibilities.

(pilot’s requested altitude) IS NOT AVAILABLE.

NOTE − EXAMPLE − The route of flight information to be provided may be 1. A pilot has requested flight level 350. Flight level 230 covered in letters of agreement.

is immediately available and flight level 350 will be 3. When the flight will depart IFR, destination available at the Appleton zero five zero radial 35 mile fix.

airport information is relayed between the facilities The clearance will read: concerned prior to departure.

“Climb and maintain flight level two three zero. Expect flight level three five zero at Appleton zero five zero radial EXAMPLE − three five mile fix.” 1. A tower or flight service station relay of destination airport information to the center when requesting 2. A pilot has requested 9,000 feet. An altitude restriction clearance: is required because of facility procedures or requirements.

“Request clearance for United Four Sixty-One to Assign the altitude and advise the pilot at what fix/time the O’Hare.” pilot may expect the requested altitude. The clearance 2. A center relay to the tower or flight service station when could read: initiating a clearance: “Climb and maintain five thousand. Expect niner “Clearance for United Four Sixty-One to O’Hare.” thousand one zero minutes after departure.” NOTE − 3. A pilot has requested 17,000 feet which is unavailable.

Pilots are expected to furnish the facility concerned with You plan 15,000 feet to be the pilot’s highest altitude prior destination airport information on initial radio call-up.

to descent to the pilot’s destination but only 13,000 feet is This will provide the information necessary for detecting available until San Jose VOR. Advise the pilot of the any destination airport differences on facility relay.

expected altitude change and at what fix/time to expect clearance to 15,000 feet. The clearance will read: “Climb 4. The assigned altitude, according to the and maintain one three thousand. Expect one five thousand provisions in Para 4 − 3 − 2, Departure Clearances, at San Jose. One seven thousand is not available.” subparagraph e, is stated in the clearance.

REFERENCE − b. If it is necessary to modify a filed route of flight FAA Order JO 7110.65, Para 4 − 3 − 3, Abbreviated Departure Clearance.

in order to achieve computer acceptance due, for FAA Order JO 7110.65, Para 5 − 8 − 2, Initial Heading.

example, to incorrect fix or airway identification, the FAA Order JO 7110.65 Para 4 − 2 − 5 Route or Altitude Amendments.

contraction “FRC,” meaning “Full Route Clearance AIM 4-4-10 Adherence to Clearance.

Departure Procedures 4 − 3 − 4 JO 7110.65Y 8/15/19 and as appropriate, Necessary,” or “FRC/(fix),” will be added to the remarks. “FRC” or “FRC/(fix)” must always be the (SID name and number) DEPARTURE, first item of intra-center remarks. When “FRC” or THEN AS FILED.

“FRC/(fix)” appears on a flight progress strip, the controller issuing the ATC clearance to the aircraft When the SID does not contain published crossing must issue a full route clearance to the specified fix, restrictions and/or is a SID with a Radar Vector segment or or, if no fix is specified, for the entire route.

a Radar Vector SID; or is a SID with a radar vector segment and contains published crossing restrictions after EXAMPLE − the vector segment.

“Cleared to Missoula International Airport, Chief Two Departure to Angley; direct Salina; then as filed; maintain MAINTAIN (altitude); (additional instructions or one seven thousand.” information).

NOTE − Changes, such as those made to conform with traffic flows Or when a SID contains published crossing restrictions, and preferred routings, are only permitted to be made by the pilot (or his/her operations office) or the controller CLIMB VIA SID.

responsible for initiating the clearance to the aircraft.

CLIMB VIA SID EXCEPT MAINTAIN (altitude); c. Specify the destination airport in the clearance.

(additional instructions or information).

d. When no changes are required in the filed route, state the phrase: “Cleared to (destination) airport, If a SID is not assigned, ([SID name and number] and SID transition, as CLEARED TO (destination) AIRPORT AS FILED.

appropriate); then, as filed.” If a SID is not assigned, MAINTAIN (altitude); follow with “As filed.” If required, add any additional instructions or information, including requested and if required, altitude if different than assigned.

(additional instructions or information).

e. Use one of the following when the SID contains published crossing restrictions: EXAMPLE − “Cleared to Reynolds Airport; David Two Departure, 1. Instruct aircraft to “Climb via SID.” Kingham Transition; then, as filed. Maintain niner 2. Instruct aircraft to “Climb via SID except thousand. Expect flight level four one zero, one zero maintain (altitude)” when a top altitude is not minutes after departure.” published or when it is necessary to issue an interim “Cleared to Reynolds Airport; David Two Departure, altitude.

Kingham Transition; then, as filed. Climb via SID.” NOTE − Use of “Climb via SID Except Maintain” to emphasize a “Cleared to Reynolds Airport; David Two Departure, published procedural constraint is an inappropriate use of Kingham Transition; then, as filed. Climb via SID except this phraseology.

maintain flight level two four zero. Expect flight level four one zero, one zero minutes after departure.

f. Instruct aircraft to MAINTAIN (altitude) when: 1. No SID is assigned.

“Cleared to Reynolds Airport as filed. Maintain niner thousand. Expect flight level four one zero , one zero 2. A SID does not contain published crossing minutes after departure.” restrictions and/or is a SID with a Radar Vector segment or is a Radar Vector SID.

NOTE − 1. SIDs are excluded from “cleared as filed” procedures.

3. A SID is constructed with a Radar Vector segment and contains published crossing restrictions 2. If a pilot does not wish to accept an ATC clearance to after the vector segment. fly a SID, he/she is expected to advise ATC or state “NO SID” in his/her flight plan remarks.

PHRASEOLOGY − CLEARED TO (destination) AIRPORT; REFERENCE − PCG, Climb Via, Top Altitude Departure Procedures 4 − 3 − 5 JO 7110.65Y 8/15/19 maintain flight level one eight zero, expect flight level three g. When a filed route will require revisions, the one zero one zero minutes after departure.” controller responsible for initiating the clearance to the aircraft must either: “Cleared to Reynolds Airport as filed, except change route 1. Issue a FRC/FRC until a fix. to read South Boston Victor Twenty Greensboro. Maintain eight thousand, report leaving four thousand.” 2. Specify the assigned altitude to maintain, or Climb Via SID, or Climb Via SID except maintain “Cleared to Reynolds Airport via Victor Ninety-one (altitude), as appropriate.

Albany, then as filed. Maintain six thousand.” h. In a nonradar environment specify one, two, or PHRASEOLOGY − CLEARED TO (destination) AIRPORT.

more fixes, as necessary, to identify the initial route of flight.

Or when the SID does not contain published crossing 1. Specify the destination airport, when practic- restrictions and/ or is a SID with a Radar Vector segment able, followed by the word “airport” even though it is or a Radar Vector SID outside controlled airspace.

(SID name and number) DEPARTURE, PHRASEOLOGY − (transition name) TRANSITION; THEN, AS FILED, CLEARED TO (destination) AIRPORT EXCEPT CHANGE ROUTE TO READ (amended route 2. When the clearance limit is a NAVAID, the portion). MAINTAIN (altitude); type of NAVAID must follow the NAVAID name.

Or when the SID contains published crossing restrictions, PHRASEOLOGY − CLEARED TO (NAVAID name and type) CLIMB VIA SID 3. When the clearance limit is an intersection or waypoint and the type is known, the type must follow CLIMB VIA SID EXCEPT MAINTAIN (altitude).

the intersection or waypoint name.

and if required, PHRASEOLOGY − (additional instructions or information).

CLEARED TO (intersection or waypoint name and type) EXAMPLE − If a SID is not assigned, The filed route of flight is from Hutchins V10 Emporia, thence V10N and V77 to St. Joseph. The clearance will CLEARED TO (destination) AIRPORT AS FILED, read: EXCEPT CHANGE ROUTE TO READ (amended route “Cleared to Watson Airport as filed via Emporia, maintain portion). MAINTAIN (altitude); Seven Thousand.” and if required, i. Do not apply these procedures when a pilot requests a detailed clearance or to military operations (additional instructions or information).

conducted within ALTRV, stereo routes, operations above FL 600, and other military operations requiring EXAMPLE − “Cleared to Reynolds Airport; South Boston One special handling.

Departure; then, as filed, except change route to read NOTE − South Boston Victor Twenty Greensboro. Maintain Departure clearance procedures and phraseology for eight thousand, report leaving four thousand.” military operations within approved altitude reservations, military operations above FL 600, and other military “Cleared to Reynolds Airport; South Boston One operations requiring special handling are contained in Departure; then, as filed, except change route to read South separate procedures in this order or in a LOA, as Boston Victor Twenty Greensboro; climb via SID.” appropriate.

REFERENCE − “Cleared to Reynolds Airport; South Boston One FAA Order JO 7110.65, Para 4 − 2 − 7, ALTRV Clearance.

Departure; then, as filed, except change route to read South FAA Order JO 7110.65, Para 9 − 2 − 15, Military Operations Above FL Boston Victor Twenty Greensboro; climb via SID except 600.

Departure Procedures 4 − 3 − 6 JO 7110.65Y 8/15/19 4 − 3 − 4. DEPARTURE RESTRICTIONS, 2. When issuing hold for release instructions, CLEARANCE VOID TIMES, HOLD FOR include departure delay information.

RELEASE, AND RELEASE TIMES PHRASEOLOGY − (Aircraft identification) CLEARED TO (destination) Assign departure restrictions, clearance void times, AIRPORT AS FILED, MAINTAIN (altitude), hold for release, or release times when necessary to separate departures from other traffic or to restrict or and if required, regulate the departure flow.

(additional instructions or information).

REFERENCE − FAA Order JO 7110.65, Para 10 − 3 − 1, Overdue Aircraft.

FAA Order JO 7110.65, Para 10 − 4 − 1, Traffic Restrictions.

HOLD FOR RELEASE, EXPECT (time in hours and/or FAA Order JO 7110.65, Para 10 − 4 − 3, Traffic Resumption.

minutes) DEPARTURE DELAY.

a. Clearance Void Times.

3. When conditions allow, release the aircraft as soon as possible.

1. When issuing clearance void times at airports not served by control towers, provide alternative PHRASEOLOGY − To another controller, instructions requiring the pilots to advise ATC of their intentions no later than 30 minutes after the clearance (aircraft identification) RELEASED.

void time if not airborne.

To a flight service specialist, or Flight Data 2. The facility delivering a clearance void time Communication Specialist (FDCS) to a pilot must issue a time check. A void time issued using a specified number of minutes does not require ADVISE (aircraft identification) RELEASED FOR a time check.

DEPARTURE.

PHRASEOLOGY − CLEARANCE VOID IF NOT OFF BY (clearance void To a pilot at an airport not served by a control tower, time), (aircraft identification) RELEASED FOR DEPARTURE.

and if required, c. Release Times.

IF NOT OFF BY (clearance void time), ADVISE (facility) 1. Release times must be issued to pilots when NOT LATER THAN (time) OF INTENTIONS.

necessary to specify the earliest time an aircraft may depart.

TIME (time in hours, minutes, and the nearest quarter NOTE − minute).

A release time is a departure restriction issued to a pilot (either directly or through authorized relay) to separate a or departing aircraft from other traffic.

CLEARANCE VOID IF NOT OFF IN (number of minutes) 2. The facility issuing a release time to a pilot MINUTES must issue a time check. A release time using a specified number of minutes does not require a time and if required, check.

PHRASEOLOGY − IF NOT OFF IN (number of minutes) MINUTES, ADVISE (Aircraft identification) RELEASED FOR DEPARTURE (facility) OF INTENTIONS WITHIN (number of minutes) AT (time in hours and/or minutes), MINUTES.

b. Hold For Release (HFR).

and if required, 1. “Hold for release” instructions must be used IF NOT OFF BY (time), ADVISE (facility) NOT LATER when necessary to inform a pilot or a controller that THAN (time) OF INTENTIONS.

a departure clearance is not valid until additional instructions are received.

TIME (time in hours, minutes, and nearest quarter minute).

REFERENCE − P/CG Term − Hold for Release. (Aircraft identification) RELEASED FOR DEPARTURE Departure Procedures 4 − 3 − 7 JO 7110.65Y 8/15/19 IN (number of minutes) MINUTES NOTE − (Trust & Verify) EDCTs are revised by Air Carriers and and if required, Traffic Management for changing conditions en route or at affected airport(s). Terminal controllers’ use of aircraft IF NOT OFF IN (number of minutes) MINUTES, ADVISE reported EDCT for departure sequencing should be (facility) OF INTENTIONS WITHIN (number of minutes) verified with the appropriate TMU prior to departure if this MINUTES. can be accomplished without the aircraft incurring delay beyond the EDCT reported by the aircraft. The preferred method for verification is the Flight Schedule Monitor d. When expect departure clearance times (FSM). If the EDCT cannot be verified without incurring (EDCT) are assigned through traffic management additional delay, the aircraft should be released based on programs, excluding overriding call for release the pilot reported EDCT. The aircraft operator is (CFR) operations as described in subparagraph e, the responsible for operating in a manner consistent to meet departure terminal must, to the extent possible, plan the EDCT.

ground movement of aircraft destined to the affected airport(s) so that flights are sequenced to depart no 4 − 3 − 5. GROUND STOP earlier than 5 minutes before, and no later than 5 Do not release an aircraft if a ground stop (GS) minutes after the EDCT. Do not release aircraft on applicable to that aircraft is in effect, without the their assigned EDCT if a ground stop (GS) applicable approval of the originator of the GS.

to that aircraft is in effect, unless approval has been received from the originator of the GS.

4 − 3 − 6. DELAY SEQUENCING When aircraft elect to take delay on the ground before e. Call for Release (CFR). When CFR is in effect, departure, issue departure clearances to them in the release aircraft so they are airborne within a window order in which the requests for clearance were that extends from 2 minutes prior and ends 1 minute originally made if practicable.

after the assigned time, unless otherwise coordinated.

NOTE − 4 − 3 − 7. FORWARD DEPARTURE DELAY 1. Subparagraph (e) applies to all facilities. INFORMATION Inform approach control facilities and/or towers of 2. Coordination may be verbal, electronic, or written.

anticipated departure delays.

1. If an aircraft has begun to taxi or requests taxi 4 − 3 − 8. COORDINATION WITH RECEIVING in a manner consistent with meeting the EDCT, the FACILITY aircraft must be released. Additional coordination is not required.

a. Coordinate with the receiving facility before the departure of an aircraft if the departure point is less than 15 minutes flying time from the transferring 2. If an aircraft requests taxi or clearance for facility’s boundary unless an automatic transfer of departure inconsistent with meeting the EDCT data between automated systems will occur, in which window, ask the pilot to verify the EDCT.

case, the flying time requirement may be reduced to 5 minutes or replaced with a mileage from the (a) If the pilot’s EDCT is the same as the FAA boundary parameter when mutually agreeable to both EDCT, the aircraft is released consistent with the facilities.

EDCT.

NOTE − Agreements requiring additional time are encouraged (b) If the pilot’s EDCT is not the same as the between facilities that need earlier coordination. However, FAA EDCT, refer to Trust and Verify Note below.

when agreements establish mandatory radar handoff procedures, coordination needs only be effected in a timely manner prior to transfer of control.

3. If an aircraft requests taxi too late to meet the REFERENCE − EDCT, contact the ATCSCC through the appropriate FAA Order JO 7110.65, Chapter 5, Section 4, Transfer of Radar TMU.

Identification, Para 5 − 4 − 1, Application.

Departure Procedures 4 − 3 − 8 JO 7110.65Y 8/15/19 b. The actual departure time or a subsequent strip pilot, and suggest that the delay be taken on the posting time must be forwarded to the receiving ground. If the pilot insists upon taking off VFR and facility unless assumed departure times are agreed obtaining an IFR clearance in the air, inform the upon and that time is within 3 minutes of the actual facility/sector holding the flight plan of the pilot’s departure time. intentions and, if possible, the VFR departure time.

4 − 3 − 9. VFR RELEASE OF IFR DEPARTURE 4 − 3 − 10. FORWARDING DEPARTURE TIMES When an aircraft which has filed an IFR flight plan TERMINAL requests a VFR departure through a terminal facility, Unless alternate procedures are prescribed in a letter FSS, ARTCC Flight Data Unit, or air/ground of agreement or automatic departure messages are communications station: being transmitted between automated facilities, a. After obtaining, if necessary, approval from the forward departure times to the facility from which facility/sector responsible for issuing the IFR you received the clearance and also to the terminal clearance, you may authorize an IFR flight planned departure controller when that position is involved in aircraft to depart VFR. Inform the pilot of the proper the departure sequence.

frequency and, if appropriate, where or when to NOTE − contact the facility responsible for issuing the 1. Letters of agreement prescribing assumed departure clearance.

times or mandatory radar handoff procedures are PHRASEOLOGY − alternatives for providing equivalent procedures.

VFR DEPARTURE AUTHORIZED. CONTACT (facility) 2. The letters “DM” flashing in the data block signify ON (frequency) AT (location or time if required) FOR unsuccessful transmission of a departure message.

CLEARANCE.

REFERENCE − b. If the facility/sector responsible for issuing the FAA Order JO 7210.3, Para 12 − 2 − 6, Automatic clearance is unable to issue a clearance, inform the Acquisition/Termination Areas.

Departure Procedures 4 − 3 − 9 JO 7110.65Y 8/15/19

Section 4. Route Assignment

4 − 4 − 1. ROUTE USE PHRASEOLOGY − VIA; Clear aircraft via routes consistent with the altitude (name of NAVAID) (specified) RADIAL/COURSE/ stratum in which the operation is to be conducted by AZIMUTH, one or more of the following: or NOTE − Except for certain NAVAIDs/routes used by scheduled air (fix) AND (fix), carriers or authorized for specific uses in the control of IFR aircraft, Air Traffic Service (ATS) routes, and NAVAIDs or established for use at specified altitudes are shown on U.S. government charts or DOD FLIP charts.

RADIALS OF (ATS route) AND (ATS route).

REFERENCE − c. Random routes.

FAA Order JO 7110.65, Para 2 − 5 − 2, NAVAID Terms.

FAA Order JO 7110.65, Para 4 − 1 − 2, Exceptions.

1. When not being radar monitored, FAA Order JO 7110.65, Para 4 − 5 − 6, Minimum En Route Altitudes.

FAA Order JO 7110.65, Para 5 − 6 − 1, Application.

GNSS-equipped RNAV aircraft on random RNAV routes must be cleared via or reported to be a. Designated ATS routes.

established on a point-to-point route.

PHRASEOLOGY − (a) The points must be published NAVAIDs, VIA: waypoints, fixes or airports recallable from the aircraft’s navigation database. The points must be VICTOR (color) (airway number)(the word Romeo when displayed on controller video maps or depicted on the RNAV for existing Alaska routes), controller chart displayed at the control position.

When applying nonradar separation the maximum or distance between points must not exceed 500 miles.

J (route number) (the word Romeo when RNAV for existing (b) Protect 4 miles either side of the route Alaska routes), centerline.

or (c) Assigned altitudes must be at or above the highest MIA along the projected route segment being Q (route number) flown, including the protected airspace of that route segment.

or 2. Impromptu Tango (route number) PHRASEOLOGY − DIRECT (name of NAVAID/waypoint/fix/airport) or NOTE − A random impromptu routing is a direct course initiated by SUBSTITUTE (ATS route) FROM (fix) to (fix), ATC or requested by the pilot during flight. Aircraft are cleared from their present position to a NAVAID, waypoint, fix, or airport.

or 3. Point-to-Point IR (route number).

PHRASEOLOGY − After (fix) proceed direct (fix) CROSS/JOIN VICTOR/(color) (airway number), (number NOTE − of miles) MILES (direction) OF (fix).

A point-to-point route segment begins and ends with a published NAVAID, waypoint, fix, or airport.

b. Radials, courses, azimuths to or from NAVAIDs. d. DME arcs of NAVAIDS.

Route Assignment 4 − 4 − 1 JO 7110.65Y 8/15/19 e. Radials, courses, azimuths, and headings of OFFSET(distance) RIGHT/LEFT OF (route).

departure or arrival routes.

EXAMPLE − f. SIDs/STARs.

“Direct SUNOL.” “Direct to the Appleton three one zero radial two five mile g. Vectors.

fix.” “Offset eight miles right of Victor six.” h. Fixes defined in terms of degree-distance from NAVAIDs for special military operations.

REFERENCE − FAA Order JO 7110.65, Para 2 − 3 − 8 Aircraft Equipment Suffix.

FAA Order JO 7110.65, Para 2 − 5 − 3 NAVAID Fixes i. Courses, azimuths, bearings, quadrants, or FAA Order JO 7110.65, Para 4 − 1 − 2, Exceptions radials within a radius of a NAVAID.

FAA Order JO 7110.65, Para 5 − 5 − 1, Application FAA Order JO 7110.65, Para 6 − 5 − 4, Minima Along Other Than PHRASEOLOGY − Established Airways or Routes.

CLEARED TO FLY (general direction from NAVAID) OF P/CG Term - Global Navigation Satellite System (GNSS)[ICAO].

(NAVAID name and type) BETWEEN (specified) COURSES TO/BEARINGS FROM/RADIALS (NAVAID 4 − 4 − 2. ROUTE STRUCTURE TRANSITIONS name when a NDB) WITHIN (number of miles) MILE RADIUS, To effect transition within or between route structures, clear an aircraft by one or more of the or following methods, based on NAVAIDs or RNAV: CLEARED TO FLY (specified) QUADRANT OF (NAVAID a. Vector aircraft to or from radials, courses, or name and type) WITHIN (number of miles) MILE RADIUS.

azimuths of the ATS route assigned.

EXAMPLE − b. Assign a SID/STAR.

1. “Cleared to fly east of Allentown VORTAC between the zero four five and the one three five radials within four zero c. Clear departing or arriving aircraft to climb or mile radius.” descend via radials, courses, or azimuths of the ATS 2. “Cleared to fly east of Crystal Lake radio beacon route assigned.

between the two two five and the three one five courses to d. Clear departing or arriving aircraft directly to or Crystal Lake within three zero mile radius.” between the NAVAIDs forming the ATS route 3. “Cleared to fly northeast quadrant of Philipsburg assigned.

VORTAC within four zero mile radius.” e. Clear aircraft to climb or descend via the ATS j. Fixes/waypoints defined in terms of: route on which flight will be conducted.

1. Published name; or f. Clear aircraft to climb or descend on specified radials, courses, or azimuths of NAVAIDs.

2. Degree-distance from NAVAIDs; or g. Clear RNAV aircraft between designated or 3. Latitude/longitude coordinates, state the established ATS routes via random RNAV routes to latitude and longitude in degrees and minutes a NAVAID, waypoint, airport or fix on the new route.

including the direction from the axis such as North or Provide radar monitoring to aircraft transitioning via West; or random RNAV routes.

PHRASEOLOGY − “32 DEGREES, 45 MINUTES NORTH, EXCEPTION. GNSS − equipped aircraft /G, /L, /S, 105 DEGREES, 37 MINUTES WEST.” and /V on point − to − point routes, or transitioning between two point − to − point routes via an impromptu 4. Offset from published or established ATS route.

route at a specified distance and direction for random REFERENCE − (impromptu) RNAV Routes.

FAA Order JO 7110.65, Para 4 − 1 − 2, Exceptions.

FAA Order JO 7110.65, Para 4 − 4 − 1, Route Use.

PHRASEOLOGY − FAA Order JO 7110.65, Para 5 − 5 − 1, Application.

DIRECT (fix/waypoint) FAA Order JO 7110.65, Para 6 − 5 − 4, Minima Along Other Than Established Airways Or Routes.

DIRECT TO THE (facility) (radial) (distance) FIX. P/CG Term − Global Navigation Satellite System (GNSS)[ICAO].

Route Assignment 4 − 4 − 2 JO 7110.65Y 8/15/19 4 − 4 − 3. DEGREE-DISTANCE ROUTE b. The following special military operations are DEFINITION FOR MILITARY OPERATIONS authorized to define routes, or portions of routes, by degree-distance fixes: EN ROUTE 1. Airborne radar navigation, radar bomb a. Do not accept a military flight plan whose route scoring (RBS), and airborne missile programming or route segments do not coincide with designated conducted by the USAF, USN, and RAF.

airways or jet routes or with a direct course between 2. Celestial navigation conducted by the USAF, NAVAIDs unless it is authorized in subpara b and USN, and RAF.

meets the following degree-distance route definition and procedural requirements: 3. Target aircraft operating in conjunction with air defense interceptors, and air defense interceptors 1. The route or route segments must be defined while en route to and from assigned airspace.

in the flight plan by degree-distance fixes composed 4. Missions conducted above FL 450.

of: 5. USN fighter and attack aircraft operating in (a) A location identifier; positive control airspace.

(b) Azimuth in degrees magnetic; and 6. USN/USMC aircraft, TACAN equipped, (c) Distance in miles from the NAVAID used.

operating within the Honolulu FIR/Hawaiian airways area.

EXAMPLE − “MKE 030025.” 7. USAF/USN/USMC aircraft flight planned to operate on MTRs.

2. The NAVAIDs selected to define the degree-distance fixes must be those authorized for 8. USAF Air Mobility Command (AMC) use at the altitude being flown and at a distance within aircraft operating on approved station-keeping the published service volume area.

equipment (SKE) routes in accordance with the conditions and limitations listed in FAA Exemption 3. The distance between the fixes used to define No. 4371 to 14 CFR Section 91.177(a)(2) and the route must not exceed: 14 CFR Section 91.179(b)(1).

(a) Below FL 180 − 80 miles; 4 − 4 − 4. ALTERNATIVE ROUTES (b) FL 180 and above − 260 miles; and When any part of an airway or route is unusable (c) For celestial navigation routes, all because of NAVAID status, clear aircraft that are not altitudes − 260 miles.

RNAV capable via one of the following alternative 4. Degree-distance fixes used to define a route routes: must be considered compulsory reporting points a. A route depicted on current U.S. Government except that an aircraft may be authorized by ATC to charts/publications. Use the word “substitute” omit reports when traffic conditions permit.

immediately preceding the alternative route in issuing the clearance.

5. Military aircraft using degree-distance route definition procedures must conduct operations in b. A route defined by specifying NAVAID radials, accordance with the following: courses, or azimuths.

(a) Unless prior coordination has been c. A route defined as direct to or between effected with the appropriate air traffic control NAVAIDs.

facility, flight plan the departure and the arrival d. Vectors.

phases to conform with the routine flow of traffic NOTE − when operating within 75 miles of the departure and Inform area navigation aircraft that will proceed to the the arrival airport. Use defined routes or airways or NAVAID location of the NAVAID outage.

direct courses between NAVAIDs or as otherwise required to conform to the normal flow of traffic.

4 − 4 − 5. CLASS G AIRSPACE (b) Flight plans must be filed at least 2 hours Include routes through Class G airspace only when before the estimated time of departure. requested by the pilot.

Route Assignment 4 − 4 − 3 JO 7110.65Y 8/15/19 NOTE − flight routing within a protected segment is amended, 1. Separation criteria are not applicable in Class G coordination must be accomplished as follows: airspace. Traffic advisories and safety alerts are applicable within Class G airspace to aircraft that are in (a) ATCS: with TMU.

direct communication with ATC.

2. Flight plans filed for random RNAV routes through (b) Terminal facility TMU: with overlying Class G airspace are considered a request by the pilot.

ARTCC TMU.

3. Flight plans containing MTR segments in/through (c) ARTCC TMU (for amendments outside Class G airspace are considered a request by the pilot.

their facility): with ATCSCC.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 1, ATC Service PCG, Class G Airspace b. EN ROUTE . Do not issue revised routing PCG, Uncontrolled Airspace clearances that will take an aircraft off its flight plan route past the last fix in your facility’s airspace, unless 4 − 4 − 6. DIRECT CLEARANCES requested by the pilot or operational necessity dictates.

a. Unless operational necessity dictates, do not issue a routing clearance that will take an aircraft off NOTE − of its flight plan route if: Nothing in this paragraph must preclude a controller from issuing a routing clearance that conforms to a letter of 1. The aircraft is part of a known traffic agreement or standard operating procedure within their management initiative.

own facility or between facilities, is required to maintain 2. The part of the route under consideration for separation or comply with traffic flow management the direct routing is within a protected segment. If a initiatives.

Route Assignment 4 − 4 − 4 JO 7110.65Y 8/15/19

Section 5. Altitude Assignment and Verification

4 − 5 − 1. VERTICAL SEPARATION MINIMA On course Aircraft degrees Assign Examples Operating magnetic Separate instrument flight rules (IFR) aircraft using Above FL 410 0 through 179 Odd cardinal FL 450, the following minima between altitudes: flight levels at FL 490, intervals of FL 530 4,000 feet a. Up to and including FL 410 − 1,000 feet.

beginning with FL 450 b. Apply 2,000 feet at or above FL 290 between 180 through 359 Odd cardinal FL 430, non − RVSM aircraft and all other aircraft at or above flight levels at FL 470, intervals of FL 510 FL 290.

4,000 feet beginning with c. Above FL 410 − 2,000 feet, except: FL 430 One way Any course Any cardinal FL 270, routes (except altitude or FL 280, 1. In oceanic airspace, above FL 450 between a in composite flight level FL 290, supersonic and any other aircraft − 4,000 feet.

systems) below FL 410 FL 300, or any odd FL 310, cardinal flight FL 410, 2. Above FL 600 between military aircraft − FL 430, level above 5,000 feet.

FL 450 FL 410 Within an Any course Any altitude or NOTE − ALTRV flight level Oceanic separation procedures are supplemented in In aerial Any course Altitude blocks 050B080, Chapter 8; Section 7, Section 8, Section 9 , and Section 10.

refueling as requested. FL 180B220, tracks and Any altitude or FL 280B310 REFERENCE − anchors flight level FAA Order JO 7110.65, Para 5 − 5 − 5, Vertical Application.

FAA Order JO 7110.65, Para 6 − 6 − 1, Application.

REFERENCE − FAA Order JO 7110.65, Para 9 − 2 − 15, Military Operations Above FL FAA Order JO 7110.65, Para 4 − 5 − 3, Exceptions.

600.

FAA Order JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

FAA Order JO 7110.65, Para 9 − 3 − 2, Separation Minima.

4 − 5 − 3. EXCEPTIONS 4 − 5 − 2. FLIGHT DIRECTION When traffic, meteorological conditions, or aircraft operational limitations prevent assignment of Clear aircraft at altitudes according to the altitudes prescribed in Para 4 − 5 − 2, Flight Direction, TBL 4 − 5 − 1.

assign any cardinal altitude or flight level below FL 410 or any odd cardinal flight level at or above TBL 4 − 5 − 1 FL 410 without regard to direction of flight as Altitude Assignment follows: On course NOTE − Aircraft degrees Assign Examples Operating See Para 2 − 3 − 10, Control Symbology, for control magnetic abbreviations and symbols to be used in conjunction with Below 3,000 Any course Any altitude this paragraph.

feet above surface a. For traffic conditions, take this action only if At and below 0 through 179 Odd cardinal 3,000, 5,000, one of the following conditions exists: FL 410 altitude or FL 310, flight levels at FL 330 1. Aircraft remain within a facility’s area and intervals of prior approval is obtained from other affected 2,000 feet positions or sectors or the operations are covered in 180 through 359 Even cardinal 4,000, 6,000, a Facility Directive.

altitude or FL 320, flight levels at FL 340 2. Aircraft will proceed beyond the facility’s intervals of 2,000 feet area and specific operations and procedures Altitude Assignment and Verification 4 − 5 − 1 JO 7110.65Y 8/15/19 TBL 4 − 5 − 3 permitting random altitude assignment are covered in Minimum FL Adjustment a letter of agreement between the appropriate facilities.

Altimeter Setting Adjustment Factor b. Military aircraft are operating on random routes 29.92” or higher None and prior approval is obtained from the facility 29.91” to 29.42” 500 feet concerned.

29.41” to 28.92” 1,000 feet c. For meteorological conditions, take this action 28.91” to 28.42” 1,500 feet only if you obtain prior approval from other affected 28.41” to 27.92” 2,000 feet positions or sectors within your facility and, if necessary, from the adjacent facility concerned.

4 − 5 − 6. MINIMUM EN ROUTE ALTITUDES d. For aircraft operational limitations, take this (MEA) action only if the pilot informs you the available appropriate altitude exceeds the operational limita- Except as provided in subparas a and b below, assign tions of his/her aircraft and only after you obtain prior altitudes at or above the MEA for the route segment approval from other affected positions or sectors being flown. When a lower MEA for subsequent within your facility and, if necessary, from the segments of the route is applicable, issue the lower adjacent facility concerned.

MEA only after the aircraft is over or past the Fix/NAVAID beyond which the lower MEA applies e. For mission requirements, take this action only unless a crossing restriction at or above the higher when the aircraft is operating on an MTR.

MEA is issued.

REFERENCE − FAA Order JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

a. An aircraft may be cleared below the MEA but FAA Order JO 7110.65, Para 9 − 3 − 2, Separation Minima.

not below the MOCA for the route segment being flown if the altitude assigned is at least 300 feet above 4 − 5 − 4. LOWEST USABLE FLIGHT LEVEL the floor of controlled airspace and one of the following conditions are met: If a change in atmospheric pressure affects a usable NOTE − flight level in your area of jurisdiction, use Controllers must be aware that in the event of radio TBL 4 − 5 − 2 to determine the lowest usable flight communications or GNSS failure, a pilot will climb to the level to clear aircraft at or above 18,000 feet MSL.

MEA for the route segment being flown.

TBL 4 − 5 − 2 1. For aircraft using VOR, VORTAC or Lowest Usable FL TACAN for navigation, this applies only within 22 miles of that NAVAID.

Altimeter Setting Lowest Usable FL 29.92” or higher 180 2. When radar procedures are used , the 29.91” to 28.92” 190 following actions are taken: 28.91” to 27.92” 200 (a) In the absence of a published MOCA, assign altitudes at or above the MVA or MIA along REFERENCE − FAA Order JO 7110.65, Para 9 − 3 − 2, Separation Minima.

the route of flight, and (b) Lost communications instructions are 4 − 5 − 5. ADJUSTED MINIMUM FLIGHT issued.

LEVEL 3. The aircraft is GNSS equipped.

When the prescribed minimum altitude for IFR operations is at or above 18,000 feet MSL and the b. An aircraft may be cleared to operate on jet atmospheric pressure is less than 29.92”, add the routes below the MEA (but not below the prescribed appropriate adjustment factor from TBL 4 − 5 − 3 to the minimum altitude for IFR operations) or above the flight level equivalent of the minimum altitude in feet maximum authorized altitude if, in either case, radar to determine the adjusted minimum flight level. service is provided.

Altitude Assignment and Verification 4 − 5 − 2 JO 7110.65Y 8/15/19 REFERENCE − NOTE − FAA Order JO 7110.65, Para 4 − 2 − 8, IFR-VFR and VFR-IFR Flights.

Minimum en route and maximum authorized altitudes for FAA Order JO 7110.65, Para 4 − 4 − 1, Route Use.

certain jet route segments have been established above the FAA Order JO 7110.65, Chapter 5, Section 6, Para 5 − 6 − 1, Application.

floor of the jet route structure due to limitations on FAA Order JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

navigational signal coverage.

4 − 5 − 7. ALTITUDE INFORMATION c. Where a higher altitude is required because of an MEA, the aircraft must be cleared to begin climb to Issue altitude instructions as follows: the higher MEA as follows: REFERENCE − FAA Order JO 7110.65, Para 4 − 2 − 1, Clearance Items.

1. If no MCA is specified, prior to or a. Altitude to maintain or cruise. When issuing immediately after passing the fix where the higher cruise in conjunction with an airport clearance limit MEA is designated. (See FIG 4 − 5 − 1) and an unpublished route will be used, issue an FIG 4 − 5 − 1 appropriate crossing altitude to ensure terrain No MCA Specified clearance until the aircraft reaches a fix, point, or route where the altitude information is available to the pilot. When issuing a cruise clearance to an airport which does not have a published instrument approach, a cruise clearance without a crossing restriction may be issued.

PHRASEOLOGY − MAINTAIN/CRUISE (altitude). MAINTAIN (altitude) UNTIL (time, fix, waypoint), or (number of miles or minutes) MILES/MINUTES PAST (fix, 2. If a MCA is specified, prior to the fix so as to waypoint).

cross the fix at or above the MCA. (See FIG 4 − 5 − 2) CROSS (fix, point, waypoint), FIG 4 − 5 − 2 MCA Specified or INTERCEPT (route) AT OR ABOVE (altitude), CRUISE (altitude).

NOTE − 1. The crossing altitude must assure IFR obstruction clearance to the point where the aircraft is established on a segment of a published route or instrument approach procedure.

2. When an aircraft is issued a cruise clearance to an airport which does not have a published instrument approach procedure, it is not possible to satisfy the requirement for a crossing altitude that will ensure terrain d. GNSS MEAs may be approved on published clearance until the aircraft reaches a fix, point, or route ATS routes. Air traffic may assign GNSS MEAs to where altitude information is available to the pilot. Under GNSS − equipped aircraft where established.

those conditions, a cruise clearance without a crossing NOTE − restriction authorizes a pilot to determine the minimum On high altitude ATS routes, the GNSS MEA is FL180 IFR altitude as prescribed in 14 CFR Section 91.177 and unless published higher.

descend to it at pilot discretion if it is lower than the altitude specified in the cruise clearance.

e. Where MEAs have not been established, clear an aircraft at or above the minimum altitude for IFR b. Instructions to climb or descend including operations prescribed by 14 CFR Section 91.177. restrictions, as required. Specify a time restriction Altitude Assignment and Verification 4 − 5 − 3 JO 7110.65Y 8/15/19 AT (time). CLIMB/DESCEND AND MAINTAIN (altitude) reference the UTC clock reading with a time check.

WHEN ESTABLISHED AT LEAST (number of miles or If you are relaying through an authorized communic- minutes) MILES/MINUTES PAST (fix, waypoint) ON THE ations provider, such as ARINC, FSS, etc., advise the (NAVAID) (specified) RADIAL.

radio operator to issue the current time to the aircraft CLIMB/DESCEND TO REACH (altitude) AT (time or fix, when the clearance is relayed. The requirement to waypoint), issue a time check must be disregarded if the clearance is issued via Controller Pilot Data Link or Communications (CPDLC).

A POINT (number of miles) MILES (direction) OF (name EXCEPTION. If you are in direct, two-way, of DME NAVAID), VHF/UHF voice communication with the pilot and the aircraft is in radar contact, you may specify an or elapsed time interval restriction, in full minute increments only, without any reference to the UTC MAINTAIN (altitude) UNTIL (time (issue time check), fix, waypoint), THEN CLIMB/DESCEND AND MAINTAIN clock. The time restriction begins once the clearance (altitude).

has been acknowledged by the pilot .

EXAMPLE − Through relay: 1. “United Four Seventeen, climb to reach one three thousand at two two one five.” CLIMB TO REACH (altitude) AT (time) (issue a time “Time two two one one and one − quarter.” check).

The pilot is expected to be level at 13,000 feet at 2215 UTC.

Or 2. Through Relay − “Speedbird Five, climb to reach flight level three − five zero at one − two − one − five, time” (Issue a Using a time interval while in radar contact and in direct time check).

controller to pilot, two-way, VHF/UHF voice 3. In radar contact and in direct controller to pilot, communication: two-way, VHF/UHF voice communication - “United Four CLIMB/DESCEND TO REACH/LEAVE (altitude) Seventeen, descend to reach flight level three five zero WITHIN (number) MINUTES, MAINTAIN (altitude).

within two minutes.” The time restriction begins once the Or clearance has been acknowledged by the pilot.

4. “United Four Seventeen climb to leave flight level three CLIMB/DESCEND TO REACH/LEAVE (altitude) IN three zero within two minutes, maintain flight level three (number) MINUTES OR LESS, MAINTAIN (altitude).

five zero.” c. Specified altitude for crossing a specified fix or REFERENCE − waypoint; or, specified altitude for crossing a FAA Order JO 7110.65, Para 1 − 2 − 1, Word Meanings.

FAA Order JO 7110.65, Para 2 − 4 − 17, Numbers Usage.

distance (in miles) and direction from a specified fix or waypoint.

PHRASEOLOGY − CLIMB/DESCEND AND MAINTAIN (altitude).

PHRASEOLOGY − CROSS (fix, waypoint) AT (altitude).

If required, CROSS (fix, waypoint) AT OR ABOVE/BELOW (altitude).

CROSS (number of miles) MILES (direction) OF (name of AFTER PASSING (fix, waypoint), fix, waypoint) AT (altitude).

CROSS (number of miles) MILES (direction) OF (name of or fix, waypoint) AT OR ABOVE/BELOW (altitude).

AT (time) (time in hours, minutes, and nearest quarter d. A specified altitude over a specified fix for that minute).

portion of a descent clearance where descent at pilot’s discretion is permissible. At any other time it is CLIMB/DESCEND TO REACH (altitude) practicable, authorize climb/descent at pilot’s AT (time (issue time check) or fix, waypoint), discretion.

or PHRASEOLOGY − CLIMB/DESCEND AT PILOT’S DISCRETION.

Altitude Assignment and Verification 4 − 5 − 4 JO 7110.65Y 8/15/19 EXAMPLE − 2. Any other time that authorization to descend at pilot’s “United Four Seventeen, descend and maintain six thou- discretion is intended, it must be specifically stated by the sand.” controller.

3. The pilot may need to know of any future restrictions NOTE − that might affect the descent, including those that may be The pilot is expected to commence descent upon receipt of the clearance and to descend at the suggested rates issued in another sector, in order to properly plan a descent specified in the AIM, Para 4 − 4 − 10, Adherence to at pilot’s discretion.

Clearance, until reaching the assigned altitude of 4. Controllers need to be aware that the descent rates in 6,000 feet.

the AIM are only suggested and aircraft will not always EXAMPLE − descend at those rates.

“United Four Seventeen, descend at pilot’s discretion, REFERENCE − maintain six thousand.” P/CG Term − Pilot’s Discretion.

NOTE − e. When a portion of a climb/descent may be The pilot is authorized to conduct descent within the authorized at the pilot’s discretion, specify the context of the term “at pilot’s discretion” as described in altitude the aircraft must climb/descend to followed the AIM.

by the altitude to maintain at the pilot’s discretion.

EXAMPLE − PHRASEOLOGY − “United Four Seventeen cross Lakeview V − O − R at or CLIMB/DESCEND NOW TO (altitude), THEN above flight level two zero zero, descend and maintain CLIMB/DESCEND AT PILOT’S DISCRETION six thousand.” MAINTAIN (altitude).

NOTE − EXAMPLE − The pilot is authorized to conduct descent “at pilot’s “United Three Ten, descend now to flight level two eight discretion” until reaching Lakeview VOR. The pilot must zero, then descend at pilot’s discretion maintain flight level comply with the clearance provision to cross the Lakeview two four zero.” VOR at or above FL 200, and after passing Lakeview VOR, NOTE − the pilot is expected to descend at the rates specified in the 1. The pilot is expected to commence descent upon receipt AIM until reaching the assigned altitude of 6,000 feet.

of the clearance and to descend as prescribed in the AIM, Para 4 − 4 − 10, Adherence to Clearance, until FL 280. At EXAMPLE − that point, the pilot is authorized to continue descent to “United Four Seventeen, cross Lakeview V − O − R at and FL 240 within context of the term “at pilot’s discretion” as maintain six thousand.” described in the AIM.

NOTE − 2. Controllers need to be aware that the descent rates are The pilot is authorized to conduct descent “at pilot’s only suggested and aircraft will not always descend at discretion,” but must comply with the clearance provision those rates.

to cross Lakeview VOR at 6,000 feet.

f. When the “pilot’s discretion” portion of a EXAMPLE − climb/descent clearance is being canceled by “United Four Seventeen, descend now to flight level two seven zero, cross Lakeview V − O − R at or below one zero assigning a new altitude, inform the pilot that the new thousand, descend and maintain six thousand.” altitude is an “amended altitude.” NOTE − EXAMPLE − The pilot is expected to promptly execute and complete “American Eighty Three, amend altitude, descend and descent to FL 270 upon receipt of the clearance. After maintain Flight Level two six zero.” reaching FL 270, the pilot is authorized to descend “at NOTE − pilot’s discretion” until reaching Lakeview VOR. The pilot American Eighty Three, at FL 280, has been cleared to must comply with the clearance provision to cross descend at pilot’s discretion to FL 240. Subsequently, the Lakeview VOR at or below 10,000 feet. After Lakeview altitude assignment is changed to FL 260. Therefore, pilot’s VOR, the pilot is expected to descend at the rates specified discretion is no longer authorized.

in the AIM until reaching 6,000 feet.

g. Altitude assignments involving more than one NOTE − altitude.

1. A descent clearance which specifies a crossing altitude authorizes descent at pilot’s discretion for that portion of PHRASEOLOGY − the flight to which the crossing altitude restriction applies.

MAINTAIN BLOCK (altitude) THROUGH (altitude).

Altitude Assignment and Verification 4 − 5 − 5 JO 7110.65Y 8/15/19 h. Instructions to vertically navigate SIDs/STARs 3. To adjust speeds prior to reaching waypoints with with published crossing restrictions (Climb Via/De- published speed restrictions.

scend Via).

NOTE − When cleared for SIDs that contain published speed 1. When established on the SID/STAR.

restrictions, the pilot must comply with those speed restrictions independent of any “climb via” clearance.

2. When navigating a published route inbound Clearance to “climb via” authorizes pilots: to the STAR.

1. When used in the IFR departure clearance, in a PDC, DCL or when subsequently cleared after departure to a 3. When cleared direct to a waypoint/fix waypoint depicted on a SID, to join a procedure after without a published altitude, assign a crossing departure or resume a procedure.

altitude.

2. When vertical navigation is interrupted and an altitude is assigned to maintain which is not contained on the PHRASEOLOGY − published procedure, to climb from that previously-as- DESCEND VIA (STAR name and number).

signed altitude at pilot’s discretion to the altitude depicted for the next waypoint. ATC must ensure obstacle clearance DESCEND VIA (STAR name and number and runway until the aircraft is established on the lateral and vertical transition number) path of the SID.

3. Once established on the depicted departure, to climb and DESCEND VIA (STAR name and number and runway to meet all published or assigned altitude and speed number).

restrictions.

CLIMB VIA (SID name and number).

REFERENCE − FAA Order JO 7110.65, Para 4 − 4 − 2, Route Structure Transitions FAA Order JO 7110.65, Para 4 − 5 − 6, Minimum En Route Altitudes PROCEED DIRECT (fix/waypoint),CROSS (waypoint/fix) FAA Order JO 7110.65, Para 5 − 5 − 9, Separation From Obstructions at (altitude) THEN DESCEND VIA (STAR name and PCG, Climb Via, Descend Via.

number) NOTE − EXAMPLE − Pilots cleared for vertical navigation using the phraseo- “Descend via the Eagul Five arrival.” logy “descend via” or “climb via” must inform ATC, upon initial contact, of the altitude leaving, the runway “Descend via the Wynde Eight Arrival, Runway 28 right transition or landing direction if assigned (STARs), and transition.” any assigned restrictions not published on the procedure.

“Descend via the Lendy One Arrival, Runway 22 left.” EXAMPLE − “Delta One Twenty One leaving flight level one niner zero, “Climb via the Dawgs Four Departure.” descending via the Eagul Five arrival runway two-six transition.” “Proceed direct Denis, cross Denis at or above flight level two zero zero, then descend via the Mmell One “Delta One Twenty One leaving flight level one niner zero arrival.” for one two thousand, descending via the Eagul Five arrival, runway two-six transition.” NOTE − Pilots must comply with all published speed restrictions on “JetBlue six zero two leaving flight level two one zero SIDs/STARs, independent of a climb via or descend via descending via the Ivane Two arrival landing south.” clearance.

Clearance to “descent via” authorizes pilots: “Cactus Seven Eleven leaving two thousand climbing via 1. To descend at pilot discretion to meet published the Laura Two departure.” restrictions on a STAR. Pilots navigating on a STAR must maintain the last assigned altitude until receiving “Cactus Seven Eleven leaving two thousand for one-six clearance to descend via. Once leaving an altitude, the thousand, climbing via the Laura Two departure.” pilot may not return to that altitude without an ATC clearance.

REFERENCE − AIM, Para 5-2-8, Instrument Departure Procedures (DP) − Obstacle 2. When cleared direct to a waypoint, to descend at pilot Departure Procedures (ODP) and Standard Instrument Departures discretion to meet restrictions on the procedure. ATC (SID) assumes obstacle clearance responsibility for aircraft not PCG, Top Altitude, Bottom Altitude yet established or taken off of a procedure.

AIM, Para 5-4-1, Standard Terminal Arrival (STAR) Procedures.

Altitude Assignment and Verification 4 − 5 − 6 JO 7110.65Y 8/15/19 EXAMPLE − 4. A “descend via” clearance must not be used 2 . (There is a published altitude at Dvine WP): “Proceed where procedures contain only published “expect” direct Dvine, Climb via the Suzan Two departure except altitude and/or speed restrictions.

cross Mkala at or above seven thousand.” NOTE − NOTE − Pilots are not expected to comply with published “expect” I n Example 2, the aircraft will join the Suzan Two departure restrictions in the event of lost communications, unless at Dvine, at the published altitude, and then comply with ATC has specifically advised the pilot to expect these the published lateral path and any published speed or restrictions as part of a further clearance.

altitude restrictions. The aircraft will climb so as to cross Mkala at or above 7,000; remainder of the departure must 5. “Descend via” may be used on procedures be flown as published.

that contain both “expect” and required altitude and speed restrictions only if altitude and/or speed 8. When an aircraft has been issued an interim restrictions or alternate restrictions are issued for the altitude and after departure ATC can subsequently fix/waypoint associated with all expect restrictions.

clear the aircraft to climb to the original top altitude published in a SID that contains published crossing 6. “Descend via” clearances may also be issued restrictions, instruct aircraft to “climb via SID.” if an aircraft is past all fixes/waypoints that have When issuing a different altitude and compliance expect restrictions.

with published restrictions is still required, instruct aircraft to “climb via SID except maintain (altitude).” 7. If it is necessary to assign a crossing altitude which differs from the STAR or SID altitude, PHRASEOLOGY − emphasize the change to the pilot. CLIMB VIA SID.

PHRASEOLOGY − CLIMB VIA SID except maintain (altitude).

DESCEND VIA (STAR name and number) ARRIVAL, EXAMPLE − EXCEPT CROSS (fix, point, waypoint) , (revised altitude 1 . (An aircraft was issued the Teddd One departure, “climb information).

via SID” in the IFR departure clearance. An interim EXAMPLE − altitude of 10,000 was issued instead of the published top “United 454 descend via the Haris One Arrival, except altitude of FL 230; after departure ATC is able to issue the cross Haris at or above one six thousand.” published top altitude): “Climb via SID.” NOTE − NOTE − The aircraft should track laterally and vertically on the In Example 1, the aircraft will track laterally and vertically Haris One Arrival and should descend so as to cross Haris on the Teddd One departure and initially climb to 10,000; at or above 16,000; remainder of the arrival must be flown Once re-issued the “climb via” clearance the interim as published. altitude is canceled aircraft will continue climb to FL230 while complying with published restrictions.

PHRASEOLOGY − EXAMPLE − CLIMB VIA SID, EXCEPT CROSS (fix, point, waypoint), 2 . (Using Example 1, after departure ATC is able to issue (revised altitude information).

an altitude higher than the published top altitude): “Climb via SID except maintain flight level two six zero.” CLIMB VIA (SID name and number), EXCEPT CROSS (fix, point, waypoint), (revised altitude information).

NOTE − In Example 2, the aircraft will track laterally and vertically EXAMPLE − on the Teddd One departure and initially climb to 10,000; 1 . “Climb via SID except cross Mkala at or above seven once issued “climb via” clearance to FL260 the aircraft thousand.” will continue climb while complying with published NOTE − restrictions.

In Example 1, the aircraft will comply with the assigned 9. If it is necessary to assign an interim altitude SID departure lateral path and any published speed and or assign a bottom or top altitude not contained on a altitude restrictions and climb so as to cross Mkala at or STAR or SID, the provisions of subpara 4 − 5 − 7h may above 7,000; remainder of the departure must be flown as published. be used in conjunction with subpara 4 − 5 − 7a.

Altitude Assignment and Verification 4 − 5 − 7 JO 7110.65Y 8/15/19 PHRASEOLOGY − obtained...unless an amended clearance is obtained” DESCEND VIA THE (STAR name and number) ARRIVAL (except when an emergency exists).

EXCEPT AFTER (fix) MAINTAIN (revised altitude 2. A pilot is therefore expected to advise the controller if information).

a clearance cannot be accepted when the clearance is issued. “We will try” and other such acknowledgements do EXAMPLE − not constitute pilot acceptance of an ATC clearance.

“United 454 descend via the Eagul Five Arrival, except after Geeno maintain one zero thousand.” 3. Controllers are expected to issue ATC clearances which conform with normal aircraft operational capabilities and NOTE − do not require “last minute” amendments to ensure The aircraft should track laterally and vertically on the approved separation.

Eagul Five Arrival and should descend so as to comply with all speed and altitude restrictions until reaching 4. “Expedite” is not to be used in lieu of appropriate Geeno and then maintain 10,000. Upon reaching 10,000, restrictions to ensure separation.

aircraft should maintain 10,000 until cleared by ATC to REFERENCE − continue to descend.

FAA Order JO 7110.65, Para 10 − 1 − 3, Providing Assistance.

REFERENCE − FAA Order JO 7110.65, Para 4 − 7 − 1, Clearance Information.

4 − 5 − 8. ANTICIPATED ALTITUDE CHANGES AIM, Para 5 − 4 − 1, Standard Terminal Arrival (STAR) Procedures.

PHRASEOLOGY − If practicable, inform an aircraft when to expect climb CLIMB VIA SID EXCEPT AFTER (waypoint name), or descent clearance or to request altitude change MAINTAIN (altitude).

from another facility.

EXAMPLE − PHRASEOLOGY − “Climb via SID except after Baret, maintain flight level one EXPECT HIGHER/LOWER IN (number of miles or niner zero.” minutes) MILES/MINUTES, NOTE − or 1. Considering the principle that the last ATC clearance issued has precedence over the previous, the phraseology AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL “maintain (altitude)” alone cancels previously issued CHANGE FROM (name of facility).

altitude restrictions, including SID/STAR altitude restrictions unless they are restated or modified, and If required, authorizes an unrestricted climb or descent. Speed restrictions remain in effect unless the controller explicitly AT (time, fix, or altitude).

cancels the speed restrictions.

REFERENCE − FAA Order JO 7110.65, Para 2 − 2 − 6, IFR Flight Progress Data.

2. Restate “climb/descend via” and then use “except” or “except maintain” phraseology to modify published restrictions or assign a new top/bottom altitude. Use 4 − 5 − 9. ALTITUDE CONFIRMATION − “resume” phraseology with “maintain” to rejoin a route NONRADAR and assign a new altitude where compliance with published altitude restrictions is not required.

a. Request a pilot to confirm assigned altitude on initial contact and when position reports are received REFERENCE − FAA Order JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments unless: FAA Order JO 7110.65, Para 5 − 6 − 2, Methods AIM 4-4-10 Adherence to Clearance NOTE − AIM, Para 5-2-8. Instrument Departure Procedures (DP) − Obstacle For the purpose of this paragraph, “initial contact” means Departure Procedures (ODP) and Standard Instrument Departures a pilot’s first radio contact with each sector/position.

(SID).

1. The pilot states the assigned altitude, or i. When a pilot is unable to accept a clearance, 2. You assign a new altitude to a climbing or issue revised instructions to ensure positive control descending aircraft, or and approved separation.

3. TERMINAL. The aircraft was transferred to NOTE − you from another sector/position within your facility 1. 14 CFR Section 91.123 states that a pilot is not allowed (intrafacility).

to deviate from an ATC clearance “that has been Altitude Assignment and Verification 4 − 5 − 8 JO 7110.65Y 8/15/19 PHRASEOLOGY − VERIFY ASSIGNED FLIGHT LEVEL (flight level).

(In level flight situations), b. USA. Reconfirm all pilot altitude read backs.

VERIFY AT (altitude/flight level).

PHRASEOLOGY − (In climbing/descending situations), (If altitude read back is correct), AFFIRMATIVE (altitude).

(if aircraft has been assigned an altitude below the lowest useable flight level), (If altitude read back is not correct), NEGATIVE. CLIMB/DESCEND AND MAINTAIN VERIFY ASSIGNED ALTITUDE (altitude). (altitude), (If aircraft has been assigned a flight level at or above the or lowest useable flight level), NEGATIVE. MAINTAIN (altitude).

Altitude Assignment and Verification 4 − 5 − 9 JO 7110.65Y 8/15/19

Section 6. Holding Aircraft

NOTE − 4 − 6 − 1. CLEARANCE TO HOLDING FIX Additional delay information is not used to determine pilot action in the event of two-way communications failure.

Consider operational factors such as length of delay, Pilots are expected to predicate their actions solely on the holding airspace limitations, navigational aids, provisions of 14 CFR Section 91.185.

altitude, meteorological conditions when necessary PHRASEOLOGY − to clear an aircraft to a fix other than the destination EXPECT FURTHER CLEARANCE (time), airport. Issue the following: and if required, a. Clearance limit (if any part of the route beyond a clearance limit differs from the last routing cleared, ANTICIPATE ADDITIONAL (time in minutes/hours) issue the route the pilot can expect beyond the MINUTE/HOUR DELAY AT (fix), clearance limit).

or PHRASEOLOGY − EXPECT FURTHER CLEARANCE VIA (routing).

ANTICIPATE ADDITIONAL (time in minutes/hours) EXAMPLE − MINUTE/HOUR EN ROUTE DELAY.

“Expect further clearance via direct Stillwater V − O − R, EXAMPLE − Victor Two Twenty-Six Snapy intersection, direct Newark.” 1. “Expect further clearance one niner two zero, anticipate additional three zero minute delay at Sweet.” b. Holding instructions.

2. “Expect further clearance one five one zero, anticipate 1. Holding instructions may be eliminated when additional three zero minute en route delay.” you inform the pilot that no delay is expected.

2. When additional holding is expected in an approach control area, state the total additional 2. When the assigned procedure or route being terminal delay.

flown includes a charted pattern, you may omit all PHRASEOLOGY − holding instructions except the charted holding EXPECT FURTHER CLEARANCE (time), direction and the statement “as published.” Always issue complete holding instructions when the pilot and if required, requests them.

ANTICIPATE ADDITIONAL (time in minutes/hours) NOTE − MINUTE/HOUR TERMINAL DELAY.

The most generally used holding patterns are depicted on U.S. Government or commercially produced low/high 3. TERMINAL. When terminal delays exist or altitude en route, area, and STAR Charts.

are expected, inform the appropriate center or approach control facility so that the information can PHRASEOLOGY − be forwarded to arrival aircraft.

CLEARED TO (fix), HOLD (direction), AS PUBLISHED, 4. When delay is expected, issue items in or subparas a and b at least 5 minutes before the aircraft is estimated to reach the clearance limit. If the traffic CLEARED TO (fix), NO DELAY EXPECTED.

situation requires holding an aircraft that is less than c. EFC. Do not specify this item if no delay is 5 minutes from the holding fix, issue these items expected. immediately.

NOTE − 1. When additional holding is expected at any 1. The AIM indicates that pilots should start speed other fix in your facility’s area, state the fix and your reduction when 3 minutes or less from the holding fix. The best estimate of the additional delay. When more than additional 2 minutes contained in the 5 − minute require- one fix is involved, state the total additional en route ment are necessary to compensate for different delay (omit specific fixes).

pilot/controller ETAS at the holding fix, minor differences Holding Aircraft 4 − 6 − 1 JO 7110.65Y 8/15/19 in clock times, and provision for sufficient planning and routing to the new clearance limit is valid and reaction times.

verbiage will be reduced.

2. When holding is necessary, the phrase “delay PHRASEOLOGY − indefinite” should be used when an accurate estimate of the VIA LAST ROUTING CLEARED.

delay time and the reason for the delay cannot immediately 3. Assigned altitude if different from present be determined; i.e., disabled aircraft on the runway, altitude.

terminal or center sector saturation, weather below landing minimums, etc. In any event, every attempt should NOTE − be made to provide the pilot with the best possible estimate Except in the event of a two-way communications failure, of his/her delay time and the reason for the delay. when a clearance beyond a fix has not been received, pilots Controllers/supervisors should consult, as appropriate, are expected to hold as depicted on U.S. Government or commercially produced (meeting FAA requirements) with personnel (other sectors, weather forecasters, the low/high altitude en route and area or STAR charts. If no airport management, other facilities, etc.) who can best holding pattern is charted and holding instructions have provide this information.

not been issued, pilots should ask ATC for holding PHRASEOLOGY − instructions prior to reaching the fix. If a pilot is unable to DELAY INDEFINITE, (reason if known), EXPECT obtain holding instructions prior to reaching the fix, the FURTHER CLEARANCE (time). (After determining the pilot is expected to hold in a standard pattern on the course reason for the delay, advise the pilot as soon as possible.)

on which the aircraft approached the fix and request further clearance as soon as possible.

EXAMPLE − “Cleared to Drewe, hold west, as published, expect further clearance via direct Sidney V − O − R one three one five, 4 − 6 − 3. DELAYS anticipate additional two zero minute delay at Woody.” a. Advise your supervisor or flow controller as “Cleared to Aston, hold west on Victor two twenty-five, soon as possible when you delay or expect to delay seven mile leg, left turns, expect further clearance one aircraft.

niner two zero, anticipate additional one five minute b. When arrival delays reach or are anticipated to terminal delay.” reach 30 minutes, take the following action: “Cleared to Wayne, no delay expected.” 1. EN ROUTE. The center responsible for transferring control to an approach control facility or, “Cleared to Wally, hold north, as published, delay for a nonapproach control destination, the center in indefinite, snow removal in progress, expect further whose area the aircraft will land must issue total delay clearance one one three zero.” information as soon as possible after the aircraft enters the center’s area. Whenever possible, the delay 4 − 6 − 2. CLEARANCE BEYOND FIX information must be issued by the first center controller to communicate with the aircraft.

a. If no delay is expected, issue a clearance beyond REFERENCE − the clearance limit as soon as possible and, whenever FAA Order JO 7110.65, Para 5 − 14 − 9, ERAM Computer Entry of Hold possible, at least 5 minutes before the aircraft reaches Information the fix.

2. TERMINAL. When tower en route control b. Include the following items when issuing service is being provided, the approach control clearance beyond a clearance limit: facility whose area contains the destination airport must issue total delay information as soon as possible 1. Clearance limit or approach clearance.

after the aircraft enters its approach control area.

Whenever possible, the delay information must be 2. Route of flight. Specify one of the following: issued by the first terminal controller to communicate (a) Complete details of the route (airway, with the aircraft.

route, course, fix(es), azimuth course, heading, arc, or 3. Unless a pilot requests delay information, the vector.)

actions specified in subparas 1 and 2 above may be (b) The phrase “via last routing cleared.” Use omitted when total delay information is available to this phrase only when the most recently issued pilots via ATIS.

Holding Aircraft 4 − 6 − 2 JO 7110.65Y 8/15/19 PHRASEOLOGY − EXAMPLE − (Airport) ARRIVAL DELAYS (time in minutes/hours). Due to turbulence, a turboprop requests to exceed the recommended maximum holding airspeed. ATCS may clear the aircraft into a pattern that protects for the 4 − 6 − 4. HOLDING INSTRUCTIONS airspeed request, and must advise the pilot of the maximum holding airspeed for the holding pattern airspace area.

When issuing holding instructions, specify: PHRASEOLOGY − “MAXIMUM HOLDING AIRSPEED IS TWO ONE ZERO a. Direction of holding from the fix/waypoint.

KNOTS.” b. Holding fix or waypoint.

4 − 6 − 5. VISUAL HOLDING POINTS NOTE − The holding fix may be omitted if included at the beginning You may use as a holding fix a location which the pilot of the transmission as the clearance limit.

can determine by visual reference to the surface if he/she is familiar with it.

c. Radial, course, bearing, track, azimuth, airway, or route on which the aircraft is to hold. PHRASEOLOGY − HOLD AT (location) UNTIL (time or other condition.)

d. Leg length in miles if DME or RNAV is to be REFERENCE − used. Specify leg length in minutes if the pilot FAA Order JO 7110.65, Para 7 − 1 − 4, Visual Holding of VFR Aircraft.

requests it or you consider it necessary.

4 − 6 − 6. HOLDING FLIGHT PATH DEVIATION e. Direction of holding pattern turns only if left turns are to be made, the pilot requests it, or you Approve a pilot’s request to deviate from the consider it necessary. prescribed holding flight path if obstacles and traffic conditions permit.

PHRASEOLOGY − HOLD (direction) OF (fix/waypoint) ON (specified radial, 4 − 6 − 7. UNMONITORED NAVAIDs course, bearing, track, airway, azimuth(s), or route.)

Separate an aircraft holding at an unmonitored If leg length is specified, NAVAID from any other aircraft occupying the course which the holding aircraft will follow if it does (number of minutes/miles) MINUTE/MILE LEG.

not receive signals from the NAVAID.

If direction of turn is specified, 4 − 6 − 8. ILS PROTECTION/CRITICAL AREAS LEFT/RIGHT TURNS.

When the official weather observation indicates a f. Issue maximum holding airspeed advisories ceiling of less than 800 feet or visibility of 2 miles, do when an aircraft is: not authorize aircraft to hold below 5,000 feet AGL inbound toward the airport on or within 1 statute mile 1. Approved to exceed the maximum airspeed of the localizer between the ILS OM or the fix used of a pattern, and is cleared into a holding pattern that in lieu of the OM and the airport. USAF. The holding will protect for the greater speed; or restriction applies only when an arriving aircraft is 2. Observed deviating from the holding pattern between the ILS OM or the fix used in lieu of the OM airspace area; or and the runway.

REFERENCE − 3. Cleared into an airspeed restricted holding FAA Order 8260.3C, United States Standard for Terminal Instrument pattern in which the icon has not been published.

Procedures (TERPS), Chapter 17, Basic Holding Criteria.

Holding Aircraft 4 − 6 − 3 JO 7110.65Y 8/15/19

Section 7. Arrival Procedures

4 − 7 − 1. CLEARANCE INFORMATION 2. Arrival procedure descriptive text contained within parentheses (for example, “Devine One (RNAV) Arrival”) Clear an arriving aircraft to a clearance limit by are not included in arrival clearance phraseology.

specifying the following: c. Altitude instructions, as follows: a. Name of fix or airport.

1. Assigned altitude; or PHRASEOLOGY − 2. Instructions to vertically navigate on the CLEARED TO (destination) AIRPORT.

STAR/FMSP or STAR/FMSP transition.

Or EXAMPLE − CLEARED TO (NAVAID name and type if known).

“Bayview Three Arrival, Helen Transition, maintain Flight Or Level Three Three Zero.” CLEARED TO (intersection or waypoint name and type if “Descend via the Civit One Arrival.” known).

“Descend via the Lendy One Arrival, Runway 22 left.” b. Route of flight including a STAR/RNAV “Cross JCT at Flight Level Two Four Zero.” STAR/FMSP and STAR/RNAV STAR/FMSP trans- “Descend via the Coast Two Arrival.” ition, if appropriate. Assign a STAR/RNAV “Civit One Arrival, Descend and Maintain Flight Level STAR/FMSP and STAR/RNAV STAR/FMSP trans- Two Four Zero.” ition to any aircraft in lieu of other routes; e.g., REFERENCE − airways or preferential arrival routes when the FAA Order JO 7110.65, Para 4 − 5 − 7, Altitude Information.

AIM, Para 5 − 4 − 1, Standard Terminal Arrival (STAR), Area Navigation routings are the same. The clearance must include the (RNAV) STAR, and Flight Management System Procedures (FMSP) for name and transition, if necessary, of the STAR/RNAV Arrivals.

STAR/FMSP to be flown.

d. Issue holding instructions, EFC, and additional TERMINAL : When the STAR/RNAV STAR/FMSP delay information as required.

transition is designed to provide course guidance to e. Instructions regarding further communications multiple runways, the facility must state intended as appropriate.

runway number on initial contact, or as soon as REFERENCE − practical. If the runway assignment, or any FAA Order JO 7110.65, Para 2 − 1 − 17, Radio Communications Transfer.

subsequent runway change, is not issued prior to 10 NM from the runway transition waypoint, radar 4 − 7 − 2. ADVANCE DESCENT CLEARANCE vectors to final must be provided.

EN ROUTE PHRASEOLOGY − (STAR/RNAV STAR/FMSP name and number) ARRIVAL. Take the following action when exercising control of (STAR/RNAV STAR/FMSP name and number) ARRIVAL, aircraft landing at an airport located in an adjacent (transition name) TRANSITION.

center’s control area near the common boundary: CHANGE/AMEND TRANSITION TO (runway number).

a. Coordinate with the receiving facility for a CHANGE/AMEND TRANSITION TO (runway number) lower altitude and issue a clearance to the aircraft as TURN LEFT/RIGHT or HEADING (heading) FOR appropriate.

VECTOR TO FINAL APPROACH COURSE.

b. Initiate this action at a distance sufficient from EXAMPLE − “Rosewood One arrival.” destination to allow for normal descent and speed “Rosewood One arrival, Delta transition.” reduction.

“Change transition to Runway 09 right.” “Amend transition to Runway 22 left, turn right heading 4 − 7 − 3. SINGLE FREQUENCY 180 for vector to final approach course.” APPROACHES (SFA) NOTE − TERMINAL 1. If a civil pilot does not wish to use a STAR issued in an Where SFA procedures for military single-piloted ATC clearance or any other STAR published for that turbojet aircraft on an IFR flight plan are contained in location, the pilot is expected to advise ATC.

Arrival Procedures 4 − 7 − 1 JO 7110.65Y 8/15/19 a letter of agreement, do not require a radio frequency c. If practicable, use a frequency common to both change after the aircraft begins approach or after the GCA unit and approach control to minimize initial contact during an en route descent until a frequency changes.

landing or low approach has been completed except d. When a GCA unit is not able to communicate on under the following conditions: a common frequency, a change to a GCA frequency may be authorized.

REFERENCE − FAA Order JO 7610.4, Special Operations, Para 9 − 3 − 6, Single e. When a nonradar approach will be made, Frequency Approach (SFA).

P/CG Term − Single-Piloted Aircraft.

aircraft may be instructed to change to tower frequency when: a. During daylight hours while the aircraft is in VFR conditions. 1. The reported ceiling is at or above 1,500 feet and visibility is 5 statute miles or more.

b. On pilot request.

2. The aircraft reports able to proceed by visual c. When pilot cancels IFR flight plan.

reference to the surface.

3. The aircraft requests and is cleared for a d. In an emergency situation.

contact approach.

e. When aircraft is cleared for visual approach.

4. The aircraft is cleared for a visual approach.

f. Avoid making frequency/radar beacon changes 4 − 7 − 4. RADIO FREQUENCY AND RADAR after an aircraft begins a high altitude approach.

BEACON CHANGES FOR MILITARY g. In the event of a missed approach, do not require AIRCRAFT a frequency/radar beacon change before the aircraft reaches the missed approach altitude, the MEA, or the When military single-piloted turbojet aircraft will MVA.

conduct an approach wholly or partly in IFR REFERENCE − conditions or at night, take the following action: FAA Order JO 7110.65, Para 5 − 2 − 6, Function Code Assignments.

NOTE − 4 − 7 − 5. MILITARY TURBOJET EN ROUTE It is known that the mental distraction and the inadvertent movement of aircraft controls resulting from the pilot’s DESCENT turning, reaching, or leaning to change frequencies can Provide military turbojet aircraft the same arrival induce spatial disorientation (vertigo).

procedures that are provided for nonmilitary turbojet a. Avoid radio frequency and radar beacon aircraft except: changes to the maximum extent that communications NOTE − capabilities and traffic will permit. However, when It is the responsibility of the pilot to request a high altitude changes are required: approach if he/she does not want normal arrival handling.

a. An en route descent may be used in a nonradar 1. Give instructions early enough to allow the environment; however, radar capability should exist change before the aircraft reaches the approach fix or which will permit the aircraft to be vectored to the handoff point.

final approach course of a published high altitude 2. Keep frequency/radar beacon changes to a instrument approach procedure or PAR/ASR minimum below 2,500 feet above the surface.

approach. Do not use this procedure if other than normal vectoring delays are anticipated.

3. Avoid requiring frequency/radar beacon b. Prior to issuance of a descent clearance below changes during the time the aircraft is making a turn.

the highest initial approach fix altitude established for b. When traffic volume requires, a frequency any high altitude instrument approach procedure for other than the one used by aircraft making approaches the destination airport inform the aircraft: may be assigned for use in transferring control to the 1. Type of approach to expect.

approach control facility.

EXAMPLE − TERMINAL “Expect V − O − R approach to runway three two.” Arrival Procedures 4 − 7 − 2 JO 7110.65Y 8/15/19 2. Radar vectors will be provided to the final Class E surface area and any altitude restrictions that approach course. were issued; or EXAMPLE − 6. For aircraft executing a contact approach the “Expect surveillance/precision approach to runway one position of the aircraft.

seven; radar vectors to final approach course.” NOTE − 3. Current weather whenever the ceiling is Specific time requirements are usually stated in a letter of below 1,000 feet ( USAF: 1,500 feet) or the highest agreement.

circling minimum whichever is greater, or when the b. Forward the following information to approach visibility is less than 3 miles.

control facilities before transfer of control EXAMPLE − jurisdiction: “Expect ILS approach to runway eight; radar vectors to NOTE − localizer course. Weather (reported weather).” Transfer points are usually specified in a letter of agreement.

c. If ATIS is provided and the pilot advises he/she has received the current ATIS broadcast before the 1. Aircraft identification.

descent clearance in subpara b is issued, omit those 2. Type of aircraft and appropriate aircraft items in subpara b that are contained in the broadcast.

equipment suffix.

d. To avoid requiring an aircraft to fly at low 3. ETA or actual time, and proposed or actual altitudes for an excessive distance, descent clearance altitude over clearance limit. The ETA need not be should be issued at a point determined by adding 10 given if the arrival information is being forwarded to the first two digits of the flight level.

during a radar handoff.

EXAMPLE − 4. Clearance limit (when other than the For FL 370, 37  10 = 47 miles.

destination airport) and EFC issued to the aircraft.

NOTE − Clearance limit may be omitted when provided for in Turbojet en route descents are based on a rate of descent a letter of agreement.

of 4,000 to 6,000 feet per minute.

5. Time, fix, or altitude when control responsi- e. Do not terminate the en route descent of an bility is transferred to the approach control facility.

aircraft without the consent of the pilot except as This information may be omitted when provided for required by radar outage or an emergency situation.

in a letter of agreement.

REFERENCE − FAA Order JO 7110.65, Para 4 − 8 − 4, Altitude Assignment for Military PHRASEOLOGY − High Altitude Instrument Approaches.

(Identification), (type of aircraft), ESTIMATED/OVER (clearance limit), (time), (altitude), EFC (time).

4 − 7 − 6. ARRIVAL INFORMATION If required, EN ROUTE YOUR CONTROL, a. Forward the following information to nonap- proach control towers soon enough to permit or adjustment of the traffic flow or to FSSs (Alaska Only) soon enough to provide local airport advisory YOUR CONTROL AT (time, fix or altitude).

where applicable: 4 − 7 − 7. WEATHER INFORMATION 1. Aircraft identification.

2. Type of aircraft. EN ROUTE When an available official weather report indicates 3. ETA.

weather conditions are below a 1,000 − foot 4. Type of instrument approach procedure the ( USAF: 1,500 − foot) ceiling or below the highest aircraft will execute; or circling minimum, whichever is higher, or less than 5. For SVFR, the direction from which the three-miles visibility for the airport concerned, aircraft will enter Class B, Class C, Class D, or transmit the weather report and changes classified as Arrival Procedures 4 − 7 − 3 JO 7110.65Y 8/15/19 special weather observations to an arriving aircraft the clearance limit does not indicate which will be prior to or as part of the approach clearance when: used.

2. Runway if different from that to which the a. It is transmitted directly to the pilot via center instrument approach is made.

controller-to-pilot communications.

3. Surface wind.

b. It is relayed through a communications station other than an air carrier company radio or through a 4. Ceiling and visibility if the reported ceiling at nonapproach control facility. You may do this by the airport of intended landing is below 1,000 feet or telling the station or nonapproach control facility to below the highest circling minimum, whichever is issue current weather.

greater, or the visibility is less than 3 miles.

5. Altimeter setting for the airport of intended 4 − 7 − 8. BELOW MINIMA REPORT BY PILOT landing.

REFERENCE − If an arriving aircraft reports weather conditions are FAA Order JO 7110.65, Chapter 2, Section 7, Altimeter Settings.

below his/her landing minima: b. Upon pilot request, controllers must inform NOTE − pilots of the frequency where automated weather data Determination that existing weather/visibility is adequate may be obtained and, if appropriate, that airport for approach/landing is the responsibility of the weather is not available.

pilot/aircraft operator.

PHRASEOLOGY − a. Issue appropriate instructions to the aircraft to (Airport) AWOS/ASOS WEATHER AVAILABLE ON hold or proceed to another airport.

(frequency).

b. Adjust, as necessary, the position in the landing 1. ASOS/AWOS must be set to provide one sequence of any other aircraft desiring to make minute weather at uncontrolled airports that are approaches and issue approach clearances accord- without ground − to − air weather broadcast capability ingly.

by a CWO, NWS or FSS observer.

2. Controllers will consider the long − line 4 − 7 − 9. TRANSFER OF JURISDICTION disseminated weather from an automated weather system at an uncontrolled airport as trend information Transfer radio communications and control respons- only and must rely on the pilot for the current weather ibility early enough to allow the receiving facility to information for that airport.

clear an aircraft beyond the clearance limit before the aircraft reaches it. 3. Controllers must issue the last long − line disseminated weather to the pilot if the pilot is unable to receive the ASOS/AWOS broadcast.

4 − 7 − 10. APPROACH INFORMATION NOTE − a. Both en route and terminal approach control Aircraft destined to uncontrolled airports, which have sectors must provide current approach information to automated weather data with broadcast capability, should aircraft destined to airports for which they provide monitor the ASOS/AWOS frequency to ascertain the current weather at the airport. The pilot should advise the approach control services. This information must be controller when he/she has received the broadcast weather provided on initial contact or as soon as possible and state his/her intentions.

thereafter. Approach information contained in the ATIS broadcast may be omitted if the pilot states the c. Issue any known changes classified as special appropriate ATIS code. For pilots destined to an weather observations as soon as possible. Special airport without ATIS, items 3 − 5 below may be weather observations need not be issued after they are omitted after the pilot advises receipt of the included in the ATIS broadcast and the pilot states the automated weather; otherwise, issue approach appropriate ATIS code.

information by including the following: d. Advise pilots when the ILS on the runway in use 1. Approach clearance or type approach to be is not operational if that ILS is on the same frequency expected if two or more approaches are published and as an operational ILS serving another runway.

Arrival Procedures 4 − 7 − 4 JO 7110.65Y 8/15/19 EXAMPLE − whether or not conditions are adequate for the use of ATTS “Expect visual approach runway two five right, data on the CTRD where a facility directive authorizes its runway two five right I − L − S not operational.” use for the transfer of arrival data.

REFERENCE − REFERENCE − FAA Order JO 7110.65, Para 2 − 7 − 2, Altimeter Setting Issuance Below FAA Order JO 7210.3, Para 12 − 2 − 4, Use of Modify and Quick Look Functions.

Lowest Usable FL.

FAA Order JO 7110.65, Para 5 − 10 − 2, Approach Information. FAA Order JO 7210.3, Para 12 − 7 − 4, Use of STARS Quick Look 14 CFR Section 91.129 Operations in Class D Airspace, Functions.

Subpara (d)(2).

c. Where the collocated or satellite tower has e. TERMINAL : If multiple runway transitions are ATTS data displayed on its CTRD, the ATTS modify depicted on a STAR procedure, advise pilots of the or quick look functions may be used to forward runway assignment on initial contact or as soon as arrival data provided that a facility directive at the possible thereafter.

collocated tower or a letter of agreement with the satellite tower exists which outlines procedures for using ATTS for transferring this data.

4 − 7 − 11. ARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES d. Forward the following information to centers: TERMINAL 1. Where two or more instrument approach procedures are published for the airport, the a. Forward the following information to nonap- particular procedure which an aircraft can expect or proach control towers soon enough to permit that it will be vectored toward the airport for a visual adjustment of the traffic flow or to FSSs soon enough approach.

to provide local airport advisory where applicable: 2. Highest altitude being used by the approach 1. Aircraft identification.

control facility at the holding fix.

2. Type of aircraft.

3. Average time interval between successive 3. ETA. approaches.

4. Type of instrument approach procedure the 4. Arrival time of aircraft over the holding fix or, aircraft will execute; or if control has been transferred to you before an aircraft has reached the fix, a statement or other 5. For SVFR, the direction from which the indication acknowledging receipt of control aircraft will enter Class B, Class C, Class D, or responsibility.

Class E surface area and any altitude restrictions that were issued; or 5. Revised EFC if different by 10 minutes or more from that issued by the center.

6. For aircraft executing a contact approach, the 6. Missed approaches if they affect center position of the aircraft.

operations.

NOTE − Specific time requirements are usually stated in a letter of 7. Information relating to an unreported or agreement.

overdue aircraft.

b. Forward the following information to the tower when the tower and TRACON are part of the same 4 − 7 − 12. AIRPORT CONDITIONS facility: a. EN ROUTE. Before issuing an 1. Aircraft identification.

approach clearance , and subsequently as changes occur, inform an aircraft of any abnormal 2. Type aircraft if required for separation operation of approach and landing aids and of purposes.

destination airport conditions that you know of which 3. Type of instrument approach procedure might restrict an approach or landing. This and/or runway if differing from that in use.

information may be omitted if it is contained in the ATIS broadcast and the pilot states that he/she has NOTE − received the appropriate ATIS code.

The local controller has the responsibility to determine Arrival Procedures 4 − 7 − 5 JO 7110.65Y 8/15/19 NOTE − 1. Before or when an approach clearance is 1. Airport conditions information, in the provision of en issued.

route approach control service, does not include the 2. Before an en route descent clearance is following: issued.

a. The airport surface environment other than the landing area(s) (e.g. TAXIWAY, APRON or SERVICE keyword 3. TERMINAL. Prior to departure.

NOTAMs).

4. As soon as possible after receipt of any b . Obstruction information (e.g. OBST NOTAMs) for subsequent changes in previously issued RwyCC aircraft that will be cleared for an instrument approach.

information.

c. Information pertaining to cold temperature compensa- d. RwyCC may be issued in lieu of the complete tion.

FICON NOTAM. Issue the complete FICON 2. When advised of special use airspace (SUA) or military NOTAM upon pilot request, workload permitting.

training route (MTR) activation, appropriate action is EXAMPLE − taken to separate nonparticipating IFR aircraft from those Boston Runway Two Seven, field condition, three, three, activities when required, and/or to issue applicable three, one hundred percent, two inches dry snow over advisories as warranted. When meeting this requirement, compacted snow. Observed at one five three zero zulu.

there is no requirement for controllers to additionally issue the associated D NOTAM activating that SUA or MTR to NOTE − RwyCC may be transmitted via the ATIS as prescribed in the pilot. Accordingly, D NOTAMs for SUA that contain the Paragraphs 2 − 9 − 3, Content; 3 − 3 − 1, Landing Area accountability codes SUAE, SUAC, and SUAW are not Condition; 3 − 9 − 1, Departure Information; and 3 − 10 − 1, required to be issued.

Landing Information.

3. Although a pilot may have obtained NOTAM information during pre − flight briefings, airport conditions e. TERMINAL. Where RCRs are provided, may have changed in flight. Therefore a pilot stating, or a transmit this information to USAF and ANG aircraft.

controller asking, if they “have the NOTAMS” does not Issue the RCR to other aircraft upon pilot request.

relieve the controller of the responsibility of issuing airport NOTE − conditions that might restrict an approach or landing.

USAF offices furnish RCR information at airports serving Additionally, controller instructions to contact FSS to USAF and ANG aircraft.

obtain the NOTAMs does not relieve the controller of their responsibilities specified in this paragraph. REFERENCE − FAA Order JO 7110.65, Para 2 − 9 − 3, Content.

b. TERMINAL. On first contact or as soon as FAA Order JO 7110.65, Para 3 − 3 − 1, Landing Area Condition.

FAA Order JO 7110.65, Para 3 − 9 − 1, Departure Information.

possible thereafter, and subsequently as changes FAA Order JO 7110.65, Para 3 − 10 − 1, Landing Information.

occur, inform an aircraft of any abnormal operation of approach and landing aids and of destination 4 − 7 − 13. SWITCHING ILS RUNWAYS airport conditions that you know of which might restrict an approach or landing. This information may TERMINAL be omitted if it is contained in the ATIS broadcast and the pilot states the appropriate ATIS code.

When a change is made from one ILS to another at REFERENCE − airports equipped with multiple systems which are FAA Order JO 7110.65, Chapter 3, Section 3, Airport Conditions.

not used simultaneously, coordinate with the c. Issue RwyCC contained in a FICON NOTAM to facilities which use the fixes formed by reference to aircraft in accordance with one of the following: these NAVAIDs.

Arrival Procedures 4 − 7 − 6 JO 7110.65Y 8/15/19

Section 8. Approach Clearance Procedures

chart and a specific procedure is to be flown), 4 − 8 − 1. APPROACH CLEARANCE a. Clear aircraft for “standard” or “special” CLEARED (ILS/LDA) APPROACH, GLIDESLOPE instrument approach procedures only.

UNUSABLE.

1. To require an aircraft to execute a particular (To authorize a pilot to execute an ILS or an LDA approach instrument approach procedure, specify in the when the glideslope is out of service) approach clearance the name of the approach as published on the approach chart. Where more than CLEARED LOCALIZER APPROACH one procedure is published on a single chart and a specific procedure is to be flown, amend the approach (When the title of the approach procedure contains “or LOC”) clearance to specify execution of the specific approach to be flown. If only one instrument CANCEL APPROACH CLEARANCE (additional approach of a particular type is published, the instructions as necessary) approach needs not be identified by the runway reference.

(When it is necessary to cancel a previously issued 2. An aircraft conducting an ILS or LDA approach clearance) approach must be advised at the time an approach clearance is issued when the glideslope is reported out EXAMPLE − of service, unless the title of the published approach “Cleared Approach.” procedure allows (for example, ILS or LOC Rwy 05). “Cleared (V-O-R/I-L-S/Localizer) Approach.” “Cleared L-D-A Runway Three-Six Approach.” 3. Standard instrument approach procedures “Cleared Localizer Back Course Runway One-Three (SIAP) must begin at an initial approach fix (IAF) or Approach.” an intermediate fix (IF) if there is not an IAF.

“Cleared (GPS/RNAV Z) Runway Two-Two Approach.” “Cleared BRANCH ONE Arrival and (ILS/RNAV) Runway 4. Where adequate radar coverage exists, radar One-Three Approach.” facilities may vector aircraft to the final approach “Cleared I-L-S Runway Three-Six Approach, glideslope course in accordance with Paragraph 5 − 9 − 1, Vectors unusable.” to Final Approach Course, and Paragraph 5 − 9 − 2, “Cleared S-D-F Approach.” Final Approach Course Interception.

“Cleared G-L-S Approach.” NOTE − 5. Where adequate radar coverage exists, radar 1. Clearances authorizing instrument approaches are facilities may clear an aircraft to any fix 3 NM or more issued on the basis that, if visual contact with the ground prior to the FAF, along the final approach course, at is made before the approach is completed, the entire an intercept angle not greater than 30 degrees.

approach procedure will be followed unless the pilot receives approval for a contact approach, is cleared for a 6. Controllers must not disapprove a pilot visual approach, or cancels their IFR flight plan.

request to cold temperature compensate in conjunc- tion with the issuance of an approach clearance.

2. Approach clearances are issued based on known traffic.

The receipt of an approach clearance does not relieve the PHRASEOLOGY − pilot of his/her responsibility to comply with applicable CLEARED (type) APPROACH.

Parts of Title 14 of the Code of Federal Regulations and the notations on instrument approach charts which levy on the CLEARED APPROACH.

pilot the responsibility to comply with or act on an instruction; for example, “Straight-in minima not (To authorize a pilot to execute his/her choice of instrument authorized at night,” “Procedure not authorized when approach), glideslope/glidepath not used,” “Use of procedure limited CLEARED (specific procedure to be flown) APPROACH. to aircraft authorized to use airport,” or “Procedure not authorized at night” or Snowflake icon with associated temperature.

(Where more than one procedure is published on a single Approach Clearance Procedures 4 − 8 − 1 JO 7110.65Y 8/15/19 3. In some cases, the name of the approach, as published, requested compensating altitude if possible. This is used to identify the approach, even though a component eliminates pilots having to climb once on the approach.

of the approach aid, other than the localizer on an ILS is REFERENCE − inoperative. FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS).

4. Where more than one procedure to the same runway is P/CG Term – Cold Temperature Compensation AIM, Paragraph 5-1-17, Cold Temperature Operations published on a single chart, each must adhere to all final AIM, Paragraph 5-5-4, Instrument Approach approach guidance contained on that chart, even though 11. There are some systems, for example, Enhanced Flight each procedure will be treated as a separate entity when Vision System (EFVS), which allow pilots to conduct authorized by ATC.

Instrument Approach Procedures (IAP) when the reported 5. The use of alphabetical identifiers in the approach weather is below minimums prescribed on the IAP to be name with a letter from the end of the alphabet; for flown.

example, X, Y, Z, such as “HI TACAN Z Rwy 6L or REFERENCE − RNAV(GPS) Y Rwy 04”, denotes multiple straight-in 14 CFR § 91.175(l) approaches to the same runway that use the same approach P/CG Term  EFVS aid.

b. For aircraft operating on unpublished routes, 6. Alphabetical suffixes with a letter from the beginning of issue the approach clearance only after the aircraft is: the alphabet; for example, A, B, C, denote a procedure that 1. Established on a segment of a published route does not meet the criteria for straight-in landing minimums or instrument approach procedure, or (See authorization.

FIG 4 − 8 − 1) 7. 14 CFR Section 91.175(j) requires a pilot to receive a EXAMPLE − clearance to conduct a procedure turn when vectored to a The aircraft is established on a segment of a published final approach course or fix, conducting a timed approach, route at 5,000 feet. “Cleared V-O-R Runway Three Four or when the procedure specifies “NO PT . ” Approach.” 8. An aircraft which has been cleared to a holding fix and prior to reaching that fix is issued a clearance for an FIG 4 − 8 − 1 approach, but not issued a revised routing; that is, Approach Clearance Example “proceed direct to....” may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated\ with the beginning of a feeder route to be used, the aircraft is expected to commence the approach using the published feeder route to the IAF or from the IAF as appropriate; that is, the aircraft would not be expected to overfly and return to the IAF or feeder route.

9. Approach name items contained within parenthesis; for example, RNAV (GPS) Rwy 04, are not included in approach clearance phraseology.

10. Pilots are required to advise ATC when intending to apply cold temperature compensation to instrument approach segments. Pilots must advise ATC of the amount of compensation required for each affected segment on 2. Assigned an altitude to maintain until the initial contact or as soon as possible. Pilots are not aircraft is established on a segment of a published required to advise ATC when correcting on the final route or instrument approach procedure. (See FIG segment only. Controllers may delay the issuance of an 4 - 8 - 2.)

approach clearance to comply with approved separation requirements when informed that a pilot will apply cold EXAMPLE − temperature compensation (CTC). Pilots will not apply Aircraft 1 is cleared direct LEFTT. The MVA in the area is altitude compensation, unless authorized, when assigned 3,000 feet, and the aircraft is at 4,000 feet. “Cross LEFTT an altitude prior to an approach clearance. Consideration at or above three thousand five hundred, cleared RNAV should be given to vectoring aircraft at or above the Runway One Eight Approach.” Approach Clearance Procedures 4 − 8 − 2 JO 7110.65Y 8/15/19 angle of intercept is 90 degrees or less, the aircraft The MVA in the area is 3,000 feet and Aircraft 2 is at 3,000 must be instructed to conduct a straight-in approach feet. “Cleared direct LEFTT direct CENTR, maintain three if ATC does not want the pilot to execute a procedure thousand until CENTR, cleared straight-in RNAV Runway turn or hold-in-lieu of procedure turn. (See One Eight Approach.” FIG 4 − 8 − 3) FIG 4 − 8 − 2 PHRASEOLOGY − Approach Clearance Example CLEARED STRAIGHT-IN (type) APPROACH NOTE − 1. Restate “cleared straight-in” in the approach clear- ance even if the pilot was advised earlier to expect a straight-in approach.

2. Some approach charts have an arrival holding pattern depicted at the IAF using a “thin line” holding symbol. It is charted where holding is frequently required prior to starting the approach procedure so that detailed holding instructions are not required. The arrival holding pattern is not authorized unless assigned by ATC.

EXAMPLE − “Cleared direct SECND, maintain at or above three thousand until SECND, cleared straight-in ILS Runway One-Eight approach.” REFERENCE − AIM, Paragraph 5-4-5, Instrument Approach Procedure Charts AIM, Paragraph 5-4-9, Procedure Turn and Hold-in-lieu of Procedure NOTE − Turn 1. The altitude assigned must assure IFR obstruction FIG 4 − 8 − 3 clearance from the point at which the approach clearance Approach Clearance Example is issued until established on a segment of a published route For Aircraft On a Conventional Approach or instrument approach procedure.

2. If the altitude assignment is VFR-on-top, it is conceivable that the pilot may elect to remain high until arrival over the final approach fix which may require the pilot to circle to descend so as to cross the final approach fix at an altitude that would permit landing.

3. An aircraft is not established on an approach until at or above an altitude published on that segment of the approach.

REFERENCE − FAA Order 8260.3 United States Standard for Terminal Instrument Procedures (TERPS), Para 10-2 c. Except for visual approaches, do not clear an aircraft direct to the FAF unless it is also an IAF, wherein the aircraft is expected to execute the depicted procedure turn or hold-in-lieu of procedure turn.

d. Intercept angles greater than 90 degrees may be used when a procedure turn, a hold-in-lieu of procedure turn pattern, or arrival holding is depicted and the pilot will execute the procedure.

e. If a procedure turn, hold-in-lieu of procedure turn, or arrival holding pattern is depicted and the Approach Clearance Procedures 4 − 8 − 3 JO 7110.65Y 8/15/19 EXAMPLE − execute a hold-in-lieu procedure turn. “Cleared direct Aircraft 1 can be cleared direct to XYZ VORTAC, or CENTR, maintain at or above three thousand until CENTR, SECND because the intercept angle is 90 degrees or less. cleared straight-in RNAV Runway One-Eight Approach.” 2. Established on a heading or course direct to Aircraft 2 cannot be cleared to XYZ VORTAC because the the IF at an angle not greater than 90 degrees, intercept angle is greater than 90 degrees.

provided the following conditions are met: Aircraft 2 can be cleared to SECND if allowed to execute (a) Assign an altitude in accordance with b2 the hold-in-lieu of procedure turn pattern.

that will permit a normal descent to the FAF.

f. Except when applying radar procedures, timed NOTE − or visual approaches, clear an aircraft for an approach Controllers should expect aircraft to descend at to an airport when the preceding aircraft has landed approximately 150-300 feet per nautical mile when or canceled IFR flight plan.

applying guidance in subpara h2(a).

g. Where instrument approaches require radar (b) Radar monitoring is provided to the IF.

monitoring and radar services are not available, do (c) The SIAP must identify the intermediate not use the phraseology “cleared approach,” which fix with the letters “IF.” allows the pilot his/her choice of instrument (d) For procedures where an IAF is pub- approaches.

lished, the pilot is advised to expect clearance to the IF at least 5 miles from the fix.

RNAV APPLICATION EXAMPLE − h. For RNAV − equipped aircraft operating on “Expect direct CENTR for RNAV Runway One-Eight unpublished routes, issue approach clearance for Approach.” conventional or RNAV SIAP including approaches 3. Established on a heading or course direct to a with RF legs only after the aircraft is: (See fix between the IF and FAF, at an intercept angle not FIG 4 − 8 − 4).

greater than 30 degrees, and assigned an altitude in accordance with b2.

1. Established on a heading or course direct to the IAF at an intercept angle not greater than 90 EXAMPLE − degrees and is assigned an altitude in accordance with Aircraft 1 is more than 5 miles from SHANN. The minimum altitude for IFR operations (14 CFR Section 91.177) along b2. Radar monitoring is required to the IAF for the flight path to SHANN is 3,000 feet. SHANN is a step RNAV (RNP) approaches when no hold − in − lieu of down fix between the IF/IAF (CENTR) and the FAF. To procedure turn is executed.

clear Aircraft 1 to SHANN, ATC must ensure the intercept EXAMPLE − angle for the intermediate segment at SHANN is not Aircraft 1 can be cleared direct to CENTR. The intercept greater than 30 degrees and must be cleared to an altitude angle at that IAF is 90 degrees or less. The minimum that will allow a normal descent to the FAF. “Cleared direct altitude for IFR operations (14 CFR, section 91.177) along SHANN, cross SHANN at or above three thousand, cleared the flight path to the IAF is 3,000 feet. If a hold in lieu of RNAV Runway One-Eight Approach.” procedure turn pattern is depicted at an IAF and a TAA is REFERENCE − not defined, the aircraft must be instructed to conduct a FAA Order 7110.65, Par 5-6-2, Methods straight-in approach if ATC does not want the pilot to FAA Order 7110.65, Chapter 5, Section 9, Radar Arrivals Approach Clearance Procedures 4 − 8 − 4 JO 7110.65Y 8/15/19 FIG 4 − 8 − 4 3. Do not clear aircraft direct to any waypoint Approach Clearance Example beginning or within an RF leg.

For RNAV Aircraft 4. Do not assign fix/waypoint crossing speeds in excess of charted speed restrictions.

NOTE − 1. RNAV approaches (containing RF legs) that commence at 10,000 feet or above require special procedures that will be site specific and specified in a facility directive.

2. An RF leg is defined as a curved segment indicating a constant radius circular path about a defined turn center that begins at a waypoint. RF legs may have maximum airspeeds charted for procedural containment that must be followed.

3. If an aircraft is vectored off the procedure, expect the aircraft to request a return to an IAF.

FIG 4 − 8 − 5 Radius to Fix (RF) and Track to Fix (TF) EXAMPLE − Aircraft 2 cannot be cleared direct to CENTR unless the aircraft is allowed to execute the hold-in-lieu of procedure turn. The intercept angle at that IF/IAF is greater than 90 degrees. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. “Cleared direct CENTR, maintain at or above three thousand until CENTR, cleared RNAV Runway One-Eight approach.” The pilot is expected to proceed direct CENTR and execute the hold-in-lieu of procedure turn.

Aircraft 2 can be cleared direct LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. “Cleared direct LEFTT, NOTE − maintain at or above three thousand until LEFTT, cleared 1. The segment between THIRD and FORTH in RNAV Runway One-Eight Approach.” The pilot does not FIG 4 − 8 − 5 is an RF leg.

have to be cleared for a straight-in approach since no hold-in-lieu of procedure turn pattern is depicted at 2. The straight segments between waypoints in FIG 4 − 8 − 5 LEFTT.

are TF legs.

REFERENCE − j. Where a terminal arrival area (TAA) has been FAA Order JO 7110.65, Chapter 5, Section 9, Radar Arrivals established to support RNAV approaches, use the i. Clear RNAV − equipped aircraft conducting procedures under subpara b above. (See FIG 4 − 8 − 6.)

RNAV instrument approach procedures that contain NOTE − radius to fix (RF) legs: 1. Aircraft that are within the lateral boundary of a TAA, and at or above the TAA minimum altitude, are established 1. Via published transitions, or on the approach and may be issued an approach clearance 2. In accordance with paragraph h.

without an altitude restriction.

Approach Clearance Procedures 4 − 8 − 5 JO 7110.65Y 8/15/19 2. The TAA minimum altitude may be higher than the for an alternative approach, if available and MVA/MIA. If an aircraft is below the TAA minimum operational. Announce to other aircraft requesting an altitude, it must either be assigned an altitude to maintain RNAV approach that GPS is reported unavailable and until established on a segment of a published route or request intentions.

instrument approach procedure, or climbed to the TAA REFERENCE − altitude.

FAA Order JO 7110.65, Para 2 − 1 − 10, NAVAID Malfunctions.

FAA Order JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

EXAMPLE − Aircraft 1: The aircraft is at or above the minimum TAA m. When clearing an aircraft for an RNAV altitude and within the lateral boundary of the TAA.

approach, and a GPS NOTAM is published (a WAAS “Cleared R − NAV Runway One Eight Approach.” NOTAM is not issued), both GPS and WAAS may Aircraft 2: The MVA is 3000 feet and the aircraft is level at become unavailable. Therefore, when a GPS 4000 feet. The TAA minimum altitude is 4200 feet. The anomaly is reported, request the pilot’s intentions.

aircraft must be assigned an altitude to maintain until NOTE − established on a segment of the approach. “Cross RIGHT at or above three thousand, cleared R − NAV Runway One WAAS UNAVAILABLE NOTAMs are published to indicate a failure of a WAAS system component. Airborne Eight Approach.” Aircraft 3: The aircraft is inbound to the CHARR IAF on an GPS/WAAS equipment may revert to GPS − only operation which satisfies the requirements for basic RNAV (GPS) unpublished direct route at 7,000 feet. The minimum IFR approaches to the airport of intended landing or filed altitude for IFR operations (14 CFR Section 91.177) along alternate airport, if airborne equipment is approved for this flight path to the IAF is 5,000 feet. “Cleared direct such operations.

CHARR, maintain at or above five thousand until entering the TAA, cleared RNAV Runway One − Eight Approach.” 4 − 8 − 2. CLEARANCE LIMIT FIG 4 − 8 − 6 Basic “T” and TAA Design Issue approach or other clearances, as required, specifying the destination airport as the clearance limit if airport traffic control service is not provided even though this is a repetition of the initial clearance.

PHRASEOLOGY − CLEARED TO (destination) AIRPORT 4 − 8 − 3. RELAYED APPROACH CLEARANCE TERMINAL Include the weather report, when it is required and available, when an approach clearance is relayed through a communication station other than an air carrier company radio. You may do this by telling the station to issue current weather.

4 − 8 − 4. ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE INSTRUMENT APPROACHES k. When GPS TESTING NOTAMs are published Altitudes above those shown on the high altitude and testing is actually occurring, inform pilots instrument approach procedures chart may be requesting or cleared for a RNAV approach that GPS specified when required for separation.

may not be available and request intentions. Do not resume RNAV approach operations until certain that NOTE − To preclude the possibility of aircraft exceeding GPS interference is no longer a factor or such GPS rate-of-descent or airspeed limitations, the maximum testing exercise has ceased.

altitudes which may be assigned for any portion of the high l. During times when pilots report GPS anomalies, altitude instrument approach procedure will be determined request the pilot’s intentions and/or clear that aircraft through coordination between the ATC facility concerned Approach Clearance Procedures 4 − 8 − 6 JO 7110.65Y 8/15/19 and the military authority which originated the high exceed the circling approach area distance from the altitude instrument approach procedure.

runways within which required circling approach REFERENCE − obstacle clearance is assured.

FAA Order JO 7110.65, Para 4 − 7 − 5, Military Turbojet En Route Descent.

4 − 8 − 7. SIDE − STEP MANEUVER 4 − 8 − 5. SPECIFYING ALTITUDE TERMINAL Specify in the approach clearance the altitude shown in the approach procedures when adherence to that Side-step Maneuver. When authorized by an instru- altitude is required for separation. When vertical ment approach procedure, you may clear an aircraft separation will be provided from other aircraft by for an approach to one runway and inform the aircraft pilot adherence to the prescribed maximum, that landing will be made on a parallel runway.

minimum, or mandatory altitudes, the controller may EXAMPLE − omit specifying the altitude in the approach “Cleared I − L − S Runway seven left approach. Side-step to clearance.

runway seven right.” NOTE − NOTE − Use FAA or NGA instrument approach procedures charts Side-step maneuvers require higher weather minima/ appropriate for the aircraft executing the approach.

MDA. These higher minima/MDA are published on the instrument approach charts.

4 − 8 − 6. CIRCLING APPROACH REFERENCE − a. Circling approach instructions may only be FAA Order JO 7110.65, Para 3 − 3 − 2, Closed/Unsafe Runway Information.

given for aircraft landing at airports with operational P/CG Term − Side − step Maneuver.

control towers.

b. Include in the approach clearance instructions 4 − 8 − 8. COMMUNICATIONS RELEASE to circle to the runway in use if landing will be made on a runway other than that aligned with the direction If an IFR aircraft intends to land at an airport not of instrument approach. When the direction of the served by a tower or FSS, approve a change to the circling maneuver in relation to the airport/runway is advisory service frequency when you no longer required, state the direction (eight cardinal compass require direct communications.

points) and specify a left or right base/downwind leg as appropriate. PHRASEOLOGY − CHANGE TO ADVISORY FREQUENCY APPROVED.

PHRASEOLOGY − CIRCLE TO RUNWAY (number), NOTE − An expeditious frequency change permits the aircraft to or receive timely local airport traffic information in accordance with AC 90 − 42, Traffic Advisory Practices at CIRCLE (direction using eight cardinal compass points) Airports Without Operating Control Towers.

OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT BASE/DOWNWIND TO RUNWAY (number).

4 − 8 − 9. MISSED APPROACH NOTE − Where standard instrument approach procedures (SIAPs) Except in the case of a VFR aircraft practicing an authorize circling approaches, they provide a basic instrument approach, an approach clearance automat- minimum of 300 feet of obstacle clearance at the MDA within the circling area considered. The dimensions of ically authorizes the aircraft to execute the missed these areas, expressed in distances from the runways, vary approach procedure depicted for the instrument for the different approach categories of aircraft. In some approach being flown. An alternate missed approach cases a SIAP may otherwise restrict circling approach procedure as published on the appropriate FAA maneuvers.

Form 8260 or appropriate military form may be c. Do not issue clearances, such as “extend assigned when necessary. Once an aircraft com- downwind leg,” which might cause an aircraft to mences a missed approach, it may be radar vectored.

Approach Clearance Procedures 4 − 8 − 7 JO 7110.65Y 8/15/19 NOTE − at night,” or a Snowflake icon indicating mandatory 1. Alternate missed approach procedures are published on cold temperature compensation.

the appropriate FAA Form 8260 or appropriate military REFERENCE − form and require a detailed clearance when they are issued AIM, Paragraph 5-1-17, Cold Temperature Operations to the pilot. AIM, Paragraph 5-5-4, Instrument Approach AIM, Paragraph 5-5-5, Missed Approach 2. In the event of a missed approach involving a turn, unless otherwise cleared, the pilot will proceed to the 4 − 8 − 11. PRACTICE APPROACHES missed approach point before starting that turn.

Except for military aircraft operating at military 3. Pilots must advise ATC when intending to apply cold airfields, ensure that neither VFR nor IFR practice temperature compensation and of the amount of approaches disrupt the flow of other arriving and compensation required. Pilots will not apply altitude departing IFR or VFR aircraft. Authorize, withdraw compensation, unless authorized, when assigned an authorization, or refuse to authorize practice altitude if provided an initial heading to fly or radar vectors approaches as traffic conditions require. Normally, in lieu of published missed approach procedures.

Consideration should be given to vectoring aircraft at or approaches in progress should not be terminated.

above the requested compensating altitude if possible.

NOTE − REFERENCE − The priority afforded other aircraft over practice FAA Order JO 7110.65, Para 4 − 8 − 11, Practice Approaches.

instrument approaches is not intended to be so rigidly FAA Order JO 7110.65, Para 5 − 6 − 3, Vectors Below Minimum Altitude.

applied that it causes grossly inefficient application of FAA Order JO 7110.65, Para 5 − 8 − 3, Successive or Simultaneous services.

Departures.

FAA Order 8260.19, Flight Procedures and Airspace, Paras 404 and a. Separation.

815.

FAA Order 8260.3, United States Standard for Terminal Instrument 1. IFR aircraft practicing instrument ap- Procedures (TERPS), Paras 275, 278, 943, 957, and 997.

proaches must be afforded approved separation in AIM, Paragraph 5-5-5, Missed Approach accordance with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and Chapter 7 minima until: 4 − 8 − 10. APPROACH INFORMATION (a) The aircraft lands, and the flight is Specify the following in the approach clearance when terminated, or the pilot says he/she is unfamiliar with the procedure: (b) The pilot cancels the flight plan.

a. Initial approach altitude.

2. Where procedures require application of IFR b. Direction and distance from the holding fix separation to VFR aircraft practicing instrument within which procedure turn is to be completed.

approaches, IFR separation in accordance with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and c. Altitude at which the procedure turn is to be Chapter 7 must be provided. Controller responsibil- made.

ity for separation begins at the point where the d. Final approach course and altitude.

approach clearance becomes effective. Except for super or heavy aircraft, 500 feet vertical separation e. Missed approach procedures if considered may be applied between VFR aircraft and between a necessary.

VFR and an IFR aircraft.

PHRASEOLOGY − REFERENCE − INITIAL APPROACH AT (altitude), PROCEDURE TURN FAA Order JO 7210.3, Para 6 − 4 − 4, Practice Instrument Approaches.

AT (altitude), (number) MINUTES/MILES (direction), FAA Order JO 7210.3, Para 10 − 4 − 5, Practice Instrument Approaches.

FINAL APPROACH ON (name of NAVAID) (specified) 3. Where separation services are not provided to COURSE/RADIAL/AZIMUTH AT (altitude).

VFR aircraft practicing instrument approaches, the f. Applicable notations on instrument approach controller must; charts which levy on the pilot the responsibility to (a) Instruct the pilot to maintain VFR.

comply with or act on an instruction; for example, (b) Advise the pilot that separation services “Straight-in minima not authorized at night,” are not provided.

“Procedure not authorized when glideslope/glidepath not used,” “Use of procedure limited to aircraft PHRASEOLOGY − authorized to use airport,” “Procedure not authorized “(Aircraft identification) MAINTAIN VFR, PRACTICE Approach Clearance Procedures 4 − 8 − 8 JO 7110.65Y 8/15/19 APPROACH APPROVED, NO SEPARATION SERVICES 4 − 8 − 11 a2, separation must be provided throughout PROVIDED.” the procedure including the missed approach. If the practice approach is conducted in accordance with (c) Provide traffic information or advise the paragraph 4 − 8 − 11 a3, separation services are not pilot to contact the appropriate facility.

required during the missed approach.

4. If an altitude is assigned, including at or REFERENCE − above/below altitudes, the altitude specified must FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

meet MVA, minimum safe altitude, or minimum IFR altitude criteria.

4 − 8 − 12. LOW APPROACH AND TOUCH- REFERENCE − AND-GO FAA Order JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

5. All VFR aircraft must be instructed to Consider an aircraft cleared for a touch-and-go, low maintain VFR on initial contact or as soon as possible approach, or practice approach as an arriving aircraft thereafter. until that aircraft touches down or crosses the landing threshold; thereafter, consider the aircraft as a NOTE − departing aircraft. Before the aircraft begins its final This advisory is intended to remind the pilot that even descent, issue the appropriate departure instructions though ATC is providing IFR-type instructions, the pilot is responsible for compliance with the applicable parts of the the pilot is to follow upon completion of the approach CFR governing VFR flight.

(in accordance with Para 4 − 3 − 2, Departure Clearances). Climb-out instructions must include a b. Missed Approaches.

specific heading or a route of flight and altitude, 1. Unless alternate instructions have been except when the aircraft will maintain VFR and issued, IFR aircraft are automatically authorized to contact the tower.

execute the missed approach depicted for the EXAMPLE − instrument approach being flown.

“After completing low approach, climb and maintain six REFERENCE − thousand. Turn right, heading three six zero.” FAA Order JO 7110.65, Para 4 − 8 − 9, Missed Approach.

2. VFR aircraft are not automatically authorized “Maintain VFR, contact tower.” to execute the missed approach procedure. This (Issue other instructions as appropriate.)

authorization must be specifically requested by the pilot and approved by the controller. When a missed NOTE − approach has been approved and the practice Climb-out instructions may be omitted after the first approach is conducted in accordance with paragraph approach if instructions remain the same.

Approach Clearance Procedures 4 − 8 − 9

JO 7110.65Y 8/15/19

Chapter 5. Radar

Section 1. General

5 − 1 − 1. PRESENTATION AND EQUIPMENT alignment accuracy; therefore, controller alignment PERFORMANCE checks are not required.

Provide radar service only if you are personally 5 − 1 − 3. ATC SURVEILLANCE SOURCE USE satisfied that the radar presentation and equipment performance is adequate for the service being Use approved ATC Surveillance Sources.

provided.

REFERENCE − FAA Order JO 7110.65, Para 5 − 1 − 4, Beacon Range Accuracy.

NOTE − FAA Order JO 7110.65, Para 5 − 2 − 16, Inoperative or Malfunctioning The provision of radar service is not limited to the distance Interrogator.

and altitude parameters obtained during the commission- a. Secondary radar may be used as the sole display ing flight check. FAA Order 8200.1, United States Standard source as follows: Flight Inspection Manual, Chapter 14, Surveillance, describes the surveillance flight inspection procedures.

1. In Class A airspace.

REFERENCE − FAA Order JO 7110.65, Para 5 − 2 − 17, Failed Transponder in Class A 5 − 1 − 2. ALIGNMENT ACCURACY CHECK Airspace.

14 CFR Section 91.135, Operations in Class A Airspace.

TERMINAL 2. Outside Class A airspace, or where mix of Class A airspace/non − Class A airspace exists, only a. At locations not equipped with Digital Terminal when: Automation Systems (DTAS), during relief briefing, or as soon as possible after assuming responsibility (a) Additional coverage is provided by for a control position, check the operating equipment secondary radar beyond that of the primary radar, or for alignment accuracy and display acceptability.

(b) The primary radar is temporarily unusable Recheck periodically throughout the watch.

or out of service. Advise pilots when these conditions REFERENCE − exist, or FAA Order JO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, and Chapter 11.

PHRASEOLOGY − Comparable Military Directives.

PRIMARY RADAR UNAVAILABLE (describe location).

RADAR SERVICES AVAILABLE ON TRANSPONDER 1. Check the alignment of the radar video EQUIPPED AIRCRAFT ONLY.

display by assuring that the video/digital map or NOTE − overlay is properly aligned with a permanent target of 1. Advisory may be omitted when provided on ATIS and known range and azimuth on the radar display. Where pilot indicates having ATIS information.

possible, check one permanent target per quadrant.

2. This provision is to authorize secondary radar only 2. Accuracy of the radar video display must be operations where there is no primary radar available and verified for digitized radar systems by using the the condition is temporary.

moving target indicator (MTI) reflectors, fixed (c) A secondary radar system is the only location beacon transponders (Parrots), beacon source of radar data for the area of service. When the real − time quality control (RTQC) symbols or system is used for separation, beacon range accuracy calibration performance monitor equipment (CPME) is assured, as provided in Paragraph 5 − 1 − 4, Beacon beacon targets.

Range Accuracy. TERMINAL. Advise pilots when REFERENCE − these conditions exist.

FAA Order JO 7210.3, Para 3 − 7 − 1, Tolerance for Radar Fix Accuracy.

NOTE − 3. Digital Terminal Automation Systems Advisory may be omitted when provided on ATIS or by (DTAS) conduct continuous self − monitoring of other appropriate notice to pilots.

General 5 − 1 − 1 JO 7110.65Y 8/15/19 b. TERMINAL. Do not use secondary radar only b. If beacon range accuracy cannot be verified, to conduct surveillance (ASR) final approaches you may use beacon targets only for traffic unless an emergency exists and the pilot concurs. information.

REFERENCE − c. All procedures and requirements relating to FAA Order JO 7110.65, Para 5 − 1 − 3, Radar Use.

ATC services using secondary radar targets apply to ATC services provided to targets derived from 5 − 1 − 5. ELECTRONIC ATTACK (EA) ADS-B and WAM.

ACTIVITY a. Refer all EA activity requests to the appropriate NOTE − Targets derived from ADS-B and/or WAM cannot be used center supervisor.

to provide 3NM separation in the EAS. 3NM targets are not REFERENCE − derived from ADS-B and/or WAM within the EAS.

FAA Order JO 7610.4, Chapter 2, Section 7, Electronic Attack (EA) and Testing Coordination.

REFERENCE − FAA Order JO 7110.65, Para4 − 1 − 2, Exceptions. NOTE − FAA Order JO 7110.65, Para 4 − 4 − 2, Route Structure Transitions EA activity can subsequently result in a request to apply FAA Order JO 7110.65, Para 5 − 5 − 1, Application EA videos to the radar system which may necessitate the FAA Order JO 7110.65, Para 6 − 5 − 4, Minima Along Other Than decertification of the narrowband search radar. The Established Airways or Routes Systems Engineer should be consulted concerning the FAA Order JO 7110.65, Chapter 6, Nonradar FAA Order JO 7110.65, Para 5 − 5 − 4, Minima effect of EA on the operational use of the narrowband radar FAA Order JO 7210.3 3-6-2 ATC Surveillance Source Use prior to approving/disapproving requests to conduct EA activity.

b. When EA activity interferes with the opera- 5 − 1 − 4. BEACON RANGE ACCURACY tional use of radar: a. You may use beacon targets for separation 1. EN ROUTE. Request the responsible mili- purposes if beacon range accuracy is verified by one tary unit or aircraft, if initial request was received of the following methods: directly from pilot, to suspend the activity.

NOTE − 2. TERMINAL. Request suspension of the 1. The check for verification of beacon range accuracy activity through the ARTCC. If immediate cessation accomplished by correlation of beacon and primary radar of the activity is required, broadcast the request targets of the same aircraft is not a check of display directly to the EA aircraft on the emergency accuracy. Therefore, it is not necessary that it be done using frequency. Notify the ARTCC of direct broadcast as the same display with which separation is being provided, soon as possible.

nor the same targets being separated.

c. When previously suspended activity will no 2. Narrowband and Full Digital Automation Systems: longer interfere: Technical operations personnel verify beacon range accuracy for automated narrowband display equipment 1. EN ROUTE. Inform the NORAD unit or and Full Digital Terminal Automation Systems. Con- aircraft that it may be resumed.

sequently, further verification by the controller is 2. TERMINAL. Inform the ARTCC or aircraft unnecessary.

that it may be resumed. Obtain approval from the 1. Correlate beacon and primary targets of the ARTCC prior to broadcasting a resume clearance same aircraft (not necessarily the one being provided directly to the aircraft.

separation) to assure that they coincide.

d. In each stop request, include your facility name, type of EA activity (chaff dispensing − 2. When beacon and primary targets of the same “stream”/“burst” or electronic jamming − “buzzer”), aircraft do not coincide, correlate them to assure that radar band affected and, when feasible, expected any beacon displacement agrees with the specified duration of suspension.

distance and direction for that particular radar system.

PHRASEOLOGY − BIG PHOTO (identification, if known) (name) 3. Refer to beacon range monitoring equipment CENTER/TOWER/APPROACH CONTROL.

where so installed.

General 5 − 1 − 2 JO 7110.65Y 8/15/19 To stop EA activity : substitute for a video map or map overlay; e.g., to form intersections, airway boundaries, final approach STOP STREAM/BURST IN AREA (area name) (degree and courses, etc.

distance from facility), b. Fixed electronic cursors may be used to form or the final approach course for surveillance approaches conducted by military operated mobile radar STOP BUZZER ON (frequency band or channel).

facilities.

To resume EA activity : 5 − 1 − 8. MERGING TARGET PROCEDURES RESUME STREAM/BURST, a. Except while they are established in a holding pattern, apply merging target procedures to all radar or identified: RESUME BUZZER ON (frequency band or channel).

1. Aircraft at 10,000 feet and above.

2. Turbojet aircraft regardless of altitude.

5 − 1 − 6. SERVICE LIMITATIONS REFERENCE − P/CG Term − Turbojet Aircraft.

a. When radar mapping is not available, limit 3. Presidential aircraft regardless of altitude.

radar services to: b. Issue traffic information to those aircraft listed 1. Separating identified aircraft targets.

in subpara a whose targets appear likely to merge 2. Vectoring aircraft to intercept a PAR final unless the aircraft are separated by more than the approach course.

appropriate vertical separation minima.

EXAMPLE − 3. Providing radar service in areas that ensure no “Traffic twelve o’clock, seven miles, eastbound, MD − 80, at confliction with traffic on airways, other ATC areas one seven thousand.” of jurisdiction, restricted or prohibited areas, terrain, etc.

“United Sixteen and American Twenty-five, traffic twelve o’clock, one zero miles, opposite direction, b. EN ROUTE. When the position symbol eastbound seven twenty seven at flight level three three associated with the data block falls more than one zero, westbound MD − Eighty at flight level three one zero.” history behind the actual aircraft target or there is no target symbol displayed, the Mode C information in c. When both aircraft in subpara b are in RVSM the data block must not be used for the purpose of airspace, and vertically separated by 1,000 feet, if determining separation. either pilot reports they are unable to maintain RVSM due to turbulence or mountain wave, vector either c. Report radar malfunctions immediately for aircraft to avoid merging with the target of the other corrective action and for dispatch of a Notice to aircraft.

Airmen. Advise adjacent ATC facilities when EXAMPLE − appropriate.

“Delta One Twenty Three, fly heading two niner zero, REFERENCE − vector for traffic. Traffic twelve o’clock, one zero miles, FAA Order JO 7110.65, Para 2 − 1 − 9, Reporting Essential Flight opposite direction, MD − 80 eastbound at flight level three Information.

two zero.” FAA Order JO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, and Chapter 11 Section 2.

d. If the pilot requests, vector his/her aircraft to avoid merging with the target of previously issued 5 − 1 − 7. ELECTRONIC CURSOR traffic.

NOTE − TERMINAL Aircraft closure rates are so rapid that when applying a. An electronic cursor may be used to aid in merging target procedures, controller issuance of traffic identifying and vectoring an aircraft and to give finer must be commenced in ample time for the pilot to decide if delineation to a video map. Do not use it as a a vector is necessary.

General 5 − 1 − 3 JO 7110.65Y 8/15/19 REFERENCE − e. If unable to provide vector service, inform the FAA Order JO 7210.3, Para 6 − 1 − 6, Flight Progress Strip Usage.

pilot.

FAA Order JO 7210.3, Para 10 − 1 − 8, Flight Progress Strip Usage.

NOTE − 5 − 1 − 12. POSITION REPORTING The phraseology “Unable RVSM due turbulence (or mountain wave)” is only intended for severe turbulence or If necessary, you may request an aircraft to provide an other weather encounters with altitude deviations of estimate or report over a specific fix. After an aircraft approximately 200 feet or more.

receives the statement “radar contact” from ATC, it discontinues reporting over compulsory reporting 5 − 1 − 9. HOLDING PATTERN points. It resumes normal position reporting when SURVEILLANCE ATC informs it “radar contact lost” or “radar service terminated.” Provide radar surveillance of outer fix holding pattern REFERENCE − airspace areas, or any portions thereof, shown on your P/CG Term − Radar Contact.

radar scope (displayed on the video map or scribed on a. When required, inform an aircraft of its position the map overlay) whenever aircraft are holding there.

with respect to a fix or airway.

Attempt to detect any aircraft that stray outside the PHRASEOLOGY − area. If you detect an aircraft straying outside the area, OVER/PASSING (fix).

assist it to return to the assigned airspace.

(Number of miles) MILES FROM (fix).

5 − 1 − 10. DEVIATION ADVISORIES (Number of miles) MILES (direction) OF (fix, airway, or Inform an aircraft when it is observed in a position location).

and on a track which will obviously cause the aircraft CROSSING/JOINING/DEPARTING (airway or route).

to deviate from its protected airspace area. If necessary, help the aircraft to return to the assigned INTERCEPTING/CROSSING (name of NAVAID) protected airspace.

(specified) RADIAL.

NOTE − 1. RNAV ATS routes have a width of 8 miles and laterally 5 − 1 − 13. RADAR SERVICE TERMINATION protected airspace of 4 miles on each side of the route centerline a. Inform aircraft when radar service is terminated.

2. Navigation system performance requirements for operations on RNAV ATS routes require the aircraft system PHRASEOLOGY − be capable of remaining within 2 miles of the route RADAR SERVICE TERMINATED (nonradar routing if centerline. Aircraft approaching this limit may be required).

experiencing a navigation system error or failure.

b. Radar service is automatically terminated and REFERENCE − the aircraft needs not be advised of termination when: FAA Order JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments.

FAA Order JO 7110.65, Para 7 − 9 − 3, Methods. NOTE − FAA Order 7400.2, Para 20-5-3. Lateral Protected Airspace Criteria 1. Termination of radar monitoring when conducting for RNAV En Route Segments simultaneous ILS approaches is prescribed in Para 5 − 9 − 7, AC90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Simultaneous Independent Approaches − Dual & Triple.

Operations, Para 8a. Navigation System Accuracy 2. Termination of radar monitoring where PAR equipment is used to monitor approaches is prescribed in 5 − 1 − 11. RADAR FIX POSTING Para 5 − 13 − 3, Monitor Information.

EN ROUTE 1. An aircraft cancels its IFR flight plan, except within Class B airspace, Class C airspace, TRSA, or A controller is required to manually record at least where basic radar service is provided.

once the observed or reported time over a fix for each controlled aircraft in their sector of responsibility 2. An aircraft conducting an instrument, visual, only when the flight progress recording components or contact approach has landed or has been instructed of the EAS FDP are not operational. to change to advisory frequency.

General 5 − 1 − 4 JO 7110.65Y 8/15/19 3. At tower-controlled airports where radar 5. TERMINAL. An aircraft completes a radar coverage does not exist to within / mile of the end approach.

of the runway, arriving aircraft must be informed REFERENCE − FAA Order JO 7110.65, Para 7 − 6 − 12, Service Provided When Tower is when radar service is terminated.

Inoperative.

REFERENCE − FAA Order JO 7210.3, Para 10 − 5 − 6, Radar Tolerances.

4. TERMINAL. An arriving VFR aircraft re- ceiving radar service to a tower-controlled airport within Class B airspace, Class C airspace, TRSA, or where basic radar service is provided has landed, or to all other airports, is instructed to change to tower or advisory frequency.

General 5 − 1 − 5 JO 7110.65Y 8/15/19

Section 2. Beacon Systems

5 − 2 − 1. ASSIGNMENT CRITERIA 2. When an IFR aircraft, or a VFR aircraft that has been assigned a beacon code by the ARTCC computer and a. General.

whose flight plan will terminate in another facility’s area, cancels ATC service or does not activate the flight plan, 1. Mode 3/A is designated as the common ensure that appropriate action is taken to remove strips (RS military/civil mode for air traffic control use.

message) on that aircraft.

2. Make radar beacon code assignments to only b. Make handoffs to other positions/sectors on the Mode 3/A transponder-equipped aircraft.

computer-assigned code.

b. Unless otherwise specified in a directive or a c. Coastal facilities accepting “over” traffic that letter of agreement, make code assignments to will subsequently be handed-off to an oceanic departing, en route, and arrival aircraft in accordance ARTCC must reassign a new discrete beacon code to with the procedures specified in this section for the an aircraft when it first enters the receiving facility’s radar beacon code environment in which you are airspace. The code reassignment must be accom- providing ATC service. Give first preference to the plished by inputting an appropriate message into the use of discrete beacon codes.

computer and issued to the pilot while operating in the first sector/position in the receiving facility’s PHRASEOLOGY − airspace.

SQUAWK THREE/ALFA (code), NOTE − or Per an agreement between FAA and the Department of Defense, 17 Code subsets in the NBCAP have been SQUAWK (code).

reserved for exclusive military use outside NBCAP NOTE − airspace. To maximize the use of these subsets, they have been allocated to ARTCC’s underlying NBCAP airspace A code environment is determined by an operating position’s/sector’s equipment capability to decode radar that do not abut an oceanic ARTCC’s area. To preclude a beacon targets using either the first and second or all potential situation where two aircraft might be in the same airspace at the same time on the same discrete code, it is four digits of a beacon code.

necessary to reassign an aircraft another code as specified REFERENCE − in subpara c.

FAA Order JO 7110.65, Para 5 − 3 − 3, Beacon Identification Methods.

REFERENCE − FAA Order JO 7110.65, Para 5 − 2 − 4, Mixed Environment.

5 − 2 − 2. DISCRETE ENVIRONMENT FAA Order JO 7110.65, Para 5 − 2 − 10, VFR Code Assignments.

FAA Order JO 7110.65, Para 5 − 3 − 3, Beacon Identification Methods.

a. Issue discrete beacon codes assigned by the computer. Computer-assigned codes may be modi- 5 − 2 − 3. NONDISCRETE ENVIRONMENT fied as required.

a. Assign appropriate nondiscrete beacon codes 1. TERMINAL. Aircraft that will remain within from the function codes specified in Paragraph the terminal facility’s delegated airspace must be 5 − 2 − 6, Function Code Assignments.

assigned a code from the code subset allocated to the b. Unless otherwise coordinated at the time of terminal facility.

handoff, make handoffs to other positions/sectors on 2. TERMINAL. Unless otherwise specified in a an appropriate nondiscrete function code.

facility directive or a letter of agreement, aircraft that REFERENCE − will enter an adjacent ATTS facility’s delegated FAA Order JO 7110.65, Para 5 − 2 − 4, Mixed Environment.

FAA Order JO 7110.65, Para 5 − 2 − 10, VFR Code Assignments.

airspace must be assigned a beacon code assigned by FAA Order JO 7110.65, Para 5 − 3 − 3, Beacon Identification Methods.

the ARTCC computer.

NOTE − 5 − 2 − 4. MIXED ENVIRONMENT 1. This will provide the adjacent facility advance a. When discrete beacon code capability does not information on the aircraft and will cause auto-acquisition exist in your area of responsibility, comply with the of the aircraft prior to handoff.

Beacon Systems 5 − 2 − 1 JO 7110.65Y 8/15/19 procedures specified in Paragraph 5 − 2 − 3, Nondis- 3. For handoffs from terminal facilities when so crete Environment. specified in a letter of agreement as follows: NOTE − (a) Within NBCAP airspace − Code 0100 to In a mixed code environment, a situation may exist where Code 0400 inclusive or any other code authorized by a discrete-equipped position/sector exchanges control of the appropriate service area office.

aircraft with nondiscrete-equipped facilities or vice versa.

(b) Outside NBCAP airspace − Code 1000 or b. When discrete beacon code capability exists in one of the codes from 0100 to 0700 inclusive or any your area of responsibility: other code authorized by the appropriate service area office.

1. Comply with the procedures specified in Paragraph 5 − 2 − 2, Discrete Environment, and b. Assign codes to en route IFR aircraft as follows: NOTE − 2. Unless otherwise coordinated at the time of 1. FL 180 may be used in lieu of FL 240 where the base of handoff, assign aircraft that will enter the area of Class A airspace and the base of the operating sector are responsibility of a nondiscrete-equipped position/ at FL 180, and for interfacility handoff the receiving sector sector an appropriate nondiscrete function code from is also stratified at FL 180.

the codes specified in Paragraph 5 − 2 − 6, Function 2. The provisions of subparas b2(b) and (c) may be Code Assignments, prior to initiating a handoff.

modified by facility directive or letter of agreement when REFERENCE − operational complexities or simplified sectorization FAA Order JO 7110.65, Para 4 − 2 − 8, IFR-VFR and VFR-IFR Flights.

indicate. Letters of agreement are mandatory when the FAA Order JO 7110.65, Para 5 − 2 − 10, VFR Code Assignments.

FAA Order JO 7110.65, Para 5 − 3 − 3, Beacon Identification Methods.

operating sectors of two facilities are not stratified at identical levels. The general concept of utilizing Codes 2100 through 2500 within Class A airspace should 5 − 2 − 5. RADAR BEACON CODE CHANGES be adhered to.

Unless otherwise specified in a directive or a letter of 1. Aircraft operating below FL 240 or when agreement or coordinated at the time of handoff, do control is transferred to a controller whose area not request an aircraft to change from the code it was includes the stratum involved.

squawking in the transferring facility’s area until the (a) Code 1000 may be assigned to aircraft aircraft is within your area of responsibility.

changing altitudes.

REFERENCE − FAA Order JO 7110.65, Para 4 − 2 − 8, IFR-VFR and VFR-IFR Flights.

(b) Code 1100 to an aircraft operating at an FAA Order JO 7110.65, Para 5 − 3 − 3, Beacon Identification Methods.

assigned altitude below FL 240. Should an additional code be operationally desirable, Code 1300 must be 5 − 2 − 6. FUNCTION CODE ASSIGNMENTS assigned.

Unless otherwise specified by a directive or a letter of 2. Aircraft operating at or above FL 240 or when control is transferred to a controller whose area agreement, make nondiscrete code assignments from the following categories: includes the stratum involved.

(a) Code 2300 may be assigned to aircraft a. Assign codes to departing IFR aircraft as changing altitudes.

follows: (b) Code 2100 to an aircraft operating at an 1. Code 2000 to an aircraft which will climb to assigned altitude from FL 240 to FL 330 inclusive.

FL 240 or above or to an aircraft which will climb to Should an additional code be operationally desirable, FL 180 or above where the base of Class A airspace Code 2200 must be assigned.

and the base of the operating sector are at FL 180, and for interfacility handoff the receiving sector is also (c) Code 2400 to an aircraft operating at an stratified at FL 180. The en route code must not be assigned altitude from FL 350 to FL 600 inclusive.

assigned until the aircraft is established in the high Should an additional code be operationally desirable, altitude sector.

Code 2500 must be assigned.

2. Code 1100 to an aircraft which will remain 3. Code 4000 when aircraft are operating on a below FL 240 or below FL 180 as above. flight plan specifying frequent or rapid changes in Beacon Systems 5 − 2 − 2 JO 7110.65Y 8/15/19 PHRASEOLOGY − assigned altitude in more than one stratum or other SQUAWK MAYDAY ON 7700.

conditions of flight not compatible with a stratified code assignment.

b. After radio and radar contact have been established, you may request other than single- NOTE − piloted helicopters and single-piloted turbojet aircraft 1. Categories of flight that can be assigned Code 4000 to change from Code 7700 to another code include certain flight test aircraft, MTR missions, aerial refueling operation requiring descent involving more than appropriate for your radar beacon code environment.

one stratum, ALTRVs where continuous monitoring of ATC NOTE − communications facilities is not required and frequent 1. The code change, based on pilot concurrence, the altitude changes are approved, and other aircraft nature of the emergency, and current flight conditions will operating on flight plans requiring special handling by signify to other radar facilities that the aircraft in distress ATC.

is identified and under ATC control.

2. Military aircraft operating VFR or IFR in restricted/ 2. Pilots of single-piloted helicopters and single-piloted warning areas or VFR on VR routes will adjust their turbojet aircraft may be unable to reposition transponder transponders to reply on Code 4000 unless another code controls during the emergency.

has been assigned by ATC or coordinated, if possible, with PHRASEOLOGY − ATC.

RADAR CONTACT (position). IF FEASIBLE, SQUAWK (code).

c. Assign the following codes to arriving IFR REFERENCE − aircraft, except military turbojet aircraft as specified FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

in Paragraph 4 − 7 − 4, Radio Frequency and Radar c. The following must be accomplished on a Beacon Changes for Military Aircraft: Mode C equipped VFR aircraft which is in NOTE − emergency but no longer requires the assignment of FL 180 may be used in lieu of FL 240 where the base of Code 7700 : Class A airspace and the base of the operating sector are at FL 180, and for interfacility handoff the receiving sector 1. TERMINAL. Assign a beacon code that will is also stratified at FL 180.

permit terminal minimum safe altitude warning (MSAW) alarm processing.

1. Code 2300 may be assigned for descents while above FL 240.

2. EN ROUTE. An appropriate keyboard entry must be made to ensure en route MSAW (EMSAW) 2. Code 1500 may be assigned for descents into alarm processing.

and while within the strata below FL 240, or with prior coordination the specific code utilized by the 5 − 2 − 8. RADIO FAILURE destination controller, or the code currently assigned when descent clearance is issued.

When you observe a Code 7600 display, apply the procedures in Paragraph 10 − 4 − 4, Communications 3. The applicable en route code for the holding Failure.

altitude if holding is necessary before entering the NOTE − terminal area and the appropriate code in subparas 1 Should a transponder-equipped aircraft experience a loss or 2.

of two-way radio communications capability, the pilot can REFERENCE − be expected to adjust his/her transponder to Code 7600 .

FAA Order JO 7110.65, Para 4 − 2 − 8 , IFR-VFR and VFR-IFR Flights.

REFERENCE − FAA Order JO 7110.65, Para 5 − 2 − 3 , Nondiscrete Environment.

FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

FAA Order JO 7110.65, Para 5 − 2 − 4 , Mixed Environment.

FAA Order JO 7110.65, Para 5 − 2 − 10 , VFR Code Assignments.

FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

5 − 2 − 9. UNMANNED AIRCRAFT SYSTEMS (UAS) LOST LINK 5 − 2 − 7. EMERGENCY CODE ASSIGNMENT Code 7400 may be displayed by unmanned aircraft systems (UAS) when the control link between the Assign codes to emergency aircraft as follows: aircraft and the pilot is lost. Lost link procedures are a. Code 7700 when the pilot declares an programmed into the flight management system and emergency and the aircraft is not radar identified. associated with the flight plan being flown.

Beacon Systems 5 − 2 − 3 JO 7110.65Y 8/15/19 function codes may be authorized by the appropriate When you observe a Code 7400 display, do the service area office.

following: 1. If the aircraft is outside of your area of a. Determine the lost link procedure, as outlined in responsibility and an operational benefit will be the Special Airworthiness Certificate or Certificate of gained by retaining the aircraft on your frequency for Waiver or Authorization (COA).

the purpose of providing services, ensure that b. Coordinate, as required, to allow UAS to coordination has been effected: execute the lost link procedure.

(a) As soon as possible after positive identification, and c. Advise Operations Supervisor (OS), when feasible, so the event can be documented.

(b) Prior to issuing a control instruction or providing a service other than a safety alert/traffic d. If you observe or are informed by the PIC that advisory.

the UAS is deviating from the programmed Lost Link procedure, or is encountering another anomaly, treat NOTE − Safety alerts/traffic advisories may be issued to an aircraft the situation in accordance with FAA Order prior to coordination if an imminent situation may be J0 7110.65 Chapter 10, Section 1, Paragraph averted by such action. Coordination should be effected as 10 − 1 − 1c.

soon as possible thereafter.

NOTE − b. Instruct IFR aircraft which cancel an IFR flight 1. The available lost link procedure should, at a minimum, plan and are not requesting radar advisory service and include lost link route of flight, lost link orbit points, lost VFR aircraft for which radar advisory service is being link altitudes, communications procedures and preplanned terminated to squawk the VFR code.

flight termination points if the event recovery of the UAS is deemed unfeasible.

PHRASEOLOGY − SQUAWK VFR.

2. Each lost link procedure may differ and is dependent upon airframe and operation. These items are contained in or the flight’s Certificate of Authorization or Waiver (COA) and must be made available to ATC personnel in their SQUAWK 1200.

simplest form at positions responsible for Unmanned Aircraft (UAs). NOTE − 1. Aircraft not in contact with an ATC facility may squawk 3. Some UA airframes (Global Hawk) will not be 1255 in lieu of 1200 while en route to/from or within the programmed upon the NAS Automation roll out to squawk designated fire fighting area(s).

7400. These airframes will continue to squawk 7600 should 2. VFR aircraft which fly authorized SAR missions for the a lost link occur. The ATC Specialist must apply the same USAF or USCG may be advised to squawk 1277 in lieu of procedures described above.

1200 while en route to/from or within the designated search area.

5 − 2 − 10. VFR CODE ASSIGNMENTS 3. Gliders not in contact with an ATC facility should squawk 1202 in lieu of 1200. Gliders operate under some a. For VFR aircraft receiving radar advisories, flight and maneuvering limitations. They may go from assign an appropriate function code or computer- essentially stationary targets while climbing and thermal- assigned code for the code environment in which you ing to moving targets very quickly. They can be expected to are providing service.

make radical changes in flight direction to find lift and cannot hold altitude in a response to an ATC request.

NOTE − Gliders may congregate together for short periods of time 1. Paragraph 5 − 2 − 2 , Discrete Environment; Paragraph to climb together in thermals and may cruise together in 5 − 2 − 3, Nondiscrete Environment, and Paragraph 5 − 2 − 4, loose formations while traveling between thermals.

Mixed Environment, specify code assignment procedures to follow for the three code environments.

REFERENCE − FAA Order 7110.66, National Beacon Code Allocation Plan.

2. Paragraph 5 − 2 − 6 , Function Code Assignments, c. When an aircraft changes from VFR to IFR, the specifies the function code allocation from which an controller must assign a beacon code to Mode C appropriate code for the aircraft indicated in subpara a equipped aircraft that will allow MSAW alarms.

should be selected. In the terminal environment, additional Beacon Systems 5 − 2 − 4 JO 7110.65Y 8/15/19 REFERENCE − (Simultaneous assignment of codes will only occur when FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

operational requirements necessitate.)

REFERENCE − FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

5 − 2 − 11. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS ABOVE 5 − 2 − 13. STANDBY OR LOW SENSITIVITY FL 600 OPERATION a. Mode 3/A, Code 4400 , and discrete Codes You may instruct an aircraft operating on an assigned 4440 through 4465 are reserved for use by R − 71, code to change transponder to “standby” or “low F − 12, U − 2, B − 57, pressure suit flights, and aircraft sensitivity” position: operations above FL 600.

NOTE − NOTE − National standards no longer require improved transpon- The specific allocation of the special use codes in der to be equipped with the low sensitivity feature.

subset 4400 is in FAA Order 7110.66, National Beacon Therefore, aircraft with late model transponders will be Code Allocation Plan.

unable to respond to a request to “squawk low.” b. Ensure that aircraft remain on Code 4400 or one a. When approximately 15 miles from its of the special use discrete codes in the 4400 subset if destination and you no longer desire operation of the filed as part of the flight plan. Except when transponder.

unforeseen events, such as weather deviations, equipment failure, etc., cause more than one aircraft b. When necessary to reduce clutter in a with same Mode 3/A discrete beacon codes to be in multi-target area, or to reduce “ring-around” or other the same or adjacent ARTCC’s airspace at the same phenomena, provided you instruct the aircraft to time, a controller may request the pilot to make a code return to “normal sensitivity” position as soon as change, squawk standby, or to stop squawk as possible thereafter.

appropriate.

PHRASEOLOGY − SQUAWK STANDBY, NOTE − Due to the inaccessibility of certain equipment to the flight or crews, Code 4400 or a discrete code from the 4400 subset is preset on the ground and will be used throughout the SQUAWK LOW/NORMAL.

flight profile including operations below FL 600.

Controllers should be cognizant that not all aircraft may be REFERENCE − FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

able to accept the transponder changes identified in the exception. Emergency Code 7700, however, can be activated.

5 − 2 − 14. CODE MONITOR REFERENCE − Continuously monitor the Mode 3/A radar beacon FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

codes assigned for use by aircraft operating within your area of responsibility when non − automated 5 − 2 − 12. AIR DEFENSE EXERCISE BEACON beacon decoding equipment (e.g., 10 − channel CODE ASSIGNMENT decoder) is used to display the target symbol.

EN ROUTE REFERENCE − FAA Order JO 7110.65, Para 5 − 2 − 6 , Function Code Assignments.

Ensure exercise FAKER aircraft remain on the NOTE − exercise flight plan filed discrete beacon code.

In addition to alphanumeric and control symbology processing enhancements, the MEARTS and STARS NOTE − systems are equipped with automatic beacon decoders.

1. NORAD will ensure exercise FAKER aircraft flight Therefore, in facilities where the automatic beacon plans are filed containing discrete beacon codes from the decoders are providing the control slash video, there is no Department of Defense code allocation specified in FAA requirement to have the non − automated decoding Order JO 7610.4, Special Operations, Appendix 6.

equipment operating simultaneously.

2. NORAD will ensure that those FAKER aircraft assigned REFERENCE − the same discrete beacon code are not flight planned in the FAA Order JO 7210.3, Para 3 − 6 − 4, Monitoring of Mode 3/A Radar same or any adjacent ARTCC’s airspace at the same time. Beacon Codes.

Beacon Systems 5 − 2 − 5 JO 7110.65Y 8/15/19 INOPERATIVE/MALFUNCTIONING, RESET, SQUAWK a. This includes the appropriate IFR code actually (appropriate code).

assigned and, additionally, Code 1200 , Code 1202, Code 1255 , and Code 1277 unless your area of c. Ensure that the subsequent control position in responsibility includes only Class A airspace. During the facility or the next facility, as applicable, is periods when ring-around or excessive VFR target notified when an aircraft transponder is malfunction- presentations derogate the separation of IFR traffic, ing/inoperative.

the monitoring of VFR Code 1200 , Code 1202, Code REFERENCE − 1255 , and Code 1277 may be temporarily discontin- FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

ued.

5 − 2 − 16. INOPERATIVE OR b. Positions of operation which contain or are MALFUNCTIONING INTERROGATOR immediately adjacent to a restricted area, warning area, VR route, or other categories where Code 4000 Inform aircraft concerned when the ground interro- can be assigned must monitor Code 4000 and any gator appears to be inoperative or malfunctioning.

other code used in lieu of 4000 . If by local PHRASEOLOGY − coordination with the restricted/warning area or VR (Name of facility or control function) BEACON route user a code other than 4000 is to be exclusively INTERROGATOR INOPERATIVE/MALFUNCTIONING.

used, then this code must be monitored.

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

REFERENCE − FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

FAA Order JO 7110.65, Para 5 − 2 − 6, Function Code Assignments.

c. If a normally assigned beacon code disappears, 5 − 2 − 17. FAILED TRANSPONDER IN CLASS check for a response on the following codes in the A AIRSPACE order listed and take appropriate action: Disapprove a request or withdraw previously issued NOTE − approval to operate in Class A airspace with a failed When Codes 7500 and/or 7600 have been preselected, it will be necessary for the ID − SEL − OFF switches for these transponder solely on the basis of traffic conditions or codes to be left in the off position so that beacon target for other operational factors.

an aircraft changing to one of these codes will disappear, REFERENCE − thereby alerting the controller to make the check. This FAA Order JO 7110.65, Para 5 − 1 − 3 , Radar Use.

check will not be required if automatic alerting capability FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

exists.

5 − 2 − 18. VALIDATION OF MODE C 1. Code 7500 (hijack code).

READOUT REFERENCE − FAA Order JO 7110.65, Para 10 − 2 − 6 , Hijacked Aircraft.

Ensure that Mode C altitude readouts are valid after 2. Code 7600 (loss of radio communications accepting an interfacility handoff, initial track start, track start from coast/suspend tabular list, or during code).

and after an unreliable Mode C readout, except as follows: 5 − 2 − 15. FAILURE TO DISPLAY ASSIGNED NOTE − BEACON CODE OR INOPERATIVE/MAL- Consider a Mode C readout unreliable when any condition, FUNCTIONING TRANSPONDER not just those that display an indicator in the Data Block, a. Inform an aircraft with an operable transponder exists that indicates that the Mode C may be in error.

that the assigned beacon code is not being displayed.

a. CTRD − equipped tower cabs are not required to PHRASEOLOGY − validate Mode C altitude readouts after accepting (Identification) RESET TRANSPONDER, SQUAWK interfacility handoffs from TRACONs according to (appropriate code).

the procedures in Paragraph 5 − 4 − 3, Methods, subparagraph a4.

b. Inform an aircraft when its transponder appears to be inoperative or malfunctioning.

b. ERAM facilities are not required to validate Mode C altitude readouts after accepting interfacility PHRASEOLOGY − handoffs from other ERAM facilities, except: (Identification) YOUR TRANSPONDER APPEARS Beacon Systems 5 − 2 − 6 JO 7110.65Y 8/15/19 1. After initial track start or track start from (a) Instruct the pilot to turn off the altitude- coast is required, or reporting part of his/her transponder and include the reason; and 2. During and after the display of a missing, (b) Notify the operations supervisor-in- unreasonable, exceptional, or otherwise unreliable charge of the aircraft call sign.

Mode C readout indicator.

PHRASEOLOGY − c. Consider an altitude readout valid when: STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY (number of feet) FEET.

1. It varies less than 300 feet from the pilot f. Whenever you observe an invalid Mode C reported altitude, or readout at or above FL 180, unless the aircraft is PHRASEOLOGY − descending below Class A airspace: (If aircraft is known to be operating below the lowest 1. Verify that the pilot is using 29.92 inches of useable flight level), mercury as the altimeter setting and has accurately SAY ALTITUDE.

reported the altitude.

PHRASEOLOGY − or VERIFY USING TWO NINER NINER TWO AS YOUR ALTIMETER SETTING.

(If aircraft is known to be operating at or above the lowest useable flight level), (If aircraft is known to be operating at or above the lowest useable flight level), SAY FLIGHT LEVEL.

VERIFY FLIGHT LEVEL.

2. You receive a continuous readout from an aircraft on the airport and the readout varies by less 2. If the Mode C readout continues to be invalid: than 300 feet from the field elevation, or (a) Instruct the pilot to turn off the altitude- NOTE − reporting part of his/her transponder and include the A continuous readout exists only when the altitude filter reason; and limits are set to include the field elevation.

(b) Notify the operational supervisor-in- REFERENCE − charge of the aircraft call sign.

FAA Order JO 7110.65, Para 5 − 2 − 24 , Altitude Filters.

FAA Order JO 7110.65, Para 5 − 14 − 5 , Selected Altitude Limits.

PHRASEOLOGY − FAA Order JO 7210.3, Para 12 − 2 − 3 , Display Data.

STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY (number of feet) FEET.

3. You have correlated the altitude information in your data block with the validated information in g. Whenever possible, inhibit altitude readouts on a data block generated in another facility (by verbally all consoles when a malfunction of the ground coordinating with the other controller) and your equipment causes repeated invalid readouts.

readout is exactly the same as the readout in the other data block.

5 − 2 − 19. ALTITUDE CONFIRMATION − MODE C d. When unable to validate the readout, do not use the Mode C altitude information for separation. Request a pilot to confirm assigned altitude on initial contact unless: e. Whenever you observe an invalid Mode C NOTE − readout below FL 180: For the purpose of this paragraph, “initial contact” means a pilot’s first radio contact with each sector/position.

1. Issue the correct altimeter setting and confirm the pilot has accurately reported the altitude. a. The pilot states the assigned altitude, or b. You assign a new altitude to a climbing or a PHRASEOLOGY − (Location) ALTIMETER (appropriate altimeter), VERIFY descending aircraft, or ALTITUDE.

c. The Mode C readout is valid and indicates that 2. If the altitude readout continues to be invalid: the aircraft is established at the assigned altitude, or Beacon Systems 5 − 2 − 7 JO 7110.65Y 8/15/19 NEGATIVE. CLIMB/DESCEND AND MAINTAIN d. TERMINAL. The aircraft was transferred to (altitude), you from another sector/position within your facility (intrafacility).

or PHRASEOLOGY − (In level flight situations),VERIFY AT (altitude/flight NEGATIVE. MAINTAIN (altitude).

level).

REFERENCE − FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

(In climbing/descending situations), 5 − 2 − 21. AUTOMATIC ALTITUDE (if aircraft has been assigned an altitude below the lowest REPORTING useable flight level), Inform an aircraft when you want it to turn on/off the automatic altitude reporting feature of its VERIFY ASSIGNED ALTITUDE (altitude).

transponder.

or PHRASEOLOGY − SQUAWK ALTITUDE, (If aircraft has been assigned a flight level at or above the lowest useable flight level), or VERIFY ASSIGNED FLIGHT LEVEL (flight level).

STOP ALTITUDE SQUAWK.

REFERENCE − NOTE − FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

Controllers should be aware that not all aircraft have a capability to disengage the altitude squawk independently from the beacon code squawk. On some aircraft both 5 − 2 − 20. ALTITUDE CONFIRMATION − functions are controlled by the same switch.

NON − MODE C REFERENCE − FAA Order JO 7110.65, Para 5 − 2 − 18 , Validation of Mode C Readout.

a. Request a pilot to confirm assigned altitude on FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

initial contact unless: P/CG Term − Automatic Altitude Report.

NOTE − 5 − 2 − 22. INFLIGHT DEVIATIONS FROM For the purpose of this paragraph, “initial contact” means TRANSPONDER/MODE C REQUIREMENTS a pilot’s first radio contact with each sector/position.

BETWEEN 10,000 FEET AND 18,000 FEET 1. The pilot states the assigned altitude, or Apply the following procedures to requests to deviate 2. You assign a new altitude to a climbing or a from the Mode C transponder requirement by aircraft descending aircraft, or operating in the airspace of the 48 contiguous states and the District of Columbia at and above 10,000 feet 3. TERMINAL. The aircraft was transferred to MSL and below 18,000 feet MSL, excluding the you from another sector/position within your facility airspace at and below 2,500 feet AGL.

(intrafacility).

NOTE − PHRASEOLOGY − 1. 14 CFR Section 91.215(b) provides, in part, that all U.S.

(In level flight situations),VERIFY AT (altitude/flight registered civil aircraft must be equipped with an operable, level).

coded radar beacon transponder when operating in the altitude stratum listed above. Such transponders must have (In climbing/descending situations),VERIFY ASSIGNED a Mode 3/A 4096 code capability, replying to Mode 3/A ALTITUDE/FLIGHT LEVEL (altitude/flight level).

interrogation with the code specified by ATC, or a Mode S b. USA. Reconfirm all pilot altitude read backs.

capability, replying to Mode 3/A interrogations with the code specified by ATC. The aircraft must also be equipped PHRASEOLOGY − with automatic pressure altitude reporting equipment (If the altitude read back is correct), having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude AFFIRMATIVE (altitude).

information in 100 − foot increments.

(If the altitude read back is not correct), 2. The exception to 14 CFR Section 91.215 (b) is 14 CFR Section 91.215(b)(5) which states: except balloons, Beacon Systems 5 − 2 − 8 JO 7110.65Y 8/15/19 gliders, and aircraft without engine − driven electrical systems. STOP SQUAWK (mode in use).

REFERENCE − REFERENCE − FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

FAA Order JO 7210.3, Chapter 20, Temporary Flight Restrictions.

a. Except in an emergency, do not approve inflight 5 − 2 − 24. ALTITUDE FILTERS requests for authorization to deviate from 14 CFR TERMINAL Section 91.215(b)(5)(i) requirements originated by Set altitude filters to display Mode C altitude readouts aircraft without transponder equipment installed.

to encompass all altitudes within the controller’s b. Approve or disapprove other inflight deviation jurisdiction. Set the upper limits no lower than requests, or withdraw approval previously issued to 1,000 feet above the highest altitude for which the such flights, solely on the basis of traffic conditions controller is responsible. In those stratified positions, and other operational factors.

set the lower limit to 1,000 feet or more below the lowest altitude for which the controller is responsible.

c. Adhere to the following sequence of action When the position’s area of responsibility includes when an inflight VFR deviation request is received down to an airport field elevation, the facility will from an aircraft with an inoperative transponder or normally set the lower altitude filter limit to Mode C, or is not Mode C equipped: encompass the field elevation so that provisions of 1. Suggest that the aircraft conduct its flight in Paragraph 2 − 1 − 6, Safety Alert, and Para- airspace unaffected by the CFRs.

graph 5 − 2 − 18, Validation of Mode C Readout, subpara c2 may be applied. Air traffic managers may 2. Suggest that the aircraft file an IFR flight authorize temporary suspension of this requirement plan.

when target clutter is excessive.

3. Suggest that the aircraft provide a VFR route of flight and maintain radio contact with ATC.

5 − 2 − 25. INOPERATIVE OR MALFUNCTIONING ADS-B TRANSMITTER d. Do not approve an inflight deviation unless the aircraft has filed an IFR flight plan or a VFR route of Inform an aircraft when the ADS-B transmitter flight is provided and radio contact with ATC is appears to be inoperative or malfunctioning. Notify maintained.

the OS/CIC of the aircraft call sign and location of aircraft.

e. You may approve an inflight deviation request PHRASEOLOGY − which includes airspace outside your jurisdiction (Aircraft ID) YOUR ADS-B TRANSMITTER APPEARS without the prior approval of the adjacent ATC TO BE INOPERATIVE / MALFUCTIONING.

sector/facility providing a transponder/Mode C status report is forwarded prior to control transfer.

5 − 2 − 26. ADS − B ALERTS f. Approve or disapprove inflight deviation a. Call Sign Mis − Match (CSMM). A CSMM alert requests within a reasonable period of time or advise will occur when the ADS − B broadcast call sign does when approval/disapproval can be expected.

not match the flight plan call sign.

REFERENCE − PHRASEOLOGY − FAA Order JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

(Aircraft ID) YOUR ADS − B CALL SIGN DOES NOT MATCH YOUR FLIGHT PLAN CALL SIGN.

5 − 2 − 23. BEACON TERMINATION b. Duplicate ICAO Address. If the broadcast ICAO address is shared with one or more flights in the Inform an aircraft when you want it to turn off its same ADS − B Service Area (regardless of altitude), transponder.

and radar reinforcement is not available, target PHRASEOLOGY − resolution may be lost on one or both targets. Notify the OS/CIC of the aircraft call sign and location of STOP SQUAWK.

aircraft.

(For a military aircraft when you do not know if the military NOTE − service requires that it continue operating on another 1. If this occurs controllers should ensure targets remain mode), radar reinforced or at least 6 NMs apart.

Beacon Systems 5 − 2 − 9 JO 7110.65Y 8/15/19 2. Duplicate ICAO Address Alerts appear as “DA” and are associated with the Data Block (DB) on STARS and CARTS systems. Duplicate ICAO Address Alerts appear as “DUP” and are associated with the DB on MEARTS systems. Duplicate ICAO Address Alerts appear as “Duplicate 24 − bit Address” on ERAM systems.

Beacon Systems 5 − 2 − 10 JO 7110.65Y 8/15/19

Section 3. Radar Identification

5 − 3 − 1. APPLICATION 2. Visual reporting points used for RADAR identification are limited to those most used by pilots and whose range Before you provide radar service, establish and and azimuth have been determined by supervisory maintain radar identification of the aircraft involved, personnel.

except as provided in Paragraph 5 − 5 − 1, Application, c. Observing a target make an identifying turn or subparas b2, b3 and in Paragraph 8 − 5 − 5, Radar turns of 30 degrees or more, provided the following Identification Application.

conditions are met: REFERENCE − NOTE − FAA Order JO 7110.65, Para 3 − 1 − 9, Use of Tower Radar Displays.

FAA Order JO 7110.65, Para 5 − 1 − 1, Presentation and Equipment Use of identifying turns or headings which would cause the Performance.

aircraft to follow normal IFR routes or known VFR flight paths might result in misidentification. When these circumstances cannot be avoided, additional methods of 5 − 3 − 2. PRIMARY RADAR IDENTIFICATION identification may be necessary.

METHODS 1. Except in the case of a lost aircraft, a pilot Identify a primary or radar beacon target by using one position report is received which assures you that the of the following methods: aircraft is within radar coverage and within the area being displayed.

a. Observing a departing aircraft target within 1 mile of the takeoff runway end at airports with an 2. Only one aircraft is observed making these operating control tower, provided one of the turns.

following methods of coordination is accomplished.

3. For aircraft operating in accordance with an 1. A verbal rolling/boundary notification is IFR clearance, you either issue a heading away from issued for each departure, or an area which will require an increased minimum IFR altitude or have the aircraft climb to the highest 2. A nonverbal rolling/boundary notification is minimum altitude in your area of jurisdiction before used for each departure aircraft.

you issue a heading.

NOTE − REFERENCE − Nonverbal notification can be accomplished via the use of FAA Order JO 7110.65, Para 3 − 1 − 9, Use of Tower Radar Displays.

a manual or electronic “drop tube” or automation.

FAA Order JO 7110.65, Para 5 − 12 − 11, Surveillance Unusable.

b. Observing a target whose position with respect to a fix (displayed on the video map, scribed on the 5 − 3 − 3. BEACON IDENTIFICATION map overlay, or displayed as a permanent echo) or a METHODS visual reporting point (whose range and azimuth from When using only Mode 3/A radar beacon to identify the radar antenna has been accurately determined and a target, use one of the following methods: made available to the controller) corresponds with a direct position report received from an aircraft, and a. Request the aircraft to activate the “IDENT” the observed track is consistent with the reported feature of the transponder and then observe the heading or route of flight. If a TACAN/VORTAC is identification display.

located within 6,000 feet of the radar antenna, the NOTE − TACAN/VORTAC may be used as a reference fix for 1. At facilities where the single-slash “IDENT” modifica- radar identification without being displayed on the tion is installed or other decoder modifications have been video map or map overlay.

made which increase the number of “blooming” target displays, it will be necessary to exercise additional care to NOTE − preclude the possibility of misidentification.

1. Establishment of radar identification through use of 2. TERMINAL. When automated displays are operated in DME position information can be complicated by the fact that some military TACANs are not collocated with the analog mode, the “IDENT” return is displayed as a frequency − paired VORs and might be separated from them double slash and the emergency return as a single bloomer by as much as 31 miles. whenever the beacon control head is in the “fail” position.

Radar Identification 5 − 3 − 1 JO 7110.65Y 8/15/19 PHRASEOLOGY − 1. The radar or beacon identification procedures IDENT.

have been used to confirm the identity of the tagged SQUAWK (code) AND IDENT.

target.

b. Request the aircraft to change to a specific 2. The aircraft is being handed off using a NAS discrete or nondiscrete code, as appropriate, and then automated system and one of the following does not observe the target or code display change. If a code appear in the data block: “CST”, “NAT”, “NT”, change is required in accordance with Section 2, “AMB”, “OLD”, “NB”, “TU”, “AM”, “OL”, or Beacon Systems, of this chapter, use the codes “TRK”.

specified therein.

b. Use the data block to maintain target identity c. Request the aircraft to change transponder to unless it is in a coast status or displaced from the “standby.” After you observe the target disappear for appropriate target.

sufficient scans to assure that loss of target resulted c. A displaced data block must be updated at all from placing the transponder in “standby” position, times.

request the aircraft to return transponder to normal REFERENCE − operation and then observe the reappearance of the FAA Order JO 7110.65, Para 3 − 1 − 9, Use of Tower Radar Displays.

target.

PHRASEOLOGY − 5 − 3 − 5. QUESTIONABLE IDENTIFICATION SQUAWK STANDBY, a. Use more than one method of identification then when proximity of targets, duplication of observed action, or any other circumstances cause doubt as to SQUAWK NORMAL.

target identification.

d. EN ROUTE. An aircraft may be considered b. If identification is questionable for any reason, identified when the full data block is automatically take immediate action to re − identify the aircraft or associated with the beacon target symbol of an terminate radar service. Identify the aircraft as aircraft that is squawking a discrete code assigned by follows: the computer.

1. As described in Paragraph 5 − 3 − 2, Primary NOTE − Radar Identification Methods, or Paragraph 5 − 3 − 3, Paired LDBs in ERAM do not display a beacon code.

Beacon Identification Methods.

PHRASEOLOGY − 2. En route. Ensure that all primary targets are SQUAWK (4 digit discrete code), AND IF YOUR displayed when radar identification is lost or is ALTITUDE REPORTING EQUIPMENT IS TURNED questionable.

OFF, SQUAWK ALTITUDE.

REFERENCE − NOTE − FAA Order JO 7110.65, Para 5 − 4 − 3, Methods.

The AIM informs pilots to adjust Mode C transponders with altitude reporting capability activated unless deactivation 5 − 3 − 6. POSITION INFORMATION is requested by ATC. Squawk altitude is included to provide applicable phraseology.

Inform an aircraft of its position whenever radar REFERENCE − identification is established by means of identifying FAA Order JO 7110.65, Para 3 − 1 − 9, Use of Tower Radar Displays.

turns or by any of the beacon identification methods FAA Order JO 7110.65, Para 5 − 3 − 6, Position Information.

outlined in Paragraph 5 − 3 − 3, Beacon Identification Methods. Position information need not be given 5 − 3 − 4. TERMINAL AUTOMATION SYSTEMS when identification is established by position IDENTIFICATION METHODS correlation or when a departing aircraft is identified within 1 mile of the takeoff runway end.

TERMINAL a. Consider an auto-acquired aircraft as identified 5 − 3 − 7. IDENTIFICATION STATUS when the data block is displayed and is visible to you, and one of the following conditions exist: a. Inform an aircraft of radar contact when: Radar Identification 5 − 3 − 2 JO 7110.65Y 8/15/19 1. Initial radar identification in the ATC system 5 − 3 − 9. TARGET MARKERS is established.

TERMINAL 2. Subsequent to loss of radar contact or a. Retain data blocks that are associated with the terminating radar service, radar identification is appropriate target symbol in order to maintain reestablished.

continuous identity of aircraft. Retain the data block PHRASEOLOGY − until the aircraft has exited the sector or delegated RADAR CONTACT (position if required).

airspace, and all potential conflicts have been b. Inform an aircraft when radar contact is lost. resolved; including an aircraft that is a point out. The data block must display flight identification and PHRASEOLOGY − altitude information, as a minimum.

RADAR CONTACT LOST (alternative instructions when required).

NOTE − Where delegated airspace extends beyond Class B and/or Class C airspace, the following will apply: If a VFR 5 − 3 − 8. TARGET MARKERS aircraft is clear of Class B and Class C airspace and radar EN ROUTE services have been terminated then retention of the data block is no longer required.

Retain data blocks that are associated with the b. During prearranged coordination procedures, appropriate target symbol in order to maintain continuous identity of aircraft. Retain the data block the controllers who penetrate another controller’s airspace must display data block information of that until the aircraft has exited the sector or delegated controller’s aircraft which must contain, at a airspace, and all potential conflicts have been minimum, the position symbol and altitude resolved; including an aircraft that is a point out. The information.

data block must display flight identification and altitude information, as a minimum. The displayed REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 14, Coordinate Use of Airspace.

altitude may be assigned, interim, or reported.

FAA Order JO 7110.65, Para 5 − 4 − 3, Methods.

FAA Order JO 7110.65, Para 5 − 4 − 8, Automated Information Transfer ERAM: When you have separation responsibility for (AIT).

an aircraft and a paired track exists, display a full data FAA Order JO 7110.65, Para 5 − 4 − 9, Prearranged Coordination.

block (FDB). FAA Order JO 7210.3, Para 3 − 7 − 7, Prearranged Coordination.

Radar Identification 5 − 3 − 3 JO 7110.65Y 8/15/19

Section 4. Transfer of Radar Identification

5 − 4 − 1. APPLICATION 1. In response to a handoff or point out; 2. In anticipation of a handoff or point out; or To provide continuous radar service to an aircraft and facilitate a safe, orderly, and expeditious flow of 3. In conjunction with a request for control of an traffic, it is often necessary to transfer radar aircraft.

identification of an aircraft from one controller to f. Traffic Observed. The term used to inform the another. This section describes the terms, methods, controller issuing the traffic restrictions that the and responsibilities associated with this task.

traffic is identified and that the restrictions issued are Interfacility and intrafacility transfers of radar understood and will be complied with.

identification must be accomplished in all areas of radar surveillance except where it is not operationally 5 − 4 − 3. METHODS feasible. Where such constraints exist, they must be: a. Transfer the radar identification of an aircraft by a. Covered in letters of agreement which clearly at least one of the following methods: state that control will not be based upon a radar handoff, or 1. Physically point to the target on the receiving controller’s display.

b. Coordinated by the transferring and receiving controllers for a specified period of time.

2. Use landline voice communications.

REFERENCE − 3. Use automation capabilities.

FAA Order JO 7110.65, Para 4 − 3 − 8, Coordination with Receiving Facility.

NOTE − Automated handoff capabilities are only available when FDP is operational.

5 − 4 − 2. TERMS 4. TERMINAL. Use the “Modify” or “Quick a. Handoff. An action taken to transfer the radar Look” functions for data transfer between the identification of an aircraft from one controller to TRACON and tower cab only if specific procedures another controller if the aircraft will enter the are established in a facility directive. The local receiving controller’s airspace and radio communica- controller has the responsibility to determine whether tions with the aircraft will be transferred.

or not conditions are adequate for the use of b. Radar Contact. The term used to inform the ARTS/STARS data on the BRITE/DBRITE/TDW.

controller initiating a handoff that the aircraft is REFERENCE − identified and approval is granted for the aircraft to FAA Order JO 7210.3, Para 12 − 2 − 4, Use of Modify and Quick Look Functions.

enter the receiving controller’s airspace.

FAA Order JO 7210.3, Para 12 − 7 − 4, Use of Stars Quick Look Functions.

c. Point Out. An action taken by a controller to transfer the radar identification of an aircraft to b. When making a handoff, point-out, or issuing another controller and radio communications will not traffic restrictions, relay information to the receiving be transferred.

controller in the following order: d. Point Out Approved. The term used to inform 1. The position of the target relative to a fix, map the controller initiating a point out that the aircraft is symbol, or radar target known and displayed by both the receiving and transferring controller. Mileage identified and that approval is granted for the aircraft from the reference point may be omitted when to enter the receiving controller’s airspace, as coordinated, without a communications transfer or relaying the position of a target if a full data block associated with the target has been forced on the the appropriate automated system response.

receiving controller’s radar display.

e. Traffic. A term used to transfer radar EXAMPLE − identification of an aircraft to another controller for “Point out, Southwest of Richmond VOR . . ..” the purpose of coordinating separation action. Traffic is normally issued: 2. The aircraft identification, as follows: Transfer of Radar Identification 5 − 4 − 1 JO 7110.65Y 8/15/19 (aircraft ID or discrete beacon code) (restrictions, if (a) The aircraft call sign, or applicable) POINT-OUT APPROVED, (b) The discrete beacon code of the aircraft during interfacility point-outs only, if both the or receiving and the transferring controllers agree.

TRAFFIC OBSERVED, NOTE − Acceptance of a point-out using the discrete beacon code or as the aircraft’s identification constitutes agreement.

(c) EN ROUTE. The Computer Identification UNABLE (appropriate information, as required).

Number (CID) during intrafacility point-outs.

d. If any doubt as to target identification exists EXAMPLE − after attempting confirmation in accordance with this “Point Out, Southwest of Richmond VOR, C-I-D 123 … ” section, apply the provisions of Paragraph 5 − 3 − 5, Questionable Identification.

3. The assigned altitude, appropriate REFERENCE − restrictions, and information that the aircraft is FAA Order JO 7110.65, Para 5 − 2 − 18, Validation of Mode C Readout.

climbing or descending, if applicable, except when inter/intrafacility directives ensure that the altitude 5 − 4 − 4. TRAFFIC information will be known by the receiving controller.

a. When using the term “traffic” for coordinating separation, the controller issuing traffic must issue NOTE − appropriate restrictions.

When physically pointing to the target, you do not have to state the aircraft position.

b. The controller accepting the restrictions must 4. Advise the receiving controller of pertinent be responsible to ensure that approved separation is maintained between the involved aircraft.

information not contained in the data block or available flight data unless covered in an LOA or facility directive. Pertinent information may include: 5 − 4 − 5. TRANSFERRING CONTROLLER HANDOFF (a) Assigned heading.

The transferring controller must: (b) Speed/altitude restrictions.

a. Complete a radar handoff prior to an aircraft’s (c) Observed track or deviation from the last entering the airspace delegated to the receiving route clearance.

controller.

(d) Any other pertinent information.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 14, Coordinate Use of Airspace.

PHRASEOLOGY − FAA Order JO 7110.65, Para 2 − 1 − 15, Control Transfer.

HANDOFF/POINT-OUT/TRAFFIC (aircraft position) FAA Order JO 7110.65, Para 5 − 4 − 6, Receiving Controller Handoff.

(aircraft ID), b. Verbally obtain the receiving controller’s approval prior to making any changes to an aircraft’s or flight path, altitude, speed, or data block information while the handoff is being initiated or after (discrete beacon code point-out only) (altitude, acceptance, unless otherwise specified by a LOA or restrictions, and other pertinent information, if applicable). a facility directive.

c. When receiving a handoff, point-out, or traffic c. Ensure that, prior to transferring restrictions, respond to the transferring controller as communications: follows: 1. Potential violations of adjacent airspace and PHRASEOLOGY − potential conflicts between aircraft in their own area (Aircraft ID) (restrictions, if applicable) RADAR of jurisdiction are resolved.

CONTACT, 2. Coordination has been accomplished with all controllers through whose area of jurisdiction the or aircraft will pass prior to entering the receiving Transfer of Radar Identification 5 − 4 − 2 JO 7110.65Y 8/15/19 controller’s area of jurisdiction unless otherwise l. Issue restrictions to the receiving controller specified by a LOA or a facility directive. which are necessary to maintain separation from other aircraft within your area of jurisdiction before 3. Restrictions issued to ensure separation are releasing control of the aircraft.

passed to the receiving controller.

m. Consider the target being transferred as d. After transferring communications, continue to identified on the receiving controller’s display when comply with the requirements of subparas c1 and 2.

the receiving controller acknowledges receipt verbally or has accepted an automated handoff.

e. Comply with restrictions issued by the receiving controller unless otherwise coordinated.

n. Accomplish the necessary coordination with any intervening controllers whose area of jurisdiction f. Comply with the provisions of Paragraph is affected by the receiving controller’s delay in the 2 − 1 − 17, Radio Communications Transfer, subparas a climb or the descent of an aircraft through the vertical and b. To the extent possible, transfer communica- limits of your area of jurisdiction when the receiving tions when the transfer of radar identification has controller advises you of that delay before accepting been accepted.

the transfer of radar identification unless otherwise NOTE − specified by a LOA or a facility directive.

Before the ARTS/STARS “modify/quick look” function is used to transfer radar identification, a facility directive 5 − 4 − 6. RECEIVING CONTROLLER which specifies communication transfer points is required.

HANDOFF g. Advise the receiving controller of pertinent The receiving controller must: information not contained in the data block or flight a. Ensure that the target position corresponds with progress strip unless covered in a LOA or facility directive. Pertinent information includes: the position given by the transferring controller or that there is an appropriate association between an 1. Assigned heading.

automated data block and the target being transferred before accepting a handoff.

2. Air speed restrictions.

REFERENCE − 3. Altitude information issued. FAA Order JO 7110.65, Para 2 − 1 − 14, Coordinate Use of Airspace.

FAA Order JO 7110.65, Para 2 − 1 − 15, Control Transfer.

FAA Order JO 7110.65, Para 5 − 4 − 5, Transferring Controller Handoff.

4. Observed track or deviation from the last route clearance.

b. Issue restrictions that are needed for the aircraft to enter your sector safely before accepting the 5. The beacon code if different from that handoff.

normally used or previously coordinated.

c. Comply with restrictions issued by the 6. Any other pertinent information.

transferring controller unless otherwise coordinated.

h. Ensure that the data block is associated with the d. After accepting a handoff from another appropriate target.

controller, confirm the identity of primary target by advising the aircraft of its position, and of a beacon i. Initiate verbal coordination to verify the position target by observing a code change, an “ident” reply, of primary or nondiscrete targets when using the or a “standby” squawk unless one of these was used automated handoff functions except for intrafacility during handoff. These provisions do not apply at handoffs using single-sensor systems or multisensor those towers and GCAs which have been delegated systems operating in a mosaic RDP mode.

the responsibility for providing radar separation j. Initiate verbal coordination before transferring within designated areas by the parent approach control of a track when “CST,” “FAIL,” “NONE,” control facility and the aircraft identification is “NB,” “NX,” “IF,” “NT”, or “TRK” is displayed in assured by sequencing or positioning prior to the the data block. handoff.

REFERENCE − k. Advise the receiving controller if radar FAA Order JO 7110.65, Para 5 − 9 − 5, Approach Separation monitoring is required.

Responsibility.

Transfer of Radar Identification 5 − 4 − 3 JO 7110.65Y 8/15/19 e. When using appropriate equipment, consider a 5 − 4 − 7. POINT OUT discrete beacon target’s identity to be confirmed a. The transferring controller must: when: 1. Obtain approval before permitting an aircraft 1. The data block associated with the target to enter the receiving controller’s delegated airspace.

being handed off indicates the computer assigned discrete beacon code is being received, or (a) EN ROUTE: Automated approval may be utilized in lieu of verbal approval. If the receiving 2. You observe the deletion of a discrete code controller takes no action, revert to verbal proce- that was displayed in the data block, or dures.

NOTE − NOTE − When the aircraft generated discrete beacon code does not 1. Use fourth line data for aircraft not on their flight plan match the computer assigned beacon code, the code route.

generated will be displayed in the data block. When the aircraft changes to the assigned discrete code, the code 2. Where specified in a letter of agreement, some facilities disappears from the data block. In this instance, the may restrict interfacility automated point outs.

observance of code removal from the data block satisfies REFERENCE − confirmation requirements.

FAA Order JO 7110.65, Para 2 − 10 − 1, En Route Or Oceanic Sector Team Responsibilities.

3. You observe the numeric display of a discrete FAA Order JO 7110.65, Para 5 − 4 − 3, Methods.

code that an aircraft has been instructed to squawk or FAA Order JO 7110.65, Para 5 − 4 − 10, En Route Fourth Line Data Block Usage.

reports squawking.

FAA Order JO 7110.65, Para 5 − 14 − 3, Computer Entry of Flight Plan Information.

f. Take the identified action prior to accepting control of a track when the following indicators are (b) TERMINAL: Automated point out ap- displayed in the data block: proval may be utilized in lieu of verbal provided the procedures are contained in a facility directive/LOA.

1. “AMB” and “AM”: advise the other facility that a disparity exists between the position declared 2. Obtain the receiving controller’s approval by their computer and that declared by your before making any changes to an aircraft’s flight path, CARTS/PIDP/STARS system.

altitude, speed, or data block information after the point out has been approved.

2. “NAT”, “NT,” or “TU”: advise the other facility if a disparity exists between the position 3. Comply with restrictions issued by the declared by their computer and the actual target receiving controller unless otherwise coordinated.

position.

4. Be responsible for subsequent radar handoffs 3. “DATA”, “CST”, “NONE”, “NX”, “OLD”, and communications transfer, including flight data or “OL”: initiate verbal coordination.

revisions and coordination, unless otherwise agreed to by the receiving controller or as specified in a LOA.

g. ERAM: Notify the OS when a MISM is displayed in the data block.

b. The receiving controller must: h. Advise the transferring controller, prior to 1. Ensure that the target position corresponds accepting the transfer of radar identification, that you with the position given by the transferring controller will delay the climb or the descent of an aircraft or that there is an association between a computer through the vertical limits of the transferring data block and the target being transferred prior to controller’s area of jurisdiction, unless otherwise approving a point out.

specified in a LOA or a facility directive.

2. Be responsible for separation between point i. If you decide, after accepting the transfer of out aircraft and other aircraft for which he/she has radar identification, to delay the aircraft’s climb or separation responsibility.

descent through the vertical limits of the transferring controller’s area of jurisdiction, advise the 3. Issue restrictions necessary to provide transferring controller of that decision as soon as separation from other aircraft within his/her area of possible. jurisdiction.

Transfer of Radar Identification 5 − 4 − 4 JO 7110.65Y 8/15/19 5 − 4 − 8. AUTOMATED INFORMATION 5 − 4 − 10. EN ROUTE FOURTH LINE DATA TRANSFER (AIT) BLOCK USAGE a. The fourth line of the data block must be Transfer radar identification, altitude control, and/or displayed. When used for forwarding control en route fourth line control information, without information, only the specified messages listed in this verbal coordination under the following conditions: section may be used. Any additional control information must be forwarded via other a. During radar handoff; and communications methods. Free text may be used by individual sector teams for recording information the b. Via information displayed in full data blocks; team deems appropriate for managing the sector, but and must be removed prior to initiation of identification transfer.

c. When following procedures specified in your facility AIT directive and/or LOA.

REFERENCE − FAA Order JO 7110.65, Para 5 − 4 − 5, Transferring Controller Handoff, subpara b.

NOTE − FAA Order JO 7110.65, Para 5 − 4 − 8, Automated Information Transfer Information transferred using AIT procedures may be (AIT).

bi − directional, and may involve more than two sectors.

b. The en route fourth line data block area must be Complete coordination, awareness of traffic flow, and understanding of each position’s responsibilities concern- used for coordination purposes only in association ing AIT procedures cannot be overemphasized.

with radar identified aircraft.

REFERENCE − c. When automated information transfer (AIT) FAA Order JO 7110.65, Para 5 − 4 − 10, En Route Fourth Line Data procedures are applied, en route fourth line usage for Block Usage.

FAA Order JO 7210.3, Para 4 − 3 − 8, Automated Information Transfer transfer of control information must be specifically (AIT) defined within facility AIT directive.

REFERENCE − FAA Order JO 7110.65, Para 5 − 4 − 8, Automated Information Transfer 5 − 4 − 9. PREARRANGED COORDINATION (AIT).

FAA Order JO 7210.3, Para 4 − 3 − 8, Automated Information Transfer Prearranged coordination allowing aircraft under (AIT).

your control to enter another controller’s area of d. Coordination format for assigned headings jurisdiction may only be approved provided must use the designation character “H” preceding a procedures are established and published in a facility three − digit number.

directive/LOA in accordance with FAA Order JO EXAMPLE − 7210.3, Paragraph 3 − 6 − 7, Prearranged Coordination.

H080, H270 NOTE − e. Aircraft assigned a heading until receiving a fix Under no circumstances may one controller permit an or joining a published route must be designated with aircraft to enter another’s airspace without proper assigned heading format followed by the fix or route.

coordination. Coordination can be accomplished by EXAMPLE − several means; i.e., radar handoff, automated information H080/ALB, 080/J121, PH/ALB transfer, verbal, point − out, and by prearranged coordination procedures identified in a facility directive NOTE − that clearly describe the correct application. Airspace 1. The notation “PH” may be used to denote present boundaries should not be permitted to become barriers to heading.

the efficient movement of traffic. In addition, complete 2. The character “H” may be omitted as a prefix to the coordination, awareness of traffic flow, and understanding heading assignment only if necessary due to character field of each position’s responsibility concerning penetration of limitations, and it does not impede understanding.

another’s airspace cannot be overemphasized.

f. Coordination format for weather deviations REFERENCE − must use the designated characters: FAA Order JO 7110.65, Para 2 − 1 − 14, Coordinate Use of Airspace.

FAA Order JO 7110.65, Para 5 − 4 − 3, Methods.

D-deviation FAA Order JO 7110.65, Para 5 − 4 − 8, Automated Information Transfer L-left (AIT).

R-right FAA Order JO 7210.3, Para 3 − 6 − 7, Prearranged Coordination.

Transfer of Radar Identification 5 − 4 − 5 JO 7110.65Y 8/15/19 EXAMPLE − N-north M80, M80+, M80 − E-east REFERENCE − S-south FAA Order JO 7110.65, Para 5 − 4 − 10, En Route Fourth Line Data W-west Block Usage, subpara gNOTE.

/F – direct next NAVAID/waypoint i. Aircraft authorized to conduct celestial D+2 headings – deviate between.

navigation training within 30 NM of the route NOTE − centerline specified within the en route clearance.

1. Two digits specify turns in degrees and must include EXAMPLE − direction character(s). Three digits specify heading(s).

CELNAV 2. The inclusion of a /NAVAID, /waypoint, or /F indicates j. Coordination format for aircraft requesting an that the pilot has been authorized to deviate for weather altitude change must use the designation characters and must rejoin the route at the next NAVAID, waypoint, or “RQ” preceding a three − digit number.

fix in the route of flight in accordance with the phraseology in paragraph 2 − 6 − 4.

EXAMPLE − RQ170, RQ410 EXAMPLE − D90/ATL, DL/KD75U, D090/F k. Coordination format for aircraft requesting a route change must use the designation “RQ/” 3. The absence of a NAVAID, waypoint, or /F indicates that preceding a specific fix identifier.

the pilot has been authorized to deviate for weather only, EXAMPLE − and the receiving controller must provide a clearance to RQ/LAX, RQ/NEUTO rejoin the route in accordance with paragraph 2 − 1 − 15c.

l. The acceptance of a handoff by the receiving EXAMPLE − controller must constitute receipt of the information DN, D20L, D30R, D080+120 contained within the en route fourth line data block.

g. Coordination format for assigned airspeeds This information must not be modified outside of the must use the designation character “S” preceding a controller’s area of jurisdiction unless verbally three − digit number.

coordinated or specified in a Letter of Agreement or NOTE − Facility Directive. It is the responsibility of the A “+” notation may be added to denote an assigned speed receiving controller to advise the transferring at or greater than the displayed value. A “ − ” notation may controller if any information is not understood, or be added to denote an assigned speed at or less than the needs to be revised.

displayed value.

NOTE − EXAMPLE − Due to system and character limitations the usage of these S210, S250, S250+, S280 − standardized entries may require additional support via facility directive in order to provide complete coordination.

h. Aircraft assigned a Mach number must use the designation “M” preceding the two − digit assigned m. All other control information must be value. coordinated via other methods.

Transfer of Radar Identification 5 − 4 − 6 JO 7110.65Y 8/15/19

Section 5. Radar Separation

5 − 5 − 1. APPLICATION (3) Narrowband radar operations − 10 miles; and a. Radar separation must be applied to all RNAV (d) Radar separation is maintained between aircraft operating at and below FL450 on Q routes or the radar-identified aircraft and all observed primary, random RNAV routes, excluding oceanic airspace.

ASR − 9/Full Digital Radar Primary Symbol, and EXCEPTION. GNSS-equipped aircraft /G, /L, /S, secondary radar targets until nonradar separation is and /V on point − to − point routes, or transitioning established from the aircraft not radar identified; and between two point − to − point routes via an impromptu (e) When the aircraft involved are on the same route.

relative heading, the radar-identified aircraft is REFERENCE − vectored a sufficient distance from the route of the FAA Order JO 7110.5, Para 2 − 3 − 8, Aircraft Equipment Suffixes.

aircraft not radar identified to assure the targets are FAA Order JO 7110.5, TBL 2 − 3 − 10, Aircraft Equipment Suffixes FAA Order JO 7110.65, Para 4 − 4 − 1, Route Use. not superimposed prior to issuing the clearance to AIM, Para 5-1-8, Area Navigation (RNAV).

climb/descend.

AIM, Para 5-3-4, Area Navigation (RNAV) Routes.

REFERENCE − P/CG Term - Global Navigation Satellite System (GNSS)[ICAO].

FAA Order JO 7110.65, Para 4 − 1 − 2, Exceptions.

P/CG Term - Global Positioning Satellite/ Wide Area Augmentation FAA Order JO 7110.65, Para 4 − 4 − 1, Route Use.

Minimum En Route IFR Altitude (GPS/WAAS MEA).

FAA Order JO 7110.65, Para 5 − 3 − 1, Application.

P/CG Term – Parallel Offset Route.

FAA Order JO 7110.65, Para 5 − 5 − 8, Additional Separation for b. Radar separation may be applied between: Formation Flights.

FAA Order JO 7110.65, Para 5 − 9 − 5, Approach Separation Responsibility.

1. Radar identified aircraft.

4. A radar-identified aircraft and one not 2. An aircraft taking off and another radar radar-identified that is in transit from oceanic identified aircraft when the aircraft taking off will be airspace or non-radar offshore airspace into an area of radar-identified within 1 mile of the runway end.

known radar coverage where radar separation is applied as specified in Paragraph 8 − 5 − 5, Radar 3. A radar-identified aircraft and one not Identification Application, until the transiting aircraft radar-identified when either is cleared to climb/ is radar-identified or the controller establishes other descend through the altitude of the other provided: approved separation in the event of a delay or (a) The performance of the radar system is inability to establish radar identification of the adequate and, as a minimum, primary radar targets or transiting aircraft.

ASR − 9/Full Digital Radar Primary Symbol targets REFERENCE − are being displayed on the display being used within FAA Order JO 7110.65, Para 2 − 2 − 6, IFR Flight Progress Data.

FAA Order JO 7110.65, Para 5 − 1 − 1, Presentation and Equipment the airspace within which radar separation is being Performance.

applied; and FAA Order JO 7110.65, Para 5 − 3 − 1, Application.

FAA Order JO 7110.65, Para 8 − 1 − 8, Use of Control Estimates.

(b) Flight data on the aircraft not radar- FAA Order JO 7110.65, Para 8 − 5 − 5, Radar Separation.

identified indicate it is a type which can be expected to give adequate primary/ASR − 9/Full Digital Radar 5 − 5 − 2. TARGET SEPARATION Primary Symbol return in the area where separation Apply radar separation: is applied; and a. Between the centers of primary radar targets; (c) The airspace within which radar separa- however, do not allow a primary target to touch tion is applied is not less than the following number another primary target or a beacon control slash.

of miles from the edge of the radar display: b. Between the ends of beacon control slashes.

(1) When less than 40 miles from the c. Between the end of a beacon control slash and antenna − 6 miles; the center of a primary target.

(2) When 40 miles or more from the d. All − digital displays. Between the centers of antenna − 10 miles ; digital targets; do not allow digital targets to touch.

Radar Separation 5 − 5 − 1 JO 7110.65Y 8/15/19 REFERENCE − NOTE − FAA Order JO 7110.65, Para 5 − 9 − 7, Simultaneous Independent In the event of an unexpected ISR on one or more aircraft, Approaches − Dual & Triple.

the ATCS working that aircraft must transition from 3-mile to 5-mile separation, or establish some other form of 5 − 5 − 3. TARGET RESOLUTION approved separation (visual or vertical) as soon as feasible. This action must be timely, but taken in a a. A process to ensure that correlated radar targets reasonable fashion, using the controller’s best judgment, or digitized targets do not touch.

as not to reduce safety or the integrity of the traffic situation. For example, if ISR appears when an aircraft is b. Mandatory traffic advisories and safety alerts established on final with another aircraft on short final, it must be issued when this procedure is used.

would be beneficial from a safety perspective to allow the NOTE − trailing aircraft to continue the approach and land rather than terminate a stabilized approach.

This procedure must not be provided utilizing mosaic radar systems.

3. If TRK appears in the data block, handle in accordance with Paragraph 5 − 3 − 7, Identification c. Target resolution must be applied as follows: Status, subparagraph b, and take appropriate steps to 1. Between the edges of two primary targets or establish non-radar separation.

the edges of primary digitized targets.

4. ADS-B may be integrated as an additional 2. Between the end of the beacon control slash surveillance source when operating in FUSION and the edge of a primary target or primary digitized mode. The display of ADS-B targets is permitted and target.

does not require radar reinforcement.

3. Between the ends of two beacon control NOTE − ADS-B surveillance must only be used when operating in slashes.

FUSION.

5. The use of ADS-B only information may be 5 − 5 − 4. MINIMA used to support all radar requirements associated with Separate aircraft by the following minima: any published instrument procedure that is annotated “Radar Required”.

a. TERMINAL . Single Sensor ASR or Digital 6. The ADS-B Computer Human Interface Terminal Automation System (DTAS): (CHI) may be implemented by facilities on a sector by NOTE − sector or facility wide basis when the determination Includes single sensor long range radar mode.

is made that utilization of the ADS-B CHI provides 1. When less than 40 miles from the antenna − an operational advantage to the controller.

3 miles .

c. EBUS, Terminal Mosaic/Multi-Sensor Mode 2. When 40 miles or more from the antenna − NOTE − 5 miles .

Mosaic/Multi − Sensor Mode combines radar input from 2 to 16 sites into a single picture utilizing a mosaic grid 3. For single sensor ASR − 9 with Mode S, when composed of radar sort boxes.

less than 60 miles from the antenna − 3 miles .

1. Below FL 600 − 5 miles.

4. For single sensor ASR − 11 MSSR Beacon, 2. At or above FL 600 − 10 miles.

when less than 60 miles from the antenna − 3 miles .

3. Facility directives may specify 3 miles for NOTE − areas meeting all of the following conditions: Wake turbulence procedures specify increased separation minima required for certain classes of aircraft because of (a) Radar site adaptation is set to single the possible effects of wake turbulence.

sensor.

b. TERMINAL. FUSION: (b) Significant operational advantages can be obtained.

1. Fusion target symbol – 3 miles.

(c) Within 40 miles of the antenna.

2. When displaying ISR in the data block- 5 miles. (d) Up to and including FL 230.

Radar Separation 5 − 5 − 2 JO 7110.65Y 8/15/19 (e) Facility directives specifically define the (a) The aircraft are on diverging routes/ area where the separation can be applied and define courses, and/or the requirements for displaying the area on the (b) The leading aircraft is and will remain controller’s display.

faster than the following aircraft; and REFERENCE − (c) Separation constantly increasing and the FAA Order JO 7210.3, Para 8-2-1, Three Mile Airspace Operations first center controller will establish 5 NM or other 4. When transitioning from terminal to en route appropriate form of separation prior to the aircraft control, 3 miles increasing to 5 miles or greater, departing the first center sector; and provided: (d) The procedure is covered by a letter of (a) The aircraft are on diverging routes/ agreement between the facilities involved and limited courses, and/or to specified routes and/or sectors/positions.

REFERENCE − (b) The leading aircraft is and will remain FAA Order JO 7210.3, Para 8-2-1, Three Mile Airspace Operations faster than the following aircraft; and e. MEARTS Mosaic Mode: (c) Separation constantly increasing and the 1. Below FL 600- 5 miles.

first center controller will establish 5 NM or other appropriate form of separation prior to the aircraft 2. At or above FL 600- 10 miles.

departing the first center sector; and 3. For areas meeting all of the following (d) The procedure is covered by a letter of conditions – 3 miles : agreement between the facilities involved and limited (a) Radar site adaptation is set to single sensor to specified routes and/or sectors/positions.

mode.

d. ERAM: NOTE − 1. Single Sensor Mode displays information from the 1. Below FL 600- 5 miles.

radar input of a single site.

2. At or above FL 600- 10 miles 2. Procedures to convert MEARTS Mosaic Mode to MEARTS Single Sensor Mode at each PVD/MDM will be 3. Up to and including FL 230 where all the established by facility directive.

following conditions are met – 3 miles: (b) Significant operational advantages can be (a) Significant operational advantages can be obtained.

obtained.

(c) Within 40 NM of the sensor or within 60 (b) Within 40 NM of the preferred sensor or NM of the sensor when using ASR − 9 with Mode S or within 60 NM of the preferred sensor when using ASR − 11 MSSR Beacon and within the 3 NM ASR − 9 with Mode S or ASR − 11 MSSR Beacon and separation area.

within the 3 NM separation area.

(d) Up to and including FL230.

(c) The preferred sensor is providing reliable (e) Facility directives specifically define the beacon targets.

area where the separation can be applied and define the requirements for displaying the area on the (d) Facility directives specifically define the controller’s PVD/MDM.

3 NM separation area.

4. MEARTS Mosaic Mode Utilizing Single (e) The 3 NM separation area is displayable Source Polygon (San Juan CERAP and Honolulu on the video map.

Control Facility only) when meeting all of the (f) Involved aircraft are displayed using the 3 following conditions– 3 miles : NM target symbol.

(a) Up to and including FL230 within 40 4. When transitioning from terminal to en route miles from the antenna or within 60 NM when using control, 3 miles increasing to 5 miles or greater, ASR − 9 with Mode S or ASR − 11 MSSR Beacon and provided: targets are from the adapted sensor.

Radar Separation 5 − 5 − 3 JO 7110.65Y 8/15/19 (b) The single source polygon must be (3) Small - 8 miles.

displayed on the controller’s PVD/MDM.

(b) EN ROUTE. Behind super - 5 miles, unless the super is operating at or below FL240 and (c) Significant operational advantages can be obtained. below 250 knots, then: (1) Heavy - 6 miles.

(d) Facility directives specifically define the single source polygon area where the separation can (2) Large - 7 miles.

be applied and specify procedures to be used.

(3) Small - 8 miles.

(e) Controller must commence a transition to (c) Behind heavy: achieve either vertical separation or 5 mile lateral separation in the event that either target is not from (1) Heavy - 4 miles.

the adapted sensor.

(2) Large or small - 5 miles.

f. STARS Multi − Sensor Mode: 2. Separate small aircraft behind a B757 by 4 NOTE − miles when operating within 2,500 feet of the flight 1. In Multi − Sensor Mode, STARS displays targets as filled path of the leading aircraft over the surface of the and unfilled boxes, depending upon the target’s distance earth and/or less than 500 feet below.

from the radar site providing the data. Since there is presently no way to identify which specific site is providing 3. TERMINAL. When departing parallel data for any given target, utilize separation standards for runways separated by less than 2,500 feet, the 2,500 targets 40 or more miles from the antenna.

feet requirement in subparagraph 2 is not required 2. When operating in STARS Single Sensor Mode, if TRK when a small departs the parallel runway behind a appears in the data block, handle in accordance with B757. Issue a wake turbulence cautionary advisory Paragraph 5 − 3 − 7, Identification Status, subpara b, and and instructions that will establish lateral separation take appropriate steps to establish nonradar separation.

in accordance with subparagraph 2. Do not issue 3. TRK appears in the data block whenever the aircraft is instructions that will allow the small to pass behind being tracked by a radar site other than the radar currently the B757.

selected. Current equipment limitations preclude a target NOTE − from being displayed in the single sensor mode; however, 1. The application of Paragraph 5 − 8 − 3, Successive or a position symbol and data block, including altitude Simultaneous Departures, satisfies this requirement.

information, will still be displayed. Therefore, low altitude 2. Consider runways separated by less than 700 feet as a alerts must be provided in accordance with Paragraph single runway because of the possible effects of wake 2 − 1 − 6 , Safety Alert.

turbulence.

WAKE TURBULENCE APPLICATION WAKE TURBULENCE APPLICATION g. Separate aircraft operating directly behind or h. In addition to subpara g, separate an aircraft following an aircraft conducting an instrument landing behind another aircraft on the same runway, approach by the minima specified and in accordance or one making a touch-and-go, stop-and-go, or low with the following: approach by ensuring the following minima will exist NOTE − at the time the preceding aircraft is over the landing Consider parallel runways less than 2,500 feet apart as a threshold: single runway because of the possible effects of wake NOTE − turbulence.

Consider parallel runways less than 2,500 feet apart as a 1. When operating within 2,500 feet of the flight single runway because of the possible effects of wake path of the leading aircraft over the surface of the turbulence.

earth and less than 1,000 feet below: 1. Small behind large − 4 miles .

(a) TERMINAL. Behind super: 2. Small behind heavy − 6 miles.

(1) Heavy - 6 miles.

If the landing threshold cannot be determined, apply (2) Large - 7 miles. the above minima as constant or increasing at the Radar Separation 5 − 5 − 4 JO 7110.65Y 8/15/19 FAA Order JO 7110.65, Para 7 − 8 − 3 , Separation.

closest point that can be determined prior to the FAA Order JO 7110.65, Para 7 − 9 − 4 , Separation.

landing threshold.

b. Assign an altitude to an aircraft after the aircraft i. TERMINAL. When NOWGT is displayed in an previously at that altitude has been issued a aircraft data block, provide 10 miles separation climb/descent clearance and is observed (valid behind the preceding aircraft and 10 miles separation Mode C), or reports leaving the altitude.

to the succeeding aircraft.

NOTE − 1. Consider known aircraft performance characteristics, j. TERMINAL . 2.5 nautical miles (NM) separa- pilot furnished and/or Mode C detected information which tion is authorized between aircraft established on the indicate that climb/descent will not be consistent with the final approach course within 10 NM of the landing rates recommended in the AIM.

runway when operating in single sensor slant range 2. It is possible that the separation minima described in mode and aircraft remains within 40 miles of the Paragraph 4 − 5 − 1 , Vertical Separation Minima, Para- antenna and: graph 7 − 7 − 3 , Separation, Paragraph 7 − 8 − 3 , Separation, 1. The leading aircraft’s weight class is the same or Paragraph 7 − 9 − 4 , Separation, might not always be or less than the trailing aircraft; maintained using subpara b. However, correct application of this procedure will ensure that aircraft are safely 2. Super and heavy aircraft are permitted to separated because the first aircraft must have already participate in the separation reduction as the trailing vacated the altitude prior to the assignment of that altitude aircraft only; to the second aircraft.

REFERENCE − 3. An average runway occupancy time of FAA Order JO 7110.65, Para 2 − 1 − 3 , Procedural Preference.

50 seconds or less is documented; FAA Order JO 7110.65, Para 4 − 5 − 1 , Vertical Separation Minima.

FAA Order JO 7110.65, Para 5 − 2 − 18 , Validation of Mode C Readout.

4. CTRDs are operational and used for quick FAA Order JO 7110.65, Para 6 − 6 − 1 , Application.

glance references; 5 − 5 − 6. EXCEPTIONS REFERENCE − FAA Order JO 7110.65, Para 3 − 1 − 9 , Use of Tower Radar Displays.

a. Do not use Mode C to effect vertical separation 5. Turnoff points are visible from the control with an aircraft on a cruise clearance, contact tower.

approach, or as specified in Paragraph 5 − 15 − 4, System Requirements, subpara f3.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 19 , Wake Turbulence.

REFERENCE − FAA Order JO 7110.65, Para 3 − 9 − 6 , Same Runway Separation.

FAA Order JO 7110.65, Para 6 − 6 − 2 , Exceptions.

FAA Order JO 7110.65, Para 5 − 5 − 7 , Passing or Diverging.

FAA Order JO 7110.65, Para 7 − 4 − 6 , Contact Approach.

FAA Order JO 7110.65, Para 5 − 5 − 9 , Separation from Obstructions.

P/CG Term − Cruise.

FAA Order JO 7110.65, Para 5 − 8 − 3 , Successive or Simultaneous Departures. b. Assign an altitude to an aircraft only after the FAA Order JO 7110.65, Para 5 − 9 − 5 , Approach Separation aircraft previously at that altitude is observed at or Responsibility.

passing through another altitude separated from the FAA Order JO 7110.65, Para 7 − 6 − 7 , Sequencing.

FAA Order JO 7110.65, Para 7 − 7 − 3 , Separation.

first by the appropriate minima when: FAA Order JO 7110.65 Para 7 − 8 − 3 , Separation.

1. Severe turbulence is reported.

FAA Order JO 7210.3, Para 10 − 4 − 10, Reduced Separation on Final.

2. Aircraft are conducting military aerial 5 − 5 − 5. VERTICAL APPLICATION refueling.

REFERENCE − Aircraft not laterally separated, may be vertically FAA Order JO 7110.65, Para 9 − 2 − 14 , Military Aerial Refueling.

separated by one of the following methods: 3. The aircraft previously at that altitude has a. Assign altitudes to aircraft, provided valid been issued a climb/descent at pilot’s discretion.

Mode C altitude information is monitored and the 5 − 5 − 7. PASSING OR DIVERGING applicable separation minima is maintained at all times.

a. TERMINAL . In accordance with the following REFERENCE − criteria, all other approved separation may be FAA Order JO 7110.65, Para 4 − 5 − 1 , Vertical Separation Minima.

discontinued and passing or diverging separation FAA Order JO 7110.65, Para 5 − 2 − 18 , Validation of Mode C Readout.

applied when: FAA Order JO 7110.65, Para 7 − 7 − 3 , Separation.

Radar Separation 5 − 5 − 5 JO 7110.65Y 8/15/19 1. Single Site ASR or FUSION Mode opposite courses as defined in Paragraph 1 − 2 − 2, Course Definitions; and (a) Aircraft are on opposite/reciprocal courses and you have observed that they have passed 1. You are in communications with both aircraft each other; or aircraft are on same or crossing involved; and courses/assigned radar vectors and one aircraft has 2. You tell the pilot of one aircraft about the crossed the projected course of the other, and the other aircraft, including position, direction, type; and angular difference between their courses/assigned radar vectors is at least 15 degrees.

3. One pilot reports having seen the other aircraft and that the aircraft have passed each other; NOTE − and Two aircraft, both assigned courses and/or radar vectors with an angular difference of at least 15 degrees, is 4. You have observed that the radar targets have considered a correct application of this paragraph.

passed each other; and (b) The tracks are monitored to ensure that the 5. You have advised the pilots if either aircraft primary targets, beacon control slashes, FUSION is classified as a super or heavy aircraft.

target symbols, or full digital terminal system primary and/or beacon target symbols will not touch.

6. Although vertical separation may be discon- tinued, the requirements of Paragraph 5 − 5 − 4, REFERENCE − FAA Order JO 7110.65, Para 1 − 2 − 2 , Course Definitions.

Minima, subpara g must be applied when wake turbulence separation is required.

2. Single Site ARSR or FUSION Mode when target refresh is only from an ARSR or when in EXAMPLE − FUSION Mode − ISR is displayed. “Traffic, twelve o’clock, Boeing Seven Twenty Seven, opposite direction. Do you have it in sight?” (a) Aircraft are on opposite/reciprocal courses and you have observed that they have passed (If the answer is in the affirmative): each other; or aircraft are on same or crossing courses/assigned radar vectors and one aircraft has “Report passing the traffic.” crossed the projected course of the other, and the (When pilot reports passing the traffic and the radar angular difference between their courses/assigned targets confirm that the traffic has passed, issue radar vectors is at least 45 degrees.

appropriate control instructions.)

NOTE − Two aircraft, both assigned courses and/or radar vectors 5 − 5 − 8. ADDITIONAL SEPARATION FOR with an angular difference of at least 45 degrees, is FORMATION FLIGHTS considered a correct application of this paragraph.

(b) The tracks are monitored to ensure that the Because of the distance allowed between formation primary targets, beacon control slashes, FUSION aircraft and lead aircraft, additional separation is target symbols, or full digital terminal system necessary to ensure the periphery of the formation is primary and/or beacon target symbols will not touch.

adequately separated from other aircraft, adjacent airspace, or obstructions. Provide supplemental 3. Although approved separation may be separation for formation flights as follows: discontinued, the requirements of Paragraph 5 − 5 − 4, Minima, subpara g must be applied when wake a. Separate a standard formation flight by adding turbulence separation is required. 1 mile to the appropriate radar separation minima.

REFERENCE − REFERENCE − FAA Order JO 7110.65, Para 1 − 2 − 2 , Course Definitions. FAA Order JO 7110.65, Para 2 − 1 − 13 , Formation Flights.

FAA Order JO 7110.65, Para 5 − 5 − 1 , Application.

NOTE − FAA Order JO 7110.65, Para 7 − 7 − 3 , Separation.

Apply en route separation rules when using multi − sensor P/CG Term − Formation Flight.

mode.

b. Separate two standard formation flights from b. EN ROUTE. Vertical separation between each other by adding 2 miles to the appropriate aircraft may be discontinued when they are on separation minima.

Radar Separation 5 − 5 − 6 JO 7110.65Y 8/15/19 c. Separate a nonstandard formation flight by c. EAS. Apply the radar separation minima applying the appropriate separation minima to the specified in Paragraph 5 − 5 − 4, Minima.

perimeter of the airspace encompassing the nonstandard formation or from the outermost aircraft 5 − 5 − 10. ADJACENT AIRSPACE of the nonstandard formation whichever applies.

a. If coordination between the controllers d. If necessary for separation between a concerned has not been effected, separate nonstandard formation and other aircraft, assign an radar-controlled aircraft from the boundary of appropriate beacon code to each aircraft in the adjacent airspace in which radar separation is also formation or to the first and last aircraft in-trail.

being used by the following minima: NOTE − REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 14 , Coordinate Use of Airspace.

The additional separation provided in Paragraph 5 − 5 − 8, Additional Separation for Formation Flights, is not 1. When less than 40 miles from the antenna − normally added to wake turbulence separation when a 1 1 / miles.

formation is following a heavier aircraft since none of the formation aircraft are likely to be closer to the heavier 2. When 40 miles or more from the antenna − aircraft than the lead aircraft (to which the prescribed 2 / miles.

wake turbulence separation has been applied).

3. EAS: REFERENCE − FAA Order JO 7110.65, Para 9 − 2 − 14 , Military Aerial Refueling.

(a) Below Flight Level 600 − 2 / miles .

(b) Flight Level 600 and above − 5 miles .

5 − 5 − 9. SEPARATION FROM b. Separate radar-controlled aircraft from the OBSTRUCTIONS boundary of airspace in which nonradar separation is being used by the following minima: a. TERMINAL. Separate aircraft from prominent obstructions depicted on the radar display by the 1. When less than 40 miles from the antenna − following minima: 3 miles .

1. When less than 40 miles from the antenna − 2. When 40 miles or more from the antenna − 3 miles.

5 miles .

2. When 40 miles or more from the antenna − 3. EAS: 5 miles.

(a) Below Flight Level 600 − 5 miles.

3. For single sensor ASR − 9 with Mode S, when (b) Flight Level 600 and above − 10 miles.

less than 60 miles from the antenna – 3 miles.

c. The provisions of subparas a and b do not apply 4. For single sensor ASR − 11 MSSR Beacon, to VFR aircraft being provided Class B, Class C, or when less than 60 miles from the antenna – 3 miles.

TRSA services. Ensure that the targets of these aircraft do not touch the boundary of adjacent 5. FUSION: airspace.

(a) Fusion target symbol – 3 miles .

d. VFR aircraft approaching Class B, Class C, Class D, or TRSA airspace which is under the (b) When ISR is displayed – 5 miles .

control jurisdiction of another air traffic control NOTE − facility should either be provided with a radar handoff When operating in FUSION, distances from the antenna or be advised that radar service is terminated, given listed in paragraph 5 − 5 − 9, a1 through a4, do not apply.

their position in relation to the Class B, Class C, b. TERMINAL. Vertical separation of aircraft Class D, or TRSA airspace, and the ATC frequency, above a prominent obstruction depicted on the radar if known, for the airspace to be entered. These actions display and contained within a buffer area may be should be accomplished in sufficient time for the pilot discontinued after the aircraft has passed the to obtain the required ATC approval prior to entering obstruction. the airspace involved, or to avoid the airspace.

Radar Separation 5 − 5 − 7 JO 7110.65Y 8/15/19 5 − 5 − 11. EDGE OF SCOPE 2. Flight Level 600 and above − 10 miles .

Separate a radar-controlled aircraft climbing or 5 − 5 − 12. BEACON TARGET descending through the altitude of an aircraft that has DISPLACEMENT been tracked to the edge of the scope/display by the following minima until nonradar separation has been When using a radar target display with a previously established: specified beacon target displacement to separate a beacon target from a primary target, adjacent a. When less than 40 miles from the antenna − airspace, obstructions, or terrain, add a 1 mile 3 miles from edge of scope.

correction factor to the applicable minima. The maximum allowable beacon target displacement b. When 40 miles or more from the antenna − which may be specified by the facility air traffic 5 miles from edge of scope.

manager is / mile.

c. EAS: REFERENCE − FAA Order JO 7210.3, Para 3 − 7 − 4, Monitoring of Mode 3/A Radar 1. Below Flight Level 600 − 5 miles . Beacon Codes.

Radar Separation 5 − 5 − 8 JO 7110.65Y 8/15/19

Section 6. Vectoring

FLY HEADING (degrees).

5 − 6 − 1. APPLICATION Vector aircraft: FLY PRESENT HEADING.

a. In controlled airspace for separation, safety, DEPART (fix) HEADING (degrees).

noise abatement, operational advantage, confidence maneuver, or when a pilot requests.

2. The number of degrees, in group form, to turn and the direction of turn, or b. In Class G airspace only upon pilot request and PHRASEOLOGY − as an additional service.

TURN (number of degrees) DEGREES LEFT/RIGHT.

c. At or above the MVA or the minimum IFR 3. For NO-GYRO procedures, the type of altitude except as authorized for radar approaches, vector, direction of turn, and when to stop turn.

special VFR, VFR operations, or by Paragraph 5 − 6 − 3, Vectors Below Minimum Altitude.

PHRASEOLOGY − THIS WILL BE A NO-GYRO VECTOR, NOTE − VFR aircraft not at an altitude assigned by ATC may be TURN LEFT/RIGHT.

vectored at any altitude. It is the responsibility of the pilot to comply with the applicable parts of CFR Title 14.

STOP TURN.

REFERENCE − FAA Order JO 7110.65, Para 4 − 5 − 6, Minimum En Route Altitudes.

b. When initiating a vector, advise the pilot of the FAA Order JO 7110.65, Para 7 − 5 − 2, Priority.

purpose, and if appropriate, what to expect when FAA Order JO 7110.65, Para 7 − 5 − 4, Altitude Assignment.

FAA Order JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

radar navigational guidance is terminated.

14 CFR Section 91.119, Minimum Safe Altitudes: General.

PHRASEOLOGY − d. In airspace for which you have control VECTOR TO (fix or airway).

jurisdiction, unless otherwise coordinated.

VECTOR TO INTERCEPT (name of NAVAID) (specified) e. So as to permit it to resume its own navigation RADIAL.

within radar coverage.

f. Operating special VFR only within Class B, VECTOR FOR SPACING.

Class C, Class D, or Class E surface areas.

(if appropriate) EXPECT DIRECT (NAVAID, waypoint, g. Operating VFR at those locations where a fix) special program is established, or when a pilot requests, or you suggest and the pilot concurs.

VECTOR TO FINAL APPROACH COURSE, REFERENCE − FAA Order JO 7110.65, Para 4 − 4 − 1, Route Use. or if the pilot does not have knowledge of the type of FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

approach, FAA Order JO 7110.65, Para 7 − 5 − 3, Separation.

FAA Order JO 7110.65, Para 7 − 6 − 1, Application.

VECTOR TO (approach name) FINAL APPROACH FAA Order JO 7110.65, Para 9 − 4 − 4, Separation Minima.

COURSE.

FAA Order JO 7210.3, Chapter 12, Section 1, Terminal VFR Radar Services.

NOTE − Determine optimum routing based on factors such as wind, 5 − 6 − 2. METHODS weather, traffic, pilot requests, noise abatement, adjacent sector requirement, and letters of agreement.

a. Vector aircraft by specifying: c. When vectoring or approving course deviations, 1. Direction of turn, if appropriate, and assign an altitude to maintain when: magnetic heading to be flown, or 1. The vector or approved deviation is off an PHRASEOLOGY − assigned procedure which contains altitude TURN LEFT/RIGHT HEADING (degrees).

instructions, i.e., instrument approach, etc.

Vectoring 5 − 6 − 1 JO 7110.65Y 8/15/19 REFERENCE − 2. The previously issued clearance included FAA Order JO 7110.65, Chapter 4, Section 1, NAVAID Use crossing restrictions.

Limitations.

FAA Order JO 7110.65,Paragraph 4 − 5 − 7, Altitude Information REFERENCE − FAA Order JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments.

f. Aircraft instructed to resume a procedure which 3. The vector or approved deviation is off an contains published crossing restrictions (SID/STAR) assigned procedure that contains published altitude must be issued/reissued all applicable restrictions or restrictions, i.e., SID, STAR, and a clearance to Climb be instructed to Climb Via/Descend Via.

Via/Descend Via has been issued.

PHRASEOLOGY − CLEARED DIRECT (NAVAID, fix, waypoint) CROSS d. When vectoring or approving an aircraft to (NAVAID, fix, waypoint) AT/AT OR ABOVE/AT OR deviate off of a procedure that includes published BELOW (altitude), then CLIMB VIA/DESCEND VIA altitude restrictions, advise the pilot if you intend on (SID/STAR) clearing the aircraft to resume the procedure.

EXAMPLE − PHRASEOLOGY − “Cleared direct Luxor, then descend via the Ksino One FLY HEADING (degrees), MAINTAIN (altitude), arrival.” EXPECT TO RESUME (SID, STAR, etc.).

“Cleared direct HITME, cross HITME at or above one one thousand, then climb via the Boach Five departure.” DEVIATION (restrictions if necessary) APPROVED, g. Aircraft may not be vectored off an Obstacle MAINTAIN (altitude) EXPECT TO RESUME (SID, STAR, etc.) AT (NAVAID, fix, waypoint) Departure Procedure (ODP), or issued an altitude lower than published altitude on an ODP, until at or NOTE − above the MVA/MIA, at which time the ODP is After a Climb Via or Descend Via clearance has been canceled.

issued, a vector/deviation off of a SID/STAR cancels the altitude restrictions on the procedure. The aircraft’s Flight NOTE − Management System (FMS) may be unable to process Once an aircraft has been vectored off an Obstacle crossing altitude restrictions once the aircraft leaves the Departure Procedure, the procedure is canceled and ATC SID/STAR lateral path. Without an assigned altitude, the cannot clear the aircraft to resume the ODP.

aircraft’s FMS may revert to leveling off at the altitude set REFERENCE − by the pilot, which may be the SID/STAR’s published top or P/CG − Obstacle Departure Procedure bottom altitude.

h. Aircraft vectored off an RNAV route must be e. Provide radar navigational guidance until the recleared to the next waypoint or as requested by the aircraft is: pilot.

1. Established within the airspace to be i. When flight data processing is available, update protected for the nonradar route to be flown, or the route of flight in the computer unless an 2. On a heading that will, within a reasonable operational advantage is gained and coordination is accomplished.

distance, intercept the nonradar route to be flown, and j. Inform the pilot when a vector will take the 3. Informed of its position unless the aircraft is aircraft across a previously assigned nonradar route.

RNAV, FMS, or DME equipped and being vectored toward a VORTAC/TACAN or waypoint and within PHRASEOLOGY − the service volume of the NAVAID.

EXPECT VECTOR ACROSS (NAVAID radial) (airway/route/course) FOR (purpose).

PHRASEOLOGY − REFERENCE − (Position with respect to course/fix along route), FAA Order JO 7110.65, Para 7 − 6 − 1, Application.

RESUME OWN NAVIGATION, 5 − 6 − 3. VECTORS BELOW MINIMUM or ALTITUDE FLY HEADING (degrees). WHEN ABLE, PROCEED DIR- a. Except in en route automated environments in ECT (name of fix), areas where more than 3 miles separation minima is required, you may vector a departing IFR aircraft, or or one executing a missed approach, within 40 miles of RESUME (SID/STAR/transition/procedure).

Vectoring 5 − 6 − 2 JO 7110.65Y 8/15/19 the radar antenna and before it reaches the minimum to increase lateral separation from the obstacle until altitude for IFR operations if separation from the 3 mile minimum is achieved or until the aircraft prominent obstacles shown on the radar scope is reports leaving an altitude above the obstacle.

applied in accordance with the following: REFERENCE − P/CG Term − Obstacle.

1. If the flight path is 3 miles or more from the P/CG Term − Obstruction.

obstacle and the aircraft is climbing to an altitude at P/CG Term − Prominent Obstacle.

least 1,000 feet above the obstacle, vector the aircraft b. At those locations where diverse vector areas to maintain at least 3 miles separation from the (DVA) have been established, radar facilities may obstacle until the aircraft reports leaving an altitude vector aircraft below the MVA/MIA within the DVA above the obstacle.

described in facility directives.

2. If the flight path is less than 3 miles from the REFERENCE − obstacle and the aircraft is climbing to an altitude at FAA Order JO 7210.3, Para 3 − 8 − 5, Establishing Diverse Vector Area/s least 1,000 feet above the obstacle, vector the aircraft (DVA).

Vectoring 5 − 6 − 3 JO 7110.65Y 8/15/19

Section 7. Speed Adjustment

5 − 7 − 1. APPLICATION (d) Ensure that aircraft are allowed to operate in a clean configuration as long as circumstances Keep speed adjustments to the minimum necessary to permit.

achieve or maintain required or desired spacing.

(e) Keep the number of speed adjustments per Avoid adjustments requiring alternate decreases and aircraft to the minimum required to achieve and increases. Terminate speed adjustments when no maintain spacing.

longer needed.

b. Do not assign speed adjustment to aircraft: NOTE − It is the pilot’s responsibility and prerogative to refuse 1. At or above FL 390 without pilot consent.

speed adjustment that he/she considers excessive or 2. Executing a published high altitude instru- contrary to the aircraft’s operating specifications.

ment approach procedure.

a. Consider the following when applying speed 3. In a holding pattern.

control: REFERENCE − FAA Order JO 7110.65, Para 4 − 6 − 4, Holding Instructions.

1. Determine the interval required and the point at which the interval is to be accomplished.

4. Inside the final approach fix on final or a point 5 miles from the runway, whichever is closer to the 2. Implement speed adjustment based on the runway.

following principles.

c. At the time approach clearance or a climb (a) Priority of speed adjustment instructions via/descend via clearance is issued, previously is determined by the relative speed and position of the assigned speeds must be restated if required.

aircraft involved and the spacing requirement.

d. Approach clearances or climb via/descend via (b) Speed adjustments are not achieved clearances cancel any previously assigned speeds.

instantaneously. Aircraft configuration, altitudes, Pilots are expected to make their own speed and speed determine the time and distance required to adjustments to fly the approach, SID, or STAR unless accomplish the adjustment. assigned speeds are restated.

NOTE − 3. Use the following techniques in speed control Pilots are required to comply with published speed situations: restrictions.

(a) Compensate for compression when e. If feasible, when issuing speed adjustments to assigning air speed adjustment in an in-trail situation aircraft cleared along a route or procedure that has by using one of the following techniques: published speed restrictions, advise aircraft where to resume published speed.

(1) Reduce the trailing aircraft first.

f. Express speed adjustments in terms of knots (2) Increase the leading aircraft first.

based on indicated airspeed (IAS) in 5 − knot increments. At or above FL 240, speeds may be (b) Assign a specific airspeed if required to expressed in terms of Mach numbers in 0.01 incre- maintain spacing.

ments for turbojet aircraft with Mach meters (c) Allow increased time and distance to (i.e., Mach 0.69, 0.70, 0.71, etc.).

achieve speed adjustments in the following NOTE − situations: 1. Pilots complying with speed adjustment instructions (published or assigned) should maintain a speed within (1) Higher altitudes.

plus or minus 10 knots or 0.02 Mach number of the specified speed.

(2) Greater speed.

2. When assigning speeds to achieve spacing between (3) Clean configurations.

aircraft at different altitudes, consider that ground speed Speed Adjustment 5 − 7 − 1 JO 7110.65Y 8/15/19 may vary with altitude. Further speed adjustment may be “Reduce speed twenty knots.” necessary to attain the desired spacing. “Maintain two eight zero knots.” “Maintain maximum forward speed .” 3. Controllers should anticipate pilots will begin NOTE − adjusting speed at the minimum distance necessary prior 1. A pilot operating at or above 10,000 feet MSL on an to a published speed restriction so as to cross the assigned speed adjustment greater than 250 knots is waypoint/fix at the published speed. Once at the published expected to comply with 14 CFR Section 91.117(a) when speed, controllers should expect pilots will maintain the cleared below 10,000 feet MSL, within domestic airspace, published speed until additional adjustment is required to without notifying ATC. Pilots are expected to comply with comply with further published restrictions or ATC assigned the other provisions of 14 CFR Section 91.117 without speed restrictions.

notification.

REFERENCE − 2. Speed restrictions of 250 knots do not apply to aircraft FAA Order JO 7110.65, Para 5 − 7 − 2, Methods.

operating beyond 12 NM from the coastline within the U.S. Flight Information Region, in offshore Class E 5 − 7 − 2. METHODS airspace below 10,000 feet MSL. However, in airspace a. Instruct aircraft to: underlying a Class B airspace area designated for an airport, or in a VFR corridor designated through such a 1. Maintain present/specific speed.

Class B airspace area, pilots are expected to comply with the 200 knot speed limit specified in 14 CFR 2. Maintain specified speed or greater/less.

Section 91.117(c). (See 14 CFR Sections 91.117(c) and 3. Maintain the highest/lowest practical speed.

91.703.)

4. Increase or reduce to a specified speed or by 3. The phrases “maintain maximum forward speed” and a specified number of knots.

“maintain slowest practical speed” are primarily intended for use when sequencing a group of aircraft. As the PHRASEOLOGY − sequencing plan develops, it may be necessary to SAY AIRSPEED.

determine the specific speed and/or make specific speed assignments.

SAY MACH NUMBER.

b. To obtain pilot concurrence for a speed MAINTAIN PRESENT SPEED.

adjustment at or above FL 390, as required by Paragraph 5 − 7 − 1, Application, use the following MAINTAIN (specific speed) KNOTS.

phraseology.

MAINTAIN (specific speed) KNOTS OR GREATER. PHRASEOLOGY − (Speed adjustment), IF UNABLE ADVISE.

DO NOT EXCEED (speed) KNOTS.

EXAMPLE − “Reduce speed to one niner zero, if unable advise.” MAINTAIN MAXIMUM FORWARD SPEED.

c. Simultaneous speed reduction and descent can be extremely difficult, particularly for turbojet MAINTAIN SLOWEST PRACTICAL SPEED.

aircraft. Specifying which action is to be accom- INCREASE/REDUCE SPEED: plished first removes any doubt the pilot may have as to controller intent or priority . Specify which action is TO (specified speed in knots), expected first when combining speed reduction with a descent clearance.

or 1. Speed reductions prior to descent.

TO MACH (Mach number), PHRASEOLOGY − REDUCE SPEED: or TO (specified speed), (number of knots) KNOTS.

EXAMPLE − or “ Increase speed to Mach point seven two.” “Reduce speed to two five zero.” (number of knots) KNOTS.

Speed Adjustment 5 − 7 − 2 JO 7110.65Y 8/15/19 THEN, DESCEND AND MAINTAIN (altitude). DELETE SPEED RESTRICTIONS.

2. Speed reduction following descent.

CLIMB/DESCEND VIA (SID/STAR name and number) (transition if required.)

PHRASEOLOGY − DESCEND AND MAINTAIN (altitude).

NOTE − 1. Aircraft will meet all published speed restrictions when THEN, REDUCE SPEED: on any route or procedure with published speed restrictions regardless of climb via or descend via clearance.

TO (specified speed in knots), 2. Due to variations of aircraft types, Flight Management Systems, and environmental conditions, ATC should or anticipate that aircraft will begin speed adjustments at varying locations along cleared routes or procedures that TO MACH (Mach number), contain published speed restrictions.

or 3. Issuing speed adjustments to aircraft flying procedures with published speed restrictions may impact the pilot’s (number of knots) KNOTS.

ability to fly the intended flight profile of the procedure.

NOTE − EXAMPLE − When specifying descent prior to speed reduction, consider 1. “Cross Alisa at two two zero knots, then climb via the the maximum speed requirements specified in 14 CFR TIMMY One departure.” Section 91.117. It may be necessary for the pilot to level off NOTE − temporarily and reduce speed prior to descending below The aircraft will maintain the ATC assigned speed until 10,000 feet MSL.

Alisa waypoint and will then comply with the speed restrictions on the TIMMY One departure d. Specify combined speed/altitude fix crossing restrictions.

EXAMPLE − 2 . “Cross Alisa at one zero thousand, then climb via the PHRASEOLOGY − TIMMY One departure, except maintain two two zero CROSS (fix) AT AND MAINTAIN (altitude) AT (specified knots.” speed) KNOTS.

NOTE − EXAMPLE − The aircraft will maintain the ATC assigned speed of two “Cross Robinsville at and maintain six thousand at two zero knots and will not meet any published speed two three zero knots.” restrictions. Aircraft will meet all published altitude REFERENCE − restrictions after Alisa.

FAA Order JO 7110.65, Para 2 − 4 − 17, Numbers Usage.

EXAMPLE − FAA Order JO 7110.65, Para 4 − 5 − 7, Altitude Information.

3 . “Maintain two two zero knots until BALTR then resume e. When issuing speed adjustments to aircraft published speed.” cleared on procedures with published speed NOTE − restrictions specify the point at which the issued The ATC assigned speed assignment of two two zero knots restriction begins, ends, or changes the published would apply until BALTR. The aircraft would then comply restrictions.

with the published speed restrictions.

PHRASEOLOGY − EXAMPLE − CROSS (fix/waypoint) AT (speed). 4 . “Descend via the KEPEC Two arrival, except after NIPZO maintain one eight zero knots.” MAINTAIN (speed) UNTIL (fix/waypoint), NOTE − The aircraft will comply with all published restrictions.

THEN (additional instructions).

After NIPZO, the aircraft will continue to comply with altitude restrictions, but will comply with the ATC assigned RESUME PUBLISHED SPEED.

speed adjustment.

REFERENCE − COMPLY WITH SPEED RESTRICTIONS.

FAA Order JO 7110.65, Para 2 − 4 − 17, Numbers Usage FAA Order JO 7110.65, Para 4 − 5 − 7, Altitude Information EXCEPT (if required) FAA Order JO 7110.65, Para 5 − 7 − 1, Application Speed Adjustment 5 − 7 − 3 JO 7110.65Y 8/15/19 NOTE − 5 − 7 − 3. SPEED ASSIGNMENTS 1. A pilot operating at or above 10,000 feet MSL on an When assigning airspeeds, use the following: assigned speed adjustment greater than 250 knots is expected to comply with 14 CFR Section 91.117(a) when a. To aircraft operating between FL 280 and cleared below 10,000 feet MSL, within domestic airspace, 10,000 feet, a speed not less than 250 knots or the without notifying ATC. Pilots are expected to comply with equivalent Mach number.

the other provisions of 14 CFR Section 91.117 without notification.

NOTE − 2. Speed restrictions of 250 knots do not apply to aircraft 1. On a standard day the Mach numbers equivalent to 250 knots CAS (subject to minor variations) are: operating beyond 12 NM from the coastline within the U.S.

FL 240 − 0.6 Flight Information Region, in offshore Class E airspace FL 250 − 0.61 below 10,000 feet MSL. However, in airspace underlying FL 260 − 0.62 a Class B airspace area designated for an airport, or in a FL 270 − 0.64 VFR corridor designated through such a Class B airspace FL 280 − 0.65 area, pilots are expected to comply with the 200 knot speed FL 290 − 0.66.

limit specified in 14 CFR Section 91.117(c). (See 14 CFR Sections 91.117(c) and 91.70).

2. A pilot will advise if unable to comply with the speed assignment.

3. The phrases “maintain maximum forward speed” and “maintain slowest practical speed” are primarily intended b. To aircraft operating beneath Class B airspace for use when sequencing a group of aircraft. As the or in a VFR corridor designated through Class B sequencing plan develops, it may be necessary to airspace: assign a speed not more than 200 knots.

determine the specific speed and/or make specific speed assignments.

c. To arrival aircraft operating below 10,000 feet: REFERENCE − 1. Turbojet aircraft: FAA Order JO 7110.65, Para 5 − 7 − 2, Methods.

14 CFR Sections 91.117(c) and 91.703.

(a) Assign a speed not less than 210 knots, except for the aircraft as specified in subparagraph b 5 − 7 − 4. TERMINATION above, or Advise aircraft when speed adjustments are no longer needed.

(b) Assign a speed not less than 170 knots when the aircraft is within 20 flying miles of the a. Advise aircraft to “resume normal speed” when runway threshold.

ATC-assigned speed adjustments are no longer required and no published speed restrictions apply.

2. Reciprocating and turboprop aircraft: PHRASEOLOGY − (a) Assign a speed not less than 200 knots, or RESUME NORMAL SPEED.

(b) Assign a speed not less than 150 knots NOTE − “Resume normal speed” is only used where there is no when the aircraft is within 20 flying miles of the underlying published speed restriction. It does not delete runway threshold.

speed restrictions on upcoming segments of flight and does d. To departures: not relieve the pilot of those speed restrictions which are applicable to 14 CFR Section 91.117.

1. Turbojet aircraft: assign a speed not less than b. Instruct aircraft to “comply with speed 230 knots.

restrictions” applicable to the charted procedure or 2. Reciprocating and turboprop aircraft: assign route being flown.

a speed not less than 150 knots.

PHRASEOLOGY − COMPLY WITH SPEED RESTRICTIONS e. To helicopters: Assign a speed not less than 60 knots. NOTE − The phraseology “comply with restrictions” requires REFERENCE − compliance with all altitude and/or speed restrictions FAA Order JO 7110.65, Para 5 − 7 − 2, Methods.

depicted on the procedure.

f. Lower speeds may be assigned when opera- REFERENCE − tionally advantageous.

FAA Order JO 7110.65, Para 5 − 6 − 2, Methods Speed Adjustment 5 − 7 − 4 JO 7110.65Y 8/15/19 c. Advise aircraft to “resume published speed” adjustments or published speed restrictions are no when aircraft have been assigned an unpublished longer required.

speed and ATC wants aircraft to meet subsequent PHRASEOLOGY − published speed restrictions on the route or DELETE SPEED RESTRICTIONS procedure.

NOTE − When deleting published restrictions, ATC must ensure PHRASEOLOGY − obstacle clearance until aircraft are established on a route RESUME PUBLISHED SPEED where no published restrictions apply. This does not relieve the pilot of those speed restrictions which are applicable to REFERENCE − FAA Order JO 7110.65, Para 4 − 5 − 7, Altitude Information 14 CFR Section 91.117.

REFERENCE − d. Advise aircraft when either ATC assigned speed FAA Order JO 7110.65, Para 5 − 7 − 1, Application Speed Adjustment 5 − 7 − 5 JO 7110.65Y 8/15/19

Section 8. Radar Departures

2. The SID transition is not restated as it is contained in the 5 − 8 − 1. PROCEDURES ATC clearance.

Use standard departure routes and channelized 3. Aircraft cleared via RNAV SIDs designed to begin with altitudes whenever practical to reduce coordination.

a vector to the initial waypoint are assigned a heading Do not, however, assign these routes solely to provide before departure.

for possible radar or communication failure.

REFERENCE − FAA Order JO 7110.65, Para 3 − 9 − 9, Nonintersecting Converging Runway Operations 5 − 8 − 2. INITIAL HEADING FAA Order JO 7110.65, Para 4 − 3 − 2, Departure Clearances AIM, Para 5 − 2 − 7. Departure Control a. Before departure, assign the initial heading to be flown if a departing aircraft is to be vectored immediately after takeoff.

5 − 8 − 3. SUCCESSIVE OR SIMULTANEOUS DEPARTURES PHRASEOLOGY − FLY RUNWAY HEADING.

TERMINAL TURN LEFT/RIGHT, HEADING (degrees).

Separate aircraft departing from the same airport/ NOTE − heliport or adjacent airports/heliports in accordance 1. TERMINAL. A purpose for the heading is not necessary, since pilots operating in a radar environment with the following minima provided radar identifica- associate assigned headings with vectors to their planned tion with the aircraft will be established within 1 mile route of flight.

of the takeoff runway end/helipad and courses will 2. ATC assumes responsibility for terrain and obstacle diverge by 15 degrees or more.

avoidance when IFR aircraft are below the minimum IFR NOTE − altitude (MVA, MIA, MEA) and are taken off departure/ 1. FAA Order 8260.46, Departure Procedure (DP) missed approach procedures, or are issued go − around Program, and FAA Order 8260.3, United States Standard instructions, except when utilizing a Diverse Vector Area for Terminal Instrument Procedures (TERPS), Volume 4, (DVA) with an aircraft departing from the surface.

establishes guidelines for IFR departure turning proced- REFERENCE − ures which assumes a climb to 400 feet above the departure FAA Order JO 7110.65, Para 4 − 3 − 2, Departure Clearances.

end of runway (DER) elevation before a turn is FAA Order JO 7110.65, Para 5 − 6 − 3, Vectors Below Minimum Altitude.

commenced. TERPS criteria ensures obstacle clearance b. Issue an altitude to maintain with the initial with a climb gradient of 200 feet per nautical mile from the DER. “Immediately after departure” is considered to be heading when the heading will take the aircraft off a any turn that provides at least 15 degrees of divergence that departure procedure that contains both a published commences no later than 2 miles from the DER.

lateral path to a waypoint and crossing restrictions.

2. Consider known aircraft performance characteristics c. When conducting simultaneous parallel runway when applying initial separation to successive departing departures utilizing RNAV SIDs, advise aircraft of aircraft.

the initial fix/waypoint on the RNAV route.

3. When one or both of the departure surfaces is a helipad, PHRASEOLOGY − use the takeoff course of the helicopter as a reference, RNAV to (fix/waypoint), RUNWAY (number), CLEARED comparable to the centerline of a runway and the helipad FOR TAKEOFF.

center as the threshold.

EXAMPLE − a. Between aircraft departing the same runway/ “RNAV to MPASS, Runway Two − Six Left, cleared for helipad or parallel runways/helicopter takeoff takeoff.” courses separated by less than 2,500 feet − 1 mile if NOTE − courses diverge by 15 degrees or more immediately 1. TERMINAL. A purpose for an initial waypoint advisory after departure or 10 degrees or more when both is not necessary since pilots associate this advisory with the aircraft are departing the same runway and both are flight path to their planned route of flight. Pilots must flying an RNAV SID. (See FIG 5 − 8 − 1, FIG 5 − 8 − 2, immediately advise ATC if a different RNAV SID is entered and FIG 5 − 8 − 3.)

in the aircraft FMS.

Radar Departures 5 − 8 − 1 JO 7110.65Y 8/15/19 FAA Order JO 7110.65, Para 5 − 5 − 4, Minima.

NOTE − FAA Order JO 7110.65, Para 5 − 5 − 4, Minima, Subparagraph g.

RNAV SIDs specific to this paragraph are those SIDs constructed with a specific lateral path that begins at the b. Between aircraft departing from diverging DER.

runways: FIG 5 − 8 − 1 1. Nonintersecting runways. Authorize simul- Successive Departures taneous takeoffs if runways diverge by 15 degrees or more. (See FIG 5 − 8 − 4.)

FIG 5 − 8 − 4 Nonintersecting Runway Departures FIG 5 − 8 − 2 Simultaneous Departures 2. Intersecting runways and/or helicopter takeoff courses which diverge by 15 degrees or more. Authorize takeoff of a succeeding aircraft when the preceding aircraft has passed the point of runway and/or takeoff course intersection. When applicable, apply the procedure in Paragraph 3 − 9 − 5, Anticipating Separation. (See FIG 5 − 8 − 5 and FIG 5 − 8 − 6.)

FIG 5 − 8 − 3 Simultaneous Departures FIG 5 − 8 − 5 Intersecting Runway Departures NOTE − This procedure does not apply when wake turbulence separation is required.

REFERENCE − FAA Order JO 7110.65, Para 3 − 9 − 7, Wake Turbulence Separation for NOTE − Intersection Departures.

This procedure does not apply when wake turbulence FAA Order JO 7110.65, Para 3 − 9 − 8, Intersecting Runway/Intersecting Flight Path Operations. separation is required.

Radar Departures 5 − 8 − 2 JO 7110.65Y 8/15/19 REFERENCE − FIG 5 − 8 − 8 FAA Order JO 7110.65, Para 5 − 5 − 4, Minima, Subparagraph g.

Parallel Helicopter Course Departures FIG 5 − 8 − 6 Intersecting Helicopter Course Departures 5 − 8 − 4. DEPARTURE AND ARRIVAL TERMINAL. Except as provided in Paragraph 5 − 8 − 5, Departures and Arrivals on Parallel or Nonintersecting Diverging Runways, separate a departing aircraft from an arriving aircraft on final approach by a minimum of 2 miles if separation will increase to a minimum of 3 miles (5 miles when 40 miles or more from the antenna) within 1 minute after c. Between aircraft departing in the same direction takeoff.

from parallel runways/helicopter takeoff courses.

NOTE − Authorize simultaneous takeoffs if the centerlines/ 1. This procedure permits a departing aircraft to be takeoff courses are separated by at least 2,500 feet and released so long as an arriving aircraft is no closer than courses diverge by 15 degrees or more immediately 2 miles from the runway at the time. This separation is after departure or 10 degrees or more when both determined at the time the departing aircraft commences aircraft are flying an RNAV SID. (See FIG 5 − 8 − 7 and takeoff roll.

FIG 5 − 8 − 8.)

2. Consider the effect surface conditions, such as ice, snow, and other precipitation, may have on known aircraft NOTE − performance characteristics, and the influence these RNAV SIDs specific to this paragraph are those SIDs conditions may have on the pilot’s ability to commence constructed with a specific lateral path that begins at the takeoff roll in a timely manner.

DER.

5 − 8 − 5. DEPARTURES AND ARRIVALS ON FIG 5 − 8 − 7 PARALLEL OR NONINTERSECTING Parallel Runway Departures DIVERGING RUNWAYS TERMINAL. Authorize simultaneous operations between an aircraft departing on a runway and an aircraft on final approach to another parallel or nonintersecting diverging runway if the departure course diverges immediately by at least 30 degrees from the missed approach course until separation is applied and provided one of the following conditions are met: NOTE − When one or both of the takeoff/landing surfaces is a helipad, consider the helicopter takeoff course as the runway centerline and the helipad center as the threshold.

Radar Departures 5 − 8 − 3 JO 7110.65Y 8/15/19 FIG 5 − 8 − 11 a. When parallel runway thresholds are even, the Parallel Thresholds are Staggered runway centerlines are at least 2,500 feet apart.

(See FIG 5 − 8 − 9 and FIG 5 − 8 − 10.)

FIG 5 − 8 − 9 Parallel Thresholds are Even FIG 5 − 8 − 12 Parallel Thresholds are Staggered FIG 5 − 8 − 10 Parallel Thresholds are Even NOTE − In the event of a missed approach by an aircraft requiring wake turbulence separation behind it, apply the procedures in Paragraph 3 − 9 − 6, Same Runway Separation and/or Paragraph 3 − 9 − 8, Intersecting Runway/Intersecting b. When parallel runway thresholds are staggered Flight Path Operations to ensure that the larger aircraft and: does not overtake or cross in front of an aircraft departing from the adjacent parallel runway.

1. The arriving aircraft is approaching the nearer runway: the centerlines are at least 1,000 feet REFERENCE − FAA Order JO 7110.65, Para 5 − 5 − 4, Minima, Subparagraph g.

apart and the landing thresholds are staggered at least 500 feet for each 100 feet less than 2,500 the 2. The arriving aircraft is approaching the centerlines are separated. (See FIG 5 − 8 − 11 and farther runway: the runway centerlines separation FIG 5 − 8 − 12.) exceeds 2,500 feet by at least 100 feet for each Radar Departures 5 − 8 − 4 JO 7110.65Y 8/15/19 FIG 5 − 8 − 14 500 feet the landing thresholds are staggered.

Diverging Nonintersecting Runways (See FIG 5 − 8 − 13.)

FIG 5 − 8 − 13 Parallel Thresholds are Staggered d. When the aircraft on takeoff is a helicopter, hold the helicopter until visual separation is possible or c. When nonintersecting runways diverge by apply the separation criteria in subparas a, b, or c.

15 degrees or more and runway edges do not touch.

REFERENCE − (See FIG 5 − 8 − 14.)

FAA Order JO 7110.65, Para 5 − 8 − 4, Departure and Arrival.

Radar Departures 5 − 8 − 5 JO 7110.65Y 8/15/19

Section 9. Radar Arrivals

5 − 9 − 1. VECTORS TO FINAL APPROACH scope; for a precision approach, the line length must COURSE extend at least the maximum range of the localizer; for a nonprecision approach, the line length must Except as provided in Paragraph 7 − 4 − 2, Vectors for extend at least 10NM outside the approach gate; and Visual Approach, vector arriving aircraft to intercept 2. The maximum range selected on the radar the final approach course: display is 150 NM; or a. At least 2 miles outside the approach gate unless 3. An adjacent radar display is set at 125 NM or one of the following exists: less, configured for the approach in use, and is 1. When the reported ceiling is at least 500 feet utilized for the vector to the final approach course.

above the MVA/MIA and the visibility is at least 4. If unable to comply with subparas 1, 2, or 3 3 miles (report may be a PIREP if no weather is above, issue the clearance in accordance with reported for the airport), aircraft may be vectored to Paragraph 4 − 8 − 1, Approach Clearance.

intercept the final approach course closer than 2 miles REFERENCE − outside the approach gate but no closer than the FAA Order JO 7110.65, Para 4 − 8 − 1, Approach Clearance.

approach gate.

FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

2. If specifically requested by the pilot, aircraft may be vectored to intercept the final approach 5 − 9 − 2. FINAL APPROACH COURSE course inside the approach gate but no closer than the INTERCEPTION final approach fix.

a. Assign headings that will permit final approach EXCEPTION. Conditions 1 and 2 above do not course interception on a track that does not exceed the apply to RNAV aircraft being vectored for a GPS or interception angles specified in TBL 5 − 9 − 1.

RNAV approach.

TBL 5 − 9 − 1 b. Provide a minimum of 1,000 feet vertical Approach Course Interception Angle separation between aircraft on opposite base legs unless another form of approved separation is Distance from interception Maximum interception point to approach gate angle established during turn-on to final approach.

Less than 2 miles or triple 20 degrees c. For a precision approach, at an altitude not simultaneous approaches in above the glideslope/glidepath or below the use minimum glideslope intercept altitude specified on 2 miles or more 30 degrees (45 degrees for helicopters) the approach procedure chart.

d. For a nonprecision approach, at an altitude b. If deviations from the final approach course are which will allow descent in accordance with the observed after initial course interception, apply the published procedure. following: NOTE − 1. Outside the approach gate: apply procedures A pilot request for an “evaluation approach,” or a in accordance with subpara a, if necessary, vector the “coupled approach,” or use of a similar term, indicates the aircraft for another approach.

pilot desires the application of subparas a and b.

2. Inside the approach gate: inform the pilot of e. EN ROUTE. The following provisions are the aircraft’s position and ask intentions.

required before an aircraft may be vectored to the PHRASEOLOGY − final approach course: (Ident) (distance) MILE(S) FROM THE AIRPORT, 1. The approach gate and a line (solid or (distance) MILE(S) RIGHT/LEFT OF COURSE, SAY INTENTIONS.

broken), depicting the final approach course starting at or passing through the approach gate and extending NOTE − away from the airport, be displayed on the radar The intent is to provide for a track course intercept angle Radar Arrivals 5 − 9 − 1 JO 7110.65Y 8/15/19 judged by the controller to be no greater than specified by 1. Established on a segment of a published route this procedure.

or instrument approach procedure, or s ee FIG 5 − 9 − 1 Example 1.

REFERENCE − FAA Order JO 7110.65, Chapter 5, Section 9, Radar Arrivals, and Section 10, Radar Approaches − Terminal.

FIG 5 − 9 − 1 c. EN ROUTE. When using a radar scope range Arrival Instructions above 125 NM, the controller must solicit and receive a pilot report that the aircraft is established on the final approach course. If the pilot has not reported established by the final approach gate, inform the pilot of his/her observed position and ask intentions.

NOTE − It may be difficult to accurately determine small distances when using very large range settings.

5 − 9 − 3. VECTORS ACROSS FINAL APPROACH COURSE Inform the aircraft whenever a vector will take it across the final approach course and state the reason for such action.

NOTE − In the event you are unable to so inform the aircraft, the pilot is not expected to turn inbound on the final approach course unless approach clearance has been issued.

PHRASEOLOGY − EXPECT VECTORS ACROSS FINAL FOR (purpose).

EXAMPLE − “EXPECT VECTORS ACROSS FINAL FOR SPACING.” REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

5 − 9 − 4. ARRIVAL INSTRUCTIONS Issue all of the following to an aircraft before it reaches the approach gate: a. Position relative to a fix on the final approach course. If none is portrayed on the radar display or if none is prescribed in the procedure, issue position information relative to the navigation aid which provides final approach guidance or relative to the airport.

b. Vector to intercept the final approach course if required.

c. Approach clearance except when conducting a radar approach. Issue approach clearance only after the aircraft is: Radar Arrivals 5 − 9 − 2 JO 7110.65Y 8/15/19 EXAMPLE − FIG 5 − 9 − 2 1. Aircraft 1 was vectored to the final approach course but Arrival Instruction s clearance was withheld. It is now at 4,000 feet and established on a segment of the instrument approach procedure. “Seven miles from X-RAY. Cleared I − L − S runway three six approach.” (See FIG 5 − 9 − 1.)

2. Aircraft 2 is being vectored to a published segment of the final approach course, 4 miles from LIMA at 2,000 feet.

The MVA for this area is 2,000 feet. “Four miles from LIMA. Turn right heading three four zero. Maintain two thousand until established on the localizer. Cleared I − L − S runway three six approach.” (See FIG 5 − 9 − 1.)

3. Aircraft 3 is being vectored to intercept the final approach course beyond the approach segments, 5 miles from Alpha at 5,000 feet. the MVA for this area is 4,000 feet.

“Five miles from Alpha. Turn right heading three three zero. Cross Alpha at or above four thousand. Cleared I − L − S runway three six approach.” (See FIG 5 − 9 − 1.)

4. Aircraft 4 is established on the final approach course beyond the approach segments, 8 miles from Alpha at 6,000 feet. The MVA for this area is 4,000 feet. “Eight miles from Alpha. Cross Alpha at or above four thousand.

Cleared I − L − S runway three six approach.” (See FIG 5 − 9 − 1.)

2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure.

EXAMPLE − The aircraft is being vectored to the intermediate fix FORRE for an RNAV approach. “Seven miles from FORRE, cleared direct FORRE, cross FORRE at or above four thousand, cleared RNAV runway one eight approach.” NOTE − 1. The altitude assigned must assure IFR obstruction clearance from the point at which the approach clearance is issued until established on a segment of a published route or instrument approach procedure.

2. If the altitude assignment is VFR-on-top, it is conceivable that the pilot may elect to remain high until arrival over the final approach fix which may require the pilot to circle to descend so as to cross the final approach fix at an altitude that would permit landing.

3. Aircraft being vectored to the intermediate fix in FIG 5 − 9 − 2 must meet all the provisions described in subparagraph 4 − 8 − 1h2.

Radar Arrivals 5 − 9 − 3 JO 7110.65Y 8/15/19 2. Aircraft 2: The aircraft is in the left base area of the TAA.

d. Instructions to do one of the following: “One five miles from LEFTT, Cleared R-NAV Runway One NOTE − Eight Approach.” The principal purpose of this paragraph is to ensure that 3. Aircraft 3: The aircraft is in the right base area of the frequency changes are made prior to passing the final TAA. “Four miles from RIGHT, Cleared R-NAV Runway approach fix. However, at times it will be desirable to retain One Eight Approach.” an aircraft on the approach control frequency to provide a single-frequency approach or other radar services. When FIG 5 − 9 − 3 this occurs, it will be necessary to relay tower clearances Basic “T” Design or instructions to preclude changing frequencies prior to landing or approach termination.

1. Monitor local control frequency, reporting to the tower when over the approach fix.

2. Contact the tower on local control frequency.

REFERENCE − FAA Order JO 7110.65, Para 4 − 8 − 8, Communications Release.

3. Contact the final controller on the appropriate frequency if radar service will be provided on final on a different frequency.

REFERENCE − FAA Order JO 7110.65, Para 5 − 10 − 8, Final Controller Changeover.

4. When radar is used to establish the final approach fix, inform the pilot that after being advised that he/she is over the fix he/she is to contact the tower on local control frequency.

EXAMPLE − “Three miles from final approach fix. Turn left heading zero one zero. Maintain two thousand until established on the localizer. Cleared I − L − S runway three six approach. I will advise when over the fix.” “Over final approach fix. Contact tower one one eight point one.” NOTE − ARSR may be used for establishment of initial approach and intermediate approach fixes only. ASR must be used to 5 − 9 − 5. APPROACH SEPARATION establish the final approach fix.

RESPONSIBILITY REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course a. The radar controller performing the approach Interception.

control function is responsible for separation of radar FAA Order JO 7110.65, Para 5 − 9 − 7, Simultaneous Independent arrivals unless visual separation is provided by the Approaches − Dual & Triple.

tower, or a letter of agreement/facility directive e. Where a Terminal Arrival Area (TAA) has been authorizes otherwise. Radar final controllers ensure established to support RNAV approaches, inform the that established separation is maintained between aircraft of its position relative to the appropriate IAF aircraft under their control and other aircraft and issue the approach clearance. (See FIG 5 − 9 − 3.)

established on the same final approach course.

EXAMPLE − NOTE − 1. Aircraft 1: The aircraft is in the straight in area of the The radar controller may be a controller in an ARTCC, a TAA. “Seven miles from CENTR, Cleared R − NAV Runway terminal facility, or a tower controller when authorized to One Eight Approach.” perform the approach control function in a terminal area.

Radar Arrivals 5 − 9 − 4 JO 7110.65Y 8/15/19 REFERENCE − FIG 5 − 9 − 4 FAA Order JO 7110.65, Para 2 − 1 − 19, Wake Turbulence.

Simultaneous Dependent Approaches FAA Order JO 7110.65, Section 5, Radar Separation, Para 5 − 5 − 1, Application.

FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

FAA Order JO 7110.65, Para 5 − 5 − 4, Minima.

FAA Order JO 7210.3, Para 2 − 1 − 16, Authorization for Separation Services by Towers.

b. When timed approaches are being conducted, the radar controller must maintain the radar separation specified in Paragraph 6 − 7 − 5, Interval Minima, until the aircraft is observed to have passed the final approach fix inbound (nonprecision approaches) or the OM or the fix used in lieu of the outer marker (precision approaches) and is within 5 miles of the runway on the final approach course or until visual separation can be provided by the tower.

REFERENCE − FAA Order JO 7110.65, Para 5 − 4 − 6, Receiving Controller Handoff.

FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

EXAMPLE − FAA Order JO 7110.65, Para 5 − 9 − 6, Parallel Dependent Approaches.

In FIG 5 − 9 − 4, Aircraft 2 is 1.0 mile from Aircraft 1.

FAA Order JO 7110.65, Para 6 − 7 − 2, Approach Sequence.

Approved radar separation must be maintained between Aircraft 1 and Aircraft 3.

5 − 9 − 6. SIMULTANEOUS DEPENDENT 3. Provide a minimum of 1.5 miles radar APPROACHES separation diagonally between successive aircraft on adjacent final approach courses when runway TERMINAL centerlines are more than 3,600 feet but no more than a. Apply the following minimum separation when 8,300 feet apart.

conducting simultaneous dependent approaches: FIG 5 − 9 − 5 1. Provide a minimum of 1,000 feet vertical or Simultaneous Dependent Approaches a minimum of 3 miles radar separation between aircraft during turn on.

2. Provide a minimum of 1 mile radar separation diagonally between successive aircraft on adjacent final approach courses when runway centerlines are at least 2,500 feet but no more than 3,600 feet apart.

Radar Arrivals 5 − 9 − 5 JO 7110.65Y 8/15/19 EXAMPLE − 2. Simultaneous dependent approaches may only be In FIG 5 − 9 − 5, Aircraft 2 is 1.5 miles from Aircraft 1, and conducted where instrument approach charts specifically Aircraft 3 is 1.5 miles or more from Aircraft 2. Approved authorize simultaneous approaches to adjacent runways.

radar separation must be maintained between aircraft on 1. Apply this separation standard only after the same final.

aircraft are established on the parallel final approach 4. Provide a minimum of 2 miles radar course.

separation diagonally between successive aircraft on 2. Straight-in landings will be made.

adjacent final approach courses where runway 3. Missed approach procedures do not conflict.

centerlines are more than 8,300 feet but no more than 9,000 feet apart.

4. Aircraft are informed that approaches to both runways are in use. This information may be provided FIG 5 − 9 − 6 through the ATIS.

Simultaneous Dependent Approaches 5. Approach control must have the interphone capability of communicating directly with the local controller at locations where separation responsibility has not been delegated to the tower.

NOTE − The interphone capability is an integral part of this procedure when approach control has the sole separation responsibility.

REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 5 , Approach Separation Responsibility.

FAA Order JO 7210.3, Para 2 − 1 − 16, Authorization for Separation Services by Towers.

c. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight, such as surface wind direction and velocity, wind shear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course.

Weather conditions in the vicinity of the final approach course may dictate a change of approach in EXAMPLE − use.

In FIG 5 − 9 − 6, Aircraft 2 is 2 miles from heavy Aircraft 1.

REFERENCE − Aircraft 3 is a small aircraft and is 6 miles from Aircraft 1.

FAA Order JO 7110.65, Para 5 − 9 − 2 , Final Approach Course *The resultant separation between Aircraft 2 and 3 is at Interception.

least 4.7 miles.

5 − 9 − 7. SIMULTANEOUS INDEPENDENT 5. Provide the minimum approved radar separa- APPROACHES − DUAL & TRIPLE tion between aircraft on the same final approach TERMINAL course.

a. Apply the following minimum separation when REFERENCE − FAA Order JO 7110.65, Section 5, Radar Separation, Para 5 − 5 − 4 , conducting simultaneous independent approaches: Minima.

1. Provide a minimum of 1,000 feet vertical or b. The following conditions are required when a minimum of 3 miles radar separation between applying the minimum radar separation on adjacent aircraft : final approach courses allowed in subparagraph a: (a) during turn − on to parallel final approach, NOTE − or 1. Simultaneous dependent approaches involving an (b) until aircraft are established on a RNAV approach may only be conducted when (GPS) published segment of an approach authorized for appears in the approach title or a chart note states that Established on RNP (EoR) operations.

GPS is required.

Radar Arrivals 5 − 9 − 6 JO 7110.65Y 8/15/19 NOTE − b. A color digital display set to a 4 to 1 (4:1) aspect Aircraft are considered EoR on an initial or intermediate ratio (AR) with visual and aural alerts, such as the segment of an instrument approach authorized for EoR STARS final monitor aid (FMA), and a surveillance operations after the approach clearance has been issued, update rate at least 4.8 seconds must be used to read back by the pilot and the aircraft is observed on the monitor approaches where: published procedure (lateral and vertical path, and within 1. Dual parallel runway centerlines are at least any procedure specified speed restriction), and is 3,000 and less than 4,300 feet apart.

conducting a simultaneous independent parallel approach with an authorized simultaneous instrument approach to a 2. Triple parallel runway centerlines are at least parallel runway.

3,000 but less than 5,000 feet apart and the airport REFERENCE − field elevation is 2,000 feet MSL or less.

FAA Order JO 7210.3, Para 10 − 4 − 6, Simultaneous Independent 3. Triple parallel approaches to airports where Approaches P/CG Term – Required Navigation Performance (RNP) the airport field elevation is more than 2,000 feet P/CG Term – Established on RNP Concept MSL require use of the FMA system and an approved 2. Dual parallel runway centerlines are at least FAA aeronautical study.

3,600 feet apart, or dual parallel runway centerlines NOTE − are at least 3,000 feet apart with a 2.5  to 3.0  offset FMA is not required to monitor the NTZ for runway approach to either runway and the airport field centerlines 4,300 feet or greater for dual runways, and elevation is 2,000 feet MSL or less.

5,000 feet or greater for triple operations.

NOTE − c. The following conditions must be met when Airport field elevation requirement does not apply to dual conducting dual or triple simultaneous independent parallel runways that are 4,300 feet or more apart.

approaches: 3. Triple parallel approaches may be conducted NOTE − under one of the following conditions: Simultaneous independent approaches may only be (a) Parallel runway centerlines are at least conducted where instrument approach charts specifically 3,900 feet apart and the airport field elevation is 2,000 authorize simultaneous approaches.

feet MSL or less; or REFERENCE − FAA Order JO 7210.3, Para 10-4-6, Simultaneous Approaches (b) Parallel runway centerlines are at least (Dependent/Independent) 3,000 feet apart, a 2.5  to 3.0  offset approach to both 1. Straight-in landings will be made.

outside runways, and the airport field elevation is 2,000 feet MSL or less; or 2. All appropriate communication, navigation, and surveillance systems are operating normally.

(c) Parallel runway centerlines are at least 3. Inform aircraft that simultaneous 3,000 feet apart, a single 2.5  to 3.0  offset approach independent approaches are in use, or when runway to either outside runway while parallel approaches to centerlines are less than 4,300 feet PRM approaches the remaining two runways are separated by at least are in use, prior to aircraft departing an outer fix. This 3,900 feet, and the airport field elevation is 2,000 feet information may be provided through the ATIS.

MSL or less.

REFERENCE − P/CG Term − Precision Runway Monitor (PRM) System.

(d) Parallel approaches to airports where the 4. Clear the aircraft to descend to the airport field elevation is more than 2,000 feet MSL appropriate glideslope/glidepath intercept altitude require the use of the final monitor aid (FMA) system soon enough to provide a period of level flight to and an approved FAA aeronautical study.

dissipate excess speed. Provide at least 1 mile of 4. Provide the minimum applicable radar straight flight prior to the final approach course separation between aircraft on the same final intercept.

approach course.

NOTE − NOTE − Not applicable to approaches with RF legs.

Except when conducting an EoR operation, no two aircraft 5. An NTZ at least 2,000 feet wide is established will be assigned the same altitude during turn − on to final.

an equal distance between extended runway final All three aircraft will be assigned altitudes which differ by approach courses and must be depicted on the a minimum of 1,000 feet. Example: 3,000, 4,000, 5,000; monitor display. The primary responsibility for 7,000, 8,000, 9,000.

Radar Arrivals 5 − 9 − 7 JO 7110.65Y 8/15/19 navigation on the final approach course rests with the 3. Terminate radar monitoring when one of the pilot. Control instructions and information are issued following occurs: only to ensure separation between aircraft and to (a) Visual separation is applied.

prevent aircraft from penetrating the NTZ.

(b) The aircraft reports the approach lights or 6. Monitor all approaches regardless of weather.

runway in sight.

Monitor local control frequency to receive any (c) The aircraft is 1 mile or less from the aircraft transmission. Issue control instructions as runway threshold, if procedurally required and necessary to ensure aircraft do not enter the NTZ.

contained in facility directives.

NOTE − 4. Do not inform the aircraft when radar 1. Separate monitor controllers, each with transmit/ monitoring is terminated.

receive and override capability on the local control frequency, must ensure aircraft do not penetrate the 5. Do not apply the provisions of Paragraph depicted NTZ. Facility directives must define responsibility 5 − 13 − 1, Monitor on PAR Equipment, for simultan- for providing the minimum applicable longitudinal eous independent approaches.

separation between aircraft on the same final approach e. Consideration should be given to known factors course.

that may in any way affect the safety of the instrument 2. The aircraft is considered the center of the primary approach phase of flight when simultaneous radar return for that aircraft, or, if an FMA or other color independent approaches are being conducted to final monitor aid is used, the center of the digitized target parallel runways. Factors include, but are not limited of that aircraft, for the purposes of ensuring an aircraft to, wind direction/velocity, windshear alerts/reports, does not penetrate the NTZ. The provisions of Paragraph severe weather activity, etc. Closely monitor weather 5 − 5 − 2, Target Separation, apply also.

activity that could impact the final approach course.

7. Communications transfer to the tower Weather conditions in the vicinity of the final controller’s frequency must be completed prior to approach course may dictate a change of approach in losing 1,000 feet vertical or 3 miles radar separation use.

between aircraft.

REFERENCE − FAA Order JO 7110.65, Para 5 − 1 − 13 , Radar Service Termination.

FAA Order JO 7110.65, Para 5 − 9 − 2 , Final Approach Course d. The following procedures must be used by the Interception.

final monitor controllers: 5 − 9 − 8. SIMULTANEOUS INDEPENDENT 1. Instruct the aircraft to return to the correct CLOSE PARALLEL APPROACHES –PRECI- final approach course when aircraft are observed to SION RUNWAY MONITOR (PRM) overshoot the turn-on or to continue on a track which APPROACHES will penetrate the NTZ.

TERMINAL PHRASEOLOGY − YOU HAVE CROSSED THE FINAL APPROACH a. PRM approaches may only be conducted when COURSE. TURN (left/right) IMMEDIATELY AND charted in the approach title, and where instrument RETURN TO THE FINAL APPROACH COURSE, approach charts specifically authorize simultaneous or approaches.

TURN (left/right) AND RETURN TO THE FINAL REFERENCE − APPROACH COURSE.

P/CG- Precision Runway Monitor (PRM) System P/CG-Simultaneous Close Parallel Approaches 2. Instruct aircraft on the adjacent final b. PRM approaches must be assigned when approach course to alter course to avoid the deviating conducting instrument approaches to dual and triple aircraft when an aircraft is observed penetrating or in parallel runways with runway centerlines separated your judgment will penetrate the NTZ.

by less than 4,300 feet.

PHRASEOLOGY − c. Provide a minimum of 1,000 feet vertical or a TRAFFIC ALERT, (call sign), TURN (right/left) minimum of 3 miles radar separation between aircraft IMMEDIATELY HEADING (degrees), CLIMB AND during turn-on to parallel or offset final approach.

MAINTAIN (altitude).

Radar Arrivals 5 − 9 − 8 JO 7110.65Y 8/15/19 NOTE − for the purposes of ensuring an aircraft does not penetrate Communications transfer to the tower controller’s the NTZ.

frequency must be completed prior to losing vertical f. The following procedures must be used by the separation between aircraft.

final monitor controllers: d. Provide the minimum applicable radar separa- 1. Provide position information to an aircraft tion between aircraft on the same final approach that is (left/right) of the depicted final approach course.

course centerline, and in your judgment is continuing REFERENCE − on a track that may penetrate the NTZ.

FAA Order JO 7110.65, Para 5 − 5 − 4 , Minima.

PHRASEOLOGY − e. The following conditions must be met when ( Aircraft call sign) I SHOW YOU (left/right) OF THE conducting dual and triple PRM approaches: FINAL APPROACH COURSE.

2. Instruct the aircraft to return immediately to 1. Straight-in landings will be made.

the correct final approach course when aircraft are 2. All appropriate communication, navigation, observed to overshoot the turn-on or continue on a and surveillance systems are operating normally.

track which will penetrate the NTZ.

PHRASEOLOGY − 3. Inform aircraft that PRM approaches are in YOU HAVE CROSSED THE FINAL APPROACH use prior to aircraft departing an outer fix. This COURSE. TURN (left/right) IMMEDIATELY AND information may be provided through the ATIS.

RETURN TO THE FINAL APPROACH COURSE.

4. Clear the aircraft to descend to the or TURN (left/right) AND RETURN TO THE FINAL appropriate glideslope/glidepath intercept altitude APPROACH COURSE.

soon enough to provide a period of level flight to dissipate excess speed. Provide at least 1 mile of 3. Instruct aircraft on the adjacent final straight flight prior to the final approach course approach course to alter course to avoid the deviating intercept.

aircraft when an aircraft is observed penetrating or in your judgment will penetrate the NTZ.

NOTE − Not applicable to approaches with RF legs.

NOTE − An instruction that may include a descent to avoid the 5. An NTZ at least 2,000 feet wide is established deviating aircraft should only be used when there is no an equal distance between extended runway final other reasonable option available to the controller. In such approach courses and must be depicted on the a case, the descent must not put the aircraft below the MVA.

monitor display. The primary responsibility for PHRASEOLOGY − navigation on the final approach course rests with the TRAFFIC ALERT, (call sign), TURN (left/right) pilot. Control instructions and information are issued IMMEDIATELY HEADING (DEGREES), CLIMB AND only to ensure separation between aircraft and to MAINTAIN (altitude).

prevent aircraft from penetrating the NTZ.

4. Terminate radar monitoring when one of the following occurs: 6. Monitor all approaches regardless of weather.

Monitor local control frequency to receive any (a) Visual separation is applied.

aircraft transmission. Issue control instructions as (b) The aircraft reports the approach lights or necessary to ensure aircraft do not enter the NTZ.

runway in sight.

7. Separate monitor controllers, each with (c) The aircraft is 1 mile or less from the transmit/receive and override capability on the local runway threshold, if procedurally required, and control frequency, must ensure aircraft do not contained in facility directives.

penetrate the depicted NTZ. Facility directives must 5. Do not inform the aircraft when radar define the responsibility for providing the minimum monitoring is terminated.

applicable longitudinal separation between aircraft on the same final approach course.

6. Do not apply the provisions of Paragraph 5 − 13 − 1, Monitor on PAR Equipment, for PRM NOTE − approaches.

The aircraft is considered the center of the digitized target Radar Arrivals 5 − 9 − 9 JO 7110.65Y 8/15/19 g. Consideration should be given to known factors glideslope courses or vertical navigation authorized that may in any way affect the safety of the instrument in subparagraph a above: approach phase of flight when PRM approaches are 1. Straight − in landings will be made.

being conducted to parallel runways. Factors include, 2. All appropriate communication, navigation, but are not limited to, wind direction/velocity, and surveillance systems are operating normally.

windshear alerts/reports, severe weather activity, etc.

Closely monitor weather activity that could impact 3. Inform aircraft that PRM approaches are in the final approach course. Weather conditions in the use prior to aircraft departing an outer fix. This vicinity of the final approach course may dictate a information may be provided through the ATIS.

change of the approach in use.

4. Clear the aircraft to descend to the REFERENCE − appropriate glideslope/glidepath intercept altitude FAA Order JO 7110.65, Para 5 − 1 − 13 , Radar Service Termination.

soon enough to provide a period of level flight to FAA Order JO 7110.65, Para 5 − 9 − 2 , Final Approach Course Interception.

dissipate excess speed. Provide at least 1 mile of straight flight prior to the final approach course intercept.

5 − 9 − 9. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA) − HIGH NOTE − UPDATE RADAR Not applicable to approaches with RF legs.

5. A No Transgression Zone (NTZ) at least TERMINAL 2,000 feet wide is established an equal distance a. Simultaneous offset instrument approaches between extended runway final approach courses and (SOIA) may be conducted at FAA designated airports must be depicted on the monitor display. The NTZ that have an authorization issued by the Director, begins prior to the point where adjacent inbound Operations − Headquarters, AJT-2, in coordination aircraft first lose vertical separation and extends to a with AFS with parallel runways that have centerlines point coincident with the location of the offset separated by less than 3,000 feet with one final approach MAP. The primary responsibility for approach course offset by 2.5 to 3.0 degrees using a navigation on the final approach course rests with the high update rate surveillance system with a pilot. Control instructions and information are issued 1.0 − second radar update; and only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ.

1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between 6. Monitor all approaches regardless of weather.

aircraft during turn − on to final approaches.

Monitor local control frequency to receive any aircraft transmission. Issue control instructions as NOTE − necessary to ensure aircraft do not enter the NTZ.

Communications transfer to the tower controller’s frequency must be completed prior to losing vertical 7. Separate monitor controllers, each with separation between aircraft.

transmit/receive and override capability on the local control frequency, must ensure aircraft do not 2. Provide the minimum applicable radar separation between aircraft on the same final penetrate the depicted NTZ. Facility directives must define the responsibility for providing the minimum approach course.

applicable longitudinal separation between aircraft 3. Provide the minimum applicable radar on the same final approach course and the minimum separation between the trailing offset aircraft of a applicable longitudinal separation between the leading SOIA pair and the lead straight-in aircraft in trailing offset aircraft of a leading SOIA pair and the the subsequent SOIA pair when the parallel runways lead straight in aircraft in the subsequent SOIA pair have centerlines separated by less than 2,500 feet.

when the parallel runways have centerlines separated REFERENCE − by less than 2,500 feet.

FAA Order JO 7110.65, Para 5 − 5 − 4 , Minima.

NOTE − b. The following conditions are required when The aircraft is considered the center of the digitized target applying the minimum separation between lead for that aircraft for the purposes of ensuring an aircraft straight-in and offset trailing approaches with does not penetrate the NTZ.

Radar Arrivals 5 − 9 − 10 JO 7110.65Y 8/15/19 c. The following procedures must be used by the 6. Do not apply the provisions of Paragraph final monitor controllers: 5-13-1, Monitor on PAR Equipment, for simultan- eous approaches.

1. Provide position information to an aircraft d. Advise the pilot of the trailing offset aircraft of that is (left/right) of the depicted final approach traffic on the adjacent lead straight-in approach course centerline, and in your judgment is continuing course, if that traffic will be a factor in the visual on a track that may penetrate the NTZ.

segment of the approach. The provisions of PHRASEOLOGY − Paragraph 7 − 2 − 1, Visual Separation, subparagraph (Aircraft call sign) I SHOW YOU (left/right) OF THE a2 , concerning visual separation between aircraft FINAL APPROACH COURSE.

being provided by the tower must not be applied to 2. Instruct the aircraft to return immediately to aircraft conducting SOIAs.

the correct final approach course when aircraft are NOTE − observed to overshoot the turn − on or continue on a Once advised, the pilot is authorized to continue past the track which will penetrate the NTZ.

offset approach MAP if all of the following conditions are met: The pilot has the straight-in approach traffic in sight PHRASEOLOGY − and expects the traffic to remain in sight; the pilot advises YOU HAVE CROSSED THE FINAL APPROACH ATC that the traffic is in sight; and the pilot has the runway COURSE. TURN (left/right) IMMEDIATELY AND environment in sight. Otherwise, it is the pilot’s RETURN TO FINAL APPROACH COURSE.

responsibility to execute a missed approach at the offset approach MAP.

or e. Ensure that the trailing offset aircraft is TURN (left/right) AND RETURN TO THE FINAL positioned to facilitate the flight crew’s ability to see APPROACH COURSE.

the lead straight in traffic from the nominal clear-of-clouds point to the offset approach MAP so 3. Instruct aircraft on the adjacent final that the flight crew can remain separated from that approach course to alter course to avoid the deviating traffic visually from the offset approach MAP to the aircraft when an aircraft is observed penetrating or in runway threshold.

your judgment will penetrate the NTZ.

NOTE − NOTE − After accepting a clearance for an offset PRM approach, An instruction that may include a descent to avoid the pilots must remain on the offset approach course until deviating aircraft should only be used when there is no passing the offset approach MAP prior to alignment with other reasonable option available to the controller. In such the runway centerline. Between the offset approach MAP a case, the descent must not put the aircraft below the MVA.

and the runway threshold, the pilot of the offset approach PHRASEOLOGY − aircraft assumes visual separation responsibility from the TRAFFIC ALERT, (call sign), TURN (left/right) aircraft on the straight-in approach, which means IMMEDIATELY HEADING (DEGREES), CLIMB AND maneuvering the aircraft as necessary to avoid the straight MAINTAIN (altitude).

in approach traffic until landing, and providing wake turbulence avoidance, if necessary.

4. Terminate radar monitoring when one of the following occurs: f. In the visual segment between the offset approach MAP and the runway threshold, if the pilot (a) The lead straight in aircraft passes the end of the trailing offset aircraft loses visual contact with of the NTZ nearest the runway threshold.

the lead straight-in traffic, the pilot must advise ATC as soon as practical and follow the published missed (b) The trailing offset aircraft passes the end approach procedure. If necessary, issue alternate of the NTZ nearest the runway threshold and has missed approach instructions.

reported the lead straight in aircraft in sight.

g. Wake turbulence requirements between aircraft (c) The aircraft begins the visual segment of on adjacent final approach courses inside the offset the approach.

approach MAP are as follows (standard in-trail wake 5. Do not inform the aircraft when radar separation must be applied between aircraft on the monitoring is terminated. same approach course): Radar Arrivals 5 − 9 − 11 JO 7110.65Y 8/15/19 1. When runways are at least 2,500 feet apart, a. Simultaneous independent approaches to there are no wake turbulence requirements between widely-spaced parallel runways may only be aircraft on adjacent final approach courses. conducted where instrument approach charts spe- cifically authorize simultaneous approaches.

2. For runways less than 2,500 feet apart, b. Apply the following minimum separation when whenever the ceiling is greater than or equal to conducting simultaneous independent approaches to 500 feet above the MVA, wake vortex spacing runway centerlines that are separated by more than between aircraft on adjacent final approach courses 9,000 feet with a field elevation at or below 5,000 feet need not be applied.

MSL, or 9,200 feet between runway centerlines with 3. For runways less than 2,500 feet apart, a field elevation above 5,000 feet MSL: whenever the ceiling is less than 500 feet above the 1. Provide a minimum of 1,000 feet vertical or MVA, wake vortex spacing between aircraft on a minimum of 3 miles radar separation between adjacent final approach courses, as described in aircraft: Paragraph 5 − 5 − 4, Minima, must be applied unless acceptable mitigating techniques and operational (a) during turn-on to parallel final approach, procedures have been documented and verified by an or AFS safety assessment and authorized by the (b) conducting EoR operations, until aircraft Director, Operations-Headquarters, AJT-2. The wake are established on a published segment of an turbulence mitigation techniques employed will be approach authorized for EoR operations.

based on each airport’s specific runway geometry and NOTE − meteorological conditions and implemented through Aircraft are considered EoR on an initial or intermediate local facility directives.

segment of an instrument approach authorized for EoR operations after the approach clearance has been issued, 4. Issue all applicable wake turbulence read back by the pilot and the aircraft is observed on the advisories.

published procedure (lateral and vertical path, and within REFERENCE − any procedure specified speed restriction), and is FAA Order JO 8260.49, Para 13.0, Wake Turbulence Requirements.

conducting a simultaneous independent parallel approach FAA Order JO 7210.3, Para 10 − 4 − 6, Simultaneous Independent Approaches.

with an authorized simultaneous instrument approach to a FAA Order JO 7110.65, Para 2 − 1 − 20 , Wake Turbulence Cautionary parallel runway.

Advisories.

REFERENCE − FAA Order JO 7110.65, Para 5 − 5 − 4 , Minima.

FAA Order JO 7210.3, Para 10-4-7, Simultaneous Widely-Spaced h. Consideration should be given to known factors Parallel Operations P/CG Term – Required Navigation Performance (RNP) that may in any way affect the safety of the instrument P/CG Term – Established on RNP Concept approach phase of flight when conducting SOIA to 2. Provide the minimum applicable radar parallel runways. Factors include but are not limited separation between aircraft on the same final to wind direction/velocity, wind − shear alerts/reports, approach course.

severe weather activity, etc. Closely monitor weather REFERENCE − activity that could impact the final approach course.

FAA Order JO 7110.65, Para 5 − 5 − 4, Minima.

Weather conditions in the vicinity of the final c. The following conditions are required when approach course may dictate a change of the approach applying the minimum separation on widely − spaced in use.

parallel courses allowed in subpara b: REFERENCE − FAA Order JO 7110.65, Para 5 − 1 − 13 , Radar Service Termination.

1. Straight-in landings will be made.

FAA Order JO 7110.65, Para 5 − 9 − 2 , Final Approach Course Interception.

2. The approach system, radar, and appropriate frequencies are operating normally.

5 − 9 − 10. SIMULTANEOUS INDEPENDENT 3. Inform aircraft that simultaneous approaches APPROACHES TO WIDELY-SPACED are in use prior to aircraft departing an outer fix. This PARALLEL RUNWAYS WITHOUT FINAL information may be provided through the ATIS.

MONITORS 4. Clear an aircraft to descend to the appropriate TERMINAL glideslope/glidepath intercept altitude soon enough Radar Arrivals 5 − 9 − 12 JO 7110.65Y 8/15/19 to provide a period of level flight to dissipate excess course in the direction of the adjacent approach speed. Provide at least 1 mile of straight flight prior course.

to the final approach course intercept.

PHRASEOLOGY − TRAFFIC ALERT, (call sign), TURN (left/right) NOTE − IMMEDIATELY HEADING (degrees), CLIMB AND Not applicable to approaches with RF legs.

MAINTAIN (altitude) 5. Separate final and local controllers are e. Consideration should be given to known factors required for each final. Aircraft on the final must be that may in any way affect the safety of the instrument on the appropriate final controller frequency for that approach phase of flight when simultaneous runway.

approaches are being conducted to parallel runways.

Factors include, but are not limited to, wind 6. Transfer of communication to the tower direction/velocity, wind-shear alerts/reports, severe controller’s frequency must be specified in a facility weather activity, etc. Closely monitor weather directive and/or Letter of Agreement.

activity that could impact the final approach course.

d. The following procedures must be used by the Weather conditions in the vicinity of the final final approach controllers: approach course may dictate a change of approach in use.

NOTE − There is no requirement for establishment of a NTZ. REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

1. Instruct the aircraft to return to the correct final approach course when that aircraft is observed to overshoot the turn-on or continue on a track which 5 − 9 − 11. TRANSITIONAL PROCEDURE deviates from the final approach course in the When aircraft are conducting simultaneous direction of the adjacent approach course.

dependent, independent, or any approaches allowing for reduced separation, and one of the aircraft PHRASEOLOGY − YOU HAVE CROSSED THE FINAL APPROACH executes a go-around or has its approach clearance COURSE. TURN (left/right) IMMEDIATELY AND terminated and prior to losing the approved reduced RETURN TO THE FINAL APPROACH COURSE, separation, control instructions must be expeditiously or issued to increase separation between the applicable TURN (left/right) AND RETURN TO THE FINAL aircraft. These control instructions must establish APPROACH COURSE.

approved separation (for example, altitude and/or 2. Instruct aircraft on adjacent final approach lateral separation via divergence). In addition, wake course to alter course to avoid the deviating aircraft turbulence cautionary advisories must be issued in when an aircraft is observed, or in the controller’s accordance with Paragraph 2 − 1 − 20, Wake judgment, has deviated from the final approach Turbulence Cautionary Advisories.

Radar Arrivals 5 − 9 − 13 JO 7110.65Y 8/15/19

Section 10. Radar Approaches − Terminal

5 − 10 − 1. APPLICATION provide service based solely on official weather, i.e., hourly and special observations.

a. Provide radar approaches in accordance with 3. Issue any known changes classified as special standard or special instrument approach procedures.

weather observations as soon as possible. Special weather observations need not be issued after they are b. A radar approach may be given to any aircraft included in the ATIS broadcast and the pilot states the upon request and may be offered to aircraft in distress appropriate ATIS broadcast code.

regardless of weather conditions or to expedite traffic.

4. Pertinent information on known airport conditions if they are considered necessary to the safe NOTE − operation of the aircraft concerned.

Acceptance of a radar approach by a pilot does not waive the prescribed weather minima for the airport or for the 5. Lost communication procedures as specified particular aircraft operator concerned. The pilot is in Paragraph 5 − 10 − 4, Lost Communications.

responsible for determining if the approach and landing are authorized under the existing weather minima. b. Before starting final approach: REFERENCE − NOTE − FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course 1. ASR approach procedures may be prescribed for Interception.

specific runways, for an airport/heliport, and for FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

helicopters only to a “point-in-space,“ i.e., a MAP from FAA Order JO 7110.65, Para 4 − 8 − 1a, Approach Clearance P/CG Term  EFVS which a helicopter must be able to proceed to the landing area by visual reference to a prescribed surface route.

5 − 10 − 2. APPROACH INFORMATION 2. Occasionally, helicopter PAR approaches are available a. Issue the following information to an aircraft to runways where conventional PAR approaches have been that will conduct a radar approach. Current approach established. In those instances where the two PAR information contained in the ATIS broadcast may be approaches serve the same runway, the helicopter omitted if the pilot states the appropriate ATIS approach will have a steeper glide slope and a lower broadcast code. All items listed below, except for decision height. By the controllers designating the subpara 3 may be omitted after the first approach if approach to be flown, the helicopter pilot understands repeated approaches are made and no change has which of the two approaches he/she has been vectored for and which set of minima apply.

occurred. Transmissions with aircraft in this phase of the approach should occur approximately every 1. Inform the aircraft of the type of approach, minute.

runway, airport, heliport, or other point, as appropriate, to which the approach will be made.

REFERENCE − FAA Order JO 7110.65, Para 4 − 7 − 10, Approach Information.

Specify the airport name when the approach is to a secondary airport.

1. Altimeter setting.

PHRASEOLOGY − 2. If available, ceiling and visibility if the THIS WILL BE A P − A − R/SURVEILLANCE APPROACH ceiling at the airport of intended landing is reported TO: below 1,000 feet or below the highest circling minimum, whichever is greater, or if the visibility is RUNWAY (runway number), less than 3 miles. Advise pilots when weather or information is available via the Automated Weather Observing System (AWOS)/Automated Surface (airport name) AIRPORT, RUNWAY (runway number), Observing System (ASOS) and, if requested, issue the appropriate frequency.

or NOTE − Automated weather observing systems may be set to (airport name) AIRPORT/HELIPORT.

provide one minute updates. This one minute data may be useful to the pilot for possible weather trends. Controllers THIS WILL BE A COPTER P − A − R APPROACH TO: Radar Approaches − Terminal 5 − 10 − 1 JO 7110.65Y 8/15/19 b. Instruct the aircraft when to start and stop turn.

RUNWAY (runway number), PHRASEOLOGY − TURN LEFT/RIGHT. STOP TURN.

or c. After turn on to final approach has been made (airport name) AIRPORT, RUNWAY (runway number), and prior to the aircraft reaching the approach gate, instruct the aircraft to make half-standard rate turns.

or PHRASEOLOGY − (airport name) AIRPORT/HELIPORT. MAKE HALF-STANDARD RATE TURNS.

REFERENCE − 2. For surveillance approaches, specify the FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course location of the MAP in relation to the runway/airport/ Interception.

FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

heliport.

PHRASEOLOGY − MISSED APPROACH POINT IS (distance) MILE(S) 5 − 10 − 4. LOST COMMUNICATIONS FROM RUNWAY/AIRPORT/HELIPORT, When weather reports indicate that an aircraft will likely encounter IFR weather conditions during the or for a point-in-space approach, approach, take the following action as soon as A MISSED APPROACH POINT (distance) MILE(S) possible after establishing radar identification and (direction from landing area) OF (airport name) radio communications (may be omitted after the first AIRPORT/HELIPORT.

approach when successive approaches are made and the instructions remain the same): EXAMPLE − Helicopter point-in-space approach: NOTE − Air traffic control facilities at U.S. Army and U.S. Air Force “Army copter Zulu Two, this will be a surveillance installations are not required to transmit lost communica- approach to a missed approach point, three point five miles tions instructions to military aircraft. All military facilities south of Creedon Heliport.” will issue specific lost communications instructions to civil REFERENCE − aircraft when required.

FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

a. If lost communications instructions will require c. Inform an aircraft making an approach to an the aircraft to fly on an unpublished route, issue an airport not served by a tower that no traffic or landing appropriate altitude to the pilot. If the lost runway information is available for that airport.

communications instructions are the same for both PHRASEOLOGY − pattern and final, the pattern/vector controller must NO TRAFFIC OR LANDING RUNWAY INFORMATION issue both. Advise the pilot that if radio communica- AVAILABLE FOR THE AIRPORT.

tions are lost for a specified time interval (not more REFERENCE − than 1 minute) on vector to final approach, 15 seconds FAA Order JO 7110.65, Para 2 − 7 − 2, Altimeter Setting Issuance Below on a surveillance final approach, or 5 seconds on a Lowest Usable FL.

PAR final approach to: FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

1. Attempt contact on a secondary or a tower frequency.

5 − 10 − 3. NO-GYRO APPROACH 2. Proceed in accordance with visual flight rules When an aircraft will make a no-gyro surveillance or if possible.

a PAR approach: 3. Proceed with an approved nonradar a. Before issuing a vector, inform the aircraft of approach, or execute the specific lost communica- the type of approach. tions procedure for the radar approach being used.

PHRASEOLOGY − NOTE − THIS WILL BE A NO-GYRO SURVEILLANCE/P − A − R The approved procedures are those published on the FAA APPROACH. Forms 8260 or applicable military document.

Radar Approaches − Terminal 5 − 10 − 2 JO 7110.65Y 8/15/19 REFERENCE − PHRASEOLOGY − FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course IF NO TRANSMISSIONS ARE RECEIVED FOR (time Interception.

interval) IN THE PATTERN OR FIVE/FIFTEEN FAA Order JO 7110.65, Para 5 − 10 − 2, Approach Information.

SECONDS ON FINAL APPROACH, ATTEMPT FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

CONTACT ON (frequency), AND 5 − 10 − 5. RADAR CONTACT LOST if the possibility exists, If radar contact is lost during an approach and the aircraft has not started final approach, clear the PROCEED VFR. IF UNABLE: aircraft to an appropriate NAVAID/fix for an if approved, instrument approach.

REFERENCE − PROCEED WITH (nonradar approach), MAINTAIN FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

(altitude) UNTIL ESTABLISHED ON/OVER FIX/ FAA Order JO 7110.65, Para 5 − 10 − 14, Final Approach Abnormalities.

NAVAID/APPROACH PROCEDURE, FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

or 5 − 10 − 6. LANDING CHECK (alternative instructions).

USA/USN. Advise the pilot to perform landing check while the aircraft is on downwind leg and in PHRASEOLOGY − time to complete it before turning base leg. If an USN. For ACLS operations using Mode I, IA, and II, incomplete pattern is used, issue this before handoff to the final controller for a PAR approach, or before IF NO TRANSMISSIONS ARE RECEIVED FOR starting descent on final approach for surveillance FIVE SECONDS AFTER LOSS OF DATA LINK, approach.

ATTEMPT CONTACT ON (frequency), AND PHRASEOLOGY − if the possibility exists, PERFORM LANDING CHECK.

REFERENCE − PROCEED VFR. IF UNABLE: FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

if approved, 5 − 10 − 7. POSITION INFORMATION PROCEED WITH (nonradar approach), MAINTAIN (altitude) UNTIL ESTABLISHED ON/OVER FIX/ Inform the aircraft of its position at least once before NAVAID/APPROACH PROCEDURE, starting final approach.

PHRASEOLOGY − or (Number) MILES (direction) OF (airport name) AIRPORT, (alternative instructions).

or b. If the final approach lost communications instructions are changed, differ from those for the (number) MILES (direction) OF (airport name) AIRPORT pattern, or are not issued by the pattern controller, ON DOWNWIND/BASE LEG.

they must be issued by the final controller.

REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

c. If the pilot states that he/she cannot accept a lost FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

communications procedure due to weather condi- tions or other reasons, request the pilot’s intention.

5 − 10 − 8. FINAL CONTROLLER CHANGEOVER NOTE − When instructing the aircraft to change frequency for The pilot is responsible for determining the adequacy of final approach guidance, include the name of the lost communications procedures with respect to aircraft facility.

performance, equipment capability, or reported weather.

Radar Approaches − Terminal 5 − 10 − 3 JO 7110.65Y 8/15/19 PHRASEOLOGY − need not issue missed approach instructions to locally CONTACT (name of facility) FINAL CONTROLLER ON assigned/attached aircraft.

(frequency).

REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course REFERENCE − Interception.

FAA Order JO 7110.65, Para 2 − 1 − 17, Radio Communications FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

Transfer.

FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

5 − 10 − 12. LOW APPROACH AND TOUCH- FAA Order JO 7110.65, Para 5 − 9 − 4, Arrival Instructions.

AND-GO FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

Before an aircraft which plans to execute a low approach or touch-and-go begins final descent, issue 5 − 10 − 9. COMMUNICATIONS CHECK appropriate departure instructions to be followed On initial contact with the final controller, ask the upon completion of the approach. Climb-out aircraft for a communication check.

instructions must include a specific heading and altitude except when the aircraft will maintain VFR PHRASEOLOGY − and contact the tower.

(Aircraft call sign), (name of facility) FINAL CONTROLLER. HOW DO YOU HEAR ME?

PHRASEOLOGY − REFERENCE − AFTER COMPLETING LOW APPROACH/TOUCH AND FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course GO: Interception.

FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

CLIMB AND MAINTAIN (altitude).

5 − 10 − 10. TRANSMISSION TURN (right or left) HEADING (degrees)/FLY RUNWAY ACKNOWLEDGMENT HEADING, After contact has been established with the final or controller and while on the final approach course, instruct the aircraft not to acknowledge further MAINTAIN VFR, CONTACT TOWER, transmissions.

or PHRASEOLOGY − DO NOT ACKNOWLEDGE FURTHER TRANS- (other instructions as appropriate).

MISSIONS.

NOTE − REFERENCE − This may be omitted after the first approach if instructions FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception. remain the same.

FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

5 − 10 − 11. MISSED APPROACH FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

Before an aircraft starts final descent for a full stop 5 − 10 − 13. TOWER CLEARANCE landing and weather reports indicate that any portion a. When an aircraft is on final approach to an of the final approach will be conducted in IFR airport served by a tower, obtain a clearance to land, conditions, issue a specific missed approach touch-and-go, or make low approach. Issue the procedure approved for the radar approach being clearance and the surface wind to the aircraft.

conducted.

b. If the clearance is not obtained or is canceled, PHRASEOLOGY − inform the aircraft and issue alternative instructions.

YOUR MISSED APPROACH PROCEDURE IS (missed approach procedure).

PHRASEOLOGY − NOTE − TOWER CLEARANCE CANCELED/NOT RECEIVED (alternative instructions).

1. The specific missed approach procedure is published on FAA Form 8260 − 4 or applicable military document. REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course 2. USAF. At locations where missed approach instruc- Interception.

tions are published in base flying regulations, controllers FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

Radar Approaches − Terminal 5 − 10 − 4 JO 7110.65Y 8/15/19 REFERENCE − 5 − 10 − 14. FINAL APPROACH FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course ABNORMALITIES Interception.

FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

Instruct the aircraft if runway environment not in sight, execute a missed approach if previously given; 5 − 10 − 15. MILITARY SINGLE FREQUENCY or climb to or maintain a specified altitude and fly a APPROACHES specified course whenever the completion of a safe approach is questionable because one or more of the a. Utilize single frequency approach procedures following conditions exists. The conditions in as contained in a letter of agreement.

subparas a, b, and c do not apply after the aircraft passes decision height on a PAR approach.

b. Do not require a frequency change from aircraft on a single frequency approach after the approach has EXAMPLE − Typical reasons for issuing missed approach instructions: begun unless: “Radar contact lost.” 1. Landing or low approach has been “Too high/low for safe approach.” completed.

“Too far right/left for safe approach.” REFERENCE − 2. The aircraft is in visual flight rules (VFR) FAA Order JO 7110.65, Para 5 − 12 − 7, Position Advisories.

conditions during daylight hours.

a. Safety limits are exceeded or radical target deviations are observed. 3. The pilot requests the frequency change.

b. Position or identification of the aircraft is in 4. An emergency situation exists.

doubt.

5. The aircraft is cleared for a visual approach.

c. Radar contact is lost or a malfunctioning radar 6. The pilot cancels instrument flight rules is suspected.

(IFR).

PHRASEOLOGY − (Reason) IF RUNWAY/APPROACH LIGHTS/RUNWAY c. Accomplish the following steps to complete LIGHTS NOT IN SIGHT, EXECUTE MISSED communications transfer on single frequency APPROACH/(alternative instructions).

approaches after completion of a handoff: NOTE − 1. Transferring controller: Position transmitter If the pilot requests, approval may be granted to proceed selectors to preclude further transmissions on the with the approach via ILS or another navigational aid/approach aid.

special use frequencies.

REFERENCE − 2. Receiving controller: Position transmitter FAA Order JO 7110.65, Para 5 − 10 − 5, Radar Contact Lost.

and receiver selectors to enable communications on d. Airport conditions or traffic preclude approach the special use frequencies.

completion.

3. Do not require or expect the flight to check on PHRASEOLOGY − frequency unless an actual frequency change is EXECUTE MISSED APPROACH/(alternative instruc- transmitted to the pilot.

tions), (reason).

Radar Approaches − Terminal 5 − 10 − 5 JO 7110.65Y 8/15/19

Section 11. Surveillance Approaches − Terminal

5 − 11 − 1. ALTITUDE INFORMATION NOTE − Pilots are normally expected to furnish the aircraft Provide recommended altitudes on final approach if approach category to the controller when it is determined that the surveillance approach will terminate in a circle to the pilot requests. If recommended altitudes are land maneuver. If this information is not voluntarily given, requested, inform the pilot that recommended solicit the aircraft approach category from the pilot, and altitudes which are at or above the published MDA then issue him/her the applicable circling MDA.

will be given for each mile on final.

PHRASEOLOGY − REFERENCE − PREPARE TO DESCEND IN (number) MILE(S).

FAA Order JO 7210.3, Para 10 − 5 − 7, Recommended Altitudes for Surveillance Approaches.

for straight-in approaches, FAA Order JO 7110.65, Para 5 − 11 − 5, Final Approach Guidance.

PHRASEOLOGY − MINIMUM DESCENT ALTITUDE (altitude).

RECOMMENDED ALTITUDES WILL BE PROVIDED FOR EACH MILE ON FINAL TO MINIMUM DESCENT for circling approaches, ALTITUDE/CIRCLING MINIMUM DESCENT ALTITUDE.

REQUEST YOUR AIRCRAFT APPROACH CATEGORY.

(Upon receipt of aircraft approach category), PUBLISHED CIRCLING MINIMUM DESCENT 5 − 11 − 2. VISUAL REFERENCE REPORT ALTITUDE (altitude).

Aircraft may be requested to report the runway, 5 − 11 − 4. DESCENT INSTRUCTIONS approach/runway lights, or airport in sight. Heli- When an aircraft reaches the descent point, issue one copters making a “point-in-space” approach may be requested to report when able to proceed to the of the following as appropriate: landing area by visual reference to a prescribed REFERENCE − FAA Order JO 7110.65, Para 5 − 12 − 10, Elevation Failure.

surface route.

a. Unless a descent restriction exists, advise the PHRASEOLOGY − aircraft to descend to the MDA.

REPORT (runway, approach/runway lights or airport) IN PHRASEOLOGY − SIGHT.

(Number) MILES FROM RUNWAY/AIRPORT/ HELIPORT. DESCEND TO YOUR MINIMUM DESCENT REPORT WHEN ABLE TO PROCEED VISUALLY TO ALTITUDE.

AIRPORT/HELIPORT.

b. When a descent restriction exists, specify the prescribed restriction altitude. When the aircraft has 5 − 11 − 3. DESCENT NOTIFICATION passed the altitude limiting point, advise to continue descent to MDA.

a. Issue advance notice of where descent will begin and issue the straight-in MDA prior to issuing PHRASEOLOGY − (Number) MILES FROM RUNWAY/AIRPORT/ final descent for the approaches.

HELIPORT. DESCEND AND MAINTAIN (restriction NOTE − altitude).

The point at which descent to the minimum descent altitude is authorized is the final approach fix unless an altitude DESCEND TO YOUR MINIMUM DESCENT ALTITUDE.

limiting stepdown-fix is prescribed.

5 − 11 − 5. FINAL APPROACH GUIDANCE b. When it is determined that the surveillance approach will terminate in a circle to land maneuver, a. Issue course guidance, inform the aircraft when request the aircraft approach category from the pilot. it is on course, and frequently inform the aircraft of After receiving the aircraft approach category, any deviation from course. Transmissions with provide him/her with the applicable circling MDA aircraft on surveillance final approach should occur prior to issuing final descent for the approach. approximately every 15 seconds.

Surveillance Approaches − Terminal 5 − 11 − 1 JO 7110.65Y 8/15/19 PHRASEOLOGY − in-space” approach, he/she reports able to proceed to HEADING (heading), the landing area by visual reference to a prescribed surface route.

ON COURSE, c. When approach guidance is discontinued in or accordance with subparagraph a and the aircraft has reported the runway or approach/runway lights in SLIGHTLY/WELL LEFT/RIGHT OF COURSE.

sight, advise the aircraft of its position and to proceed visually.

NOTE − Controllers should not key the radio transmitter PHRASEOLOGY − continuously during radar approaches to preclude a (Distance) MILE(S) FROM RUNWAY/AIRPORT/ lengthy communications block. The decision on how often HELIPORT, transmitters are unkeyed is the controller’s prerogative.

or b. Issue trend information, as required, to indicate target position with respect to the extended runway OVER MISSED APPROACH POINT.

centerline and to describe the target movement as appropriate corrections are issued. Trend information PROCEED VISUALLY (additional instructions/clearance may be modified by the terms “RAPIDLY” and as required.)

“SLOWLY” as appropriate.

d. When approach guidance is discontinued in EXAMPLE − accordance with subparagraph a above and the “Going left/right of course.” aircraft has not reported the runway or approach/run- “Left/right of course and holding/correcting.” way lights in sight, advise the aircraft of its position c. Inform the aircraft of its distance from the and to execute a missed approach unless the runway runway, airport/heliport, or MAP, as appropriate, or approach/runway lights are in sight or, if a each mile on final.

“point-in-space” approach, unless able to proceed PHRASEOLOGY − visually.

(Number) MILE(S) FROM RUNWAY/AIRPORT/ PHRASEOLOGY − HELIPORT OR MISSED APPROACH POINT.

(Distance) MILE(S) FROM RUNWAY, d. Recommended altitudes must be furnished, if or requested, in accordance with Paragraph 5 − 11 − 1, Altitude Information.

OVER MISSED APPROACH POINT.

PHRASEOLOGY − IF RUNWAY, If requested, or ALTITUDE SHOULD BE (altitude).

APPROACH/RUNWAY LIGHTS NOT IN SIGHT, EXECUTE MISSED APPROACH/(missed approach 5 − 11 − 6. APPROACH GUIDANCE instructions). (Additional instructions/clearance, as TERMINATION required.)

a. Discontinue surveillance approach guidance (Distance and direction) FROM AIRPORT/HELIPORT/ when: MISSED APPROACH POINT.

1. Requested by the pilot.

IF UNABLE TO PROCEED VISUALLY, EXECUTE 2. In your opinion, continuation of a safe MISSED APPROACH. (Additional instructions/clear- approach to the MAP is questionable.

ance, if required.)

NOTE − 3. The aircraft is over the MAP.

Terminal instrument approach procedures and flight b. Surveillance approach guidance may be inspection criteria require establishment of a MAP for each discontinued when the pilot reports the runway or procedure including the point to which satisfactory radar approach/runway lights in sight or if a “point- guidance can be provided.

Surveillance Approaches − Terminal 5 − 11 − 2 JO 7110.65Y 8/15/19

Section 12. PAR Approaches − Terminal

5 − 12 − 1. GLIDEPATH NOTIFICATION b. Issue trend information as required, to indicate target position with respect to the azimuth and Inform the aircraft when it is approaching glidepath elevation cursors and to describe target movement as (approximately 10 to 30 seconds before final appropriate corrections are issued. Trend information descent).

may be modified by the terms “RAPIDLY” or PHRASEOLOGY − “SLOWLY,” as appropriate.

APPROACHING GLIDEPATH.

EXAMPLE − “Going above/below glidepath.” “Going right/left of course.” 5 − 12 − 2. DECISION HEIGHT (DH) “Above/below glidepath and coming down/up.” NOTIFICATION “Above/below glidepath and holding.” Provide the DH to any pilot who requests it. “Left/right of course and holding/correcting.” REFERENCE − PHRASEOLOGY − FAA Order JO 7110.65, Para 5 − 12 − 7, Position Advisories.

DECISION HEIGHT (number of feet).

FAA Order JO 7110.65, Para 5 − 13 − 3, Monitor Information.

5 − 12 − 3. DESCENT INSTRUCTION 5 − 12 − 5. DISTANCE FROM TOUCHDOWN When an aircraft reaches the point where final Inform the aircraft of its distance from touchdown at descent is to start, instruct it to begin descent.

least once each mile on final approach.

PHRASEOLOGY − PHRASEOLOGY − BEGIN DESCENT.

(Number of miles) MILES FROM TOUCHDOWN.

5 − 12 − 4. GLIDEPATH AND COURSE 5 − 12 − 6. DECISION HEIGHT INFORMATION Inform the aircraft when it reaches the published a. Issue course guidance and inform the aircraft decision height.

when it is on glidepath and on course, and frequently PHRASEOLOGY − inform the aircraft of any deviation from glidepath or AT DECISION HEIGHT.

course. Transmissions with aircraft on precision final approach should occur approximately every 5 − 12 − 7. POSITION ADVISORIES 5 seconds.

a. Continue to provide glidepath and course PHRASEOLOGY − information prescribed in Paragraph 5 − 12 − 4, Glide- HEADING (heading).

path and Course Information, subparas a and b, until ON GLIDEPATH. the aircraft passes over threshold.

NOTE − ON COURSE, Glidepath and course information provided below decision height is advisory only. 14 CFR Section 91.175 outlines or pilot responsibilities for descent below decision height.

SLIGHTLY/WELL ABOVE/BELOW GLIDEPATH. b. Inform the aircraft when it is passing over the approach lights.

SLIGHTLY/WELL LEFT/RIGHT OF COURSE.

PHRASEOLOGY − NOTE − OVER APPROACH LIGHTS.

Controllers should not key the radio transmitter c. Inform the aircraft when it is passing over the continuously during radar approaches to preclude a landing threshold and inform it of its position with lengthy communications block. The decision on how often respect to the final approach course.

transmitters are unkeyed is the controller’s prerogative.

PAR Approaches − Terminal 5 − 12 − 1 JO 7110.65Y 8/15/19 PHRASEOLOGY − NOTE − OVER LANDING THRESHOLD, (position with respect to Communications transfer instructions should be delayed course). slightly until the aircraft is on the landing roll-out to preclude diversion of the pilot’s attention during transition REFERENCE − and touchdown.

FAA Order JO 7110.65, Para 5 − 10 − 14, Final Approach Abnormalities.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 17, Radio Communications Transfer.

5 − 12 − 8. APPROACH GUIDANCE TERMINATION 5 − 12 − 10. ELEVATION FAILURE a. Discontinue precision approach guidance when: a. If the elevation portion of PAR equipment fails during a precision approach: 1. Requested by the pilot.

1. Discontinue PAR instructions and tell the 2. In your opinion, continuation of a safe aircraft to take over visually or if unable, to execute approach to the landing threshold is questionable.

a missed approach. If the aircraft executes a missed approach, apply subparagraph 2 below.

3. The aircraft passes over landing threshold.

PHRASEOLOGY − 4. The pilot reports the runway/approach lights NO GLIDEPATH INFORMATION AVAILABLE. IF in sight and requests to or advises that he/she will RUNWAY, APPROACH/RUNWAY LIGHTS, NOT IN proceed visually.

SIGHT, EXECUTE MISSED APPROACH/(alternative instructions).

NOTE − A pilot’s report of “runway in sight” or “visual” is not a 2. If a surveillance approach, ASR or PAR request to proceed visually.

without glide slope, is established for the same runway, inform the aircraft that a surveillance b. When precision approach guidance is discon- approach can be given. Use ASR or the azimuth tinued in accordance with subpara a, advise the portion of the PAR to conduct the approach and apply aircraft of its position and to proceed visually.

Chapter 5, Radar, Section 11, Surveillance PHRASEOLOGY − Approaches − Terminal. When the PAR azimuth is (Distance) MILE(S) FROM TOUCHDOWN, PROCEED used, inform the pilot that mileage information will VISUALLY (additional instructions/clearance as be from touchdown, and at those runways where required).

specific minima have been established for PAR c. After a pilot has reported the runway/approach without glideslope, inform the pilot that the PAR lights in sight and requested to or advised that he/she azimuth will be used for the approach.

will proceed visually, and has been instructed to EXAMPLE − proceed visually, all PAR approach procedures must 1. Approach information when PAR azimuth used: be discontinued.

“This will be a surveillance approach to runway three six.

Mileages will be from touchdown.” d. Continue to monitor final approach and or frequency. Pilots must remain on final controller’s “This will be a surveillance approach to runway three six frequency until touchdown or otherwise instructed.

using P − A − R azimuth. Mileages will be from touchdown.” REFERENCE − 2. Descent Instructions: FAA Order JO 7110.65, Para 5 − 10 − 14, Final Approach Abnormalities.

“Five miles from touchdown, descend to your minimum descent altitude/minimum altitude.” 5 − 12 − 9. COMMUNICATION TRANSFER REFERENCE − FAA Order JO 7110.65, Para 5 − 10 − 2, Approach Information.

FAA Order JO 7110.65, Para 5 − 11 − 4, Descent Instructions.

Issue communications transfer instructions.

b. If the elevation portion of the PAR equipment is PHRASEOLOGY − inoperative before starting a precision approach, CONTACT (terminal control function) (frequency, if apply subpara a2.

required) AFTER LANDING.

PAR Approaches − Terminal 5 − 12 − 2 JO 7110.65Y 8/15/19 NOTE − 5 − 12 − 11. SURVEILLANCE UNUSABLE The display of the NAVAID or DME fix in accordance with PAR approaches may be conducted when the ASR is Paragraph 5 − 3 − 2, Primary Radar Identification Methods, unusable provided a nonradar instrument approach is not required provided the NAVAID or DME fix can be will position the aircraft over a navigational aid or correlated on a PAR scope.

DME fix within the precision radar coverage, or an adjacent radar facility can provide a direct radar handoff to the PAR controller.

PAR Approaches − Terminal 5 − 12 − 3 JO 7110.65Y 8/15/19

Section 13. Use of PAR for Approach

Monitoring − Terminal

5 − 13 − 1. MONITOR ON PAR EQUIPMENT PHRASEOLOGY − (Reason), RADAR MONITORING NOT AVAILABLE, USAF not applicable. Aircraft conducting precision (alternative instructions).

or nonprecision approaches must be monitored by NOTE − PAR equipment if the PAR final approach course Approach monitoring is a vital service, but during the coincides with the NAVAID final approach course approach, the controller acts primarily as a safety observer from the final approach fix to the runway and one of and does not actually guide the aircraft. Loss of the radar the following conditions exists: monitoring capability (and thus availability) is no reason to terminate an otherwise good instrument approach.

NOTE − Advise the pilot that radar contact has been lost (or other 1. The provisions of this section do not apply to monitoring reason as appropriate), that radar monitoring is not simultaneous approaches.

available, and of actions for the pilot to take in either 2. This procedure is used in PAR facilities operated by the proceeding with or breaking off the approach; i.e., contact FAA and other military services at joint-use civil/military tower, remain on PAR frequency, etc.

locations and military installations during the operational hours of the PAR.

5 − 13 − 3. MONITOR INFORMATION a. The reported weather is below basic VFR When approaches are monitored, take the following minima. action: a. Advise the pilot executing a nonprecision b. USA Not applicable. At night.

approach that glidepath advisories are not provided.

c. Upon request of the pilot.

Do this prior to the pilot beginning the final descent.

REFERENCE − PHRASEOLOGY − FAA Order JO 7110.65, Para 5 − 9 − 7, Simultaneous Independent GLIDEPATH ADVISORIES WILL NOT BE PROVIDED.

Approaches − Dual & Triple.

b. Inform the aircraft when passing the final approach fix (nonprecision approaches) or when 5 − 13 − 2. MONITOR AVAILABILITY passing the outer marker or the fix used in lieu of the a. Inform the aircraft of the frequency on which outer marker (precision approaches).

monitoring information will be transmitted if it will PHRASEOLOGY − not be the same as the communication frequency used PASSING (FIX).

for the approach.

c. Advise the pilot of glidepath trend information PHRASEOLOGY − (precision approaches) and course trend information RADAR MONITORING ON LOCALIZER VOICE to indicate target position and movement with respect (frequency), to the elevation or azimuth cursor when the aircraft target corresponds to a position of well above/below and if applicable, the glidepath or well left/right of course and whenever the aircraft exceeds the radar safety limits.

CONTACT (terminal control function) (frequency, if Repeat if no correction is observed.

required) AFTER LANDING.

EXAMPLE − b. If the approach is not monitored, inform the Course trend information: aircraft that radar monitoring is not available.

“(Ident), well right/left of P − A − R course, drifting further PHRASEOLOGY − right/left.” RADAR MONITORING NOT AVAILABLE.

Glidepath trend information: c. If conditions prevent continued monitor after “(Ident), well above/below P − A − R glidepath.” the aircraft is on final approach, advise the pilot. State REFERENCE − the reason and issue alternate procedures as FAA Order JO 7110.65, Para 5 − 12 − 4, Glidepath and Course appropriate.

Information.

Use of PAR for Approach Monitoring − Terminal 5 − 13 − 1 JO 7110.65Y 8/15/19 PHRASEOLOGY − d. If, after repeated advisories, the aircraft is (Position with respect to course or glidepath). IF NOT observed proceeding outside the safety limits or a VISUAL, ADVISE YOU EXECUTE MISSED APPROACH radical target deviation is observed, advise the (alternative instructions).

aircraft if unable to proceed visually, to execute a missed approach. Issue a specific altitude and e. Provide monitor information until the aircraft is heading if a procedure other than the published over the landing threshold or commences a circling missed approach is to be executed. approach.

Use of PAR for Approach Monitoring − Terminal 5 − 13 − 2 JO 7110.65Y 8/15/19

Section 14. Automation − En Route

5 − 14 − 1. CONFLICT ALERT (CA) AND 3. The CA/MCI alert may not be suppressed or MODE C INTRUDER (MCI) ALERT inhibited at or for another control position without being coordinated.

a. When a CA or MCI alert is displayed, evaluate the reason for the alert without delay and take 5 − 14 − 2. EN ROUTE MINIMUM SAFE appropriate action.

ALTITUDE WARNING (E-MSAW) REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 6, Safety Alert.

a. When an E-MSAW alert is displayed, immedi- ately analyze the situation and take the appropriate b. If another controller is involved in the alert, action to resolve the alert.

initiate coordination to ensure an effective course of action. Coordination is not required when immediate NOTE − action is dictated.

Caution should be exercised when issuing a clearance to an aircraft in reaction to an E-MSAW alert to ensure that c. Suppressing/Inhibiting CA/MCI alert.

adjacent MIA areas are not a factor.

1. The controller may suppress the display of a REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 6, Safety Alert.

CA/MCI alert from a control position with the application of one of the following suppress/inhibit b. The controller may suppress the display of an E-MSAW alert from his/her control position with the computer functions: application of one of the following suppress/inhibit (a) The Conflict Suppress (CO) function may computer functions: be used to suppress the CA/MCI display between 1. The specific alert suppression message may specific aircraft for a specific alert.

be used to inhibit the E-MSAW alerting display on a NOTE − single flight for a specific alert.

See NAS − MD − 678 for the EARTS conflict suppress message.

2. The indefinite alert suppression message must be used exclusively to inhibit the display of (b) The Group Suppression (SG) function E-MSAW alerts on aircraft known to be flying at an must be applied exclusively to inhibit the displaying altitude that will activate the alert feature of one or of alerts among military aircraft engaged in special more MIA areas within an ARTCC.

military operations where standard en route separa- tion criteria does not apply.

NOTE − 1. The indefinite alert suppression message will remain in NOTE − effect for the duration of the referenced flight’s active status Special military operations where the SG function would within the ARTCC unless modified by controller action.

typically apply involve those activities where military 2. The indefinite alert suppression message would aircraft routinely operate in proximities to each other that are less than standard en route separation criteria; i.e., air typically apply to military flights with clearance to fly refueling operations, ADC practice intercept operations, low-level type routes that routinely require altitudes below etc. established minimum IFR altitudes.

2. The computer entry of a message suppressing c. The computer entry of a message suppressing or a CA/MCI alert constitutes acknowledgment for the inhibiting E-MSAW alerts constitutes acknowledg- alert and signifies that appropriate action has or will ment for the alert and indicates that appropriate action be taken. has or will be taken to resolve the situation.

Automation − En Route 5 − 14 − 1 JO 7110.65Y 8/15/19 5 − 14 − 3. COMPUTER ENTRY OF FLIGHT This information must not be modified outside of the PLAN INFORMATION controller’s area of jurisdiction unless verbally coordinated or specified in a Letter of Agreement or a. Altitude Facility Directive.

1. The altitude field(s) of the data block must 5 − 14 − 4. ENTRY OF REPORTED ALTITUDE always reflect the current status of the aircraft unless otherwise specified in an appropriate facility Whenever Mode C altitude information is either not directive.

available or is unreliable, enter reported altitudes into the computer as follows: 2. Unless otherwise specified in a facility directive or letter of agreement, do not modify NOTE − Altitude updates are required to assure maximum accuracy assigned or interim altitude information prior to in applying slant range correction formulas.

establishing communication with an aircraft that is outside your area of jurisdiction unless verbal a. When an aircraft reaches the assigned altitude.

coordination identifying who will modify the data b. When an aircraft at an assigned altitude is issued block has been accomplished.

a clearance to climb or descend.

NOTE − c. A minimum of each 10,000 feet during climb to 1. A local interim altitude (LIA) can be used as a means of or descent from FL 180 and above.

recording interfacility coordination.

2. Conflict probe in EDST does not probe for the LIA.

5 − 14 − 5. SELECTED ALTITUDE LIMITS 3. Whenever an aircraft is cleared to maintain an The display of Mode C targets and limited data blocks altitude different from that in the flight plan database, is necessary for application of Merging Target enter into the computer one of the following: Procedures. Sectors must ensure the display of Mode C targets and data blocks by entering (a) The new assigned altitude if the aircraft appropriate altitude limits and display filters to will (climb or descend to and) maintain the new include, as a minimum, the altitude stratum of the altitude, or sector plus: (b) An interim altitude if the aircraft will a. 1,200 feet above the highest and below the (climb or descend to and) maintain the new altitude lowest altitude or flight level of the sector where for a short period of time and subsequently be 1,000 feet vertical separation is applicable; and recleared to the altitude in the flight plan database or a new altitude or a new interim altitude, or b. 2,200 feet above the highest and below the lowest flight level of the sector where 2,000 feet ERAM vertical separation is applicable.

(c) A procedure altitude if the aircraft is NOTE − cleared to vertically navigate (VNAV) on a 1. The data block, for purposes of this paragraph, must SID/STAR with published restrictions, or contain the Mode C altitude and call sign or beacon code at a minimum.

(d) Where appropriate for interfacility hand- 2. Exception to these requirements may be authorized for offs, an LIA when the assigned altitude differs from specific altitudes in certain ARTCC sectors if defined in the coordinated altitude unless verbally coordinated appropriate facility directives and approved by the or specified in a letter of agreement or facility En Route and Oceanic Operations Area Director.

directive.

REFERENCE − FAA Order JO 7110.65, Para 5 − 1 − 2, Alignment Accuracy Check.

NOTE − A facility directive may be published, in accordance with 5 − 14 − 6. SECTOR ELIGIBILITY JO 7210.3, Paragraph 8-2-7, Waiver to Interim Altitude Requirements, deleting the interim altitude computer entry The use of the OK function is allowed to override requirements of subpara 3(b).

sector eligibility only when one of the following b. Flight Plan Route Data conditions is met: Automation − En Route 5 − 14 − 2 JO 7110.65Y 8/15/19 a. Prior coordination is effected. 1. Enter a hold message.

b. The flight is within the control jurisdiction of 2. Maintain a paired track.

the sector.

3. Enter an EFC time via a hold message, the 5 − 14 − 7. COAST TRACKS Hold Data Menu, or the Hold View.

Do not use coast tracks in the application of either 4. Enter non-published holding instructions via radar or nonradar separation criteria.

a hold message or the Hold Data Menu .

5 − 14 − 8. CONTROLLER INITIATED COAST NOTE − The ERAM hold message allows automatic calculation and TRACKS reporting of aggregate delays.

a. Initiate coast tracks only in Flight Plan Aided Tracking (FLAT) mode, except “free” coast tracking b. Unless otherwise specified in a facility may be used as a reminder that aircraft without directive, verbally coordinate non-published holding corresponding computer-stored flight plan informa- instructions when handing off an aircraft in hold tion are under your control.

status to another ERAM sector.

NOTE − c. An EFC time entered into the Hold Data Menu, 1. To ensure tracks are started in FLAT mode, perform a Hold View, or the hold message constitutes start track function at the aircraft’s most current reported position, then immediately “force” the track into coast coordination of the EFC between ERAM sectors.

tracking by performing another start function with “CT” REFERENCE − option in field 64. Making amendments to the stored route FAA Order JO 7210.3, Para 8-2-9, ERAM Hold Information Facility with trackball entry when the aircraft is rerouted, and Directive Requirements repositioning the data block to coincide with the aircraft’s position reports are methods of maintaining a coast track in FLAT mode.

5 − 14 − 10. ERAM VISUAL INDICATOR OF 2. EBUS does not have the capability to initiate coast SPECIAL ACTIVITY AIRSPACE (SAA) tracks .

STATUS b. Prior to initiating a coast track, ensure that a departure message or progress report corresponding Sector controllers shall ensure the situation display with the aircraft’s current position is entered into the accurately reflects the status of all SAAs that impact computer.

their area of control responsibility. When “SAA DOWN” is displayed in the Outage View, manually c. As soon as practicable after the aircraft is in create visual indicators on the situation display to radar surveillance, initiate action to cause radar reflect changes to airspace status.

tracking to begin on the aircraft.

NOTE − 5 − 14 − 9. ERAM COMPUTER ENTRY OF The “SAA DOWN” message in the Outage View means that SAA status is no longer being updated. The status of each HOLD INFORMATION SAA at the time of the failure, whether “on” or “off”, will a. When an aircraft is issued holding instructions, continue to be displayed. Status changes will not be the delay is ATC initiated, and the EFC is other than automatically updated on the display until the outage is “no delay expected:” resolved.

Automation − En Route 5 − 14 − 3 JO 7110.65Y 8/15/19

Section 15. Common Automated Radar

Terminal Systems (CARTS) & Standard

Terminal Automation Replacement System

(STARS) − Terminal

5 − 15 − 1. APPLICATION a. Inform all appropriate positions before termin- ating or reinstating use of the terminal automation CARTS/STARS may be used for identifying aircraft system at a control position. When terminating the assigned a discrete beacon code, maintaining identity use of terminal automation systems, all pertinent of targets, and performing handoffs of these targets flight data of that position must be transferred or between controllers. All procedures for the terminal terminated.

domain related to air traffic control services using b. Inform other interfaced facilities of scheduled CARTS or STARS apply to the FUSION target.

and unscheduled shutdowns.

c. Initiate a track/tag on all aircraft to the 5 − 15 − 2. RESPONSIBILITY maximum extent possible. As a minimum, aircraft This equipment does not relieve the controller of the identification should be entered, and automated responsibility to ensure proper identification, main- handoff functions should be used.

tenance of identity, handoff of the correct target d. Assigned altitude, if displayed, must be kept associated with the alphanumeric data, and separa- current at all times. Climb and descent arrows, where tion of aircraft.

available, must be used to indicate other than level flight.

5 − 15 − 3. FUNCTIONAL USE e. When operating in FUSION mode, the assigned or pilot reported altitude must be displayed and kept In addition to other uses specified herein, terminal current when the aircraft is in level flight.

automation may be used for the following functions: f. The automatic altitude readout of an aircraft a. Tracking.

under another controller’s jurisdiction may be used b. Tagging.

for vertical separation purposes without verbal coordination provided: c. Handoff.

1. Operation is conducted using single-site d. Altitude information.

radar coverage or when operating in FUSION mode.

REFERENCE − FAA Order JO 7110.65, Para 5 − 2 − 24, Altitude Filters. 2. Prearranged coordination procedures are contained in a facility directive in accordance with e. Coordination.

Paragraph 5 − 4 − 9, Prearranged Coordination, and f. Ground speed.

FAA Order JO 7210.3, Paragraph 3 − 7 − 7, Pre- arranged Coordination.

g. Identification.

3. Do not use Mode C to effect vertical separation within a Mosaic radar configuration.

5 − 15 − 4. SYSTEM REQUIREMENTS Use terminal automation systems as follows: 5 − 15 − 5. INFORMATION DISPLAYED NOTE − a. Two-letter ICAO designators or three-letter Locally developed procedures, operating instructions, and designators, as appropriate, must be used unless training material are required because of differences in program limitations dictate the use of a single letter equipment capability. Such locally developed procedures alpha prefix.

must be supplemental to those contained in this section and b. Use of the inhibit/select functions to remove must be designed to make maximum use of the ARTS displayed information no longer required must be in equipment.

Common Automated Radar Terminal Systems (CARTS) & Standard Terminal Automation 5 − 15 − 1 Replacement System (STARS) − Terminal JO 7110.65Y 8/15/19 accordance with local directives, which should alert and signifies that appropriate action has or will ensure maximum required use of the equipment. be taken.

4. CA/MCI alert may not be suppressed or c. Information displayed must be in accordance with national orders and specified in local directives. inhibited at or for another control position without being coordinated.

5 − 15 − 6. CA/MCI 5 − 15 − 7. INHIBITING MINIMUM SAFE a. When a CA or MCI alert is displayed, evaluate ALTITUDE WARNING (MSAW) the reason for the alert without delay and take a. Inhibit MSAW processing of VFR aircraft and appropriate action.

aircraft that cancel instrument flight rules (IFR) flight REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 6, Safety Alert. plans unless the pilot specifically requests otherwise.

REFERENCE − b. If another controller is involved in the alert, FAA Order JO 7110.65, Para 10 − 2 − 7, VFR Aircraft in Weather initiate coordination to ensure an effective course of Difficulty.

action. Coordination is not required when immediate FAA Order JO 7110.65, Para 10 − 2 − 8, Radar Assistance to VFR Aircraft in Weather Difficulty.

action is dictated.

b. A low altitude alert may be suppressed from the c. Suppressing/Inhibiting CA/MCI alert.

control position. Computer entry of the suppress 1. The suppress function may be used to message constitutes an acknowledgment for the alert suppress the display of a specific CA/MCI alert.

and indicates that appropriate action has or will be taken.

2. The inhibit function must only be used to inhibit the display of CA for aircraft routinely 5 − 15 − 8. TRACK SUSPEND FUNCTION engaged in operations where approved separation criteria do not apply.

Use the track suspend function only when data block NOTE − overlap in holding patterns or in proximity of the final Examples of operations where approved separation approach create an unworkable situation. If necessary criteria do not apply are ADC practice intercept operations to suspend tracks, those which are not displaying and air shows.

automatic altitude readouts must be suspended. If the 3. Computer entry of a message suppressing a condition still exists, those displaying automatic CA/MCI alert constitutes acknowledgment for the altitude readouts may then be suspended.

Common Automated Radar Terminal Systems (CARTS) & Standard Terminal Automation 5 − 15 − 2 Replacement System (STARS) − Terminal

JO 7110.65Y 8/15/19

Chapter 6. Nonradar

Section 1. General

FIG 6 − 1 − 1 6 − 1 − 1. DISTANCE Adjacent Airport Operation −− Arrival Use mileage - based (DME and/or ATD) procedures and minima only when direct pilot/controller VHF or UHF voice communications are maintained.

6 − 1 − 2. NONRECEIPT OF POSITION REPORT When a position report affecting separation is not received, take action to obtain the report no later than 5 minutes after the aircraft was estimated over the fix. FIG 6 − 1 − 2 Adjacent Airport Operation −− Departure REFERENCE − FAA Order JO 7110.65, Para 9 − 2 − 7, IFR Military Training Routes.

6 − 1 − 3. DUPLICATE POSITION REPORTS Do not require an aircraft to make the same position report to more than one facility.

6 − 1 − 4. ADJACENT AIRPORT OPERATION 6 − 1 − 5. ARRIVAL MINIMA TERMINAL TERMINAL WAKE TURBULENCE APPLICATION WAKE TURBULENCE APPLICATION a. Separate IFR aircraft landing behind an arriving aircraft to the same runway: The ATC facility having control jurisdiction at 1. Behind super: adjacent airports must separate arriving or departing (a) Heavy or large − 3 minutes.

IFR aircraft on a course that will cross the flight path of an aircraft requiring wake turbulence separation in (b) Small − 4 minutes.

accordance with the following: 2. Behind heavy: a. Heavy, large, or small behind super − 3 minutes. (a) Heavy or large − 2 minutes.

(b) Small − 3 minutes.

b. Heavy, large, or small behind heavy − 2 3. Small behind B757 − 3 minutes.

minutes.

b. Separate IFR aircraft landing behind an arriving c. Small behind B757 - 2 minutes. aircraft to a parallel runway separated by less than General 6 − 1 − 1 JO 7110.65Y 8/15/19 FIG 6 − 1 − 3 2,500 feet, or a crossing runway if projected flight Arrival Minima Landing Behind an Arriving paths will cross: Aircraft Requiring Wake Turbulence Separation 1. Heavy, large, or small behind super − 3 minutes.

2. Heavy, large, or small behind heavy − 2 minutes.

3. Small behind B757 − 2 minutes.

General 6 − 1 − 2 JO 7110.65Y 8/15/19

Section 2. Initial Separation of Successive

Departing Aircraft

6 − 2 − 1. MINIMA ON DIVERGING COURSES 2. Within 5 minutes after takeoff − 2 minutes until courses diverge. (See FIG 6 − 2 − 2.)

Separate aircraft that will fly courses diverging by 45 degrees or more after departing the same or FIG 6 − 2 − 2 adjacent airports by use of one of the following Minima on Diverging Courses minima: NOTE − 1. Consider known aircraft performance characteristics when applying initial separation to successive departing aircraft.

2. W hen one or both of the departure surfaces is a helipad, use the takeoff course of the helicopter as a reference, comparable to the centerline of a runway and the helipad center as the threshold.

a. When aircraft will fly diverging courses: 1. Immediately after takeoff − 1 minute until courses diverge. (See FIG 6 − 2 − 1.)

3. Within 13 miles DME/ATD after takeoff − 3 miles until courses diverge. (See FIG 6 − 2 − 3.)

FIG 6 − 2 − 1 Minima on Diverging Courses FIG 6 − 2 − 3 Minima on Diverging Courses Initial Separation of Successive Departing Aircraft 6 − 2 − 1 JO 7110.65Y 8/15/19 FIG 6 − 2 − 5 b. TERMINAL . Between aircraft departing in the Minima on Diverging Courses same direction from different runways whose centerlines are parallel and separated by at least 3,500 feet, authorize simultaneous takeoffs when the aircraft will fly diverging courses immediately after takeoff. (See FIG 6 − 2 − 4.)

FIG 6 − 2 − 4 Minima on Diverging Courses 2. Intersecting runways. Authorize takeoff of a succeeding aircraft when the preceding aircraft has passed the point of runway intersection, and (a) The runways diverge by 30 degrees or more. (See FIG 6 − 2 − 6.)

FIG 6 − 2 − 6 c. TERMINAL. Between aircraft that will fly Minima on Diverging Courses diverging courses immediately after takeoff from diverging runways: (See FIG 6 − 2 − 5.)

1. Nonintersecting runways. Authorize simul- taneous takeoffs when either of the following conditions exist: (a) The runways diverge by 30 degrees or more.

(b) The distance between runway centerlines at and beyond the points where takeoffs begin is at least: (1) 2,000 feet and the runways diverge by 15 to 29 degrees inclusive.

(2) 3,500 feet and the runways diverge by less than 15 degrees.

Initial Separation of Successive Departing Aircraft 6 − 2 − 2 JO 7110.65Y 8/15/19 (b) The runways diverge by 15 to 29 degrees 10,000 feet or below or outside of 10 miles from the inclusive and the preceding aircraft has commenced DME NAVAID. (See FIG 6 − 2 − 8 and FIG 6 − 2 − 9.)

a turn. (See FIG 6 − 2 − 7.)

FIG 6 − 2 − 8 Minima on Same Course FIG 6 − 2 − 7 Minima on Diverging Courses FIG 6 − 2 − 9 Minima on Same Course 6 − 2 − 2. MINIMA ON SAME COURSE Separate aircraft that will fly the same course when the following aircraft will climb through the altitude assigned to the leading aircraft by using a minimum of 3 minutes until the following aircraft passes through the assigned altitude of the leading aircraft; or 5 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either Initial Separation of Successive Departing Aircraft 6 − 2 − 3 JO 7110.65Y 8/15/19

Section 3. Initial Separation of Departing

and Arriving Aircraft

6 − 3 − 1. SEPARATION MINIMA e. When takeoff direction is other than in subpara d, the departing aircraft takes off so that it is Separate a departing aircraft from an arriving aircraft established on a course diverging by at least making an instrument approach to the same airport by 45 degrees from the reciprocal of the final approach using one of the following minima until vertical or course 5 minutes before the arriving aircraft is lateral separation is achieved: estimated at the airport or before it starts procedure a. TERMINAL. When takeoff direction differs by turn. (See FIG 6 − 3 − 2 and FIG 6 − 3 − 3.)

at least 45 degrees from the reciprocal of the final approach course, the departing aircraft takes off FIG 6 − 3 − 2 before the arriving aircraft leaves a fix inbound not Separation Minima less than 4 miles from the airport.

b. TERMINAL. When takeoff direction is other than in subpara a, the departing aircraft takes off so that it is established on a course diverging by at least 45 degrees from the reciprocal of the final approach course before the arriving aircraft leaves a fix inbound not less than 4 miles from the airport.

c. TERMINAL . When the absence of an appropri- ate fix precludes the application of subparas a or b and at airports where approach control service is not provided, the separation in subparas d or e must be applied.

d. When takeoff direction differs by at least 45 degrees from the reciprocal of the final approach FIG 6 − 3 − 3 course, the departing aircraft takes off 3 minutes Separation Minima before the arriving aircraft is estimated at the airport.

(See FIG 6 − 3 − 1.)

FIG 6 − 3 − 1 Separation Minima Initial Separation of Departing and Arriving Aircraft 6 − 3 − 1 JO 7110.65Y 8/15/19

Section 4. Longitudinal Separation

6 − 4 − 1. APPLICATION 1. A departing aircraft follows a preceding aircraft which has taken off from the same or adjacent Separate aircraft longitudinally by requiring them to airport. (See FIG 6 − 4 − 1.)

do one of the following, as appropriate: FIG 6 − 4 − 1 Minima on Same Course a. Depart at a specified time.

44 Knots or More Separation b. Arrive at a fix at a specified time.

PHRASEOLOGY − CROSS (fix) AT OR BEFORE (time).

CROSS (fix) AT OR AFTER (time).

c. Hold at a fix until a specified time.

d. Change altitude at a specified time or fix.

REFERENCE − FAA Order JO 7110.65, Para 4 − 5 − 7, Altitude Information.

2. A departing aircraft follows a preceding en route aircraft which has reported over a fix serving 6 − 4 − 2. MINIMA ON SAME, CONVERGING, the departure airport. (See FIG 6 − 4 − 2.)

OR CROSSING COURSES FIG 6 − 4 − 2 Separate aircraft on the same, converging, or crossing Minima on Converging Courses 44 Knots or More Separation courses by an interval expressed in time or distance, using the following minima: a. When the leading aircraft maintains a speed at least 44 knots faster than the following aircraft − 5 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either 10,000 feet or below or outside of 10 miles from the DME NAVAID, or 3 minutes between other aircraft if, in either case, one of the following conditions is met: Longitudinal Separation 6 − 4 − 1 JO 7110.65Y 8/15/19 3. An en route aircraft follows a preceding en 2. A departing aircraft follows a preceding route aircraft which has reported over the same fix. en route aircraft which has reported over a fix serving (See FIG 6 − 4 − 3.) the departure airport. (See FIG 6 − 4 − 5.)

FIG 6 − 4 − 3 FIG 6 − 4 − 5 Minima on Crossing Courses Minima on Converging Courses 44 Knots or More Separation 22 Knots or More Separation b. When the leading aircraft maintains a speed at least 22 knots faster than the following aircraft − 10 miles between DME equipped aircraft; RNAV 3. An en route aircraft follows a preceding equipped aircraft using ATD; and between DME and en route aircraft which has reported over the same fix.

ATD aircraft provided the DME aircraft is either (See FIG 6 − 4 − 6.)

10,000 feet or below or outside of 10 miles from the DME NAVAID; or 5 minutes between other aircraft FIG 6 − 4 − 6 if, in either case, one of the following conditions Minima on Crossing Courses exists: 22 Knots or More Separation 1. A departing aircraft follows a preceding aircraft which has taken off from the same or an adjacent airport. (See FIG 6 − 4 − 4.)

FIG 6 − 4 − 4 Minima on Same Course 22 Knots or More Separation Longitudinal Separation 6 − 4 − 2 JO 7110.65Y 8/15/19 c. When an aircraft is climbing or descending 3. Between RNAV aircraft that are operating through the altitude of another aircraft: along an RNAV route that is eight miles or less in width − 10 miles provided the following conditions 1. Between DME equipped aircraft; RNAV are met: equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either (a) The descending aircraft is leading or the 10,000 feet or below or outside of 10 miles from the climbing aircraft is following.

DME NAVAID − 10 miles, if the descending aircraft (b) The aircraft were separated by not more is leading or the climbing aircraft is following.

than 4,000 feet when the altitude change started.

(See FIG 6 − 4 − 7 and FIG 6 − 4 − 8.)

FIG 6 − 4 − 9 FIG 6 − 4 − 7 Descending Through Another Descending Through Another Aircraft’s Aircraft’s Altitude Timed Separation Altitude DME Separation FIG 6 − 4 − 8 Climbing Through Another Aircraft’s Altitude DME Separation FIG 6 − 4 − 10 Climbing Through Another Aircraft’s Altitude Timed Separation 2. Between other aircraft − 5 minutes , if all of the following conditions are met: (See FIG 6 − 4 − 9 and FIG 6 − 4 − 10.)

(a) The descending aircraft is leading or climbing aircraft is following.

(b) The aircraft are separated by not more than 4,000 feet when the altitude change started.

(c) The change is started within 10 minutes after a following aircraft reports over a fix reported over by the leading aircraft or has acknowledged a clearance specifying the time to cross the same fix.

Longitudinal Separation 6 − 4 − 3 JO 7110.65Y 8/15/19 FIG 6 − 4 − 14 d. When the conditions of subparas a, b, or c Minima for Crossing Courses Separation cannot be met − 20 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either 10,000 feet or below or outside of 10 miles from the DME NAVAID; or 10 minutes between other aircraft.

(See FIG 6 − 4 − 11, FIG 6 − 4 − 12, FIG 6 − 4 − 13, FIG 6 − 4 − 14, FIG 6 − 4 − 15, and FIG 6 − 4 − 16.)

FIG 6 − 4 − 11 Minima for Same Course Separation FIG 6 − 4 − 15 Climbing Through Another Aircraft’s Altitude Separation FIG 6 − 4 − 12 Minima for Crossing Courses Separation FIG 6 − 4 − 16 Descending Through Another Aircraft’s Altitude Separation FIG 6 − 4 − 13 Minima for Same Course Separation Longitudinal Separation 6 − 4 − 4 JO 7110.65Y 8/15/19 FIG 6 − 4 − 19 e. Between aircraft, when one aircraft is using Minima for Opposite Courses Separation DME/ATD and the other is not − 30 miles if both the following conditions are met: (See FIG 6 − 4 − 17 and FIG 6 − 4 − 18.)

FIG 6 − 4 − 17 Minima for Same Course Separation NOTE − RNAV route segments that have been expanded in the proximity to reference facilities for slant-range effect are not to be considered “expanded” for purposes of applying separation criteria in this paragraph.

a. Both aircraft have reported passing NAVAIDs, FIG 6 − 4 − 18 DME fixes, or waypoints indicating they have passed Minima for Crossing Courses Separation each other. (See FIG 6 − 4 − 20.)

FIG 6 − 4 − 20 Minima for Opposite Courses Separation 1. The aircraft using DME/ATD derives dis- NOTE − tance information by reference to the same NAVAID It is not intended to limit application of this procedure only or waypoint over which the aircraft not using to aircraft operating in opposite directions along the same airway or radial. This procedure may also be applied to DME/ATD has reported.

aircraft established on diverging airways or radials of the 2. The aircraft not using DME/ATD is within same NAVAID.

15 minutes of the NAVAID.

b. Both aircraft have reported passing the same intersection/waypoint and they are at least 3 minutes 6 − 4 − 3. MINIMA ON OPPOSITE COURSES apart.

Separate aircraft traveling opposite courses by c. Two RNAV aircraft have reported passing the assigning different altitudes consistent with the same position and are at least 8 miles apart if approved vertical separation from 10 minutes before, operating along a route that is 8 miles or less in width; until 10 minutes after they are estimated to pass. or 18 miles apart if operating along an expanded Vertical separation may be discontinued after one of route; except that 30 miles must be applied if the following conditions is met: (See FIG 6 − 4 − 19.) operating along that portion of any route segment Longitudinal Separation 6 − 4 − 5 JO 7110.65Y 8/15/19 defined by a navigation station requiring extended radio communication with each other concur, you usable distance limitations beyond 130 miles. may authorize the following aircraft to maintain longitudinal separation of 10 minutes; or 20 miles d. An aircraft utilizing RNAV and an aircraft between DME equipped aircraft; RNAV equipped utilizing VOR have reported passing the same aircraft using ATD; and between DME and ATD position and the RNAV aircraft is at least 4 miles aircraft provided the DME aircraft is either beyond the reported position when operating along a 10,000 feet or below or outside of 10 miles from the route that is 8 miles or less in width; 9 miles beyond DME NAVAID.

the point when operating along an expanded route; PHRASEOLOGY − except that 15 miles must be applied if operating MAINTAIN AT LEAST ONE ZERO MINUTES/ along that portion of any route segment defined by a TWO ZERO MILES SEPARATION FROM (ident).

navigation station requiring extended usable distance limitation beyond 130 miles; or 3 minutes apart 6 − 4 − 5. RNAV AIRCRAFT ALONG VOR whichever is greater.

AIRWAYS/ROUTES NOTE − Advise the pilot to use DME distances when applying Except for GNSS-equipped aircraft /G, /L, /S, and /V, not on DME separation to an RNAV aircraft operating along a random impromptu route, Para 5 − 5 − 1, Application, requires radar separation be provided to RNAV aircraft VOR airways/routes.

operating at and below FL450 on Q routes or random PHRASEOLOGY − RNAV routes, excluding oceanic airspace.

USE DME DISTANCES.

NOTE − ATD derived from area navigation devices having 6 − 4 − 4. SEPARATION BY PILOTS slant-range correction will not coincide with the direct When pilots of aircraft on the same course in direct DME readout.

Longitudinal Separation 6 − 4 − 6 JO 7110.65Y 8/15/19

Section 5. Lateral Separation

separation until reaching the 6 − mile point. Reversing 6 − 5 − 1. SEPARATION METHODS direction, the same aircraft would require vertical Separate aircraft by one of the following methods: separation before passing the 6 − mile point. Due to the nature of GPS equipment, issue crossing restrictions in a. Clear aircraft on different airways or routes reference to the next waypoint, since the pilot receives whose widths or protected airspace do not overlap.

tracking “to” data rather than tracking “from” the last waypoint.

b. Clear aircraft below 18,000 to proceed to and report over or hold at different geographical locations b. Use TBL 6 − 5 − 1 and TBL 6 − 5 − 2 to determine determined visually or by reference to NAVAIDs.

the distance required for various divergence angles to clear the airspace to be protected. For divergence that c. Clear aircraft to hold over different fixes whose falls between two values, use the lesser divergence holding pattern airspace areas do not overlap each value to obtain the distance.

other or other airspace to be protected.

d. Clear departing aircraft to fly specified TBL 6 − 5 − 1 headings which diverge by at least 45 degrees.

Non − DME Divergence Distance Minima 6 − 5 − 2. MINIMA ON DIVERGING RADIALS Divergence (Degrees) Distance (NM) a. Consider separation to exist between aircraft: 15 16 20 12 1. Established on radials of the same NAVAID 25 10 that diverge by at least 15 degrees when either aircraft 30 8 is clear of the airspace to be protected for the other aircraft.

35 7 45 6 2. With non − VOR/DME based navigational 55 5 equipment established on tracks of the same waypoint that diverge by at least 15 degrees when 90 4 either aircraft is clear of the airspace to be protected NOTE: This table is for non − DME application only.

for the other aircraft.

TBL 6 − 5 − 2 FIG 6 − 5 − 1 Divergence Minima on Diverging Radials Distance Minima Divergence Distance (NM) (Degrees) Fl 180 through Below FL 180 FL 450 15 17 18 20 13 15 25 11 13 30 9 11 35 8 11 45 7 11 55 6 11 NOTE − 90 5 11 The procedure may be applied to converging as well as NOTE: This table is for DME application and diverging aircraft. (See FIG 6 − 5 − 1.) The aircraft depicted compensates for DME slant-range error.

6 miles from the NAVAID/waypoint would require vertical Lateral Separation 6 − 5 − 1 JO 7110.65Y 8/15/19 NOTE − NOTE − For altitudes of 3,000 feet or less above the elevation of the The other airspace to be protected may be a MOA, a NAVAID, DME slant-range error is negligible and the holding pattern, airway or route, ATCAA, Warning Area, values in TBL 6 − 5 − 1 may be used. Restricted Area, Prohibited Area, etc.

1. At 35 miles or less from the NAVAID − 6 − 5 − 3. DME ARC MINIMA 5 miles .

Apply lateral DME separation by requiring aircraft 2. More than 35 miles from the NAVAID − using DME to fly an arc about a NAVAID at a 10 miles.

specified distance using the following minima: PHRASEOLOGY − (See FIG 6 − 5 − 2.)

VIA (number of miles) MILE ARC (direction) OF (name of DME NAVAID).

FIG 6 − 5 − 2 DME Arc Minima 6 − 5 − 4. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES Protect airspace along other than established airways or routes as follows: (See FIG 6 − 5 − 4.)

FIG 6 − 5 − 4 Minima Along Other Than Established Airways or Routes REFERENCE − FAA Order JO 7110.65, Para 2 − 5 − 2, NAVAID Terms.

a. Between different arcs about a NAVAID regardless of direction of flight: 1. At 35 miles or less from the NAVAID − 10 miles.

2. More than 35 miles from the NAVAID − 20 miles.

b. Between an arc about a NAVAID and other REFERENCE − airspace to be protected: (See FIG 6 − 5 − 3.)

P/CG Term − Airway.

P/CG Term − Route.

FIG 6 − 5 − 3 DME Arc Minima a. Direct courses and course changes of 15 degrees or less: 1. Via NAVAIDs or radials FL 600 and below − 4 miles on each side of the route to a point 51 miles from the NAVAID, then increasing in width on a 4 / degree angle to a width of 10 miles on each side of the route at a distance of 130 miles from the NAVAID.

2. Via degree-distance fixes for aircraft author- ized under Paragraph 4 − 4 − 3, Degree − Distance Route Definition for Military Operations.

(a) Below FL 180 − 4 miles on each side of the route.

Lateral Separation 6 − 5 − 2 JO 7110.65Y 8/15/19 (b) FL 180 to FL 600 inclusive − 10 miles on 5. If transitioning between two random point − each side of the route. to − point routes, GNSS − equipped aircraft being provided non − radar separation may be cleared via an 3. Via degree-distance fixes for RNAV flights impromptu route when the following conditions are above FL 450 − 10 miles on each side of the route.

met: NOTE − (a) The impromptu route segment must not Except for GNSS-equipped aircraft /G, /L, /S, and /V, not on exceed the distance to the nearest available recallable a random impromptu route, Paragraph 5 − 5 − 1, Applica- fix/waypoint consistent with the direction of flight; tion, requires radar separation be provided to RNAV and aircraft operating at and below FL450 on Q routes or (b) Assigned altitudes must be at or above the random RNAV routes, excluding oceanic airspace.

highest MIA along the projected route segment being REFERENCE − flown; and FAA Order JO 7110.65, Para 4 − 4 − 2, Route Structure Transitions.

FAA Order JO 7110.65, Para 5 − 5 − 1, Application.

(c) Aircraft conducting the impromptu route P/CG Term - Global Navigation Satellite System (GNSS)[ICAO].

must be separated vertically from other aircraft until 4. GNSS-equipped RNAV aircraft provided established on the new point − to − point route.

non-radar separation on random RNAV routes must REFERENCE − be cleared via or reported to be established on FAA Order JO 7110.65, Para 4 − 4 − 1, Route Use point-to-point route segments. FAA Order JO 7110.65, Para 4 − 4 − 2, Route Structure Transitions FAA Order JO 7110.65, Para 5 − 5 − 1, Application (a) The points must be published NAVAIDs, b. When course change is 16 degrees through waypoints, fixes, or airports recallable from the 90 degrees, protect the airspace on the overflown side aircraft’s navigation database. The points must be beginning at the point where the course changes as displayed on controller video maps or depicted on the follows: (See FIG 6 − 5 − 5.)

controller chart displayed at the control position. The FIG 6 − 5 − 5 maximum distance between points must not exceed Overflown Side Minima 500 miles.

16 to 90 Degrees (b) Protect 4 miles either side of the route centerline.

(c) Assigned altitudes must be at or above the highest MIA along the projected route segment being flown, including the protected airspace of that route segment.

EXAMPLE − A pilot has filed a point − to − point route from XYZ to ABC at 13,000 feet. Departure procedures from the originating airport place the aircraft a significant distance from XYZ; however, the aircraft can establish itself along the route segment from XYZ to ABC. Ascertain when the pilot is established on the point − to − point route segment and at an altitude that meets or exceeds the highest MVA/MIA projected along the route of flight, then issue a clearance.

“Verify when you are established on the XYZ to ABC route segment at or above 6,000 feet.” (d) When the GNSS aircraft is being provided radar service and is transitioning to non-radar airspace, provide clearance direct to the named point 1. Below FL 180 − same as subparas a1 or 2.

in non-radar airspace in accordance with subpara- graphs a4(a) through (c). 2. FL 180 to FL 230 inclusive − 14 miles.

Lateral Separation 6 − 5 − 3 JO 7110.65Y 8/15/19 FIG 6 − 5 − 7 3. Above FL 230 to FL 600 inclusive − 17 miles.

RNAV Minima c. When course change is 91 degrees through 180 degrees, protect the airspace on the overflown side beginning at the point where the course changes as follows: (See FIG 6 − 5 − 6.)

1. Below FL 180 − same as subparas a1 or 2.

2. FL 180 to FL 230 inclusive − 28 miles.

3. Above FL 230 to FL 600 inclusive − 34 miles .

FIG 6 − 5 − 6 Overflown Side Minima 91 to 180 Degrees a. When operating along a route that is 8 miles or less in width − 4 miles.

b. When operating along an expanded route − 9 miles, except that 15 miles must be applied along that portion of any route segment requiring extended usable distance limitation beyond 130 miles of the reference facility.

NOTE − Except for GNSS-equipped aircraft /G, /L, /S, and /V, not on a random impromptu route, Paragraph 5 − 5 − 1, Applica- tion, requires radar separation be provided to RNAV aircraft operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace.

FIG 6 − 5 − 8 RNAV Minima d. After the course changes specified in sub- paras b or c have been completed and the aircraft is back on course, the appropriate minima in subpara a may be used.

6 − 5 − 5. RNAV MINIMA − DIVERGING/ CROSSING COURSES Consider lateral separation to exist when an RNAV aircraft is beyond the point where the lateral protected airspace of that aircraft has ceased to overlap the lateral protected airspace of another by at least: (See FIG 6 − 5 − 7 and FIG 6 − 5 − 8.)

Lateral Separation 6 − 5 − 4 JO 7110.65Y 8/15/19

Section 6. Vertical Separation

6 − 6 − 1. APPLICATION 6 − 6 − 2. EXCEPTIONS Assign an altitude to an aircraft after the aircraft Assign an altitude to an aircraft only after the aircraft previously at that altitude has reported leaving the previously at that altitude has reported at or passing altitude.

through another altitude separated from the first by the appropriate minimum when: PHRASEOLOGY − REPORT LEAVING/REACHING (altitude/flight level).

a. Severe turbulence is reported.

REPORT LEAVING ODD/EVEN ALTITUDES/FLIGHT b. Aircraft are conducting military aerial LEVELS.

refueling.

REFERENCE − (If aircraft is known to be operating below the lowest FAA Order JO 7110.65, Para 9 − 2 − 14, Military Aerial Refueling.

useable flight level), c. The aircraft previously at the altitude has been: SAY ALTITUDE.

1. Issued a clearance permitting climb/descent or at pilot’s discretion.

2. Cleared to CRUISE (altitude). However, do (If aircraft is known to be operating at or above the lowest not use Mode C to effect separation with an aircraft useable flight level), on a cruise clearance.

SAY FLIGHT LEVEL.

NOTE − An aircraft assigned a cruise clearance is assigned a block or of airspace from the minimum IFR altitude up to and including the assigned cruising altitude, and climb/descent If aircraft’s position relative to the lowest useable flight within the block is at pilot’s discretion. When the pilot level is unknown), verbally reports leaving an altitude in descent, he/she may not return to that altitude.

SAY ALTITUDE OR FLIGHT LEVEL.

REFERENCE − NOTE − P/CG Term − Cruise.

Consider known aircraft performance characteristics, pilot furnished and/or Mode C detected information which 6 − 6 − 3. SEPARATION BY PILOTS indicate that climb/descent will not be consistent with the rates recommended in the AIM.

When pilots of aircraft in direct radio communication REFERENCE − with each other during climb and descent concur, you FAA Order JO 7110.65, Para 2 − 1 − 3, Procedural Preference.

FAA Order JO 7110.65, Para 4 − 5 − 1, Vertical Separation Minima.

may authorize the lower aircraft, if climbing, or the FAA Order JO 7110.65, Para 7 − 7 − 3, Separation.

upper aircraft, if descending, to maintain vertical FAA Order JO 7110.65, Para 7 − 8 − 3, Separation.

separation.

FAA Order JO 7110.65, Para 7 − 9 − 4, Separation.

Vertical Separation 6 − 6 − 1 JO 7110.65Y 8/15/19

Section 7. Timed Approaches

REFERENCE − 6 − 7 − 1. APPLICATION FAA Order JO 7110.65, Para 5 − 9 − 5, Approach Separation Responsibility.

Timed approaches using either nonradar procedures FAA Order JO 7110.65, Para 6 − 7 − 4, Level Flight Restriction.

or radar vectors to the final approach course may be FAA Order JO 7110.65, Para 6 − 7 − 7, Missed Approaches.

used at airports served by a tower if the following a. Clear the succeeding aircraft for approach, to conditions are met: descend to the altitude vacated by the preceding NOTE − aircraft, and to leave the final approach fix inbound These procedures require NAVAIDs and standard/special (nonprecision approach) or the outer marker or the fix instrument approach procedures or adequate radar used in lieu of the outer marker inbound (precision coverage which permit an aircraft to: approach) at a specified time; or when using radar to sequence and position aircraft on the final approach 1. Hold at a fix located on the approach course or to be course, vector aircraft to cross the final approach radar vectored to the final approach course for a fix/outer marker or the fix used in lieu of the outer straight-in approach in accordance with the minima marker in compliance with Paragraph 6 − 7 − 5, Interval specified in Paragraph 6 − 7 − 5, Interval Minima.

Minima .

2. Proceed in the direction of the airport along the approach course crossing the holding/approach fix at a FIG 6 − 7 − 1 specified altitude if required.

Timed Approach Procedures Using ILS and Longitudinal Separation Only 3. Continue descent for an approach to destination airport.

a. Direct communication is maintained with the aircraft until the pilot is instructed to contact the tower.

b. If more than one missed approach procedure is available, none require course reversal.

c. If only one missed approach procedure is available, the following conditions are met: 1. Course reversal is not required.

2. Reported ceiling and visibility are equal to or greater than the highest prescribed circling mini- mums for the instrument approach procedure in use.

NOTE − Determination of whether or not an existing ceiling meets minima is accomplished by comparing MDA (MSL) with NOTE − ceiling (AGL) plus the airport elevation.

FIG 6 − 7 − 1 depicts the application of timed approach REFERENCE − procedures using an ILS and applying longitudinal FAA Order JO 7110.65, Para 6 − 7 − 2, Approach Sequence.

separation only. Using an interval of 2 minutes between successive approaches, the #1 and #2 aircraft have already 6 − 7 − 2. APPROACH SEQUENCE passed the outer locator (LOM) on final approach, and the #3 aircraft has been cleared for approach and to depart the When an aircraft passes the final approach fix LOM 2 minutes after the #2 aircraft reported leaving the inbound (nonprecision approach) or the outer marker LOM inbound on final approach. After aircraft in the or the fix used in lieu of the outer marker inbound approach sequence depart the holding/approach fix (precision approach), issue clearances for a succeed- (LOM) inbound, vertical separation is no longer provided ing timed approach in accordance with the following: and longitudinal separation is utilized.

Timed Approaches 6 − 7 − 1 JO 7110.65Y 8/15/19 REFERENCE − (nonprecision approach) or the outer marker or the fix FAA Order JO 7110.65, Para 5 − 9 − 2, Final Approach Course used in lieu of the outer marker (precision approach) Interception.

when Paragraph 6 − 7 − 2, Approach Sequence, subpara b. If an alternative missed approach procedure is b is applied, clear the second aircraft for an approach not available and weather conditions are less than early enough to allow at least 1 minute of level flight required by Paragraph 6 − 7 − 1, Application, subpara c, before crossing the final approach fix/outer marker or clear the succeeding aircraft for an approach when the the fix used in lieu of the outer marker.

preceding aircraft has landed or canceled its IFR flight plan.

6 − 7 − 5. INTERVAL MINIMA FIG 6 − 7 − 2 a. Except as provided in subpara b, use a 2 − minute Timed Approach Procedures Using a Bearing on an or a 5 − mile radar interval as the minimum between NDB and Longitudinal and Vertical Separation successive approaches .

REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 5, Approach Separation Responsibility.

FAA Order JO 7110.65, Para 6 − 7 − 1, Application.

FAA Order JO 7110.65, Para 6 − 7 − 2, Approach Sequence.

WAKE TURBULENCE APPLICATION b. Use the following time or radar interval as the minimum interval: 1. Behind super: (a) Heavy − 3 minutes or 6 miles.

(b) Large − 3 minutes or 7 miles.

(c) Small − 4 minutes or 8 miles.

NOTE − 2. Small behind heavy − 3 minutes or 6 miles.

FIG 6 − 7 − 2 depicts the application of timed approach procedures using a holding/approach fix on a bearing of an c. Increase the interval, as necessary, taking into NDB and applying a combination of longitudinal and account the: vertical separation. The #3 aircraft has been instructed to 1. Relative speeds of the aircraft concerned.

descend to 2,000 after the #2 aircraft has reported departing the holding/approach fix inbound and leaving 2. Existing weather conditions.

2,000 at point A. The #2 aircraft has departed the holding/approach fix inbound at the designated time, 3. Distance between the approach fix and the maintaining 2,000 until cleared for approach at point A.

airport.

The #1 aircraft has been sighted, enabling the controller to 4. Type of approach being made.

issue approach clearance to the #2 aircraft at point A.

c. Release the aircraft to the tower before it reaches 6 − 7 − 6. TIME CHECK the final approach fix.

Issue a time check to an aircraft before specifying a time to leave the approach fix inbound unless the 6 − 7 − 3. SEQUENCE INTERRUPTION aircraft is vectored to the final approach course.

Interrupt the established timed approach sequence if necessary to allow an aircraft to execute a different 6 − 7 − 7. MISSED APPROACHES type of approach.

a. If weather conditions are such that an aircraft will likely miss an approach, issue an alternative 6 − 7 − 4. LEVEL FLIGHT RESTRICTION missed approach procedure to the next aircraft.

If the weather report indicates an aircraft will be in b. If an aircraft misses an approach, allow the next IFR conditions over the final approach fix aircraft to continue the approach if it has been Timed Approaches 6 − 7 − 2 JO 7110.65Y 8/15/19 assigned an alternative missed approach procedure. subpara b is applied and the first aircraft misses an Retain radar control or hold any remaining aircraft at approach, retain radar control or clear the second assigned altitudes until traffic conditions permit the aircraft to maintain the last assigned altitude issuance of approach clearances. (minimum holding altitude) and return to the holding/approach fix to hold until traffic conditions c. When Paragraph 6 − 7 − 2, Approach Sequence, permit the issuance of approach clearances.

Timed Approaches 6 − 7 − 3

JO 7110.65Y 8/15/19

Chapter 7. Visual

Section 1. General

7 − 1 − 1. CLASS A AIRSPACE 7 − 1 − 3. APPROACH CONTROL SERVICE RESTRICTIONS FOR VFR ARRIVING AIRCRAFT Issue the following where procedures have been Do not apply visual separation or issue VFR or established for arriving VFR aircraft to contact “VFR-on-top” clearances in Class A airspace.

approach control for landing information: a. Wind, runway, and altimeter setting at the airport of intended landing. This information may be 7 − 1 − 2. VFR CONDITIONS omitted if contained in the ATIS broadcast and the pilot states the appropriate ATIS code or if the pilot uses the phrase, “have numbers.” a. You may clear aircraft to maintain “VFR conditions” if one of the following conditions exists: NOTE − Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast.

1. The pilot of an aircraft on an IFR flight plan requests a VFR climb/descent.

b. Traffic information on a workload permitting basis.

2. TERMINAL . The clearance will result in c. Time or place at which the aircraft is to contact noise abatement benefits where part of the IFR the tower on local control frequency for further departure route does not conform to an FAA- landing information.

approved noise abatement route or altitude.

d. An aircraft may be instructed to contact PHRASEOLOGY − approach control for landing and traffic information MAINTAIN VFR CONDITIONS.

upon initial contact with the tower.

REFERENCE − MAINTAIN VFR CONDITIONS UNTIL (time or fix).

FAA Order JO 7110.65, Para 7 − 6 − 1, Application.

FAA Order JO 7110.65, Para 7 − 6 − 2, Service Availability.

MAINTAIN VFR CONDITIONS ABOVE/BELOW (altitude).

7 − 1 − 4. VISUAL HOLDING OF VFR AIRCRAFT CLIMB/DESCEND VFR, TERMINAL and if required, When it becomes necessary to hold VFR aircraft at BETWEEN (altitude) AND (altitude) visual holding fixes, take the following actions: a. Clear aircraft to hold at selected, prominent or geographical fixes which can be easily recognized from the air, preferably those depicted on sectional ABOVE/BELOW (altitude).

charts.

b. When, in your judgment, there is reason to NOTE − believe that flight in VFR conditions may become At some locations, VFR checkpoints are depicted on impractical, issue an alternative clearance which will Sectional Aeronautical and Terminal Area Charts. In ensure separation from all other aircraft for which selecting geographical fixes, depicted VFR checkpoints you have separation responsibility. are preferred unless the pilot exhibits a familiarity with the local area.

PHRASEOLOGY − REFERENCE − IF UNABLE, (alternative procedure), AND ADVISE. FAA Order JO 7110.65, Para 4 − 6 − 5, Visual Holding Points.

General 7 − 1 − 1 JO 7110.65Y 8/15/19 b. Issue traffic information to aircraft cleared to hold at the same fix.

PHRASEOLOGY − HOLD AT (location) UNTIL (time or other condition), TRAFFIC (description) HOLDING AT (fix, altitude if known), or PROCEEDING TO (fix) FROM (direction or fix).

REFERENCE − FAA Order JO 7110.65, Para 7 − 6 − 5, Holding.

General 7 − 1 − 2 JO 7110.65Y 8/15/19

Section 2. Visual Separation

7 − 2 − 1. VISUAL SEPARATION (f) ATCTs at adjacent airports may be authorized to apply visual separation between their Visual separation may be applied when other traffic and the other facility’s traffic. All provisions of approved separation is assured before and after the FAA Order JO 7110.65, Paragraph 7 − 2 − 1a1, still application of visual separation. To ensure that other apply.

separation will exist, consider aircraft performance, NOTE − wake turbulence, closure rate, routes of flight, known Additional requirements are listed in FAA Order weather conditions, and aircraft position. Weather JO 7210.3, Paragraph 10 − 3 − 9, Visual Separation.

conditions must allow the aircraft to remain within 2. Pilot-applied visual separation.

sight until other separation exists. Visual separation is not authorized when the lead aircraft is a super.

(a) Maintain communication with at least one REFERENCE − of the aircraft involved and ensure there is an ability FAA Order JO 7110.65, Para 2 − 1 − 20, Wake Turbulence Cautionary to communicate with the other aircraft.

Advisories.

FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

(b) The pilot sees another aircraft and is FAA Order JO 7110.65, Para 3 − 1 − 9, Use of Tower Radar Displays.

FAA Order JO 7110.65, Para 5 − 9 − 5, Approach Separation instructed to maintain visual separation from the Responsibility.

aircraft as follows: FAA Order JO 7110.65, Para 7 − 4 − 1, Visual Approach.

FAA Order JO 7110.65, Para 7 − 4 − 2, Vectors for Visual Approach.

(1) Tell the pilot about the other aircraft.

FAA Order JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

FAA Order JO 7210.3, Para 4 − 3 − 2, Appropriate Subjects. Include position, direction, type, and, unless it is FAA Order JO 7210.3, Para 10 − 3 − 9, Visual Separation.

obvious, the other aircraft’s intention.

P/CG Term − Visual Approach.

P/CG Term − Visual Separation.

(2) Obtain acknowledgment from the pilot a. TERMINAL. Visual separation may be applied that the other aircraft is in sight.

between aircraft up to but not including FL180 under (3) Instruct the pilot to maintain visual the following conditions: separation from that aircraft.

1. Tower-applied visual separation.

PHRASEOLOGY − (ACID), TRAFFIC, (clock position and distance), (a) Maintain communication with at least one (direction) BOUND, (type of aircraft), (intentions and of the aircraft involved or ensure there is an ability to other relevant information).

communicate immediately with applicable military aircraft as prescribed in Paragraph 3 − 9 − 3, Departure If required, Control Instructions, subpara a2.

(ACID), REPORT TRAFFIC IN SIGHT or DO YOU HAVE IT IN SIGHT?

(b) The tower visually observes the aircraft, issues timely traffic advisories, and provides visual If the pilot reports traffic in sight, or the answer is in the separation between the aircraft.

affirmative, (c) Issue control instructions as necessary to (ACID), MAINTAIN VISUAL SEPARATION ensure continued separation between the applicable NOTE − aircraft.

Towers must use the procedures contained in Para 3 − 1 − 6, Traffic Information, subpara b or c, as appropriate.

(d) Do not apply visual separation between successive departures when departure routes and/or (c) If the pilot reports the traffic in sight and aircraft performance preclude maintaining separa- will maintain visual separation from it (the pilot must tion.

state both), the controller may “approve” the operation instead of restating the instructions.

(e) The use of tower-applied visual separation is not authorized when wake turbulence separation is PHRASEOLOGY − required.

(ACID), APPROVED.

Visual Separation 7 − 2 − 1 JO 7110.65Y 8/15/19 NOTE − PHRASEOLOGY − Pilot-applied visual separation between aircraft is (ACID), TRAFFIC, (clock position and distance), achieved when the controller has instructed the pilot to (direction) BOUND, (type of aircraft), (intentions and maintain visual separation and the pilot acknowledges other relevant information). If required, (ACID), REPORT with their call sign or when the controller has approved TRAFFIC IN SIGHT or DO YOU HAVE IT IN SIGHT? If pilot-initiated visual separation. the pilot reports traffic in sight, or the answer is in the affirmative, (ACID), MAINTAIN VISUAL SEPARATION REFERENCE − FAA Order JO 7110.65, Para 5 − 4 − 5, Transferring Controller Handoff (d) If the pilot reports the traffic in sight and (d) If aircraft are on converging courses, will maintain visual separation (the pilot must state inform the other aircraft of the traffic and that visual both), the controller may “approve” the operation separation is being applied. instead of restating the instructions.

PHRASEOLOGY − PHRASEOLOGY − (ACID), APPROVED.

(ACID), TRAFFIC, (clock position and distance), (direction) BOUND, (type of aircraft), HAS YOU IN NOTE − SIGHT AND WILL MAINTAIN VISUAL SEPARATION.

Pilot-applied visual separation between aircraft is achieved when the controller has instructed the pilot to (e) Advise the pilots if the targets appear maintain visual separation and the pilot acknowledges likely to merge.

with their call sign or when the controller has approved NOTE − pilot-initiated visual separation.

Issue this advisory in conjunction with the instruction to (e) If the aircraft are on converging courses, maintain visual separation, the advisory to the other inform the other aircraft of the traffic and that visual aircraft of the converging course, or thereafter if the separation is being applied.

controller subsequently becomes aware that the targets are merging.

(f) Advise the pilots if the radar targets appear likely to merge.

EXAMPLE − “Targets appear likely to merge.” NOTE − Issue this advisory in conjunction with the instruction to (f) Control of aircraft maintaining visual maintain visual separation, the advisory to the other separation may be transferred to an adjacent aircraft of the converging course, or thereafter if the position/sector/facility. Coordination procedures controller subsequently becomes aware that the targets are must be specified in an LOA or facility directive.

merging.

REFERENCE − EXAMPLE − FAA Order JO 7210.3, Para 4-3-1, Letters of Agreement “Radar targets appear likely to merge.” b. EN ROUTE. Visual separation may be used up PHRASEOLOGY − to but not including FL 180 when the following (ACID) TRAFFIC, (clock position and distance), conditions are met: (direction) − BOUND, (type of aircraft), ON CONVERGING COURSE, HAS YOU IN SIGHT AND 1. Direct communication is maintained with one WILL MAINTAIN VISUAL SEPARATION.

of the aircraft involved and there is an ability to REFERENCE − communicate with the other.

FAA Order JO 7110.65, Para 7 − 4 − 1, Visual Approach.

FAA Order JO 7110.65, Para 7 − 4 − 2, Vectors for Visual Approach.

2. A pilot sees another aircraft and is instructed (g) Advise the pilots if either aircraft is a to maintain visual separation from it as follows: heavy.

(a) Tell the pilot about the other aircraft (h) Issue wake turbulence cautionary including position, direction, and type. If it is not advisories in accordance with paragraph 2 − 1 − 20.

obvious, include the other aircraft’s intentions.

c. Nonapproach control towers may be authorized REFERENCE − to provide visual separation between aircraft within FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

surface areas or designated areas when approved (b) Obtain acknowledgment from the pilot separation is provided before and after the application that the other aircraft is in sight.

of visual separation. The nonapproach control tower (c) Instruct the pilot to maintain visual must apply the procedures contained in subparagraph separation from that aircraft. a1 or a2, when applying visual separation.

Visual Separation 7 − 2 − 2 JO 7110.65Y 8/15/19 PHRASEOLOGY − application of visual separation is an IFR control function VISUAL SEPARATION APPROVED BETWEEN (ACID) that must be applied by the Approach/Departure/En Route AND (ACID), facility. Separation requirements also apply to VFR aircraft when IFR, Class B, Class C or TRSA separation and for departing aircraft, services are required.

REFERENCE − (departing/succeeding aircraft) (ACID), RELEASED. FAA Order JO 7110.65, Para 4 − 8 − 11, Practice Approaches.

FAA Order JO 7110.65, Para 5 − 6 − 1, Application.

FAA Order JO 7110.65, Para 7 − 4 − 2, Vectors for Visual Approach.

d. If the nonapproach control tower controller FAA Order JO 7110.65, Para 7 − 6 − 1, Application.

states to the radar controller that they will provide FAA Order JO 7110.65, Para 7 − 7 − 1, Application.

visual separation between arrivals, departures/ar- FAA Order JO 7110.65, Para 7 − 7 − 2, Issuance of EFC.

FAA Order JO 7110.65, Para 7 − 7 − 3, Separation.

rivals and/or successive departures, and states the call FAA Order JO 7110.65, Para 7 − 7 − 4, Helicopter Traffic.

signs of all aircraft involved, the radar controller can FAA Order JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

FAA Order JO 7110.65, Para 7 − 7 − 6, Approach Interval.

approve the application of visual separation as FAA Order JO 7110.65, Para 7 − 7 − 7, TRSA Departure Information.

requested.

FAA Order JO 7110.65, Para 7 − 8 − 2, Class C Services.

FAA Order JO 7110.65, Para 7 − 8 − 3, Separation.

PHRASEOLOGY − FAA Order JO 7110.65, Para 7 − 8 − 4, Establishing Two − Way VISUAL SEPARATION APPROVED and for Communications.

FAA Order JO 7110.65, Para 7 − 8 − 5, Altitude Assignments.

departing/succeeding aircraft, (ACIDs) RELEASED FAA Order JO 7110.65, Para 7 − 8 − 6, Exceptions.

FAA Order JO 7110.65, Para 7 − 9 − 1, Application.

NOTE − FAA Order JO 7110.65, Para 7 − 9 − 3, Methods.

A nonapproach control tower by accepting authorization FAA Order JO 7110.65, Para 7 − 9 − 4, Separation.

for visual separation becomes responsible for ensuring FAA Order JO 7110.65, Para 7 − 9 − 6, Helicopter Traffic.

that separation. Separation of IFR aircraft before and after FAA Order JO 7110.65, Para 7 − 9 − 7, Altitude Assignments.

Visual Separation 7 − 2 − 3 JO 7110.65Y 8/15/19

Section 3. VFR-On-Top

7 − 3 − 1. VFR-ON-TOP PHRASEOLOGY − CLIMB TO AND REPORT REACHING VFR-ON-TOP, a. You may clear an aircraft to maintain “VFR-on-top” if the pilot of an aircraft on an IFR and flight plan requests the clearance.

TOPS REPORTED (altitude), PHRASEOLOGY − MAINTAIN VFR-ON-TOP.

or NOTE − 1. When an aircraft has been cleared to maintain NO TOPS REPORTS.

“VFR-on-top,” the pilot is responsible to fly at an appropriate VFR altitude, comply with VFR visibility and IF NOT ON TOP AT (altitude), MAINTAIN (altitude), AND distance from cloud criteria, and to be vigilant so as to see ADVISE.

and avoid other aircraft. The pilot is also responsible to comply with instrument flight rules applicable to the flight MAINTAIN VFR-ON-TOP.

(e.g., adherence to ATC clearances).

c. Do not clear an aircraft to maintain “VFR-on- 2. Although IFR separation is not applied, controllers top” between sunset and sunrise to separate holding must continue to provide traffic advisories and safety alerts, and apply merging target procedures to aircraft aircraft from each other or from en route aircraft operating VFR-on-top.

unless restrictions are applied to ensure the REFERENCE − appropriate IFR vertical separation.

FAA Order JO 7110.65, Para 2 − 1 − 6, Safety Alert.

FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

PHRASEOLOGY − FAA Order JO 7110.65, Para 5 − 1 − 8, Merging Target Procedures.

MAINTAIN VFR-ON-TOP AT OR ABOVE/BELOW/ FAA Order JO 7110.65, Para 7 − 1 − 1, Class A Airspace Restrictions.

BETWEEN (altitudes).

AIM, Para 5 − 5 − 13, VFR − on − top.

14 CFR Section 91.157, Special VFR Weather Minimums.

EXAMPLE − 14 CFR Section 91.159, VFR Cruising Altitude or Flight Level.

“Maintain VFR-on-top at or above one three thousand b. You may clear an aircraft to climb through five hundred.” clouds, smoke, haze, or other meteorological formations and then to maintain “VFR-on-top” if the “Maintain VFR-on-top at or below one two thousand following conditions are met: five hundred.” 1. The pilot requests the clearance.

“Maintain VFR-on-top at or between six thousand and one zero thousand.” 2. You inform the pilot of the reported height of the tops of the meteorological formation, or d. When, in your judgment, there is reason to 3. You inform the pilot that no top report is believe that flight in VFR conditions may become available.

impractical, issue an alternative clearance which will ensure separation from all other aircraft for which 4. When necessary, you ensure separation from you have separation responsibility.

all other traffic for which you have separation responsibility by issuing an alternative clearance.

PHRASEOLOGY − IF UNABLE, (alternative procedure), AND ADVISE.

5. When an aircraft is climbing to and reports reaching “VFR-on-top,” reclear the aircraft to REFERENCE − maintain “VFR-on-top.” FAA Order JO 7110.65, Para 9 − 3 − 3, VFR-On-Top.

VFR-On-Top 7 − 3 − 1 JO 7110.65Y 8/15/19 Magnetic courses 0 − 179 − odd cardinal altitudes plus 7 − 3 − 2. ALTITUDE FOR DIRECTION OF 500 feet; e.g., 3,500, 5,500.

FLIGHT Inform an aircraft maintaining “VFR-on-top” when Magnetic courses 180 − 359 − even cardinal altitudes plus a report indicates the pilot is not complying with 500 feet; e.g., 4,500, 8,500.

14 CFR Section 91.159(a).

PHRASEOLOGY − NOTE − VFR-ON-TOP CRUISING LEVELS FOR YOUR As required by 14 CFR Section 91.159(a), the appropriate DIRECTION OF FLIGHT ARE: VFR altitudes for aircraft (not in a holding pattern of 2 minutes or less, or turning) operating more than more than 3,000 feet above the surface to FL 180: 3,000 feet above the surface to and including 18,000 feet MSL: ODD/EVEN ALTITUDES/FLIGHT LEVELS PLUS FIVE HUNDRED FEET.

VFR-On-Top 7 − 3 − 2 JO 7110.65Y 8/15/19

Section 4. Approaches

7 − 4 − 1. VISUAL APPROACH TURN RIGHT/LEFT HEADING (degrees) VECTOR FOR VISUAL APPROACH TO (airport name).

A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually and (If appropriate) clear of clouds to the airport of intended landing. A WEATHER NOT AVAILABLE.

visual approach is not a standard instrument approach procedure and has no missed approach segment. An NOTE − aircraft unable to complete a landing from a visual At airports where weather information is not available, a pilot request for a visual approach indicates that descent approach must be handled as any go − around and and flight to the airport can be made visually and clear of appropriate IFR separation must be provided until the clouds.

aircraft lands or the pilot cancels their IFR flight plan.

REFERENCE − a. At airports with an operating control tower, FAA Order JO 7110.65, Para 5 − 9 − 1, Vectors to Final Approach Course.

aircraft executing a go − around may be instructed to FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

enter the traffic pattern for landing and an altitude FAA Order JO 7110.65, Para 7 − 4 − 3, Clearance for Visual Approach.

assignment is not required. The pilot is expected to FAA Order JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

FAA Order JO 7110.65, Para 7 − 6 − 7, Sequencing.

climb to pattern altitude and is required to maintain FAA Order JO 7110.65, Para 7 − 7 − 3, Separation.

terrain and obstruction clearance. ATC must maintain applicable separation from other aircraft.

7 − 4 − 3. CLEARANCE FOR VISUAL b. At airports without an operating control tower, APPROACH aircraft executing a go − around are expected to ARTCCs and approach controls may clear aircraft for complete a landing as soon as possible or contact ATC visual approaches using the following procedures: for further clearance. ATC must maintain separation NOTE − from other IFR aircraft.

Towers may exercise this authority when authorized by a REFERENCE − LOA with the facility that provides the IFR service, or by FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

a facility directive at collocated facilities.

FAA Order JO 7110.65, Para 2 − 1 − 20, Wake Turbulence Cautionary Advisories.

a. Controllers may initiate, or pilots may request, FAA Order JO 7110.65, Para 3 − 10 − 2, Forwarding Approach Information by Nonapproach Control Facilities. a visual approach even when an aircraft is being FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

vectored for an instrument approach and the pilot FAA Order JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

subsequently reports: FAA Order JO 7210.3, Para 10 − 3 − 15, Go − around/Missed Approach.

P/CG Term – Go − around.

1. The airport or the runway in sight at airports AIM, Para 5 − 4 − 23, Visual Approach.

with operating control towers.

7 − 4 − 2. VECTORS FOR VISUAL APPROACH 2. The airport in sight at airports without a control tower.

A vector for a visual approach may be initiated if the reported ceiling at the airport of intended landing is b. Resolve potential conflicts with all other aircraft, advise an overtaking aircraft of the distance at least 500 feet above the MVA/MIA and the to the preceding aircraft and speed difference, and visibility is 3 miles or greater. At airports without weather reporting service there must be reasonable ensure that weather conditions at the airport are VFR assurance (e.g. area weather reports, PIREPs, etc.) or that the pilot has been informed that weather is not available for the destination airport. Upon pilot that descent and flight to the airport can be made request, advise the pilot of the frequency to receive visually, and the pilot must be informed that weather information is not available. weather information where AWOS/ASOS is avail- able.

PHRASEOLOGY − (Ident) FLY HEADING PHRASEOLOGY − (Call sign) (control instructions as required) CLEARED or VISUAL APPROACH RUNWAY (number); Approaches 7 − 4 − 1 JO 7110.65Y 8/15/19 ARTS/STARS functions may be used provided a or facility directive or LOA specifies control and communication transfer points.

(Call sign) (control instructions as required) CLEARED f. In addition to the requirements of Paragraph VISUAL APPROACH TO (airport name) 7 − 4 − 2, Vectors for Visual Approach, and subparas a, (and if appropriate) b, c, d, and e, ensure that the location of the destination airport is provided when the pilot is asked WEATHER NOT AVAILABLE to report the destination airport in sight.

g. In those instances where airports are located in or close proximity, also provide the location of the VERIFY THAT YOU HAVE THE (airport) WEATHER. airport that may cause the confusion.

REFERENCE − EXAMPLE − FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

“Cessna Five Six November, Cleveland Burke Lakefront Airport is at 12 o’clock, 5 miles. Cleveland Hopkins c. Clear an aircraft for a visual approach when: Airport is at 1 o’clock 12 miles. Report Cleveland Hopkins 1. The aircraft is number one in the approach in sight.” sequence, or REFERENCE − FAA Order JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

2. At locations with an operating control tower, the aircraft is to follow a preceding aircraft and the 7 − 4 − 4. APPROACHES TO MULTIPLE pilot reports the preceding aircraft in sight and is RUNWAYS instructed to follow it, or a. All aircraft must be informed that approaches NOTE − are being conducted to parallel, intersecting, or The pilot need not report the airport/runway in sight.

converging runways. This may be accomplished 3. At locations with an operating control tower, through use of the ATIS.

the pilot reports the airport or runway in sight but not b. When conducting visual approaches to multiple the preceding aircraft. Radar separation must be runways ensure the following: maintained until visual separation is provided.

1. Do not permit the respective aircrafts’ REFERENCE − FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation primary radar targets to touch unless visual separation is being applied.

d. All aircraft following a heavy, or a small aircraft following a B757, must be informed of the airplane 2. When the aircraft flight paths intersect, manufacturer and/or model. ensure approved separation is maintained until visual separation is provided.

EXAMPLE − “Cessna Three Four Juliet, following a Boeing 757, 12 c. In addition to the requirements in Paragraph o’clock, six miles.” 7 − 2 − 1, Visual Separation, Paragraph 7 − 4 − 1, Visual Approach, Paragraph 7 − 4 − 2, Vectors for Visual or Approach, and Paragraph 7 − 4 − 3, Clearance for Visual Approach, the following conditions apply to “Cessna Three Four Juliet, following a Seven fifty seven, visual approaches being conducted simultaneously to 12 o’clock, six miles.” parallel, intersecting, and converging runways, as REFERENCE − appropriate: FAA Order JO 7110.65, Para 2 − 4 − 21, Description of Aircraft Types.

NOTE − 1. Parallel runways separated by less than 2,500 Visual separation is not authorized when the lead aircraft feet. Unless approved separation is provided by ATC, is a super.

an aircraft must report sighting a preceding aircraft REFERENCE − making an approach (instrument or visual) to the FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

adjacent parallel runway. When an aircraft reports e. Inform the tower of the aircraft’s position prior another aircraft in sight on the adjacent final approach to communications transfer at controlled airports. course and visual separation is applied, controllers Approaches 7 − 4 − 2 JO 7110.65Y 8/15/19 must advise the succeeding aircraft to maintain visual 3. Parallel runways separated by 4,300 feet or separation. However, do not permit a super or heavy more.

aircraft to overtake another aircraft. Do not permit a (a) When aircraft flight paths do not intersect, B757 or other large aircraft to overtake a small visual approaches may be conducted simultaneously, aircraft.

provided approved separation is maintained until one of the aircraft has been issued and the pilot has 2. Parallel runways separated by at least acknowledged receipt of the visual approach 2,500 feet, but less than 4,300 feet.

clearance.

(a) Approved separation is provided until the (b) Visual approaches may be conducted to aircraft are: one runway while visual or instrument approaches are conducted simultaneously to other runways, (1) Established on a heading or established provided the conditions of subpara (a) are met.

on a direct course to a fix or cleared on an RNAV/ instrument approach procedure which will intercept (c) Provided the aircraft flight paths do not the extended centerline of the runway at an angle not intersect, when the provisions of subparas (a) and (b) greater than 30 degrees, and, are met, it is not necessary to apply any other type of separation with aircraft on the adjacent final approach (2) Issued an approach clearance and one course.

pilot has acknowledged receipt of a visual approach (d) Each aircraft must either be assigned a clearance, and, heading or established on a direct course to a fix or (3) The other pilot has acknowledged cleared on an RNAV/instrument approach procedure receipt of a visual or instrument approach clearance.

which will allow the aircraft to intercept the extended centerline of the runway at an angle not greater than NOTE − 30 degrees.

1. The intent of the 30 degree intercept angle is to reduce the potential for overshoots of the extended centerline of NOTE − the runway and preclude side-by-side operations with one 1. The intent of the 30 degree intercept angle is to reduce or both aircraft in a “belly-up” configuration during the the potential for overshoots of the extended centerline of turn. Aircraft performance, speed, and the number of the runway and preclude side-by-side operations with one degrees of the turn are factors to be considered when or both aircraft in a “belly-up” configuration during the vectoring aircraft to parallel runways.

turn. Aircraft performance, speed, and the number of degrees of the turn are factors to be considered when 2. Variances between heading assigned to intercept the vectoring aircraft to parallel runways.

extended centerline of the runway and aircraft ground track are expected due to the effect of wind and course 2. Variances between heading assigned to intercept the corrections after completion of the turn and pilot extended centerline of the runway and aircraft ground track are expected due to the effect of wind and course acknowledgment of a visual approach clearance.

corrections after completion of the turn and pilot 3. Procedures using Radius-to-Fix legs that intercept final acknowledgment of a visual approach clearance.

may be used in lieu of 30-degree intercept provisions 3. Procedures using Radius-to-Fix legs that intercept final contained in this paragraph.

may be used in lieu of 30-degree intercept provisions REFERENCE − contained in this paragraph.

FAA Publication, Pilot’s Handbook of Aeronautical Knowledge, Chapter 15 “Effect of Wind.” REFERENCE − FAA Publication, Pilot’s Handbook of Aeronautical Knowledge, (b) Visual approaches may be conducted to Chapter 15 “Effect of Wind.” one runway while visual or instrument approaches 4. Intersecting and converging runways. Visual are conducted simultaneously to other runways, approaches may be conducted simultaneously with provided the conditions of subpara (a) are met.

visual or instrument approaches to other runways, provided: (c) Provided aircraft flight paths do not intersect, and when the provisions of subparas (a) and (a) Approved separation is maintained until (b) are met, it is not necessary to apply any other type the aircraft conducting the visual approach has been of separation with aircraft on the adjacent final issued, and the pilot has acknowledged receipt of, the approach course. visual approach clearance.

Approaches 7 − 4 − 3 JO 7110.65Y 8/15/19 NOTE − (b) When aircraft flight paths intersect, When executing a contact approach, the pilot is approved separation must be maintained until visual responsible for maintaining the required flight visibility, separation is provided.

cloud clearance, and terrain/obstruction clearance.

NOTE − Unless otherwise restricted, the pilot may find it necessary Although simultaneous approaches may be conducted to to descend, climb, and/or fly a circuitous route to the intersecting runways, staggered approaches may be airport to maintain cloud clearance and/or terrain/ necessary to meet the airport separation requirements obstruction clearance. It is not in any way intended that specified in Paragraph 3 − 10 − 4, Intersecting Runway/In- controllers will initiate or suggest a contact approach to a tersecting Flight Path Separation.

pilot.

REFERENCE − b. The reported ground visibility is at least FAA Order 7110.79, Charted Visual Flight Procedures.

FAA Order JO 7110.65, Para 7 − 4 − 5, Charted Visual Flight Procedures 1 statute mile.

(CVFP). USA/USN Not Applicable.

FAA Order JO 7110.65, Para 7 − 7 − 3, Separation.

c. A standard or special instrument approach procedure has been published and is functioning for the airport of intended landing.

7 − 4 − 5. CHARTED VISUAL FLIGHT PROCEDURES (CVFP). USA/USN NOT d. Approved separation is applied between APPLICABLE aircraft so cleared and other IFR or SVFR aircraft.

When applying vertical separation, do not assign a Clear an aircraft for a CVFP only when the following fixed altitude but clear the aircraft at or below an conditions are met: altitude which is at least 1,000 feet below any IFR a. There is an operating control tower.

traffic but not below the minimum safe altitude b. The published name of the CVFP and the prescribed in 14 CFR Section 91.119.

landing runway are specified in the approach NOTE − clearance, the reported ceiling at the airport of 14 CFR Section 91.119 specifies the minimum safe altitude intended landing is at least 500 feet above the to be flown: MVA/MIA, and the visibility is 3 miles or more, (a) Anywhere.

(b) Over congested areas.

unless higher minimums are published for the (c) Other than congested areas. To provide for an particular CVFP.

emergency landing in the event of power failure and c. When using parallel or intersecting/converging without undue hazard to persons or property on the runways, the criteria specified in Paragraph 7 − 4 − 4, surface.

Approaches to Multiple Runways, are applied. (d) Helicopters. May be operated at less than the minimums prescribed in paras (b) and (c) above if the d. An aircraft not following another aircraft on the operation is conducted without hazard to persons or approach reports sighting a charted visual landmark, property on the surface.

or reports sighting a preceding aircraft landing on the e. An alternative clearance is issued when weather same runway and has been instructed to follow that conditions are such that a contact approach may be aircraft.

impracticable.

PHRASEOLOGY − PHRASEOLOGY − (Ident) CLEARED (name of CVFP) APPROACH.

CLEARED CONTACT APPROACH, 7 − 4 − 6. CONTACT APPROACH And if required, AT OR BELOW (altitude) (routing).

Clear an aircraft for a contact approach only if the following conditions are met: IF NOT POSSIBLE, (alternative procedures), AND a. The pilot has requested it. ADVISE.

Approaches 7 − 4 − 4 JO 7110.65Y 8/15/19

Section 5. Special VFR (SVFR)

7 − 5 − 1. AUTHORIZATION b. SVFR operations may be authorized for aircraft operating in or transiting a Class B, Class C, Class D, a. SVFR operations in weather conditions less or Class E surface area when the primary airport is than basic VFR minima are authorized: reporting VFR but the pilot advises that basic VFR REFERENCE − cannot be maintained.

FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

NOTE − 1. At any location not prohibited by 14 CFR The basic requirements for issuance of a SVFR clearance Part 91, Appendix D or when an exemption to in subpara a apply with the obvious exception that weather 14 CFR Part 91 has been granted and an associated conditions at the controlling airport are not required to be LOA established. 14 CFR Part 91 does not prohibit less than basic VFR minima.

SVFR helicopter operations.

7 − 5 − 2. PRIORITY 2. Only within the lateral boundaries of Class B, Class C, Class D, or Class E surface areas, below a. SVFR flights may be approved only if arriving 10,000 feet MSL.

and departing IFR aircraft are not delayed.

3. Only when requested by the pilot.

EXAMPLE − 1. A SVFR aircraft has been cleared to enter a Class B, 4. On the basis of weather conditions reported at Class C, Class D, or Class E surface area and subsequently the airport of intended landing/departure.

an IFR aircraft is ready to depart or is in position to begin REFERENCE − an approach. Less overall delay might accrue to the IFR FAA Order JO 7110.65, Para 7 − 5 − 6, Climb to VFR.

aircraft if the SVFR aircraft is allowed to proceed to the FAA Order JO 7110.65, Para 7 − 5 − 7, Ground Visibility Below One airport and land, rather than leave, a Class B, Class C, Mile.

Class D, or Class E surface area or be repositioned to 5. When weather conditions are not reported at provide IFR priority.

the airport of intended landing/departure and the pilot 2. A SVFR aircraft is number one for takeoff and located advises that VFR cannot be maintained and requests in such a position that the number two aircraft, an IFR SVFR.

flight, cannot taxi past to gain access to the runway. Less PHRASEOLOGY − overall delay might accrue to the IFR aircraft by releasing CLEARED TO ENTER/OUT OF/THROUGH, (name) the SVFR departure rather than by having the aircraft taxi SURFACE AREA down the runway to a turnoff point so the IFR aircraft could be released first.

and if required, NOTE − The priority afforded IFR aircraft over SVFR aircraft is not (direction) OF (name) AIRPORT (specified routing), intended to be so rigidly applied that inefficient use of and airspace results. The controller has the prerogative of permitting completion of a SVFR operation already in MAINTAIN SPECIAL V − F − R CONDITIONS, progress when an IFR aircraft becomes a factor if better overall efficiency will result.

and if required, b. Inform an aircraft of the anticipated delay when AT OR BELOW (altitude below 10,000 feet MSL) a SVFR clearance cannot be granted because of IFR traffic. Do not issue an EFC or expected departure or as applicable under an exemption from 14 CFR time.

Part 91, PHRASEOLOGY − CLEARED FOR (coded arrival or departure procedure) EXPECT (number) MINUTES DELAY, (additional ARRIVAL/DEPARTURE, (additional instructions as instructions as necessary).

required).

REFERENCE − REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

FAA Order JO 7110.65, Para 2 − 4 − 22, Airspace Classes. FAA Order JO 7110.65, Para 5 − 6 − 1, Application.

Special VFR (SVFR) 7 − 5 − 1 JO 7110.65Y 8/15/19 7 − 5 − 3. SEPARATION the surface and adhere to the following aircraft separation minima: a. Apply non-radar or visual separation between: 1. Between a SVFR helicopter and an arriving or departing IFR aircraft: 1. SVFR fixed wing aircraft.

(a) / mile. If the IFR aircraft is less than 2. SVFR fixed-wing aircraft and SVFR 1 mile from the landing airport.

Helicopters.

(b) 1 mile. If the IFR aircraft is 1 mile or 3. SVFR fixed-wing aircraft and IFR aircraft.

more from the airport.

NOTE − 2. 1 mile between SVFR helicopters. This 1. Vertical separation is authorized between SVFR fixed separation may be reduced to 200 feet if: wing aircraft and IFR aircraft as prescribed in FAA Order (a) Both helicopters are departing simultan- JO 7110.65, Paragraph 7 − 5 − 4, Altitude Assignments eously on courses that diverge by at least 30 degrees 2. Due to the requirements for SVFR fixed-wing aircraft to and: maintain 1-mile flight visibility and to remain clear of (1) The tower can determine this separation clouds, radar separation is not authorized during SVFR fixed-wing operations. Radar vectors are authorized, as by reference to surface markings; or prescribed in Paragraph 5 − 6 − 1, Application, subpara f, to (2) One of the departing helicopters is expedite the entrance, exit, and transition of SVFR instructed to remain at least 200 feet from the other.

fixed-wing aircraft through the appropriate surface area.

NOTE − REFERENCE − 1. Vertical separation is authorized between SVFR FAA Order JO 7110.65, Chapter 6, Nonradar helicopters and IFR aircraft as prescribed in FAA Order JO FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation FAA Order JO 7110.65, Para 7 − 5 − 4, Altitude Assignment 7110.65, Paragraph 7 − 5 − 4, Altitude Assignments.

2. Radar separation as prescribed in Chapter 5 may be b. Apply non-radar, visual, or IFR radar applied provided that the facility conducting the operation separation between: is authorized to provide radar separation services in accordance with FAA Order JO 7210.3, Paragraph 10-5-3, 1. SVFR Helicopters.

Functional Use of Certified Tower Radar Displays 2. SVFR Helicopters and IFR aircraft. (CTRD), subpara b5, and subpara d. Facilities that are not delegated airspace or separation responsibility must use NOTE − CTRDs in accordance with FAA Order JO 7110.65, 1. Vertical separation is authorized between SVFR Paragraph 3 − 1 − 9, Use of Tower Radar Displays, subpara helicopters and IFR aircraft as prescribed in FAA Order b.

JO 7110.65, Paragraph 7 − 5 − 4, Altitude Assignments REFERENCE − 2. Radar separation as prescribed in Chapter 5 may be FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation applied provided that the facility conducting the operation FAA Order JO 7110.65, Para 7 − 5 − 4, Altitude Assignment is authorized to provide radar separation services in FAA Order JO 7110.65, Chapter 6, Nonradar accordance with FAA Order JO 7210.3, Paragraph 10-5-3, FAA Order JO 7210.3, Para 10-5-3, Functional Use of Certified Tower Radar Displays Functional Use of Certified Tower Radar Displays (CTRD), subpara b5, and subpara d. Facilities that are not 7 − 5 − 4. ALTITUDE ASSIGNMENT delegated airspace or separation responsibility must use CTRDs in accordance with FAA Order JO 7110.65, Do not assign a fixed altitude when applying vertical Paragraph 3 − 1 − 9, Use of Tower Radar Displays, subpara separation, but clear the SVFR aircraft at or below an b.

altitude which is at least 500 feet below any conflicting IFR traffic but not below the MSA c. Alternate SVFR helicopter separation minima prescribed in 14 CFR Section 91.119.

may be established when warranted by the volume and/or complexity of local helicopter operations.

PHRASEOLOGY − Alternate SVFR helicopter separation minima must MAINTAIN SPECIAL V − F − R CONDITIONS AT OR BELOW (altitude).

be established with an LOA with the helicopter operator which must specify, as a minimum, that NOTE − SVFR helicopters are to maintain visual reference to 1. SVFR aircraft are not assigned fixed altitudes to Special VFR (SVFR) 7 − 5 − 2 JO 7110.65Y 8/15/19 maintain because of the clearance from clouds 7 − 5 − 7. GROUND VISIBILITY BELOW 1 MILE requirement.

14 CFR Part 91 does not prohibit helicopter SVFR 2. The MSAs are: flight when the visibility is less than 1 mile. Treat (a) Over congested areas, an altitude at least 1,000 feet requests for SVFR fixed wing operations as follows above the highest obstacle, and when the ground visibility is officially reported at an (b) Over other than congested areas, an altitude at least airport as less than 1 mile: 500 feet above the surface.

(c) Helicopters may be operated at less than the a. Inform departing aircraft that ground visibility minimum altitudes prescribed in (a) and (b) above.

is less than 1 mile and that a clearance cannot be REFERENCE − issued.

FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

b. Inform arriving aircraft, operating outside of a FAA Order JO 7110.65, Para 5 − 6 − 1, Application.

14 CFR Section 91.119, Minimum Safe Altitudes: General.

Class B, Class C, Class D, or Class E surface area, that ground visibility is less than 1 mile and that, unless an 7 − 5 − 5. LOCAL OPERATIONS emergency exists, a clearance cannot be issued.

a. Authorize local SVFR operations for a specified c. Inform arriving aircraft, operating VFR/SVFR period (series of landings and takeoffs, etc.) upon within a Class B, Class C, Class D, or Class E surface request if the aircraft can be recalled when traffic or area, that ground visibility is less than 1 mile and weather conditions require. Where warranted, LOAs request the pilot to advise intentions.

may be consummated.

PHRASEOLOGY − (Name of airport) VISIBILITY LESS THAN 1 MILE.

PHRASEOLOGY − ADVISE INTENTIONS.

LOCAL SPECIAL V − F − R OPERATIONS IN THE IMMEDIATE VICINITY OF (name) AIRPORT ARE NOTE − AUTHORIZED UNTIL (time). MAINTAIN SPECIAL Clear an aircraft to land at an airport with an operating V − F − R CONDITIONS.

control tower, traffic permitting, if the pilot reports the airport in sight. The pilot is responsible to continue to the REFERENCE − FAA Order JO 7210.3, Para 4 − 3 − 2, Appropriate Subjects.

airport or exit the surface area. 14 CFR Section 91.157 prohibits VFR aircraft (other than helicopters) from b. Control facilities may also authorize an FSS to landing at any airport within a surface area when ground transmit SVFR clearances so that only one aircraft at visibility is less than 1 mile. A pilot could inadvertently a time operates in the Class B, Class C, Class D, or encounter conditions that are below SVFR minimums after Class E surface areas unless pilots agree that they entering a surface area due to rapidly changing weather.

will maintain visual separation with other aircraft The pilot is best suited to determine the action to be taken operating in the Class B, Class C, Class D, or Class E since pilots operating under SVFR between sunrise and surface areas. Such authorization concerning visual sunset are not required to be instrument rated, and the separation by pilots must be contained in a LOA possibility exists that flight visibility may not be the same between the control facility and the FSS. as ground visibility. 14 CFR Section 91.3 authorizes a pilot encountering an inflight emergency requiring immediate REFERENCE − action to deviate from any rule of 14 CFR Part 91 to the FAA Order JO 7210.3, Para 4 − 3 − 3, Developing LOA.

FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority. extent required to meet that emergency. Flight into adverse weather conditions may require the pilot to execute the emergency authority granted in 14 CFR Section 91.3 and 7 − 5 − 6. CLIMB TO VFR continue inbound to land.

Authorize an aircraft to climb to VFR upon request if d. Authorize scheduled air carrier aircraft in the the only weather limitation is restricted visibility.

U.S. to conduct operations if ground visibility is not PHRASEOLOGY − less than / statute mile.

CLIMB TO V − F − R WITHIN (name) SURFACE NOTE − AREA/WITHIN (a specified distance) MILES FROM 14 CFR Part 121 permits landing or takeoff by domestic (airport name) AIRPORT, MAINTAIN SPECIAL V − F − R scheduled air carriers where a local surface restriction to CONDITIONS UNTIL REACHING V − F − R.

visibility is not less than 1/2 statute mile, provided all turns REFERENCE − after takeoff or before landing and all flights beyond FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

1 statute mile from the airport boundary can be FAA Order JO 7110.65, Para 2 − 4 − 22, Airspace Classes.

FAA Order JO 7110.65, Para 7 − 5 − 1, Authorization. accomplished above or outside the area so restricted. The Special VFR (SVFR) 7 − 5 − 3 JO 7110.65Y 8/15/19 pilot is solely responsible for determining if the nature of a clearance cannot be issued unless an emergency the visibility restriction will permit compliance with the exists.

provisions of 14 CFR Part 121.

c. Request the intentions of an arriving aircraft e. Clear an aircraft to fly through the Class B, operating within a Class B, Class C, Class D, or Class C, Class D, or Class E surface area if the Class E surface area.

aircraft reports flight visibility is at least 1 statute NOTE − mile.

Clear an aircraft to land at an airport with an operating REFERENCE − control tower, traffic permitting, if the pilot reports the FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

airport in sight. The pilot is responsible to continue to the FAA Order JO 7110.65, Para 7 − 5 − 1, Authorization.

airport or exit the surface area. 14 CFR Section 91.157 prohibits VFR aircraft (other than helicopters) from 7 − 5 − 8. FLIGHT VISIBILITY BELOW 1 MILE landing at any airport within a surface area when flight Treat requests for SVFR fixed-wing operations as visibility is less than 1 mile. A pilot could inadvertently encounter conditions that are below SVFR minimums after follows when weather conditions are not reported at entering a surface area due to rapidly changing weather.

an airport and the pilot advises the flight visibility is The pilot is best suited to determine the action to be taken less than 1 mile: since pilots operating under SVFR between sunrise and NOTE − sunset are not required to be instrument rated, and the 14 CFR Part 91 prescribes the visibility for basic VFR and possibility exists that flight visibility may not be the same SVFR operations as the official reported ground visibility as ground visibility. 14 CFR Section 91.3 authorizes a pilot at airports where provided and landing or takeoff “flight encountering an inflight emergency requiring immediate visibility” where there is no official reported ground action to deviate from any rule of 14 CFR Part 91 to the visibility.

extent required to meet that emergency. Flight into adverse weather conditions may require the pilot to execute the a. Inform departing aircraft that a clearance cannot emergency authority granted in 14 CFR Section 91.3 and be issued.

continue inbound to land.

b. Inform arriving aircraft operating outside of a REFERENCE − Class B, Class C, Class D or Class E surface area that FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

Special VFR (SVFR) 7 − 5 − 4 JO 7110.65Y 8/15/19

Section 6. Basic Radar Service

to VFR Aircraft − Terminal

7 − 6 − 1. APPLICATION provided unless the pilot states that the service is not requested. Arriving aircraft are assumed to want a. Basic radar services for VFR aircraft must radar service unless the pilot states “Negative radar include: service,” or makes a similar comment.

1. Safety alerts.

7 − 6 − 3. INITIAL CONTACT 2. Traffic advisories.

An aircraft sighted by the local controller at the time 3. Limited radar vectoring when requested by of first radio contact may be positioned in the landing the pilot.

sequence after coordination with approach control.

4. Sequencing at locations where procedures have been established for this purpose and/or when 7 − 6 − 4. IDENTIFICATION covered by a LOA.

Identify the aircraft before taking action to position it b. Apply the procedures contained in Paragraph in the approach sequence.

7 − 1 − 3, Approach Control Service for VFR Arriving Aircraft, when arriving VFR aircraft are handled by 7 − 6 − 5. HOLDING approach control and provide vectoring service in accordance with Chapter 5, Radar, Section 7, Speed Hold VFR aircraft over the initial reporting fix or a fix Adjustment, in addition to the radar services near the airport when holding is required to establish an approach sequence.

prescribed in Paragraph 5 − 6 − 1, Application, and Paragraph 5 − 6 − 2, Methods.

REFERENCE − FAA Order JO 7110.65, Para 7 − 1 − 4, Visual Holding of VFR Aircraft.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 16, Surface Areas.

FAA Order JO 7110.65, Para 7 − 6 − 1, Application.

7 − 6 − 6. APPROACH SEQUENCE FAA Order JO 7210.3, Chapter 12, Section 1, Terminal VFR Radar Services.

Do not assign landing sequence numbers, when AIM, Para 4 − 1 − 18, Terminal Radar Services for VFR Aircraft.

establishing aircraft in the approach sequence, unless this responsibility has been delegated in a LOA or 7 − 6 − 2. SERVICE AVAILABILITY facility directive.

a. Inform aircraft on initial contact whenever this NOTE − The landing sequence is ordinarily established by the service cannot be provided because of radar outage tower.

and apply Paragraph 7 − 1 − 3, Approach Control Service for VFR Arriving Aircraft.

7 − 6 − 7. SEQUENCING b. Provide the service, to the extent possible using a. Establish radar contact before instructing a VFR an available frequency, if an aircraft desires the aircraft to enter the traffic pattern at a specified point service but cannot communicate on the appropriate frequencies. Aircraft which do not desire radar or vectoring the aircraft to a position in the approach service may be fitted into the landing sequence by the sequence. Inform the pilot of the aircraft to follow when the integrity of the approach sequence is tower. Coordination of these aircraft must be dependent on following a preceding aircraft. Ensure accomplished with the approach control unless a facility directive/LOA prescribes otherwise. Nonpar- visual contact is established with the aircraft to follow and provide instruction to follow that aircraft.

ticipating aircraft must, to the extent possible, be given the same landing sequence they would have PHRASEOLOGY − received had they been sequenced by radar vectors.

FOLLOW (description) (position, if necessary).

c. Radar sequencing to the primary airport, when b. Direct a VFR aircraft to a point near the airport local procedures have been developed, must be to hold when a position is not available in the Basic Radar Service to VFR Aircraft − Terminal 7 − 6 − 1 JO 7110.65Y 8/15/19 approach sequence for the runway in use. The aircraft 7 − 6 − 9. ABANDONED APPROACH may be vectored to another runway after coordination Instruct the aircraft to change to approach control for with the tower.

sequencing when an aircraft, under tower control, abandons the approach and coordination with c. Apply the following procedures to a VFR approach control reveals no immediate space in the aircraft being radar sequenced: approach sequence.

1. The provisions of Paragraph 5 − 5 − 4, Minima, subparagraphs g and h.

7 − 6 − 10. VFR DEPARTURE INFORMATION 2. When parallel runways are less than 2,500 Inform departing VFR aircraft who request radar feet apart, do not permit a super or heavy aircraft to traffic advisories when to contact departure control overtake any aircraft, nor a B757 or other large and the frequency to use. Provide traffic advisories in aircraft to overtake a small aircraft established on accordance with Paragraph 2 − 1 − 21, Traffic Advisor- final within the facility’s area of responsibility.

ies, after the departure is radar identified.

NOTE − Departing aircraft desiring traffic information are 7 − 6 − 8. CONTROL TRANSFER expected to request the service and to state their proposed direction of flight upon initial contact with ground control.

a. Inform the tower of the aircraft’s position and then instruct the pilot to contact the tower.

7 − 6 − 11. TERMINATION OF SERVICE b. The aircraft may be instructed to contact the Basic radar services should be provided to the extent tower prior to the tower being advised of the aircraft’s possible, workload permitting. Terminate radar position provided: service to aircraft landing at airports other than those where sequencing service is provided at a sufficient 1. The tower advises the aircraft is in sight, and distance from the airport to permit the pilot to change to the appropriate frequency for traffic and airport 2. Space is available in the landing sequence.

information.

c. Instruct the pilot to contact the tower at the PHRASEOLOGY − appropriate point when the approach control RADAR SERVICE TERMINATED, SQUAWK ONE TWO ARTS/STARS track data is being displayed on the ZERO ZERO, tower’s BRITE/DBRITE/TDW display, the aircraft or is tagged by ARTS/STARS, and a facility directive specifies change of communications and control SQUAWK VFR, jurisdiction points.

NOTE − then The point at which an aircraft is instructed to contact the tower is determined by prior coordination between the CHANGE TO ADVISORY FREQUENCY APPROVED, tower and approach control and will vary, depending on the runway in use, weather, etc. The transfer of or communications ordinarily occurs at least 5 miles from the runway. The point for the transfer of communications CONTACT (frequency identification), should be a sufficient distance from the airport to permit the tower to properly sequence the aircraft, but not at a or distance that could derogate the provision of radar traffic information service. FREQUENCY CHANGE APPROVED.

Basic Radar Service to VFR Aircraft − Terminal 7 − 6 − 2 JO 7110.65Y 8/15/19 7 − 6 − 12. SERVICE PROVIDED WHEN 2. Traffic information.

TOWER IS INOPERATIVE 3. Inform aircraft when radar service is a. Provide the following services during hours terminated.

when the tower is not in operation: REFERENCE − FAA Order JO 7110.65, Para 5 − 1 − 13, Radar Service Termination.

1. Wind direction and velocity.

NOTE − b. Do not assign landing sequence.

Issue information provided from the FSS or WSO.

Otherwise, inform the pilot that wind information is not available.

Basic Radar Service to VFR Aircraft − Terminal 7 − 6 − 3 JO 7110.65Y 8/15/19

Section 7. Terminal Radar Service

Area (TRSA) − Terminal

7 − 7 − 1. APPLICATION 7 − 7 − 5. ALTITUDE ASSIGNMENTS Apply TRSA procedures within the designated a. Altitude information contained in a clearance, TRSA in addition to the basic services described in instruction, or advisory to VFR aircraft must meet Chapter 7, Visual, Section 6, Basic Radar Service to MVA, MSA, or minimum IFR altitude criteria.

VFR Aircraft − Terminal.

REFERENCE − REFERENCE − FAA Order JO 7110.65, Para 4 − 5 − 2, Flight Direction.

FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

FAA Order JO 7110.65, Para 4 − 5 − 3, Exceptions.

FAA Order JO 7110.65, Para 4 − 5 − 6, Minimum En Route Altitudes.

7 − 7 − 2. ISSUANCE OF EFC b. If required, issue altitude assignments, consis- tent with the provisions of 14 CFR Section 91.119.

Inform the pilot when to expect further clearance when VFR aircraft are held either inside or outside the NOTE − The MSAs are: TRSA.

1. Over congested areas, an altitude at least 1,000 feet REFERENCE − above the highest obstacle; and FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

2. Over other than congested areas, an altitude at least 7 − 7 − 3. SEPARATION 500 feet above the surface.

Separate VFR aircraft from VFR/IFR aircraft by any c. When necessary to assign an altitude for one of the following: separation purposes to VFR aircraft contrary to 14 CFR Section 91.159, advise the aircraft to resume a. Visual separation, as specified in Paragraph altitudes appropriate for the direction of flight when 7 − 2 − 1, Visual Separation, Paragraph 7 − 4 − 2, Vectors the altitude assignment is no longer needed for for Visual Approach, and Paragraph 7 − 6 − 7, Sequen- separation or when leaving the TRSA.

cing.

PHRASEOLOGY − NOTE − RESUME APPROPRIATE VFR ALTITUDES.

Issue wake turbulence cautionary advisories in accor- dance with Paragraph 2 − 1 − 20, Wake Turbulence REFERENCE − Cautionary Advisories. FAA Order JO 7110.65, Para 4 − 8 − 11, Practice Approaches.

FAA Order JO 7110.65, Para 5 − 6 − 1, Application.

b. 500 feet vertical separation.

FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

c. Target resolution, except when ISR is being displayed.

7 − 7 − 6. APPROACH INTERVAL NOTE − The tower must specify the approach interval.

Apply the provisions of Paragraph 5 − 5 − 4, Minima, subparagraphs g and h, when wake turbulence separation REFERENCE − is required.

FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

REFERENCE − FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

7 − 7 − 7. TRSA DEPARTURE INFORMATION 7 − 7 − 4. HELICOPTER TRAFFIC a. At controlled airports within the TRSA, inform a departing aircraft proposing to operate within the Helicopters need not be separated from other TRSA when to contact departure control and the helicopters. Traffic information must be exchanged, frequency to use. If the aircraft is properly equipped, as necessary.

ground control or clearance delivery must issue the REFERENCE − appropriate beacon code.

FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

Terminal Radar Service Area (TRSA) − Terminal 7 − 7 − 1 JO 7110.65Y 8/15/19 NOTE − d. Aircraft departing satellite controlled airports Departing aircraft are assumed to want TRSA service that will penetrate the TRSA should be provided the unless the pilot states, “negative TRSA service,” or makes same service as those aircraft departing the primary a similar comment. Pilots are expected to inform the airport. Procedures for handling this situation must be controller of intended destination and/or route of flight and covered in a letter of agreement or facility directives, altitude.

as appropriate.

b. Provide separation until the aircraft leaves the e. Procedures for handling aircraft departing TRSA.

uncontrolled satellite airports must be advertised in a c. Inform VFR participating aircraft when leaving facility bulletin and service provided accordingly.

the TRSA.

REFERENCE − PHRASEOLOGY − FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

LEAVING THE (name) TRSA, and as appropriate, RESUME OWN NAVIGATION, REMAIN THIS FREQUENCY FOR TRAFFIC ADVISORIES, RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO ZERO.

Terminal Radar Service Area (TRSA) − Terminal 7 − 7 − 2 JO 7110.65Y 8/15/19

Section 8. Class C Service − Terminal

7 − 8 − 1. APPLICATION does not justify denial of Class C radar service in the entire area.

Apply Class C service procedures within the REFERENCE − designated Class C airspace and the associated outer FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

area. Class C services are designed to keep ATC informed of all aircraft within Class C airspace, not 7 − 8 − 3. SEPARATION to exclude operations. Two-way radio communica- tions and operational transponder are normally Separate VFR aircraft from IFR aircraft by any one of required for operations within Class C airspace, but the following: operations without radio communications or a. Visual separation as specified in Paragraph transponder can be conducted by LOA, facility 7 − 2 − 1, Visual Separation, Paragraph 7 − 4 − 2, Vectors directive, or special arrangement with Class C for Visual Approach, and Paragraph 7 − 6 − 7, Sequen- airspace controlling facility.

cing.

REFERENCE − FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

NOTE − 14 CFR Section 91.215, ATC Transponder and Altitude Reporting Issue wake turbulence cautionary advisories in accord- Equipment and Use.

ance with Paragraph 2 − 1 − 20, Wake Turbulence Cautionary Advisories.

7 − 8 − 2. CLASS C SERVICES b. 500 feet vertical separation; a. Class C services include the following: c. Target resolution, except when ISR is being 1. Sequencing of all aircraft to the primary displayed.

airport.

NOTE − 2. Standard IFR services to IFR aircraft.

Apply the provisions of Para 5 − 5 − 4, Minima, subpara- graphs g and h, when wake turbulence separation is 3. Separation, traffic advisories, and safety required.

alerts between IFR and VFR aircraft.

REFERENCE − 4. Mandatory traffic advisories and safety alerts FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

between VFR aircraft.

7 − 8 − 4. ESTABLISHING TWO-WAY b. Provide Class C services to all aircraft operating COMMUNICATIONS within Class C airspace.

c. Provide Class C services to all participating Class C service requires pilots to establish two-way aircraft in the outer area.

radio communications before entering Class C airspace. If the controller responds to a radio call d. Aircraft should not normally be held. However, with, “(a/c call sign) standby,” radio communications if holding is necessary, inform the pilot of the have been established and the pilot can enter Class C expected length of delay.

airspace. If workload or traffic conditions prevent e. When an outage occurs, affecting the preferred immediate provision of Class C services, inform the radar sensor, advise aircraft that Class C services are pilot to remain outside Class C airspace until not available and, if appropriate, when to contact the conditions permit the services to be provided.

tower, except when other radar resources are PHRASEOLOGY − available and to the extent that coverage is sufficient, (A/c call sign) REMAIN OUTSIDE CHARLIE AIRSPACE continue to provide radar services.

AND STANDBY.

NOTE − REFERENCE − Limited radar coverage in one portion of a Class C area FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

Class C Service − Terminal 7 − 8 − 1 JO 7110.65Y 8/15/19 7 − 8 − 5. ALTITUDE ASSIGNMENTS 7 − 8 − 7. ADJACENT AIRPORT OPERATIONS a. Aircraft that will penetrate Class C airspace a. When necessary to assign altitudes to VFR after departing controlled airports within or adjacent aircraft, assign altitudes that meet the MVA, MSA, or to Class C airspace must be provided the same minimum IFR altitude criteria.

services as those aircraft departing the primary airport. Procedures for handling this situation must be b. Aircraft assigned altitudes which are contrary to covered in a LOA or a facility directive, as 14 CFR Section 91.159 must be advised to resume appropriate.

altitudes appropriate for the direction of flight when b. Aircraft departing uncontrolled airports within the altitude is no longer needed for separation, when Class C airspace must be handled using procedures leaving the outer area, or when terminating Class C advertised in a Letter to Airmen.

service.

PHRASEOLOGY − 7 − 8 − 8. TERMINATION OF SERVICE RESUME APPROPRIATE VFR ALTITUDES.

Unless aircraft are landing at secondary airports or REFERENCE − have requested termination of service while in the FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

outer area, provide services until the aircraft departs the associated outer area. Terminate Class C service to aircraft landing at other than the primary airport at 7 − 8 − 6. EXCEPTIONS a sufficient distance from the airport to allow the pilot to change to the appropriate frequency for traffic and a. VFR helicopters need not be separated from airport information.

IFR helicopters. Traffic information and safety alerts PHRASEOLOGY − must be issued as appropriate.

CHANGE TO ADVISORY FREQUENCY APPROVED, b. Hot air balloons need not be separated from IFR or aircraft. Traffic information and safety alerts must be issued as appropriate. CONTACT (facility identification).

Class C Service − Terminal 7 − 8 − 2 JO 7110.65Y 8/15/19

Section 9. Class B Service Area − Terminal

VFR traffic from IFR traffic flows when a radar outage 7 − 9 − 1. APPLICATION occurs.

Apply Class B services and procedures within the b. Approve/deny requests from VFR aircraft to designated Class B airspace.

operate in Class B airspace based on workload, a. No person may operate an aircraft within operational limitations and traffic conditions.

Class B airspace unless: c. Inform the pilot when to expect further clearance when VFR aircraft are held either inside or 1. The aircraft has an operable two-way radio outside Class B airspace.

capable of communications with ATC on appropriate frequencies for that Class B airspace.

d. Inform VFR aircraft when leaving Class B airspace.

2. The aircraft is equipped with the applicable operating transponder and automatic altitude report- PHRASEOLOGY − ing equipment specified in para (a) of 14 CFR LEAVING (name) BRAVO AIRSPACE, Section 91.215, except as provided in para (d) of that and as appropriate, section.

RESUME OWN NAVIGATION, REMAIN THIS FREQUENCY FOR TRAFFIC ADVISORIES, RADAR 7 − 9 − 2. VFR AIRCRAFT IN CLASS B SERVICE TERMINATED, SQUAWK ONE TWO ZERO AIRSPACE ZERO.

a. VFR aircraft must obtain an ATC clearance to operate in Class B airspace.

7 − 9 − 3. METHODS REFERENCE − a. To the extent practical, clear large turbine FAA Order JO 7110.65, Para 2 − 1 − 18, Operational Requests.

FAA Order JO 7110.65, Para 2 − 4 − 22, Airspace Classes.

engine-powered airplanes to/from the primary airport using altitudes and routes that avoid VFR corridors PHRASEOLOGY − and airspace below the Class B airspace floor where CLEARED THROUGH/TO ENTER/OUT OF BRAVO AIRSPACE, VFR aircraft are operating.

NOTE − and as appropriate, Pilots operating in accordance with VFR are expected to advise ATC if compliance with assigned altitudes, VIA (route). MAINTAIN (altitude) WHILE IN BRAVO headings, or routes will cause violation of any part of the AIRSPACE.

CFR.

or b. Vector aircraft to remain in Class B airspace after entry. Inform the aircraft when leaving and CLEARED AS REQUESTED.

reentering Class B airspace if it becomes necessary to extend the flight path outside Class B airspace for (Additional instructions, as necessary.)

spacing.

NOTE − REMAIN OUTSIDE BRAVO AIRSPACE. (When 14 CFR Section 91.131 states that “Unless otherwise necessary, reason and/or additional instructions.)

authorized by ATC, each person operating a large turbine NOTE − engine-powered airplane to or from a primary airport for 1. Assignment of radar headings, routes, or altitudes is which a Class B airspace area is designated must operate based on the provision that a pilot operating in accordance at or above the designated floors of the Class B airspace with VFR is expected to advise ATC if compliance will area while within the lateral limits of that area.” Such cause violation of any part of the CFR.

authorization should be the exception rather than the rule.

2. Separation and sequencing for VFR aircraft is REFERENCE − dependent upon radar. Efforts should be made to segregate FAA Order JO 7110.65, Para 5 − 1 − 10, Deviation Advisories.

Class B Service Area − Terminal 7 − 9 − 1 JO 7110.65Y 8/15/19 c. Aircraft departing controlled airports within for Visual Approach, and Paragraph 7 − 6 − 7, Sequen- Class B airspace will be provided the same services cing.

as those aircraft departing the primary airport.

NOTE − Issue wake turbulence cautionary advisories in accor- REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 18, Operational Requests.

dance with Paragraph 2 − 1 − 20, Wake Turbulence Cautionary Advisories.

REFERENCE − 7 − 9 − 4. SEPARATION P/CG Term − Lateral Separation.

P/CG Term − Radar Separation.

a. Standard IFR services to IFR aircraft.

P/CG Term − Target Resolution.

P/CG Term − Visual Separation.

b. VFR aircraft must be separated from VFR/IFR aircraft/ helicopter/rotorcraft that weigh more than 7 − 9 − 5. TRAFFIC ADVISORIES 19,000 pounds and turbojets by no less than: a. Provide mandatory traffic advisories and safety 1. 1 / miles separation, or alerts, between all aircraft.

NOTE − b. Apply merging target procedures in accordance When ISR is being displayed, discontinue 1 1/2 − NM with Paragraph 5 − 1 − 8, Merging Target Procedures.

separation.

2. 500 feet vertical separation, or 7 − 9 − 6. HELICOPTER TRAFFIC NOTE − VFR helicopters need not be separated from VFR or Apply the provisions of Paragraph 5 − 5 − 4, Minima, when IFR helicopters. Traffic advisories and safety alerts wake turbulence separation is required.

must be issued as appropriate.

3. Visual separation, as specified in Paragraph 7 − 2 − 1, Visual Separation, 7 − 9 − 7. ALTITUDE ASSIGNMENTS Paragraph 7 − 4 − 2, Vectors for Visual Approach, and Paragraph 7 − 6 − 7, Sequencing.

a. Altitude information contained in a clearance, instruction, or advisory to VFR aircraft must meet NOTE − MVA, MSA, or minimum IFR altitude criteria.

Issue wake turbulence cautionary advisories in accor- dance with Paragraph 2 − 1 − 20, Wake Turbulence b. Issue altitude assignments, if required, consis- Cautionary Advisories.

tent with the provisions of 14 CFR Section 91.119.

c. For the application of Class Bravo airspace NOTE − separation requirements, the V-22 Osprey must be The MSAs are: treated as a helicopter/rotorcraft.

1. Over congested areas, an altitude at least 1,000 feet above the highest obstacle, d. VFR aircraft must be separated from all 2. Over other than congested areas, an altitude at least VFR/IFR aircraft which weigh 19,000 pounds or less 500 feet above the surface.

by a minimum of: REFERENCE − FAA Order JO 7110.65, Para 4 − 5 − 2, Flight Direction.

1. Target resolution, except when ISR is being FAA Order JO 7110.65, Para 4 − 5 − 3, Exceptions.

displayed, or FAA Order JO 7110.65, Para 4 − 5 − 6, Minimum En Route Altitudes.

c. Aircraft assigned altitudes which are contrary to 2. 500 feet vertical separation, or 14 CFR Section 91.159 must be advised to resume NOTE − altitudes appropriate for the direction of flight when 1. Apply the provisions of Paragraph 5 − 5 − 4, Minima, the altitude assignment is no longer required or when when wake turbulence separation is required.

leaving Class B airspace.

2. Aircraft weighing 19,000 pounds or less are listed in PHRASEOLOGY − FAA Order JO 7360.1, Aircraft Type Designators.

RESUME APPROPRIATE VFR ALTITUDES.

REFERENCE − FAA Order JO 7360.1, Para 2 − 2, How Designators are Formulated.

7 − 9 − 8. APPROACH INTERVAL 3. Visual separation, as specified in Paragraph 7 − 2 − 1, Visual Separation, Paragraph 7 − 4 − 2, Vectors The tower must specify the approach interval.

Class B Service Area − Terminal 7 − 9 − 2

JO 7110.65Y 8/15/19

Chapter 8. Offshore/Oceanic Procedures

Section 1. General

8 − 1 − 1. ATC SERVICE c. Radar separation, as specified in Chapter 5, Radar, where radar coverage is adequate.

Provide air traffic control service in oceanic controlled airspace in accordance with the procedures 8 − 1 − 5. ALTIMETER SETTING in this chapter except when other procedures/minima Within oceanic control areas, unless directed and/or are prescribed in a directive or a letter of agreement.

charted otherwise, altitude assignment must be based REFERENCE − on flight levels and a standard altimeter setting of FAA Order JO 7110.65, Para 1 − 1 − 10, Procedural Letters of Agreement (LOA) 29.92 inches Hg.

8 − 1 − 6. RECEIPT OF POSITION REPORTS 8 − 1 − 2. OPERATIONS IN OFFSHORE AIRSPACE AREAS When a position report affecting separation is not received, take action to obtain the report no later than Provide air traffic control service in offshore airspace 10 minutes after the control estimate, unless areas in accordance with procedures and minima in otherwise specified.

this chapter. For those situations not covered by this chapter, the provisions in this Order must apply.

8 − 1 − 7. OCEANIC ERROR REPORT PROCEDURES 8 − 1 − 3. VFR FLIGHT PLANS FAA Order 7110.82 establishes procedures for reporting Gross Navigation Errors (GNE), height VFR flights in Oceanic FIRs may be conducted in errors, time(longitudinal) errors, intervention, and meteorological conditions equal to or greater than Special Area of Operations (SAO) verification in those specified in 14 CFR Section 91.155, Basic VFR oceanic airspace. This data is needed for risk weather minimums. Operations on a VFR flight plan modeling activities to support separation standard are permitted only between sunrise and sunset and reductions.

only within: a. Miami, Houston, and San Juan Oceanic Control 8 − 1 − 8. USE OF CONTROL ESTIMATES Areas (CTAs) below FL 180.

Control estimates are the estimated position of b. Within the Oakland FIR when operating less aircraft, with reference to time as determined by the than 100 NM seaward from the shoreline within ATC automation system in use or calculated by the controlled airspace.

controller using known wind patterns, previous aircraft transit times, pilot progress reports, and pilot c. All Oceanic FIR airspace below the Oceanic estimates. These estimates may be updated through CTAs.

the receipt of automated position reports and/or manually updated by the controller. Control estimates 8 − 1 − 4. TYPES OF SEPARATION must be used when applying time − based separation minima.

Separation must consist of at least one of the following: 8 − 1 − 9. RVSM OPERATIONS a. Vertical separation; Controller responsibilities for non − RVSM aircraft operating in RVSM airspace must include but not be b. Horizontal separation, either; limited to the following: 1. Longitudinal; or a. Ensure non − RVSM aircraft are not permitted in 2. Lateral; RVSM airspace unless they meet the criteria of General 8 − 1 − 1 JO 7110.65Y 8/15/19 excepted aircraft and are previously approved by the 3. Aircraft being utilized for mercy or operations supervisor/CIC. humanitarian purposes; b. In addition to those aircraft listed in Chapter 2, 4. Within the Oakland, Anchorage, and Arctic Section 1, Paragraph 2 − 1 − 29, RVSM Operations in FIR’s, an aircraft transporting a spare engine this order, the following aircraft operating within mounted under the wing.

oceanic airspace or transiting to/from oceanic airspace are excepted: (a) These exceptions are accommodated on a workload or traffic-permitting basis.

1. Aircraft being initially delivered to the State of Registry or Operator; (b) All other requirements contained in Paragraph 2 − 1 − 29, RVSM Operations are applicable 2. Aircraft that was formerly RVSM approved to this section.

but has experienced an equipment failure and is being flown to a maintenance facility for repair in order to REFERENCE − meet RVSM requirements and/or obtain approval; FAA Order JO 7110.65, Para 2 − 1 − 29, RVSM Operations General 8 − 1 − 2 JO 7110.65Y 8/15/19

Section 2. Coordination

8 − 2 − 1. GENERAL is estimated to cross the control boundary or at such other point or time agreed upon by the two units.

ARTCCs must: c. The transferring unit must forward to the a. Forward to appropriate ATS facilities, as a flight accepting unit any changed flight plan or control data progresses, current flight plan and control which are pertinent to the transfer.

information.

d. The accepting unit must notify the transferring b. Coordinate flight plan and control information unit if it is unable to accept control under the terms in sufficient time to permit the receiving facility to specified, or it must specify the changes or conditions analyze the data and to effect any necessary required so that the aircraft can be accepted.

additional coordination. This may be specified in a e. The accepting unit must not alter the clearance letter of agreement.

of an aircraft that has not yet reached the transfer of control point without the prior approval of the c. Coordinate with adjacent ATS facilities when transferring unit.

airspace to be protected will overlap the common boundary.

f. Where nonradar separation minima are being applied, the transfer of air-ground communications d. Forward revisions of estimates of 3 minutes or with an aircraft must be made 5 minutes before the more to the appropriate ATS facility.

time at which the aircraft is estimated to reach the e. Coordinate with adjacent facilities on IFR and boundary unless otherwise agreed to by the control VFR flights to ensure the continuation of appropriate and/or communication units concerned.

air traffic services.

8 − 2 − 3. AIR TRAFFIC SERVICES INTERFACILITY DATA COMMUNICATIONS 8 − 2 − 2. TRANSFER OF CONTROL AND (AIDC) COMMUNICATIONS Where interfacility data communications capability a. Only one air traffic control unit must control an has been implemented, its use for ATC coordination aircraft at any given time.

should be accomplished in accordance with regional b. The control of an aircraft must be transferred Interface Control Documents, and supported by from one control unit to another at the time the aircraft letters of agreement between the facilities concerned.

Coordination 8 − 2 − 1 JO 7110.65Y 8/15/19

Section 3. Longitudinal Separation

FIG 8 − 3 − 1 8 − 3 − 1. APPLICATION Same Courses a. Longitudinal separation must be applied so that the spacing between the estimated positions of the aircraft being separated is never less than a prescribed minimum.

NOTE − Consider separation to exist when the estimated positions of the aircraft being separated are never less than a prescribed minimum.

b. In situations where one aircraft requires a different time − based longitudinal standard than another, apply the larger of the two standards between the aircraft concerned.

c. Longitudinal separation expressed in distance may be applied as prescribed in Chapter 6, Nonradar.

d. In situations where an update to a control estimate indicates that the minimum being applied no 2. Crossing tracks. Ensure that the estimated longer exists, controllers must ensure that separation spacing at the point of intersection is not less than the is reestablished. Issue traffic information as applicable minimum required. (See FIG 8 − 3 − 2.)

necessary.

FIG 8 − 3 − 2 Crossing Courses 8 − 3 − 2. SEPARATION METHODS a. For the purpose of application of longitudinal separation, the terms same track must be considered identical to same course , reciprocal tracks must be considered identical to reciprocal courses , and crossing tracks , must be considered identical to crossing courses .

NOTE − Refer to Para 1 − 2 − 2, Course Definitions.

b. Separate aircraft longitudinally in accordance with the following: 1. Same track. Ensure that the estimated spacing between aircraft is not less than the applicable minimum required. (See FIG 8 − 3 − 1.)

Longitudinal Separation 8 − 3 − 1 JO 7110.65Y 8/15/19 3. Reciprocal tracks: b. Routes: 1. The aircraft follow the same track or (a) Ensure that aircraft are vertically separ- continuously diverging tracks, and ated for a time interval equal to the applicable 2. The aircraft concerned have reported over a minimum required before and after the aircraft are common point; or estimated to pass. (See FIG 8 − 3 − 3.)

3. If the aircraft have not reported over a FIG 8 − 3 − 3 common point, the appropriate time interval being Reciprocal Courses applied between aircraft exists and will exist at the common point; or, 4. If a common point does not exist, the appropriate time interval being applied between aircraft exists and will exist at significant points along each track.

c. Altitudes: The aircraft concerned are in level, climbing or descending flight.

d. Mach Number Assignment: 1. A Mach number (or, when appropriate, a range of Mach numbers) must be issued to each aircraft unless otherwise prescribed on the basis of (b) Vertical separation may be discontinued ICAO regional agreement.

after one of the following conditions are met: NOTE − 1. The application of Mach number technique requires (1) Both aircraft have reported passing a pilots to strictly adhere to the last assigned Mach number significant point and the aircraft are separated by at (or range of Mach numbers), even during climbs and least the applicable minimum required for the same descents, unless revised by ATC. Turbojet aircraft must direction longitudinal spacing; (See FIG 8 − 3 − 4.) or request ATC approval before making any changes. If it is essential to make an immediate temporary change in the FIG 8 − 3 − 4 Mach number (e.g., due to turbulence), ATC must be Vertical Separation notified as soon as possible that such a change has been made.

2. When it is necessary to issue crossing restrictions to ensure the appropriate time interval, it may be impossible for an aircraft to comply with both the clearance to meet the crossing restrictions and the clearance to maintain a single, specific Mach number.

REFERENCE − ICAO DOC 9426 − AN/924, Part II, Section 2, Para 2.3.4, Para 2.4.7, and Para 2.5.3.

EXAMPLE − (2) Both aircraft have reported passing “Maintain Mach point eight four or greater.” ground-based NAVAIDs or DME fixes indicating “Maintain Mach point eight three or less.” that they have passed each other.

“Maintain Mach point eight two or greater; do not exceed Mach point eight four.” e. Longitudinal Minima: 8 − 3 − 3. MACH NUMBER TECHNIQUE When the Mach number technique is applied, The use of Mach number technique allows for the minimum longitudinal separation must be: application of reduced longitudinal separation 1. 10 minutes , provided that: minima. The following conditions must be met when (a) The preceding aircraft maintains a Mach the Mach number technique is being applied: number equal to, or greater than that maintained by a. Aircraft Types: Turbojet aircraft only. the following aircraft; or Longitudinal Separation 8 − 3 − 2 JO 7110.65Y 8/15/19 (b) When the following aircraft is faster than (d) 6 minutes , if the preceding aircraft is the preceding aircraft, at least 10 minutes exists until Mach 0.05 faster than the following aircraft; another form of separation is achieved; or (e) 5 minutes , if the preceding aircraft is 2. Between 9 and 5 minutes inclusive, provided Mach 0.06 faster than the following aircraft.

that the preceding aircraft is maintaining a Mach NOTE − number greater than the following aircraft in A “rule − of − thumb” may be applied to assist in providing accordance with the following: the required estimated spacing over the oceanic exit point when either conflict probe is not in use or when requested (a) 9 minutes , if the preceding aircraft is by another facility. This rule − of − thumb can be stated as Mach 0.02 faster than the following aircraft; follows: For each 600 NM in distance between the entry and exit points of the area where the Mach Number (b) 8 minutes , if the preceding aircraft is Technique is used, add 1 minute for each 0.01 difference in Mach 0.03 faster than the following aircraft; Mach number for the two aircraft concerned to compensate (c) 7 minutes , if the preceding aircraft is for the fact that the second aircraft is overtaking the first Mach 0.04 faster than the following aircraft; aircraft. (See TBL 8 − 3 − 1.)

TBL 8 − 3 − 1 Application of the Mach Number Technique When the Following Aircraft is Faster Distance to Fly and Separation (in Minutes) Required at Entry Point Difference in 001 − 600 NM 601 − 1200 NM 1201 − 1800 NM 1801 − 2400 NM 2401 − 3000 NM Mach 0.01 . . . . . . . . . . 11 12 13 14 15 0.02 . . . . . . . . . . 12 14 16 18 20 0.03 . . . . . . . . . . 13 16 19 22 25 0.04 . . . . . . . . . . 14 18 22 26 30 0.05 . . . . . . . . . . 15 20 25 30 35 0.06 . . . . . . . . . . 16 22 28 34 40 0.07 . . . . . . . . . . 17 24 31 38 45 0.08 . . . . . . . . . . 18 26 34 42 50 0.09 . . . . . . . . . . 19 28 37 46 55 0.10 . . . . . . . . . . 20 30 40 50 60 Longitudinal Separation 8 − 3 − 3 JO 7110.65Y 8/15/19

Section 4. Lateral Separation

8 − 4 − 1. APPLICATION 2. When reduced route protected airspace is applicable, and the protected airspace of the flight Separate aircraft by assigning different flight paths paths do not overlap; or (See FIG 8 − 4 − 2.)

whose widths or protected airspace do not overlap.

FIG 8 − 4 − 2 Within that portion of the Gulf of Mexico Low Separation Methods Offshore airspace, use 12 NM between aircraft whose flight paths are defined by published Grid System waypoints.

NOTE − 1. The Grid System is defined as those waypoints contained within the Gulf of Mexico Low Offshore airspace and published on the IFR Vertical Flight Reference Chart.

2. Lateral separation minima is contained in: Section 7, North Atlantic ICAO Region.

Section 8, Caribbean ICAO Region.

Section 9, Pacific ICAO Region.

Section 10, North American ICAO Region − 3. When aircraft are crossing an oceanic Arctic CTA.

boundary and are entering an airspace with a larger lateral minimum than the airspace being exited; and 8 − 4 − 2. SEPARATION METHODS (a) The smaller separation exists at the boundary; and Lateral separation exists for: (b) Flight paths diverge by 15  or more until a. Nonintersecting flight paths: the larger minimum is established. (See FIG 8 − 4 − 3.)

1. When the required distance is maintained FIG 8 − 4 − 3 between the flight paths; or (See FIG 8 − 4 − 1.)

Separation Methods FIG 8 − 4 − 1 Separation Methods Lateral Separation 8 − 4 − 1 JO 7110.65Y 8/15/19 b. Intersecting flight paths with constant and same d. Intersecting flight paths with variable width width protected airspace when either aircraft is at or protected airspace when either aircraft is at or beyond beyond a distance equal to the applicable lateral a distance equal to the sum of the protected airspace separation minimum measured perpendicular to the of both flight paths measured perpendicular to the flight path of the other aircraft. (See FIG 8 − 4 − 4.) flight path of the other aircraft. Measure protected airspace for each aircraft perpendicular to its flight FIG 8 − 4 − 4 path at the first point or the last point, as applicable, Separation Methods of protected airspace overlap.

NOTE − In FIG 8 − 4 − 5, the protected airspace for westbound flight A is distance “a” (50 miles), and for southwestbound flight B, distance “b” (10 miles). Therefore, the sum of distances “a” and “b”; i.e., the protected airspace of Aircrafts A and B, establishes the lateral separation minimum (60 miles) applicable for either flight relevant to the other.

FIG 8 − 4 − 6 Separation Methods c. Intersecting flight paths with constant but different width protected airspace when either aircraft is at or beyond a distance equal to the sum of the protected airspace of both flight paths measured perpendicular to the flight path of the other aircraft.

(See FIG 8 − 4 − 5.)

FIG 8 − 4 − 5 Separation Methods NOTE − (See FIG 8 − 4 − 6.) At the first point of protected airspace overlap, the protected airspace for westbound flight A is distance “a” (50 miles), and for southbound flight B, distance “b” (40 miles). The sum of distances “a” and “b” (90 miles) establishes the lateral separation minimum applicable in this example for either flight as it approaches the intersection. For example, Aircraft B should be vertically separated from Aircraft A by the time it reaches point “p.” Lateral Separation 8 − 4 − 2 JO 7110.65Y 8/15/19 FIG 8 − 4 − 7 FIG 8 − 4 − 8 Separation Methods Reduction of Route Protected Airspace b. At and above FL 240, reduce the width of the protected airspace to 10 miles on each side of the route centerline to a distance of 114.29 miles from the NOTE − NAVAID, then increasing in width on a 5  angle from (See FIG 8 − 4 − 7.) Distance “a” (50 miles) and “b” the route centerline, as measured at the NAVAID, to (30 miles) are determined at the last point of protected the maximum width allowable within the lateral airspace overlap. The sum of the distances “a” and “b” minima; for example, 60 miles of protected airspace (80 miles) establishes the lateral separation minima on each side of the centerline; i.e., a lateral separation applicable for either flight after it passes beyond the minimum of 120 miles. (See FIG 8 − 4 − 9.)

intersection. For example, Aircraft B could be cleared to, or through, Aircraft A’s altitude after passing point “r.” FIG 8 − 4 − 9 Reduction of Route Protected Airspace 8 − 4 − 3. REDUCTION OF ROUTE PROTECTED AIRSPACE When routes have been satisfactorily flight checked and notice has been given to users, reduction in route protected airspace may be made as follows: a. Below FL 240, reduce the width of the protected airspace to 5 miles on each side of the route centerline to a distance of 57.14 miles from the NAVAID, then increasing in width on a 5  angle from the route centerline, measured at the NAVAID, to the maximum width allowable within the lateral minima; for example, 50 miles of protected airspace on each side of centerline; i.e., a lateral minimum of 100 miles. (See FIG 8 − 4 − 8.)

Lateral Separation 8 − 4 − 3 JO 7110.65Y 8/15/19 8 − 4 − 4. TRACK SEPARATION 2. NDB: (a) Consider separation to exist between Apply track separation between aircraft by requiring aircraft established on tracks of the same NAVAID aircraft to fly specified tracks or radials and with that diverge by at least 30 degrees and one aircraft is specified spacings as follows: at least 15 miles from the NAVAID. This separation must not be used when one or both aircraft are a. Same NAVAID: inbound to the aid unless the distance of the aircraft 1. VOR/VORTAC/TACAN. Consider separa- from the facility can be readily determined by tion to exist between aircraft established on radials of reference to the NAVAID. Use TBL 8 − 4 − 2 to the same NAVAID that diverge by at least 15 degrees determine the flight distance required for various when either aircraft is clear of the airspace to be divergence angles to clear the airspace to be protected for the other aircraft. Use TBL 8 − 4 − 1 to protected. For divergence that falls between determine the flight distance required for various two values, use the lesser value to obtain the distance.

divergence angles and altitudes to clear the airspace (See FIG 8 − 4 − 11.)

to be protected. (See FIG 8 − 4 − 10.)

TBL 8 − 4 − 2 Divergence-Distance Minima (NDB) TBL 8 − 4 − 1 Divergence-Distance Minima Distance (mile) VOR/VORTAC/TACAN Divergence (degrees) FL 240 FL 230 and through Distance (mile) below FL 450 Divergence (degrees) Fl 240 FL 230 and 30 15 17 through below 45 13 14 FL 450 60 9 10 15 − 25 17 18 75 7 8 26 − 35 11 13 90 6 7 36 − 90 8 11 Note: This table compensates for DME slant range Note: This table compensates for DME slant range error.

error.

FIG 8 − 4 − 11 FIG 8 − 4 − 10 Track Separation NDB Track Separation VOR Lateral Separation 8 − 4 − 4 JO 7110.65Y 8/15/19 (b) Clear aircraft navigating on NDB facilit- c. Dead Reckoning (DR): ies in accordance with Paragraph 2 − 5 − 2, NAVAID 1. Consider separation to exist between aircraft Terms.

established on tracks that diverge by at least 45 degrees when one aircraft is at least 15 miles from b. Different NAVAIDs: Separate aircraft using the point of intersection of the tracks. This point may different navigation aids by assigning tracks so that be determined either visually or by reference to a their protected airspace does not overlap.

ground − based navigation aid. (See FIG 8 − 4 − 13.)

(See FIG 8 − 4 − 12.)

FIG 8 − 4 − 13 FIG 8 − 4 − 12 Track Separation Track Separation Dead Reckoning Different NAVAIDs Lateral Separation 8 − 4 − 5 JO 7110.65Y 8/15/19

Section 5. Offshore/Oceanic Transition Procedures

8 − 5 − 1. ALTITUDE/FLIGHT LEVEL b. The aircraft are horizontally radar separated and TRANSITION separation is increasing at the edge of known radar coverage.

When vertical separation is applied between aircraft crossing the offshore/oceanic airspace boundary below FL 180, control action must be taken to ensure that differences between the standard altimeter 8 − 5 − 3. OPPOSITE DIRECTION setting (QNE) and local altimeter setting (QNH) do not compromise separation. (See FIG 8 − 5 − 1.)

When transitioning from an offshore airspace area to oceanic airspace, an aircraft may climb through FIG 8 − 5 − 1 opposite direction oceanic traffic provided vertical Standard and Local Altimeter Setting Differences separation above that traffic is established: a. Before the outbound crosses the offshore/ oceanic boundary; and b. 15 minutes before the aircraft are estimated to pass. (See FIG 8 − 5 − 2.)

FIG 8 − 5 − 2 Transitioning From Offshore to Oceanic Airspace Opposite Direction 8 − 5 − 2. COURSE DIVERGENCE When aircraft are entering oceanic airspace, separation will exist in oceanic airspace when: a. Aircraft are established on courses that diverge by at least 15 degrees until oceanic lateral separation is established, and Offshore/Oceanic Transition Procedures 8 − 5 − 1 JO 7110.65Y 8/15/19 8 − 5 − 4. SAME DIRECTION 8 − 5 − 5. RADAR IDENTIFICATION APPLICATION When transitioning from an offshore airspace area to oceanic airspace or while within oceanic airspace, Radar separation standards may be applied between apply 5 minutes minimum separation when a radar identified aircraft and another aircraft not yet following aircraft on the same course is climbing identified that is in transit from oceanic airspace or through the altitude of the preceding aircraft if the non-radar offshore airspace into an area of known following conditions are met: radar coverage where radar separation is applied provided: a. The preceding aircraft is level at the assigned altitude and is maintaining a speed equal to or greater a. Direct radio communications is maintained than the following aircraft; and with one of the aircraft involved and there is an ability to communicate with the other; b. The minimum of 5 minutes is maintained between the preceding and following aircraft; and b. The transiting aircraft is RNAV equipped; c. The following aircraft is separated by not more c. The performance of the radar/system is than 4,000 feet from the preceding aircraft when the adequate; climb clearance is issued; and REFERENCE − d. The following aircraft commences climb within FAA Order JO 7110.65, Para 5 − 1 − 1, Presentation and Equipment Performance 10 minutes after passing: d. Flight data on the aircraft that has not been radar 1. An exact reporting point (DME fix or identified indicate that it is equipped with a standard intersection formed from NAVAIDs) which the transponder and there is no known information that preceding aircraft has reported; or the transponder is not operating; 2. A radar observed position over which the e. Radar separation standards are maintained preceding aircraft has been observed; and between the radar identified aircraft and any other e. The following aircraft is in direct observed targets until the transitioning aircraft is communication with air traffic control until vertical radar identified or non-radar separation is estab- separation is established. (See FIG 8 − 5 − 3.)

lished; FIG 8 − 5 − 3 f. The facility has identified areas of known radar Transitioning From Offshore to Oceanic Airspace coverage, incorporated those areas into facility Same Direction standard operating procedures (SOP), and provided training to the controllers.

g. This procedure is also applicable to aircraft in transit from oceanic airspace into Guam Control Area (CTA), San Juan CTA and Honolulu CTA radar coverage areas.

h. EXCEPTION: This procedure is not authorized if there is insufficient time for the controller to establish other approved separation in the event of a delay or inability to establish radar identification of the transiting aircraft taking into consideration factors such as aircraft performance characteristics, type, and speed; weather, traffic conditions; workload; frequency congestion; etc.

REFERENCE − FAA Order JO 7110.65, Para 2 − 2 − 6, IFR Flight Progress Data, subpara 2-2-6.b.

FAA Order JO 7110.65, Para 8 − 1 − 8, Use of Control Estimates Offshore/Oceanic Transition Procedures 8 − 5 − 2 JO 7110.65Y 8/15/19

Section 6. Separation from Airspace Reservations

8 − 6 − 1. TEMPORARY STATIONARY FIG 8 − 6 − 2 Temporary Stationary Airspace Reservations AIRSPACE RESERVATIONS Vertical Separation Separate aircraft from a temporary stationary reservation by one of two methods: a. Laterally: Clear aircraft so that the protected airspace along the route of flight does not overlap the geographical area of the stationary reservation.

(See FIG 8 − 6 − 1.)

FIG 8 − 6 − 1 Temporary Stationary Airspace Reservations Lateral Separation 8 − 6 − 2. REFUSAL OF AVOIDANCE CLEARANCE If a pilot refuses to accept a clearance to avoid a reservation, inform him/her of the potential hazard, advise him/her that services will not be provided while the flight is within the reservation and, if possible, inform the appropriate using agency.

8 − 6 − 3. TEMPORARY MOVING AIRSPACE RESERVATIONS Separate aircraft from a temporary moving airspace b. Vertically: Clear aircraft so that vertical reservation by one of the following methods: separation exists while the aircraft is within a a. Laterally: Clear aircraft so that the protected geographical area defined as the stationary reserva- airspace along the route of flight does not overlap the tion plus a buffer around the perimeter equivalent to (time-dependent) geographical area of the moving one-half the lateral separation minimum.

airspace reservation.

(See FIG 8 − 6 − 2.)

b. Longitudinally: Clear aircraft so that the appropriate longitudinal minimum exists ahead of the first or behind the last aircraft operating within the reservation.

c. Vertically: Clear aircraft so that vertical separation exists while the aircraft is within a (time-dependent) geographical area defined as the moving airspace reservation plus a buffer around the perimeter equivalent to one-half the lateral separation minimum.

Separation from Airspace Reservations 8 − 6 − 1 JO 7110.65Y 8/15/19

Section 7. North Atlantic ICAO Region

8 − 7 − 1. APPLICATION (a) At least 10 minutes longitudinal separa- tion exists at the point where the tracks diverge; and Provide air traffic control services in the North (b) At least 5 minutes longitudinal separation Atlantic ICAO Region with the procedures and will exist where minimum lateral separation is minima contained in this section except when noted achieved (whichever is estimated to occur first) ; otherwise.

(1) At or before the next significant point (normally within ten degrees of longitude along 8 − 7 − 2. VERTICAL SEPARATION track(s)), or Provide vertical separation in accordance with (2) Within 90 minutes of the time the Chapter 4, IFR, Section 5, Altitude Assignment and following aircraft passes the common point, or Verification.

(3) Within 600 NM of the common point.

3. Apply 15 minutes between all other turbojet 8 − 7 − 3. LONGITUDINAL SEPARATION aircraft.

In accordance with Chapter 8, Offshore/Oceanic c. Nonturbojet operations: Procedures, Section 3, Longitudinal Separation, apply the following: 1. Apply 20 minutes between aircraft operating in the West Atlantic Route System (WATRS), or a. Supersonic flight: 2. Apply 30 minutes between aircraft operating 1. 10 minutes provided that: outside of the WATRS.

(a) both aircraft are in level flight at the same NOTE − Mach number or the aircraft are of the same type and The WATRS area is defined as beginning at a point 27  00’N/77  00’W direct to 20  00’N/67  00’W direct to are both operating in cruise climb, and one of the 18  00’N/62  00’W direct to 18  00’N/60  00’W direct to following; 38  30’N/60  00’W direct to 38  30’N/69  15’W, thence (1) The aircraft concerned have reported counterclockwise along the New York Oceanic CTA/FIR over a common point; or, boundary to the Miami Oceanic CTA/FIR boundary, thence southbound along the Miami Oceanic CTA/FIR (2) If the aircraft have not reported over a boundary to the point of beginning.

common point, the appropriate time interval being d. Clear an aircraft for an ADS-B In Trail applied between aircraft exists and will exist at the Procedure (ITP) climb or descent provided the common point; or, following conditions are satisfied: (3) If a common point does not exist, the 1. The ITP climb or descent has been requested appropriate time interval being applied between by the pilot; aircraft exists and will exist at significant points along 2. The aircraft identification of each reference each track.

aircraft in the ITP request exactly matches the Item 7 2. 15 minutes between aircraft in supersonic - aircraft identification of the corresponding aircraft’s flight not covered in subpara a1 above.

filed flight plan; b. Turbojet operations (subsonic flight) : 3. The reported ITP distance between the ITP aircraft and any reference aircraft is 15 NM or more; 1. Apply the prescribed minima in accordance with Paragraph 8 − 3 − 3, Mach Number Technique; or 4. Both the ITP aircraft and reference aircraft are either on: 2. Where tracks diverge from the common point and the following aircraft is maintaining a greater (a) same identical tracks and any turn at a Mach Number than the preceding aircraft: waypoint shall be limited to less than 45 degrees; or North Atlantic ICAO Region 8 − 7 − 1 JO 7110.65Y 8/15/19 (b) same tracks with no turns permitted that 2. Aircraft on reciprocal tracks may be cleared reduce required separation during the ITP. to climb or descend to or through the altitude(s) occupied by another aircraft provided: NOTE − Same identical tracks are where the angular difference is (a) An ADS-C position report on at least one zero degrees.

of the aircraft has been received beyond the passing point, and 5. No speed or route change clearance shall be (b) The aircraft have passed each other by the issued to the ITP aircraft until the ITP climb or descent is completed; applicable separation minimum.

NOTE − 6. The altitude difference between the ITP ATOP has been designed to check for the above criteria aircraft and any reference aircraft shall be 2000 ft or prior to allowing the minima to be provided.

less; 3. When an ADS-C periodic or waypoint 7. No instruction to amend speed, altitude or change event report is overdue by 3 minutes , the route shall be issued to any reference aircraft until the controller must take action to obtain an ADS-C ITP climb or descent is completed; report.

4. If no report is received within 6 minutes of the 8. The maximum closing speed between the ITP time the original report was due, the controller must aircraft and each reference aircraft shall be Mach take action to apply another form of separation.

0.06; and 5. Aircraft on the same track may be cleared to 9. The ITP aircraft shall not be a reference climb or descend through the level of another aircraft aircraft in another ITP clearance.

provided: NOTE − (a) The longitudinal distance between the ATOP is designed to check for the above criteria prior to aircraft is determined from near simultaneous allowing the minima to be provided.

ADS − C demand reports and the ATOP software is e. Minima based on distance using Automatic used to ensure the following conditions are met; Dependent Surveillance – Contract (ADS-C): (b) The longitudinal distance between the aircraft, as determined in a) above, is not less than: 1. Apply the minima as specified in TBL 8 − 7 − 1 between aircraft on the same track within airspace (1) 15 NM when the preceding aircraft is at designated for Required Navigation Performance the same speed or faster than the following aircraft; (RNP), provided: or (a) Direct controller/pilot communication via (2) 25 NM when the following aircraft is voice or Controller Pilot Data Link Communications not more than Mach 0.02 faster than the preceding (CPDLC) is established, and aircraft (c) The altitude difference between aircraft is (b) The required ADS-C periodic reports are not more than 2000 ft; maintained and monitored by an automated flight data processor (for example, ATOP).

(d) The clearance is for a climb or descent of 4000 ft or less; TBL 8 − 7 − 1 (e) Both aircraft are filed as single flights not ADS − C Criteria flying in formation with other aircraft; Maximum ADS-C (f) Both aircraft are in level flight at a single Minima RNP Periodic Reporting altitude; Interval (g) Both aircraft are same direction; 50 NM 10 27 minutes 50 NM 4 32 minutes (h) Neither aircraft are on a weather devia- 30 NM 4 10 minutes tion; North Atlantic ICAO Region 8 − 7 − 2 JO 7110.65Y 8/15/19 (i) Neither aircraft have an open CPDLC d. 90 NM or 1 and 1/2 degrees latitude between request for a weather deviation; aircraft not approved for RNP 4 or RNP 10 and which: (j) Neither aircraft are on an offset with a 1. Operate on routes or in areas within WATRS, rejoin clearance; and the San Juan CTA/FIR or the Atlantic portion of the (k) The clearance is issued with a restriction Miami CTA/FIR; that ensures vertical separation is re − established 2. Operate between points in the U.S. or within 15 minutes from the first demand report Canada, and Bermuda; request.

3. Operate west of 55  West between the U.S., Canada, or Bermuda and points in the Caribbean 8 − 7 − 4. LATERAL SEPARATION ICAO Region.

In accordance with Chapter 8, Offshore/Oceanic e. 120 NM or 2 degrees latitude between aircraft Procedures, Section 4, Lateral Separation, apply the not covered by subparas a, c or d above.

following: NOTE − a. 30 NM to RNP-4 approved aircraft operating Tracks may be spaced with reference to their difference in within airspace designated for RNP-4 when direct latitude, provided that in any interval of 10 degrees of controller/pilot communications, via voice or longitude the change in latitude of at least one of the tracks Controller Pilot Data Link Communications does not exceed 3 degrees when operating south of 58  North.

(CPDLC), and the required ADS-C contracts are maintained and monitored by an automated flight data processor (e.g., ATOP).

8 − 7 − 5. PROCEDURES FOR WEATHER DEVIATIONS IN NORTH ATLANTIC (NAT) b. 50 NM between Required Navigation Perform- AIRSPACE ance (RNP 4 or RNP 10) approved aircraft which: Aircraft must request an ATC clearance to deviate.

1. Operate on routes or in areas within WATRS, Since aircraft will not fly into known areas of the San Juan CTA/FIR or the Atlantic portion of the weather, weather deviation requests should take Miami Oceanic CTA/FIR; or priority over routine requests. If there is no traffic in the horizontal dimension, ATC must issue clearance 2. Operate in the New York Oceanic CTA/FIR to deviate from track; or if there is conflicting traffic outside of WATRS.

in the horizontal dimension, ATC separates aircraft NOTE − by establishing vertical separation. If there is This reduced lateral separation must not be used if conflicting traffic and ATC is unable to establish the track − keeping capability of the aircraft has been reduced required separation, ATC must: for any reason.

a. Advise the pilot unable to issue clearance for c. 60 NM or 1 degree latitude between: requested deviation; 1. Supersonic aircraft operating above FL 275.

b. Advise the pilot of conflicting traffic; and 2. Aircraft which have MNPS or NAT HLA c. Request pilot’s intentions.

authorization and which: PHRASEOLOGY − (a) Operate within NAT HLA; or UNABLE (requested deviation), TRAFFIC IS (call sign, position, altitude, direction), ADVISE INTENTIONS.

(b) Are in transit to or from NAT HLA; or NOTE − (c) Operate for part of their flight within, 1. The pilot will advise ATC of intentions by the most above, or below NAT HLA .

expeditious means available.

2. In the event that pilot/controller communications NOTE − This reduced lateral separation must not be used if cannot be established or a revised ATC clearance is not track − keeping capability of the aircraft has been reduced available, pilots will follow the procedures outlined in the for any reason. Regional Supplementary Procedures, ICAO Doc. 7030.

North Atlantic ICAO Region 8 − 7 − 3 JO 7110.65Y 8/15/19

Section 8. Caribbean ICAO Region

8 − 8 − 1. APPLICATION (a) At least 10 minutes longitudinal separa- tion exists at the point where the tracks diverge; and Provide air traffic control services in the Caribbean ICAO Region with the procedures and minima (b) At least 5 minutes longitudinal separation contained in this section except when noted will exist where minimum lateral separation is otherwise. achieved (whichever is estimated to occur first) ; (1) At or before the next significant point 8 − 8 − 2. VERTICAL SEPARATION (normally within ten degrees of longitude along track(s)), or Provide vertical separation in accordance with Chapter 4, IFR, Section 5, Altitude Assignment and (2) Within 90 minutes of the time the Verification.

following aircraft passes the common point, or (3) Within 600 NM of the common point; or 8 − 8 − 3. LONGITUDINAL SEPARATION 3. Apply 15 minutes between all other turbojet Provide longitudinal separation between aircraft as aircraft.

follows: c. Turbojet operations below FL 200 (subsonic a. Supersonic flight: flight) : 1. 10 minutes provided both aircraft are in level Apply 20 minutes between turbojet aircraft operating flight at the same Mach number or the aircraft are of below FL 200 in the San Juan Oceanic (outside the the same type and are both operating in cruise climb, WATRS area) , Miami Oceanic and Houston Oceanic and one of the following; CTAs/FIRs.

(a) Both aircraft have reported over a d. Nonturbojet operations.

common point; or, 1. Apply 20 minutes between aircraft operating (b) If both aircraft have not reported over a in the WATRS; or common point, the appropriate time interval being applied between aircraft exists and will exist at the 2. Apply 20 minutes between aircraft operating common point; or, below FL 200 in the Miami Oceanic, Houston Oceanic and San Juan CTAs/FIRs; or (c) If a common point does not exist, the appropriate time interval being applied between 3. Apply 30 minutes between aircraft operating aircraft exists and will exist at significant points along outside of the WATRS in the New York CTA/FIR.

each track.

NOTE − 2. 15 minutes between all other aircraft.

The WATRS area is defined as beginning at a point 27  00’N/77  00’W direct to 20  00’N/67  00’W direct to b. Turbojet operations at or above FL 200 in the 18  00’N/62  00’W direct to 18  00’N/60  00’W direct to Miami Oceanic, Houston Oceanic and San Juan 38  30’N/60  00’W direct to 38  30’N/69  15’W, thence CTAs/FIRs and all altitudes in the West Atlantic counterclockwise along the New York Oceanic CTA/FIR Route System (WATRS) and New York Oceanic boundary to the Miami Oceanic CTA/FIR boundary, CTA/FIR (subsonic flight) : thence southbound along the Miami Oceanic CTA/FIR boundary to the point of beginning.

1. Apply the prescribed minima in accordance e. Clear an aircraft for an ADS-B In Trail with Paragraph 8 − 3 − 3, Mach Number Technique; or Procedure (ITP) climb or descent provided the 2. In the New York CTA/FIR, where tracks following conditions are satisfied: diverge from the common point and the following aircraft is maintaining a greater Mach number than 1. The ITP climb or descent has been requested the preceding aircraft: by the pilot; Caribbean ICAO Region 8 − 8 − 1 JO 7110.65Y 8/15/19 TBL 8 − 8 − 1 2. The aircraft identification of each reference ADS − C Criteria aircraft in the ITP request exactly matches the Item 7 - aircraft identification of the corresponding aircraft’s Maximum ADS-C filed flight plan; Minima RNP Periodic Reporting Interval 3. The reported ITP distance between the ITP 50 NM 10 27 minutes aircraft and any reference aircraft is 15 NM or more; 50 NM 4 32 minutes 4. Both the ITP aircraft and reference aircraft 30 NM 4 10 minutes are either on: 2. Aircraft on reciprocal tracks may be cleared (a) same identical tracks and any turn at a to climb or descend to or through the altitude(s) waypoint shall be limited to less than 45 degrees; or occupied by another aircraft provided: (b) same tracks with no turns permitted that (a) An ADS-C position report on at least one reduce required separation during the ITP.

of the aircraft has been received beyond the passing NOTE − point, and Same identical tracks are where the angular difference is (b) The aircraft have passed each other by the zero degrees.

applicable separation minimum.

5. No speed or route change clearance shall be NOTE − issued to the ITP aircraft until the ITP climb or ATOP has been designed to check for the above criteria descent is completed; prior to allowing the minima to be provided.

6. The altitude difference between the ITP 3. When an ADS-C periodic or waypoint aircraft and any reference aircraft shall be 2000 ft or change event report is overdue by 3 minutes , the less; controller must take action to obtain an ADS-C report.

7. No instruction to amend speed, altitude or route shall be issued to any reference aircraft until the 4. If no report is received within 6 minutes of the ITP climb or descent is completed; time the original report was due, the controller must take action to apply another form of separation.

8. The maximum closing speed between the ITP aircraft and each reference aircraft shall be Mach 5. Aircraft on the same track may be cleared to 0.06; and climb or descend through the level of another aircraft provided: 9. The ITP aircraft shall not be a reference aircraft in another ITP clearance.

(a) The longitudinal distance between the aircraft is determined from near simultaneous NOTE − ADS − C demand reports and the ATOP software is ATOP is designed to check for the above criteria prior to used to ensure the following conditions are met; allowing the minima to be provided.

(b) The longitudinal distance between the f. Minima based on distance using Automatic aircraft, as determined in a) above, is not less than: Dependent Surveillance – Contract (ADS-C): (1) 15 NM when the preceding aircraft is at 1. Apply the minima as specified in TBL 8 − 8 − 1 the same speed or faster than the following aircraft; between aircraft on the same track within airspace or designated for Required Navigation Performance (RNP), provided: (2) 25 NM when the following aircraft is not more than Mach 0.02 faster than the preceding (a) Direct controller/pilot communication via aircraft voice or Controller Pilot Data Link Communications (CPDLC) is established, and (c) The altitude difference between aircraft is not more than 2000 ft; (b) The required ADS-C periodic reports are maintained and monitored by an automated flight (d) The clearance is for a climb or descent of data processor (for example, ATOP). 4000 ft or less; Caribbean ICAO Region 8 − 8 − 2 JO 7110.65Y 8/15/19 (e) Both aircraft are filed as single flights not c. 60 NM between: flying in formation with other aircraft; 1. Supersonic aircraft operating above FL 275 within the New York oceanic CTA/FIR.

(f) Both aircraft are in level flight at a single altitude; 2. Supersonic aircraft operating at or above FL 450 not covered in subpara 1 above.

(g) Both aircraft are same direction; 3. Aircraft which have MNPS or NAT HLA (h) Neither aircraft are on a weather devia- authorization and which: tion; (a) Operate within NTA HLA; or (i) Neither aircraft have an open CPDLC request for a weather deviation; (b) Are in transit to or from NAT HLA; or (j) Neither aircraft are on an offset with a (c) Operate for part of their flight within, rejoin clearance; and above, or below NAT HLA.

NOTE − (k) The clearance is issued with a restriction This reduced lateral separation must not be used if that ensures vertical separation is re − established track − keeping capability of the aircraft has been reduced within 15 minutes from the first demand report for any reason.

request.

d. 90 NM between aircraft not approved for RNP 4 or RNP 10 and which: 8 − 8 − 4. LATERAL SEPARATION 1. Operate within WATRS ; or In accordance with Chapter 8, Offshore/Oceanic 2. Operate west of 55  West between the U.S., Procedures, Section 4, Lateral Separation, apply the Canada, or Bermuda and points in the Caribbean following: ICAO Region.

a. 30 NM to RNP-4 approved aircraft operating e. 100 NM between aircraft operating west of within airspace designated for RNP-4 when direct 55  West not covered by subparas a, c or d above.

controller/pilot communications, via voice or Con- troller Pilot Data Link Communications (CPDLC), f. 120 NM between aircraft operating east of and the required ADS-C contracts are maintained and 55  West.

monitored by an automated flight data processor (e.g., ATOP).

8 − 8 − 5. VFR CLIMB AND DESCENT b. 50 NM between Required Navigation Perform- a. In the Houston, Miami, and San Juan CTAs, IFR ance (RNP 4 or RNP 10) approved aircraft which: flights may be cleared to climb and descend in VFR conditions only: 1. Operate on routes or in areas within WATRS, the San Juan CTA/FIR or the Atlantic portion of the 1. When requested by the pilot; and Miami Oceanic CTA/FIR; or 2. Between sunrise and sunset.

2. Operate in the New York Oceanic CTA/FIR b. Apply the following when the flight is cleared: outside of WATRS; or 1. If there is a possibility that VFR conditions 3. Operate in the Houston Oceanic CTA/FIR or may become impractical, issue alternative the Gulf of Mexico portion of the Miami CTA/FIR.

instructions.

NOTE − 2. Issue traffic information to aircraft that are This reduced lateral separation must not be used if not separated in accordance with the minima in this track − keeping capability of the aircraft has been reduced for any reason. section.

Caribbean ICAO Region 8 − 8 − 3 JO 7110.65Y 8/15/19

Section 9. Pacific ICAO Region

8 − 9 − 1. APPLICATION 3. The reported ITP distance between the ITP aircraft and any reference aircraft is 15 NM or more; Provide air traffic control services in the Pacific 4. Both the ITP aircraft and reference aircraft ICAO Region with the procedures and minima are either on: contained in this section except when noted otherwise.

(a) Same identical tracks and any turn at a waypoint shall be limited to less than 45 degrees; or 8 − 9 − 2. VERTICAL SEPARATION (b) same tracks with no turns permitted that reduce required separation during the ITP.

Provide vertical separation in accordance with NOTE − Chapter 4, IFR, Section 5, Altitude Assignment and Same identical tracks are where the angular difference is Verification .

zero degrees.

5. No speed or route change clearance shall be 8 − 9 − 3. LONGITUDINAL SEPARATION issued to the ITP aircraft until the ITP climb or descent is completed; In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 3, Longitudinal Separation, 6. The altitude difference between the ITP apply the following: aircraft and any reference aircraft shall be 2000 ft or less; a. Minima based on time: 7. No instruction to amend speed, altitude or 1. 15 minutes between aircraft; or route shall be issued to any reference aircraft until the ITP climb or descent is completed; 2. 10 minutes between turbojet aircraft whether in level, climbing or descending flight, provided that 8. The maximum closing speed between the ITP the aircraft concerned follow the same track or aircraft and each reference aircraft shall be Mach continuously diverging tracks until some other form 0.06; and of separation is provided; or 9. The ITP aircraft shall not be a reference 3. The prescribed minima in accordance with aircraft in another ITP clearance.

Para 8 − 3 − 3, Mach Number Technique.

NOTE − ATOP is designed to check for the above criteria prior to 4. Reciprocal track aircraft − Where lateral allowing the minima to be provided.

separation is not provided, vertical separation must be provided at least 10 minutes before and after the c. Minima based on distance using Automatic time the aircraft are estimated to pass or are estimated Dependent Surveillance − Contract (ADS − C): to have passed.

1. Apply the minima as specified in TBL 8 − 9 − 1, b. Clear an aircraft for an ADS-B In Trail ADS − C Criteria, between aircraft on the same track Procedure (ITP) climb or descent provided the within airspace designated for Required Navigation following conditions are satisfied: Performance (RNP), provided: 1. The ITP climb or descent has been requested (a) Direct controller/pilot communication via by the pilot; voice or Controller Pilot Data Link Communications (CPDLC) is established, and 2. The aircraft identification of each reference aircraft in the ITP request exactly matches the Item 7 (b) The required ADS − C periodic reports are - aircraft identification of the corresponding aircraft’s maintained and monitored by an automated flight filed flight plan; data processor (e.g., ATOP); Pacific ICAO Region 8 − 9 − 1 JO 7110.65Y 8/15/19 TBL 8 − 9 − 1 (e) Both aircraft are filed as single flights not ADS − C Criteria flying in formation with other aircraft; (f) Both aircraft are in level flight at a single Minima RNP Maximum ADS − C Periodic Reporting altitude; Interval (g) Both aircraft are same direction; 50 NM 10 27 minutes (h) Neither aircraft are on a weather devia- 50 NM 4 32 minutes tion; 30 NM 4 14 minutes (i) Neither aircraft have an open CPDLC 2. Aircraft on reciprocal tracks may be cleared request for a weather deviation; to climb or descend to or through the altitude(s) (j) Neither aircraft are on an offset with a occupied by another aircraft provided that: rejoin clearance; and (a) An ADS − C position report on at least one (k) The clearance is issued with a restriction of the aircraft has been received beyond the passing that ensures vertical separation is re − established point, and within 15 minutes from the first demand report (b) The aircraft have passed each other by the request.

applicable separation minimum.

d. Minima based on distance without ADS − C: NOTE − 1. Apply 50 NM between aircraft cruising, ATOP has been designed to check for the above criteria climbing or descending on the same track or prior to allowing the minima to be provided.

reciprocal track that meet the requirements for and 3. When an ADS − C periodic or waypoint are operating within airspace designated for RNP − 10 change event report is overdue by 3 minutes , the operations provided: controller must take action to obtain an ADS − C (a) Direct controller/pilot communication via report.

voice or CPDLC is maintained; and 4. If no report is received within 6 minutes of the (b) Separation is established by ensuring that time the original report was due, the controller must at least 50 NM longitudinal separation minima exists take action to apply another form of separation.

between aircraft positions as reported by reference to 5. Aircraft on the same track may be cleared to the same waypoint.

climb or descend through the level of another aircraft (1) Same track aircraft − whenever pos- provided: sible ahead of both; or (a) The longitudinal distance between the (2) Reciprocal track aircraft − provided aircraft is determined from near simultaneous that it has been positively established that the aircraft ADS − C demand reports and the ATOP software is have passed each other.

used to ensure the following conditions are met; 2. Distance verification must be obtained from (b) The longitudinal distance between the each aircraft at least every 24 minutes to verify that aircraft, as determined in a) above, is not less than: separation is maintained.

(1) 15 NM when the preceding aircraft is at 3. If an aircraft fails to report its position within the same speed or faster than the following aircraft; 3 minutes after the expected time, the controller must or take action to establish communication. If commu- (2) 25 NM when the following aircraft is nication is not established within 8 minutes after the not more than Mach 0.02 faster than the preceding time the report should have been received, the controller must take action to apply another form of aircraft separation.

(c) The altitude difference between aircraft is NOTE − not more than 2000 ft; When same track aircraft are at, or are expected to reduce (d) The clearance is for a climb or descent of to, the minima, speed control techniques should be applied 4000 ft or less; in order to maintain the required separation.

Pacific ICAO Region 8 − 9 − 2 JO 7110.65Y 8/15/19 e. Minima based on DME/RNAV: b. Apply 30 NM to RNP − 4 approved aircraft operating within airspace designated for RNP − 4 Apply the following DME/RNAV minima in when direct controller/pilot communications, via Control 1234H, Control 1487H and the Norton voice or Controller Pilot Data Link Communications Sound High Control areas to turbojet aircraft (CPDLC), and the required ADS − C contracts are established on or transitioning to the North Pacific maintained and monitored by an automated flight (NOPAC) Route System.

data processor (e.g., ATOP).

1. 30 NM between aircraft when DME reports or c. Apply 100 NM to aircraft not covered by radar observations are used to establish the distance, subparagraphs a and b.

otherwise at least 40 NM based on RNAV must be applied; and 8 − 9 − 5. PROCEDURES FOR WEATHER 2. Unless both aircraft are radar identified, both DEVIATIONS AND OTHER aircraft must provide DME/RNAV distance reports CONTINGENCIES IN OCEANIC via direct voice that indicates the appropriate CONTROLLED AIRSPACE separation exists; and Aircraft must request an ATC clearance to deviate.

3. Application of DME/RNAV separation Since aircraft will not fly into known areas of without direct voice communications may not weather, weather deviation requests should take continue for more than 90 minutes; and priority over routine requests. If there is no traffic in the horizontal dimension, ATC must issue clearance 4. The preceding aircraft is assigned the same to deviate from track; or if there is conflicting traffic or greater Mach number than the following aircraft; in the horizontal dimension, ATC separates aircraft and by establishing vertical separation. If there is 5. Both aircraft must be advised of the other conflicting traffic and ATC is unable to establish aircraft involved, including the distance relative to approved separation, ATC must: the flights.

a. Advise the pilot unable to issue clearance for EXAMPLE − requested deviation; “Maintain Mach point eight four, same direction traffic, b. Advise the pilot of conflicting traffic; and twelve o’clock, three five miles.” REFERENCE − c. Request pilot’s intentions.

FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

PHRASEOLOGY − UNABLE (requested deviation), TRAFFIC IS (call sign, 8 − 9 − 4. LATERAL SEPARATION position, altitude, direction), SAY INTENTIONS.

NOTE − In accordance with Chapter 8, Offshore/Oceanic 1. The pilot will advise ATC of intentions by the most Procedures, Section 4, Lateral Separation, apply the expeditious means available.

following: 2. In the event that pilot/controller communications a. Within areas where Required Navigation cannot be established or a revised AT clearance is not Performance 10 (RNP − 10) separation and proced- available, pilots will follow the procedures outlined in the ures are authorized, apply 50 NM to RNP − 10 Regional Supplementary Procedures, ICAO Doc 7030 and approved aircraft. Chart Supplements.

Pacific ICAO Region 8 − 9 − 3 JO 7110.65Y 8/15/19

Section 10. North American ICAO Region

8 − 10 − 1. APPLICATION (b) same tracks with no turns permitted that reduce required separation during the ITP.

Provide air traffic control services in the North NOTE − American ICAO Region with the procedures and Same identical tracks are where the angular difference is minima contained in this section.

zero degrees.

5. No speed or route change clearance shall be 8 − 10 − 2. VERTICAL SEPARATION issued to the ITP aircraft until the ITP climb or Provide vertical separation in accordance with: descent is completed; a. Chapter 4, IFR, Section 5, Altitude Assignment 6. The altitude difference between the ITP and Verification; and aircraft and any reference aircraft shall be 2000 ft or less; b. Facility directives depicting the transition between flight levels and metric altitudes. 7. No instruction to amend speed, altitude or route shall be issued to any reference aircraft until the ITP climb or descent is completed; 8 − 10 − 3. LONGITUDINAL SEPARATION 8. The maximum closing speed between the ITP In accordance with Chapter 8, Offshore/Oceanic aircraft and each reference aircraft shall be Mach Procedures, Section 3, Longitudinal Separation, 0.06; and apply the following: 9. The ITP aircraft shall not be a reference a. Minima based on time: aircraft in another ITP clearance.

1. 15 minutes between turbojet aircraft.

NOTE − ATOP is designed to check for the above criteria prior to 2. The prescribed minima in accordance with allowing the minima to be provided.

Paragraph 8 − 3 − 3, Mach Number Technique.

c. Minima based on distance using Automatic 3. 20 minutes between other aircraft.

Dependent Surveillance – Contract (ADS-C) in the b. Clear an aircraft for an ADS-B In Trail Anchorage Oceanic and Anchorage Continental Procedure (ITP) climb or descent provided the CTAs only: following conditions are satisfied: NOTE − The minima described in this paragraph are not applicable 1. The ITP climb or descent has been requested within airspace in the Anchorage Arctic CTA.

by the pilot; 1. Apply the minima as specified in 2. The aircraft identification of each reference TBL 8 − 10 − 1 between aircraft on the same track aircraft in the ITP request exactly matches the Item 7 within airspace in the Anchorage Oceanic and - aircraft identification of the corresponding aircraft’s Anchorage Continental CTAs designated for filed flight plan; Required Navigation Performance (RNP), provided: 3. The reported ITP distance between the ITP (a) Direct controller/pilot communication via aircraft and any reference aircraft is 15 NM or more; voice or Controller Pilot Data Link Communications 4. Both the ITP aircraft and reference aircraft (CPDLC) is established, and are either on: (b) The required ADS-C periodic reports are (a) same identical tracks and any turn at a maintained and monitored by an automated flight waypoint shall be limited to less than 45 degrees; or data processor (for example, ATOP).

North American ICAO Region 8 − 10 − 1 JO 7110.65Y 8/15/19 TBL 8 − 10 − 1 (2) 25 NM when the following aircraft is ADS − C Criteria not more than Mach 0.02 faster than the preceding aircraft.

Minima RNP Maximum ADS − C (c) The altitude difference between aircraft is Periodic Reporting not more than 2000 ft; Interval (d) The clearance is for a climb or descent of 50 NM 10 27 minutes 4000 ft or less; 50 NM 4 32 minutes (e) Both aircraft are filed as single flights not 30 NM 4 10 minutes flying in formation with other aircraft; (f) Both aircraft are in level flight at a single 2. Aircraft on reciprocal tracks in the altitude; Anchorage Oceanic and Anchorage Continental CTAs may be cleared to climb or descend to or (g) Both aircraft are same direction; through the altitude(s) occupied by another aircraft (h) Neither aircraft are on a weather devia- provided: tion; (a) An ADS-C position report on at least one (i) Neither aircraft have an open CPDLC of the aircraft has been received beyond the passing request for a weather deviation; point, and (j) Neither aircraft are on an offset with a (b) The aircraft have passed each other by the rejoin clearance; and applicable separation minimum.

(k) The clearance is issued with a restriction NOTE − that ensures vertical separation is re − established ATOP has been designed to check for the above criteria within 15 minutes from the first demand report prior to allowing the minima to be provided.

request.

3. When an ADS-C periodic or waypoint change event report is overdue by 3 minutes , the 8 − 10 − 4. LATERAL SEPARATION controller must take action to obtain an ADS-C In accordance with Chapter 8, Offshore/Oceanic report.

Procedures, Section 4, Lateral Separation, apply the following: 4. If no report is received within 6 minutes of the time the original report was due, the controller must a. 50 NM to RNP − 10 approved aircraft within take action to apply another form of separation.

areas where RNP − 10 separation and procedures are authorized, 5. Aircraft on the same track may be cleared to climb or descend through the level of another aircraft b. 30 NM to RNP − 4 approved aircraft operating provided: within the Anchorage Oceanic CTA and Anchorage Continental CTA when direct controller/pilot (a) The longitudinal distance between the communications, via voice or Controller Pilot Data aircraft is determined from near simultaneous Link Communications (CPDLC), and the required ADS − C demand reports and the ATOP software is ADS − C contracts are maintained and monitored by used to ensure the following conditions are met; an automated flight data processor (for example, ATOP).

(b) The longitudinal distance between the NOTE − aircraft, as determined in a) above, is not less than: The minimum described in subparagraph b is not applicable within airspace in the Anchorage Arctic CTA.

(1) 15 NM when the preceding aircraft is at the same speed or faster than the following aircraft; c. 90 NM to aircraft not covered by subparagraphs or a or b.

North American ICAO Region 8 − 10 − 2

JO 7110.65Y 8/15/19

Chapter 9. Special Flights

Section 1. General

NOTE − 9 − 1 − 1. GENERAL 1. FAA flight inspection aircraft will file flight plans using Provide aircraft engaged in the flight inspection of the call sign “FLIGHT CHECK” during flight inspections or when inbound to conduct flight inspections. Flight plan NAVAIDs with maximum assistance. Unless other- remarks may indicate type NAVAID inspection to be wise agreed to, maintain direct contact with the pilot accomplished; e.g. “FC OKC P.” and exchange information regarding known traffic in the area and his/her intentions. 2. Authorized non-FAA Service Providers conducting Flight Validation activities use the call sign “FLIGHT NOTE − VAL.” Although these activities are similar to Flight 1. Many flight inspections are accomplished using Inspection activities, no additional priority is granted with automatic recording equipment, and an uninterrupted this call sign.

flight is necessary for successful completion of the mission.

The workload for the limited number of aircraft engaged in these activities requires strict adherence to a schedule.

9 − 1 − 3. FLIGHT CHECK AIRCRAFT 2. Flight inspection operations which require special a. Provide special handling, as required, to participation of ground personnel, specific communica- expedite flight inspection of NAVAIDs and RADAR tions, or radar operation capabilities are considered to by flight check aircraft.

require special handling. These flights are coordinated with appropriate facilities before departure. NOTE − Certain flight inspection maneuvers require operations in REFERENCE − close proximity to the surface. These maneuvers can only FAA Order 8200.1, United States Standard Flight Inspection Manual.

FAA Order 8240.41, Flight Inspection/Air Traffic On − Site be performed during daylight visual meteorological Coordination Requirements.

conditions. Preplanned automatic flight places the following limitations on the capability of the pilot to adhere to normal ATC clearances: 9 − 1 − 2. SPECIAL HANDLING 1. Route of flight − orbital from 6 nautical miles to a maximum of 40 nautical miles from the facility depending a. Clear the aircraft according to pilot request as on the type of inspection. During commissioning flight soon as practicable. Do not ask the pilot to deviate checks all SIDs, STARs, airways, DME fixes, and from his/her planned action except to preclude an approaches must be flown.

emergency situation.

2. Altitude assignment − from 1,000 feet above the antenna site up to the minimum en route altitude (MEA).

REFERENCE − FAA Order 8240.41, Flight Inspection/Air Traffic On − Site REFERENCE − Coordination Requirements, Appendix 1, describes certain flight FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

inspection maneuvers in detail.

FAA Order 8240.41, Flight Inspection/Air Traffic On − Site Coordination Requirements, Appendix 1, describes certain flight b. Issue radar advisories to the flight inspection inspection maneuvers in detail.

aircraft where adequate coverage exists and to the b. Avoid changes in the route or altitude from that extent permitted by workload.

filed by the pilot in the initial flight plan.

c. Suggest flight path adjustments, as required, for c. Do not impose air traffic control delays in the any aircraft which will enter or penetrate an area in flight except to preclude emergency situations.

which a flight inspection function is being performed.

d. Do not change the previously assigned discrete d. Provide special handling, as required, to FAA beacon code of special radar accuracy flight check aircraft conducting flight inspections using the call aircraft.

sign “Flight Check.” The call sign “Flight Check (Nr) REFERENCE − recorded” indicates automated flight inspections are FAA Order JO 7210.3, Para 7 − 1 − 2, Special Radar Accuracy Checks.

in progress in terminal areas.

FAA Order JO 7210.3, Para 10 − 5 − 4, ASR Performance Checks.

General 9 − 1 − 1 JO 7110.65Y 8/15/19

Section 2. Special Operations

NOTE − 9 − 2 − 1. AIRCRAFT CARRYING An ATC clearance must be obtained by the pilot before DANGEROUS MATERIALS discontinuing conventional navigation to begin celestial a. Provide the following special handling to navigation training. The pilot will advise when discontinu- military aircraft or military contracted aircraft ing celestial navigation and resuming conventional navigation. Celestial navigation training will be conducted carrying dangerous materials when: within 30 NM of the route centerline specified in the 1. The words “dangerous cargo,” or “inert en route clearance unless otherwise authorized by ATC.

devices,” or both are contained in the remarks section During celestial navigation training, the pilot will advise of the filed flight plan, or ATC before initiating any heading changes which exceed 20 degrees.

NOTE − 1. Certain types of military flights carrying dangerous b. Within conterminous U.S. airspace, limit materials require strict adherence to military regulations celestial navigation training to transponder-equipped and flight planning along carefully selected routes. These aircraft within areas of ARTCC radar coverage.

flights must avoid heavily populated areas.

c. Prior to control transfer, ensure that the 2. “ Inert devices” are devices containing no dangerous receiving controller is informed of the nature of the materials but closely resembling nuclear or explosive items celestial navigation training leg.

that are classified as dangerous and could be easily mistaken for their dangerous counterparts.

REFERENCE − FAA Order JO 7110.65, Para 2 − 2 − 6, IFR Flight Progress Data.

2. The pilot uses these words in radio communication.

9 − 2 − 3. DEPARTMENT OF ENERGY (DOE) b. If it becomes necessary to issue a clearance to SPECIAL FLIGHTS amend the route/altitude, advise the pilot: a. Provide notification of possible route or altitude 1. Of the proposed change, and changes as far in advance as possible for “RAC” 2. The amount of delay to expect if it is flights. The pilot will indicate if the proposed change necessary to maintain the present route/altitude.

is acceptable or if alternate routing or altitude will be requested.

c. When it becomes necessary for the pilot to refuse a clearance amending his/her route/altitude, NOTE − he/she will advise if the traffic delay is acceptable or DOE contracts for civil pilots to operate public aircraft to if an alternate route/altitude is desired. In such cases, transport radioactive or high explosive materials within the conterminous U.S. These flights operate on an IFR offer all possible assistance.

flight plan but principally during daylight hours and VFR d. When the aircraft is provided an en route conditions. These flights require flight along carefully descent, do not vector the aircraft from the planned selected routes and, in some instances, pilots will refuse route unless the pilot concurs.

clearances that require reroute or altitude changes that would derogate their objective.

e. Use special patterns and routings in areas where b. EN ROUTE. Approve pilot requests to leave they have been developed for these flights. If special center frequency for operational purposes as traffic patterns and routings have not been developed, employ normal procedures. conditions permit.

c. Notify a supervisor in the event any of the 9 − 2 − 2. CELESTIAL NAVIGATION TRAINING following occurs with “RAC” aircraft: EN ROUTE 1. Loss of radio contact.

a. Approve flight plans specifying celestial 2. Loss of radar contact.

navigation only when it is requested for USAF or USN aircraft. 3. The flight is overdue at the destination.

Special Operations 9 − 2 − 1 JO 7110.65Y 8/15/19 d. If you receive information that a “RAC” aircraft 9 − 2 − 6. FLYNET is involved in an accident, secure as much Provide expeditious handling for U.S. Government, information as possible, particularly with respect to civil or military aircraft using the code name location, and immediately notify the ARTCC “FLYNET.” Relay the code name as an element in the supervisory traffic management coordinator − in − remarks position of the flight plan.

charge.

NOTE − NOTE − The code name “FLYNET” indicates that an aircraft is There is a possibility of an explosive or radiation hazard of transporting a nuclear emergency team or a disaster an “RAC” aircraft involved in an accident.

control team to the location of a potential or actual nuclear accident or an accident involving chemical agents or hazardous materials. It is in the public interest that they 9 − 2 − 4. EXPERIMENTAL AIRCRAFT reach their destination as rapidly as possible.

OPERATIONS REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

a. When notified that an experimental aircraft FAA Order JO 7610.4, Para 12 − 4 − 1, “FLYNET” Flights, Nuclear Emergency Teams.

requires special handling: NOTE − 9 − 2 − 7. IFR MILITARY TRAINING ROUTES 14 CFR Section 91.319(d)(3) requires that each person operating an aircraft with an experimental certificate must a. Except for aircraft operating in the same altitude notify the control tower of the experimental nature of the reservation, clear aircraft into an MTR provided aircraft when operating into or out of airports with separation will be applied between successive aircraft operating control towers.

unless otherwise covered in a letter of agreement 1. Clear the aircraft according to pilot requests between the military scheduling activity and the concerned ATC facility.

as traffic permits and if not contrary to ATC procedures.

PHRASEOLOGY − CLEARED INTO IR (designator).

2. Once approved, do not ask the pilot to deviate MAINTAIN (altitude), from a planned action except to preclude an emergency situation.

or b. At locations where volume or complexity of MAINTAIN IR (designator) ALTITUDE(S), experimental aircraft operations warrant, a letter of agreement may be consummated between the facility or and operator.

MAINTAIN AT OR BELOW (altitude), or 9 − 2 − 5. FAA RESEARCH AND DEVELOPMENT FLIGHTS CRUISE (altitude), When coordinated in advance and traffic permits, and if required, approve requests for special flight procedures from aircraft participating in FAA research and develop- CROSS (fix) AT OR LATER THAN (time).

ment test activities. These special procedures must be b. Unless otherwise covered in a letter of applied to participating aircraft/vehicles.

agreement between the military scheduling activity NOTE − and the concerned FAA facility, clear aircraft to exit Special flight procedures for FAA research and develop- an MTR.

ment test activities must be approved by the facility air traffic manager prior to their use. PHRASEOLOGY − CLEARED TO (destination/clearance limit) FROM IR REFERENCE − (designator/exit fix) VIA (route).

FAA Order JO 7210.3, Para 5 − 2 − 4, Research and Development Flights. MAINTAIN (altitude).

Special Operations 9 − 2 − 2 JO 7110.65Y 8/15/19 c. If the provisions of subpara a above cannot be i. If an aircraft on an IR experiences a two-way accomplished, MTRs may be designated for MARSA radio communications failure and you are unable to operations. To preclude an inadvertent compromise determine if the aircraft is proceeding VFR in of MARSA standards by ATC, appropriate MARSA accordance with 14 CFR Section 91.185(b) or the application for such routes must be covered in a letter aircraft has not been positively radar identified: of agreement with the military scheduling activity.

1. Provide separation to the destination airport Establish separation between aircraft as soon as based on the aircraft complying with the following: practicable after operation on the designated MARSA route is ended.

(a) Maintain to the exit/alternate exit fix the higher of the following altitudes: NOTE − For designated MARSA routes, the military assumes (1) The minimum IFR altitude for each of responsibility for separation for MTR aircraft that have the remaining route segment(s) remaining on the passed the primary/alternate entry fix until separation is route.

established by ATC after operations on the MARSA route are completed. (2) The highest altitude assigned in the last ATC clearance.

d. The lateral airspace to be protected along an (b) Depart the exit/alternate exit fix at the MTR is the designated width of the route.

appropriate altitude specified in subpara (a) above, e. Prior to an aircraft entering an MTR, request the then climb/descend to the altitude filed in the flight pilot’s estimate for the route’s exit/alternate exit fix, plan for the remainder of the flight, or the pilot’s requested altitude after exiting and, if NOTE − applicable, the number of reentries on a Strategic In the event of a two-way communications failure, ATC will Training Range (STR).

be based on the following anticipated pilot action at the exit fix. Unless otherwise covered in a letter of agreement, and PHRASEOLOGY − if the pilot is unable to comply with the VFR provisions of (Call sign) VERIFY YOUR EXIT FIX ESTIMATE AND 14 CFR Section 91.185/FLIP IFR Supplement, the pilot REQUESTED ALTITUDE AFTER EXIT, will exercise his/her emergency authority, squawk transponder Code 7700 , depart the exit/alternate exit fix and if applicable, and climb/descend (continuing to squawk 7700) to the altitude filed in the flight plan. Subsequent transponder THE NUMBER OF REENTRIES.

operations will be in accordance with Paragraph 10 − 4 − 4, Communications Failure. Air traffic controller action from f. Forward estimates for exit/alternate exit fixes, the exit fix is as prescribed in Paragraph 10 − 1 − 1, requested altitude after exit, and, if applicable, the Emergency Determinations.

number of reentries on the STR.

(c) Proceed in accordance with the lost g. Apply the procedures of Paragraph 6 − 1 − 2, communication procedure contained in letters of Nonreceipt of Position Report, based upon the pilot’s agreement.

estimate for the route exit fix.

2. Continue to monitor the last ATC assigned discrete code.

h. Clearance may be issued to amend or restrict operations on a route for ATC considerations. Where NOTE − a route has been designated MARSA in accordance Pilots who experience a two-way radio failure will adjust with subpara c, ATC must not amend or restrict their transponder to Code 7700 during climb/descent to operations in such a manner as to compromise altitude filed for the next leg of the flight plan; then change to Code 7600 for a period of 15 minutes. At the end of each MARSA provisions.

15 − minute period, he/she will squawk 7700 for a period of NOTE − 1 minute; all other times he/she will squawk 7600.

When MARSA is provided through route scheduling and j. Impose delays, if needed, to eliminate conflict circumstances prevent the pilot from entering the route with nonparticipating IFR aircraft when necessary to within established time limits, it must be the responsibility preclude denial of IR usage. Advise the pilot of the of the pilot to inform the ATC facility and advise his/her expected length and reason for delay.

intentions.

Special Operations 9 − 2 − 3 JO 7110.65Y 8/15/19 9 − 2 − 8. INTERCEPTOR OPERATIONS areas listed in 14 CFR Part 93 are Special Flight Rules Areas, but special air traffic rules apply to all areas Provide maximum assistance to expedite the designated as SFRA.

movement of interceptor aircraft on active air defense REFERENCE − (scrambles) missions until the unknown aircraft is 14 CFR Part 93, Special Air Traffic Rules.

identified in accordance with the policies and P/CG, SPECIAL AIR TRAFFIC RULES (SATR) P/CG, SPECIAL FLIGHT RULES AREA (SFRA) procedures published in FAA Order JO 7610.4, Special Operations. b. Each person operating an aircraft to, from, or within airspace designated as a SATR area or SFRA NOTE − must adhere to the special air traffic rules set forth in The FAA and the military have mutually agreed to the 14 CFR Part 93, as applicable, unless otherwise implementation of policies and procedures for control of air defense interceptor operations. Effective coordination authorized or required by ATC.

and cooperation between FAA and the military at all levels are essential if policy objectives are to be met.

9 − 2 − 11. ATC SECURITY SERVICES FOR THE WASHINGTON, DC, SPECIAL FLIGHT a. The ADCF initiating the SCRAMBLE must RULES AREA (DC SFRA) identify the mission as an active air defense mission.

Provide ATC security services at locations where b. ATC services must be used for active air defense procedures are required for tracking aircraft in missions insofar as the circumstances and situation security services airspace. ATC security services are permits.

designed to support the national security mission of c. Upon request, the ATC facility must expedite the FAA and other agencies. Two − way radio transfer of the control jurisdiction of the interceptors communications, flight planning, and an operational to the requesting ADCF.

transponder on an assigned code are required for operations in the designated area.

9 − 2 − 9. SPECIAL INTEREST SITES a. When the assigned code is observed, advise the aircraft to proceed on course/as requested but to a. Immediately relay any reports or information remain outside of Class B, C, and/or D airspace as regarding unusual aircraft activities in the vicinity of appropriate.

special interest sites such as nuclear power plants, power plants, dams, refineries, etc., to supervisory/ PHRASEOLOGY − CIC personnel. (ACID) TRANSPONDER OBSERVED PROCEED ON COURSE/AS REQUESTED; REMAIN OUTSIDE (class) NOTE − AIRSPACE.

Air traffic controllers have no responsibilities to monitor or 1. Maintain continuous security tracking of observe aircraft in the vicinity of special interest sites unless directed by supervisory/CIC personnel.

VFR aircraft operating in the designated area to assist security forces in situational awareness. Immediately report all instances of loss of radio communication or 9 − 2 − 10. SPECIAL AIR TRAFFIC RULES the inability to conduct security tracking of an aircraft (SATR) AND SPECIAL FLIGHT RULES to the operations supervisor (OS)/CIC and wait for AREA (SFRA) instructions.

The Code of Federal Regulations prescribes special 2. Basic separation services to aircraft, for air traffic rules for aircraft operating within the example, IFR, SVFR, Class B, Class C, TRSA, do not boundaries of certain designated airspace. These apply to ATC security tracking.

areas are listed in 14 CFR Part 93 and can be found throughout the NAS. Procedures, nature of opera- 3. Aircraft with operating transponders, but tions, configuration, size, and density of traffic vary without operating Mode C (altitude), require specific among the identified areas.

authorization from ATC to operate in the SFRA. ATC must coordinate with the Domestic Events Network a. Special Flight Rules Areas are areas of airspace (DEN) before approval.

wherein the flight of aircraft is subject to special air traffic rules set forth in 14 CFR Part 93, unless 4. Aircraft flying too low for radar coverage otherwise authorized by air traffic control. Not all must be instructed to report landing or exiting the Special Operations 9 − 2 − 4 JO 7110.65Y 8/15/19 PHRASEOLOGY − SFRA. Keep flight progress strips on these aircraft (ACID) REMAIN ON YOUR ASSIGNED TRANSPONDER until pilot reports landing or exiting the SFRA. If a CODE UNTIL YOU LAND, FREQUENCY CHANGE flight progress strip does not exist for the aircraft, APPROVED.

record the call sign, transponder code, entry point (for example, north, northeast, east), and time of entry 3. Using approved handoff functionality, trans- into the SFRA. fer the data blocks of all security tracked aircraft that will enter another sector/position for coordination of PHRASEOLOGY − aircraft information/location. Upon acceptance of the (Call sign), REPORT LANDING OR LEAVING THE transferred information, instruct the pilot to contact SFRA.

the next sector/positions’ frequency.

5. United States military, law enforcement, and aeromedical flights are exempt from filing flight 9 − 2 − 12. SECURITY NOTICE (SECNOT) plans.

Upon receiving notification of a SECNOT, the controller must forward all information on the subject b. Establishing two − way Communications.

aircraft to the OS/CIC. If information is not known, 1. Pilots must establish two − way radio broadcast call sign on all frequencies and advise the OS/CIC of the response.

communications with ATC prior to entering the security service area. Responding to a radio call with, REFERENCE − P/CG Term − Security Notice.

“(a/c call sign) standby,” establishes radio FAA Order JO 7210.3, Chapter 20, Section 9, Security Notice communications and the pilot may enter the area, (SECNOT).

provided all other security requirements have been satisfied.

9 − 2 − 13. LAW ENFORCEMENT OPERATIONS BY CIVIL AND MILITARY 2. Aircraft requesting security services should ORGANIZATIONS not normally be held. However, if holding is a. Law enforcement alerts.

necessary or workload/traffic conditions prevent immediate provision of ATC security services, 1. Aircraft lookouts must not be distributed inform the pilot to remain outside the designated area outside the FAA.

until conditions permit the provision of ATC security REFERENCE − services. Inform the pilot of the expected length of FAA Order 1600.29, Law Enforcement Alert Message System.

delay. FAA Order JO 7210.3, Para 2 − 7 − 7, Cooperation With Law Enforcement Agencies.

PHRASEOLOGY − 2. Stolen aircraft alerts, including stolen aircraft (A/C call sign) REMAIN OUTSIDE OF THE (location) summaries, may be distributed outside the FAA to: AND STANDBY. EXPECT (time) MINUTES DELAY.

airport offices, air carriers, fixed base operators, and law enforcement agencies.

c. Termination of Service.

3. Upon receipt of knowledge concerning an 1. If the aircraft is not landing within the aircraft for which a current law enforcement alert designated area, provide security services until the message is held, do the following: aircraft exits the area and then advise the aircraft to (a) Forward any information on the aircraft to squawk VFR and that frequency change is approved.

El Paso Intelligence Center (EPIC) and the requester PHRASEOLOGY − when specified in the message.

SQUAWK VFR, FREQUENCY CHANGE APPROVED.

(b) Immediately notify the cognizant or Transportation Security Administration office by the most rapid means.

CONTACT (facility identification).

(c) DO NOT TAKE ANY OTHER ACTION 2. When an aircraft is landing at an airport inside AFFECTING THE AIRCRAFT, CARGO, CREW, the area, instruct the pilot to remain on the assigned OR PASSENGERS NOT NORMALLY RELATED transponder code until after landing. TO JOB RESPONSIBILITIES.

Special Operations 9 − 2 − 5 JO 7110.65Y 8/15/19 b. Special law enforcement operations. 9 − 2 − 14. MILITARY AERIAL REFUELING Authorize aircraft to conduct aerial refueling along 1. Special law enforcement operations include published or special tracks at their flight plan altitude, inflight identification, surveillance, interdiction and unless otherwise requested.

pursuit activities performed in accordance with PHRASEOLOGY − official civil and/or military mission responsibilities.

CLEARED TO CONDUCT REFUELING ALONG (number) TRACK, 2. To facilitate accomplishment of these special missions, exemptions from specified parts of Title 14 or of the Code of Federal Regulations have been granted to designated departments and agencies. However, it FROM (fix) TO (fix) , is each organization’s responsibility to apprise ATC and of their intent to operate under an authorized exemption before initiating actual operations.

MAINTAIN REFUELING LEVEL (altitude), REFERENCE − FAA Order JO 7210.3, Para 19 − 3 − 1, Authorizations and Exemptions or from Title 14, Code of Federal Regulations (14 CFR).

MAINTAIN (altitude), 3. Additionally, some departments and agencies that perform special missions have been assigned or coded identifiers to permit them to apprise ATC of ongoing mission activities and solicit special air COMMENCING AT (altitude), DESCENDING TO traffic assistance. (altitude).

NOTE − REFERENCE − 1. During aerial refueling, tanker aircraft are responsible FAA Order 7110.67, Special Aircraft Operations by Law for receiver aircraft communication with ATC and for their Enforcement/Military Organizations.

navigation along the track.

NOTE − 2. Aerial refueling airspace is not sterilized airspace and As specified in Para 2 − 1 − 4, Operational Priority, priority other aircraft may transit this airspace provided vertical or of handling for aircraft operating with coded identifiers lateral separation is provided from refueling aircraft.

will be the same as that afforded to SAR aircraft performing 3. MARSA begins between the tanker and receiver when a SAR mission.

the tanker and receiver(s) have entered the air refueling airspace and the tanker advises ATC that he/she is c. Assistance to law enforcement aircraft opera- accepting MARSA.

tions.

4. MARSA ends between the tanker and receiver when the tanker advises ATC that the tanker and receiver aircraft are 1. Provide the maximum assistance possible to vertically positioned within the air refueling airspace and law enforcement aircraft, when requested, in helping ATC advises MARSA is terminated.

them locate suspect aircraft.

REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 11, Use of MARSA.

2. Communicate with law enforcement aircraft, FAA Order JO 7110.65, Para 5 − 5 − 8, Additional Separation for when possible and if requested, on a frequency not Formation Flights.

FAA Order JO 7610.4, Chapter 10, Aerial Refueling.

paired with your normal communications frequen- cies. a. Provide radar assistance to the rendezvous for participating aircraft: 3. Do not allow assistance to law enforcement 1. When requested, and aircraft to violate any required separation minima.

2. By providing vertical separation prior to MARSA declaration.

4. Do not assist VFR law enforcement aircraft in any way that will create a situation which, in your b. Do not request receiver aircraft that have been judgment, places the aircraft in unsafe proximity to cleared to conduct air refueling and have departed the terrain or other aircraft. ARIP to: Special Operations 9 − 2 − 6 JO 7110.65Y 8/15/19 1. Make code changes when less than 5 miles g. Unless a vector or alternative route has been from the tanker. furnished, clear the aircraft to depart the refueling track at a navigational reference point or egress fix.

2. Squawk standby when less than 1 mile or h. Request an aircraft to report the ARIP, ARCP, or more than 3 miles from the tanker.

egress fix as necessary.

NOTE − PHRASEOLOGY − Requests for receiver aircraft to make code changes during REPORT: air refueling diverts the receiver pilot’s attention during a critical phase of flight.

A − R − I − P , c. When issuing an initial air refueling clearance, you may request a receiver to squawk standby when or the receiver reaches a point 3 miles from the tanker.

A − R − C − P , NOTE − 1. Receiver aircraft will squawk normal when separation or from the tanker is greater than 3 miles.

2. Once rendezvous is completed, heading and altitude EGRESS FIX.

assignments may be made with the tanker concurrence with i. Expect the following procedures in addition to MARSA remaining in effect.

those required by the appropriate parts of Title 14 of 3. Upon rendezvous completion, the tanker must keep the Code of Federal Regulations in the event of receiver aircraft within 3 miles of the tanker until MARSA two-way communications failure: is terminated.

1. The tanker will depart the track from the d. After MARSA has been declared, you should highest altitude in the block.

avoid issuing course or altitude changes prior to 2. The receiver will depart the track from the rendezvous.

lowest altitude in the block.

NOTE − 3. Aircraft will squawk 7600 for at least Altitude or course changes issued will automatically void MARSA. 2 minutes prior to departing the track.

REFERENCE − e. Do not use the altitude vacated during the FAA Order JO 7110.65, Para 9 − 2 − 15, Military Operations Above FL refueling operation until the refueling aircraft has 600.

reported reaching the next IFR altitude.

9 − 2 − 15. MILITARY OPERATIONS ABOVE REFERENCE − FAA Order JO 7110.65, Para 6 − 6 − 2, Exceptions.

FL 600 f. Approve requests by the tanker pilot for vectors Control aircraft operating above FL 600 using the or alternative routes or altitudes as follows: following procedures: 1. Furnish vectors or alternative altitudes at any a. Flight plans involving supersonic flight are time.

required 16 hours in advance of proposed departure times for processing and approval by the ARTCCs 2. Furnish nonradar routes only after the concerned. The originating ARTCC, where the flight refueling aircraft have passed the ARCP.

plan is first filed, may waive the 16 − hour advance NOTE − filing requirement.

1. To meet a training requirement that aerial refueling be b. The route of flight must be defined by at least accomplished in a nonradar environment, the military has requested that vectors be furnished only upon request. one high altitude fix within each ARTCC area without regard to the distance between fixes.

2. The tanker commander is responsible for coordinating Additionally, the entry and exit points of turns of all inflight requests with other aircraft in the refueling 90 degrees or more will be designated.

mission before submission of such requests to the center.

c. Elapsed times from takeoff to the first fix in each 3. Normally, aircraft conducting aerial refueling opera- ARTCC area must be included in the route of flight.

tions will utilize at least three consecutive altitudes.

Special Operations 9 − 2 − 7 JO 7110.65Y 8/15/19 d. The ARTCC which originates the flight plan 9 − 2 − 16. MILITARY SPECIAL USE must forward departure times to all ARTCCs FREQUENCIES responsible for processing the flight plan.

a. Assign special use frequency to: NOTE − e. Approval of the flight plan indicates approval of Special use frequencies are assigned to ARTCCs in such a both route and flight levels (if stated) including manner that adjacent ARTCCs will not have the same operations below FL 600 (aerial refueling).

frequency. They are to be used within the ARTCC area jurisdiction from the established FL base of the high PHRASEOLOGY − altitude sectors and above. Each high altitude sector CLEARED AS FILED VIA ROUTE AND FLIGHT should have the capability to use the special use frequency LEVELS.

on a shared basis.

REFERENCE − FAA Order JO 7110.65, Para 9 − 2 − 14, Military Aerial Refueling.

1. USAF, U.S. Navy, and Air National Guard (ANG) single-pilot jet aircraft formations operating f. Separation. Use the following as minima in lieu at night or in instrument weather conditions.

of the corresponding type of separation prescribed in: Formations of five or more USAF aircraft deploying NOTE − either to a continental U.S. staging base or nonstop to The primary method described to provide separation an overseas location are authorized to use special use between two supersonic aircraft is to descend the aircraft frequencies at any time. Normally these deployments at the lower FL and provide vertical separation since the will be conducted within an altitude reservation.

aircraft at the higher FL may not be able to climb rapidly enough to establish the required separation. Another 2. U − 2 and B − 57 (pressure suit flights) aircraft aspect which should be considered is that supersonic at all altitudes/FLs except where terminal operations aircraft during turns, either programmed or as the result of require the assignment of other frequencies.

vectors, will lose a few thousand feet. Vectoring supersonic NOTE − aircraft seriously affects the range and mission objectives.

Aerial refueling operations may require that aircraft leave Radar separation is the preferred method of separating a the special use frequency for communications with the subsonic aircraft both from another subsonic aircraft or tanker. This will occur when the receiver is approximately from a supersonic aircraft.

200 miles from the ARCP. The tanker aircraft will remain on the ARTCC assigned frequency and will relay 1. Paragraph 4 − 5 − 1, Vertical Separation Min- clearances to the receiver as required. An alternate means ima: 5,000 feet.

of communications between the tanker and receiver is HF NOTE − radio.

1. The security requirements of the military services 3. All aircraft during supersonic flight.

preclude the transmission of actual altitude information on NOTE − the air/ground or landline circuits. A classified document Pilots are expected to request assignment of the special use detailing the plan for ascertaining altitude codes for the frequency in the remarks section of the flight plan or before day should be readily available to the controllers at their entering supersonic flight. B − 57 aircraft engaged in positions of operation.

pressure suit operations will use the static call sign KITE 2. Pilots will report their altitude, using the coded plan, and flights will normally be conducted from Dover, and intended flight profile on initial contact with each Eielson, Ellington, Hickman, Howard, Kirtland, and ARTCC.

McClellan Air Force Bases.

2. Paragraph 6 − 5 − 4, Minima Along Other Than 4. E − 3A AWACS mission crews when opera- Established Airways or Routes: Protect the airspace tions are being conducted as an MRU in accordance 25 miles either side of the route centerline. For turns with appropriate letters of agreement.

by supersonic aircraft, protect the airspace 75 miles b. The special use frequency may be assigned as on the overflown side and 25 miles on the other side.

“backup” for the high-altitude sector when direct For turns by subsonic aircraft, protect the airspace communications are essential because of a potential 34 miles on the overflown side and 25 miles on the emergency control situation.

other side.

c. Do not assign the special use frequency to the REFERENCE − aircraft in subpara a1 above, when they will operate FAA Order JO 7110.65, Para 4 − 3 − 3, Abbreviated Departure in airspace assigned for special military operations.

Clearance.

Special Operations 9 − 2 − 8 JO 7110.65Y 8/15/19 9 − 2 − 17. AVOIDANCE OF AREAS OF 9 − 2 − 20. WEATHER RECONNAISSANCE NUCLEAR RADIATION FLIGHTS TEAL and NOAA mission aircraft fly reconnais- a. Advise pilots whenever their proposed flight sance flights to gather meteorological data on winter path will traverse a reported or forecasted area of storms, (NWSOP missions), hurricanes and tropical hazardous radiation and reroute the aircraft when cyclones (NHOP missions). The routes and timing of requested by the pilot.

these flights are determined by movement of the REFERENCE − storm areas and not by traffic flows.

FAA Order JO 7610.4, Para 4 − 4 − 4, Avoidance of Hazardous Radiation Areas.

a. When a dropsonde release time is received from b. Inform pilots when an airfield of intended a TEAL or NOAA mission aircraft, workload and landing lies within a reported or forecasted area of priorities permitting, controllers must advise the hazardous radiation and request the pilot to advise mission aircraft of any traffic estimated to pass his/her intentions.

through the area of the drop at altitudes below that of the mission aircraft. This traffic advisory must include: 9 − 2 − 18. SAMP 1. Altitude.

Provide special handling to U.S. Government and 2. Direction of flight.

military aircraft engaged in aerial sampling missions (atmosphere sampling for nuclear, chemical, or 3. ETA at the point closest to drop area (or at the hazardous material contamination). Honor inflight fix/intersection where drop will occur).

clearance requests for altitude and route changes to NOTE − the maximum extent possible. Other IFR aircraft may A dropsonde is a 14 − inch long cardboard cylinder about be recleared so that requests by SAMPLER aircraft 2.75 inches in diameter, that weighs approximately are honored. Separation standards as outlined in this 14 ounces (400 grams), and has a parachute attached.

order must be applied in all cases. When released from the aircraft it will fall at a rate of approximately 2,500 feet per minute. Controllers should REFERENCE − recognize that a dropsonde released at FL 310 will be a FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

FAA Order JO 7110.65, Para 2 − 4 − 20, Aircraft Identification. factor for traffic at FL 210 four minutes later. It is the FAA Order JO 7610.4, Para 4 − 4 − 4, Avoidance of Hazardous Radiation aircraft commanders responsibility to delay release of Areas.

dropsondes if traffic is a factor. Aircraft commanders will delay release of dropsondes based solely upon traffic as issued by ATC.

9 − 2 − 19. AWACS/NORAD SPECIAL FLIGHTS b. When advised that an airborne TEAL or NOAA aircraft is requesting a clearance via CARCAH, issue Do not delay E − 3 AWACS aircraft identified as the clearance in accordance with Chapter 4, IFR, “AWACS/NORAD Special” flights. The following Section 2, Clearances.

control actions are acceptable while expediting these REFERENCE − aircraft to the destination orbit.

FAA Order JO 7110.65, Para 4 − 2 − 1, Clearance Items.

FAA Order JO 7110.65, Para 4 − 2 − 2, Clearance Prefix.

+ a. En route altitude changes /– 2,000 feet from the FAA Order JO 7110.65, Para 4 − 2 − 3, Delivery Instructions.

requested flight level.

c. If a TEAL or NOAA mission aircraft must be contacted but is out of VHF, UHF, and HF radio b. Radar vectors or minor route changes that do range, advise the supervisory traffic management not impede progress towards the destination orbit.

coordinator − in − charge.

NOTE − REFERENCE − NORAD has a requirement to position E − 3 AWACS aircraft FAA Order JO 7210.3, Para 5 − 3 − 6, Weather Reconnaissance Flights.

at selected locations on a time-critical basis. To the extent FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

possible these flights will utilize routes to the destination d. Aircraft operations associated with a Weather orbit that have been precoordinated with the impacted ATC Reconnaissance Area (WRA) must be conducted in facilities. To identify these flights, the words “AWACS/ accordance with the Memorandum of Agreement NORAD SPECIAL” will be included as the first item in the between the National Oceanic and Atmospheric remarks section of the flight plan.

Special Operations 9 − 2 − 9 JO 7110.65Y 8/15/19 Administration Aircraft Operations Center, U.S. Air knowledgeable of the various tactics employed and rd Force Reserve Command 53 Weather Reconnais- the procedures used.

sance Squadron, and the Federal Aviation REFERENCE − FAA Order JO 7610.4, Chapter 12, Section 11, Formation Flight.

Administration Air Traffic Organization in Support a. Formation leaders are responsible for obtaining of the National Hurricane Operations Plan (FAA ATC approval to conduct nonstandard formation/cell Order JO 7610.4, Appendix 3), and the associated operations.

letters of agreement.

b. When nonstandard formation/cell operations 9 − 2 − 21. EVASIVE ACTION MANEUVER have been approved, controllers must assign sufficient altitudes to allow intra-cell vertical spacing Approve a pilot request to conduct an evasive action of 500 feet between each aircraft in the formation.

maneuver only on the basis of a permissible traffic c. Control nonstandard formation/cell operations situation. Specify the following items, as necessary, on the basis that MARSA is applicable between the when issuing approval: participating aircraft until they establish approved NOTE − separation which is acknowledged by ATC.

The “evasive action” maneuver is performed by a d. Apply approved separation criteria between the bomber/fighter bomber aircraft at or above FL 250 along a 60 NM long segment of the flight plan route overlying a approved nonstandard formation/cell envelope and RBS or other site and includes: nonparticipating aircraft.

1. Flying a zigzag pattern on both the left and right side e. Clear aircraft operating in a nonstandard of the flight plan route centerline. Altitude deviations are formation/cell to the breakup fix as the clearance made in conjunction with the lateral maneuvering.

limit. Forward data pertaining to route or altitude 2. Lateral deviations from the route centerline will not beyond the breakup point to the center concerned as normally exceed 12 miles. Altitude variations must not a part of the routine flight plan information.

exceed plus or minus 1,000 feet of the assigned flight level; i.e., confined within a 2,000 foot block.

f. EN ROUTE. If the breakup occurs in your area, issue appropriate clearances to authorize transition a. Specific route segment on which the maneuver from formation to individual routes or altitudes. If a will take place.

breakup cannot be approved, issue an appropriate b. Distance of maximum route deviation from the clearance for the flight to continue as a formation.

centerline in miles.

9 − 2 − 23. OPEN SKIES TREATY AIRCRAFT c. Altitude.

a. Open Skies aircraft will be identified by the call PHRASEOLOGY − sign “OSY” (Open Skies) followed by the flight CLEARED TO CONDUCT EVASIVE ACTION number and a one − letter mission suffix.

MANEUVER FROM (fix) TO (fix), EXAMPLE − and OSY123D Mission suffixes: (number of miles) EITHER SIDE OF CENTERLINE, *F = Observation Flights (Priority).

*D = Demonstration Flights (Priority).

and *T = Transit Flights (Nonpriority).

NOTE − MAINTAIN (altitude) THROUGH (altitude), 1. Observation/Demonstration flights are conducted under rigid guidelines outlined in the Treaty on Open Skies and that govern sensor usage, maximum flight distances, altitudes and priorities.

COMPLETE MANEUVER AT (fix) AT (altitude).

2. Transit flights are for the sole purpose of moving an Open Skies aircraft from airport to airport in preparation 9 − 2 − 22. NONSTANDARD FORMATION/ for an actual Open Skies “F” or “D” mission.

CELL OPERATIONS b. Provide priority and special handling to Occasionally the military is required to operate in a expedite the movement of an Open Skies observation nonstandard cell formation and controllers should be or demonstration flight.

Special Operations 9 − 2 − 10 JO 7110.65Y 8/15/19 REFERENCE − and D) Treaty aircraft to transit as filed in proximity FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority, subpara l.

to the active SUA/ATCAA. When deactivating/re- FAA Order JO 7210.3, Para 5 − 3 − 7, Open Skies Treaty Aircraft.

Treaty on Open Skies, Treaty Document, 102 − 37. leasing the SUA/ATCAA for this purpose, the using agency is only required to deactivate/release the c. Open Skies (F and D) Treaty aircraft, while portion of the SUA/ATCAA to the controlling agency maintaining compliance with ATC procedures, must that is necessary to provide approved separation.

have priority over activities in special use airspace (SUA)/Air Traffic Control Assigned Airspace (b) The using agency must deactivate/release (ATCAA). Open Skies (F and D) Treaty aircraft are the SUA/ATCAA, or portion thereof, no later than 15 nonparticipating aircraft and must be allowed to minutes prior to the Open Skies (F and D) Treaty transit SUA/ATCAA as filed after appropriate and aircraft reaching the SUA/ATCAA boundary.

timely coordination has been accomplished between (c) If the controlling agency is unable to the using agency and controlling agency.

confirm with the using agency that all conflicting NOTE − activities in the SUA/ATCAA have ceased, the Open A letter of agreement is not required for nonparticipating Skies aircraft must not be permitted access to the aircraft to transit deactivated/released airspace.

SUA/ATCAA.

REFERENCE − REFERENCE − FAA Order JO 7110.65, Para 9 − 3 − 4, Transiting Active SUA/ATCAA FAA Order JO 7110.65, Para 9 − 3 − 2, Separation Minima 1. Open Skies (F and D) Treaty flights transiting 2. Return SUA/ATCAA to the using agency, if SUA/ATCAA will be handled in the following requested, within (15) minutes after the Open Skies manner: (F and D) Treaty aircraft clears the SUA/ATCAA.

(a) The ATC facility controlling the Open d. Clear the aircraft according to the filed flight Skies (F and D) Treaty flight must advise the using pla n.

agency, or appropriate ATC facility, upon initial notification and when the aircraft is 30 minutes from 1. Do not ask the pilot to deviate from the the SUA/ATCAA boundary; and planned action or route of flight except to preclude an emergency situation or other higher priority aircraft.

(1) For active SUA/ATCAA with an ATC facility, coordinate and execute the transit of Open 2. Do not impose air traffic control delays Skies (F and D) Treaty aircraft.

except to preclude emergency situations or other REFERENCE − higher priority aircraft.

FAA Order JO 7110.65, Para 9 − 3 − 4, Transiting Active SUA/ATCAA NOTE − (2) For active SUA/ATCAA without an If for reasons of flight safety the route or altitude must be ATC facility, the using agency must deactivate/re- changed, return the aircraft to the filed flight plan route as lease the SUA/ATCAA to permit the Open Skies (F soon as practical .

Special Operations 9 − 2 − 11 JO 7110.65Y 8/15/19

Section 3. Special Use, ATC − Assigned Airspace, and

Stationary ALTRVs

9 − 3 − 1. APPLICATION a. Assign an altitude consistent with Paragraph 4 − 5 − 2, Flight Direction, and 4 − 5 − 3, Exceptions, Apply the procedures in this section to aircraft which is at least 500 feet (above FL 290-1000 feet) operating in proximity to special use, ATC-assigned above/below the upper/lower limit of the prohibited/ airspace (ATCAA), and stationary ALTRVs unless restricted/warning area/MOA/ ATCAA/stationary the airspace is designated an alert area/controlled ALTRV.

firing area or one of the following conditions exist: REFERENCE − NOTE − FAA Order JO 7210.3, Para 2-1-18, Prohibited/Restricted Areas and Stationary ALTRVs These procedures are not applicable to Alert Areas or Controlled Firing Areas.

b. Provide radar separation of 3 miles (FL 600 and REFERENCE − above - 6 miles) from the special use airspace, P/CG Term − Special Use Airspace.

ATCAA, or stationary ALTRV peripheral boundary.

a. The pilot informs you that permission has been c. Clear aircraft on airways or routes whose widths obtained from the using agency to operate in the or protected airspace do not overlap the peripheral airspace.

boundary.

b. The using agency informs you they have given d. Exception. Some prohibited/restricted/ permission for the aircraft to operate in the airspace.

warning areas are established for security reasons or NOTE − to contain hazardous activities not involving aircraft Using agency permission may be relayed to the pilot.

operations. Where facility management has identified these areas as outlined in FAA Order c. The restricted/warning area, MOA, ATCAA, or JO 7210.3, Facility Operation and Administration, stationary ALTRV has been released to the vector aircraft to remain clear of the peripheral controlling agency.

boundary.

d. The aircraft is on an approved ALTRV, unless NOTE − the airspace area in question is an ATCAA.

Nonparticipating aircraft refers to those aircraft for which NOTE − you have separation responsibility and which have not Mission project officers are responsible for obtaining been authorized by the using agency to operate in/through approval for ALTRV operations within prohibited/ the special use airspace, ATCAA, or stationary ALTRV in restricted/warning areas, MOAs, and stationary ALTRVs.

question. VFR traffic is not prohibited from transiting stationary ALTRVs.

REFERENCE − FAA Order JO 7110.65, Para 9 − 3 − 4, Transiting Active SUA/ATCAA.

e. Operations in special use airspace and 9 − 3 − 3. VFR-ON-TOP stationary ALTRVs located in offshore/oceanic If the aircraft’s route, track, or altitude may cause it airspace will be conducted in accordance with the to enter an active Prohibited/Restricted/Warning procedures in Chapter 8, Offshore/Oceanic Area, MOA, or ATCAA: Procedures.

a. Inform the pilot to conduct flight “VFR − on − top” at least 500 feet above the upper limit or below 9 − 3 − 2. SEPARATION MINIMA the lower limit of the airspace (subject to Paragraph Unless clearance of nonparticipating aircraft in/ 7 − 3 − 1, VFR − on − top); or through/adjacent to a prohibited/restricted/ warning PHRASEOLOGY − area/MOA/ATCAA/stationary ALTRV is provided MAINTAIN VFR-ON-TOP AT LEAST 500 FEET for in a letter of agreement (LOA) or letter of ABOVE/BELOW (upper/lower limit of airspace) ACROSS procedure (LOP), separate nonparticipating aircraft (name or number of airspace) BETWEEN (fix) AND (fix); from active special use airspace, ATCAAs, and stationary ALTRVs by the following minima: and if the airspace is an ATCAA, Special Use, ATC − Assigned Airspace, and Stationary ALTRVs 9 − 3 − 1 JO 7110.65Y 8/15/19 Agency and permission has been granted to transit the (name of ATCAA) IS ATC ASSIGNED AIRSPACE.

area: REFERENCE − FAA Order JO 7110.65, Para 7 − 1 − 1, Class A Airspace Restrictions.

a. Comply with the instruction/clearances issued b. Clear the aircraft via a routing which provides by the Using Agency and provide the applicable approved separation from the airspace.

separation minima between aircraft when two or more aircraft are transiting the area; or c. Exception: Some Prohibited/Restricted Areas are established for security reasons or to contain NOTE − hazardous activities not involving aircraft operations.

Some Using Agencies are also air traffic control facilities.

The addition of 500 (or 1,000) feet to the upper/lower limit of these Prohibited/Restricted Areas is not b. If unable to comply with instructions/clear- required if the areas have been identified by facility ances, clear the aircraft in accordance with management.

Paragraph 9 − 3 − 2, Separation Minima.

REFERENCE − NOTE − FAA Order JO 7210.3, Para 2 − 1 − 18, Prohibited/Restricted Areas.

The FAA has no jurisdictional authority over the use of nonjoint use prohibited/restricted/warning area airspace; 9 − 3 − 4. TRANSITING ACTIVE SUA/ATCAA therefore, clearance cannot be issued for flight therein If a LOA/LOP has been coordinated with the Using without the appropriate approval.

Special Use, ATC − Assigned Airspace, and Stationary ALTRVs 9 − 3 − 2 JO 7110.65Y 8/15/19

Section 4. Fuel Dumping

9 − 4 − 1. INFORMATION REQUIREMENTS 2. 2,000 feet below it.

When information is received that an aircraft plans to 3. 5 miles radar.

dump fuel, determine the route and altitude it will fly and the weather conditions in which the operation 4. 5 miles laterally.

will be conducted.

b. VFR radar-identified aircraft by 5 miles and in accordance with Paragraph 5 − 6 − 1, Application.

9 − 4 − 2. ROUTING Except when it is dumping fuel for emergency reasons, an aircraft in either VFR or IFR conditions 9 − 4 − 5. INFORMATION DISSEMINATION may be requested to fly a different route.

a. If you are in contact with an aircraft when it starts dumping fuel, inform other controllers and 9 − 4 − 3. ALTITUDE ASSIGNMENT facilities which might be concerned. Facilities If an aircraft is dumping fuel in IFR conditions, assign concerned must broadcast an advisory on appropriate an altitude at least 2,000 feet above the highest radio frequencies at 3 − minute intervals until the obstacle within 5 miles of the route or pattern being dumping stops.

flown.

PHRASEOLOGY − ATTENTION ALL AIRCRAFT.

9 − 4 − 4. SEPARATION MINIMA FUEL DUMPING IN PROGRESS OVER (location) AT (altitude) BY (type aircraft) (flight direction).

Separate known aircraft from the aircraft dumping fuel as follows: b. Broadcast a terminating advisory when the fuel a. IFR aircraft by one of the following: dumping operation is completed.

1. 1,000 feet above it; or in accordance with PHRASEOLOGY − Paragraph 4 − 5 − 1, Vertical Separation Minima, ATTENTION ALL AIRCRAFT.

whichever is greater. FUEL DUMPING OVER (location) TERMINATED.

Fuel Dumping 9 − 4 − 1 JO 7110.65Y 8/15/19

Section 5. Jettisoning of External Stores

9 − 5 − 1. JETTISONING OF EXTERNAL 2. FAA and Headquarters, USAF, have agreed to allow FAA facilities to vector USAF, Air Force Reserve, and STORES Air National Guard aircraft for jettisoning of all external stores; i.e., tip tanks, JATO racks, special weapons, etc.

At locations where a drop area has been established Any similar vectoring service given to civil operators and for radar assistance in jettisoning of external stores, civil aircraft companies operating Air Force type aircraft provide vectoring service upon request to: requires written agreement between the FAA and the user to relieve the FAA of possible liability. The regional counsel’s office acts for FAA in executing this agreement.

NOTE − 1. Where required, a mutually satisfactory drop area for a. USAF, ANG, and Air Force Reserve aircraft at the jettisoning of external stores will be determined by any time.

radar-equipped towers and centers in cooperation with the b. Civil operators and civil aircraft when a written local USAF units, Air Division, or civil operators and civil aircraft companies concerned. agreement is in effect for your location.

Jettisoning of External Stores 9 − 5 − 1 JO 7110.65Y 8/15/19

Section 6. Unmanned Free Balloons

9 − 6 − 1. APPLICATION attempted by communication with the “chase plane,” telephone contact with the operator, pilot, or ground FIG 9 − 6 − 1 observation reports.

Shapes of 11 Million Cubic Feet Balloon NOTE − at Various Altitudes Some operators have equipped their balloons with transponder beacons in addition to a radar reflection device or material required by 14 CFR Section 101.35, but at cruise altitude, the balloon’s communications equipment and transponder, if so equipped, are operated intermit- tently to conserve battery energy.

c. With pilot concurrence, provide separation between aircraft and balloons when you are satisfied that the balloon information is sufficiently reliable to provide the service. Do not attempt to separate aircraft from the balloon by using vertical separation unless you have accurate balloon altitude informa- tion.

d. Provide traffic advisories to all affected aircraft during initial contact specifying the balloon’s known or estimated position, direction of movement, and Apply the following procedures, as appropriate, altitude as “unknown” or “reported,” as appropriate.

when unmanned free balloons are within airspace for NOTE − which you have control jurisdiction: Unless ATC requires otherwise, operators of unmanned free balloons are required to monitor the course of the NOTE − balloon and record its position at least every two hours. As These procedures apply to unmanned free balloons that required in 14 CFR Section 101.39a, balloon position carry payloads as described in 14 CFR Sec- reports are not forwarded by the operator unless requested tion 101.1(a)(4). Payloads may weigh several by ATC.

hundred pounds and the physical shape of the balloons change at various altitudes/flight levels. (See FIG 9 − 6 − 1.)

PHRASEOLOGY − Balloon and payload ascend at an average rate of 400 feet UNMANNED FREE BALLOON OVER (name of location), a minute. Over the descent area, the payload is normally released from the balloon and descends by parachute at a or minimum rate of 1,000 feet a minute. The balloon is normally deflated automatically when the payload is ESTIMATED OVER (name of location), MOVING released. The operator is required to advise ATC 1 hour in (direction of movement).

advance of descent in accordance with 14 CFR Section 101.39.

LAST REPORTED ALTITUDE AT (altitude as reported by the operator or determined from pilot report), a. Post the balloon flight on flight progress strips along the planned trajectory and revise routing as or tracking/position reports require.

NOTE − ALTITUDE UNKNOWN.

The prelaunch notice information should be posted on e. To transfer flight following responsibility of flight progress strips for planning and operational balloons between facilities or between controllers, purposes.

forward the following information when available: b. Radar flight follow balloons to the extent that REFERENCE − equipment capabilities permit. If radar flight 14 CFR Section 101.37, Notice Requirements.

following is not possible, tracking should be 14 CFR Section 101.39, Balloon Position Reports.

Unmanned Free Balloons 9 − 6 − 1 JO 7110.65Y 8/15/19 1. Identification and type; e.g., Flight 804 d. If radar contact with the balloon is lost, Balloon. broadcast an advisory to all aircraft operating in the airspace affected by the derelict balloon at 10 − minute 2. Last known position and altitude.

intervals continuing until the derelict balloon is no 3. General direction of movement and speed.

longer a factor.

PHRASEOLOGY − 4. ETA over facility boundary, sector boundary, ADVISORY TO ALL AIRCRAFT.

or other point if believed to be reasonably accurate.

5. Other pertinent information.

DERELICT BALLOON REPORTED IN THE VICINITY OF (location), 6. If in radar contact, physically point out the target to the receiving controller.

or 7. The name and the telephone number of the ESTIMATED IN VICINITY OF (location), location where tracking is being accomplished.

REFERENCE − or FAA Order JO 7110.65, Para 9 − 6 − 2, Derelict Balloons.

REPORTED OVER (location), 9 − 6 − 2. DERELICT BALLOONS Balloons become derelict when a moored balloon or slips its mooring and becomes a hazard to air RADAR REPORTED OVER (location).

navigation or when an unmanned free balloon flight cannot be terminated as planned. When this occurs: LAST REPORTED ALTITUDE/FLIGHT LEVEL AT a. In the case of a moored balloon which has (altitude/flight level as reported by operator or pilot report), slipped its moorings, issue traffic advisories.

b. In the case of an unmanned free balloon, flight or follow the balloon and, to the extent possible, provide aircraft under your control separation from the ALTITUDE/FLIGHT LEVEL UNKNOWN.

balloon.

e. Transfer flight following responsibility as c. Forward balloon position information received outlined in Paragraph 9 − 6 − 1, Application, subpara e.

from pilot reports or derived from radar returns to REFERENCE − your supervisor for further dissemination.

FAA Order JO 7210.3, Para 19 − 5 − 2, Derelict Balloons/Objects.

Unmanned Free Balloons 9 − 6 − 2 JO 7110.65Y 8/15/19

Section 7. Parachute Operations

9 − 7 − 1. COORDINATION b. Issue advisory information to the jump aircraft and to nonparticipating aircraft as necessary for the Coordinate any pertinent information prior to and at safe conduct of the jump operation.

the end of each parachute jump or series of jumps which begins or ends in your area of jurisdiction with 9 − 7 − 4. OTHER CONTROL AIRSPACE other affected ATC facilities/sectors.

NOTE − Handle notifications to conduct jump operations in 14 CFR Section 105.15 prescribes the information other Class E airspace as follows: required from each person requesting authorization or submitting notification for nonemergency parachute a. Issue a traffic advisory to the jump aircraft jumping activity.

before the jump. Include aircraft type, altitude, and REFERENCE − direction of flight of all known traffic which will FAA Order JO 7210.3, Para 19 − 4 − 1, Nonemergency Parachute Jump transit the airspace within which the jump will be Operations.

conducted.

14 CFR Part 105, Parachute Operations.

NOTE − 14 CFR Section 105.13, Radio Equipment and Use 9 − 7 − 2. CLASS A, CLASS B, AND CLASS C Requirements, prescribes that, except when otherwise AIRSPACE authorized by ATC, parachute jumping is not allowed in or a. Authorize parachute operations only within into Class E airspace unless radio communications have airspace designated for the jumping activity.

been established between the aircraft and the FAA ATC facility having jurisdiction over the affected airspace of the b. Separate aircraft, other than those participating first intended exit altitude at least 5 minutes before the in the jump operation, from the airspace authorized jumping activity is to begin for the purpose of receiving for the jumping activity.

information in the aircraft about known air traffic in the vicinity of the jump aircraft.

c. Impose, as necessary, any conditions and restrictions which in your judgment would promote b. Issue advisories to all known aircraft which will the safety of the operation.

transit the airspace within which the jump operations will be conducted. Advisories must consist of the REFERENCE − 14 CFR Section 105.25, Parachute Operations in Designated location, time, duration, and altitude from which the Airspace.

jump will be made.

c. When time or numbers of aircraft make 9 − 7 − 3. CLASS D AIRSPACE individual transmissions impractical, advisories to TERMINAL nonparticipating aircraft may be broadcast on appropriate control frequencies, or when available, Handle requests to conduct jump operations in or into the ATIS broadcast.

Class D airspace in which there is a functioning control tower as follows: d. When requested by the pilot and to the extent a. Authorize parachute jumping with respect to possible, assist nonparticipating aircraft to avoid the known or observed traffic. airspace within which the jump will be conducted.

Parachute Operations 9 − 7 − 1 JO 7110.65Y 8/15/19

Section 8. Unidentified Flying Object (UFO) Reports

9 − 8 − 1. GENERAL center, such as the National UFO Reporting Center, etc.

a. Persons wanting to report UFO/unexplained b. If concern is expressed that life or property phenomena activity should contact a UFO/ might be endangered, report the activity to the local unexplained phenomena reporting data collection law enforcement department.

Unidentified Flying Object (UFO) Reports 9 − 8 − 1

JO 7110.65Y 8/15/19

Chapter 10. Emergencies

Section 1. General

10 − 1 − 1. EMERGENCY DETERMINATIONS 10 − 1 − 4. RESPONSIBILITY a. An emergency can be either a Distress or an a. If you are in communication with an aircraft in Urgency condition as defined in the “Pilot/Controller distress, handle the emergency and coordinate and Glossary.” direct the activities of assisting facilities. Transfer this responsibility to another facility only when you b. A pilot who encounters a Distress condition feel better handling of the emergency will result.

should declare an emergency by beginning the initial communication with the word “Mayday,” preferably b. When you receive information about an aircraft repeated three times. For an Urgency condition, the in distress, forward detailed data to the center in word “Pan-Pan” should be used in the same manner.

whose area the emergency exists.

c. If the words “Mayday” or “Pan-Pan” are not NOTE − used and you are in doubt that a situation constitutes 1. Centers serve as the central points for collecting an emergency or potential emergency, handle it as information, for coordinating with SAR, and for conducting a communications search by distributing any though it were an emergency.

necessary ALNOTs concerning: d. Because of the infinite variety of possible a. Overdue or missing IFR aircraft.

emergency situations, specific procedures cannot be b. Aircraft in an emergency situation occurring in prescribed. However, when you believe an emer- their respective area.

c. Aircraft on a combination VFR/IFR or an airfiled gency exists or is imminent, select and pursue a IFR flight plan and 30 minutes have passed since the pilot course of action which appears to be most appropriate requested IFR clearance and neither communication nor under the circumstances and which most nearly radar contact can be established with it. For SAR purposes, conforms to the instructions in this manual.

these aircraft are treated the same as IFR aircraft.

REFERENCE − d. Overdue or missing aircraft which have been FAA Order JO 7110.65, Para 9 − 2 − 7, IFR Military Training Routes.

authorized to operate in accordance with special VFR clearances.

10 − 1 − 2. OBTAINING INFORMATION 2. Notifying the center about a VFR aircraft emergency allows provision of IFR separation if considered necessary.

Obtain enough information to handle the emergency REFERENCE − intelligently. Base your decision as to what type of FAA Order JO 7110.65, Para 10 − 2 − 5, Emergency Situations.

assistance is needed on information and requests FAA Order JO 7110.65, Para 10 − 3 − 2, Information to be Forwarded to ARTCC.

received from the pilot because he/she is authorized FAA Order JO 7110.65, Para 10 − 3 − 3, Information to be Forwarded to by 14 CFR Part 91 to determine a course of action.

RCC.

c. If the aircraft involved is operated by a foreign 10 − 1 − 3. PROVIDING ASSISTANCE air carrier, notify the center serving the departure or destination point, when either point is within the U.S., Provide maximum assistance to aircraft in distress.

for relay to the operator of the aircraft.

Enlist the services of available radar facilities operated by the FAA, the military services, and the d. The ARTCC must be responsible for receiving Federal Communications Commission, as well as and relaying all pertinent ELT signal information to their emergency services and facilities, when the pilot the appropriate authorities.

requests or when you deem necessary.

REFERENCE − REFERENCE − FAA Order JO 7110.65, Para 10 − 2 − 10, Emergency Locator FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority. Transmitter (ELT) Signals.

General 10 − 1 − 1 JO 7110.65Y 8/15/19 NOTE − e. When consideration is given to the need to Aircraft operated in proximity to accident or other escort an aircraft in distress, evaluate the close emergency or disaster locations may cause hindrances to formation required by both aircraft. Special consider- airborne and surface rescue or relief operations.

ation should be given if the maneuver takes the Congestion, distraction or other effects, such as wake aircraft through the clouds.

turbulence from nearby airplanes and helicopters, could prevent or delay proper execution of these operations.

f. Before a determination is made to have an REFERENCE − aircraft in distress be escorted by another aircraft, ask FAA Order JO 7210.3, Chapter 20, Temporary Flight Restrictions.

the pilots if they are familiar with and capable of 14 CFR Section 91.137, Temporary Flight Restrictions.

formation flight.

b. Workload permitting, monitor the progress of emergency vehicles responding to a situation. If 1. Do not allow aircraft to join up in formation necessary, provide available information to assist during emergency conditions, unless: responders in finding the accident/incident scene.

(a) The pilots involved are familiar with and capable of formation flight.

10 − 1 − 7. INFLIGHT EMERGENCIES INVOLVING MILITARY FIGHTER-TYPE (b) They can communicate with one another, AIRCRAFT and have visual contact with each other.

a. The design and complexity of military 2. If there is a need for aircraft that are not fighter-type aircraft places an extremely high designated as search and rescue aircraft to get closer workload on the pilot during an inflight emergency.

to one another than radar separation standards allow, The pilot’s full attention is required to maintain the maneuver must be accomplished, visually, by the control of the aircraft. Therefore, radio frequency and aircraft involved.

transponder code changes should be avoided and radio transmissions held to a minimum, especially when the aircraft experiencing the emergency is at 10 − 1 − 5. COORDINATION low altitude.

Coordinate efforts to the extent possible to assist any b. Pilots of military fighter − type aircraft, nor- aircraft believed overdue, lost, or in emergency mally single engine, experiencing or anticipating loss status.

of engine power or control may execute a flameout pattern in an emergency situation. Circumstances may dictate that the pilot, depending on the position 10 − 1 − 6. AIRPORT GROUND EMERGENCY and nature of the emergency, modify the pattern based on actual emergency recovery requirements.

TERMINAL c. Military airfields with an assigned flying a. When an emergency occurs on the airport mission may conduct practice emergency ap- proper, control other air and ground traffic to avoid proaches. Participating units maintain specific conflicts in the area where the emergency is being procedures for conducting these operations.

handled. This also applies when routes within the REFERENCE − airport proper are required for movement of local FAA Order JO 7110.65, Para 3 − 10 − 13, Simulated Flameout (SFO) emergency equipment going to or from an emergency Approaches/Emergency Landing Pattern (ELP) Operations/Practice which occurs outside the airport proper.

Precautionary Approaches.

General 10 − 1 − 2 JO 7110.65Y 8/15/19

Section 2. Emergency Assistance

10 − 2 − 1. INFORMATION REQUIREMENTS 10 − 2 − 2. FREQUENCY CHANGES Although 121.5 MHz and 243.0 MHz are emergency a. Start assistance as soon as enough information frequencies, it might be best to keep the aircraft on the has been obtained upon which to act. Information initial contact frequency. Change frequencies only requirements will vary, depending on the existing when there is a valid reason.

situation. Minimum required information for inflight emergencies is: 10 − 2 − 3. AIRCRAFT ORIENTATION NOTE − In the event of an ELT signal see Paragraph 10 − 2 − 10, Orientate an aircraft by the means most appropriate Emergency Locator Transmitter (ELT) Signals.

to the circumstances. Recognized methods include: 1. Aircraft identification and type.

a. Radar.

b. NAVAIDs.

2. Nature of the emergency.

c. Pilotage.

3. Pilot’s desires.

d. Sighting by other aircraft.

b. After initiating action, obtain the following items or any other pertinent information from the 10 − 2 − 4. ALTITUDE CHANGE FOR pilot or aircraft operator, as necessary: IMPROVED RECEPTION NOTE − When you consider it necessary and if weather and Normally, do not request this information from military fighter-type aircraft that are at low altitudes (i.e., on circumstances permit, recommend that the aircraft approach, immediately after departure, on a low level maintain or increase altitude to improve route, etc.). However, request the position of an aircraft communications or radar.

that is not visually sighted or displayed on radar if the NOTE − location is not given by the pilot.

Aircraft with high-bypass turbofan engines (such as B747) encountering volcanic ash clouds have experienced total 1. Aircraft altitude.

loss of power to all engines. Damage to engines due to 2. Fuel remaining in time.

volcanic ash ingestion increases as engine power is increased, therefore, climb while in the ash cloud is to be 3. Pilot reported weather.

avoided where terrain permits.

REFERENCE − 4. Pilot capability for IFR flight.

AIM, Para 7 − 5 − 9, Flight Operations in Volcanic Ash.

5. Time and place of last known position.

10 − 2 − 5. EMERGENCY SITUATIONS 6. Heading since last known position.

Consider that an aircraft emergency exists and inform 7. Airspeed.

the RCC or ARTCC when any of the following exist: NOTE − 8. Navigation equipment capability.

USAF facilities are only required to notify the ARTCC.

9. NAVAID signals received.

a. An emergency is declared by either: 10. Visible landmarks.

1. The pilot.

11. Aircraft color. 2. Facility personnel.

3. Officials responsible for the operation of the 12. Number of people on board.

aircraft.

13. Point of departure and destination.

b. There is unexpected loss of radar contact and 14. Emergency equipment on board. radio communications with any IFR or VFR aircraft.

Emergency Assistance 10 − 2 − 1 JO 7110.65Y 8/15/19 c. Reports indicate it has made a forced landing, is 1. TERMINAL. Assign a beacon code that will about to do so, or its operating efficiency is so permit terminal minimum safe altitude warning impaired that a forced landing will be necessary. (MSAW) alarm processing.

d. Reports indicate the crew has abandoned the 2. EN ROUTE. An appropriate keyboard entry aircraft or is about to do so. must be made to ensure en route MSAW (EMSAW) alarm processing.

e. An emergency transponder code is displayed or reported.

10 − 2 − 8. RADAR ASSISTANCE TO VFR NOTE − AIRCRAFT IN WEATHER DIFFICULTY EN ROUTE. ERAM: Code 7700 causes an emergency indicator to blink in the data block.

a. If a VFR aircraft requests radar assistance when f. Intercept or escort aircraft services are required. it encounters or is about to encounter IFR weather conditions, ask the pilot if he/she is qualified for and g. The need for ground rescue appears likely.

capable of conducting IFR flight.

h. An Emergency Locator Transmitter (ELT) b. If the pilot states he/she is qualified for and signal is heard or reported.

capable of IFR flight, request him/her to file an IFR REFERENCE − flight plan and then issue clearance to destination FAA Order JO 7110.65, Para 10 − 1 − 3 , Providing Assistance.

airport, as appropriate.

FAA Order JO 7110.65, Para 10 − 2 − 10 , Emergency Locator Transmitter (ELT) Signals.

c. If the pilot states he/she is not qualified for or not capable of conducting IFR flight, or if he/she refuses 10 − 2 − 6. HIJACKED AIRCRAFT to file an IFR flight plan, take whichever of the following actions is appropriate: Hijack attempts or actual events are a matter of national security and require special handling. Policy 1. Inform the pilot of airports where VFR and procedures for hijack situations are detailed in conditions are reported, provide other available FAA Order JO 7610.4, Special Operations. FAA pertinent weather information, and ask if he/she will Order JO 7610.4 describes reporting requirements, elect to conduct VFR flight to such an airport.

air crew procedures, air traffic procedures and escort 2. If the action in subpara 1 above is not feasible or interceptor procedures for hijack situations.

or the pilot declines to conduct VFR flight to another REFERENCE − airport, provide radar assistance if the pilot: FAA Order JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting and Procedures.

(a) Declares an emergency.

FAA Order JO 7110.65, Para 5 − 2 − 14 , Code Monitor.

(b) Refuses to declare an emergency and you 10 − 2 − 7. VFR AIRCRAFT IN WEATHER have determined the exact nature of the radar services DIFFICULTY the pilot desires.

a. If VFR aircraft requests assistance when it 3. If the aircraft has already encountered IFR encounters or is about to encounter IFR weather conditions, inform the pilot of the appropriate conditions, determine the facility best able to provide terrain/obstacle clearance minimum altitude. If the service. If a frequency change is necessary, advise the aircraft is below appropriate terrain/obstacle clear- pilot of the reason for the change, and request the ance minimum altitude and sufficiently accurate aircraft contact the appropriate control facility. position information has been received or radar Inform that facility of the situation. If the aircraft is identification is established, furnish a heading or unable to communicate with the control facility, relay radial on which to climb to reach appropriate terrain/obstacle clearance minimum altitude.

information and clearances.

b. The following must be accomplished on a d. The following must be accomplished on a Mode C equipped VFR aircraft which is in Mode C equipped VFR aircraft which is in emergency but no longer requires the assignment of emergency but no longer requires the assignment of Code 7700 : Code 7700 : Emergency Assistance 10 − 2 − 2 JO 7110.65Y 8/15/19 REFERENCE − 1. TERMINAL. Assign a beacon code that will FAA Order JO 7210.3, Para 9 − 3 − 1, FAA Form 7210 − 8, ELT Incident.

permit terminal minimum safe altitude warning b. TERMINAL. Notify the ARTCC which will (MSAW) alarm processing.

coordinate with the RCC.

2. EN ROUTE. An appropriate keyboard entry NOTE − must be made to ensure en route MSAW (EMSAW) 1. Operational ground testing of emergency locator alarm processing.

transmitters (ELTs) has been authorized during the first 5 minutes of each hour. To avoid confusing the tests with an actual alarm, the testing is restricted to no more than three 10 − 2 − 9. RADAR ASSISTANCE audio sweeps.

TECHNIQUES 2. Controllers can expect pilots to report aircraft position Use the following techniques to the extent possible and time the signal was first heard, aircraft position and when you provide radar assistance to a pilot not time the signal was last heard, aircraft position at qualified to operate in IFR conditions: maximum signal strength, flight altitude, and frequency of the emergency signal (121.5/243.0). (See AIM, Para- a. Avoid radio frequency changes except when graph 6 − 2 − 5, Emergency Locator Transmitter (ELT).)

necessary to provide a clear communications channel.

c. TERMINAL. Attempt to obtain fixes or bearings on the signal.

b. Make turns while the aircraft is in VFR conditions so it will be in a position to fly a straight d. Solicit the assistance of other aircraft known to course while in IFR conditions.

be operating in the signal area.

c. Have pilot lower gear and slow aircraft to e. TERMINAL. Forward fixes or bearings and any approach speed while in VFR conditions.

other pertinent information to the ARTCC.

NOTE − d. Avoid requiring a climb or descent while in a Fix information in relation to a VOR or VORTAC (radial- turn if in IFR conditions.

distance) facilitates accurate ELT plotting by RCC and e. Avoid abrupt maneuvers.

should be provided when possible.

f. Vector aircraft to VFR conditions. f. EN ROUTE. When the ELT signal strength indicates the signal may be emanating from g. The following must be accomplished on a somewhere on an airport or vicinity thereof, notify Mode C equipped VFR aircraft which is in the on-site technical operations personnel and the emergency but no longer requires the assignment of Regional Operations Center (ROC) for their actions.

Code 7700 : This action is in addition to the above.

1. TERMINAL. Assign a beacon code that will g. TERMINAL. When the ELT signal strength permit terminal minimum safe altitude warning indicates the signal may be emanating from (MSAW) alarm processing.

somewhere on the airport or vicinity thereof, notify the on-site technical operations personnel and the 2. EN ROUTE. An appropriate keyboard entry ARTCC for their action. This action is in addition to must be made to ensure en route MSAW (EMSAW) the above.

alarm processing.

h. Air traffic personnel must not leave their required duty stations to locate an ELT signal source.

10 − 2 − 10. EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNALS NOTE − Portable handcarried receivers assigned to air traffic When an ELT signal is heard or reported: facilities (where no technical operations personnel are a. EN ROUTE. Notify the Rescue Coordination available) may be loaned to responsible airport personnel or local authorities to assist in locating the ELT signal Center (RCC).

source.

NOTE − i. EN ROUTE. Notify the RCC and the ROC if FAA Form 7210 − 8, ELT INCIDENT, contains standardized signal source is located/terminated.

format for coordination with the RCC.

Emergency Assistance 10 − 2 − 3 JO 7110.65Y 8/15/19 j. TERMINAL. Notify the ARTCC if signal 6. When a pilot requests technical assistance or source is located/terminated. if it is apparent that a pilot may need such assistance, do NOT suggest what actions the pilot should take REFERENCE − FAA Order JO 7110.65, Para 10 − 1 − 4, Responsibility. concerning a bomb, but obtain the following FAA Order JO 7110.65, Para 10 − 2 − 1, Information Requirements.

information and notify your supervisor who will contact the FAA aviation explosives expert: 10 − 2 − 11. AIRCRAFT BOMB THREATS NOTE − This information is needed by the FAA aviation explosives a. When information is received from any source expert so that he/she can assess the situation and make that a bomb has been placed on, in, or near an aircraft immediate recommendations to the pilot. The aviation for the purpose of damaging or destroying such explosives expert may not be familiar with all military aircraft, notify your supervisor or the facility air aircraft configurations but he/she can offer technical traffic manager. If the threat is general in nature, assistance which would be beneficial to the pilot.

handle it as a “Suspicious Activity.” When the threat (a) Type, series, and model of the aircraft.

is targeted against a specific aircraft and you are in contact with the suspect aircraft, take the following (b) Precise location/description of the bomb actions as appropriate: device if known.

REFERENCE − (c) Other details which may be pertinent.

FAA Order JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting and Procedures.

NOTE − 1. Advise the pilot of the threat.

The following details may be of significance if known, but it is not intended that the pilot should disturb a suspected 2. Inform the pilot that technical assistance can bomb/bomb container to ascertain the information: The be obtained from an FAA aviation explosives expert.

altitude or time set for the bomb to explode, type of detonating action (barometric, time, anti-handling, remote NOTE − radio transmitter), power source (battery, electrical, An FAA aviation explosive expert is on call at all times and mechanical), type of initiator (blasting cap, flash bulb, may be contacted by calling the FAA Operations chemical), and the type of explosive/incendiary charge Center, Washington, DC, Area Code 202 − 267 − 3333, (dynamite, black powder, chemical).

ETN 521 − 0111, or DSN 851 − 3750. Technical advice can be relayed to assist civil or military air crews in their search b. When a bomb threat involves an aircraft on the for a bomb and in determining what precautionary action ground and you are in contact with the suspect to take if one is found.

aircraft, take the following actions in addition to those 3. Ask the pilot if he/she desires to climb or discussed in the preceding paragraphs which may be descend to an altitude that would equalize or reduce appropriate: the outside air pressure/existing cabin air pressure 1. If the aircraft is at an airport where tower differential. Issue or relay an appropriate clearance control or FSS advisory service is not available, or if considering MEA, MOCA, MRA, and weather.

the pilot ignores the threat at any airport, recommend NOTE − that takeoff be delayed until the pilot or aircraft Equalizing existing cabin air pressure with outside air operator establishes that a bomb is not aboard in pressure is a key step which the pilot may wish to take to accordance with 14 CFR Part 121. If the pilot insists minimize the damage potential of a bomb.

on taking off and in your opinion the operation will 4. Handle the aircraft as an emergency and/or not adversely affect other traffic, issue or relay an provide the most expeditious handling possible with ATC clearance.

respect to the safety of other aircraft, ground REFERENCE − facilities, and personnel.

14 CFR Section 121.538, Airplane Security.

NOTE − 2. Advise the aircraft to remain as far away from Emergency handling is discretionary and should be based other aircraft and facilities as possible, to clear the on the situation. With certain types of threats, plans may runway, if appropriate, and to taxi to an isolated or call for a low-key action or response.

designated search area. When it is impractical or if the 5. Issue or relay clearances to a new destination pilot takes an alternative action; e.g., parking and if requested. off-loading immediately, advise other aircraft to Emergency Assistance 10 − 2 − 4 JO 7110.65Y 8/15/19 remain clear of the suspect aircraft by at least a. Do not withhold landing clearance. To the 100 yards if able. extent possible, issue information on MANPADS threats, confirmed attacks, or post − event activities in NOTE − time for it to be useful to the pilot. The pilot or parent Passenger deplaning may be of paramount importance and company will determine the pilot’s actions.

must be considered before the aircraft is parked or moved away from service areas. The decision to use ramp facilities b. MANPADS information will be disseminated rests with the pilot, aircraft operator/airport manager.

via the ATIS and/or controller − to − pilot transmissions.

c. If you are unable to inform the suspect aircraft of a bomb threat or if you lose contact with the c. Disseminate via controller − to − pilot transmis- aircraft, advise your supervisor and relay pertinent sion until the appropriate MANPADS information is details to other sectors or facilities as deemed broadcast via the ATIS and pilots indicate they have necessary.

received the appropriate ATIS code. MANPADS information will include nature and location of threat d. When a pilot reports the discovery of a bomb or or incident, whether reported or observed and by suspected bomb on an aircraft which is airborne or on whom, time (if known), and when transmitting to an the ground, determine the pilot’s intentions and individual aircraft, a request for pilot’s intentions.

comply with his/her requests in so far as possible.

PHRASEOLOGY − Take all of the actions discussed in the preceding ATTENTION (aircraft identification), MANPADS ALERT.

paragraphs which may be appropriate under the EXERCISE EXTREME CAUTION. MANPADS THREAT/ existing circumstances.

ATTACK/POST − EVENT ACTIVITY OBSERVED/ REPORTED BY (reporting agency) (location) AT (time, if e. The handling of aircraft when a hijacker has or known). (When transmitting to an individual aircraft) SAY is suspected of having a bomb requires special INTENTIONS.

considerations. Be responsive to the pilot’s requests EXAMPLE − and notify supervisory personnel. Apply hijacking “Attention Eastern Four Seventeen, MANPADS alert.

procedures and offer assistance to the pilot according Exercise extreme caution. MANPADS threat reported by to the preceding paragraphs, if needed.

TSA, LaGuardia vicinity. Say intentions.” “Attention all aircraft, MANPADS alert. Exercise extreme 10 − 2 − 12. EXPLOSIVE DETECTION K − 9 caution. MANPADS post − event activity observed by tower TEAMS south of airport at two − one − zero − zero Zulu.” Take the following actions should you receive an d. Report MANPADS threat/attack/post–event aircraft request for the location of the nearest activity via the ATIS and/or controller–to–pilot explosive detection K − 9 team.

transmissions until notified otherwise by the Domestic Events Network (DEN) Air Traffic REFERENCE − FAA Order JO 7210.3, Para 2 − 1 − 12, Explosives Detection K − 9 Teams.

Security Coordinator (ATSC).

REFERENCE − a. Obtain the aircraft identification and position FAA Order JO 7110.65, Para 2 − 9 − 3, Content.

and advise your supervisor of the pilot request.

FAA Order JO 7210.3, Para 2 − 1 − 10, Handling MANPADS Incidents.

FAA Order JO 7610.4, Para 16-1-3, Responsibilities.

b. When you receive the nearest location of the explosive detection K − 9 team, relay the information 10 − 2 − 14. UNAUTHORIZED LASER to the pilot.

ILLUMINATION OF AIRCRAFT a. When a laser event is reported to an air traffic c. If the aircraft wishes to divert to the airport facility, broadcast on all appropriate frequencies a location provided, obtain an estimated arrival time general caution warning every five minutes for from the pilot and advise your supervisor.

20 minutes following the last report.

PHRASEOLOGY − 10 − 2 − 13. MANPADS ALERT UNAUTHORIZED LASER ILLUMINATION EVENT, (location), (altitude).

When a threat or attack from Man − Portable Air Defense Systems (MANPADS) is determined to be b. Terminal facilities must include reported real, notify and advise aircraft as follows: unauthorized laser illumination events on the ATIS Emergency Assistance 10 − 2 − 5 JO 7110.65Y 8/15/19 broadcast for one hour following the last report. 4. Pilotage by landmarks.

Include the time, location, altitude, color, and 5. Compass headings.

direction of the laser as reported by the pilot.

b. Consideration to the provisions of NOTE − Para 10 − 2 − 15, Emergency Airport Recommenda- All personnel can expect aircrews to regard lasers as an tion, must be used in conjunction with the inflight emergency and may take evasive action to avoid information derived from any automated emergency laser illumination. Additionally, other aircraft may request airport information source.

clearance to avoid the area.

REFERENCE − 10 − 2 − 17. EMERGENCY OBSTRUCTION FAA Order JO 7110.65, Para 2 − 9 − 3, Content.

FAA Order JO 7210.3, Para 2 − 1 − 29, Reporting Unauthorized Laser VIDEO MAP (EOVM) Illumination of Aircraft.

a. The EOVM is intended to facilitate advisory service to an aircraft in an emergency situation 10 − 2 − 15. EMERGENCY AIRPORT wherein an appropriate terrain/obstacle clearance RECOMMENDATION minimum altitude cannot be maintained. It must only a. Consider the following factors when recom- be used and the service provided under the following mending an emergency airport: conditions: 1. The pilot has declared an emergency, or 1. Remaining fuel in relation to airport distances.

2. The controller has determined that an emergency condition exists or is imminent because of 2. Weather conditions.

the pilot’s inability to maintain an appropriate NOTE − terrain/obstacle clearance minimum altitude.

Depending on the nature of the emergency, certain weather NOTE − phenomena may deserve weighted consideration when Appropriate terrain/obstacle clearance minimum altitudes recommending an airport; e.g., a pilot may elect to fly may be defined as Minimum IFR Altitude (MIA), Minimum farther to land at an airport with VFR instead of IFR En Route Altitude (MEA), Minimum Obstruction Clear- conditions.

ance Altitude (MOCA), or Minimum Vectoring Altitude 3. Airport conditions.

(MVA).

4. NAVAID status.

b. When providing emergency vectoring service, the controller must advise the pilot that any headings 5. Aircraft type.

issued are emergency advisories intended only to 6. Pilot’s qualifications.

direct the aircraft toward and over an area of lower terrain/obstacle elevation.

7. Vectoring or homing capability to the NOTE − emergency airport.

Altitudes and obstructions depicted on the EOVM are the b. Consideration to the provisions of subpara a and actual altitudes and locations of the obstacle/terrain and Paragraph 10 − 2 − 16, Guidance to Emergency Air- contain no lateral or vertical buffers for obstruction port, must be used in conjunction with the clearance.

information derived from any automated emergency REFERENCE − FAA Order JO 7210.3, Para 3 − 9 − 4, Emergency Obstruction Video airport information source.

Map (EOVM).

10 − 2 − 18. VOLCANIC ASH 10 − 2 − 16. GUIDANCE TO EMERGENCY AIRPORT a. If a volcanic ash cloud is known or forecast to be present: a. When necessary, use any of the following for guidance to the airport: 1. Relay all information available to pilots to ensure that they are aware of the ash cloud’s position 1. Radar.

and altitude(s).

2. Following another aircraft.

2. Suggest appropriate reroutes to avoid the area 3. NAVAIDs. of known or forecast ash clouds.

Emergency Assistance 10 − 2 − 6 JO 7110.65Y 8/15/19 NOTE − supervisor (OS)/controller-in-charge (CIC) as soon Volcanic ash clouds are not normally detected by airborne as possible.

or air traffic radar systems.

1. Call sign.

b. If advised by an aircraft that it has entered a 2. Number of suspected cases of illness on volcanic ash cloud and indicates that a distress board.

situation exists: 3. Nature of the illnesses or other public health 1. Consider the aircraft to be in an emergency risk, if known.

situation.

4. Number of persons on board.

2. Do not initiate any climb clearances to 5. Number of deaths, if applicable.

turbine − powered aircraft until the aircraft has exited the ash cloud.

6. Pilot’s intent (for example, continue to destination or divert).

3. Do not attempt to provide escape vectors without pilot concurrence.

7. Any request for assistance (for example, needing emergency medical services to meet the NOTE − aircraft at arrival).

1. The recommended escape maneuver is to reverse course and begin a descent (if terrain permits). However, it is the b. The OMIC/OS/CIC must relay the information pilot’s responsibility to determine the safest escape route to the DEN as soon as possible.

from the ash cloud.

NOTE − 2. Controllers should be aware of the possibility of 1. If the ATC facility is not actively monitoring the DEN or complete loss of power to any turbine − powered aircraft does not have a dedicated line to the DEN, they must call that encounters an ash cloud.

into the DEN directly via (844) 432 − 2962 (toll free).

Additionally, if this phone number is out of service, REFERENCE − FAA Order JO 7110.65, Para 10 − 2 − 4, Altitude Change for Improved alternate back − up bridge phone numbers should be used to Reception.

contact the DEN: (405) 225 − 2444 or (844) 663 − 9723 (toll AIM, Para 7 − 5 − 9, Flight Operations in Volcanic Ash.

free).

2. Except in extraordinary circumstances, such as a 10 − 2 − 19. REPORTING DEATH, ILLNESS, situation requiring ATC intervention, follow-on coordina- OR OTHER PUBLIC HEALTH RISK ON tion regarding the incident will not involve ATC BOARD AIRCRAFT frequencies.

3. The initial report to a U.S. ATC facility may be passed a. If an air traffic controller receives a report of the from a prior ATC facility along the route of flight.

death of person, an illness, and/or other public health REFERENCE − risk obtain the following information and notify the FAA Order JO 7210.3, Para 2-1-32, Reporting Death, Illness, or Other operations manager in charge (OMIC)/operations Public Health Risk On Board Aircraft Emergency Assistance 10 − 2 − 7 JO 7110.65Y 8/15/19

Section 3. Overdue Aircraft

10 − 3 − 1. OVERDUE AIRCRAFT/OTHER 10 − 3 − 2. INFORMATION TO BE SITUATIONS FORWARDED TO ARTCC TERMINAL a. Consider an aircraft to be overdue and initiate the procedures stated in this section to issue an When an aircraft is considered to be in emergency ALNOT when neither communications nor radar status that may require SAR procedures, or an IFR contact can be established and 30 minutes have aircraft is overdue, the terminal facility must alert the passed since: appropriate ARTCC and forward the following information, as available: NOTE − The procedures in this section also apply to an aircraft a. Flight plan, including color of aircraft, if referred to as “missing” or “unreported.” known.

1. Its ETA over a specified or compulsory b. Time of last transmission received, by whom, reporting point or at a clearance limit in your area.

and frequency used.

2. Its clearance void time.

c. Last position report and how determined.

d. Aircraft beacon code.

3. A VFR or IFR aircraft arriving at an airport not served by an air traffic control tower or flight e. Number of persons on board.

service station fails to cancel a flight plan after f. Fuel status.

receiving instructions on how to cancel.

g. Facility working aircraft and frequency.

NOTE − If you have reason to believe that an aircraft is overdue h. Last known position, how determined, time, prior to 30 minutes, take the appropriate action estimated present position, and maximum range of immediately.

flight of the aircraft based on remaining fuel and b. Consider an aircraft to be in an emergency airspeed.

status and initiate ALNOT procedures in this section i. Position of other aircraft near aircraft’s route of immediately when there is an abnormal simultaneous flight, when requested.

loss of radar and communications with an IFR aircraft j. Whether or not an ELT signal has been heard or or VFR/SVFR aircraft receiving flight following reported in the vicinity of the last known position.

services. This situation may be applicable to an aircraft operating in a non-radar environment and an k. Other pertinent information.

unexpected/abnormal loss of communications oc- REFERENCE − curs.

FAA Order JO 7110.65, Para 10 − 1 − 4, Responsibility.

FAA Order JO 7110.65, Para 10 − 2 − 5, Emergency Situations.

c. The ARTCC in whose area the aircraft is NOTE − reported as overdue, missing or lost will make these FSSs serve as the central points for collecting and determinations and takes any subsequent action disseminating information on an overdue or missing required.

aircraft which is not on an IFR flight plan. Non − FSS ATC facilities that receive telephone calls or other inquiries d. If you have reason to believe that an aircraft is regarding these flights must refer these calls and inquiries overdue prior to 30 minutes, take the appropriate to the appropriate AFSS/FSS.

action immediately.

10 − 3 − 3. INFORMATION TO BE e. The center in whose area the aircraft is first FORWARDED TO RCC unreported or overdue will make these determina- tions and takes any subsequent action required.

EN ROUTE REFERENCE − When an aircraft is considered to be in emergency FAA Order JO 7110.65, Para 4 − 3 − 4, Departure Restrictions, status or an IFR aircraft is overdue, the ARTCC must Clearance Void Times, Hold for Release, and Release Times.

Overdue Aircraft 10 − 3 − 1 JO 7110.65Y 8/15/19 alert the RCC and forward the following information, discretion, the ALNOT may be issued to cover the as available: maximum range of the aircraft.

NOTE − a. Facility and person calling.

1. An ALNOT must be issued before the RCC can begin b. Flight plan, including color of aircraft, if search and rescue procedures.

known.

2. Flight plan information on military aircraft is available c. Time of last transmission received, by whom, at the FSS serving as a tie-in station for the departure or destination airport. FAA tie-in stations for airports in the and frequency used.

continental U.S. are listed in FAA Order JO 7350.8, d. Last position report and how determined.

Location Identifiers. In the West Flight Services Area Office, tie − in stations are listed in service area e. Aircraft beacon code.

publications entitled, “Flight Plan Routing and Airport f. Action taken by reporting facility and proposed Search Directory.” For flights with overseas departure action.

points, the information is available through the destination FSS or the appropriate IFSS.

g. Number of persons on board.

b. Upon receipt of an INREQ or ALNOT, check h. Fuel status.

the position records to determine whether the aircraft i. Facility working aircraft and frequency. has contacted your facility. Notify the originator of the results or status of this check within one hour of j. Last known position, how determined, time, the time the alert was received. Retain the alert in an estimated present position, and maximum range of active status, and immediately notify the originator of flight of the aircraft based on remaining fuel and subsequent contact, until cancellation is received.

airspeed.

c. Include pertinent information in the ALNOT k. Position of other aircraft near aircraft’s route of that will aid the RCC and SAR Teams in conducting flight, when requested.

the SAR mission. When known, include: l. Whether or not an ELT signal has been heard or 1. Last known position.

reported in the vicinity of the last known position.

2. Time.

m. Other pertinent information.

REFERENCE − 3. Aircraft beacon code.

FAA Order JO 7110.65, Para 10 − 1 − 4, Responsibility.

FAA Order JO 7110.65, Para 10 − 2 − 5, Emergency Situations.

d. When information is obtained not previously NOTE − contained in the ALNOT, issue an amended ALNOT FSSs serve as the central points for collecting and to update information that will assist the SAR disseminating information on an overdue or missing providers.

aircraft which is not on an IFR flight plan. Non − FSS ATC facilities that receive telephone calls or other inquiries regarding these flights must refer these calls and inquiries 10 − 3 − 5. RESPONSIBILITY TRANSFER TO to the appropriate FSS.

RCC EN ROUTE 10 − 3 − 4. ALNOT Transfer responsibility for further search to the RCC EN ROUTE when one of the following occurs: a. In addition to routing to the regional office a. Thirty minutes have elapsed after the estimated operations center for the area in which the facility is aircraft fuel exhaustion time.

located, issue an ALNOT to all centers and Area B circuits, generally 50 miles on either side of the route b. The aircraft has not been located within one of flight from the last reported position to destination.

hour after ALNOT issuance.

Include the original or amended flight plan, as appropriate, and the last known position of the c. The ALNOT search has been completed with aircraft. At the recommendation of the RCC or at your negative results.

Overdue Aircraft 10 − 3 − 2 JO 7110.65Y 8/15/19 10 − 3 − 6. LAST KNOWN POSITION DETERM- aircraft known to be operating near the aircraft in INATION distress.

d. Forward this information to the RCC or the a. To assist the RCC and SAR Teams in the ARTCC as appropriate.

conduct of the SAR mission, provide the most accurate latitude and longitude available to the FAA 10 − 3 − 7. ALNOT CANCELLATION using en route and terminal radar sensor data near the aircraft’s last known position. EN ROUTE a. When directed by the RCC, cancel the b. If necessary to prevent an undue delay, utilize ALNOT when the aircraft is located or the search any available method to determine the initial latitude is abandoned.

and longitude. Follow-up as soon as possible with a formal latitude and longitude using the appropriate b. Include pertinent information in the terminal or en route facility data extraction tools.

cancellation that will aid the RCC, SAR Teams, and FAA SAR management to include the location where c. If available, solicit the assistance of other the aircraft or wreckage was found.

Overdue Aircraft 10 − 3 − 3 JO 7110.65Y 8/15/19

Section 4. Control Actions

10 − 4 − 1. TRAFFIC RESTRICTIONS 10 − 4 − 3. TRAFFIC RESUMPTION After the 30 − minute traffic suspension period has IFR traffic which could be affected by an overdue or expired, resume normal air traffic control if the unreported aircraft must be restricted or suspended operators or pilots of other aircraft concur. This unless radar separation is used. The facility concurrence must be maintained for a period of responsible must restrict or suspend IFR traffic for a 30 minutes after the suspension period has expired.

period of 30 minutes following the applicable time REFERENCE − listed in subparas a through e: FAA Order JO 7110.65, Para 4 − 3 − 4, Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times.

a. The time at which approach clearance was delivered to the pilot.

10 − 4 − 4. COMMUNICATIONS FAILURE Take the following actions, as appropriate, if b. The EFC time delivered to the pilot.

two-way radio communications are lost with an aircraft: c. The arrival time over the NAVAID serving the destination airport.

NOTE − 1. When an IFR aircraft experiences two-way radio d. The current estimate, either the control communications failure, air traffic control is based on facility’s or the pilot’s, whichever is later, at: anticipated pilot actions. Pilot procedures and recom − mended practices are set forth in the AIM, CFRs, and 1. The appropriate en route NAVAID or fix, and pertinent military regulations.

2. Should the pilot of an aircraft equipped with a coded 2. The NAVAID serving the destination airport.

radar beacon transponder experience a loss of two-way radio capability, the pilot can be expected to adjust the e. The release time and, if issued, the clearance transponder to reply on Mode 3/A Code 7600 .

void time.

a. In the event of lost communications with an REFERENCE − aircraft under your control jurisdiction use all FAA Order JO 7110.65, Para 4 − 3 − 4, Departure Restrictions, appropriate means available to reestablish commu- Clearance Void Times, Hold for Release, and Release Times.

nications with the aircraft. These may include, but not be limited to, emergency frequencies, NAVAIDs that are equipped with voice capability, FSS, Aeronauti − 10 − 4 − 2. LIGHTING REQUIREMENTS cal Radio Incorporated (ARINC), etc.

NOTE − a. EN ROUTE. At nontower or non − FSS loca- 1. ARINC is a commercial communications corporation tions, request the airport management to light all which designs, constructs, operates, leases or otherwise runway lights, approach lights, and all other required engages in radio activities serving the aviation community.

airport lighting systems for at least 30 minutes before ARINC has the capability of relaying information to/from the ETA of the unreported aircraft until the aircraft subscribing aircraft throughout the country.

has been located or for 30 minutes after its fuel supply 2. Aircraft communications addressing and reporting is estimated to be exhausted.

system (ACARS) or selective calling (SELCAL) may be utilized to reestablish radio communications with suitably b. TERMINAL. Operate runway lights, approach equipped aircraft. ACARS can be accessed by contacting lights, and all other required airport lighting systems the San Francisco ARINC communications center, watch for at least 30 minutes before the ETA of the supervisor, at 925 − 294 − 8297 and 800 − 621 − 0140. Provide unreported aircraft until the aircraft has been located ARINC the aircraft call sign, approximate location, and or for 30 minutes after its fuel supply is estimated to contact instructions. In order to utilize the SELCAL system, be exhausted.

the SELCAL code for the subject aircraft must be known.

If the SELCAL code is not contained in the remarks section REFERENCE − FAA Order JO 7110.65, Para 3 − 4 − 1, Emergency Lighting. of the flight plan, contact the pertinent air carrier dispatch Control Actions 10 − 4 − 1 JO 7110.65Y 8/15/19 office to determine the code. Then contact the 2. Request the aircraft to reply on Code 7600 or San Francisco ARINC communications center, watch if already on Code 7600 , the appropriate stratum supervisor, at 925 − 294 − 8297 and 800 − 621 − 0140. Provide code.

ARINC the aircraft call sign, SELCAL code, approximate 3. Request the aircraft to change to “stand-by” location, and contact instructions.

for sufficient time for you to be sure that the lack of b. Broadcast clearances through any available a target is the result of the requested action.

means of communications including the voice feature PHRASEOLOGY − of NAVAIDs.

REPLY NOT RECEIVED, (appropriate instructions).

NOTE − (Action) OBSERVED, (additional instructions/informa- 1. Some UHF equipped aircraft have VHF navigation tion if necessary) .

equipment and can receive 121.5 MHz.

d. Broadcast a clearance for the aircraft to proceed 2. “Any available means” includes the use of FSS and to its filed alternate airport at the MEA if the aircraft ARINC.

operator concurs.

REFERENCE − REFERENCE − FAA Order JO 7110.65, Para 4 − 2 − 2, Clearance Prefix.

FAA Order JO 7110.65, Para 5 − 2 − 8, Radio Failure.

FAA Order JO 7110.65, Para 9 − 2 − 7, IFR Military Training Routes.

c. Attempt to re-establish communication by e. If radio communications have not been (re) having the aircraft use its transponder or make turns established with the aircraft after 5 minutes, consider to acknowledge clearances and answer questions.

the aircraft’s or pilot’s activity to be suspicious and Request any of the following in using the report it to the OS/CIC per FAA Order JO 7610.4, transponder: Chapter 7, Hijacked/Suspicious Aircraft Reporting 1. Request the aircraft to reply Mode 3/A and Procedures, and Paragraph 2 − 1 − 26f, Supervisory “IDENT.” Notification, of this order.

Control Actions 10 − 4 − 2 JO 7110.65Y 8/15/19

Section 5. Miscellaneous Operations

10 − 5 − 1. EXPLOSIVE CARGO a. The emergency equipment crew.

TERMINAL b. The airport management.

When you receive information that an emergency landing will be made with explosive cargo aboard, inform the pilot of the safest or least congested airport c. The appropriate military agencies, when areas. Relay the explosive cargo information to: requested by the pilot.

Miscellaneous Operations 10 − 5 − 1 JO 7110.65Y 8/15/19

Section 6. Oceanic Emergency Procedures

10 − 6 − 1. APPLICATION 1. Following the alert phase when further attempts to establish communications with the The procedures in this section are to be used solely in aircraft and more widespread inquiries are oceanic airspace.

unsuccessful; or 2. When the fuel on board is considered to be exhausted or to be insufficient for the aircraft to reach 10 − 6 − 2. PHASES OF EMERGENCY safety; or Emergency phases are described as follows: 3. When information is received which indi- cates that the operating efficiency of the aircraft has a. Uncertainty phase (INCERFA). When there is been impaired to the extent that a forced landing is concern about the safety of an aircraft or its occupants, an INCERFA exists: likely; or 4. When information is received or it is 1. When communication from an aircraft has reasonably certain that the aircraft is about to make or not been received within 30 minutes after the time a has made a forced landing.

communication should have been received or after the time an unsuccessful attempt to establish communication with such aircraft was first made, 10 − 6 − 3. ALERTING SERVICE AND whichever is earlier; or SPECIAL ASSISTANCE 2. When an aircraft fails to arrive within a. Provide alerting service to: 30 minutes after the time of arrival last estimated by 1. All aircraft receiving ATC service; the pilot or by the ATC units, whichever is later.

2. All other aircraft which have filed a flight b. Alert phase (ALERFA). When there is plan or which are otherwise known to the ATC unit; apprehension about the safety of an aircraft and its and occupants, an ALERFA exists: 3. Any aircraft known or believed to be the 1. Following the uncertainty phase when subject of unlawful interference.

subsequent attempts to establish communications b. When alerting service is required, the responsi- with the aircraft, or inquiries to other relevant sources bility for coordinating such service must, unless have failed to reveal any information about the otherwise established by letter of agreement, rest aircraft; or with the facility serving the FIR or CTA: 2. When information has been received which 1. Within which the aircraft was flying at the indicates that the operating efficiency of the aircraft time of last air-ground radio contact; or has been impaired but not to the extent that a forced 2. Which the aircraft was about to enter if the landing is likely; or last air-ground contact was established at or close to 3. When communication from an aircraft has the boundary; or not been received within 60 minutes after the time a 3. Within which the point of destination is communication should have been received or after located if the aircraft: the time an unsuccessful attempt to establish communication with such aircraft was first made, (a) Was not equipped with suitable two-way whichever is earlier.

radio communications equipment; or c. Distress phase (DETRESFA). When there is (b) Was not under obligation to transmit reasonable certainty that the aircraft and its occupants position reports.

are threatened by grave and imminent danger, a REFERENCE − DETRESFA exists: FAA Order JO 7110.65, Chapter 8, Section 2, Coordination.

Oceanic Emergency Procedures 10 − 6 − 1 JO 7110.65Y 8/15/19 c. The responsible Area Control Center (ACC) 5. The air traffic unit which made the last radio must serve as the control point for: contact, the time, and the frequency used.

6. The aircraft’s last position report, how it was 1. Collecting all information relevant to a state received, and what facility received it.

of emergency of an aircraft; 7. Color and distinctive marks of aircraft.

2. Forwarding that information to the appropri- ate RCC; and 8. Any action taken by reporting office.

9. Other pertinent remarks.

3. Coordinating with other facilities concerned.

h. An INCERFA phase ends with the receipt of d. The responsibility of the ACC to provide any information or position report on the aircraft.

alerting service for military aircraft may be waived Cancel the INCERFA by a message addressed to the upon a written or recorded request from a military same stations as the INCERFA message.

agency. In this case, the military request must state that the military agency assumes full responsibility 1. An ALERFA ends when: for their aircraft while the aircraft are operating in the (a) Evidence exists that would ease apprehen- oceanic airspace.

sion about the safety of the aircraft and its occupants; e. Responsibility to provide alerting service for or flight operations conducted under the “due regard” or (b) The concerned aircraft lands. Cancel the “operational” prerogative of military aircraft is ALERFA message by a message addressed to the assumed by the military. When “due regard” same stations as the ALERFA message.

operations are scheduled to end with aircraft filed 2. A DETRESFA ends when the: under ICAO procedures, the ACC may, if specified in a letter of agreement, assume responsibility for (a) Aircraft successfully lands; or alerting service at proposed time filed.

(b) RCC advises of a successful rescue; or f. In the event of INCERFA, ALERFA, or (c) RCC advises of termination of SAR DETRESFA, notify the following: activities. Cancel the DETRESFA by a message 1. When practicable, the aircraft operator.

addressed to the same stations as the DETRESFA message.

2. The appropriate RCC.

i. A separate chronological record should be kept 3. Aeronautical stations having en route com- on each ALERFA and DETRESFA together with a munications guard responsibilities at the point of chart which displays the projected route of the departure, along or adjacent to the route of flight, and aircraft, position reports received, route of at the destination.

interceptor aircraft, and other pertinent information.

4. ACCs having jurisdiction over the proposed 10 − 6 − 4. INFLIGHT CONTINGENCIES route of flight from the last reported position to the destination airport.

a. If an aircraft over water requests weather, sea conditions, ditching information, and/or assistance g. INCERFA, ALERFA, and DETRESFA mes- from surface vessels, or if the controller feels that this sages must include the following information, if information may be necessary for aircraft safety, it available, in the order listed: should be requested from the RCC. Also, an appropriate AMVER SURPIC should be asked for if 1. INCERFA, ALERFA, or DETRESFA according to the phase of the emergency. requested by the aircraft or deemed beneficial by control personnel.

2. Agency and person originating the message.

NOTE − The AMVER Center can deliver, in a matter of minutes, a 3. Nature of the emergency.

SURPIC of vessels in the area of a SAR incident, including 4. Significant flight plan information.

their predicted positions and their characteristics.

Oceanic Emergency Procedures 10 − 6 − 2 JO 7110.65Y 8/15/19 b. In all cases of aircraft ditching, the airspace (c) Type aircraft.

required for SAR operations must be determined by (d) Route if appropriate.

the RCC. The ACC must block that airspace until the RCC advises the airspace is no longer required. An (e) Altitude vacated.

International Notice to Airmen (NOTAM) must be (f) Other information.

issued describing the airspace affected.

EXAMPLE − c. The following actions will be taken in the event “Attention all aircraft in the vicinity of Trout, a northbound an aircraft must make an emergency descent: D-C Ten on A-T-S Route Alfa Seven Hundred is making an emergency descent from flight level three three zero.” 1. In the event an aircraft requests an emergency (Repeat as you deem appropriate.)

descent: 5. If traffic conditions permit, provide traffic (a) Issue a clearance to the requested altitude information to the affected aircraft.

if approved separation can be provided.

6. Immediately after an emergency broadcast or (b) Advise the aircraft of the traffic, and traffic information has been made, issue appropriate request its intentions if traffic prevents an clearances or instructions, as necessary, to all aircraft unrestricted descent.

involved.

PHRASEOLOGY − ATC ADVISES (aircraft identification) UNABLE TO 10 − 6 − 5. SERVICES TO RESCUE AIRCRAFT APPROVE UNRESTRICTED DESCENT.

TRAFFIC (traffic information).

a. Provide IFR separation between the SAR and REQUEST INTENTIONS.

the aircraft in distress, except when visual or radar 2. In the event an aircraft is making or will make contact has been established by the search and rescue an emergency descent without a clearance: aircraft and the pilots of both aircraft concur, IFR separation may be discontinued.

(a) Advise other aircraft of the emergency descent.

b. Clear the SAR aircraft to a fixed clearance limit rather than to the aircraft in distress, which is a PHRASEOLOGY − moving fix. Issue route clearances that are consistent ATC ADVISES (aircraft identification/all aircraft) BE with that of the distressed aircraft.

ALERT FOR EMERGENCY DESCENT IN THE VICINITY OF (latitude/longitude) FROM (altitude/FL) TO c. Advise the rescue aircraft, as soon as (altitude/FL).

practicable, of any factors that could adversely affect (b) Advise other aircraft when the emergency its mission; e.g., unfavorable weather conditions, descent is complete.

anticipated problems, the possibility of not being able to approve an IFR descent through en route traffic, PHRASEOLOGY − etc.

(Aircraft identification/all aircraft) EMERGENCY DESCENT AT (location) COMPLETED.

d. Advise the appropriate rescue agency of all 3. Upon notification that an aircraft is making an pertinent information as it develops.

emergency descent through other traffic, take action e. Forward immediately any information about the immediately to safeguard all aircraft concerned.

action being taken by the RCC, other organizations, 4. When appropriate, broadcast by ATC com- or aircraft to the aircraft concerned.

munications, by radio navigation aids, and/or through f. Advise the aircraft operator of the current status aeronautical communication stations/services an of the SAR operation as soon as practicable.

emergency message to all aircraft in the vicinity of the descending aircraft. Include the following informa- g. Since prompt, correct, and complete informa- tion: tion is the key to successful rescue operations, ensure that this information is swiftly and smoothly supplied (a) Location of emergency descent.

to those organizations actively engaged in rescue (b) Direction of flight. operations.

Oceanic Emergency Procedures 10 − 6 − 3 JO 7110.65Y 8/15/19

Section 7. Ground Missile Emergencies

10 − 7 − 1. INFORMATION RELAY 2. The airspace to be protected for the route being flown.

When you receive information concerning a ground missile emergency, notify other concerned facilities b. Vertical separation − 6,000 feet above the and take action to have alerting advisories issued by: surface over the emergency location.

a. EN ROUTE. Air carrier company radio sta- tions for each VFR company aircraft which is or will 10 − 7 − 3. VFR MINIMA be operating in the vicinity of the emergency.

Advise all known VFR aircraft which are, or will be, b. EN ROUTE. FSSs adjacent to the emergency operating in the vicinity of a ground missile location.

emergency, to avoid the emergency location by 1 mile c. TERMINAL. Relay all information concerning laterally or 6,000 feet vertically, or by a greater a ground missile emergency to the ARTCC within distance or altitude, when suggested by the notifying whose area the emergency exists and disseminate as official.

a NOTAM.

REFERENCE − P/CG Term − Notice to Airmen.

10 − 7 − 4. SMOKE COLUMN AVOIDANCE 10 − 7 − 2. IFR AND SVFR MINIMA Advise all aircraft to avoid any observed smoke columns in the vicinity of a ground missile Reroute IFR and SVFR aircraft as necessary to avoid emergency.

the emergency location by one of the following minima, or by greater minima when suggested by the notifying official: 10 − 7 − 5. EXTENDED NOTIFICATION a. Lateral separation − 1 mile between the EN ROUTE emergency location and either of the following: 1. An aircraft under radar control and the When reports indicate that an emergency will exist emergency location which can be accurately for an extended period of time, a Notice to Airmen determined by reference to the radar scope. may be issued.

Ground Missile Emergencies 10 − 7 − 1

JO 7110.65Y 8/15/19

Chapter 11. Traffic Management Procedures

Section 1. General

11 − 1 − 1. DUTY RESPONSIBILITY 5. Perform assigned actions in the event of an EDST outage or degradation, in accordance with the a. The mission of the traffic management system requirements of FAA Order JO 7210.3, Facility is to balance air traffic demand with system capacity Operation and Administration, and as designated by to ensure the maximum efficient utilization of the facility directive.

NAS.

6. Ensure changes to restrictions/metering are b. TBFM must be used to the maximum extent implemented in a timely manner.

feasible in preference to miles-in-trail initiatives.

b. OS/CIC must: NOTE − The benefits of TBFM are best realized through the 1. Keep the TMU and affected sectors apprised coordinated effort of all facilities supporting Performance of situations or circumstances that may cause Based Navigation procedures or Traffic Management congestion or delays.

Initiatives (TMIs).

2. Coordinate with the TMU and personnel c. It is recognized that the ATCS is integral in the providing air traffic services to develop appropriate execution of the traffic management mission.

TMIs for sectors and airports in their area of NOTE − responsibility.

Complete details of traffic management initiatives and 3. Continuously review TMIs affecting their programs can be found in FAA Order JO 7210.3, Facility area of responsibility and coordinate with TMU for Operation and Administration.

extensions, revisions, or cancellations.

4. Ensure that TMIs are carried out by personnel 11 − 1 − 2. DUTIES AND RESPONSIBILITIES providing air traffic services.

a. Supervisory Traffic Management Coordinator − 5. Where authorized, perform data entries to in − Charge (STMCIC) must: keep the activation status of designated EDST 1. Ensure an operational briefing is conducted at Airspace Configuration Elements current.

least once during the day and evening shifts.

6. Perform assigned actions in the event of an Participants must include, at a minimum, the EDST outage or degradation, in accordance with the STMCIC, Operations Supervisor-in-Charge requirements of FAA Order JO 7210.3, Facility (OSMIC)/Controller-in-Charge (CIC) and other Operation and Administration, and as designated by interested personnel as designated by facility facility directive.

management. Discussions at the meeting should include meteorological conditions (present and 7. Ensure changes to TMIs are implemented in forecasted), staffing, equipment status, runways in a timely manner.

use, Airport Arrival Rate (AAR)/Metering c. Personnel providing air traffic services must: Parameters and Traffic Management Initiatives (TMIs) (present and anticipated).

1. Ensure that TMIs are enforced within their area of responsibility. TMIs do not have priority over 2. Assume responsibility for TMC duties when maintaining: not staffed.

(a) Separation of aircraft.

3. Ensure that TMIs are carried out by personnel providing traffic management services. (b) Procedural integrity of the sector.

4. Where authorized, perform EDST data 2. Keep the OS/CIC and TMU apprised of entries to keep the activation status of designated situations or circumstances that may cause conges- EDST Airspace Configuration Elements current. tion or delays.

General 11 − 1 − 1 JO 7110.65Y 8/15/19 3. Continuously review TMIs affecting their 2. Release aircraft, when CFR is in effect, so area of responsibility and coordinate with OS/CIC they are airborne within a window that extends from and TMU for extensions, revisions, or cancellations. 2 minutes prior and ends 1 minute after the assigned time.

4. Where authorized, perform data entries to NOTE − keep the activation status of designated EDST Coordination may be verbal, electronic, or written.

Airspace Configuration Elements current.

5. Perform assigned actions in the event of an 11 − 1 − 3. TIME BASED FLOW EDST outage or degradation, in accordance with the MANAGEMENT (TBFM) requirements of FAA Order JO 7210.3, Facility During periods of metering, personnel providing air Operation and Administration, and as designated by traffic services must: facility directive.

a. Display TBFM schedule information on the d. ARTCCs, unless otherwise coordinated, must: main display monitor (MDM).

1. Support TBFM operations and monitor b. Comply with TBFM-generated metering times TBFM equipment to improve situational awareness within +/- 1 minute.

for a system approach to TMIs.

1. If TBFM-generated metering time accuracy 2. Monitor arrival flow for potential metering within +/- 1 minute cannot be used for specific actions/changes and, if necessary, initiate aircraft due to significant jumps in the delay coordination with all facilities to discuss the change countdown timer (DCT), other TMIs may be used to the metering plan.

between those aircraft such as miles-in-trail (MIT) or minutes-in-trail (MINIT) to assist in delay absorption e. TRACONs, unless otherwise coordinated, until stability resumes.

must: 2. An exception to the requirement to comply 1. Support TBFM operations and monitor within +/- 1 minute may be authorized for certain TBFM equipment to improve situational awareness ARTCC sectors if explicitly defined in an appropriate for a system approach to TMIs.

facility directive.

2. Monitor arrival flow for potential metering c. When compliance is not possible, coordinate actions/changes and, if necessary, initiate with OS/CIC, personnel providing traffic coordination with all facilities to discuss the change management services, and adjacent facilities/sectors to the metering plan.

as appropriate.

3. Schedule internal departures in accordance NOTE − TBFM accuracy of generated metering times is predicated with specific written procedures and agreements on several factors, including vectoring outside of TBFM developed with overlying ARTCCs and adjacent route conformance boundaries (route recovery logic), facilities.

certain trajectory ground speed calculations, and when TMU resequences a specific flight or flight list. Caution f. ATCTs, unless otherwise coordinated, must: should be used in these situations to minimize impact on 1. Monitor TBFM equipment to improve surrounding sector traffic and complexity levels, flight situational awareness for a system approach to TMIs. efficiencies, and user preferences.

General 11 − 1 − 2

JO 7110.65Y 8/15/19

Chapter 12. Canadian Airspace Procedures

Section 1. General Control

12 − 1 − 1. APPLICATION d. Class D airspace. Controlled airspace within which both IFR and VFR flights are permitted, but Where control responsibility within Canadian VFR flights do not require a clearance from ATC to airspace has been formally delegated to the FAA by enter, however, they must establish two − way the Transport Canada Aviation Group, apply basic communications with the appropriate ATC agency FAA procedures except for the Canadian procedures prior to entering the airspace.

contained in this chapter.

e. Class E airspace. Airspace within which both NOTE − IFR and VFR flights are permitted, but for VFR flight In 1985, the U.S. and Canada established an agreement there are no special requirements.

recognizing the inherent safety of the ATC procedures exercised by the other country. This agreement permits the f. Class F airspace. Airspace of defined dimen- use of ATC procedures of one country when that country is sions within which activities must be confined exercising ATC in the airspace over the territory of the because of their nature, or within which limitations other country insofar as they are not inconsistent with, or are imposed upon aircraft operations that are not a repugnant to, the laws and regulations or unique part of those activities, or both. Special use airspace operational requirements of the country over whose may be classified as Class F advisory or Class F territory such airspace is located. Accordingly, this restricted.

chapter was revised to include only those Canadian procedures that must be used because of a Canadian g. Class G airspace. Uncontrolled airspace regulatory or unique operational requirement.

within which ATC has neither the authority nor responsibility for exercising control over air traffic.

12 − 1 − 2. AIRSPACE CLASSIFICATION 12 − 1 − 3. ONE THOUSAND − ON − TOP a. Class A airspace. Controlled airspace within Clear an aircraft to maintain “at least 1,000 feet-on- which only IFR flights are permitted. Airspace top” in lieu of “VFR − on − top,” provided: designated from the base of all controlled high level airspace up to and including FL 600.

a. The pilot requests it.

b. Class B airspace. Controlled airspace within NOTE − which only IFR and Controlled VFR (CVFR) flights It is the pilot’s responsibility to ensure that the requested operation can be conducted at least 1,000 feet above all are permitted. Includes all controlled low level cloud, haze, smoke, or other formation, with a flight airspace above 12,500 feet ASL or at and above the visibility of 3 miles or more. A pilot’s request can be minimum en route IFR altitude, (whichever is higher) considered as confirmation that conditions are adequate.

up to but not including 18,000 feet ASL. ATC procedures pertinent to IFR flights must be applied to b. The pilot will not operate within Class A or Class B airspace.

CVFR aircraft.

NOTE − 12 − 1 − 4. SEPARATION The CVFR pilot is responsible to maintain VFR flight and visual reference to the ground at all times.

Apply a lateral, longitudinal, or vertical separation c. Class C airspace. Controlled airspace within minimum between aircraft operating in accordance which both IFR and VFR flights are permitted, but with an IFR or CVFR clearance, regardless of the VFR flights require a clearance from ATC to enter. weather conditions.

General Control 12 − 1 − 1 JO 7110.65Y 8/15/19 12 − 1 − 5. DEPARTURE CLEARANCE/ 12 − 1 − 6. PARACHUTE JUMPING COMMUNICATION FAILURE Do not authorize parachute jumping without prior permission from the appropriate Canadian authority.

Base controller action regarding radio failures in NOTE − Canadian airspace on the requirement for pilots to Canadian regulations require written authority from the comply with Canadian Airspace Regulations, which Ministry of Transport.

are similar to 14 CFR Section 91.185; however, the following major difference must be considered when 12 − 1 − 7. SPECIAL VFR (SVFR) planning control actions. Except when issued NOTE − alternate radio failure instructions by ATC, pilots will Pilots do not have to be IFR qualified to fly SVFR at night, adhere to the following: If flying a turbine-powered nor does the aircraft have to be equipped for IFR flight.

(turboprop or turbojet) aircraft and cleared on a. Within a control zone where there is an airport departure to a point other than the destination, controller on duty, approve or refuse a pilot’s request proceed to the destination airport in accordance with for SVFR on the basis of current or anticipated IFR the flight plan, maintaining the last assigned altitude traffic only. If approved, specify the period of time or flight level or the minimum en route IFR altitude, during which SVFR flight is permitted.

whichever is higher, until 10 minutes beyond the b. Within a control zone where there is no airport point specified in the clearance (clearance limit), and controller on duty, authorize or refuse an aircraft’s then proceed at altitude(s) or flight level(s) filed in the request for SVFR on the basis of: flight plan. When the aircraft will enter U.S. airspace 1. Current or anticipated IFR traffic, and within 10 minutes after passing the clearance limit, the climb to the flight planned border crossing 2. Official ceiling and visibility reports.

altitude is to be commenced at the estimated time of c. Canadian SVFR weather minimums for: crossing the Canada/U.S. boundary.

1. Aircraft other than helicopters. Flight visi- bility (ground visibility when reported) 1 mile.

2. Helicopters. Flight visibility (ground visi- bility when available) 1/2 mile.

General Control 12 − 1 − 2

JO 7110.65Y 8/15/19

Chapter 13. Decision Support Tools

Section 1. ERAM Decision Support Tools

(EDST)

13 − 1 − 1. DESCRIPTION e. When the Stop Probe feature is activated for an aircraft, conflict probe for that aircraft shall be EDST is used by the sector team in performing its restarted before transfer of control, unless otherwise strategic planning responsibilities. EDST uses flight coordinated.

plan data, forecast winds, aircraft performance NOTE − characteristics, and track data to derive expected The requirement in paragraph 13 − 1 − 2e does not apply to aircraft trajectories, and to predict conflicts between aircraft entering a non EDST facility.

aircraft and between aircraft and special use or designated airspace. It also provides trial planning 13 − 1 − 3. TRIAL PLANNING and enhanced flight data management capabilities.

Under ERAM, the EDST capabilities constitute the When EDST is operational at the sector and when initial En Route decision support tools.

sector priorities permit, use the trial plan capability to evaluate: a. Solutions to predicted conflicts.

13 − 1 − 2. CONFLICT DETECTION AND RESOLUTION b. The feasibility of granting user requests.

a. Actively scan EDST information for predicted c. The feasibility of removing a flight direction aircraft-to-aircraft and aircraft-to-airspace alerts.

constraint (i.e., inappropriate altitude for direction of flight) for an aircraft.

b. When a conflict probe alert is displayed, d. The feasibility of removing a static restriction evaluate the alert and take appropriate action as early for an aircraft.

as practical, in accordance with duty priorities.

c. Prioritize the evaluation and resolution of 13 − 1 − 4. CONFLICT PROBE-BASED conflict probe alerts to ensure the safe, expeditious, CLEARANCES and efficient flow of air traffic.

When the results of a trial plan based upon a user NOTE − request indicate the absence of alerts, every effort Conflict probe alerts are based on standard radar should be made to grant the user request, unless the separation. Conflict probe does not account for instances change is likely to adversely affect operations at in which greater separation may be needed (e.g., non-standard formations, A380) or where reduced another sector.

separation is permitted (e.g., 3mile airspace).

13 − 1 − 5. THE AIRCRAFT LIST (ACL), d. When a conflict probe alert is displayed and DEPARTURE LIST (DL) AND FLIGHT DATA when sector priorities permit, give consideration to MANAGEMENT the following in determining a solution: a. The ACL must be used as the sector team’s 1. Solutions that involve direct routing, altitude primary source of flight data.

changes, removal of a flight direction constraint (i.e., inappropriate altitude for direction of flight), b. Actively scan EDST to identify automated and/or removal of a static restriction for one or more notifications that require sector team action.

pertinent aircraft.

c. When an ACL or DL entry has a Remarks 2. Impact on surrounding sector traffic and indication, the Remarks field of the flight plan must complexity levels, flight efficiencies, and user be reviewed. Changes to the Remarks field must also preferences. be reviewed.

ERAM Decision Support Tools (EDST) 13 − 1 − 1 JO 7110.65Y 8/15/19 d. Highlighting an entry on the ACL or DL must progress strip to annotate manual coordination status, be used to indicate the flight requires an action or in accordance with facility directives.

special attention.

b. When the Coordination Menu is used and the flight plan is subsequently changed, remove the e. The Special Posting Area (SPA) should be used yellow coding from the Coordination Indicator after to group aircraft that have special significance any appropriate action has been taken.

(e.g., aircraft to be sequenced, air refueling missions, formations).

13 − 1 − 7. HOLDING f. Sector teams shall post flight progress strips for any non-radar flights.

For flights in hold, use the ERAM Hold Data Menu/Hold View, the EDST Hold Annotations g. A flight progress strip shall be posted for any Menu, a flight progress strip, or a facility approved flight plan not contained in the EAS.

worksheet, to annotate holding instructions, in accordance with facility directives.

h. Sector teams shall post any flight progress strip(s) that are deemed necessary for safe or efficient operations. The sector team shall comply with all 13 − 1 − 8. RECORDING OF CONTROL DATA applicable facility directives to maintain posted flight a. All control information not otherwise recorded progress strips.

via automation recordings or voice recordings must i. The Drop Track Delete option shall be used in be manually recorded using approved methods.

accordance with facility directives.

b. When a verbal point out has been approved, remove the yellow color coding on the ACL.

13 − 1 − 6. MANUAL COORDINATION AND c. When the ACL or DL Free Text Area is used to THE COORDINATION MENU enter control information, authorized abbreviations must be used. You may use: a. Where automated coordination with a facility is not available (e.g., an international facility, a VFR 1. The clearance abbreviations authorized in tower), use the Coordination Menu or a flight TBL 13 − 1 − 1.

TBL 13 − 1 − 1 Clearance Abbreviations Abbreviation Meaning A Cleared to airport (point of intended landing) B Center clearance delivered C ATC clears (when clearance relayed through non − ATC facility) CAF Cleared as filed D Cleared to depart from the fix F Cleared to the fix H Cleared to hold and instructions issued N Clearance not delivered O Cleared to the outer marker PD Cleared to climb/descend at pilot’s discretion Q Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials, or quadrants within a designated radius T Cleared through (for landing and takeoff through intermediate point) V Cleared over the fix X Cleared to cross (airway, route, radial) at (point) Z Tower jurisdiction ERAM Decision Support Tools (EDST) 13 − 1 − 2 JO 7110.65Y 8/15/19 2. The miscellaneous abbreviations authorized d. When the ACL or DL Free Text Area is used to in TBL 13 − 1 − 2. enter control information, the Free Text Area must remain open and visible. When no longer relevant, the information entered into the Free Text Area must 3. The EDST equivalents for control informa- be updated or deleted.

tion symbols authorized in TBL 13 − 1 − 3.

e. Control information entered in the Free Text 4. Plain language markings when it will aid in Area must be used for reference purposes only.

understanding information.

NOTE − Information entered into the Free Text Area does not pass 5. Locally approved abbreviations. on handoff and, if necessary, must be coordinated.

TBL 13 − 1 − 2 Miscellaneous Abbreviations Abbreviation Meaning BC Back course approach CT Contact approach FA Final approach FMS Flight management system approach GPS GPS approach I Initial approach ILS ILS approach MA Missed approach NDB Nondirectional radio beacon approach OTP VFR conditions − on − top PA Precision approach PT Procedure turn RA Resolution advisory (Pilot − reported TCAS event) RH Runway heading RNAV Area navigation approach RP Report immediately upon passing (fix/altitude) RX Report crossing SA Surveillance approach SI Straight − in approach TA TACAN approach TL Turn left TR Turn right VA Visual approach VR VOR approach ERAM Decision Support Tools (EDST) 13 − 1 − 3 JO 7110.65Y 8/15/19 TBL 13 − 1 − 3 Abbreviation Meaning EDST Equivalents for Control Information Symbols − From − to (route, time, etc.)

Abbreviation Meaning Indicates a block altitude assignment.

Altitudes are inclusive, and the first T dir Depart (direction if specified) (Alt)B(Alt) altitude must be lower than the ↑ Climb and maintain second (Example 310B370) ↓ Descend and maintain Clearance void if aircraft not off V time CR Cruise ground by time AT At CL Pilot canceled flight plan X Cross Information or revised information + info + M Maintain forwarded Join or intercept (airway, jet route, Other than assigned altitude reported / airway ** alt ** track, or course) Example: **50** = While in controlled airspace ARC mi. dir. DME arc of VORTAC or TACAN WICA While in control area Contact (facility) or (freq.), (time, fix, or altitude if appropriate). Insert dir ECA Enter control area C freq.

frequency only when it is other than dir OOCA Out of control area standard Cleared to enter surface area.

R Radar contact dir ESA Indicated direction of flight by R alt Requested altitude appropriate compass letter(s) R/ Radar service terminated Through surface area and altitude indicated direction of flight by RX Radar Contact Lost appropriate compass letter(s).

RV Radar vector TSA alt Maintain special VFR conditions RVX Pilot resumed own navigation (altitude if appropriate) while in surface area HO Handoff completed Aircraft requested to adjust speed to E Emergency 250 K 250 knots W Warning Aircraft requested to reduce speed Point out initiated. Indicate the − 20 K 20 knots P appropriate facility, sector, or Aircraft requested to increase speed position.

+30 K 30 knots FUEL Minimum fuel Local Special VFR operations in the EFC time Expect further clearance at (time) vicinity of (name) airport are − fix Direct to fix SVFR authorized until (time). Maintain FRC Full route clearance special VFR conditions (altitude if appropriate) IAF Initial approach fix B4 Before NORDO No Radio AF After or Past PT Procedure turn / Until RLS Release * instructions * Alternate instructions REQ Request REST Restriction SI Straight in AOB At or Below AOA At or Above ERAM Decision Support Tools (EDST) 13 − 1 − 4 JO 7110.65Y 8/15/19 current, the aircraft entries and notification of probe 13 − 1 − 9. ACKNOWLEDGEMENT OF results for surrounding sectors and facilities, as well as the AUTOMATED NOTIFICATION subject sector, may be misleading.

a. The EDST Inappropriate Altitude for Direction 2. Data used to model an individual aircraft’s trajectory of Flight (IAFDOF) feature must be used in the includes route of flight, assigned and interim altitudes, automatic mode (i.e., IAFDOF Manual must remain application/removal of an adapted restriction for that deselected) unless otherwise authorized in a facility flight, and aircraft type.

directive.

b. An exception to the requirement to enter or b. Completion of any required coordination for update interim altitudes may be authorized for certain IAFDOF must be acknowledged on the ACL by ARTCC sectors if explicitly defined in an appropriate removing the IAFDOF coding.

facility directive.

c. Completion of appropriate coordination for an NOTE − Unsuccessful Transmission Message (UTM) must be Conflict probe accuracy in assigning alert notification is acknowledged on the ACL by removing the UTM dependent upon entry/update of a flight’s interim altitude.

coding.

13 − 1 − 11. DELAY REPORTING d. Issuance of the Expect Departure Clearance Time (EDCT) to the pilot or other control facility a. Adhere to all applicable delay reporting must be acknowledged on the DL by removing the directives.

EDCT coding.

b. Delay information shall be recorded. Delay e. IAFDOF, UTM, or EDCT coding must be information may be automatically recorded via use of acknowledged only after the appropriate action has the EDST Hold Annotations Menu, ERAM Hold been completed.

Data Menu, ERAM Hold View, or manually on flight f. The first sector which displays Embedded Route progress strips or facility-approved worksheets, in Text (ERT) coding must issue and send/acknowledge accordance with the facility-defined standard.

the route prior to initiating a hand-off unless verbally c. When using the Hold Annotation Menu to coordinated or as specified in appropriate facility automatically record delay information, the hold directives. Do not send/acknowledge ERT coding annotations shall be deleted when the aircraft is unless the sector has track control for the flight or it cleared from holding.

has been otherwise coordinated.

NOTE − g. Route Action Notifications (RAN) such as ATC When using EDST hold annotations, delay information preferred routes or route processing errors must be cannot be accurately recorded unless the annotations are amended at the first control position that displays the deleted when the aircraft is cleared from holding. When RAN unless verbally coordinated or as specified in using the ERAM Hold Data Menu or Hold View, delays are appropriate facility directives. Do not remove RAN automatically recorded when the aircraft is cleared out of hold.

coding unless the sector has track control or it has been otherwise coordinated.

13 − 1 − 12. OVERDUE AIRCRAFT 13 − 1 − 10. CURRENCY OF TRAJECTORY Upon receipt of the overdue aircraft notification take INFORMATION appropriate actions set forth in Chapter 10, Section 3, a. The sector team shall perform automation Overdue aircraft.

entries in a timely manner.

NOTE − NOTE − ESDT overdue aircraft notification is based on radar track 1. Conflict probe accuracy requires timely updates of data data. Updating an aircraft’s route of fight will remove the used to model each flight’s trajectory. If this data is not overdue aircraft notification.

ERAM Decision Support Tools (EDST) 13 − 1 − 5 JO 7110.65Y 8/15/19 13 − 1 − 13. USE OF GRAPHICS PLAN 13 − 1 − 16. SURVEILLANCE AND FLIGHT DISPLAY (GPD) DATA OUTAGES In the event of a surveillance or flight data outage, a. Graphic depictions of flight trajectories may be electronic flight data may be used to support used only to aid in situational awareness and strategic situational awareness while the facility transitions to planning.

alternate automation capabilities or non radar b. Do not use trajectory − based positions as a procedures.

substitute for radar track position.

13 − 1 − 17. AIRSPACE CONFIGURATION c. Do not use trajectory − based altitude in lieu of ELEMENTS Mode C for altitude confirmation.

a. Airspace Configuration Elements are: d. Do not use the GPD for radar identification, 1. Special Activity Airspace (SAA).

position information, transfer of radar identification, radar separation, correlation, or pointouts.

2. Airport Stream Filters (ASF).

3. Adapted restrictions.

13 − 1 − 14. FORECAST WINDS b. Where assigned as a sector responsibility by facility directive, the sector team shall update In the event that current forecast wind data are not Airspace Configuration Elements to reflect current available, continue use of conflict probe and trial status.

planning with appropriate recognition that alert and NOTE − trajectory data may be affected.

Unless otherwise covered in an LOA or facility directive, activating or scheduling the SAA in the Airspace Status View does NOT constitute coordination for activation of 13 − 1 − 15. INTERFACILITY CONNECTIVITY airspace.

In the event of a loss of connectivity to an adjacent c. For Airspace Configuration Elements desig- ERAM facility, continue use of EDST with nated as a sector responsibility, notify the operational appropriate recognition that alert data may be supervisor when the status of an Airspace Configura- affected. tion Element has been modified.

ERAM Decision Support Tools (EDST) 13 − 1 − 6 JO 7110.65Y 8/15/19

Section 2. ATOP − Oceanic

The following procedures are applicable to the (b) Unless otherwise prescribed in sub- operation of the ATOP Oceanic Air Traffic Control para a3, controllers must utilize the results from (ATC) System. conflict probe to initiate and maintain the prescribed separation minima.

13 − 2 − 1. DESCRIPTION 2. Conflict Resolution.

a. The ATOP ATC System is utilized in designated (a) When a controller is alerted to a conflict, en route/oceanic airspace. ATOP includes both which will occur in his/her sector, take the appropriate action to resolve the conflict.

surveillance and flight data processing, which provides the controllers with automated decision (b) The controller responsible for resolving a support tools to establish, monitor and maintain conflict must evaluate the alert and take appropriate separation between aircraft, and aircraft to airspace action as early as practical, in accordance with duty and terrain.

priorities, alert priority, and operational considerations.

b. ATOP capabilities include: (c) Unless otherwise specified in facility 1. MEARTS based radar surveillance directives, the controller must take immediate action processing.

to resolve any “red” conflicts.

2. Conflict Prediction and Reporting.

3. Overriding Conflict Probe.

3. Automatic Dependent Surveillance − (a) Controllers must not override conflict Broadcast (ADS − B).

probe except for the following situations: 4. Automatic Dependent Surveillance − (1) The application of a separation standard Contract (ADS − C).

not recognized by conflict probe listed in sub- 5. Controller Pilot Data Link Communications para a8(a), or as identified by facility directive.

(CPDLC).

(2) When action has been taken to resolve 6. ATS Interfacility Data Communications the identified conflict and separation has been (AIDC).

ensured, or 7. Additional Decision Support Tools used (3) Control responsibility has been dele- primarily for situational awareness.

gated to another sector or facility, or 8. Electronic Flight Data including Electronic (4) Other situations as specified in facility Flight Strips.

directives.

(b) Controllers must continue to ensure that 13 − 2 − 2. CONFLICT DETECTION AND separation is maintained until the overridden conflict RESOLUTION is resolved.

The controller must use the most accurate informa- 4. Use of Probe when Issuing Clearances. Uti- tion available to initiate, monitor, and maintain lize conflict probe results when issuing a clearance to separation.

ensure that any potential conflict has been given thorough consideration.

a. Apply the following procedures in airspace where conflict probe is being utilized as a decision 5. Use of Probe when Accepting Manual support tool: Transfers. Prior to manually accepting an aircraft transfer from an external facility ensure that the 1. Conflict Probe Results.

coordinated flight profile is accurately entered, (a) Controllers must assume that the conflict conflict probe initiated and, if necessary, action is probe separation calculations are accurate. taken to resolve any potential conflicts.

ATOP − Oceanic 13 − 2 − 1 JO 7110.65Y 8/15/19 6. Trial Probe. The controller can utilize trial b. Additional Decision Support Tools: These probe to assess whether there are any potential support tools include: range/bearing, time of passing, conflicts with a proposed clearance or when intercept angle, the aircraft situation display (ASD) performing manual coordination. and electronic flight data.

NOTE − 1. The results provided by these additional Once initiated, trial probe does not take into account any decision support/controller tools can be used by the changes made to the proposed profile or to any other flight controller for maintaining situational awareness and profile in the system. It is an assessment by conflict probe monitoring flight profile information, and for of the current situation at the time the controller enters the establishing and maintaining separation standards trial probe. A trial probe does not alleviate the controller not supported by probe, or when probe is unavailable.

from performing a conflict probe when issuing a clearance or accepting a transfer.

2. Under no circumstances must the controller utilize any of the additional decision support tools to 7. System Unable to Perform Conflict Probe for override probe results when the applicable separation a Specific Aircraft.

standard is supported by probe and none of the other (a) If a flight’s profile becomes corrupted, conditions for overriding probe apply.

conflict probe may not be able to correctly monitor separation for that flight. Take the necessary steps to 13 − 2 − 3. INFORMATION MANAGEMENT correct an aircraft’s flight plan when conflict probe could not be performed.

a. Currency of Information: The sector team is responsible for ensuring that manually entered data is (b) In addition, after verifying flight plan data accurate and timely. Ensure that nonconformant accuracy, utilize other decision support tools to messages are handled in a timely manner and that the establish and maintain the appropriate separation flight’s profile is updated as necessary.

minima until such time that conflict probe can be NOTE − utilized.

Conflict probe accuracy requires timely updates of data 8. Conflict Probe Limitations. used to model each flight’s trajectory. If this data is not current, the aircraft flight profile and probe results may be (a) Conflict Probe does not support the misleading.

following separation minima: b. Data Block Management.

(1) Subpara 8 − 4 − 2a2 − Nonintersecting 1. Ensure that the data block reflects the most paths.

current flight information and controller applied indicators as specified in facility directives.

(2) Subpara 8 − 4 − 2d − Intersecting flight paths with variable width protected airspace.

2. Ensure that appropriate and timely action is taken when a special condition code is indicated in the (3) Subpara 8 − 4 − 3a − Reduction of Route data block.

Protected Airspace, below FL 240.

c. Electronic Flight Strip Management.

(4) Subpara 8 − 4 − 3b − Reduction of Route Protected Airspace, at and above FL 240.

1. Electronic flight strips must be maintained in accordance with facility directives and the following: (5) Subpara 8 − 4 − 4a1 − Same NAVAID: VOR/VORTAC/TACAN. (a) Annotations. Ensure that annotations are kept up to date.

(6) Subpara 8 − 4 − 4a2 − Same NAVAID: (b) Reduced Separation Flags. Ensure the NDB.

flags listed below are selected appropriately for each (7) Subpara 8 − 4 − 4c − Dead Reckoning.

flight: (8) Para 8 − 5 − 4 − Same Direction.

(1) M − Mach Number Technique (MNT).

(9) Para 8 − 8 − 5 − VFR Climb and Descent. (2) R − Reduced MNT.

ATOP − Oceanic 13 − 2 − 2 JO 7110.65Y 8/15/19 NOTE − (3) D − Distance − based longitudinal.

The use of the CPDLC message set ensures the proper (4) W − Reduced Vertical Separation Mini- “closure” of CPDLC exchanges.

mum (RVSM).

b. Transfer of Communications to the Next (c) Degraded RNP. Select when an aircraft Facility.

has notified ATC of a reduction in navigation capability that affects the applicable separation 1. When the receiving facility is capable of minima.

CPDLC communications, the data link transfer is automatic and is accomplished within facility (d) Restrictions. Ensure restrictions accu- adapted parameters.

rately reflect the cleared profile.

d. Queue Management.

2. When a receiving facility is not CPDLC capable, the transfer of communications must be 1. Manage all sector and coordination queues in made in accordance with local directives and Letters accordance with the appropriate message priority and of Agreement (LOAs).

the controller’s priority of duties.

c. Abnormal conditions.

2. In accordance with facility directives, ensure that the messages directed to the error queue are 1. If any portion of the automated transfer fails, processed in a timely manner.

the controller should attempt to initiate the transfer e. Window/List Management. manually. If unable to complete the data link transfer, the controller should advise the pilot to log on to the 1. Ensure that the situation display window title next facility and send an End Service (EOS) message.

bar is not obscured by other windows and/or lists.

2. If CPDLC fails, voice communications must NOTE − The title bar changes color to denote when priority be utilized until CPDLC connections can be information on the ASD is being obscured or is out of view.

reestablished.

2. In accordance with facility directives, ensure 3. If the CPDLC connection is lost on a specific that designated windows and/or lists are displayed at aircraft, the controller should send a connection all times.

request message (CR1) or advise the pilot via backup communications to log on again.

13 − 2 − 4. CONTROLLER PILOT DATA LINK 4. If CPDLC service is to be canceled, the COMMUNICATIONS (CPDLC) controller must advise the pilot as early as possible to a. Means of communication.

facilitate a smooth transition to voice communica- tions. Workload permitting, the controller should also 1. When CPDLC is available and CPDLC advise the pilot of the reason for the termination of connected aircraft are operating outside of VHF data link.

coverage, CPDLC must be used as the primary means of communication.

5. When there is uncertainty that a clearance 2. Voice communications may be utilized for was delivered to an aircraft via CPDLC, the controller CPDLC aircraft when it will provide an operational must continue to protect the airspace associated with advantage and/or when workload or equipment the clearance until an appropriate operational capabilities demand. response is received from the flight crew. If an expected operational response to a clearance is not 3. When CPDLC is being utilized, a voice received, the controller will initiate appropriate backup must exist (e.g., HF, SATCOM, Third party).

action to ensure that the clearance was received by the 4. When a pilot communicates via CPDLC, the flight crew. On initial voice contact with aircraft response should be via CPDLC.

preface the message with the following: 5. To the extent possible, the CPDLC message PHRASEOLOGY − set should be used in lieu of free text messages.

(Call Sign) CPDLC Failure, (message).

ATOP − Oceanic 13 − 2 − 3 JO 7110.65Y 8/15/19 13 − 2 − 5. COORDINATION b. When otherwise specified in facility directives or LOA.

In addition to the requirements set forth in Chapter 8, Offshore/Oceanic Procedures, Section 2, Coordina- 13 − 2 − 6. TEAM RESPONSIBILITIES − tion, automated coordination must constitute MULTIPLE PERSON OPERATION complete coordination between ATOP sectors, both a. When operating in a multiple controller internally and between sectors across adjacent ATOP operation at a workstation, ensure all ATC tasks are facilities, except: completed according to their priority of duties.

a. When the aircraft is in conflict with another in b. Multiple controller operation must be accom- the receiving sector, or plished according to facility directives.

ATOP − Oceanic 13 − 2 − 4

JO 7110.65Y 8/15/19

Appendix A. Standard Operating Practice (SOP) for

the Transfer of Position Responsibility

1. PURPOSE d. In the final part of the relief process, the specialist being relieved monitors and reviews the This appendix prescribes the method and step − by − position to ensure that nothing has been overlooked step process for conducting a position relief briefing or incorrectly displayed and that the transfer of and transferring position responsibility from one position responsibility occurred with a complete specialist to another.

briefing.

2. DISCUSSION 3. TERMS a. In all operational facilities, the increase in The following terms are important for a complete traffic density and the need for the expeditious understanding of this SOP: movement of traffic without compromising safety have emphasized the importance of the position relief a. Status Information Area (SIA). Manual or process.

automatic displays of the current status of position related equipment and operational conditions or b. The contents, methods, and practices used for procedures.

position relief and briefings vary among personnel, and pertinent information is often forgotten or b. Written Notes. Manually recorded items of incompletely covered. Major problems occur information kept at designated locations on the whenever there is a heavy reliance upon memory, position of operation. They may be an element of the unsupported by routines or systematic reminders.

Status Information Area/s.

This SOP addresses the complete task of transferring c. Checklist. An ordered listing of items to be position responsibility and the associated relief covered during a position relief.

briefing.

4. PRECAUTIONS c. Position relief unavoidably provides workload for specialists at the time of relief. The intent of this a. Specialists involved in the position relief SOP is to make the transfer of position responsibility process should not rush or be influenced to rush.

take place smoothly and to ensure a complete transfer b. During position operation, each item of status of information with a minimum amount of workload.

information which is or may be an operational factor The method takes advantage of a self − briefing for the relieving specialist should be recorded as soon concept in which the relieving specialist obtains as it is operationally feasible so that it will not be needed status information by reading from the Status forgotten or incorrectly recorded.

Information Area/s to begin the relief process. Up to the moment information related to the control of c. Extra care should be taken when more than one aircraft or vehicular movements requires verbal specialist relieves or is being relieved from a position exchanges between specialists during the relief at the same time; e.g., combining or decombining process. The method also specifies the moment when positions. Such simultaneous reliefs should be the transfer of position responsibility occurs. approached with caution.

Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix A − 1 JO 7110.65Y 8/15/19 5. RESPONSIBILITIES c. The relieving specialist and the specialist being relieved must share equal responsibility for the a. The specialist being relieved must be completeness and accuracy of the position relief responsible for ensuring that any pertinent status briefing.

information of which he/she is aware is relayed to the relieving specialist and is either: d. The specialists engaged in a position relief must conduct the relief process at the position being 1. Accurately displayed in the Status relieved unless other procedures have been Information Area/s for which he/she has established and authorized by the facility air traffic responsibility, or manager.

2. Relayed to the position having responsibility NOTE − for accurately displaying the status information.

The “sharing” of this responsibility means that the b. The relieving specialist must be responsible for specialist being relieved is obligated to provide a complete, ensuring that, prior to accepting responsibility for the accurate briefing and the relieving specialist is obligated position, any unresolved questions pertaining to the to ensure that a briefing takes place and is to his/her total operation of the position are resolved. satisfaction.

6. STEP − BY − STEP PROCESS a. PREVIEW THE POSITION Relieving Specialist Specialist Being Relieved 1. Follow checklist and review the Status Information Area(s).

NOTE − This sub-step may be replaced by an authorized pre − position briefing provided an equivalent review of checklist items is accomplished.

2. Observe position equipment, operational situation, and the work environment.

3. Listen to voice communications and observe other operational actions.

4. Observe current and pending aircraft and vehicular traffic and correlate with flight and other movement information.

5. Indicate to the specialist being relieved that the position has been previewed and that the verbal briefing may begin.

NOTE − Substeps 6a2, 3, and 4 may be conducted concurrently or in any order.

Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix A − 2 JO 7110.65Y 8/15/19 b. VERBAL BRIEFING Relieving Specialist Specialist Being Relieved 1. Brief the relieving specialist on the abnormal status of items not listed on the Status Information Area(s) as well as on any items of special interest calling for verbal explanation or additional discussion.

2. Brief on reported weather and other weather related information.

3. Brief on traffic if applicable.

4. Brief communication status of all known aircraft ex- cept for ERAM facilities using Voice Communication Indicator (VCI).

5. Ask questions necessary to ensure a complete understanding of the operational situation.

6. Completely answer any questions asked.

c. ASSUMPTION OF POSITION RESPONSIBILITY Relieving Specialist Specialist Being Relieved 1. Make a statement or otherwise indicate to the specialist being relieved that position responsibility has been assumed.

2. Release the position to the relieving specialist and mentally note the time.

d. REVIEW THE POSITION Relieving Specialist Specialist Being Relieved 1. Check, verify, and update the information obtained in steps 6a and b.

2. Check position equipment in accordance with existing directives.

3. Review checklist, Status Information Area/s, written notes, and other prescribed sources of information and advise the relieving specialist of known omissions, updates, or inaccuracies.

4. Observe overall position operation to determine if assistance is needed.

5. If assistance is needed, provide or summon it as appropriate.

6. Advise the appropriate position regarding known Status Information Area(s) omissions, updates, or inaccuracies.

7. Sign-on the relieving specialist with the time as noted in step 6c2.

8. Sign off the position in accordance with existing directives or otherwise indicate that the relief process is complete.

Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix A − 3

8/15/19 JO 7110.65Y

Appendix B. Standard Operating Practice (SOP) for

Aircraft Deviating for Weather Near Active Special

Activity Airspace (SAA)

b. Special Activity Airspace (SAA). Airspace of The procedures listed below must be applied and defined dimensions as an Alert Area, Controlled contained in a facility SOP when aircraft deviate Firing Area, Military Operations Area (MOA), into and/or near an active or scheduled SAA: Prohibited Area, Restricted Area or Warning Area.

1. PURPOSE c. Deviations. A departure from a current This appendix prescribes the method and step − by − clearance, such as an off course maneuvers to avoid step process for handling aircraft deviations for weather or turbulence.

weather near active Special Activity Airspace (SAA).

d. Using Agency. The using agency is the military The procedures are intended to work in parallel to the unit or other organization whose activity established preventive procedures outlined in FAA Order the requirement for the SAA. The using agency is JO 7210.3, Facility Operation and Administration, responsible for ensuring that: Para 18 − 2 − 4a9, which must be applied when weather 1. The airspace is used only for its designated is scheduled to impact an active or scheduled SAA.

purpose.

2. DISCUSSION 2. Proper scheduling procedures are established and utilized.

a. In all operational facilities, the increase in traffic density and the need for the expeditious 3. The controlling agency is kept informed of movement of traffic without compromising safety changes in scheduled activity, to include the have emphasized the importance of handling aircraft completion of activities for the day.

deviations for weather in the vicinity of active SAA.

4. A point of contact is made available to enable the controlling agency to verify schedules, and b. The methods, and practices used for handling coordinate access for emergencies, weather aircraft requesting or initiating deviations off of their diversions, etc.

filed route due to weather require time critical responses to the request or in response to observed 5. An ATC facility may be designated as the course deviations. Major issues can occur whenever using agency for joint − use areas when that facility there is a heavy reliance upon reactive control actions has been granted priority for use of the airspace in a when not performed according to this handbook and joint − use letter of procedure or letter of agreement.

the procedures outlined in FAA Order JO 7210.3.

4. PRECAUTIONS c. Course deviations in areas near active SAA’s a. Unless clearance of nonparticipating aircraft increase the workload for specialists at the time of in/through/adjacent to an active SAA is provided for their request or observation. The intent of this SOP is in a Letter of Agreement or Letter of Procedure, any to make the handling of the requested deviation or to clearance issued to a nonparticipating aircraft must correct the observed course deviation take place ensure separation from that SAA by the appropriate smoothly and to ensure a safe operation with a minima specified in paragraph 9 − 3 − 2.

minimum amount of workload.

b. The specialist receiving a request for a route 3. TERMS deviation in the vicinity of an active SAA cannot issue a clearance into the active SAA airspace, unless The following terms are important for a complete the provisions of Paragraph 9 − 3 − 4 of this handbook understanding of this SOP: are applied. The FAA has no jurisdictional authority a. Status Information Area (SIA). Manual or over the use of non − joint use automatic displays of the current status of position prohibited/restricted/warning area airspace; related equipment and operational conditions or therefore, clearance cannot be issued for flight procedures. therein without appropriate approval.

Standard Operating Practice (SOP) for Aircraft Deviating for Weather Near Active Special Appendix B − 1 Activity Airspace (SAA) JO 7110.65Y 8/15/19 c. If the specialist is able to coordinate approval for 3. If the handoff or point out is unsuccessful, the entry into the SAA from the using agency, a clearance controller must: to the aircraft complying with the provisions (a) If able, advise the Using Agency of the pi- coordinated with the using agency can be issued; the lot’s actions.

specialist must notify the OS/CIC of this situation and (b) Provide safety alerts and traffic advi- of subsequent requests or deviations from other sories, as appropriate.

aircraft in the same area.

(c) Assist the aircraft in exiting the SAA as d. Use of Code 7700 for aircraft deviations into quickly as the weather allows.

active SAA is not encouraged, particularly in (d) Continue to coordinate with the Using situations involving multiple aircraft. Positive Agency until the situation is resolved.

identification of aircraft may be lost if an aircraft 4. If no approval to enter the SAA is given by the deviates from flight plan track, particularly in the using agency: event of a momentary loss of radar or other (a) The specialist must advise the aircraft re- interruption in tracking.

questing the course deviation, or deviating toward the 5. RESPONSIBILITY: SAA, the status of the SAA, and that no clearance can be issued permitting entry into the airspace or; If a deviation occurs that causes an aircraft to enter (b) If an alternative course, which remains SAA the air traffic team must follow the procedures clear of the active SAA, is available, offer it to the pi- outlined below: lot of the aircraft in question.

a. Attempt the following: 5. If the pilot of the nonparticipating aircraft exercises their discretion to deviate from that 1. Handoff the aircraft to the Using Agency and clearance which ensures separation from an active transfer communications; or SAA, and the track of the aircraft will not maintain the required minima from an active SAA, controllers 2. Point Out the aircraft to the Using Agency.

must ascertain if the pilot is exercising emergency The controller must: authority: (a) Continue to provide safety alerts and traffic (a) If so, provide assistance and obtain infor- advisories, as appropriate, to the affected aircraft.

mation as provided in Chapter 10, Emergencies.

(b) Continue to coordinate with the Using (b) If not, provide appropriate pilot deviation Agency until the situation is resolved.

notification as specified in Paragraph 2 − 1 − 26, Pilot (c) Assist the aircraft in exiting the SAA. Deviation Notification.

Standard Operating Practice (SOP) for Aircraft Deviating for Weather Near Active Special Appendix B − 2 Activity Airspace (SAA)

Pilot/Controller Glossary 8/15/19

PILOT/CONTROLLER

GLOSSARY

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

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

c. This Glossary will be revised, as necessary, to maintain a common understanding of the system.

EXPLANATION OF CHANGES d. Terms Added: AIRCRAFT WAKE TURBULENCE CATEGORIES COMPUTER NAVIGATION FIX (CNF) NAVSPEC (See NAVIGATION SPECIFICATION [ICAO]) PROPELLER (PROP) WASH (PROP BLAST) ROTOR WASH SATELLITE − BASED AUGMENTATION SYSTEM (SBAS) e. Terms Deleted: AUTOMATED WEATHER SENSOR SYSTEM (AWSS) f. Terms Modified: AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) AUTOMATED WEATHER SYSTEM JET BLAST LOCAL AIRPORT ADVISORY (LAA) ONE − MINUTE WEATHER RADAR APPROACH CONTROL FACILITY REQUIRED NAVIGATION PERFORMANCE (RNP) TRACEABLE PRESSURE STANDARD WAKE TURBULENCE g. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes.

PCG − 1 Pilot/Controller Glossary 8/15/19

A

AAI − ACLT − (See ARRIVAL AIRCRAFT INTERVAL.) (See ACTUAL CALCULATED LANDING TIME.)

AAR − ACROBATIC FLIGHT − An intentional maneuver involving an abrupt change in an aircraft’s attitude, an (See AIRPORT ARRIVAL RATE.)

abnormal attitude, or abnormal acceleration not ABBREVIATED IFR FLIGHT PLANS − An necessary for normal flight.

authorization by ATC requiring pilots to submit only (See ICAO term ACROBATIC FLIGHT.)

that information needed for the purpose of ATC. It (Refer to 14 CFR Part 91.)

includes only a small portion of the usual IFR flight ACROBATIC FLIGHT [ICAO] − Maneuvers inten- plan information. In certain instances, this may be tionally performed by an aircraft involving an abrupt only aircraft identification, location, and pilot change in its attitude, an abnormal attitude, or an request. Other information may be requested if abnormal variation in speed.

needed by ATC for separation/control purposes. It is frequently used by aircraft which are airborne and ACTIVE RUNWAY − desire an instrument approach or by aircraft which are (See RUNWAY IN USE/ACTIVE RUNWAY/DUTY on the ground and desire a climb to VFR-on-top.

RUNWAY.)

(See VFR-ON-TOP.)

ACTUAL CALCULATED LANDING TIME − (Refer to AIM.)

ACLT is a flight’s frozen calculated landing time. An ABEAM − An aircraft is “abeam” a fix, point, or actual time determined at freeze calculated landing object when that fix, point, or object is approximately time (FCLT) or meter list display interval (MLDI) for 90 degrees to the right or left of the aircraft track.

the adapted vertex for each arrival aircraft based upon Abeam indicates a general position rather than a runway configuration, airport acceptance rate, airport precise point.

arrival delay period, and other metered arrival aircraft. This time is either the vertex time of arrival ABORT − To terminate a preplanned aircraft (VTA) of the aircraft or the tentative calculated maneuver; e.g., an aborted takeoff.

landing time (TCLT)/ACLT of the previous aircraft ACC [ICAO] − plus the arrival aircraft interval (AAI), whichever is (See ICAO term AREA CONTROL CENTER.)

later. This time will not be updated in response to the aircraft’s progress.

ACCELERATE-STOP DISTANCE AVAILABLE − The runway plus stopway length declared available ACTUAL NAVIGATION PERFORMANCE and suitable for the acceleration and deceleration of (ANP) − an airplane aborting a takeoff.

(See REQUIRED NAVIGATION PERFORMANCE.)

ACCELERATE-STOP DISTANCE AVAILABLE [ICAO] − The length of the take-off run available plus ADDITIONAL SERVICES − Advisory information the length of the stopway if provided. provided by ATC which includes but is not limited to the following: ACDO − a. Traffic advisories.

(See AIR CARRIER DISTRICT OFFICE.)

b. Vectors, when requested by the pilot, to assist ACKNOWLEDGE − Let me know that you have aircraft receiving traffic advisories to avoid observed received and understood this message.

traffic.

ACL − c. Altitude deviation information of 300 feet or (See AIRCRAFT LIST.)

more from an assigned altitude as observed on a verified (reading correctly) automatic altitude ACLS − readout (Mode C).

(See AUTOMATIC CARRIER LANDING d. Advisories that traffic is no longer a factor.

SYSTEM.)

PCG A − 1 Pilot/Controller Glossary 8/15/19 e. Weather and chaff information. ADVISORY FREQUENCY − The appropriate fre- quency to be used for Airport Advisory Service.

f. Weather assistance.

(See LOCAL AIRPORT ADVISORY.)

g. Bird activity information.

(See UNICOM.)

h. Holding pattern surveillance. Additional ser- (Refer to ADVISORY CIRCULAR NO. 90-42.)

vices are provided to the extent possible contingent (Refer to AIM.)

only upon the controller’s capability to fit them into ADVISORY SERVICE − Advice and information the performance of higher priority duties and on the provided by a facility to assist pilots in the safe basis of limitations of the radar, volume of traffic, conduct of flight and aircraft movement.

frequency congestion, and controller workload. The (See ADDITIONAL SERVICES.)

controller has complete discretion for determining if (See LOCAL AIRPORT ADVISORY.)

he/she is able to provide or continue to provide a (See RADAR ADVISORY.)

service in a particular case. The controller’s reason (See SAFETY ALERT.)

not to provide or continue to provide a service in a (See TRAFFIC ADVISORIES.)

particular case is not subject to question by the pilot (Refer to AIM.)

and need not be made known to him/her.

(See TRAFFIC ADVISORIES.)

AERIAL REFUELING − A procedure used by the (Refer to AIM.) military to transfer fuel from one aircraft to another during flight.

ADF − (Refer to VFR/IFR Wall Planning Charts.)

(See AUTOMATIC DIRECTION FINDER.)

AERODROME − A defined area on land or water ADIZ − (including any buildings, installations and equip- (See AIR DEFENSE IDENTIFICATION ZONE.)

ment) intended to be used either wholly or in part for the arrival, departure, and movement of aircraft.

ADLY − AERODROME BEACON [ICAO] − Aeronautical (See ARRIVAL DELAY.)

beacon used to indicate the location of an aerodrome ADMINISTRATOR − The Federal Aviation Admin- from the air.

istrator or any person to whom he/she has delegated AERODROME CONTROL SERVICE [ICAO] − Air his/her authority in the matter concerned.

traffic control service for aerodrome traffic.

ADR − AERODROME CONTROL TOWER [ICAO] − A (See AIRPORT DEPARTURE RATE.)

unit established to provide air traffic control service to aerodrome traffic.

ADS [ICAO] − (See ICAO term AUTOMATIC DEPENDENT AERODROME ELEVATION [ICAO] − The eleva- SURVEILLANCE.)

tion of the highest point of the landing area.

ADS − B − AERODROME TRAFFIC CIRCUIT [ICAO] − The specified path to be flown by aircraft operating in the (See AUTOMATIC DEPENDENT SURVEILLANCE − BROADCAST.) vicinity of an aerodrome.

AERONAUTICAL BEACON − A visual NAVAID ADS − C − displaying flashes of white and/or colored light to (See AUTOMATIC DEPENDENT indicate the location of an airport, a heliport, a SURVEILLANCE − CONTRACT.)

landmark, a certain point of a Federal airway in ADVISE INTENTIONS − Tell me what you plan to mountainous terrain, or an obstruction.

do.

(See AIRPORT ROTATING BEACON.)

(Refer to AIM.)

ADVISORY − Advice and information provided to assist pilots in the safe conduct of flight and aircraft AERONAUTICAL CHART − A map used in air movement.

navigation containing all or part of the following: topographic features, hazards and obstructions, (See ADVISORY SERVICE.)

PCG A − 2 Pilot/Controller Glossary 8/15/19 navigation aids, navigation routes, designated f. Instrument Departure Procedure (DP) Charts − airspace, and airports. Commonly used aeronautical Designed to expedite clearance delivery and to charts are: facilitate transition between takeoff and en route operations. Each DP is presented as a separate chart a. Sectional Aeronautical Charts (1:500,000) − and may serve a single airport or more than one Designed for visual navigation of slow or medium airport in a given geographical location.

speed aircraft. Topographic information on these g. Standard Terminal Arrival (STAR) Charts − charts features the portrayal of relief and a judicious Designed to expedite air traffic control arrival selection of visual check points for VFR flight.

procedures and to facilitate transition between en Aeronautical information includes visual and radio route and instrument approach operations. Each aids to navigation, airports, controlled airspace, STAR procedure is presented as a separate chart and permanent special use airspace (SUA), obstructions, may serve a single airport or more than one airport in and related data.