[PDF] Change 1, FAA Order JO 7110.65T, Air Traffic Control

JO 7110.65T 2/11/10 Paragraph Page 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 8-7-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-7-5. PROCEDURES FOR WEATHER DEVIATIONS IN NORTH ATLANTIC (NAT) AIRSPACE 8-7-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 8-8-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-8-5. VFR CLIMB AND DESCENT 8-8-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 8-9-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-9-5. COMPOSITE SEPARATION MINIMA 8-9-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-9-6. COMPOSITE SEPARATION ALTITUDE ASSIGNMENT 8-9-2 . . . . . . . . . . . . . . . . . . . . .

8-9-7. COMPOSITE SEPARATION APPLICATION 8-9-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xv Table of Contents 2/11/10 JO 7110.65T 8/26/10 3/15/07 7110.65R CHG 2 JO 7110.65T CHG 1 Paragraph Page 8-9-8. PROCEDURES FOR WEATHER DEVIATIONS AND OTHER CONTINGENCIES IN OCEANIC CONTROLLED AIRSPACE 8-9-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 10. North American ICAO Region- Arctic CTA 8-10-1. APPLICATION 8-10-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-10-2. VERTICAL SEPARATION 8-10-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-10-3. LONGITUDINAL SEPARATION 8-10-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-10-4. LATERAL SEPARATION 8-10-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 9. Special Flights

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. WASHINGTON, DC, SPECIAL FLIGHT RULES AREA (DC SFRA)/ ATC SECURITY SERVICES 9-2-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-11. SECURITY NOTICE (SECNOT) 9-2-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-12. LAW ENFORCEMENT OPERATIONS BY CIVIL AND MILITARY ORGANIZATIONS 9-2-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-13. MILITARY AERIAL REFUELING 9-2-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-14. MILITARY OPERATIONS ABOVE FL600 9-2-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-15. MILITARY SPECIAL USE FREQUENCIES 9-2-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-16. AVOIDANCE OF AREAS OF NUCLEAR RADIATION 9-2-8 . . . . . . . . . . . . . . . . . . . . .

9-2-17. SAMP 9-2-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-18. AWACS/NORAD SPECIAL FLIGHTS 9-2-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-19. WEATHER RECONNAISSANCE FLIGHTS 9-2-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-20. EVASIVE ACTION MANEUVER 9-2-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-2-21. NONSTANDARD FORMATION/CELL OPERATIONS 9-2-10 . . . . . . . . . . . . . . . . . . . . . .

9-2-22. OPEN SKIES TREATY AIRCRAFT 9-2-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Special Use and ATC Assigned Airspace 9-3-1. APPLICATION 9-3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9-3-2. SEPARATION MINIMA 9-3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

9-3-4. TRANSITING ACTIVE SUA/ATCAA 9-3-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

xvi Table of Contents

8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10

Chapter 1. General

Section 1. Introduction

TBL 1-1-1 1-1-1. PURPOSE OF THIS ORDER Publication Schedule This order prescribes air traffic control procedures Basic or Cutoff Date for Effective Date and phraseology for use by persons providing Change Submission of Publication airtraffic control services. Controllers are required to JO 7110.65T 8/27/09 2/11/10 be familiar with the provisions of this order that pertain to their operational responsibilities and to Change 1 2/11/10 8/26/10 exercise their best judgment if they encounter Change 2 7/29/10 3/10/11 situations that are not covered by it.

Change 3 3/10/11 8/25/11 JO 7110.65U 8/25/11 2/9/12 1-1-2. AUDIENCE 1-1-7. DELIVERY DATES This order applies to all ATO personnel and anyone using ATO directives.

a. If an FAA facility has not received the order/changes at least 30 days before the above effective dates, the facility shall notify its service area 1-1-3. WHERE TO FIND THIS ORDER office distribution officer.

b. If a military facility has not received the This order is available on the FAA Web site at order/changes at least 30 days before the above http://faa.gov/air_traffic/publications and http://em effective dates, the facility shall notify its appropriate ployees.faa.gov/tools_resources/orders_notices/.

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

TBL 1-1-2 Military Distribution Contacts 1-1-4. WHAT THIS ORDER CANCELS Military DSN Commercial FAA Order JO 7110.65S, Air Traffic Control, dated Headquarters February 14, 2008, and all changes to it are canceled.

U.S. Army 656-4868 (703) 806-4868 USAASA U.S. Air Force Contact Local *NIMA 1-1-5. EXPLANATION OF CHANGES Customer Account Representative The significant changes to this order are identified in U.S. Navy 664-7727 (703) 604-7727 the Explanation of Changes page(s). It is advisable to CNO (N885F) retain the page(s) throughout the duration of the basic *NIMA-National Imagery and Mapping Agency order.

1-1-8. RECOMMENDATIONS FOR 1-1-6. SUBMISSION CUTOFF AND PROCEDURAL CHANGES EFFECTIVE DATES a. Personnel should submit recommended changes in procedures to facility management.

This order and its changes are scheduled to be published to coincide with AIRAC dates. b. Recommendations from other sources should (SeeTBL 1-1-1.) be submitted through appropriate FAA, military, or Introduction 1-1-1 JO 7110.65T 2/11/10 NOTE- industry/user channels to Headquarters, FAA, Terminal: Headquarters USAF has delegated to Major Air VicePresident, System Operations Services, Command, Directors of Operations (MAJCOM/DOs) attention: System Operations Airspace and AIM.

authority to reduce same runway separation standards for military aircraft. These are specified and approved by 1-1-9. PROCEDURAL LETTERS OF affected ATC and user units. When applied, appropriate AGREEMENT advisories may be required; e.g., “(A/C call sign) continue straight ahead on right side; F-16 landing behind on left.” Procedures/minima which are applied jointly or “(A/C call sign) hold position on right side; F-5 behind on otherwise require the cooperation or concurrence of left.” more than one facility/organization must be docu REFERENCE- mented in a letter of agreement. Letters of agreement FAAO JO 7110.65, Para 3-1-3, Use of Active Runways.

only supplement this order. Any minima they specify must not be less than that specified herein unless 1-1-11. SAFETY MANAGEMENT SYSTEM appropriate military authority has authorized applica (SMS) tion of reduced separation between military aircraft.

Every employee is responsible to ensure the safety of REFERENCE- FAAO JO 7110.65, Para 2-1-1, ATC Service. equipment and procedures used in the provision of FAAO JO 7210.3, Para 4-3-1, Letters of Agreement.

services within the National Airspace System (NAS).

Risk assessment techniques and mitigations, as 1-1-10. CONSTRAINTS GOVERNING appropriate, are intended for implementation of any SUPPLEMENTS AND PROCEDURAL planned safety significant changes within the NAS, as DEVIATIONS directed by FAA Order 1100.161, Air Traffic Safety Oversight. Direction regarding the SMS and its a. Exceptional or unusual requirements may application can be found in the FAA Safety dictate procedural deviations or supplementary Management System Manual and FAA procedures to this order. Prior to implementing Order1100.161. The SMS will be implemented supplemental or any procedural deviation that alters through a period of transitional activities. (Additional the level, quality, or degree of service, obtain prior information pertaining to these requirements and approval from the Vice President, System Operations processes can be obtained by contacting the service Services.

area offices.)

b. If military operations or facilities are involved, prior approval by the following appropriate 1-1-12. REFERENCES TO FAA NON-AIR headquarters is required for subsequent interface with TRAFFIC ORGANIZATIONS FAA. (See TBL 1-1-3.)

When references are made to regional office TBL 1-1-3 organizations that are not part of the Air Traffic Military Operations Interface Offices Organization (i.e., Communications Center, Flight Standards, Airport offices, etc.), the facility should Branch Address contact the FAA region where the facility is U.S. Navy Department of the Navy physically located - not the region where the Chief of Naval Operations facility's service area office is located.

N-885F 2000 Navy Pentagon Washington, D.C. 20350-2000 1-1-13. DISTRIBUTION U.S. Air Force HQ AFFSA/A3A This order is distributed to selected offices in 7919 Mid-America Blvd Suite 300 Washington headquarters, regional offices, service Oklahoma City, OK 73135 area offices, the William J. Hughes Technical Center, and the Mike Monroney Aeronautical Center. Also, U.S. Army Director USAASA (MOAS-AS) copies are sent to all air traffic field facilities and 9325 Gunston Road, Suite N319 international aviation field offices; and to interested Ft. Belvoir, VA 22060-5582 aviation public.

Introduction 1-1-2 JO 7110.65T 2/11/10 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 11,495 “One one four niner five.” Character Word Pronunciation 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 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 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 UTC Time (12 hour) Statement 17 feet “Field elevation, one seven.” 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 shall be stated when other than As Zero As Group UTC is referenced. The term “ZULU” may be used to denote UTC.

“Field elevation one six zero.” “Western five thirty.” “Heading three zero zero.” “EMAIR One Ten.” EXAMPLE- “One zero thousand five “Ten thousand five hundred.” hundred.” UTC Time Time Statement (24 hour) (12 hour) f. Altimeter setting. The word “altimeter” fol 2230 1430 PST 2:30 p.m. “Two two three zero, lowed by the separate digits of the altimeter setting.

one four three zero Pacific or Local.” or EXAMPLE- “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 seconds or more are stated as succeeding quarter nearest 10-degree multiple, the word “at” and the minute. separate digits of the indicated velocity in knots.

EXAMPLE- EXAMPLE- “Wind zero three zero at two five.” “Wind two seven zero at one five gusts three five.” Time Statement 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 360degrees 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 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 i. Radar beacon codes. The separate digits of the 3. Issue MLS/TACAN frequencies by stating 4-digit code. the assigned two- or three-digit channel number.

EXAMPLE- EXAMPLE- “M-L-S channel Five Three Zero.” Code Statement “TACAN channel Niner Seven.” 1000 “One zero zero zero.” l. Speeds.

2100 “Two one zero zero.” 1. The separate digits of the speed followed by j. Runways. The word “runway,” followed by the “knots” except as required by para 5-7-2, Methods.

separate digits of the runway designation. For a parallel runway, state the word “left,” “right,” or EXAMPLE- “center” if the letter “L,” “R,” or “C” is included in the designation.

Speed Statement EXAMPLE- 250 “Two five zero knots.” 190 “One niner zero knots.” Designation Statement 3 “Runway Three.” 2. The separate digits of the Mach number 8L “Runway Eight Left.” preceded by “Mach.” 27R “Runway Two Seven Right.” EXAMPLE- k. Frequencies.

1. The separate digits of the frequency, inserting Mach Number Statement the word “point” where the decimal point occurs.

1.5 “Mach one point five.” 0.64 “Mach point six four.” (a) Omit digits after the second digit to the 0.7 “Mach point seven.” right of the decimal point.

(b) When the frequency is in the L/MF band, m. Miles. The separate digits of the mileage include the word “kiloHertz.” followed by the word “mile.” EXAMPLE- EXAMPLE- “Three zero mile arc east of Nottingham.” Frequency Statement “Traffic, one o'clock, two five miles, northbound, D-C 126.55 MHz “One two six point five five.” Eight, flight level two seven zero.” 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 para 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 7110.65T 2/11/10 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- FAAO JO 7110.65, Para 2-4-8, Radio Message Format.

“Columbus Tower.” FAAO JO 7110.65, Para 2-4-9, Abbreviated Transmissions.

“Barksdale Tower.” FAAO JO 7110.65, Para 2-4-15, Emphasis for Clarity.

FAAO 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 shall 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- FAAO JO 7210.3, Para 2-1-13, 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 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 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.” EXAMPLE- “United Five Seven Zero.” “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, “Lifeguard,” if used by the pilot, followed by the call Military District of Washington priority aircraft, and 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.

“Lifeguard Delta Fifty-One.” EXAMPLE- 5. Civilian air ambulance. State the word “Paul Two Zero.” “LIFEGUARD” followed by the numbers/letters of “Pat One Five Seven.” the registration number.

“Gaydog Four.” NOTE- EXAMPLE- When the “Z” suffix described in para 2-3-7, USAF/USN “Lifeguard 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 FAAO JO 7210.3, Facility aircraft, state the name of the military service, Operation and Administration, para2-1-13, Aircraft followed by the word “One.” Identification Problems, will apply.

Radio and Interphone Communications 2-4-9 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 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.” (c) When a member of the President's family (b) Flight Inspection of navigational aids.

is aboard any aircraft, if the U.S. Secret Service or the State the call sign “FLIGHT CHECK” followed by White House Staff determines it is necessary, state the the digits of the registration number.

words “Executive One Foxtrot.” EXAMPLE- REFERENCE- “Flight Check Three Niner Six Five Four.” FAAO 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 military aircraft, state the name of the military EXAMPLE- service, followed by the word “Two.” “SAMP Three One Six.” REFERENCE- EXAMPLE- FAAO JO 7110.65, Para 9-2-17, SAMP.

“Air Force Two.” “Army Two.” 11. Use a pilot's name in identification of an “Marine Two.” aircraft only in special or emergency situations.

(b) When the Vice President is aboard a civil b. Foreign registry. State one of the following: aircraft, state the words “Executive Two.” 1. Civil. State the aircraft type or the manufac (c) When a member of the Vice President's turer's name followed by the letters/numbers of the family is aboard any aircraft, if the U.S. Secret aircraft registration, or state the letters or digits of the Service or the White House Staff determines it is aircraft registration or call sign.

necessary, state the words “Executive Two Foxtrot.” EXAMPLE- REFERENCE- “Stationair F-L-R-B.” FAAO JO 7110.65, Para 2-1-4, Operational Priority.

“C-F-L-R-B.” 9. DOT and FAA flights. The following NOTE- alphanumeric identifiers and radio/interphone call Letters may be spoken individually or phonetically.

signs are established for use in air/ground communi 2. Air carrier. The abbreviated name of the cations when the Secretary of Transportation, Deputy operating company followed by the letters or digits of Secretary of Transportation, FAA Administrator or the registration or call sign.

FAA Deputy Administrator have a requirement to EXAMPLE- identify themselves. (SeeTBL 2-4-2.)

“Air France F-L-R-L-G.” TBL 2-4-2 3. The flight number in group form, or you may DOT and FAA Alphanumeric Identifiers use separate digits if that is the format used by the and Call Signs pilot.

Official Identifier Call Sign EXAMPLE- Secretary of Transportation DOT-1 Transport-1 “Scandinavian Sixty-eight.” Deputy Secretary of DOT-2 Transport-2 “Scandinavian Six Eight.” Transportation 4. Foreign Military. Except Canada, the name of Administrator, FAA-1 Safeair-1 the country and the military service followed by the Federal Aviation Administration separate digits or letters of the registration or call Deputy Administrator, FAA-2 Safeair-2 sign. Canadian Forces aircraft shall be identified by Federal Aviation Administration the word “CANFORCE” followed by the separate 10. Other Special Flights. digits of the serial number. The Canadian Coast Radio and Interphone Communications 2-4-10 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 Guard shall be identified as “Canadian Coast Guard” c. General Aviation and Air Taxi: followed by the separate digits of the serial number.

1. Manufacturer's model, or designator.

EXAMPLE- “Canforce Five Six Two Seven.” 2. Manufacturer's name, or add color when “Brazilian Air Force Five Three Two Seven Six.” considered advantageous.

EXAMPLE- 2-4-21. DESCRIPTION OF AIRCRAFT “Tri-Pacer.” TYPES “P A Twenty-Two.” “Cessna Four-Oh-One.” Except for heavy aircraft, describe aircraft as follows “Blue and white King Air.” when issuing traffic information.

“Airliner.” “Sikorsky S-Seventy-Six.” a. Military: d. When issuing traffic information to aircraft 1. Military designator, with numbers spoken in following a heavy jet, specify the word “heavy” group form, or before the manufacturer's name and model.

2. Service and type, or EXAMPLE- 3. Type only if no confusion or misidentifica “Heavy L-Ten-Eleven.” tion is likely.

“Heavy C-Five.” “Heavy Boeing Seven Forty-Seven.” b. Air Carrier: REFERENCE- 1. Manufacturer's model or designator.

FAAO JO 7110.65, Para 2-1-21, Traffic Advisories.

2. Add the manufacturer's name, company name or other identifying features when confusion or 2-4-22. AIRSPACE CLASSES misidentification is likely.

A, B, C, D, E, and G airspace are pronounced in the EXAMPLE- ICAO phonetics for clarification. The term “Class” “L-Ten-Eleven.” may be dropped when referring to airspace in “American MD-Eighty. Seven Thirty-Seven.” pilot/controller communications.

“Boeing Seven Fifty-Seven.” NOTE- EXAMPLE- Pilots of “interchange” aircraft are expected to inform the “Cessna 123 Mike Romeo cleared to enter Bravo tower on the first radio contact the name of the operating airspace.” company and trip number followed by the company name, “Sikorsky 123 Tango Sierra cleared to enter New York as displayed on the aircraft, and the aircraft type. Bravo airspace.” Radio and Interphone Communications 2-4-11 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 NOTE- 2. When a deviation cannot be approved as Weather and Radar Processor (WARP) does not display requested and the situation permits, suggest an light intensity.

alternative course of action.

PHRASEOLOGY- PHRASEOLOGY- AREA OF (Intensity) PRECIPITATION BETWEEN UNABLE DEVIATION (state possible alternate course of (number) O'CLOCK AND (number) O'CLOCK, (number) action).

MILES. MOVING (direction) AT (number) KNOTS, TOPS (altitude). PRECIPITATION AREA IS (number) MILES IN FLY HEADING (heading), DIAMETER.

EXAMPLE- or 1. “Area of extreme precipitation between eleven o'clock and one o'clock, one zero miles moving east at two zero PROCEED DIRECT (name of NAVAID).

knots, tops flight le vel three niner zero.” b. In areas of significant weather, plan ahead and 2. “Area of heavy precipitation between ten o'clock and be prepared to suggest, upon pilot request, the use of two o'clock, one five miles. Are a is two five miles in alternative routes/altitudes. diameter.” 3. “Area of heavy to extreme precipitation between ten PHRASEOLOGY- o'clock and two o'clock, one five miles. Area is two five DEVIATION APPROVED, (restrictions if necessary), miles in diameter.” ADVISE WHEN ABLE TO: REFERENCE- P/CG Term- Precipitation Radar Weather Descriptions.

RETURN TO COURSE, e. When precipitation intensity information is not or available.

RESUME OWN NAVIGATION, or PHRASEOLOGY- FLY HEADING (heading), AREA OF PRECIPITATION BETWEEN (number) or O'CLOCK AND (number) O'CLOCK, (number) MILES.

PROCEED DIRECT (name of NAVAID).

MOVING (direction) AT (number) KNOTS, TOPS (altitude). AREA IS (number) MILES IN DIAMETER, NOTE- INTENSITY UNKNOWN.

Weather significant to the safety of aircraft includes such EXAMPLE- conditions as funnel cloud activity, lines of thunderstorms, “Precipitation area between one o'clock and threeo'clock embedded thunderstorms, large hail, wind shear, three five miles. Precipitation area is three zero miles in microbursts, moderate to extreme turbulence (including diameter, intensity unknown.” CAT), and light to severe icing.

NOTE- REFERENCE- Phraseology using precipitation intensity descriptions is AIM, Para 7-1-14, ATC Inflight Weather Avoidance Assistance.

only applicable when the radar precipitation intensity c. Inform any tower for which you provide information is determined by NWS radar equipment or approach control services of observed precipitation NAS ground based digitized radar equipment with weather on radar which is likely to affect their operations.

capabilities. This precipitation may not reach the surface.

f. EN ROUTE. When issuing Air Route Surveil d. Use the term “precipitation” when describing lance Radar (ARSR) precipitation intensity use the radar-derived weather. Issue the precipitation following: intensity from the lowest descriptor (LIGHT) to the 1. Describe the lowest displayable precipitation highest descriptor (EXTREME) when that informa intensity as MODERATE.

tion is available. Do not use the word “turbulence” in describing radar-derived weather.

2. Describe the highest displayable precipita tion intensity as HEAVY to EXTREME.

1. LIGHT.

PHRASEOLOGY- (Intensity) PRECIPITATION BETWEEN (number) 2. MODERATE.

O'CLOCK AND (number) O'CLOCK, (number) MILES MOVING (direction) AT (number) KNOTS, TOPS 3. HEAVY.

(altitude) PRECIPITATION AREA IS (number) MILES IN 4. EXTREME.

DIAMETER.

Weather Information 2-6-3 JO 7110.65T 2/11/10 EXAMPLE- 3. Notify the weather observer when the tower “Moderate precipitation between ten o'clock and observes the prevailing visibility decrease to less than oneo'clock, three zero miles. Precipitation area is fivezero 4 miles or increase to 4 miles or more.

miles in diameter.” b. Forward current weather changes to the “Moderate to extreme precipitation twelve o'clock and appropriate control facility as follows: three o'clock, seven zero miles. Precipitation area is 1. When the official weather changes to a onezero zero miles in diameter.” condition which is below 1,000-foot ceiling or below g. When operational/equipment limitations exist, the highest circling minimum, whichever is greater, controllers shall ensure that the highest available or less than 3 miles visibility, and when it improves level of precipitation intensity within their area of to a condition which is better than those above.

jurisdiction is displayed.

2. Changes which are classified as special h. The supervisory traffic management weather observations during the time that weather coordinator-in-charge/operations supervisor/ conditions are below 1,000-foot ceiling or the controller-in-charge shall verify the digitized radar highest circling minimum, whichever is greater, or weather information by the best means available less than 3 miles visibility.

(e.g., pilot reports, local tower personnel, etc.) if the c. Towers at airports where military turbo‐jet weather data displayed by digitized radar is reported enroute descents are routinely conducted shall also as questionable or erroneous. Errors in weather radar report the conditions to the ARTCC even if it is not the presentation shall be reported to the technical opera controlling facility.

tions technician and the air traffic supervisor shall determine if the digitized radar derived weather data d. If the receiving facility informs you that is to be displayed and a NOTAM distributed.

weather reports are not required for a specific time period, discontinue the reports. The time period NOTE- specified should not exceed the duration of the Anomalous propagation (AP) is a natural occurrence affecting radar and does not in itself constitute a weather receiving controller's tour of duty.

circuit failure.

e. EN ROUTE. When you determine that weather reports for an airport will not be required for a specific 2-6-5. CALM WIND CONDITIONS time period, inform the AFSS/FSS or tower of this determination. The time period specified should not TERMINAL. Describe the wind as calm when the exceed the duration of receiving controller's tour of wind velocity is less than three knots.

duty.

REFERENCE- REFERENCE- FAAO JO 7110.65, Para 3-5-3, Tailwind Components.

FAAO JO 7110.65, Para 3-10-2, Forwarding Approach Information FAAO JO 7110.65, Para 3-10-4, Intersecting Runway Separation.

by Nonapproach Control Facilities.

2-6-6. REPORTING WEATHER 2-6-7. DISSEMINATING WEATHER CONDITIONS INFORMATION a. When the prevailing visibility at the usual point TERMINAL. Observed elements of weather informa of observation, or at the tower level, is less than tion shall be disseminated as follows: 4miles, tower personnel shall take prevailing visibility observations and apply the observations as a. General weather information, such as “large breaks in the overcast,” “visibility lowering to the follows: south,” or similar statements which do not include 1. Use the lower of the two observations (tower specific values, and any elements derived directly or surface) for aircraft operations.

from instruments, pilots, or radar may be transmitted 2. Forward tower visibility observations to the to pilots or other ATC facilities without consulting the weather observer. weather reporting station.

Weather Information 2-6-4 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 3-1-8. LOW LEVEL WIND SHEAR/ Departure Information, followed by the field MICROBURST ADVISORIES boundary wind most appropriate to the aircraft operation.

a. When low level wind shear/microburst is PHRASEOLOGY- reported by pilots, Integrated Terminal Weather WIND SHEAR ALERTS TWO/SEVERAL/ALL System (ITWS), or detected on wind shear detection QUADRANTS. AIRPORT WIND (direction) AT (velocity).

systems such as LLWAS NE++, LLWAS-RS, WSP, (Location of sensor) BOUNDARY WIND (direction) AT or TDWR, controllers must issue the alert to all (velocity).

arriving and departing aircraft. Continue the alert to (c) If requested by the pilot, issue specific aircraft until it is broadcast on the ATIS and pilots field boundary wind information even though the indicate they have received the appropriate ATIS LLWAS may not be in alert status.

code. A statement must be included on the ATIS for 20 minutes following the last report or indication of NOTE- the wind shear/microburst. The requirements for issuance of wind information remain valid as appropriate under this paragraph, para 3-9-1, PHRASEOLOGY- Departure Information and para 3-10-1, Landing LOW LEVEL WIND SHEAR (or MICROBURST, as Information.

appropriate) ADVISORIES IN EFFECT.

2. Wind shear detection systems, including NOTE- TDWR, WSP, LLWAS NE++ and LLWAS-RS Some aircraft are equipped with Predictive Wind Shear provide the capability of displaying microburst alerts, (PWS) alert systems that warn the flight crew of a potential wind shear alerts, and wind information oriented to wind shear up to 3 miles ahead and 25 degrees either side of the aircraft heading at or below 1200' AGL. Pilot reports the threshold or departure end of a runway. When may include warnings received from PWS systems.

detected, the associated ribbon display allows the REFERENCE- controller to read the displayed alert without any need FAAO JO 7110.65, Para 2-6-3, PIREP Information.

for interpretation.

FAAO JO 7110.65, Para 2-9-3, Content.

FAAO 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 PHRASEOLOGY- shear/microburst.

(Runway) (arrival/departure) WIND SHEAR/ MICROBURST ALERT, (windspeed) KNOT GAIN/LOSS, 1. At locations equipped with LLWAS, the local (location).

controller shall provide wind information as follows: EXAMPLE- NOTE- 17A MBA 40K - 3MF The LLWAS is designed to detect low level wind shear PHRASEOLOGY- conditions around the periphery of an airport. It does not RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT detect wind shear beyond that limitation.

LOSS 3 MILE FINAL.

REFERENCE- FAAO JO 7210.3, Para10-3-3, Low Level Wind Shear/Microburst EXAMPLE- Detection Systems.

17D WSA 25K+ 2MD (a) If an alert is received, issue the airport PHRASEOLOGY- wind and the displayed field boundary wind. RUNWAY 17 DEPARTURE WIND SHEAR ALERT 25KNOT GAIN 2 MILE DEPARTURE.

PHRASEOLOGY- WIND SHEAR ALERT. AIRPORT WIND (direction) AT (b) If requested by the pilot or deemed (velocity). (Location of sensor) BOUNDARY WIND appropriate by the controller, issue the displayed (direction) AT (velocity).

wind information oriented to the threshold or departure end of the runway.

(b) If multiple alerts are received, issue an advisory that there are wind shear alerts in PHRASEOLOGY- two/several/all quadrants. After issuing the advisory, (Runway) DEPARTURE/THRESHOLD WIND (direction) issue the airport wind in accordance with para 3-9-1, AT (velocity).

General 3-1-3 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 (c) LLWAS NE++ or LLWAS-RS may detect General information may be given in an easy to a possible wind shear/microburst at the edge of the understand manner, such as “to your right” or “ahead system but may be unable to distinguish between a of you.” wind shear and a microburst. A wind shear alert EXAMPLE- message will be displayed, followed by an asterisk, “Follow the aircraft ahead of you passing the river at the advising of a possible wind shear outside of the stacks.” “King Air passing left to right.” system network.

REFERENCE- FAAO JO 7210.3, Para10-5-3, Functional Use of Certified Tower NOTE- Radar Displays.

LLWAS NE++ when associated with TDWR can detect wind shear/microbursts outside the network if the TDWR b. Local controllers may use certified tower radar fails.

displays for the following purposes: PHRASEOLOGY- 1. To determine an aircraft's identification, (Appropriate wind or alert information) POSSIBLE WIND exact location, or spatial relationship to other aircraft.

SHEAR OUTSIDE THE NETWORK.

NOTE- (d) If unstable conditions produce multiple This authorization does not alter visual separation alerts, issue an advisory of multiple wind shear/ procedures. When employing visual separation, the microburst alerts followed by specific alert or wind provisions of para 7-2-1, Visual Separation, apply unless information most appropriate to the aircraft opera otherwise authorized by the Vice President of Terminal tion. Service.

REFERENCE- PHRASEOLOGY- FAAO JO 7110.65, Para 5-3-2, Primary Radar Identification MULTIPLE WIND SHEAR/MICROBURST ALERTS Methods.

(specific alert or wind information).

FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

FAAO JO 7110.65, Para 5-3-4, Terminal Automation Systems (e) The LLWAS NE++ and LLWAS-RS are Identification Methods.

designed to operate with as many as 50percent of the 2. To provide aircraft with radar traffic total sensors inoperative. When all three remote advisories.

sensors designated for a specific runway arrival or departure wind display line are inoperative then the 3. To provide a direction or suggested headings LLWAS NE++ and LLWAS-RS for that runway to VFR aircraft as a method for radar identification or arrival/departure shall be considered out of service.

as an advisory aid to navigation.

When a specific runway arrival or departure wind PHRASEOLOGY- display line is inoperative and wind shear/microburst (Identification), PROCEED (direction)-BOUND, (other activity is likely; (e.g.; frontal activity, convective instructions or information as necessary), storms, PIREPs), a statement shall be included on the ATIS, “WIND SHEAR AND MICROBURST or INFORMATION FOR RUNWAY (runway number) ARRIVAL/DEPARTURE NOT AVAILABLE.” (identification), SUGGESTED HEADING (degrees), (other instructions as necessary).

NOTE- NOTE- The geographic situation display (GSD) is a supervisory It is important that the pilot be aware of the fact that the planning tool and is not intended to be a primary tool for directions or headings being provided are suggestions or microburst or wind shear.

are advisory in nature. This is to keep the pilot from being inadvertently misled into assuming that radar vectors (and 3-1-9. USE OF TOWER RADAR DISPLAYS other associated radar services) are being provided when, in fact, they are not.

a. Uncertified tower display workstations shall 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 services and traffic advisories are not to be provided EXAMPLE- using uncertified tower display workstations.

“TURN BASE LEG NOW.” General 3-1-4 JO 7110.65T 2/11/10 REFERENCE- AC 90-23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility.

“Read back hold short instructions.” FIG 3-10-10 2. “Runway three six cleared to land, hold short of runway Intersecting Runway Separation three three, traffic, (type aircraft) departing runway three three.” “Traffic, (type aircraft) landing runway three six will hold short of the intersection, runway three three cleared for 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 shall be met in sufficient time for the pilots to take other action, if desired, and no later than the time landing clearance is issued.

1. IFR/VFR aircraft landing on crossing runways behind a departing heavy jet/B757; if the 6. Land and Hold Short runways must be free of arrival flight path will cross the takeoff path behind any contamination as described in the current the heavy jet/B757 and behind the heavy jet/B757 LAHSO directive, with no reports that braking action rotation point. (See FIG 3-10-11.)

is less than good.

7. There is no tailwind for the landing aircraft FIG 3-10-11 restricted to hold short of the intersection. The wind Intersecting Runway Separation may be described as “calm” when appropriate.

REFERENCE- FAAO JO 7110.65, Para 2-6-5, Calm Wind Conditions.

8. The aircraft required landing distances are listed in the current LAHSO directive.

9. STOL aircraft operations are in accordance with a letter of agreement with the aircraft operator/pilot or the pilot confirms that it is a STOL aircraft.

WAKE TURBULENCE APPLICATION c. Separate IFR/VFR aircraft landing behind a departing heavy jet/B757 on a crossing runway if the arrival will fly through the airborne path of the departure- 2 minutes or the appropriate radar separation minima. (See FIG 3-10-10.)

d. Issue wake turbulence cautionary advisories, EXAMPLE- the position, altitude if known, and direction of flight “Runway niner cleared to land. Caution wake turbulence, of the heavy jet/B757 to: heavy C-One Forty One departing runway one five.” Arrival Procedures and Separation 3-10-5 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 2. VFR aircraft landing on a crossing runway b. Do not clear an aircraft for a full-stop, behind an arriving heavy jet/B757 if the arrival flight touch-and-go, stop-and-go, option, or unrestricted path will cross. (See FIG 3-10-12.) low approach when a departing aircraft has been instructed to taxi into position and hold, is taxiing into FIG 3-10-12 position, or is holding in position on the same runway.

Intersecting Runway Separation The landing clearance may be issued once the aircraft in position has started takeoff roll.

c. “USN NOT APPLICABLE.” Inform the closest aircraft that is requesting a full-stop, touch-and-go, stop-and-go, option, or unrestricted low approaches when there is traffic authorized to taxi into position and hold on the same runway.

EXAMPLE- “Delta One, continue, traffic holding in position.” or “Delta One, runway one eight, continue, traffic holding in position.” d. During same runway operations, while TIPH is being applied, landing clearance must be withheld if the safety logic system to that runway is inoperative or in limited configuration or conditions are less than reported ceiling 800 feet or visibility less than EXAMPLE- 2miles.

“Runway niner cleared to land. Caution wake turbulence, Boeing Seven Fifty Seven landing runway three six.” EXAMPLE- REFERENCE- If the safety logic system is operating in full core alert FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways.

runway configuration: 3-10-5. LANDING CLEARANCE “Delta One, cleared to land. Traffic holding in position.” a. Issue landing clearance. Restate the landing or runway whenever more than one runway is active or an instrument approach is being conducted to a closed “Delta One, runway one eight, cleared to land. Traffic runway. If the landing runway is changed, controllers holding in position.” must preface the landing clearance with “Change to e. USA/USN/USAF. Issue runway identifier runway.” along with surface wind when clearing an aircraft to PHRASEOLOGY- land, touch and go, stop and go, low approach, or the CLEARED TO LAND, option.

PHRASEOLOGY- or RUNWAY (number), WIND (surface wind direction and velocity), CLEARED TO LAND.

RUNWAY (designator) CLEARED TO LAND, NOTE- or A clearance to land means that appropriate separation on the landing runway will be ensured. A landing clearance CHANGE TO RUNWAY (designator) CLEARED TO does not relieve the pilot from compliance with any LAND. previously issued restriction.

Arrival Procedures and Separation 3-10-6

JO 7110.65T 2/11/10

Section 2. Clearances

4-2-1. CLEARANCE ITEMS 4-2-4. CLEARANCE RELAY Relay clearances verbatim.

Issue the following clearance items, as appropriate, in the order listed below: REFERENCE- FAAO JO 7110.65, Para 10-4-4, Communications Failure.

a. Aircraft identification.

4-2-5. ROUTE OR ALTITUDE b. Clearance limit.

AMENDMENTS c. Standard Instrument Departure (SID).

a. Amend route of flight in a previously issued d. Route of flight including PDR/PDAR/PAR clearance by one of the following: when applied.

1. State which portion of the route is being e. Altitude data in the order flown.

amended and then state the amendment.

PHRASEOLOGY- f. Mach number, if applicable.

CHANGE (portion of route) TO READ (new portion of g. USAF. When issuing a clearance to an airborne route).

aircraft containing an altitude assignment, do not 2. State the amendment to the route and then include more than one of the following in the same state that the rest of the route is unchanged.

transmission: PHRASEOLOGY- 1. Frequency change.

(Amendment to route), REST OF ROUTE UNCHANGED.

3. Issue a clearance “direct” to a point on the 2. Transponder change.

previously issued route.

3. Heading.

PHRASEOLOGY- 4. Altimeter setting.

CLEARED DIRECT (fix ).

NOTE- 5. Traffic information containing an altitude.

Clearances authorizing “direct” to a point on a previously h. Holding instructions.

issued route do not require the phrase “rest of route unchanged.” However, it must be understood where the i. Any special information.

previously cleared route is resumed. When necessary, “rest of route unchanged” may be used to clarify routing.

j. Frequency and beacon code information.

4. Issue the entire route by stating the REFERENCE- FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights.

amendment.

FAAO JO 7110.65, Para 4-5-7, Altitude Information.

EXAMPLE- (Cessna 21A has been cleared to the Airville Airport via 4-2-2. CLEARANCE PREFIX V41 Delta VOR V174 Alfa VOR, direct Airville Airport, maintain 9000. After takeoff, the aircraft is rerouted via a. Prefix a clearance, information, or a request for V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR.

information which will be relayed to an aircraft The controller issues one of the following as an amended through a non-ATC facility by stating “A-T-C clearance): clears,” “A-T-C advises,” or “A-T-C requests.” 1. “Cessna Two One Alfa change Victor Forty-One Delta b. Flight service stations shall prefix a clearance to read Victor Forty-One Frank, Victor Seventy-One with the appropriate phrase: “ATC clears,” “ATC Delta.” advises,” etc.

2. “Cessna Two One Alfa cleared via Victor Forty-One Frank, Victor Seventy-One Delta, rest of route un 4-2-3. DELIVERY INSTRUCTIONS changed.” Issue specific clearance delivery instructions, if appropriate.

Clearances 4-2-1 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 REFERENCE- 3. “Cessna Two One Alfa cleared via Victor Forty-One FAAO JO 7110.65, Para 2-1-18, Operational Requests.

Frank, Victor Seventy-One Delta, Victor One Seventy- FAAO JO 7110.65, Section 6, Vectoring, Para 5-6-2, Methods.

Four Alfa V-O-R, direct Airville airport, maintain Niner FAAO JO 7110.65, Section 7, Speed Adjustment, Para 5-7-2, Methods.

Thousand.” d. Air traffic control specialists should avoid route and/or altitude changes for aircraft participating in b. When route or altitude in a previously issued the North American Route Program (NRP) and that clearance is amended, restate all applicable altitude are displaying “NRP” in the remarks section of their restrictions.

flight plan. Specialists at facilities actively participat ing in the High Altitude Redesign (HAR) program EXAMPLE- (A departing aircraft is cleared to cross Ollis intersection should avoid route and/or altitude changes for aircraft at or above 3,000; Gordonsville VOR at or above 12,000; participating in full HAR and high altitude maintain FL 200. Shortly after departure the altitude to be Point-to-point (PTP), and that are displaying maintained is changed to FL 240. Because altitude “HAR,” or “PTP” in the remarks section of their restrictions remain in effect, the controller issues an flight plan.

amended clearance as follows): NOTE- Air traffic control specialists retain the latitude necessary “Amend altitude. Cross Ollis intersection at or above to tactically resolve conflicts. Every effort should be made Three Thousand; cross Gordonsville V-O-R at or above to ensure the aircraft is returned to the original filed flight One Two Thousand; maintain Flight Level Two Four plan/altitude as soon as conditions warrant.

Zero.” REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority.

(Shortly after departure, altitude restrictions are no longer FAAO JO 7110.65, Para2-2-15, North American Route Program applicable, the controller issues an amended clearance as (NRP) Information.

follows): FAAO JO 7110.65, Para 2-3-2, En Route Data Entries.

FAAO JO 7210.3, Chapter 17, Section 16, North American Route Program.

“Climb and maintain Flight Level Two Four Zero.” NOTE- 4-2-6. THROUGH CLEARANCES Restating previously issued altitude to “maintain” is an You may clear an aircraft through intermediate stops.

amended clearance. If altitude to “maintain” is changed or restated, whether prior to departure or while airborne, and PHRASEOLOGY- previously issued altitude restrictions are omitted, altitude CLEARED THROUGH (airport) TO (fix).

restrictions are canceled, including SID/STAR/(ATC) altitude restrictions if any.

4-2-7. ALTRV CLEARANCE c. Issue an amended clearance if a speed Use the phrase “via approved altitude reservation restriction is declined because it cannot be complied flight plan,” if the aircraft will operate in an approved with concurrently with a previously issued altitude ALTRV.

restriction.

PHRASEOLOGY- VIA APPROVED ALTITUDE RESERVATION (mission EXAMPLE- name) FLIGHT PLAN.

(An aircraft is cleared to cross Gordonsville VOR at NOTE- 11,000. Shortly thereafter he/she is cleared to reduce An ALTRV normally includes the departure, climb, cruise, his/her airspeed to 300 knots. The pilot informs the and arrival phases of flight up to and including holding controller he/she is unable to comply with both clearances pattern or point/time at which ATC provides separation simultaneously. The controller issues an amended between aircraft.

clearance as follows): REFERENCE- FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance.

“Cross Gordonsville VOR at One One Thousand. Then, reduce speed to Three Zero Zero.” 4-2-8. IFR-VFR AND VFR-IFR FLIGHTS NOTE- a. Clear an aircraft planning IFR operations for the The phrase “do the best you can” or comparable phrases initial part of flight and VFR for the latter part to the are not valid substitutes for an amended clearance with fix at which the IFR part ends.

altitude or speed restrictions.

Clearances 4-2-2 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 own terrain and obstruction clearance between your b. Treat an aircraft planning VFR for the initial present altitude and six thousand feet?” part of flight and IFR for the latter part as a VFR departure. Issue a clearance to this aircraft when it 2. If the pilot is able to maintain terrain and requests IFR clearance approaching the fix where it obstruction separation, issue the appropriate clear proposes to start IFR operations. The phraseology ance as prescribed in para 4-2-1, Clearance Items, CLEARED TO (destination) AIRPORT AS FILED and para4-5-6, Minimum En Route Altitudes.

may be used with abbreviated departure clearance 3. If unable to maintain terrain and obstruction procedures.

separation, instruct the pilot to maintain VFR and to REFERENCE- state intentions.

FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance.

4. If appropriate, apply the provisions of c. When an aircraft changes from VFR to IFR, the para 10-2-7, VFR Aircraft In Weather Difficulty, or controller shall assign a beacon code to Mode‐C para 10-2-9, Radar Assistance Techniques, as equipped aircraft that will allow MSAW alarms.

necessary.

d. When a VFR aircraft, operating below the minimum altitude for IFR operations, requests an IFR 4-2-9. CLEARANCE ITEMS clearance and you are aware that the pilot is unable to The following guidelines shall be utilized to facilitate climb in VFR conditions to the minimum IFR the processing of airfile aircraft: altitude: a. Ensure the aircraft is within your area of 1. Before issuing a clearance, ask if the pilot is jurisdiction unless otherwise coordinated.

able to maintain terrain and obstruction clearance b. Obtain necessary information needed to during a climb to the minimum IFR altitude.

provide IFR service.

NOTE- c. Issue clearance to destination, short range Pilots of pop-up aircraft are responsible for terrain and obstacle clearance until reaching minimum instrument clearance, or an instruction to the pilot to contact a altitude (MIA) or minimum en route altitude (MEA). Pilot FSS or AFSS if the flight plan cannot be processed.

compliance with an approved FAA procedure or an ATC NOTE- instruction transfers that responsibility to the FAA; These procedures do not imply that the processing of therefore, do not assign (or imply) specific course guidance airfiles has priority over another ATC duty to be that will (or could) be in effect below the MIA or MEA.

performed.

EXAMPLE- REFERENCE- “November Eight Seven Six, are you able to provide your FAAO JO 7110.65, Para 2-2-1, Recording Information.

Clearances 4-2-3

8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10

Section 3. Departure Procedures

NOTE- 4-3-1. DEPARTURE TERMINOLOGY Direction of takeoff and turn after takeoff can be Avoid using the term “takeoff” except to actually obtained/solicited directly from the pilot, or relayed by an clear an aircraft for takeoff or to cancel a takeoff FSS, dispatcher, etc., as obtained/solicited from the pilot.

clearance. Use such terms as “depart,” “departure,” or (c) At all other airports- Do not specify “fly” in clearances when necessary.

direction of takeoff/turn after takeoff. If necessary to specify an initial heading/azimuth to be flown after REFERENCE- FAAO JO 7110.65, Para 3-9-9, Takeoff Clearance.

takeoff, issue the initial heading/azimuth so as to FAAO JO 7110.65, Para 3-9-10, Cancellation of Takeoff Clearance.

apply only within controlled airspace.

2. Where only textually described obstacle 4-3-2. DEPARTURE CLEARANCES departure procedures (ODP) have been published for a location and pilot compliance is necessary to insure Include the following items in IFR departure separation, include the procedure as part of the ATC clearances: clearance.

NOTE- EXAMPLE- When considered necessary, controllers or pilots may “Depart via the (airport name) (runway number) initiate read backs of a clearance. Some pilots may be departure procedure.” required by company rule to do so.

NOTE- a. Always include the airport of departure when IFR takeoff minimums and departure procedures are issuing a departure clearance for relay to an aircraft prescribed for specific airports/runways and published in a tabular form supplement to the FAA instrument approach by an FSS, dispatcher, etc.

procedure chart and appropriate FAA Form8260. These b. Clearance Limit.

procedures are identified on instrument approach procedure charts with a symbol: 1. Specify the destination airport when practi cable, even though it is outside controlled airspace.

Issue short range clearances as provided for in any procedures established for their use.

3. Compatibility with a procedure issued may 2. For Air Force One (AF1) operations, do not be verified by asking the pilot if items obtained/ specify the destination airport.

solicited will allow him/her to comply with local traffic pattern, terrain, or obstruction avoidance.

NOTE- Presidential detail is responsible for ensuring the accuracy PHRASEOLOGY- of the destination airport. FLY RUNWAY HEADING.

PHRASEOLOGY- DEPART (direction or runway).

DESTINATION AS FILED.

c. Departure Procedures. TURN LEFT/RIGHT.

1. Specify direction of takeoff/turn or initial WHEN ENTERING CONTROLLED AIRSPACE heading/azimuth to be flown after takeoff as follows: (instruction), FLY HEADING (degrees) UNTIL REACHING (altitude, point, or fix) BEFORE (a) Locations with Airport Traffic Control PROCEEDING ON COURSE.

Service- Specify these items as necessary.

FLY A (degree) BEARING/AZIMUTH FROM/TO (fix) (b) Locations without Airport Traffic Control UNTIL (time), Service, but within a Class E surface area- specify these items if necessary. Obtain/solicit the pilot's or concurrence concerning these items before issuing them in a clearance.

UNTIL REACHING (fix or altitude), Departure Procedures 4-3-1 JO 7110.65T 2/11/10 EXAMPLE- and if required, “Stroudsburg One Departure. Cross Jersey intersection at four thousand. Cross Range intersection at six thousand.” BEFORE PROCEEDING ON COURSE.

“Engle Two RNAV departure. Cross Pilim waypoint at or EXAMPLE- above five thousand. Cross Engle waypoint at or above “Verify right turn after departure will allow compliance seven thousand. Cross Gorge waypoint at niner thousand.” with local traffic pattern,”or “Verify this clearance will d. Route of flight. Specify one or more of the allow compliance with terrain or obstruction avoidance.” following: NOTE- If a published IFR departure procedure is not included in 1. Airway, route, course, heading, azimuth, arc, an ATC clearance, compliance with such a procedure is the or vector.

pilot's prerogative.

2. The routing a pilot can expect if any part of 4. SIDs: the route beyond a short range clearance limit differs from that filed.

(a) Assign a SID (including transition if PHRASEOLOGY- necessary). Assign a PDR or the route filed by the EXPECT FURTHER CLEARANCE VIA (airways, routes, pilot, only when a SID is not established for the or fixes.)

departure route to be flown, or the pilot has indicated e. Altitude. Use one of the following in the order that he/she does not wish to use a SID.

of preference listed: PHRASEOLOGY- NOTE- (SID name and number) DEPARTURE.

Turbojet aircraft equipped with afterburner engines may occasionally be expected to use afterburning during their (SID name and number) DEPARTURE, climb to the en route altitude. When so advised by the pilot, (transition name) TRANSITION.

the controller may be able to plan his/her traffic to EXAMPLE- accommodate the high performance climb and allow the “Stroudsburg One Departure.” pilot to climb to his/her planned altitude without “Stroudsburg One Departure, Sparta Transition.” restriction.

“Stroudsburg One RNAV Departure.” 1. To the maximum extent possible, Air Force NOTE- One will be cleared unrestricted climb to: If a pilot does not wish to use a SID issued in an ATC (a) 9,000' AGL or higher.

clearance, or any other SID published for that location, he/she is expected to advise ATC.

(b) If unable 9,000' AGL or higher, then the highest available altitude below 9,000' AGL.

(b) If it is necessary to assign a crossing altitude which differs from the SID altitude, repeat 2. Assign the altitude requested by the pilot.

the changed altitude to the pilot for emphasis.

3. Assign an altitude, as near as possible to the PHRASEOLOGY- altitude requested by the pilot, and (SID name) DEPARTURE, EXCEPT (revised altitude (a) Inform the pilot when to expect clearance information). I SAY AGAIN (revised altitude information).

to the requested altitude unless instructions are EXAMPLE- contained in the specified SID, or “Stroudsburg One Departure, except cross Quaker at (b) If the requested altitude is not expected to fivethousand. I say again, cross Quaker at five thousand.” be available, inform the pilot what altitude can be “Astoria Two RNAV Departure, except cross Astor expected and when/where to expect it.

waypoint at six thousand. I say again, cross Astor waypoint NOTE- at six thousand.” 1. 14 CFR Section 91.185, says that in the event of a two‐way radio communication failure, in VFR conditions (c) Specify altitudes when they are not or if VFR conditions are encountered after the failure, the included in the SID.

pilot shall continue the flight under VFR and land as soon PHRASEOLOGY- as practicable. That section also says that when the failure (SID name) DEPARTURE. CROSS (fix) AT (altitude). occurs in IFR conditions the pilot shall continue flight at Departure Procedures 4-3-2 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 NOTE- FL240 within context of the term “at pilot's discretion” as The pilot is authorized to conduct descent “at pilot's described in the AIM.

discretion,” but must comply with the clearance provision 2. Controllers need to be aware that the descent rates are to cross Lakeview VOR at 6,000 feet.

only suggested and aircraft will not always descend at those rates.

EXAMPLE- “United Four Seventeen, descend now to flight level two f. When the “pilot's discretion” portion of a seven zero, cross Lakeview V-O-R at or below one zero climb/descent clearance is being canceled by thousand, descend and maintain six thousand.” assigning a new altitude, inform the pilot that the new NOTE- altitude is an “amended altitude.” The pilot is expected to promptly execute and complete EXAMPLE- descent to FL 270 upon receipt of the clearance. After “American Eighty Three, amend altitude, descend and reaching FL 270, the pilot is authorized to descend “at maintain Flight Level two six zero.” pilot's discretion” until reaching Lakeview VOR. The pilot NOTE- must comply with the clearance provision to cross American Eighty Three, at FL 280, has been cleared to Lakeview VOR at or below 10,000 feet. After Lakeview descend at pilot's discretion to FL 240. Subsequently, the VOR, the pilot is expected to descend at the rates specified altitude assignment is changed to FL 260. Therefore, pilot's in the AIM until reaching 6,000 feet.

discretion is no longer authorized.

NOTE- g. Altitude assignments involving more than one 1. A descent clearance which specifies a crossing altitude altitude.

authorizes descent at pilot's discretion for that portion of the flight to which the crossing altitude restriction applies.

PHRASEOLOGY- MAINTAIN BLOCK (altitude) THROUGH (altitude).

2. Any other time that authorization to descend at pilot's discretion is intended, it must be specifically stated by the h. Instructions to vertically navigate on a controller. STAR/RNAV STAR/FMSP with published restrictions.

3. The pilot may need to know of any future restrictions that might affect the descent, including those that may be PHRASEOLOGY- issued in another sector, in order to properly plan a descent DESCEND VIA (STAR/RNAV STAR/FMSP name and number) at pilot's discretion.

TERMINAL: DESCEND VIA (STAR/RNAV STAR/FMSP 4. Controllers need to be aware that the descent rates in name and number and runway number).

the AIM are only suggested and aircraft will not always EXAMPLE- descend at those rates.

“Descend via the Mudde One Arrival.” REFERENCE- “Cross JCT at flight level two four zero, then descend via P/CG Term- Pilot's Discretion.

the Coast Two Arrival.” TERMINAL: “Descend via the Lendy One Arrival, e. When a portion of a climb/descent may be Runway 22 left.” authorized at the pilot's discretion, specify the NOTE- altitude the aircraft must climb/descend to followed Clearance to “descend via” authorizes pilots: by the altitude to maintain at the pilot's discretion.

1. To vertically and laterally navigate on a STAR/RNAV PHRASEOLOGY- STAR/FMSP.

CLIMB/DESCEND NOW TO (altitude), THEN 2. When cleared to a waypoint depicted on a STAR/RNAV CLIMB/DESCEND AT PILOT'S DISCRETION STAR/FMSP, to descend from a previously assigned MAINTAIN (altitude). altitude at pilot's discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to EXAMPLE- navigate laterally and vertically to meet all published “United Three Ten, descend now to flight level two eight restrictions. ATC is responsible for obstacle clearance zero, then descend at pilot's discretion maintain flight level when issuing a “descend via” clearance from a previously two four zero.” assigned altitude.

NOTE- REFERENCE- 1. The pilot is expected to commence descent upon receipt FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes.

FAAO JO 7110.65, Para 5-5-9, Separation From Obstructions.

of the clearance and to descend as prescribed in the AIM, para 4-4-10, Adherence to Clearance, until FL 280. At NOTE- that point, the pilot is authorized to continue descent to 3. Pilots navigating on a STAR/RNAV STAR/FMSP shall Altitude Assignment and Verification 4-5-5 JO 7110.65T 2/11/10 maintain last assigned altitude until receiving clearance to ARRIVAL EXCEPT AFTER (fix) MAINTAIN (revised “descend via.” altitude information).

4. Pilots cleared for vertical navigation using the EXAMPLE- phraseology “descend via” shall inform ATC upon initial “United 454 descend via the Haris One Arrival, except contact.

after Bruno, maintain one zero thousand.” EXAMPLE- NOTE- “Delta One Twenty One leaving FL 240, descending via The aircraft should track laterally and vertically on the the Civit One arrival.” Haris One Arrival and should descend so as to comply with all speed and altitude restrictions until reaching Bruno and REFERENCE- AIM, Para5-4-1, Standard Terminal Arrival (STAR), Area Navigation then maintain 10,000. Upon reaching 10,000, aircraft (RNAV) STAR, and Flight Management System Procedures (FMSP) for should maintain 10,000 until cleared by ATC to continue to Arrivals.

descend.

1. Assign an altitude to cross the waypoint/fix, REFERENCE- FAAO JO 7110.65, Para 4-7-1, Clearance Information.

if no altitude is depicted at the waypoint/fix, for AIM, Para 5-4-1, Standard Terminal Arrival (STAR), Area Navigation aircraft on a direct routing to a STAR/RNAV (RNAV) STAR, and Flight Management System Procedures (FMSP) for STAR/FMSP. Arrivals.

i. When a pilot is unable to accept a clearance, EXAMPLE- “Proceed direct Luxor, cross Luxor at or above flight level issue revised instructions to ensure positive control two zero zero, then descend via the Ksino One Arrival.” and standard separation.

NOTE- 2. A descend via clearance shall not be used 1. 14 CFR Section 91.123 states that a pilot is not allowed where procedures contain published “expect” to deviate from an ATC clearance “that has been altitude restrictions.

obtained...unless an amended clearance is obtained” NOTE- (except when an emergency exists).

Pilots are not expected to comply with published “expect” 2. A pilot is therefore expected to advise the controller if restrictions in the event of lost communications, unless a clearance cannot be accepted when the clearance is ATC has specifically advised the pilot to expect these issued. “We will try” and other such acknowledgements do restrictions as part of a further clearance.

not constitute pilot acceptance of an ATC clearance.

3. If it is necessary to assign a crossing altitude 3. Controllers are expected to issue ATC clearances which which differs from the STAR/RNAV STAR/FMSP conform with normal aircraft operational capabilities and altitude, emphasize the change to the pilot.

do not require “last minute” amendments to ensure standard separation.

PHRASEOLOGY- 4. “Expedite” is not to be used in lieu of appropriate DESCEND VIA THE (STAR/FMSP) ARRIVAL EXCEPT restrictions to ensure separation.

CROSS (fix, point, waypoint) (revised altitude information).

REFERENCE- FAAO JO 7110.65, Para 10-1-3, Providing Assistance.

EXAMPLE- “United 454 descend via the Haris One Arrival, except 4-5-8. ANTICIPATED ALTITUDE CHANGES cross Haris at or above one six thousand.” NOTE- If practicable, inform an aircraft when to expect climb The aircraft should track laterally and vertically on the or descent clearance or to request altitude change Haris One Arrival and should descend so as to cross Haris from another facility.

at or above 16,000; remainder of the arrival shall be flown PHRASEOLOGY- as published.

EXPECT HIGHER/LOWER IN (number of miles or 4. If it is necessary to assign an interim altitude, minutes) MILES/MINUTES, or assign a final altitude not contained on a or STAR/RNAV STAR/FMSP, the provisions of sub para4-5-7h may be used in conjunction with AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL subpara4-5-7a.

CHANGE FROM (name of facility).

PHRASEOLOGY- DESCEND VIA THE (STAR/RNAV STAR/FMSP) If required, Altitude Assignment and Verification 4-5-6

8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10

Section 2. Beacon Systems

2. When an IFR aircraft, or a VFR aircraft that has been 5-2-1. ASSIGNMENT CRITERIA assigned a beacon code by the host computer and whose a. General.

flight plan will terminate in another facility's area, cancels ATC service or does not activate the flight plan, send a 1. Mode 3/A is designated as the common remove strips (RS) message on that aircraft via host military/civil mode for air traffic control use.

keyboard, the FDIO keyboard, or call via service F.

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 shall 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 shall 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 potential situation where two aircraft might be in the same beacon targets using either the first and second or all airspace at the same time on the same discrete code, it is fourdigits of a beacon code.

necessary to reassign an aircraft another code as specified REFERENCE- in subparac.

FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

REFERENCE- FAAO JO 7110.65, Para 5-2-4, Mixed Environment.

5-2-2. DISCRETE ENVIRONMENT FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments.

FAAO 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 para 5-2-6, the terminal facility's delegated airspace shall be 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 FAAO JO 7110.65, Para 5-2-4, Mixed Environment.

FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments.

airspace shall be assigned a beacon code assigned by FAAO 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 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 procedures specified in para 5-2-3, Nondiscrete 3. For handoffs from terminal facilities when so 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 para5-2-2, 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 inter‐facility handoff the receiving sector an appropriate nondiscrete function code from sector is also stratified at FL 180.

the codes specified in para 5-2-6, Function Code 2. The provisions of subparas b2(b) and (c) may be Assignments, prior to initiating a handoff.

modified by facility directive or letter of agreement when REFERENCE- operational complexities or simplified sectorization FAAO JO 7110.65, Para 4-2-8, IFR‐VFR and VFR‐IFR Flights.

indicate. Letters of agreement are mandatory when the FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments.

FAAO 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 Codes2100 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- FAAO JO 7110.65, Para 4-2-8, IFR‐VFR and VFR‐IFR Flights.

(b) Code 1100 to an aircraft operating at an FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

assigned altitude below FL 240. Should an additional code be operationally desirable, Code 1300 shall 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.

FL240 or above or to an aircraft which will climb to Should an additional code be operationally desirable, FL180 or above where the base of Class A airspace Code 2200 shall be assigned.

and the base of the operating sector are at FL 180, and for inter‐facility handoff the receiving sector is also (c) Code 2400 to an aircraft operating at an stratified at FL180. The en route code shall 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 shall 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 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 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 include certain flight test aircraft, MTR missions, aerial to change from Code 7700 to another code 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 ATC.

PHRASEOLOGY- RADAR CONTACT (position). IF FEASIBLE, SQUAWK c. Assign the following codes to arriving IFR (code).

aircraft, except military turbojet aircraft as specified REFERENCE- in para4-7-4, Radio Frequency and Radar Beacon FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

Changes for Military Aircraft: c. The following shall be accomplished on a NOTE- Mode C equipped VFR aircraft which is in FL 180 may be used in lieu of FL 240 where the base of emergency but no longer requires the assignment of ClassA airspace and the base of the operating sector are Code 7700 : at FL180, and for inter‐facility handoff the receiving sector is also stratified at FL 180.

1. TERMINAL. Assign a beacon code that will permit terminal minimum safe altitude warning 1. Code 2300 may be assigned for descents (MSAW) alarm processing.

while above FL 240.

2. EN ROUTE. An appropriate keyboard entry 2. Code 1500 may be assigned for descents into shall be made to ensure en route MSAW (EMSAW) and while within the strata below FL 240, or with alarm processing.

prior coordination the specific code utilized by the destination controller, or the code currently assigned when descent clearance is issued.

5-2-8. RADIO FAILURE 3. The applicable en route code for the holding When you observe a Code 7600 display, apply the altitude if holding is necessary before entering the procedures in para 10-4-4, Communications Failure.

terminal area and the appropriate code in subparas 1 or 2. NOTE- Should a transponder‐equipped aircraft experience a loss REFERENCE- of two‐way radio communications capability, the pilot can FAAO JO 7110.65, Para 4-2-8, IFR‐VFR and VFR‐IFR Flights.

be expected to adjust his/her transponder to Code7600 .

FAAO JO 7110.65, Para 5-2-3, Nondiscrete Environment.

FAAO JO 7110.65, Para 5-2-4, Mixed Environment.

REFERENCE- FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments.

FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

5-2-9. VFR CODE ASSIGNMENTS 5-2-7. EMERGENCY CODE ASSIGNMENT a. For VFR aircraft receiving radar advisories, Assign codes to emergency aircraft as follows: assign an appropriate function code or computer‐ a. Code 7700 when the pilot declares an assigned code for the code environment in which you emergency and the aircraft is not radar identified. are providing service.

Beacon Systems 5-2-3 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 NOTE- 5-2-10. BEACON CODE FOR PRESSURE 1. Para 5-2-2, Discrete Environment; para 5-2-3, SUIT FLIGHTS AND FLIGHTS ABOVE Nondiscrete Environment, and para 5-2-4, Mixed FL600 Environment, specify code assignment procedures to a. Mode 3/A, Code 4400 , and discrete Codes follow for the three code environments.

4440 through 4465 are reserved for use by R-71, 2. Para 5-2-6, Function Code Assignments, specifies the F-12, U-2, B-57, pressure suit flights, and aircraft function code allocation from which an appropriate code operations above FL 600.

for the aircraft indicated in subpara a should be selected.

In the terminal environment, additional function codes may NOTE- be authorized by the appropriate service area office.

The specific allocation of the special use codes in subset4400 is in FAAO 7110.66, National Beacon Code 1. If the aircraft is outside of your area of Allocation Plan.

responsibility and an operational benefit will be b. Ensure that aircraft remain on Code 4400 or one gained by retaining the aircraft on your frequency for of the special use discrete codes in the 4400 subset if the purpose of providing services, ensure that coordination has been effected: filed as part of the flight plan. Except when unforeseen events, such as weather deviations, (a) As soon as possible after positive equipment failure, etc., cause more than one aircraft identification, and with same Mode 3/A discrete beacon codes to be in (b) Prior to issuing a control instruction or the same or adjacent ARTCC's airspace at the same providing a service other than a safety alert/traffic time, a controller may request the pilot to make a code advisory. change, squawk standby, or to stop squawk as appropriate.

NOTE- Safety alerts/traffic advisories may be issued to an aircraft NOTE- prior to coordination if an imminent situation may be Due to the inaccessibility of certain equipment to the flight averted by such action. Coordination should be effected as crews, Code 4400 or a discrete code from the 4400 subset soon as possible thereafter.

is preset on the ground and will be used throughout the flight profile including operations below FL 600.

b. Instruct IFR aircraft which cancel an IFR flight Controllers should be cognizant that not all aircraft may be plan and are not requesting radar advisory service and able to accept the transponder changes identified in the VFR aircraft for which radar advisory service is being exception. Emergency Code 7700, however, can be terminated to squawk the VFR code.

activated.

PHRASEOLOGY- REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

SQUAWK VFR.

or 5-2-11. AIR DEFENSE EXERCISE BEACON CODE ASSIGNMENT SQUAWK 1200.

EN ROUTE NOTE- 1. Aircraft not in contact with an ATC facility may squawk Ensure exercise FAKER aircraft remain on the 1255 in lieu of 1200 while en route to/from or within the exercise flight plan filed discrete beacon code.

designated fire fighting area(s).

NOTE- 2. VFR aircraft which fly authorized SAR missions for the 1. NORAD will ensure exercise FAKER aircraft flight USAF or USCG may be advised to squawk 1277 in lieu of plans are filed containing discrete beacon codes from the 1200 while en route to/from or within the designated search Department of Defense code allocation specified in area.

FAAOJO 7610.4, Special Operations, Appendix 8.

REFERENCE- 2. NORAD will ensure that those FAKER aircraft assigned FAAO 7110.66, National Beacon Code Allocation Plan.

the same discrete beacon code are not flight planned in the c. When an aircraft changes from VFR to IFR, the same or any adjacent ARTCC's airspace at the same time.

controller shall assign a beacon code to Mode C (Simultaneous assignment of codes will only occur when equipped aircraft that will allow MSAW alarms.

operational requirements necessitate.)

REFERENCE- REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

Beacon Systems 5-2-4 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 5-2-12. STANDBY OR LOW SENSITIVITY ring‐around or excessive VFR target presentations OPERATION derogate the separation of IFR traffic, the monitoring of VFR Code 1200, Code 1255, and Code 1277 may You may instruct an aircraft operating on an assigned be temporarily discontinued.

code to change transponder to “standby” or “low b. Positions of operation which contain a sensitivity” position: restricted or warning area or VR route within or NOTE- immediately adjacent to their area of jurisdiction National standards no longer require improved transpon shall monitor Code 4000 and any other code used in der to be equipped with the low sensitivity feature.

lieu of 4000 within the warning/restricted area or Therefore, aircraft with late model transponders will be unable to respond to a request to “squawk low.” VRroute. If by local coordination with the restricted/warning area or VR route user a code other a. When approximately 15 miles from its than 4000 is to be exclusively used, then this code destination and you no longer desire operation of the shall be monitored.

transponder.

c. If a normally assigned beacon code disappears, b. When necessary to reduce clutter in a check for a response on the following codes in the multi‐target area, or to reduce “ring‐around” or other order listed and take appropriate action: phenomena, provided you instruct the aircraft to NOTE- return to “normal sensitivity” position as soon as When Codes 7500 and/or 7600 have been preselected, it possible thereafter.

will be necessary for the ID-SEL-OFF switches for these PHRASEOLOGY- codes to be left in the off position so that beacon target for SQUAWK STANDBY, an aircraft changing to one of these codes will disappear, thereby alerting the controller to make the check. This or check will not be required if automatic alerting capability exists.

SQUAWK LOW/NORMAL.

1. Code 7500 (hijack code).

REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

REFERENCE- FAAO JO 7110.65, Para 10-2-6, Hijacked Aircraft.

5-2-13. CODE MONITOR 2. Code 7600 (loss of radio communications code).

Continuously monitor the Mode 3/A radar beacon codes assigned for use by aircraft operating within 5-2-14. FAILURE TO DISPLAY ASSIGNED your area of responsibility when nonautomated BEACON CODE OR INOPERATIVE/ beacon decoding equipment (e.g., 10-channel MALFUNCTIONING TRANSPONDER decoder) is used to display the target symbol.

REFERENCE- a. Inform an aircraft with an operable transponder FAAO JO 7110.65, Para 5-2-6, Function Code Assignments.

that the assigned beacon code is not being displayed.

NOTE- PHRASEOLOGY- In addition to alphanumeric and control symbology (Identification) RESET TRANSPONDER, SQUAWK processing enhancements, the MEARTS, STARS, and the (appropriate code).

TPX-42 systems are equipped with automatic beacon decoders. Therefore, in facilities where the automatic b. Inform an aircraft when its transponder appears beacon decoders are providing the control slash video, to be inoperative or malfunctioning.

there is no requirement to have the nonautomated decoding PHRASEOLOGY- equipment operating simultaneously.

(Identification) YOUR TRANSPONDER APPEARS REFERENCE- INOPERATIVE/MALFUNCTIONING, RESET, SQUAWK FAAO JO 7210.3, Para3-7-4, Monitoring of Mode 3/A Radar Beacon (appropriate code).

Codes.

a. This includes the appropriate IFR code actually c. Ensure that the subsequent control position in assigned and, additionally, Code 1200, Code 1255, the facility or the next facility, as applicable, is and Code 1277 unless your area of responsibility notified when an aircraft transponder is malfunction includes only Class A airspace. During periods when ing/inoperative.

Beacon Systems 5-2-5 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 REFERENCE- (If aircraft is known to be operating at or above the lowest FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

useable flight level), SAY FLIGHT LEVEL.

5-2-15. INOPERATIVE OR MALFUNCTIONING INTERROGATOR 2. You receive a continuous readout from an aircraft on the airport and the readout varies by less Inform aircraft concerned when the ground interro than 300 feet from the field elevation, or gator appears to be inoperative or malfunctioning.

NOTE- PHRASEOLOGY- A continuous readout exists only when the altitude filter (Name of facility or control function) BEACON limits are set to include the field elevation.

INTERROGATOR INOPERATIVE/MALFUNCTIONING.

REFERENCE- REFERENCE- FAAO JO 7110.65, Para 5-2-23, Altitude Filters.

FAAO JO 7110.65, Para 5-1-3, Radar Use.

FAAO JO 7110.65, Para 5-14-5, Selected Altitude Limits.

FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

FAAO JO 7210.3, Para 11-2-3, Display Data.

3. You have correlated the altitude information 5-2-16. FAILED TRANSPONDER IN CLASS in your data block with the validated information in A AIRSPACE a data block generated in another facility (by verbally coordinating with the other controller) and your Disapprove a request or withdraw previously issued readout is exactly the same as the readout in the other approval to operate in Class A airspace with a failed data block.

transponder solely on the basis of traffic conditions or other operational factors.

b. When unable to validate the readout, do not use REFERENCE- the Mode C altitude information for separation.

FAAO JO 7110.65, Para 5-1-3, Radar Use.

FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

c. Whenever you observe an invalid Mode C readout below FL 180: 5-2-17. VALIDATION OF MODE C 1. Issue the correct altimeter setting and confirm READOUT the pilot has accurately reported the altitude.

Ensure that Mode C altitude readouts are valid after PHRASEOLOGY- accepting an interfacility handoff, initial track start, (Location) ALTIMETER (appropriate altimeter), VERIFY track start from coast/suspend tabular list, missing, or ALTITUDE.

unreasonable Mode C readouts. For TPX-42 and 2. If the altitude readout continues to be invalid: equivalent systems ensure that altitude readout is valid immediately after identification.

(a) Instruct the pilot to turn off the altitude‐ (TCDD-/BANS-equipped tower cabs are not reporting part of his/her transponder and include the required to validate ModeC readouts after receiving reason; and interfacility handoffs from TRACONs according to the procedures in para5-4-3, Methods, subpara a4.)

(b) Notify the operations supervisor‐in‐ charge of the aircraft call sign.

a. Consider an altitude readout valid when: PHRASEOLOGY- 1. It varies less than 300 feet from the pilot STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY reported altitude, or (number of feet) FEET.

PHRASEOLOGY- d. Whenever you observe an invalid Mode C (If aircraft is known to be operating below the lowest readout at or above FL 180, unless the aircraft is useable flight level), descending below Class A airspace: SAY ALTITUDE.

1. Confirm that the pilot is using 29.92 inches of mercury as the altimeter setting and has accurately or reported the altitude.

Beacon Systems 5-2-6 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 PHRASEOLOGY- CONFIRM USING TWO NINER NINER TWO AS YOUR (If aircraft has been assigned a flight level at or above the ALTIMETER SETTING. lowest useable flight level), (If aircraft is known to be operating at or above the lowest VERIFY ASSIGNED FLIGHT LEVEL (flight level).

useable flight level), REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

VERIFY FLIGHT LEVEL.

5-2-19. ALTITUDE CONFIRMATION- 2. If the Mode C readout continues to be invalid: NON-MODE C (a) Instruct the pilot to turn off the altitude‐ reporting part of his/her transponder and include the a. Request a pilot to confirm assigned altitude on reason; and initial contact unless: (b) Notify the operational supervisor‐in‐ NOTE- For the purpose of this paragraph, “initial contact” means charge of the aircraft call sign.

a pilot's first radio contact with each sector/position.

PHRASEOLOGY- STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY 1. The pilot states the assigned altitude, or (number of feet) FEET.

2. You assign a new altitude to a climbing or a e. Whenever possible, inhibit altitude readouts on descending aircraft, or all consoles when a malfunction of the ground 3. TERMINAL. The aircraft was transferred to equipment causes repeated invalid readouts.

you from another sector/position within your facility (intrafacility).

5-2-18. ALTITUDE CONFIRMATION- PHRASEOLOGY- MODEC (In level flight situations),VERIFY AT (altitude/flight Request a pilot to confirm assigned altitude on initial level).

contact unless: (In climbing/descending situations),VERIFY ASSIGNED NOTE- ALTITUDE/FLIGHT LEVEL (altitude/flight level).

For the purpose of this paragraph, “initial contact” means a pilot's first radio contact with each sector/position.

b. USA. Reconfirm all pilot altitude read backs.

a. The pilot states the assigned altitude, or PHRASEOLOGY- (If the altitude read back is correct), b. You assign a new altitude to a climbing or a descending aircraft, or AFFIRMATIVE (altitude).

c. The Mode C readout is valid and indicates that (If the altitude read back is not correct), the aircraft is established at the assigned altitude, or d. TERMINAL. The aircraft was transferred to NEGATIVE. CLIMB/DESCEND AND MAINTAIN you from another sector/position within your facility (altitude), (intrafacility).

or PHRASEOLOGY- (In level flight situations),VERIFY AT (altitude/flight NEGATIVE. MAINTAIN (altitude).

level).

REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

(In climbing/descending situations), 5-2-20. AUTOMATIC ALTITUDE (if aircraft has been assigned an altitude below the lowest useable flight level), REPORTING Inform an aircraft when you want it to turn on/off the VERIFY ASSIGNED ALTITUDE (altitude).

automatic altitude reporting feature of its transponder.

or Beacon Systems 5-2-7 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 PHRASEOLOGY- c. Adhere to the following sequence of action SQUAWK ALTITUDE, when an inflight VFR deviation request is received from an aircraft with an inoperative transponder or or Mode C, or is not Mode C equipped: 1. Suggest that the aircraft conduct its flight in STOP ALTITUDE SQUAWK.

airspace unaffected by the CFRs.

NOTE- Controllers should be aware that not all aircraft have a 2. Suggest that the aircraft file an IFR flight capability to disengage the altitude squawk independently plan.

from the beacon code squawk. On some aircraft both 3. Suggest that the aircraft provide a VFR route functions are controlled by the same switch.

of flight and maintain radio contact with ATC.

REFERENCE- FAAO JO 7110.65, Para 5-2-17, Validation of Mode C Readout.

d. Do not approve an inflight deviation unless the FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

P/CG Term- Automatic Altitude Report. aircraft has filed an IFR flight plan or a VFR route of flight is provided and radio contact with ATC is 5-2-21. INFLIGHT DEVIATIONS FROM maintained.

TRANSPONDER/MODE C REQUIREMENTS e. You may approve an inflight deviation request BETWEEN 10,000 FEET AND 18,000 FEET which includes airspace outside your jurisdiction without the prior approval of the adjacent ATC Apply the following procedures to requests to deviate sector/facility providing a transponder/Mode C status from the Mode C transponder requirement by aircraft report is forwarded prior to control transfer.

operating in the airspace of the 48 contiguous states and the District of Columbia at and above 10,000 feet f. Approve or disapprove inflight deviation MSL and below 18,000 feet MSL, excluding the requests within a reasonable period of time or advise airspace at and below 2,500 feet AGL.

when approval/disapproval can be expected.

NOTE- REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

1. 14 CFR Section 91.215(b) provides, in part, that all U.S.

registered civil aircraft must be equipped with an operable, coded radar beacon transponder when operating in the 5-2-22. BEACON TERMINATION altitude stratum listed above. Such transponders shall have Inform an aircraft when you want it to turn off its a Mode 3/A 4096 code capability, replying to Mode 3/A transponder.

interrogation with the code specified by ATC, or a Mode S capability, replying to Mode 3/A interrogations with the PHRASEOLOGY- code specified by ATC. The aircraft must also be equipped with automatic pressure altitude reporting equipment STOP SQUAWK.

having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude (For a military aircraft when you do not know if the military information in 100-foot increments.

service requires that it continue operating on another mode), 2. The exception to 14 CFR Section 91.215 (b) is 14 CFR Section 91.215(b)(5) which states: except balloons, STOP SQUAWK (mode in use).

gliders, and aircraft without engine-driven electrical systems.

REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

REFERENCE- FAAO JO 7210.3, Chapter 19, Temporary Flight Restrictions.

5-2-23. ALTITUDE FILTERS a. Except in an emergency, do not approve inflight requests for authorization to deviate from 14 CFR TERMINAL Section91.215(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 1,000feet 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 Beacon Systems 5-2-8 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 lowest altitude for which the controller is responsible.

When the position's area of responsibility includes down to an airport field elevation, the facility will normally set the lower altitude filter limit to encompass the field elevation so that provisions of para 2-1-6, Safety Alert, and para5-2-17, Valida tion of Mode C Readout, subparaa2 may be applied.

Air traffic managers may authorize temporary suspension of this requirement when target clutter is excessive.

Beacon Systems 5-2-9

JO 7110.65T 2/11/10

Section 3. Radar Identification

2. Visual reporting points used for RADAR identification 5-3-1. APPLICATION are limited to those most used by pilots and whose range and azimuth have been determined by supervisory Before you provide radar service, establish and personnel.

maintain radar identification of the aircraft involved, except as provided in para 5-5-1, Application, c. Observing a target make an identifying turn or subparas b2 and 3.

turns of 30 degrees or more, provided the following conditions are met: REFERENCE- FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.

NOTE- Use of identifying turns or headings which would cause the aircraft to follow normal IFR routes or known VFR flight 5-3-2. PRIMARY RADAR IDENTIFICATION paths might result in misidentification. When these METHODS circumstances cannot be avoided, additional methods of identification may be necessary.

Identify a primary or radar beacon target by using one 1. Except in the case of a lost aircraft, a pilot of the following methods: position report is received which assures you that the aircraft is within radar coverage and within the area a. Observing a departing aircraft target within being displayed.

1mile of the takeoff runway end at airports with an operating control tower, provided one of the 2. Only one aircraft is observed making these following methods of coordination is accomplished.

turns.

1. A verbal rolling/boundary notification is 3. For aircraft operating in accordance with an issued for each departure, or IFR clearance, you either issue a heading away from an area which will require an increased minimum IFR 2. A nonverbal rolling/boundary notification is altitude or have the aircraft climb to the highest used for each departure aircraft.

minimum altitude in your area of jurisdiction before you issue a heading.

NOTE- Nonverbal notification can be accomplished via the use of REFERENCE- FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.

a manual or electronic “drop tube” or automation.

FAAO 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 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 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 unless it is in a coast status or displaced from the c. Request the aircraft to change transponder to appropriate target.

“standby.” After you observe the target disappear for sufficient scans to assure that loss of target resulted c. A displaced data block shall 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 FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.

target.

5-3-5. QUESTIONABLE IDENTIFICATION PHRASEOLOGY- SQUAWK STANDBY, a. Use more than one method of identification when proximity of targets, duplication of observed then action, or any other circumstances cause doubt as to target identification.

SQUAWK NORMAL.

b. If identification is questionable for any reason, d. EN ROUTE. During narrowband operations, take immediate action to reidentify the aircraft or an aircraft may be considered identified when the full terminate radar service. Identify the aircraft as data block is automatically associated with the follows: beacon target symbol of an aircraft that is squawking a discrete code assigned by the computer. 1. As described in para 5-3-2, Primary Radar Identification Methods, or para 5-3-3, Beacon PHRASEOLOGY- Identification Methods.

SQUAWK (4 digit discrete code), AND IF YOUR ALTITUDE REPORTING EQUIPMENT IS TURNED 2. En route. Ensure that all primary targets are OFF, SQUAWK ALTITUDE.

displayed when radar identification is lost or is questionable.

NOTE- The AIM informs pilots to adjust Mode C transponders with REFERENCE- FAAO JO 7110.65, Para 5-4-3, Methods.

altitude reporting capability activated unless deactivation is requested by ATC. Squawk altitude is included to provide applicable phraseology.

5-3-6. POSITION INFORMATION REFERENCE- Inform an aircraft of its position whenever radar FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.

identification is established by means of identifying FAAO JO 7110.65, Para 5-3-6, Position Information.

turns or by any of the beacon identification methods outlined in para 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 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 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 until the aircraft has exited the sector or delegated PHRASEOLOGY- airspace, and all potential conflicts have been RADAR CONTACT (position if required).

resolved; including an aircraft that is a point out. The data block shall display flight identification and b. Inform an aircraft when radar contact is lost.

altitude information, as a minimum.

PHRASEOLOGY- NOTE- RADAR CONTACT LOST (alternative instructions when Where delegated airspace extends beyond Class B and/or required).

Class C airspace, the following will apply: If a VFR aircraft is clear of Class B and Class C airspace and radar services have been terminated then retention of the data 5-3-8. TARGET MARKERS block is no longer required.

b. During prearranged coordination procedures, EN ROUTE the controllers who penetrate another controller's airspace shall display data block information of that Retain data blocks that are associated with the controller's aircraft which shall contain, at a appropriate target symbol in order to maintain minimum, the position symbol and altitude continuous identity of aircraft. Retain the data block information.

until the aircraft has exited the sector or delegated REFERENCE- airspace, and all potential conflicts have been FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace.

resolved; including an aircraft that is a point out. The FAAO JO 7110.65, Para5-4-3, Methods.

FAAO JO 7110.65, Para 5-4-8, Automated Information Transfer data block shall display flight identification and (AIT).

altitude information, as a minimum. The displayed FAAO JO 7110.65, Para 5-4-10, Prearranged Coordination.

altitude may be assigned, interim, or reported.

FAAO JO 7210.3, Para 3-7-7, Prearranged Coordination.

Radar Identification 5-3-3 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 2. Necessary coordination has been accom “NB,” “NX,” “IF,” “NT”, or “TRK” is displayed in plished with all controllers through whose area of the data block.

jurisdiction the aircraft will pass prior to entering the k. Advise the receiving controller that radar receiving controller's area of jurisdiction, except monitoring is required when the aircraft is on a direct when such coordination is the receiving controller's route initiated by ATC that exceeds usable NAVAID responsibility as stated in para 5-4-6, Receiving distances.

Controller Handoff, and unless otherwise specified l. Issue restrictions to the receiving controller by a LOA or a facility directive.

which are necessary to maintain separation from 3. Restrictions issued to ensure separation are other aircraft within your area of jurisdiction before passed to the receiving controller.

releasing control of the aircraft.

d. After transferring communications, continue to m. Consider the target being transferred as comply with the requirements of subparas c1 and 2.

identified on the receiving controller's display when the receiving controller acknowledges receipt e. Comply with restrictions issued by the receiving verbally or has accepted an automated handoff.

controller unless otherwise coordinated.

n. Accomplish the necessary coordination with f. Comply with the provisions of para 2-1-17, any intervening controllers whose area of jurisdiction Radio Communications Transfer, subparas a and b.

is affected by the receiving controller's delay in the To the extent possible, transfer communications climb or the descent of an aircraft through the vertical when the transfer of radar identification has been limits of your area of jurisdiction when the receiving accepted.

controller advises you of that delay before accepting NOTE- the transfer of radar identification unless otherwise Before the ARTS/STARS “modify/quick look” function is specified by a LOA or a facility directive.

used to transfer radar identification, a facility directive which specifies communication transfer points is required.

5-4-6. RECEIVING CONTROLLER g. Advise the receiving controller of pertinent HANDOFF information not contained in the data block or flight The receiving controller shall: progress strip unless covered in a LOA or facility directive. Pertinent information includes: a. Ensure that the target position corresponds with the position given by the transferring controller or 1. Assigned heading.

that there is an appropriate association between an 2. Air speed restrictions.

automated data block and the target being transferred before accepting a handoff.

3. Altitude information issued.

REFERENCE- 4. Observed track or deviation from the last FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace.

FAAO JO 7110.65, Para 2-1-15, Control Transfer.

route clearance.

FAAO JO 7110.65, Para 5-4-5, Transferring Controller Handoff.

5. The beacon code if different from that b. Issue restrictions that are needed for the aircraft normally used or previously coordinated.

to enter your sector safely before accepting the handoff.

6. Any other pertinent information.

c. Comply with restrictions issued by the initiating h. Ensure that the data block is associated with the controller unless otherwise coordinated.

appropriate target.

d. Before you issue control instructions directly to i. Initiate verbal coordination to verify the position an aircraft that is within another controller's area of of primary or nondiscrete targets when using the jurisdiction that will change that aircraft's heading, automated handoff functions except for intrafacility route, speed, altitude, or beacon code, ensure that handoffs using single‐sensor systems or multisensor coordination has been accomplished with each of the systems operating in a mosaic RDP mode.

controllers listed below whose area of jurisdiction is j. Initiate verbal coordination before transferring affected by those instructions unless otherwise control of a track when “CST,” “FAIL,” “NONE,” specified by a LOA or a facility directive: Transfer of Radar Identification 5-4-3 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 NOTE- 1. When an automated interfacility handoff Those en route facilities using host software that provides action is initiated and “AMB” or “AM” is displayed capability for passing interim altitude shall include the in the full data block, advise the other facility that a specific operations and procedures for use of this disparity exists between the position declared by their procedure in a LOA between the appropriate facilities.

computer and that declared by your ARTS/PIDP/ STARS system.

1. The controller within whose area of jurisdic tion the control instructions will be issued.

2. When an automated inter-facility handoff action is initiated and “NAT,” “NT,” “TU”, or “TRK” 2. Any intervening controller(s) through whose is displayed in the full data block, advise the other area of jurisdiction the aircraft will pass.

facility if a disparity exists between the position e. After accepting a handoff from another declared by their computer and the actual target controller, confirm the identity of primary target by position.

advising the aircraft of its position, and of a beacon h. Advise the transferring controller, prior to target by observing a code change, an “ident” reply, accepting the transfer of radar identification, that you or a “standby” squawk unless one of these was used will delay the climb or the descent of an aircraft during handoff. These provisions do not apply at through the vertical limits of the transferring those towers and GCAs which have been delegated controller's area of jurisdiction, unless otherwise the responsibility for providing radar separation specified in a LOA or a facility directive.

within designated areas by the parent approach control facility and the aircraft identification is NOTE- assured by sequencing or positioning prior to the Those en route facilities using HOST software that provides capability for passing interim altitude shall handoff.

include the specific operations and procedures for use of REFERENCE- this procedure in a LOA between the appropriate facilities.

FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility.

i. If you decide, after accepting the transfer of f. When using appropriate equipment, consider a radar identification, to delay the aircraft's climb or discrete beacon target's identity to be confirmed descent through the vertical limits of the transferring when: controller's area of jurisdiction, advise the transfer 1. The data block associated with the target ring controller of that decision as soon as possible.

being handed off indicates the computer assigned You now have the responsibility to ensure that the discrete beacon code is being received, or necessary coordination is accomplished with any intervening controller(s) whose area of jurisdiction is 2. You observe the deletion of a discrete code affected by that delay, unless otherwise specified in a that was displayed in the data block, or LOA or a facility directive.

NOTE- NOTE- When the aircraft generated discrete beacon code does not Those en route facilities using HOST software that match the computer assigned beacon code, the code provides capability for passing interim altitude shall generated will be displayed in the data block. When the include the specific operations and procedures for use of aircraft changes to the assigned discrete code, the code this procedure in a LOA between the appropriate facilities.

disappears from the data block. In this instance, the observance of code removal from the data block satisfies confirmation requirements. 5-4-7. POINT OUT 3. You observe the numeric display of a discrete a. The transferring controller shall: code that an aircraft has been instructed to squawk or 1. Obtain verbal approval before permitting an reports squawking.

aircraft to enter the receiving controller's delegated g. Initiate verbal coordination prior to accepting airspace. TERMINAL. Automated approval may be control of a track when “CST,” “NAT,” “NT,” utilized in lieu of verbal, provided the appropriate “NONE,” “NB,” “NX,” “OLD,” “OL,” “AMB,” automation software is operational (automated point “AM,” “TU”, or “TRK” is displayed in the data out function), and the procedures are specified in a block. facility directive/LOA.

Transfer of Radar Identification 5-4-4 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 2. Obtain the receiving controller's approval 5-4-9. INTERFACILITY AUTOMATED before making any changes to an aircraft's flight path, INFORMATION TRANSFER altitude, or data block information after the point out EN ROUTE has been approved.

Transfer radar identification without verbal coordin NOTE- ation under the following conditions: Those en route facilities using HOST software that provides capability for passing interim altitude shall a. During radar handoff; and include the specific operations and procedures for use of b. Via information displayed in full data blocks; this procedure in a LOA between the appropriate facilities.

and 3. Comply with restrictions issued by the c. On aircraft at assigned altitude in level flight; receiving controller unless otherwise coordinated.

and 4. Be responsible for subsequent radar handoffs d. Only the first sector within the receiving facility and communications transfer, including flight data shall utilize the procedure; and revisions and coordination, unless otherwise agreed e. When following procedures specified in your to by the receiving controller or as specified in a LOA.

facility AIT directive and LOA.

b. The receiving controller shall: 5-4-10. PREARRANGED COORDINATION 1. Ensure that the target position corresponds with the position given by the transferring controller Prearranged coordination allowing aircraft under or that there is an association between a computer your control to enter another controller's area of data block and the target being transferred prior to jurisdiction may only be approved provided approving a point out.

procedures are established and published in a facility directive/LOA in accordance with FAAO JO 7210.3, 2. Be responsible for separation between point para 3-7-7, Prearranged Coordination.

out aircraft and other aircraft for which he/she has NOTE- separation responsibility.

Under no circumstances may one controller permit an 3. Issue restrictions necessary to provide aircraft to enter another's airspace without proper separation from other aircraft within his/her area of coordination. Coordination can be accomplished by jurisdiction. several means; i.e., radar handoff, automated information transfer, verbal, point-out, and by prearranged coordina tion procedures identified in a facility directive that clearly 5-4-8. AUTOMATED INFORMATION describe the correct application. Airspace boundaries TRANSFER (AIT) should not be permitted to become barriers to the efficient movement of traffic. In addition, complete coordination, Transfer radar identification, altitude control, and/or awareness of traffic flow, and understanding of each en route fourth line control information, without position's responsibility concerning penetration of an other's airspace cannot be overemphasized.

verbal coordination under the following conditions: REFERENCE- a. During radar handoff; and FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace.

FAAO JO 7110.65, Para5-4-3, Methods.

b. Via information displayed in full data blocks; FAAO JO 7110.65, Para 5-4-8, Automated Information Transfer (AIT).

and FAAO JO 7210.3, Para 3-7-7, Prearranged Coordination.

c. Within the same facility, except as provided in 5-4-11. EN ROUTE FOURTH LINE DATA para 5-4-9, Interfacility Automated Information BLOCK USAGE Transfer; and a. The en route fourth line data block shall be used d. When following procedures specified in your to forward only the specified control information facility AIT directive.

listed below. Any additional control information shall REFERENCE- be forwarded via other communication methods.

FAAO JO 7110.65, Para5-4-11, En Route Fourth Line Data Block Enroute fourth line data block free text area may be Usage.

Transfer of Radar Identification 5-4-5 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 NOTE- used by individual sector teams for recording any A “+” notation may be added to denote an assigned speed additional information the team deems appropriate at or greater than the displayed value. A “-” notation may for managing the sector, but shall be removed prior to be added to denote an assigned speed at or less than the initiation of identification transfer.

displayed value.

REFERENCE- EXAMPLE- FAAO JO 7110.65, Para 5-4-5, Transferring Controller Handoff, subpara b.

S210, S250, S250+, S280- b. The en route fourth line data block area shall be h. Aircraft assigned a Mach number shall use the used for coordination purposes only in association designation “M” preceding the two-digit assigned with radar identified aircraft.

value.

c. When automated information transfer (AIT) EXAMPLE- procedures are applied, en route fourth line usage for M80, M80+, M80- transfer of control information shall be specifically REFERENCE- defined within facility AIT directive.

FAAO JO 7110.65, Para5-4-11, En Route Fourth Line Data Block Usage, subpara gNOTE.

REFERENCE- FAAO JO 7110.65, Para5-4-8, Automated Information Transfer i. Aircraft authorized to conduct celestial naviga (AIT).

FAAO JO 7210.3, Para4-3-8, Automated Information Transfer (AIT). tion training within 30 NM of the route centerline specified within the en route clearance.

d. Coordination format for assigned headings shall use the designation character “H” preceding a EXAMPLE- three-digit number.

CELNAV EXAMPLE- j. Coordination format for aircraft requesting an H080, H270 altitude change shall use the designation characters “RQ” preceding a three-digit number.

e. Aircraft assigned a heading until receiving a fix or joining a published route shall be designated with EXAMPLE- assigned heading format followed by the fix or route.

RQ170, RQ410 EXAMPLE- k. Coordination format for aircraft requesting a H080/ALB, 080/J121, PH/ALB route change shall use the designation “RQ/” NOTE- preceding a specific fix identifier.

1. The notation “PH” may be used to denote present heading. EXAMPLE- RQ/LAX, RQ/NEUTO 2. The character “H” may be omitted as a prefix to the heading assignment only if necessary due to character field l. The acceptance of a handoff by the receiving limitations, and it does not impede understanding.

controller shall constitute receipt of the information contained within the en route fourth line data block.

f. Aircraft authorized specific weather deviation It is the responsibility of the receiving controller to or lateral weather deviation until able to proceed advise the transferring controller if any information direct to a fix shall be designated with the identified is not understood, or needs to be revised.

characters: D-deviation, L-left, R-right, N-north, E-east, S-south, W-west.

NOTE- Due to system and character limitations the usage of these EXAMPLE- DN, D20L, DR/ATL, D30R/ATL standardized entries may require additional support via facility directive in order to provide complete coordination.

g. Coordination format for assigned airspeeds shall use the designation character “S” preceding a m. All other control information shall be three-digit number. coordinated via other methods.

Transfer of Radar Identification 5-4-6

JO 7110.65T 2/11/10

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.

ClassB 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, Section91.215, 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 FAAO JO 7110.65, Para 2-1-18, Operational Requests.

FAAO 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 FAAO JO 7110.65, Para 5-1-10, Deviation Advisories.

Class B Service Area- Terminal 7-9-1 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 NOTE- c. Aircraft departing controlled airports within Issue wake turbulence cautionary advisories in accor Class B airspace will be provided the same services dance with para 2-1-20, Wake Turbulence Cautionary as those aircraft departing the primary airport.

Advisories.

REFERENCE- REFERENCE- FAAO JO 7110.65, Para 2-1-18, Operational Requests.

P/CG Term- Lateral Separation.

P/CG Term- Radar Separation.

P/CG Term- Target Resolution.

7-9-4. SEPARATION P/CG Term- Visual Separation.

a. Standard IFR services to IFR aircraft.

7-9-5. TRAFFIC ADVISORIES b. VFR aircraft must be separated from VFR/IFR a. Provide mandatory traffic advisories and safety aircraft that weigh more than 19,000 pounds and alerts, between all aircraft.

turbojets by no less than: b. Apply merging target procedures in accordance 1. 1 / miles separation, or with para 5-1-8, Merging Target Procedures.

2. 500 feet vertical separation, or NOTE- 7-9-6. HELICOPTER TRAFFIC Apply the provisions of para 5-5-4, Minima, when wake turbulence separation is required.

VFR helicopters need not be separated from VFR or IFR helicopters. Traffic advisories and safety alerts 3. Visual separation, as specified in para 7-2-1, shall be issued as appropriate.

Visual Separation, para 7-4-2, Vectors for Visual Approach, and para 7-6-7, Sequencing.

7-9-7. ALTITUDE ASSIGNMENTS NOTE- Issue wake turbulence cautionary advisories in accor a. Altitude information contained in a clearance, dance with para 2-1-20, Wake Turbulence Cautionary instruction, or advisory to VFR aircraft shall meet Advisories.

MVA, MSA, or minimum IFR altitude criteria.

c. For the application of Class Bravo airspace b. Issue altitude assignments, if required, consis separation requirements, the V-22 Osprey must be tent with the provisions of 14 CFR Section 91.119.

treated as a fixed-wing aircraft. It is an SRS Category II aircraft but weighs more than 19,000 pounds. The NOTE- V-22 Osprey must be separated from VFR/IFR The MSAs are: aircraft by minimum identified in subparagraph b 1. Over congested areas, an altitude at least 1,000 feet above the highest obstacle, above.

2. Over other than congested areas, an altitude at least d. VFR aircraft must be separated from all 500 feet above the surface.

VFR/IFR aircraft which weigh 19,000 pounds or less REFERENCE- by a minimum of: FAAO JO 7110.65, Para 4-5-2, Flight Direction.

FAAO JO 7110.65, Para 4-5-3, Exceptions.

FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes.

1. Target resolution, or c. Aircraft assigned altitudes which are contrary to 2. 500 feet vertical separation, or 14 CFR Section 91.159 shall be advised to resume NOTE- altitudes appropriate for the direction of flight when 1. Apply the provisions of para 5-5-4, Minima, when the altitude assignment is no longer required or when wake turbulence separation is required.

leaving Class B airspace.

2. Aircraft weighing 19,000 pounds or less include all PHRASEOLOGY- aircraft in SRS Categories I and II plus G73, STAR, S601, RESUME APPROPRIATE VFR ALTITUDES.

BE30, SW3, B190 and C212.

3. Visual separation, as specified in para 7-2-1, 7-9-8. APPROACH INTERVAL Visual Separation, para 7-4-2, Vectors for Visual Approach, and para 7-6-7, Sequencing. The tower shall specify the approach interval.

Class B Service Area- Terminal 7-9-2 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 2. Aircraft requesting security services should 9-2-12. LAW ENFORCEMENT not normally be held. However, if holding is OPERATIONS BY CIVIL AND MILITARY necessary or workload/traffic conditions prevent ORGANIZATIONS immediate provision of ATC security services, a. Law enforcement alerts.

inform the pilot to remain outside the designated area until conditions permit the provision of ATC security 1. Aircraft lookouts shall not be distributed services. Inform the pilot of the expected length of outside the FAA.

delay.

REFERENCE- FAAO 1600.29, Law Enforcement Alert Message System.

PHRASEOLOGY- FAAO JO 7210.3, Para2-7-7, Cooperation With Law Enforcement Agencies.

(A/C call sign) REMAIN OUTSIDE OF THE (location) AND STANDBY. EXPECT (time) MINUTES DELAY.

2. Stolen aircraft alerts, including stolen aircraft summaries, may be distributed outside the FAA to: c. Termination of Service.

airport offices, air carriers, fixed base operators, and law enforcement agencies.

1. If the aircraft is not landing within the designated area, provide security services until the 3. Upon receipt of knowledge concerning an aircraft exits the area and then advise the aircraft to aircraft for which a current law enforcement alert squawk VFR and that frequency change is approved.

message is held, do the following: PHRASEOLOGY- (a) Forward any information on the aircraft to SQUAWK VFR, FREQUENCY CHANGE APPROVED.

El Paso Intelligence Center (EPIC) and the requester when specified in the message.

or (b) Immediately notify the cognizant CONTACT (facility identification). Transportation Security Administration office by the most rapid means.

2. When an aircraft is landing at an airport inside (c) DO NOT TAKE ANY OTHER ACTION the area, instruct the pilot to remain on the assigned AFFECTING THE AIRCRAFT, CARGO, CREW, transponder code until after landing.

OR PASSENGERS NOT NORMALLY RELATED PHRASEOLOGY- TO JOB RESPONSIBILITIES.

(ACID) REMAIN ON YOUR ASSIGNED TRANSPONDER b. Special law enforcement operations.

CODE UNTIL YOU LAND, FREQUENCY CHANGE APPROVED.

1. Special law enforcement operations include inflight identification, surveillance, interdiction and 3. Using approved handoff functionality, trans pursuit activities performed in accordance with fer the data blocks of all security tracked aircraft that official civil and/or military mission responsibilities.

will enter another sector/position for coordination of aircraft information/location. Upon acceptance of the 2. To facilitate accomplishment of these special transferred information, instruct the pilot to contact missions, exemptions from specified parts of Title 14 the next sector/positions' frequency.

of the Code of Federal Regulations have been granted to designated departments and agencies. However, it is each organization's responsibility to apprise ATC of their intent to operate under an authorized 9-2-11. SECURITY NOTICE (SECNOT) exemption before initiating actual operations.

Upon receiving notification of a SECNOT, the REFERENCE- FAAO JO 7210.3, Para 18-3-1, Authorizations and Exemptions from controller must forward all information on the subject Title 14, Code of Federal Regulations (14 CFR).

aircraft to the FLM/CIC. If information is not known, 3. Additionally, some departments and agencies broadcast call sign on all frequencies and advise the that perform special missions have been assigned FLM/CIC of the response.

coded identifiers to permit them to apprise ATC of REFERENCE- ongoing mission activities and solicit special air P/CG Term - Security Notice.

traffic assistance.

FAAO JO 7210.3, Chapter 19, Section 9, Security Notice (SECNOT).

Special Operations 9-2-5 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 REFERENCE- NOTE- FAAO 7110.67, Special Aircraft Operations by Law 1. During aerial refueling, tanker aircraft are responsible Enforcement/Military Organizations.

for receiver aircraft communication with ATC and for their NOTE- navigation along the track.

As specified in para 2-1-4, Operational Priority, priority 2. Aerial refueling airspace is not sterilized airspace and of handling for aircraft operating with coded identifiers other aircraft may transit this airspace provided vertical or will be the same as that afforded to SAR aircraft performing lateral separation is provided from refueling aircraft.

a SAR mission.

3. MARSA begins between the tanker and receiver when c. Assistance to law enforcement aircraft opera the tanker and receiver(s) have entered the air refueling tions.

airspace and the tanker advises ATC that he/she is accepting MARSA.

1. Provide the maximum assistance possible to 4. MARSA ends between the tanker and receiver when the law enforcement aircraft, when requested, in helping tanker advises ATC that the tanker and receiver aircraft are them locate suspect aircraft.

vertically positioned within the air refueling airspace and ATC advises MARSA is terminated.

2. Communicate with law enforcement aircraft, when possible and if requested, on a frequency not REFERENCE- FAAO JO 7110.65, Para 2-1-11, Use of MARSA.

paired with your normal communications frequen FAAO JO 7110.65, Para5-5-8, Additional Separation for Formation cies.

Flights.

FAAO JO 7610.4, Chapter 10, Aerial Refueling.

3. Do not allow assistance to law enforcement a. Provide radar assistance to the rendezvous for aircraft to violate any required separation minima.

participating aircraft: 4. Do not assist VFR law enforcement aircraft in 1. When requested, and any way that will create a situation which, in your 2. By providing vertical separation prior to judgment, places the aircraft in unsafe proximity to MARSA declaration.

terrain or other aircraft.

b. Do not request receiver aircraft that have been cleared to conduct air refueling and have departed the 9-2-13. MILITARY AERIAL REFUELING ARIP to: Authorize aircraft to conduct aerial refueling along 1. Make code changes when less than 5 miles published or special tracks at their flight plan altitude, from the tanker.

unless otherwise requested.

2. Squawk standby when less than 1 mile or PHRASEOLOGY- more than 3 miles from the tanker.

CLEARED TO CONDUCT REFUELING ALONG NOTE- (number) TRACK, Requests for receiver aircraft to make code changes during air refueling diverts the receiver pilot's attention during a or critical phase of flight.

FROM (fix) TO (fix) , c. When issuing an initial air refueling clearance, you may request a receiver to squawk standby when and the receiver reaches a point 3 miles from the tanker.

MAINTAIN REFUELING LEVEL (altitude), 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 MAINTAIN (altitude), assignments may be made with the tanker concurrence with MARSA remaining in effect.

or 3. Upon rendezvous completion, the tanker shall keep COMMENCING AT (altitude), DESCENDING TO receiver aircraft within 3 miles of the tanker until MARSA (altitude). is terminated.

Special Operations 9-2-6 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 d. After MARSA has been declared, you should 1. The tanker will depart the track from the avoid issuing course or altitude changes prior to highest altitude in the block.

rendezvous.

2. The receiver will depart the track from the NOTE- lowest altitude in the block.

Altitude or course changes issued will automatically void 3. Aircraft will squawk 7600 for at least MARSA.

2minutes prior to departing the track.

e. Do not use the altitude vacated during the REFERENCE- refueling operation until the refueling aircraft has FAAO JO 7110.65, Para 9-2-14, Military Operations Above FL 600.

reported reaching the next IFR altitude.

9-2-14. MILITARY OPERATIONS ABOVE REFERENCE- FAAO JO 7110.65, Para 6-6-2, Exceptions. FL600 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: a. Flight plans involving supersonic flight are 1. Furnish vectors or alternative altitudes at any required 16 hours in advance of proposed departure time.

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 filing requirement.

NOTE- 1. To meet a training requirement that aerial refueling be b. The route of flight shall be defined by at least accomplished in a nonradar environment, the military has one high altitude fix within each ARTCC area requested that vectors be furnished only upon request.

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 90degrees 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 shall be included in the route of flight.

tions will utilize at least three consecutive altitudes.

d. The ARTCC which originates the flight plan g. Unless a vector or alternative route has been shall forward departure times to all ARTCCs furnished, clear the aircraft to depart the refueling responsible for processing the flight plan.

track at a navigational reference point or egress fix.

e. Approval of the flight plan indicates approval of h. Request an aircraft to report the ARIP, ARCP, or both route and flight levels (if stated) including egress fix as necessary.

operations below FL 600 (aerial refueling).

PHRASEOLOGY- PHRASEOLOGY- REPORT: CLEARED AS FILED VIA ROUTE AND FLIGHT LEVELS.

A-R-I-P, REFERENCE- FAAO JO 7110.65, Para 9-2-13, Military Aerial Refueling.

or f. Separation. Use the following as minima in lieu of the corresponding type of separation prescribed in: A-R-C-P, NOTE- The primary method described to provide separation or between two supersonic aircraft is to descend the aircraft EGRESS FIX. at the lower FL and provide vertical separation since the aircraft at the higher FL may not be able to climb rapidly i. Expect the following procedures in addition to enough to establish the required separation. Another those required by the appropriate parts of Title 14 of aspect which should be considered is that supersonic the Code of Federal Regulations in the event of aircraft during turns, either programmed or as the result of two‐way communications failure: vectors, will lose a few thousand feet. Vectoring supersonic Special Operations 9-2-7 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 aircraft seriously affects the range and mission objectives. NOTE- Radar separation is the preferred method of separating a Aerial refueling operations may require that aircraft leave subsonic aircraft both from another subsonic aircraft or the special use frequency for communications with the from a supersonic aircraft. tanker. This will occur when the receiver is approximately 200 miles from the ARCP. The tanker aircraft will remain 1. Para 4-5-1, Vertical Separation Minima: on the ARTCC assigned frequency and will relay 5,000 feet.

clearances to the receiver as required. An alternate means of communications between the tanker and receiver is HF NOTE- radio.

1. The security requirements of the military services preclude the transmission of actual altitude information on 3. All aircraft during supersonic flight.

the air/ground or landline circuits. A classified document NOTE- detailing the plan for ascertaining altitude codes for the Pilots are expected to request assignment of the special use day should be readily available to the controllers at their frequency in the remarks section of the flight plan or before positions of operation.

entering supersonic flight. B-57 aircraft engaged in 2. Pilots will report their altitude, using the coded plan, pressure suit operations will use the static call sign KITE and intended flight profile on initial contact with each and flights will normally be conducted from Dover, ARTCC.

Eielson, Ellington, Hickman, Howard, Kirtland, and McClellan Air Force Bases.

2. Para 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 on the overflown side and 25 miles on the other side.

b. The special use frequency may be assigned as For turns by subsonic aircraft, protect the airspace “backup” for the high‐altitude sector when direct 34miles on the overflown side and 25 miles on the communications are essential because of a potential other side.

emergency control situation.

REFERENCE- c. Do not assign the special use frequency to the FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance.

aircraft in subpara a1 above, when they will operate in airspace assigned for special military operations.

9-2-15. MILITARY SPECIAL USE FREQUENCIES 9-2-16. AVOIDANCE OF AREAS OF NUCLEAR RADIATION a. Assign special use frequency to: NOTE- a. Advise pilots whenever their proposed flight Special use frequencies are assigned to ARTCCs in such a path will traverse a reported or forecasted area of manner that adjacent ARTCCs will not have the same hazardous radiation and reroute the aircraft when frequency. They are to be used within the ARTCC area requested by the pilot.

jurisdiction from the established FL base of the high REFERENCE- altitude sectors and above. Each high altitude sector FAAO JO 7610.4, Para 4-4-4, Avoidance of Hazardous Radiation should have the capability to use the special use frequency Areas.

on a shared basis.

b. Inform pilots when an airfield of intended 1. USAF, U.S. Navy, and Air National Guard landing lies within a reported or forecasted area of (ANG) single‐pilot jet aircraft formations operating hazardous radiation and request the pilot to advise at night or in instrument weather conditions. his/her intentions.

Formations of five or more USAF aircraft deploying either to a continental U.S. staging base or nonstop to 9-2-17. SAMP an overseas location are authorized to use special use Provide special handling to U.S. Government and frequencies at any time. Normally these deployments military aircraft engaged in aerial sampling missions will be conducted within an altitude reservation.

(atmosphere sampling for nuclear, chemical, or 2. U-2 and B-57 (pressure suit flights) aircraft hazardous material contamination). Honor inflight at all altitudes/FLs except where terminal operations clearance requests for altitude and route changes to require the assignment of other frequencies. the maximum extent possible. Other IFR aircraft may Special Operations 9-2-8 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 NOTE- be recleared so that requests by SAMPLER aircraft A dropsonde is a 14-inch long cardboard cylinder about are honored. Separation standards as outlined in this 2.75 inches in diameter, that weighs approximately order shall be applied in all cases.

14ounces (400 grams), and has a parachute attached.

REFERENCE- When released from the aircraft it will fall at a rate of FAAO JO 7110.65, Para 2-1-4, Operational Priority.

approximately 2,500 feet per minute. Controllers should FAAO JO 7110.65, Para 2-4-20, Aircraft Identification.

FAAO JO 7610.4, Para 4-4-4, Avoidance of Hazardous Radiation recognize that a dropsonde released at FL 310 will be a Areas.

factor for traffic at FL 210 four minutes later. It is the aircraft commanders responsibility to delay release of dropsondes if traffic is a factor. Aircraft commanders will 9-2-18. AWACS/NORAD SPECIAL delay release of dropsondes based solely upon traffic as FLIGHTS issued by ATC.

Do not delay E-3 AWACS aircraft identified as b. When advised that an airborne TEAL or NOAA “AWACS/NORAD Special” flights. The following aircraft is requesting a clearance via CARCAH, issue control actions are acceptable while expediting these the clearance in accordance with Chapter 4, IFR, aircraft to the destination orbit.

Section 2, Clearances.

+ a. En route altitude changes /– 2,000 feet from the REFERENCE- FAAO JO 7110.65, Para 4-2-1, Clearance Items.

requested flight level.

FAAO JO 7110.65, Para 4-2-2, Clearance Prefix.

FAAO JO 7110.65, Para 4-2-3, Delivery Instructions.

b. Radar vectors or minor route changes that do not impede progress towards the destination orbit.

c. If a TEAL or NOAA mission aircraft must be contacted but is out of VHF, UHF, and HF radio NOTE- range, advise the supervisory traffic management NORAD has a requirement to position E-3 AWACS aircraft coordinator-in-charge.

at selected locations on a time‐critical basis. To the extent possible these flights will utilize routes to the destination REFERENCE- orbit that have been precoordinated with the impacted ATC FAAO JO 7210.3, Para 5-3-6, Weather Reconnaissance Flights.

FAAO JO 7110.65, Para 2-1-4, Operational Priority.

facilities. To identify these flights, the words “AWACS/ NORAD SPECIAL” will be included as the first item in the remarks section of the flight plan.

9-2-20. EVASIVE ACTION MANEUVER Approve a pilot request to conduct an evasive action 9-2-19. WEATHER RECONNAISSANCE maneuver only on the basis of a permissible traffic FLIGHTS situation. Specify the following items, as necessary, TEAL and NOAA mission aircraft fly reconnais when issuing approval: sance flights to gather meteorological data on winter NOTE- storms, (NWSOP missions), hurricanes and tropical The “evasive action” maneuver is performed by a cyclones (NHOP missions). The routes and timing of bomber/fighter bomber aircraft at or above FL 250 along these flights are determined by movement of the a 60 NM long segment of the flight plan route overlying a storm areas and not by traffic flows.

RBS or other site and includes: 1. Flying a zigzag pattern on both the left and right side a. When a dropsonde release time is received from of the flight plan route centerline. Altitude deviations are a TEAL or NOAA mission aircraft, workload and made in conjunction with the lateral maneuvering.

priorities permitting, controllers shall advise the 2. Lateral deviations from the route centerline will not mission aircraft of any traffic estimated to pass normally exceed 12 miles. Altitude variations shall not through the area of the drop at altitudes below that of exceed plus or minus 1,000 feet of the assigned flight level; the mission aircraft. This traffic advisory shall i.e., confined within a 2,000 foot block.

include: a. Specific route segment on which the maneuver 1. Altitude. will take place.

2. Direction of flight. b. Distance of maximum route deviation from the centerline in miles.

3. ETA at the point closest to drop area (or at the fix/intersection where drop will occur). c. Altitude.

Special Operations 9-2-9 3/15/07 7110.65R CHG 2 JO 7110.65T 2/11/10 JO 7110.65T CHG 1 8/26/10 PHRASEOLOGY- 9-2-22. OPEN SKIES TREATY AIRCRAFT CLEARED TO CONDUCT EVASIVE ACTION a. OPEN SKIES aircraft will be identified by the MANEUVER FROM (fix) TO (fix), call sign “OSY” (OPEN SKIES) followed by two digits and a one-letter mission suffix.

and EXAMPLE- (number of miles) EITHER SIDE OF CENTERLINE, OSY12D Mission suffixes: and *F = Observation Flights (Priority).

*D = Demonstration Flights (Priority).

MAINTAIN (altitude) THROUGH (altitude), *T = Transit Flights (Nonpriority).

NOTE- and 1. Observation/Demonstration flights are conducted under rigid guidelines outlined in the Treaty of OPEN COMPLETE MANEUVER AT (fix) AT (altitude).

SKIES that govern sensor usage, maximum flight distances, altitudes and priorities.

9-2-21. NONSTANDARD FORMATION/ 2. Transit flights are for the sole purpose of moving an OPEN SKIES aircraft from airport to airport in CELL OPERATIONS preparation for an actual OPEN SKIES “F” or “D” Occasionally the military is required to operate in a mission.

nonstandard cell formation and controllers should be b. Provide priority and special handling to knowledgeable of the various tactics employed and expedite the movement of an OPEN SKIES the procedures used.

observation or demonstration flight.

REFERENCE- REFERENCE- FAAO JO 7610.4, Chapter 12, Section 12, Formation Flight.

FAAO JO 7110.65, Para 2-1-4, Operational Priority, subpara n.

FAAO JO 7210.3, Para 5-3-7, OPEN SKIES Treaty Aircraft.

a. Formation leaders are responsible for obtaining Treaty on OPEN SKIES, Treaty Document, 102-37.

ATC approval to conduct nonstandard formation/cell c. OPEN SKIES aircraft, while maintaining operations.

compliance with ATC procedures, shall have priority over activities in Special Use Airspace (SUA) and b. When nonstandard formation/cell operations shall be allowed to transit such airspace as filed after have been approved, controllers shall assign appropriate and timely coordination has been sufficient altitudes to allow intra‐cell vertical spacing accomplished between the using agency and of 500 feet between each aircraft in the formation.

controlling agency.

c. Control nonstandard formation/cell operations 1. OPEN SKIES Treaty flights transiting SUA on the basis that MARSA is applicable between the will be handled in the following manner: participating aircraft until they establish approved separation which is acknowledged by ATC. (a) The ATC facility controlling the OPEN SKIES flight shall advise the using/scheduling d. Apply standard separation criteria between the agency or appropriate ATC facility when the OPEN approved nonstandard formation/cell envelope and SKIES aircraft is fifteen (15) minutes from the SUA nonparticipating aircraft.

boundary; and e. Clear aircraft operating in a nonstandard (1) For SUA that has an ATC facility formation/cell to the breakup fix as the clearance providing services to the area, provide standard limit. Forward data pertaining to route or altitude separation. If the ATC facility is unable to provide beyond the breakup point to the center concerned as standard separation from the activities in the SUA, a part of the routine flight plan information.

the using agency must confirm that all operations in the SUA have ceased.

f. EN ROUTE. If the breakup occurs in your area, issue appropriate clearances to authorize transition (2) For SUA not associated with an ATC from formation to individual routes or altitudes. If a facility, the using/scheduling agency must return the breakup cannot be approved, issue an appropriate SUA to the controlling agency and confirm that all clearance for the flight to continue as a formation. operations in the SUA have ceased.

Special Operations 9-2-10 8/26/10 JO 7110.65T CHG 1 JO 7110.65T 2/11/10 (b) If the controlling facility/using agency is 1. Do not ask the pilot to deviate from the unable to confirm that all conflicting activities in the planned action or route of flight except to preclude an SUA have ceased, the OPEN SKIES aircraft shall not emergency situation or other higher priority aircraft.

be permitted access to the SUA.

2. Do not impose air traffic control delays except to preclude emergency situations or other 2. Return SUA to the using agency, if higher priority aircraft.

appropriate, within fifteen (15) minutes after the OPEN SKIES aircraft clears the SUA. NOTE- If for reasons of flight safety the route or altitude must be d. Clear the aircraft according to the filed flight changed, return the aircraft to the filed flight plan route as pla n. soon as practical .

Special Operations 9-2-11

JO 7110.65T 2/11/10 8/26/10 JO 7110.65T CHG 1

Appendix A. Aircraft Information Fixed‐Wing Aircraft

TYPE ENGINE ABBREVIATIONS AIRCRAFT WEIGHT CLASSES a. Heavy. Aircraft capable of takeoff weights of P piston 300,000 pounds or more whether or not they are T turboprop operating at this weight during a particular phase of J jet flight.

CLIMB AND DESCENT RATES b. Large. Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to but not including 300,000 pounds.

Climb and descent rates based on average en route climb/descent profiles at median weight between c. Small. Aircraft of 41,000 pounds or less maximum gross takeoff and landing weights.

maximum certificated takeoff weight.

LAND AND HOLD SHORT OPERATIONS (LAHSO) SRS AIRCRAFT GROUP AND DISTANCE MINIMA SRS means “same runway separation;” categoriza FAA Order 7110.118, Land and Hold Short tion criteria is specified in para 3-9-6, Same Runway Operations, includes procedures and conditions for Separation.

conducting land and hold short operations at designated airports. Appendix 1 to Order 7110.118 MANUFACTURERS groups certain aircraft according to available landing distance for LAHSO operations. Aircraft group Listed under the primary manufacturer are other information for the purposes of Order 7110.118 is aircraft manufacturers who make versions of some of incorporated in this Appendix under Performance the aircraft in that group. Information.

NOTE- * Denotes single‐piloted military turbojet aircraft or aircraft to receive the same procedural handling as a single‐piloted military turbojet aircraft.

*** Denotes amphibian aircraft.

+ Denotes aircraft weighing between 12,500 lbs. and 41,000 lbs. For Class B Airspace rules, these aircraft are “large, turbine-engine powered aircraft.” Aircraft Information Fixed‐Wing Aircraft Appendix A-1 JO 7110.65T 2/11/10 TBL A-1 Land and Hold Short Operations (LAHSO) Aircraft Group/Distance Minima Sea Level 1,000- 2000- 3000- 4000- 5000- 6000- 7000- -999 1,999 2,999 3,999 4,999 5,999 6,999 7,000 Group 1 2500 2550 2600 2650 2700 2750 2800 2850 Group 2 & 3000 3050 3100 3150 3200 3250 3300 3500 Below Group 3 & 3500 3550 3600 3650 3700 3750 3800 3850 Below Group 4 & 4000 4050 4100 4150 4200 4250 4300 4350 Below Group 5 & 4500 4550 4600 4650 4700 4750 4800 4850 Below Group 6 & 5000 5100 5200 5300 5400 5500 5600 5700 Below Group 7 & 6000 6100 6200 6300 6400 6500 6600 6700 Below Group 8 & 7000 7100 7200 7300 7400 7500 7600 7700 Below Group 9 & 8000 8100 8200 8300 8400 8500 8600 8700 Below Group 10 Greater than 8000 feet TBL A-1 is an air traffic control tool for identifying aircraft, by groups, that are able to land and hold short based on the available landing distance. Air traffic managers shall utilize TBL A-1 for identifying aircraft by groups that are able to land and hold short at their facility in accordance with FAA Order 7110.118, Land and Hold Short Operations.

At locations requesting to utilize LAHSO with aircraft requiring greater than 8,000 feet of available landing distance, air traffic managers shall coordinate with the appropriate Flight Standards' office and Air Traffic Operations, Terminal Safety and Operations Support to obtain a letter of authorization approving LAHSO.

Aircraft Information Fixed‐Wing Aircraft Appendix A-2 JO 7110.65T 2/11/10 BELLANCA AIRCRAFT (USA) (Also AERONCA, CHAMPION, DOWNER, HINDUSTAN, NORTHERN) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Aeronca Chief/Super Chief, Pushpak AR11 1P/S 500 500 I 1 Aeronca Sedan AR15 1P/S 500 500 I 2 14 Junior, Cruiseair, B14A 1P/S 1,030 1,030 I 1 Cruiseair Senior Cruisemaster 14 Bellanca 260/A/B/C B14C 1P/S 1,500 I 17 Viking, Super Viking, BL17 1P/S 1,100 1,100 I 1 Turbo Viking 19 Skyrocket BL19 1P/S I 8 Decathlon, Scout BL8 1P/S 1,000 1,000 I 2 Champion Lancer 402 CH40 2P/S 650 1,000 II 7 ACA/ECA Champ, Citabria, CH7A 1P/S 750 750 I 1 7 GCBC/KCAB Citabria CH7B 1P/S 1,100 1,100 I 1 T-250 Aries T250 1P/S I BOEING COMPANY (USA) (Also GRUMMAN, IAI, LOCKHEED-BOEING, MCDONNELL DOUGLAS, NORTHROP-GRUMMAN, ROHR) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group B-52 Stratofortress B52 8J/H 3,000 3,000 III 707-100 (C-137B) B701 4J/H 3,500 3,500 III 9 707-300(C-18, C-137C, E-8J-Stars, B703 4J/H 3,500 3,500 III 9 EC-18, EC-137, KC-137, T-17) 717-200 B712 2J/L III 7 720 B720 4J/L 3,000 3,000 III 9 727-100 (C-22) B721 3J/L 4,500 4,500 III 7 727-200 B722 3J/L 4,500 4,500 III 7 727-100RE Super 27 R721 3J/L 4,300 4,300 III 727-200RE Super 27 R722 3J/L 4,300 4,300 III 737-100 B731 2J/L 3,000 3,000 III 7 737-200 (Surveiller, CT-43, VC-96) B732 2J/L 3,000 3,000 III 7 737-300 B733 2J/L 5,500 3,500 III 7 737-400 B734 2J/L 6,500 3,500 III 8 737-500 B735 2J/L 5,500 3,500 III 7 737-600 B736 2J/L 4,000 4,000 III 7 737-700, BBJ, C-40 B737 2J/L 4,000 4,000 III 8 737-800, BBJ2 B738 2J/L 4,000 4,000 III 7 737-900 B739 2J/L 4,000 4,000 III 8 747-100 B741 4J/H 3,000 3,000 III 10 747-200 (E-4, VC-25) B742 4J/H 3,000 3,000 III 10 747-300 B743 4J/H 3,000 3,000 III 10 747-400 (Domestic, no winglets) B74D 4J/H 3,000 3,000 III 747-400 (International, winglets) B744 4J/H 3,000 3,000 III 10 Aircraft Information Fixed‐Wing Aircraft Appendix A-7 JO 7110.65T 2/11/10 3/15/07 7110.65R CHG 2 JO 7110.65T CHG 1 8/26/10 Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 747-400LCF Dreamlifter BLCF 4J/H III 747SCA Shuttle Carrier BSCA 4J/H III 747SR B74R 4J/H 3,000 3,000 III 10 747SP B74S 4J/H 3,000 3,000 III 9 757-200 (C-32) B752 2J/L 3,500 2,500 III 7 757-300 B753 2J/L 3,500 2,500 III 8 767-200 B762 2J/H 3,500 3,500 III 9 767-300 B763 2J/H 3,500 3,500 III 9 767-400 B764 2J/H 3,500 3,500 III 9 777-200, 777-200ER B772 2J/H 2,500 2,500 III 9 777-200LR, B777-200LRF B77L 2J.H III 777-300 B773 2J/H 2,500 2,500 III 9 777-300ER B77W 2J/H III 787-3 Dreamliner, Dreamliner (Srs. 3) B783 2J/H III 787-8 Dreamliner, Dreamliner (Srs. 8) B788 2J/H III 787-9 Dreamliner, Dreamliner (Srs. 9) B789 2J/H III C-135B/C/E/K Stratolifter (EC-135, C135 4J/H 2,000 2,000 III NKC-135, OC-135, TC-135, WC-135) C-17 Globemaster 3 C17 4J/H III C-97 Stratofreighter C97 4P/L 2,500 3,000 III KC-135A Stratotanker (J57 engines) K35A 4J/H 2,500 3,000 III KC 135D/E Stratotanker (TF33 K35E 4J/H 5,000 3,000 III engines) KC 135R/T, C-135FR, Stratotanker K35R 4J/H 5,000 3,000 III (CFM56 engines) KE-3 KE3 4J/H 3,500 3,500 III RC-135 R135 4J/H 3,000 3,000 III E-3A (TF33), E-B/C, JE-3, Sentry E3TF 4J/H 3,500 4,000 III E-3A (CFM56), E-3D/F, Sentry E3CF 4J/H III E6 Mercury E6 4J/H 3,500 3,500 III E-767 E767 2J/H 2,500 2,500 III 75 Kaydet (PT-13, PT-17, PT-18, ST75 1P/S 840 840 I PT-27, N2S) BOMBARDIER (Canada) (Also CANADAIR) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group BD-100 Challenger 300 CL30 2J/S+ 3,500 3,500 III 7 BD-700 Global 5000 GL5T 2J/L 3,500 3,500 III 7 BD-700 Global Express, Sentinel GLEX 2J/L III 7 Aircraft Information Fixed‐Wing Aircraft Appendix A-8 Pilot/Controller Glossary 8/26/10

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 a. Terms Added: PREDICTIVE WIND SHEAR ALERT SYSTEM (PWS) SECURITY NOTICE (SECNOT) b. Terms Modified: AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) BRAKING ACTION ADVISORIES LOCAL AIRPORT ADVISORY (LAA) ONE-MINUTE WEATHER REMOTE AIRPORT ADVISORY (RAA) SAFETY LOGIC SYSTEM ALERTS TRACEABLE PRESSURE STANDARD c. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes.

PCG-1 Pilot/Controller Glossary 2/11/10 AUTOLAND APPROACH- An autoland approach well as secondary radar‐derived aircraft targets. This is a precision instrument approach to touchdown and, more sophisticated computer‐driven system up in some cases, through the landing rollout. An grades the existing ARTS III system by providing autoland approach is performed by the aircraft improved tracking, continuous data recording, and autopilot which is receiving position information fail‐soft capabilities.

and/or steering commands from onboard navigation b. Common ARTS. Includes ARTS IIE, ARTS equipment.

IIIE; and ARTS IIIE with ACD (see DTAS) which Note:Autoland and coupled approaches are flown combines functionalities of the previous ARTS in VFR and IFR. It is common for carriers to require systems.

their crews to fly coupled approaches and autoland c. Programmable Indicator Data Processor approaches (if certified) when the weather condi (PIDP). The PIDP is a modification to the tions are less than approximately 4,000 RVR.

AN/TPX-42 interrogator system currently installed (See COUPLED APPROACH.)

in fixed RAPCONs. The PIDP detects, tracks, and predicts secondary radar aircraft targets. These are AUTOMATED INFORMATION TRANSFER- A displayed by means of computer-generated symbols precoordinated process, specifically defined in and alphanumeric characters depicting flight identifi facility directives, during which a transfer of altitude cation, aircraft altitude, ground speed, and flight plan control and/or radar identification is accomplished data. Although primary radar targets are not tracked, without verbal coordination between controllers using information communicated in a full data block. they are displayed coincident with the secondary radar targets as well as with the other symbols and AUTOMATED MUTUAL‐ASSISTANCE VESSEL alphanumerics. The system has the capability of RESCUE SYSTEM- A facility which can deliver, in interfacing with ARTCCs.

a matter of minutes, a surface picture (SURPIC) of AUTOMATED WEATHER SYSTEM- Any of the vessels in the area of a potential or actual search and automated weather sensor platforms that collect rescue incident, including their predicted positions weather data at airports and disseminate the weather and their characteristics.

information via radio and/or landline. The systems (See FAAO JO 7110.65, Para 10-6-4, INFLIGHT currently consist of the Automated Surface Observ CONTINGENCIES.)

ing System (ASOS), Automated Weather Sensor AUTOMATED PROBLEM DETECTION (APD)- System (AWSS) and Automated Weather Observa An Automation Processing capability that compares tion System (AWOS).

trajectories in order to predict conflicts.

AUTOMATED UNICOM- Provides completely AUTOMATED PROBLEM DETECTION automated weather, radio check capability and airport BOUNDARY (APB)- The adapted distance beyond advisory information on an Automated UNICOM a facilities boundary defining the airspace within system. These systems offer a variety of features, which URET performs conflict detection.

typically selectable by microphone clicks, on the (See USER REQUEST EVALUATION TOOL.)

UNICOM frequency. Availability will be published in the Airport/Facility Directory and approach charts.

AUTOMATED PROBLEM DETECTION IN HIBITED AREA (APDIA)- Airspace surrounding a AUTOMATIC ALTITUDE REPORT- terminal area within which APD is inhibited for all (See ALTITUDE READOUT.)

flights within that airspace.

AUTOMATIC ALTITUDE REPORTING- That function of a transponder which responds to Mode C AUTOMATED RADAR TERMINAL SYSTEMS interrogations by transmitting the aircraft's altitude (ARTS)- A generic term for several tracking systems in 100‐foot increments.

included in the Terminal Automation Systems (TAS).

ARTS plus a suffix roman numeral denotes a major AUTOMATIC CARRIER LANDING SYSTEM- modification to that system.

U.S. Navy final approach equipment consisting of a. ARTS IIIA. The Radar Tracking and Beacon precision tracking radar coupled to a computer data Tracking Level (RT&BTL) of the modular, link to provide continuous information to the aircraft, programmable automated radar terminal system. monitoring capability to the pilot, and a backup ARTS IIIA detects, tracks, and predicts primary as approach system.

PCG A-15 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 AUTOMATIC DEPENDENT SURVEILLANCE discrete VHF radio frequency (usually the ASOS/ (ADS) [ICAO]- A surveillance technique in which AWSS/AWOS frequency.)

aircraft automatically provide, via a data link, data AUTOMATIC TERMINAL INFORMATION derived from on-board navigation and position SERVICE- The continuous broadcast of recorded fixing systems, including aircraft identification, four noncontrol information in selected terminal areas. Its dimensional position and additional data as purpose is to improve controller effectiveness and to appropriate.

relieve frequency congestion by automating the repetitive transmission of essential but routine AUTOMATIC DEPENDENT SURVEILLANCE- information; e.g., “Los Angeles information Alfa.

BROADCAST (ADS‐B)- A surveillance system in One three zero zero Coordinated Universal Time.

which an aircraft or vehicle to be detected is fitted Weather, measured ceiling two thousand overcast, with cooperative equipment in the form of a data link visibility three, haze, smoke, temperature seven one, transmitter. The aircraft or vehicle periodically dew point five seven, wind two five zero at five, broadcasts its GPS-derived position and other altimeter two niner niner six. I‐L‐S Runway Two Five information such as velocity over the data link, which Left approach in use, Runway Two Five Right closed, is received by a ground-based transmitter/receiver advise you have Alfa.” (transceiver) for processing and display at an air (See ICAO term AUTOMATIC TERMINAL traffic control facility.

INFORMATION SERVICE.)

(See GLOBAL POSITIONING SYSTEM.)

(Refer to AIM.)

(See GROUND-BASED TRANSCEIVER.)

AUTOMATIC TERMINAL INFORMATION SERVICE [ICAO]- The provision of current, routine AUTOMATIC DEPENDENT SURVEILLANCE- information to arriving and departing aircraft by CONTRACT (ADS-C)- A data link position means of continuous and repetitive broadcasts reporting system, controlled by a ground station, that throughout the day or a specified portion of the day.

establishes contracts with an aircraft's avionics that occur automatically whenever specific events occur, AUTOROTATION- A rotorcraft flight condition in or specific time intervals are reached.

which the lifting rotor is driven entirely by action of the air when the rotorcraft is in motion.

AUTOMATIC DIRECTION FINDER- An aircraft a. Autorotative Landing/Touchdown Autorota radio navigation system which senses and indicates tion. Used by a pilot to indicate that the landing will the direction to a L/MF nondirectional radio beacon be made without applying power to the rotor.

(NDB) ground transmitter. Direction is indicated to the pilot as a magnetic bearing or as a relative bearing b. Low Level Autorotation. Commences at an to the longitudinal axis of the aircraft depending on altitude well below the traffic pattern, usually below 100 feet AGL and is used primarily for tactical the type of indicator installed in the aircraft. In certain military training.

applications, such as military, ADF operations may be based on airborne and ground transmitters in the c. 180 degrees Autorotation. Initiated from a VHF/UHF frequency spectrum.

downwind heading and is commenced well inside the (See BEARING.) normal traffic pattern. “Go around” may not be possible during the latter part of this maneuver.

(See NONDIRECTIONAL BEACON.)

AVAILABLE LANDING DISTANCE (ALD)- The AUTOMATIC FLIGHT INFORMATION portion of a runway available for landing and roll‐out SERVICE (AFIS) - ALASKA FSSs ONLY- The for aircraft cleared for LAHSO. This distance is continuous broadcast of recorded non-control measured from the landing threshold to the information at airports in Alaska where a FSS hold‐short point.

provides local airport advisory service. The AFIS broadcast automates the repetitive transmission of AVIATION WEATHER SERVICE- A service essential but routine information such as weather, provided by the National Weather Service (NWS) and wind, altimeter, favored runway, breaking action, FAA which collects and disseminates pertinent airport NOTAMs, and other applicable information. weather information for pilots, aircraft operators, and The information is continuously broadcast over a ATC. Available aviation weather reports and PCG A-16 Pilot/Controller Glossary 8/26/10 Pilot/Controller Glossary 2/11/10

B

BACK‐TAXI- A term used by air traffic controllers BLIND VELOCITY [ICAO]- The radial velocity of to taxi an aircraft on the runway opposite to the traffic a moving target such that the target is not seen on flow. The aircraft may be instructed to back‐taxi to primary radars fitted with certain forms of fixed echo the beginning of the runway or at some point before suppression.

reaching the runway end for the purpose of departure BLIND ZONE- or to exit the runway.

(See BLIND SPOT.)

BASE LEG- BLOCKED- Phraseology used to indicate that a (See TRAFFIC PATTERN.)

radio transmission has been distorted or interrupted due to multiple simultaneous radio transmissions.

BEACON- (See AERONAUTICAL BEACON.)

BOUNDARY LIGHTS- (See AIRPORT ROTATING BEACON.)

(See AIRPORT LIGHTING.)

(See AIRWAY BEACON.)

BRAKING ACTION (GOOD, FAIR, POOR, OR (See MARKER BEACON.)

NIL)- A report of conditions on the airport (See NONDIRECTIONAL BEACON.)

movement area providing a pilot with a degree/ (See RADAR.)

quality of braking that he/she might expect. Braking action is reported in terms of good, fair, poor, or nil.

BEARING- The horizontal direction to or from any (See RUNWAY CONDITION READING.)

point, usually measured clockwise from true north, magnetic north, or some other reference point BRAKING ACTION ADVISORIES- When tower through 360 degrees.

controllers have received runway braking action (See NONDIRECTIONAL BEACON.)

reports which include the terms “fair,” “poor,” or “nil,” or whenever weather conditions are conducive BELOW MINIMUMS- Weather conditions below to deteriorating or rapidly changing runway braking the minimums prescribed by regulation for the conditions, the tower will include on the ATIS particular action involved; e.g., landing minimums, broadcast the statement, “Braking action advisories takeoff minimums.

are in effect” on the ATIS broadcast. During the time BLAST FENCE- A barrier that is used to divert or braking action advisories are in effect, ATC will issue dissipate jet or propeller blast. the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots should BLAST PAD- A surface adjacent to the ends of a be prepared for deteriorating braking conditions and runway provided to reduce the erosive effect of jet should request current runway condition information blast and propeller wash.

if not volunteered by controllers. Pilots should also be prepared to provide a descriptive runway BLIND SPEED- The rate of departure or closing of condition report to controllers after landing.

a target relative to the radar antenna at which cancellation of the primary radar target by moving BREAKOUT- A technique to direct aircraft out of target indicator (MTI) circuits in the radar equipment the approach stream. In the context of close parallel causes a reduction or complete loss of signal.

operations, a breakout is used to direct threatened (See ICAO term BLIND VELOCITY.)

aircraft away from a deviating aircraft.

BLIND SPOT- An area from which radio BROADCAST- Transmission of information for transmissions and/or radar echoes cannot be which an acknowledgement is not expected.

received. The term is also used to describe portions (See ICAO term BROADCAST.)

of the airport not visible from the control tower.

BROADCAST [ICAO]- A transmission of informa BLIND TRANSMISSION- tion relating to air navigation that is not addressed to a specific station or stations.

(See TRANSMITTING IN THE BLIND.)

PCG B-1 Pilot/Controller Glossary 2/11/10

L

LAA- LANDING MINIMUMS- The minimum visibility prescribed for landing a civil aircraft while using an (See LOCAL AIRPORT ADVISORY.)

instrument approach procedure. The minimum LAAS- applies with other limitations set forth in 14 CFR (See LOW ALTITUDE ALERT SYSTEM.)

Part 91 with respect to the Minimum Descent Altitude (MDA) or Decision Height (DH) prescribed LAHSO- An acronym for “Land and Hold Short in the instrument approach procedures as follows: Operation.” These operations include landing and a. Straight‐in landing minimums. A statement of holding short of an intersecting runway, a taxiway, a MDA and visibility, or DH and visibility, required for predetermined point, or an approach/departure a straight‐in landing on a specified runway, or flightpath.

b. Circling minimums. A statement of MDA and LAHSO‐DRY- Land and hold short operations on visibility required for the circle‐to‐land maneuver.

runways that are dry.

Note:Descent below the established MDA or DH is not authorized during an approach unless the LAHSO‐WET- Land and hold short operations on aircraft is in a position from which a normal runways that are wet (but not contaminated).

approach to the runway of intended landing can be made and adequate visual reference to required LAND AND HOLD SHORT OPERATIONS- visual cues is maintained.

Operations which include simultaneous takeoffs and (See CIRCLE‐TO‐LAND MANEUVER.)

landings and/or simultaneous landings when a (See DECISION HEIGHT.)

landing aircraft is able and is instructed by the (See INSTRUMENT APPROACH controller to hold‐short of the intersecting runway/ PROCEDURE.)

taxiway or designated hold‐short point. Pilots are (See MINIMUM DESCENT ALTITUDE.)

expected to promptly inform the controller if the hold (See STRAIGHT‐IN LANDING.)

short clearance cannot be accepted.

(See VISIBILITY.)

(See PARALLEL RUNWAYS.)

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

LANDING ROLL- The distance from the point of LANDING AREA- Any locality either on land, touchdown to the point where the aircraft can be water, or structures, including airports/heliports and brought to a stop or exit the runway.

intermediate landing fields, which is used, or LANDING SEQUENCE- The order in which intended to be used, for the landing and takeoff of aircraft are positioned for landing.

aircraft whether or not facilities are provided for the (See APPROACH SEQUENCE.)

shelter, servicing, or for receiving or discharging passengers or cargo.

LAST ASSIGNED ALTITUDE- The last altitude/ (See ICAO term LANDING AREA.)

flight level assigned by ATC and acknowledged by the pilot.

LANDING AREA [ICAO]- That part of a movement (See MAINTAIN.)

area intended for the landing or take‐off of aircraft.

(Refer to 14 CFR Part 91.)

LANDING DIRECTION INDICATOR- A device LATERAL NAVIGATION (LNAV)– A function of which visually indicates the direction in which area navigation (RNAV) equipment which calculates, landings and takeoffs should be made.

displays, and provides lateral guidance to a profile or (See TETRAHEDRON.)

path.

(Refer to AIM.)

LATERAL SEPARATION- The lateral spacing of LANDING DISTANCE AVAILABLE [ICAO]- The aircraft at the same altitude by requiring operation on different routes or in different geographical locations.

length of runway which is declared available and suitable for the ground run of an aeroplane landing.

(See SEPARATION.)

PCG L-1 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 LDA- that increases the normal operating zone (NOZ) width. An offset requires a 50 foot increase in DH and (See LOCALIZER TYPE DIRECTIONAL AID.)

is not authorized for CAT II and CAT III approaches.

(See ICAO Term LANDING DISTANCE AVAILABLE.)

LOCALIZER TYPE DIRECTIONAL AID- A NAVAID used for nonprecision instrument ap LF- proaches with utility and accuracy comparable to a (See LOW FREQUENCY.)

localizer but which is not a part of a complete ILS and LIGHTED AIRPORT- An airport where runway and is not aligned with the runway.

obstruction lighting is available.

(Refer to AIM.)

(See AIRPORT LIGHTING.)

LOCALIZER USABLE DISTANCE- The maxi (Refer to AIM.)

mum distance from the localizer transmitter at a LIGHT GUN- A handheld directional light signaling specified altitude, as verified by flight inspection, at device which emits a brilliant narrow beam of white, which reliable course information is continuously green, or red light as selected by the tower controller.

received.

The color and type of light transmitted can be used to (Refer to AIM.)

approve or disapprove anticipated pilot actions where LOCATOR [ICAO]- An LM/MF NDB used as an aid radio communication is not available. The light gun to final approach.

is used for controlling traffic operating in the vicinity Note:A locator usually has an average radius of of the airport and on the airport movement area.

rated coverage of between 18.5 and 46.3 km (10 (Refer to AIM.)

and 25 NM).

LOCAL AIRPORT ADVISORY (LAA)- A service LONG RANGE NAVIGATION- provided by facilities, which are located on the (See LORAN.)

landing airport, have a discrete ground-to-air communication frequency or the tower frequency LONGITUDINAL SEPARATION- The longitudi when the tower is closed, automated weather nal spacing of aircraft at the same altitude by a reporting with voice broadcasting, and a continuous minimum distance expressed in units of time or ASOS/AWSS/AWOS data display, other continuous miles.

direct reading instruments, or manual observations (See SEPARATION.)

available to the specialist.

(Refer to AIM.)

(See AIRPORT ADVISORY AREA.)

LORAN- An electronic navigational system by LOCAL TRAFFIC- Aircraft operating in the traffic which hyperbolic lines of position are determined by pattern or within sight of the tower, or aircraft known measuring the difference in the time of reception of to be departing or arriving from flight in local practice synchronized pulse signals from two fixed transmit areas, or aircraft executing practice instrument ters. Loran A operates in the 1750‐1950 kHz approaches at the airport.

frequency band. Loran C and D operate in the (See TRAFFIC PATTERN.)

100‐110 kHz frequency band.

(Refer to AIM.)

LOCALIZER- The component of an ILS which provides course guidance to the runway.

LOST COMMUNICATIONS- Loss of the ability to (See INSTRUMENT LANDING SYSTEM.)

communicate by radio. Aircraft are sometimes (See ICAO term LOCALIZER COURSE.)

referred to as NORDO (No Radio). Standard pilot (Refer to AIM.) procedures are specified in 14 CFR Part 91. Radar controllers issue procedures for pilots to follow in the LOCALIZER COURSE [ICAO]- The locus of event of lost communications during a radar approach points, in any given horizontal plane, at which the when weather reports indicate that an aircraft will DDM (difference in depth of modulation) is zero.

likely encounter IFR weather conditions during the approach.

LOCALIZER OFFSET- An angular offset of the (Refer to 14 CFR Part 91.)

localizer from the runway extended centerline in a direction away from the no transgression zone (NTZ) (Refer AIM.)

PCG L-2 Pilot/Controller Glossary 2/11/10

O

OBSTACLE- An existing object, object of natural (b) 180 feet, plus the wingspan of the most growth, or terrain at a fixed geographical location or demanding airplane, plus 20 feet per 1,000 feet of which may be expected at a fixed location within a airport elevation.

prescribed area with reference to which vertical 2. For runways serving only small airplanes: clearance is or must be provided during flight (a) 300 feet for precision instrument run operation.

ways.

(b) 250 feet for other runways serving small OBSTACLE DEPARTURE PROCEDURE (ODP)- airplanes with approach speeds of 50 knots, or more.

A preplanned instrument flight rule (IFR) departure (c) 120 feet for other runways serving small procedure printed for pilot use in textual or graphic form to provide obstruction clearance via the least airplanes with approach speeds of less than 50 knots.

onerous route from the terminal area to the b. Inner‐approach OFZ. The inner‐approach OFZ appropriate en route structure. ODPs are recom is a defined volume of airspace centered on the mended for obstruction clearance and may be flown approach area. The inner‐approach OFZ applies only without ATC clearance unless an alternate departure to runways with an approach lighting system. The procedure (SID or radar vector) has been specifically inner‐approach OFZ begins 200 feet from the runway assigned by ATC.

threshold at the same elevation as the runway threshold and extends 200 feet beyond the last light (See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.)

unit in the approach lighting system. The width of the inner‐approach OFZ is the same as the runway OFZ (See STANDARD INSTRUMENT DEPARTURES.) and rises at a slope of 50 (horizontal) to 1 (vertical) from the beginning.

(Refer to AIM.)

c. Inner‐transitional OFZ. The inner transitional OBSTACLE FREE ZONE- The OFZ is a three surface OFZ is a defined volume of airspace along the dimensional volume of airspace which protects for sides of the runway and inner‐approach OFZ and the transition of aircraft to and from the runway. The applies only to precision instrument runways. The OFZ clearing standard precludes taxiing and parked inner‐transitional surface OFZ slopes 3 (horizontal) airplanes and object penetrations, except for to 1 (vertical) out from the edges of the runway OFZ frangible NAVAID locations that are fixed by and inner‐approach OFZ to a height of 150 feet above function. Additionally, vehicles, equipment, and the established airport elevation.

personnel may be authorized by air traffic control to (Refer to AC 150/5300‐13, Chapter 3.)

enter the area using the provisions of FAAO JO (Refer to FAAO JO 7110.65, Para 3-1-5, 7110.65, Para 3-1-5 , VEHICLES/EQUIPMENT/ VEHICLES/EQUIPMENT/PERSONNEL ON PERSONNEL ON RUNWAYS. The runway OFZ RUNWAYS.)

and when applicable, the inner‐approach OFZ, and OBSTRUCTION- Any object/obstacle exceeding the inner‐transitional OFZ, comprise the OFZ.

the obstruction standards specified by 14 CFR a. Runway OFZ. The runway OFZ is a defined Part 77, Subpart C.

volume of airspace centered above the runway. The OBSTRUCTION LIGHT- A light or one of a group runway OFZ is the airspace above a surface whose of lights, usually red or white, frequently mounted on elevation at any point is the same as the elevation of a surface structure or natural terrain to warn pilots of the nearest point on the runway centerline. The the presence of an obstruction.

runway OFZ extends 200 feet beyond each end of the OCEANIC AIRSPACE- Airspace over the oceans of runway. The width is as follows: the world, considered international airspace, where 1. For runways serving large airplanes, the oceanic separation and procedures per the Interna greater of: tional Civil Aviation Organization are applied.

(a) 400 feet, or Responsibility for the provisions of air traffic control PCG O-1 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 service in this airspace is delegated to various OM- countries, based generally upon geographic proximi (See OUTER MARKER.)

ty and the availability of the required resources.

OMEGA- An RNAV system designed for long‐range navigation based upon ground‐based electronic OCEANIC DISPLAY AND PLANNING SYS navigational aid signals.

TEM- An automated digital display system which provides flight data processing, conflict probe, and ON COURSE- situation display for oceanic air traffic control.

a. Used to indicate that an aircraft is established on the route centerline.

OCEANIC NAVIGATIONAL ERROR REPORT- A report filed when an aircraft exiting oceanic airspace b. Used by ATC to advise a pilot making a radar has been observed by radar to be off course. ONER approach that his/her aircraft is lined up on the final reporting parameters and procedures are contained in approach course.

FAAO 7110.82, Monitoring of Navigational Perfor (See ON‐COURSE INDICATION.)

mance In Oceanic Areas.

ON‐COURSE INDICATION- An indication on an OCEANIC PUBLISHED ROUTE- A route estab instrument, which provides the pilot a visual means lished in international airspace and charted or of determining that the aircraft is located on the described in flight information publications, such as centerline of a given navigational track, or an Route Charts, DOD Enroute Charts, Chart Supple indication on a radar scope that an aircraft is on a ments, NOTAMs, and Track Messages.

given track.

ONE‐MINUTE WEATHER- The most recent one OCEANIC TRANSITION ROUTE- An ATS route minute updated weather broadcast received by a pilot established for the purpose of transitioning aircraft from an uncontrolled airport ASOS/AWSS/AWOS.

to/from an organized track system.

ONER- ODAPS- (See OCEANIC NAVIGATIONAL ERROR (See OCEANIC DISPLAY AND PLANNING REPORT.)

SYSTEM.)

OPERATIONAL- ODP- (See DUE REGARD.)

(See OBSTACLE DEPARTURE PROCEDURE.)

OPERATIONS SPECIFICATIONS [ICAO]- The OFF COURSE- A term used to describe a situation authorizations, conditions and limitations associated where an aircraft has reported a position fix or is with the air operator certificate and subject to the observed on radar at a point not on the ATC‐approved conditions in the operations manual.

route of flight.

OPPOSITE DIRECTION AIRCRAFT- Aircraft are OFF‐ROUTE VECTOR- A vector by ATC which operating in opposite directions when: takes an aircraft off a previously assigned route.

a. They are following the same track in reciprocal Altitudes assigned by ATC during such vectors directions; or provide required obstacle clearance.

b. Their tracks are parallel and the aircraft are OFFSET PARALLEL RUNWAYS- Staggered flying in reciprocal directions; or runways having centerlines which are parallel.

c. Their tracks intersect at an angle of more than 135  .

OFFSHORE/CONTROL AIRSPACE AREA- That portion of airspace between the U.S. 12 NM limit and OPTION APPROACH- An approach requested and the oceanic CTA/FIR boundary within which air conducted by a pilot which will result in either a traffic control is exercised. These areas are touch‐and‐go, missed approach, low approach, established to provide air traffic control services.

stop‐and‐go, or full stop landing.

Offshore/Control Airspace Areas may be classified (See CLEARED FOR THE OPTION.)

as either Class A airspace or Class E airspace.

(Refer to AIM.)

OFT- ORGANIZED TRACK SYSTEM- A series of ATS routes which are fixed and charted; i.e., CEP, (See OUTER FIX TIME.)

PCG O-2 Pilot/Controller Glossary 8/26/10 Pilot/Controller Glossary 2/11/10 PRECISION APPROACH RADAR- Radar equip PREDICTIVE WIND SHEAR ALERT SYSTEM ment in some ATC facilities operated by the FAA (PWS)- A self-contained system used onboard some and/or the military services at joint‐use civil/military aircraft to alert the flight crew to the presence of a locations and separate military installations to detect potential wind shear. PWS systems typically monitor and display azimuth, elevation, and range of aircraft 3 miles ahead and 25 degrees left and right of the on the final approach course to a runway. This aircraft's heading at or below 1200' AGL. Departing equipment may be used to monitor certain nonradar flights may receive a wind shear alert after they start approaches, but is primarily used to conduct a the takeoff roll and may elect to abort the takeoff.

precision instrument approach (PAR) wherein the Aircraft on approach receiving an alert may elect to controller issues guidance instructions to the pilot go around or perform a wind shear escape maneuver.

based on the aircraft's position in relation to the final PREFERENTIAL ROUTES- Preferential routes approach course (azimuth), the glidepath (elevation), (PDRs, PARs, and PDARs) are adapted in ARTCC and the distance (range) from the touchdown point on computers to accomplish inter/intrafacility controller the runway as displayed on the radar scope.

coordination and to assure that flight data is posted at Note:The abbreviation “PAR” is also used to the proper control positions. Locations having a need denote preferential arrival routes in ARTCC for these specific inbound and outbound routes computers.

normally publish such routes in local facility (See GLIDEPATH.)

bulletins, and their use by pilots minimizes flight (See PAR.) plan route amendments. When the workload or traffic (See PREFERENTIAL ROUTES.) situation permits, controllers normally provide radar vectors or assign requested routes to minimize (See ICAO term PRECISION APPROACH RADAR.) circuitous routing. Preferential routes are usually confined to one ARTCC's area and are referred to by (Refer to AIM.)

the following names or acronyms: PRECISION APPROACH RADAR [ICAO]- Pri a. Preferential Departure Route (PDR). A specific mary radar equipment used to determine the position departure route from an airport or terminal area to an of an aircraft during final approach, in terms of lateral en route point where there is no further need for flow and vertical deviations relative to a nominal approach control. It may be included in an Instrument path, and in range relative to touchdown.

Departure Procedure (DP) or a Preferred IFR Route.

Note:Precision approach radars are designed to b. Preferential Arrival Route (PAR). A specific enable pilots of aircraft to be given guidance by arrival route from an appropriate en route point to an radio communication during the final stages of the airport or terminal area. It may be included in a approach to land.

Standard Terminal Arrival (STAR) or a Preferred IFR PRECISION OBSTACLE FREE ZONE (POFZ)- Route. The abbreviation “PAR” is used primarily An 800 foot wide by 200 foot long area centered on within the ARTCC and should not be confused with the runway centerline adjacent to the threshold the abbreviation for Precision Approach Radar.

designed to protect aircraft flying precision c. Preferential Departure and Arrival Route approaches from ground vehicles and other aircraft (PDAR). A route between two terminals which are when ceiling is less than 250 feet or visibility is less within or immediately adjacent to one ARTCC's area.

than 3/4 statute mile (or runway visual range below PDARs are not synonymous with Preferred IFR 4,000 feet.)

Routes but may be listed as such as they do accomplish essentially the same purpose.

PRECISION RUNWAY MONITOR (PRM)- Pro (See PREFERRED IFR ROUTES.)

vides air traffic controllers with high precision secondary surveillance data for aircraft on final PREFERRED IFR ROUTES- Routes established approach to parallel runways that have extended between busier airports to increase system efficiency centerlines separated by less than 4,300 feet. High and capacity. They normally extend through one or resolution color monitoring displays (FMA) are more ARTCC areas and are designed to achieve required to present surveillance track data to balanced traffic flows among high density terminals.

controllers along with detailed maps depicting IFR clearances are issued on the basis of these routes approaches and no transgression zone. except when severe weather avoidance procedures or PCG P-3 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 other factors dictate otherwise. Preferred IFR Routes descending, according to the circumstances of each individual approach procedure.

are listed in the Airport/Facility Directory. If a flight is planned to or from an area having such routes but PROCEDURE TURN INBOUND- That point of a the departure or arrival point is not listed in the procedure turn maneuver where course reversal has Airport/Facility Directory, pilots may use that part of been completed and an aircraft is established inbound a Preferred IFR Route which is appropriate for the on the intermediate approach segment or final departure or arrival point that is listed. Preferred IFR approach course. A report of “procedure turn Routes are correlated with DPs and STARs and may inbound” is normally used by ATC as a position be defined by airways, jet routes, direct routes report for separation purposes.

between NAVAIDs, Waypoints, NAVAID radials/ (See FINAL APPROACH COURSE.)

DME, or any combinations thereof.

(See PROCEDURE TURN.)

(See CENTER'S AREA.)

(See SEGMENTS OF AN INSTRUMENT (See INSTRUMENT DEPARTURE APPROACH PROCEDURE.)

PROCEDURE.)

PROFILE DESCENT- An uninterrupted descent (See PREFERENTIAL ROUTES.)

(except where level flight is required for speed (See STANDARD TERMINAL ARRIVAL.)

adjustment; e.g., 250 knots at 10,000 feet MSL) from (Refer to AIRPORT/FACILITY DIRECTORY.)

cruising altitude/level to interception of a glideslope (Refer to NOTICES TO AIRMEN PUBLICATION.)

or to a minimum altitude specified for the initial or PRE‐FLIGHT PILOT BRIEFING- intermediate approach segment of a nonprecision (See PILOT BRIEFING.)

instrument approach. The profile descent normally terminates at the approach gate or where the PREVAILING VISIBILITY- glideslope or other appropriate minimum altitude is (See VISIBILITY.)

intercepted.

PRIMARY RADAR TARGET- An analog or digital PROGRESS REPORT- target, exclusive of a secondary radar target, (See POSITION REPORT.)

presented on a radar display.

PROGRESSIVE TAXI- Precise taxi instructions PRM- given to a pilot unfamiliar with the airport or issued (See ILS PRM APPROACH and PRECISION in stages as the aircraft proceeds along the taxi route.

RUNWAY MONITOR.)

PROHIBITED AREA- PROCEDURE TURN- The maneuver prescribed (See SPECIAL USE AIRSPACE.)

when it is necessary to reverse direction to establish (See ICAO term PROHIBITED AREA.)

an aircraft on the intermediate approach segment or final approach course. The outbound course, PROHIBITED AREA [ICAO]- An airspace of direction of turn, distance within which the turn must defined dimensions, above the land areas or territorial be completed, and minimum altitude are specified in waters of a State, within which the flight of aircraft the procedure. However, unless otherwise restricted, is prohibited.

the point at which the turn may be commenced and PROPOSED BOUNDARY CROSSING TIME- the type and rate of turn are left to the discretion of the Each center has a PBCT parameter for each internal pilot.

airport. Proposed internal flight plans are transmitted (See ICAO term PROCEDURE TURN.)

to the adjacent center if the flight time along the PROCEDURE TURN [ICAO]- A maneuver in proposed route from the departure airport to the which a turn is made away from a designated track center boundary is less than or equal to the value of followed by a turn in the opposite direction to permit PBCT or if airport adaptation specifies transmission the aircraft to intercept and proceed along the regardless of PBCT.

reciprocal of the designated track.

PROPOSED DEPARTURE TIME- The time that the Note 1:Procedure turns are designated “left” or aircraft expects to become airborne.

“right” according to the direction of the initial turn.

PROTECTED AIRSPACE- The airspace on either Note 2:Procedure turns may be designated as side of an oceanic route/track that is equal to one‐half being made either in level flight or while PCG P-4 Pilot/Controller Glossary 8/26/10 Pilot/Controller Glossary 2/11/10 the lateral separation minimum except where “Fly Visual.” A dashed arrow will indicate the visual reduction of protected airspace has been authorized. flight path on the profile and plan view with an associated note on the approximate heading and PT- distance. The visual segment should be flown as a (See PROCEDURE TURN.)

dead reckoning course while maintaining visual conditions.

PTP- PUBLISHED ROUTE- A route for which an IFR (See POINT-TO-POINT.)

altitude has been established and published; e.g., PTS- Federal Airways, Jet Routes, Area Navigation (See POLAR TRACK STRUCTURE.)

Routes, Specified Direct Routes.

PUBLISHED INSTRUMENT APPROACH PWS- PROCEDURE VISUAL SEGMENT- A segment on (See PREDICTIVE WIND SHEAR ALERT an IAP chart annotated as “Fly Visual to Airport” or SYSTEM.)

PCG P-5 Pilot/Controller Glossary 2/11/10 RADAR SERVICE- A term which encompasses one other airports, is instructed to change to tower or or more of the following services based on the use of advisory frequency.

radar which can be provided by a controller to a pilot d. An aircraft completes a radar approach.

of a radar identified aircraft.

RADAR SURVEILLANCE- The radar observation a. Radar Monitoring- The radar flight‐following of a given geographical area for the purpose of of aircraft, whose primary navigation is being performing some radar function.

performed by the pilot, to observe and note deviations RADAR TRAFFIC ADVISORIES- Advisories from its authorized flight path, airway, or route.

issued to alert pilots to known or observed radar When being applied specifically to radar monitoring traffic which may affect the intended route of flight of instrument approaches; i.e., with precision of their aircraft.

approach radar (PAR) or radar monitoring of (See TRAFFIC ADVISORIES.)

simultaneous ILS/MLS approaches, it includes advice and instructions whenever an aircraft nears or RADAR TRAFFIC INFORMATION SERVICE- exceeds the prescribed PAR safety limit or (See TRAFFIC ADVISORIES.)

simultaneous ILS/MLS no transgression zone.

RADAR VECTORING [ICAO]- Provision of (See ADDITIONAL SERVICES.)

navigational guidance to aircraft in the form of (See TRAFFIC ADVISORIES.)

specific headings, based on the use of radar.

b. Radar Navigational Guidance- Vectoring RADIAL- A magnetic bearing extending from a aircraft to provide course guidance.

VOR/VORTAC/TACAN navigation facility.

c. Radar Separation- Radar spacing of aircraft in RADIO- accordance with established minima.

a. A device used for communication.

(See ICAO term RADAR SERVICE.)

b. Used to refer to a flight service station; e.g., RADAR SERVICE [ICAO]- Term used to indicate “Seattle Radio” is used to call Seattle FSS.

a service provided directly by means of radar.

RADIO ALTIMETER- Aircraft equipment which a. Monitoring- The use of radar for the purpose of makes use of the reflection of radio waves from the providing aircraft with information and advice ground to determine the height of the aircraft above relative to significant deviations from nominal flight the surface.

path.

RADIO BEACON- b. Separation- The separation used when aircraft (See NONDIRECTIONAL BEACON.)

position information is derived from radar sources.

RADIO DETECTION AND RANGING- RADAR SERVICE TERMINATED- Used by ATC (See RADAR.)

to inform a pilot that he/she will no longer be RADIO MAGNETIC INDICATOR- An aircraft provided any of the services that could be received navigational instrument coupled with a gyro compass while in radar contact. Radar service is automatically or similar compass that indicates the direction of a terminated, and the pilot is not advised in the selected NAVAID and indicates bearing with respect following cases: to the heading of the aircraft.

a. An aircraft cancels its IFR flight plan, except RAIS- within Class B airspace, Class C airspace, a TRSA, (See REMOTE AIRPORT INFORMATION or where Basic Radar service is provided.

SERVICE.)

b. An aircraft conducting an instrument, visual, or RAMP- contact approach has landed or has been instructed to change to advisory frequency. (See APRON.)

c. An arriving VFR aircraft, receiving radar RANDOM ALTITUDE- An altitude inappropriate service to a tower‐controlled airport within Class B for direction of flight and/or not in accordance with airspace, Class C airspace, a TRSA, or where FAAO JO 7110.65, Para 4-5-1, VERTICAL sequencing service is provided, has landed; or to all SEPARATION MINIMA.

PCG R-3 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 RANDOM ROUTE- Any route not established or REMOTE AIRPORT ADVISORY (RAA)- A charted/published or not otherwise available to all remote service which may be provided by facilities, users. which are not located on the landing airport, but have a discrete ground-to-air communication frequency RC- or tower frequency when the tower is closed, (See ROAD RECONNAISSANCE.)

automated weather reporting with voice available to the pilot at the landing airport, and a continuous RCAG- ASOS/AWSS/AWOS data display, other direct (See REMOTE COMMUNICATIONS reading instruments, or manual observation is AIR/GROUND FACILITY.)

available to the AFSS specialist.

RCC- (See RESCUE COORDINATION CENTER.)

REMOTE AIRPORT INFORMATION SERVICE (RAIS)- A temporary service provided by facilities, RCO- which are not located on the landing airport, but have (See REMOTE COMMUNICATIONS OUTLET.)

communication capability and automated weather RCR- reporting available to the pilot at the landing airport.

(See RUNWAY CONDITION READING.)

REMOTE COMMUNICATIONS AIR/GROUND READ BACK- Repeat my message back to me.

FACILITY- An unmanned VHF/UHF transmitter/ receiver facility which is used to expand ARTCC RECEIVER AUTONOMOUS INTEGRITY MON air/ground communications coverage and to facilitate ITORING (RAIM)- A technique whereby a civil direct contact between pilots and controllers. RCAG GNSS receiver/processor determines the integrity of facilities are sometimes not equipped with emergen the GNSS navigation signals without reference to cy frequencies 121.5 MHz and 243.0 MHz.

sensors or non‐DoD integrity systems other than the receiver itself. This determination is achieved by a (Refer to AIM.)

consistency check among redundant pseudorange measurements. REMOTE COMMUNICATIONS OUTLET- An unmanned communications facility remotely con RECEIVING CONTROLLER- A controller/facility trolled by air traffic personnel. RCOs serve FSSs.

receiving control of an aircraft from another RTRs serve terminal ATC facilities. An RCO or RTR controller/facility.

may be UHF or VHF and will extend the communication range of the air traffic facility. There RECEIVING FACILITY- are several classes of RCOs and RTRs. The class is (See RECEIVING CONTROLLER.)

determined by the number of transmitters or RECONFORMANCE- The automated process of receivers. Classes A through G are used primarily for bringing an aircraft's Current Plan Trajectory into air/ground purposes. RCO and RTR class O conformance with its track.

facilities are nonprotected outlets subject to undetected and prolonged outages. RCO (O's) and REDUCE SPEED TO (SPEED)- RTR (O's) were established for the express purpose (See SPEED ADJUSTMENT.)

of providing ground‐to‐ground communications REIL- between air traffic control specialists and pilots (See RUNWAY END IDENTIFIER LIGHTS.)

located at a satellite airport for delivering en route clearances, issuing departure authorizations, and RELEASE TIME- A departure time restriction acknowledging instrument flight rules cancellations issued to a pilot by ATC (either directly or through an or departure/landing times. As a secondary function, authorized relay) when necessary to separate a they may be used for advisory purposes whenever the departing aircraft from other traffic.

aircraft is below the coverage of the primary (See ICAO term RELEASE TIME.)

air/ground frequency.

RELEASE TIME [ICAO]- Time prior to which an REMOTE TRANSMITTER/RECEIVER- aircraft should be given further clearance or prior to which it should not proceed in case of radio failure.

(See REMOTE COMMUNICATIONS OUTLET.)

PCG R-4 Pilot/Controller Glossary 8/26/10 Pilot/Controller Glossary 2/11/10

S

SAA- or aircraft/other tangible object) that safety logic has predicted will result in an imminent collision, based (See SPECIAL ACTIVITY AIRSPACE.)

upon the current set of Safety Logic parameters.

SAFETY ALERT- A safety alert issued by ATC to b. FALSE ALERT- aircraft under their control if ATC is aware the aircraft 1. Alerts generated by one or more false is at an altitude which, in the controller's judgment, surface-radar targets that the system has interpreted places the aircraft in unsafe proximity to terrain, as real tracks and placed into safety logic.

obstructions, or other aircraft. The controller may 2. Alerts in which the safety logic software did discontinue the issuance of further alerts if the pilot not perform correctly, based upon the design advises he/she is taking action to correct the situation specifications and the current set of Safety Logic or has the other aircraft in sight.

parameters.

a. Terrain/Obstruction Alert- A safety alert issued 3. The alert is generated by surface radar targets by ATC to aircraft under their control if ATC is aware caused by moderate or greater precipitation.

the aircraft is at an altitude which, in the controller's c. NUISANCE ALERT- An alert in which one or judgment, places the aircraft in unsafe proximity to more of the following is true: terrain/obstructions; e.g., “Low Altitude Alert, check 1. The alert is generated by a known situation your altitude immediately.” that is not considered an unsafe operation, such as b. Aircraft Conflict Alert- A safety alert issued by LAHSO or other approved operations.

ATC to aircraft under their control if ATC is aware of 2. The alert is generated by inaccurate secon an aircraft that is not under their control at an altitude dary radar data received by the Safety Logic System.

which, in the controller's judgment, places both 3. One or more of the aircraft involved in the aircraft in unsafe proximity to each other. With the alert is not intending to use a runway (for example, alert, ATC will offer the pilot an alternate course of helicopter, pipeline patrol, non-Mode C overflight, action when feasible; e.g., “Traffic Alert, advise you etc.).

turn right heading zero niner zero or climb to eight thousand immediately.” d. VALID NON-ALERT- A situation in which Note:The issuance of a safety alert is contingent the safety logic software correctly determines that an upon the capability of the controller to have an alert is not required, based upon the design awareness of an unsafe condition. The course of specifications and the current set of Safety Logic action provided will be predicated on other traffic parameters.

under ATC control. Once the alert is issued, it is e. INVALID NON-ALERT- A situation in which solely the pilot's prerogative to determine what the safety logic software did not issue an alert when course of action, if any, he/she will take.

an alert was required, based upon the design specifications.

SAFETY LOGIC SYSTEM- A software enhance ment to ASDE-3, ASDE-X, and ASDE-3X, that SAIL BACK- A maneuver during high wind predicts the path of aircraft landing and/or departing, conditions (usually with power off) where float plane and/or vehicular movements on runways. Visual and movement is controlled by water rudders/opening aural alarms are activated when the safety logic and closing cabin doors.

projects a potential collision. The Airport Movement SAME DIRECTION AIRCRAFT- Aircraft are Area Safety System (AMASS) is a safety logic operating in the same direction when: system enhancement to the ASDE-3. The Safety a. They are following the same track in the same Logic System for ASDE-X and ASDE-3X is an direction; or integral part of the software program.

b. Their tracks are parallel and the aircraft are SAFETY LOGIC SYSTEM ALERTS- flying in the same direction; or a. ALERT- An actual situation involving two real c. Their tracks intersect at an angle of less than 45 safety logic tracks (aircraft/aircraft, aircraft/vehicle, degrees.

PCG S-1 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 SAR- employed during an SAR Mission; e.g., a Civil Air Patrol Wing, or a Coast Guard Station.

(See SEARCH AND RESCUE.)

(See SEARCH AND RESCUE.)

SAY AGAIN- Used to request a repeat of the last SECNOT- transmission. Usually specifies transmission or (See SECURITY NOTICE.)

portion thereof not understood or received; e.g., “Say again all after ABRAM VOR.” SECONDARY RADAR TARGET- A target derived from a transponder return presented on a radar SAY ALTITUDE- Used by ATC to ascertain an display.

aircraft's specific altitude/flight level. When the aircraft is climbing or descending, the pilot should SECTIONAL AERONAUTICAL CHARTS- state the indicated altitude rounded to the nearest 100 (See AERONAUTICAL CHART.)

feet.

SECTOR LIST DROP INTERVAL- A parameter SAY HEADING- Used by ATC to request an aircraft number of minutes after the meter fix time when heading. The pilot should state the actual heading of arrival aircraft will be deleted from the arrival sector the aircraft.

list.

SCHEDULED TIME OF ARRIVAL (STA)- A STA SECURITY NOTICE (SECNOT) - A SECNOT is a is the desired time that an aircraft should cross a request originated by the AirTraffic Security certain point (landing or metering fix). It takes other Coordinator (ATSC) for an extensive communica traffic and airspace configuration into account. A tions search for aircraft involved, or suspected of STA time shows the results of the TMA scheduler being involved, in a security violation.

that has calculated an arrival time according to A SECNOT will include the aircraft identification, parameters such as optimized spacing, aircraft search area, and expiration time. The search area, as performance, and weather.

defined by the ATSC, could be a single airport, multiple airports, a radius of an airport or fix, or a SDF- route of flight. Once the expiration time has been (See SIMPLIFIED DIRECTIONAL FACILITY.)

reached, the SECNOT is considered to be cancelled.

SEA LANE- A designated portion of water outlined SECURITY SERVICES AIRSPACE - Areas by visual surface markers for and intended to be used established through the regulatory process or by by aircraft designed to operate on water.

NOTAM, issued by the Administrator under title 14, SEARCH AND RESCUE- A service which seeks CFR, sections 99.7, 91.141, and 91.139, which missing aircraft and assists those found to be in need specify that ATC security services are required; i.e., of assistance. It is a cooperative effort using the ADIZ or temporary flight rules areas.

facilities and services of available Federal, state and SEE AND AVOID- When weather conditions local agencies. The U.S. Coast Guard is responsible permit, pilots operating IFR or VFR are required to for coordination of search and rescue for the Maritime observe and maneuver to avoid other aircraft.

Region, and the U.S. Air Force is responsible for Right‐of‐way rules are contained in 14 CFR Part 91.

search and rescue for the Inland Region. Information SEGMENTED CIRCLE- A system of visual pertinent to search and rescue should be passed indicators designed to provide traffic pattern through any air traffic facility or be transmitted directly to the Rescue Coordination Center by information at airports without operating control towers.

telephone.

(Refer to AIM.)

(See FLIGHT SERVICE STATION.)

(See RESCUE COORDINATION CENTER.)

SEGMENTS OF AN INSTRUMENT APPROACH (Refer to AIM.)

PROCEDURE- An instrument approach procedure may have as many as four separate segments SEARCH AND RESCUE FACILITY- A facility depending on how the approach procedure is responsible for maintaining and operating a search structured.

and rescue (SAR) service to render aid to persons and property in distress. It is any SAR unit, station, NET, a. Initial Approach- The segment between the or other operational activity which can be usefully initial approach fix and the intermediate fix or the PCG S-2 Pilot/Controller Glossary 8/26/10 Pilot/Controller Glossary 2/11/10 point where the aircraft is established on the SEVERE WEATHER FORECAST ALERTS- intermediate course or final approach course. Preliminary messages issued in order to alert users that a Severe Weather Watch Bulletin (WW) is being (See ICAO term INITIAL APPROACH issued. These messages define areas of possible SEGMENT.)

severe thunderstorms or tornado activity. The b. Intermediate Approach- The segment between messages are unscheduled and issued as required by the intermediate fix or point and the final approach the Storm Prediction Center (SPC) at Norman, fix.

Oklahoma.

(See ICAO term INTERMEDIATE APPROACH (See AIRMET.)

SEGMENT.)

(See CONVECTIVE SIGMET.)

c. Final Approach- The segment between the final (See CWA.)

approach fix or point and the runway, airport, or (See SIGMET.)

missed approach point.

SFA- (See ICAO term FINAL APPROACH SEGMENT.)

(See SINGLE FREQUENCY APPROACH.)

d. Missed Approach- The segment between the SFO- missed approach point or the point of arrival at (See SIMULATED FLAMEOUT.)

decision height and the missed approach fix at the prescribed altitude.

SHF- (Refer to 14 CFR Part 97.)

(See SUPER HIGH FREQUENCY.)

(See ICAO term MISSED APPROACH PROCEDURE.) SHORT RANGE CLEARANCE- A clearance issued to a departing IFR flight which authorizes IFR SEPARATION- In air traffic control, the spacing of flight to a specific fix short of the destination while aircraft to achieve their safe and orderly movement in air traffic control facilities are coordinating and flight and while landing and taking off.

obtaining the complete clearance.

(See SEPARATION MINIMA.)

SHORT TAKEOFF AND LANDING AIRCRAFT- (See ICAO term SEPARATION.)

An aircraft which, at some weight within its approved operating weight, is capable of operating from a SEPARATION [ICAO]- Spacing between aircraft, runway in compliance with the applicable STOL levels or tracks.

characteristics, airworthiness, operations, noise, and pollution standards.

SEPARATION MINIMA- The minimum longitudi (See VERTICAL TAKEOFF AND LANDING nal, lateral, or vertical distances by which aircraft are AIRCRAFT.)

spaced through the application of air traffic control procedures.

SIAP- (See SEPARATION.) (See STANDARD INSTRUMENT APPROACH PROCEDURE.)

SERVICE- A generic term that designates functions SID- or assistance available from or rendered by air traffic (See STANDARD INSTRUMENT DEPARTURE.)

control. For example, Class C service would denote the ATC services provided within a Class C airspace SIDESTEP MANEUVER- A visual maneuver area.

accomplished by a pilot at the completion of an instrument approach to permit a straight‐in landing SEVERE WEATHER AVOIDANCE PLAN- An on a parallel runway not more than 1,200 feet to either approved plan to minimize the affect of severe side of the runway to which the instrument approach weather on traffic flows in impacted terminal and/or was conducted.

ARTCC areas. SWAP is normally implemented to (Refer to AIM.)

provide the least disruption to the ATC system when flight through portions of airspace is difficult or SIGMET- A weather advisory issued concerning impossible due to severe weather. weather significant to the safety of all aircraft.

PCG S-3 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 SIGMET advisories cover severe and extreme SIMULTANEOUS MLS APPROACHES- turbulence, severe icing, and widespread dust or (See SIMULTANEOUS ILS APPROACHES.)

sandstorms that reduce visibility to less than 3 miles.

SINGLE DIRECTION ROUTES- Preferred IFR (See AIRMET.)

Routes which are sometimes depicted on high (See AWW.)

altitude en route charts and which are normally flown (See CONVECTIVE SIGMET.)

in one direction only.

(See CWA.)

(See PREFERRED IFR ROUTES.)

(See ICAO term SIGMET INFORMATION.)

(Refer to AIRPORT/FACILITY DIRECTORY.)

(Refer to AIM.)

SINGLE FREQUENCY APPROACH- A service SIGMET INFORMATION [ICAO]- Information provided under a letter of agreement to military issued by a meteorological watch office concerning single‐piloted turbojet aircraft which permits use of the occurrence or expected occurrence of specified a single UHF frequency during approach for landing.

en‐route weather phenomena which may affect the Pilots will not normally be required to change safety of aircraft operations.

frequency from the beginning of the approach to touchdown except that pilots conducting an en route SIGNIFICANT METEOROLOGICAL INFOR descent are required to change frequency when MATION- control is transferred from the air route traffic control (See SIGMET.)

center to the terminal facility. The abbreviation SIGNIFICANT POINT- A point, whether a named “SFA” in the DOD FLIP IFR Supplement under intersection, a NAVAID, a fix derived from a “Communications” indicates this service is available NAVAID(s), or geographical coordinate expressed in at an aerodrome.

degrees of latitude and longitude, which is SINGLE‐PILOTED AIRCRAFT- A military turbo established for the purpose of providing separation, jet aircraft possessing one set of flight controls, as a reporting point, or to delineate a route of flight.

tandem cockpits, or two sets of flight controls but SIMPLIFIED DIRECTIONAL FACILITY- A operated by one pilot is considered single‐piloted by NAVAID used for nonprecision instrument ap ATC when determining the appropriate air traffic proaches. The final approach course is similar to that service to be applied.

of an ILS localizer except that the SDF course may be (See SINGLE FREQUENCY APPROACH.)

offset from the runway, generally not more than 3 SKYSPOTTER- A pilot who has received special degrees, and the course may be wider than the ized training in observing and reporting inflight localizer, resulting in a lower degree of accuracy.

weather phenomena.

(Refer to AIM.)

SLASH- A radar beacon reply displayed as an SIMULATED FLAMEOUT- A practice approach elongated target.

by a jet aircraft (normally military) at idle thrust to a runway. The approach may start at a runway (high SLDI- key) and may continue on a relatively high and wide (See SECTOR LIST DROP INTERVAL.)

downwind leg with a continuous turn to final. It SLOT TIME- terminates in landing or low approach. The purpose (See METER FIX TIME/SLOT TIME.)

of this approach is to simulate a flameout.

(See FLAMEOUT.)

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

SIMULTANEOUS ILS APPROACHES- An ap proach system permitting simultaneous ILS/MLS SN- approaches to airports having parallel runways (See SYSTEM STRATEGIC NAVIGATION.)

separated by at least 4,300 feet between centerlines.

SPEAK SLOWER- Used in verbal communications Integral parts of a total system are ILS/MLS, radar, as a request to reduce speech rate.

communications, ATC procedures, and appropriate airborne equipment.

SPECIAL ACTIVITY AIRSPACE (SAA)- Any (See PARALLEL RUNWAYS.) airspace with defined dimensions within the National Airspace System wherein limitations may be (Refer to AIM.)

PCG S-4 Pilot/Controller Glossary 8/26/10 Pilot/Controller Glossary 2/11/10 imposed upon aircraft operations. This airspace may an aircraft without the permission of the using be restricted areas, prohibited areas, military agency.

operations areas, air ATC assigned airspace, and any (Refer to AIM.)

other designated airspace areas. The dimensions of (Refer to En Route Charts.)

this airspace are programmed into URET and can be e. Restricted Area- Airspace designated under designated as either active or inactive by screen entry.

14 CFR Part 73, within which the flight of aircraft, Aircraft trajectories are constantly tested against the while not wholly prohibited, is subject to restriction.

dimensions of active areas and alerts issued to the Most restricted areas are designated joint use and applicable sectors when violations are predicted.

IFR/VFR operations in the area may be authorized by (See USER REQUEST EVALUATION TOOL.)

the controlling ATC facility when it is not being utilized by the using agency. Restricted areas are SPECIAL EMERGENCY- A condition of air piracy depicted on en route charts. Where joint use is or other hostile act by a person(s) aboard an aircraft authorized, the name of the ATC controlling facility which threatens the safety of the aircraft or its is also shown.

passengers.

(Refer to 14 CFR Part 73.)

(Refer to AIM.)

SPECIAL INSTRUMENT APPROACH PROCE f. Warning Area- A warning area is airspace of DURE- defined dimensions extending from 3 nautical miles (See INSTRUMENT APPROACH PROCEDURE.)

outward from the coast of the United States, that contains activity that may be hazardous to SPECIAL USE AIRSPACE- Airspace of defined nonparticipating aircraft. The purpose of such dimensions identified by an area on the surface of the warning area is to warn nonparticipating pilots of the earth wherein activities must be confined because of potential danger. A warning area may be located over their nature and/or wherein limitations may be domestic or international waters or both.

imposed upon aircraft operations that are not a part of those activities. Types of special use airspace are: SPECIAL VFR CONDITIONS- Meteorological conditions that are less than those required for basic a. Alert Area- Airspace which may contain a high VFR flight in Class B, C, D, or E surface areas and volume of pilot training activities or an unusual type in which some aircraft are permitted flight under of aerial activity, neither of which is hazardous to visual flight rules.

aircraft. Alert Areas are depicted on aeronautical (See SPECIAL VFR OPERATIONS.)

charts for the information of nonparticipating pilots.

(Refer to 14 CFR Part 91.)

All activities within an Alert Area are conducted in accordance with Federal Aviation Regulations, and SPECIAL VFR FLIGHT [ICAO]- A VFR flight pilots of participating aircraft as well as pilots cleared by air traffic control to operate within Class transiting the area are equally responsible for B, C, D, and E surface areas in metrological collision avoidance. conditions below VMC.

b. Controlled Firing Area- Airspace wherein SPECIAL VFR OPERATIONS- Aircraft operating activities are conducted under conditions so in accordance with clearances within Class B, C, D, controlled as to eliminate hazards to nonparticipating and E surface areas in weather conditions less than the aircraft and to ensure the safety of persons and basic VFR weather minima. Such operations must be property on the ground. requested by the pilot and approved by ATC.

(See SPECIAL VFR CONDITIONS.)

c. Military Operations Area (MOA)- A MOA is (See ICAO term SPECIAL VFR FLIGHT.)

airspace established outside of Class A airspace area to separate or segregate certain nonhazardous SPEED- military activities from IFR traffic and to identify for (See AIRSPEED.)

VFR traffic where these activities are conducted.

(See GROUND SPEED.)

(Refer to AIM.)

SPEED ADJUSTMENT- An ATC procedure used to d. Prohibited Area- Airspace designated under request pilots to adjust aircraft speed to a specific 14 CFR Part 73 within which no person may operate value for the purpose of providing desired spacing.

PCG S-5 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 Pilots are expected to maintain a speed of plus or workload. ATC clearance must always be received minus 10 knots or 0.02 Mach number of the specified prior to flying a SID.

speed. Examples of speed adjustments are: (See IFR TAKEOFF MINIMUMS AND DEPARTURE PROCEDURES.)

a. “Increase/reduce speed to Mach point (num (See OBSTACLE DEPARTURE PROCEDURE.)

ber.)” (Refer to AIM.)

b. “Increase/reduce speed to (speed in knots)” or STANDARD RATE TURN- A turn of three degrees “Increase/reduce speed (number of knots) knots.” per second.

SPEED BRAKES- Moveable aerodynamic devices STANDARD TERMINAL ARRIVAL- A pre on aircraft that reduce airspeed during descent and planned instrument flight rule (IFR) air traffic control landing.

arrival procedure published for pilot use in graphic and/or textual form. STARs provide transition from SPEED SEGMENTS- Portions of the arrival route the en route structure to an outer fix or an instrument between the transition point and the vertex along the approach fix/arrival waypoint in the terminal area.

optimum flight path for which speeds and altitudes STANDARD TERMINAL ARRIVAL CHARTS- are specified. There is one set of arrival speed (See AERONAUTICAL CHART.)

segments adapted from each transition point to each vertex. Each set may contain up to six segments.

STANDARD TERMINAL AUTOMATION RE PLACEMENT SYSTEM (STARS)- SQUAWK (Mode, Code, Function)- Activate (See DTAS.)

specific modes/codes/functions on the aircraft STAR- transponder; e.g., “Squawk three/alpha, two one zero (See STANDARD TERMINAL ARRIVAL.)

five, low.” (See TRANSPONDER.) STATE AIRCRAFT- Aircraft used in military, customs and police service, in the exclusive service STA- of any government, or of any political subdivision, (See SCHEDULED TIME OF ARRIVAL.)

thereof including the government of any state, territory, or possession of the United States or the STAGING/QUEUING- The placement, integration, District of Columbia, but not including any and segregation of departure aircraft in designated government‐owned aircraft engaged in carrying movement areas of an airport by departure fix, EDCT, persons or property for commercial purposes.

and/or restriction.

STATIC RESTRICTIONS- Those restrictions that STAND BY- Means the controller or pilot must are usually not subject to change, fixed, in place, pause for a few seconds, usually to attend to other and/or published.

duties of a higher priority. Also means to wait as in STATIONARY RESERVATIONS- Altitude reserva “stand by for clearance.” The caller should tions which encompass activities in a fixed area.

reestablish contact if a delay is lengthy. “Stand by” is Stationary reservations may include activities, such not an approval or denial.

as special tests of weapons systems or equipment, certain U.S. Navy carrier, fleet, and anti‐submarine STANDARD INSTRUMENT APPROACH PRO operations, rocket, missile and drone operations, and CEDURE (SIAP)- certain aerial refueling or similar operations.

(See INSTRUMENT APPROACH PROCEDURE.)

STEP TAXI- To taxi a float plane at full power or STANDARD INSTRUMENT DEPARTURE (SID)- high RPM.

A preplanned instrument flight rule (IFR) air traffic STEP TURN- A maneuver used to put a float plane control (ATC) departure procedure printed for in a planing configuration prior to entering an active pilot/controller use in graphic form to provide sea lane for takeoff. The STEP TURN maneuver obstacle clearance and a transition from the terminal should only be used upon pilot request.

area to the appropriate en route structure. SIDs are primarily designed for system enhancement to STEPDOWN FIX- A fix permitting additional expedite traffic flow and to reduce pilot/controller descent within a segment of an instrument approach PCG S-6 Pilot/Controller Glossary 8/26/10 Pilot/Controller Glossary 2/11/10 procedure by identifying a point at which a STRAIGHT‐IN APPROACH IFR- An instrument controlling obstacle has been safely overflown. approach wherein final approach is begun without first having executed a procedure turn, not STEREO ROUTE- A routinely used route of flight necessarily completed with a straight‐in landing or established by users and ARTCCs identified by a made to straight‐in landing minimums.

coded name; e.g., ALPHA 2. These routes minimize (See LANDING MINIMUMS.)

flight plan handling and communications.

(See STRAIGHT‐IN APPROACH VFR.)

(See STRAIGHT‐IN LANDING.)

STOL AIRCRAFT- (See SHORT TAKEOFF AND LANDING STRAIGHT‐IN APPROACH VFR- Entry into the AIRCRAFT.)

traffic pattern by interception of the extended runway centerline (final approach course) without executing STOP ALTITUDE SQUAWK- Used by ATC to any other portion of the traffic pattern.

inform an aircraft to turn‐off the automatic altitude (See TRAFFIC PATTERN.)

reporting feature of its transponder. It is issued when the verbally reported altitude varies 300 feet or more STRAIGHT‐IN LANDING- A landing made on a from the automatic altitude report.

runway aligned within 30  of the final approach (See ALTITUDE READOUT.) course following completion of an instrument approach.

(See TRANSPONDER.)

(See STRAIGHT‐IN APPROACH IFR.)

STOP AND GO- A procedure wherein an aircraft STRAIGHT‐IN LANDING MINIMUMS- will land, make a complete stop on the runway, and (See LANDING MINIMUMS.)

then commence a takeoff from that point.

(See LOW APPROACH.)

STRAIGHT‐IN MINIMUMS- (See OPTION APPROACH.)

(See STRAIGHT‐IN LANDING MINIMUMS.)

STOP BURST- STRATEGIC PLANNING- Planning whereby solutions are sought to resolve potential conflicts.

(See STOP STREAM.)

SUBSTITUTE ROUTE- A route assigned to pilots STOP BUZZER- when any part of an airway or route is unusable (See STOP STREAM.)

because of NAVAID status. These routes consist of: STOP SQUAWK (Mode or Code)- Used by ATC to a. Substitute routes which are shown on U.S.

tell the pilot to turn specified functions of the aircraft Government charts.

transponder off.

b. Routes defined by ATC as specific NAVAID (See STOP ALTITUDE SQUAWK.)

radials or courses.

(See TRANSPONDER.)

c. Routes defined by ATC as direct to or between NAVAIDs.

STOP STREAM- Used by ATC to request a pilot to suspend electronic attack activity.

SUNSET AND SUNRISE- The mean solar times of (See JAMMING.)

sunset and sunrise as published in the Nautical Almanac, converted to local standard time for the STOPOVER FLIGHT PLAN- A flight plan format locality concerned. Within Alaska, the end of evening which permits in a single submission the filing of a civil twilight and the beginning of morning civil sequence of flight plans through interim full‐stop twilight, as defined for each locality.

destinations to a final destination.

SUPER HIGH FREQUENCY- The frequency band STOPWAY- An area beyond the takeoff runway no between 3 and 30 gigahertz (GHz). The elevation and less wide than the runway and centered upon the azimuth stations of the microwave landing system extended centerline of the runway, able to support the operate from 5031 MHz to 5091 MHz in this airplane during an aborted takeoff, without causing spectrum.

structural damage to the airplane, and designated by the airport authorities for use in decelerating the SUPPLEMENTAL WEATHER SERVICE LOCA airplane during an aborted takeoff. TION- Airport facilities staffed with contract PCG S-7 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 personnel who take weather observations and SURVEILLANCE APPROACH- An instrument provide current local weather to pilots via telephone approach wherein the air traffic controller issues or radio. (All other services are provided by the parent instructions, for pilot compliance, based on aircraft FSS.) position in relation to the final approach course (azimuth), and the distance (range) from the end of SUPPS- Refers to ICAO Document 7030 Regional the runway as displayed on the controller's radar Supplementary Procedures. SUPPS contain proce scope. The controller will provide recommended dures for each ICAO Region which are unique to that altitudes on final approach if requested by the pilot.

Region and are not covered in the worldwide (Refer to AIM.)

provisions identified in the ICAO Air Navigation SWAP- Plan. Procedures contained in Chapter 8 are based in (See SEVERE WEATHER AVOIDANCE PLAN.)

part on those published in SUPPS.

SWSL- SURFACE AREA- The airspace contained by the (See SUPPLEMENTAL WEATHER SERVICE lateral boundary of the Class B, C, D, or E airspace LOCATION.)

designated for an airport that begins at the surface and SYSTEM STRATEGIC NAVIGATION- Military extends upward.

activity accomplished by navigating along a SURPIC- A description of surface vessels in the area preplanned route using internal aircraft systems to of a Search and Rescue incident including their maintain a desired track. This activity normally predicted positions and their characteristics. requires a lateral route width of 10 NM and altitude range of 1,000 feet to 6,000 feet AGL with some route (Refer to FAAO JO 7110.65, Para 10-6-4, INFLIGHT CONTINGENCIES.) segments that permit terrain following.

PCG S-8 Pilot/Controller Glossary 2/11/10 system providing the aircrew `Low Altitude zone designator is used to indicate local time; e.g.

warnings' to allow immediate pilot action. “0205M” (Mountain). The local time may be based on the 24‐hour clock system. The day begins at 0000 TERRAIN FOLLOWING- The flight of a military and ends at 2359.

aircraft maintaining a constant AGL altitude above TIS-B- the terrain or the highest obstruction. The altitude of the aircraft will constantly change with the varying (See TRAFFIC INFORMATION SERVICE-BROADCAST.)

terrain and/or obstruction.

TMA- TETRAHEDRON- A device normally located on (See TRAFFIC MANAGEMENT ADVISOR.)

uncontrolled airports and used as a landing direction indicator. The small end of a tetrahedron points in the TMPA - direction of landing. At controlled airports, the (See TRAFFIC MANAGEMENT PROGRAM tetrahedron, if installed, should be disregarded ALERT.)

because tower instructions supersede the indicator.

TMU - (See SEGMENTED CIRCLE.)

(See TRAFFIC MANAGEMENT UNIT.)

(Refer to AIM.)

TODA [ICAO] - TF - (See ICAO Term TAKE‐OFF DISTANCE (See TERRAIN FOLLOWING.)

AVAILABLE.)

THAT IS CORRECT- The understanding you have TOI- is right.

(See TRACK OF INTEREST.)

360 OVERHEAD - TORA [ICAO] - (See OVERHEAD MANEUVER.)

(See ICAO Term TAKE‐OFF RUN AVAILABLE.)

THRESHOLD- The beginning of that portion of the TORCHING- The burning of fuel at the end of an runway usable for landing.

exhaust pipe or stack of a reciprocating aircraft (See AIRPORT LIGHTING.)

engine, the result of an excessive richness in the fuel (See DISPLACED THRESHOLD.)

air mixture.

THRESHOLD CROSSING HEIGHT- The theoreti TOTAL ESTIMATED ELAPSED TIME [ICAO]- cal height above the runway threshold at which the For IFR flights, the estimated time required from aircraft's glideslope antenna would be if the aircraft take‐off to arrive over that designated point, defined maintains the trajectory established by the mean ILS by reference to navigation aids, from which it is glideslope or MLS glidepath.

intended that an instrument approach procedure will (See GLIDESLOPE.) be commenced, or, if no navigation aid is associated with the destination aerodrome, to arrive over the (See THRESHOLD.)

destination aerodrome. For VFR flights, the THRESHOLD LIGHTS - estimated time required from take‐off to arrive over (See AIRPORT LIGHTING.)

the destination aerodrome.

(See ICAO term ESTIMATED ELAPSED TIME.)

TIBS - (See TELEPHONE INFORMATION BRIEFING TOUCH‐AND‐GO- An operation by an aircraft that SERVICE.)

lands and departs on a runway without stopping or exiting the runway.

TIME GROUP- Four digits representing the hour and minutes from the Coordinated Universal Time TOUCH‐AND‐GO LANDING - (UTC) clock. FAA uses UTC for all operations. The (See TOUCH‐AND‐GO.)

term “ZULU” may be used to denote UTC. The word TOUCHDOWN- “local” or the time zone equivalent shall be used to denote local when local time is given during radio and a. The point at which an aircraft first makes telephone communications. When written, a time contact with the landing surface.

PCG T-3 Pilot/Controller Glossary 2/11/10 Pilot/Controller Glossary 8/26/10 b. Concerning a precision radar approach (PAR), TOWER EN ROUTE CONTROL SERVICE- The it is the point where the glide path intercepts the control of IFR en route traffic within delegated landing surface. airspace between two or more adjacent approach control facilities. This service is designed to expedite (See ICAO term TOUCHDOWN.)

traffic and reduce control and pilot communication TOUCHDOWN [ICAO]- The point where the requirements.

nominal glide path intercepts the runway.

TOWER TO TOWER - Note:Touchdown as defined above is only a datum (See TOWER EN ROUTE CONTROL and is not necessarily the actual point at which the SERVICE.)

aircraft will touch the runway.

TPX‐42- A numeric beacon decoder equipment/ TOUCHDOWN RVR - system. It is designed to be added to terminal radar (See VISIBILITY.)

systems for beacon decoding. It provides rapid target identification, reinforcement of the primary radar TOUCHDOWN ZONE- The first 3,000 feet of the target, and altitude information from Mode C.

runway beginning at the threshold. The area is used (See AUTOMATED RADAR TERMINAL for determination of Touchdown Zone Elevation in SYSTEMS.)

the development of straight‐in landing minimums for (See TRANSPONDER.)

instrument approaches.

TRACEABLE PRESSURE STANDARD- The (See ICAO term TOUCHDOWN ZONE.)

facility station pressure instrument, with certifica TOUCHDOWN ZONE [ICAO]- The portion of a tion/calibration traceable to the National Institute of runway, beyond the threshold, where it is intended Standards and Technology. Traceable pressure landing aircraft first contact the runway.

standards may be mercurial barometers, commis sioned ASOS/AWSS or dual transducer AWOS, or TOUCHDOWN ZONE ELEVATION- The highest portable pressure standards or DASI.

elevation in the first 3,000 feet of the landing surface.

TRACK- The actual flight path of an aircraft over the TDZE is indicated on the instrument approach surface of the earth.

procedure chart when straight‐in landing minimums (See COURSE.)

are authorized.

(See FLIGHT PATH.)

(See TOUCHDOWN ZONE.)

(See ROUTE.)

TOUCHDOWN ZONE LIGHTING - (See ICAO term TRACK.)

(See AIRPORT LIGHTING.)

TRACK [ICAO]- The projection on the earth's surface of the path of an aircraft, the direction of TOWER- A terminal facility that uses air/ground which path at any point is usually expressed in communications, visual signaling, and other devices degrees from North (True, Magnetic, or Grid).

to provide ATC services to aircraft operating in the vicinity of an airport or on the movement area.

TRACK OF INTEREST (TOI)- Displayed data Authorizes aircraft to land or takeoff at the airport representing an airborne object that threatens or has controlled by the tower or to transit the Class D the potential to threaten North America or National airspace area regardless of flight plan or weather Security. Indicators may include, but are not limited conditions (IFR or VFR). A tower may also provide to: noncompliance with air traffic control instructions approach control services (radar or nonradar).

or aviation regulations; extended loss of communica (See AIRPORT TRAFFIC CONTROL SERVICE.)

tions; unusual transmissions or unusual flight (See APPROACH CONTROL FACILITY.)

behavior; unauthorized intrusion into controlled (See APPROACH CONTROL SERVICE.)

airspace or an ADIZ; noncompliance with issued (See MOVEMENT AREA.) flight restrictions/security procedures; or unlawful interference with airborne flight crews, up to and (See TOWER EN ROUTE CONTROL SERVICE.) including hijack. In certain circumstances, an object may become a TOI based on specific and credible (See ICAO term AERODROME CONTROL TOWER.)

intelligence pertaining to that particular aircraft/ object, its passengers, or its cargo.

(Refer to AIM.)

PCG T-4 8/26/10 JO 7110.65T CHG 1

INDEX

[References are to page numbers] ALNOT, 10-3-2

A

ALNOT Cancellation, 10-3-2 Abbreviated Departure Clearance, 4-3-3 ALS Intensity Settings, 3-4-2 Abbreviated Transmissions, 2-4-2 ALSF-2/SSALR, 3-4-3 Abbreviations, 1-2-3 Alternative Routes, 4-4-3 Additional Separation for Formation Flights, 5-5-4 Altimeter Setting (Oceanic), 8-1-1 Adjacent Airspace, 5-5-5 Altimeter Settings, 2-7-1 Adjusted Minimum Flight Level, 4-5-2 Altitude Amendments, 4-2-1 Altitude and Distance Limitations, 4-1-1 Advance Descent Clearance, 4-7-1 Altitude Assignment and Verification, 4-5-1 Aerial Refueling, 9-2-6 Altitude Assignment for Military High Altitude Air Defense Exercise Beacon Code Assignment, 5-2-4 Instrument Approaches, 4-8-5 Air Traffic Service (ATS) Routes, 2-5-1 Altitude Confirmation - Mode C, 5-2-7 Air Traffic Services Interfacility Data Communications Altitude Confirmation - Non-Mode C, 5-2-7 (AIDC), 8-2-1 Altitude Confirmation - Nonradar, 4-5-7 Airborne Military Flights, 2-2-4 Altitude Filters (Beacon), 5-2-8 Aircraft Bomb Threats, 10-2-4 Altitude for Direction of Flight (IFR), 4-5-1 Aircraft Carrying Dangerous Materials, 9-2-1 Altitude for Direction of Flight (OTP), 7-3-2 Aircraft Equipment Suffix (Strips), 2-3-10 Altitude Instructions, 4-5-3 Aircraft Identification, 2-4-8 Altitude Restricted Low Approach, 3-10-8 Aircraft Identity (Strips), 2-3-9 ALTRV Clearance, 4-2-2 Aircraft Information (Experimental), Appendix C-1 ALTRV Information, 2-2-2 Aircraft Information (Fixed-Wing), Appendix A-1 Annotations, 1-2-3 Aircraft Information (Helicopters), Appendix B-1 Anticipated Altitude Changes, 4-5-6 Aircraft Information (Homebuilt), Appendix C-1 Anticipating Separation (ATCT - Arrival), 3-10-7 Aircraft Information (Rotorcraft), Appendix B-1 Anticipating Separation (ATCT - Departure), 3-9-4 Approach Clearance Information, 4-8-6 Aircraft Orientation, 10-2-1 Approach Clearance Procedures, 4-8-1 Aircraft Position Plots, 10-3-2 Approach Control Service for VFR Arriving Aircraft, Aircraft Type (Strips), 2-3-10 7-1-1 Aircraft Types, 2-4-11 Approach Information (Arrivals), 4-7-4 Airport Conditions, 3-3-1, 4-7-5 Approach Lights, 3-4-2 Airport Ground Emergency, 10-1-2 Approach Separation Responsibility, 5-9-5 Airport Lighting, 3-4-1 Approaches to Multiple Runways (Visual), 7-4-2 Airport Surface Detection Procedures, 3-6-1 Arctic CTA, 8-10-1 Radar-Only Mode, 3-6-2 Arresting System Operations, 3-3-3 Airspace Classes, 2-4-11 Arrival Information, 4-7-3 AIT, 5-4-5 Arrival Information by Approach Control Facilities, Alignment Accuracy Check (Radar), 5-1-1 4-7-5 Index I-1 8/26/10 JO 7110.65T CHG 1 [References are to page numbers] Arrival Instructions (Radar), 5-9-2

C

Arrival Procedures, 4-7-1 Calm Wind Conditions, 2-6-4 Arrival Procedures and Separation (ATCT), 3-10-1 Canadian Airspace Procedures, 12-1-1 Arrivals on Parallel or Nonintersecting Diverging Cancellation of Takeoff Clearance, 3-9-9 Runways (Radar), 5-8-3 Caribbean ICAO Region, 8-8-1 ARTS, 5-15-1 Celestial Navigation Training, 9-2-1 ATC Assigned Airspace, 9-3-1 Charted Visual Flight Procedures, 7-4-3 ATC Service, 2-1-1 Circling Approach, 4-8-5 ATIS Application, 2-9-1 Class A Airspace Restrictions, 7-1-1 ATIS Content, 2-9-2 Class B Separation, 7-9-2 ATIS Procedures, 2-9-1 Class B Service Area (Terminal), 7-9-1 Class C Separation, 7-8-1 Authorized Interruptions, 2-4-1 Class C Service (Terminal), 7-8-1 Authorized Relays, 2-4-2 Clearance Beyond Fix, 4-6-2 Authorized Transmissions, 2-4-1 Clearance Delivery Instructions, 4-2-1 Automated Information Transfer, 5-4-5 Clearance for Visual Approach, 7-4-1 Automated Radar Terminal Systems - Terminal, Clearance Information (Arrivals), 4-7-1 5-15-1 Clearance Items, 4-2-1 Automatic Altitude Reporting, 5-2-7 Clearance Items (Airfile), 4-2-3 Automation - En Route, 5-14-1 Clearance Limit, 4-8-5 Avoidance of Areas of Nuclear Radiation, 9-2-8 Clearance Prefix, 4-2-1 AWACS Special Flights, 9-2-9 Clearance Relay, 4-2-1 Clearance Status (Strips), 2-3-10 Clearance to Holding Fix, 4-6-1

B

Clearance Void Times, 4-3-5 Balloons, Unmanned Free, 9-6-1 Closed Runway Information, 3-3-1 Beacon Code for Pressure Suit Flights and Flights Closed Traffic, 3-10-8 Above FL 600, 5-2-4 Coast Tracks, 5-14-2 Beacon Code Monitor, 5-2-5 Communications Failure, 10-4-1 Beacon Identification Methods, 5-3-1 Communications Release (Approaches), 4-8-6 Composite Separation Minima (Oceanic), 8-9-2 Beacon Range Accuracy, 5-1-2 Computer Entry of Assigned Altitude, 5-14-2 Beacon Systems, 5-2-1 Computer Message Verification, 2-2-2 Beacon Target Displacement, 5-5-6 Conflict Alert (Host), 5-14-1 Beacon Termination, 5-2-8 Conflict Alert/Mode C Intruder (MCI) (ARTS), 5-15-2 Below Minima Report by Pilot, 4-7-4 Constraints Governing Supplements and Procedural Braking Action, 3-3-2 Deviations, 1-1-2 Braking Action Advisories, 3-3-2 Contact Approach, 7-4-3 Index I-2 8/26/10 JO 7110.65T CHG 1 [References are to page numbers] Control Estimates, 8-1-1

E

Control Symbology (Strip), 2-3-12 E-MSAW, 5-14-1 Control Transfer, 2-1-7 Edge of Scope, 5-5-5 Controller Initiated Coast Tracks, 5-14-2 Electronic Attack (EA) Activity, 5-1-2 Controller Pilot Data Link Communications (CPDLC), 2-4-4, 4-5-4, 13-2-3 Electronic Cursor, 5-1-3 Coordinate Use of Airspace, 2-1-7 ELP Operations, 3-10-10 Coordination Between Local and Ground Controllers, ELT, 10-2-3 3-1-2 Emergencies, 10-1-1 Coordination with Receiving Facility (Departures), Emergencies Involving Military Fighter-Type Aircraft, 4-3-6 10-1-2 Course Definitions, 1-2-2 Emergency Airport Recommendation, 10-2-6 Crossing Altitude, 4-1-2 Emergency Assistance, 10-2-1 CVFP, 7-4-3 Emergency Code Assignment, 5-2-3 Emergency Control Actions, 10-4-1

D

Emergency Landing Pattern (ELP) Operations, 3-10-10 Decision Support Tools, 13-1-1 Emergency Lighting, 3-4-1 Degree - Distance Route Definition for Military Emergency Locator Transmitter Signals, 10-2-3 Operations, 4-4-2 Emergency Obstruction Video Map, 10-2-6 Delay Sequencing (Departures), 4-3-6 Emergency Procedures (Oceanic), 10-6-1 Department of Energy Special Flights, 9-2-1 Emergency Situations, 10-2-1 Departure and Arrival (Radar Separation), 5-8-3 Emphasis for Clarity, 2-4-4 Departure Clearances, 4-3-1 En Route Data Entries (Strips), 2-3-3 Departure Control Instructions (ATCT), 3-9-2 En Route Fourth Line Data Block Usage, 5-4-5 Departure Delay Information (ATCT), 3-9-1 En Route Minimum Safe Altitude Warning, 5-14-1 Departure Information (ATCT), 3-9-1 En Route Sector Team Responsibilities, 2-10-1 Departure Procedures, 4-3-1 Entry of Reported Altitude, 5-14-2 Departure Procedures and Separation (ATCT), 3-9-1 EOVM, 10-2-6 Departure Restrictions, 4-3-5 Equipment on Runways, 3-1-2 Departure Terminology, 4-3-1 Establishing Two-Way Communications (Class D), Departures on Parallel or Nonintersecting Diverging 3-1-5 Runways (Radar), 5-8-3 Evasive Action Maneuvers, 9-2-9 Deviation Advisories (Protected Airspace), 5-1-4 Expeditious Compliance, 2-1-3 Discrete Environment (Beacon), 5-2-1 Disseminating Weather Information, 2-6-4 Experimental Aircraft Operations, 9-2-2 DOE, 9-2-1 Explosive Cargo, 10-5-1 Duty Priority, 2-1-1 Explosive Detection K-9 Teams, 10-2-5 Index I-3 8/26/10 JO 7110.65T CHG 1 [References are to page numbers]

F H

Helicopter Arrival Separation, 3-11-3 FAA Research and Development Flights, 9-2-2 Helicopter Departure Separation, 3-11-2 Facility Identification, 2-4-8 Helicopter Landing Clearance, 3-11-4 Failed Transponder in Class A Airspace, 5-2-6 Helicopter Operations, 3-11-1 Failure to Display Assigned Beacon Code, 5-2-5 Helicopter Takeoff Clearance, 3-11-1 False or Deceptive Communications, 2-4-1 High Intensity Runway Lights, 3-4-4 Far Field Monitor (FFM) Remote Status Unit, 3-3-4 High Speed Turnoff Lights, 3-4-5 Final Approach Course Interception, 5-9-1 Hijacked Aircraft, 10-2-2 Final Approach Obstacle Clearance Surfaces (OCS), 3-7-5 HIRL, 3-4-4 Fix Use, 4-1-2 HIRL Associated with MALSR, 3-4-4 Flight Check Aircraft, 9-1-1 HIRL Changes Affecting RVR, 3-4-4 Flight Direction Exceptions, 4-5-1 HIWAS, 2-6-1 Hold for Release, 4-3-5 Flight Plans and Control Information, 2-2-1 Holding Aircraft, 4-6-1 Flight Progress Strips, 2-3-1 Holding Delays, 4-6-2 FLYNET, 9-2-2 Holding Flight Path Deviation, 4-6-3 Formation Flight Additional Separation, 5-5-4 Holding Instructions, 4-6-3 Formation Flights, 2-1-6 Holding Pattern Surveillance, 5-1-4 Forward Departure Delay Information, 4-3-6 Holding Points (Visual), 4-6-3 Forwarding Amended and UTM Data, 2-2-3 Forwarding Approach Information by Nonapproach Control Facilities, 3-10-1

I

Forwarding Departure Times, 4-3-7 ICAO Phonetics, 2-4-5 Forwarding Flight Plan Data Between U.S. ARTCCs IFR - VFR Flights, 4-2-2 and Canadian ACCs, 2-2-4 IFR Flight Progress Data, 2-2-1 Forwarding Information, 2-2-1 IFR to VFR Flight Plan Change, 2-2-1 Forwarding VFR Data, 2-2-1 ILS Protection/Critical Areas (Holding), 4-6-3 Fuel Dumping, 9-4-1 Inflight Deviations from Transponder/Mode C Function Code Assignments, 5-2-2 Requirements Between 10,000 Feet and 18,000 Feet, 5-2-8 Inflight Equipment Malfunctions, 2-1-4

G

Inhibiting Low Altitude Alert System (TPX-42), GPA 102/103 Correction Factor, 5-5-6 5-16-1 Ground Missile Emergencies, 10-7-1 Inhibiting Minimum Safe Altitude Warning (ARTS), 5-15-2 Ground Operations, 3-7-4 Initial Heading, 5-8-1 Ground Operations When Volcanic Ash is Present, 3-1-6 Inoperative Interrogator, 5-2-6 Ground Stop, 4-3-6 Inoperative/Malfunctioning Transponder, 5-2-5 Ground Traffic Movement, 3-7-1 Interceptor Operations, 9-2-4 Index I-4 8/26/10 JO 7110.65T CHG 1 [References are to page numbers] Interfacility Automated Information Transfer, 5-4-5 Manual Input of Computer Assigned Beacon Codes, 2-2-2 Interphone Message Format, 2-4-3 Medium Intensity Runway Lights, 3-4-4 Interphone Message Termination, 2-4-4 Merging Target Procedures, 5-1-3 Interphone Transmission Priorities, 2-4-2 Military DVFR Departures, 2-2-1 Intersecting Runway Separation (Arrival), 3-10-3 Military Operations above FL 600, 9-2-7 Intersecting Runway Separation (Departure), 3-9-7 Military Procedures, 2-1-6 Military Single Frequency Approaches, 5-10-5

J

Military Special Use Frequencies, 9-2-8 Military Training Routes, 9-2-2 Jettisoning of External Stores, 9-5-1 Minimum En Route Altitudes, 4-5-2 Minimum Fuel, 2-1-4

K

MIRL, 3-4-4 K-9 Teams, 10-2-5 Missed Approach, 4-8-6 Missed Approach (Radar Approach), 5-10-4 Mixed Environment (Beacon), 5-2-1

L

Mode C Intruder Alert (Host), 5-14-1 LAAS, 5-16-1 Monitoring Radios, 2-4-1 Landing Area Condition, 3-3-1 MSAW, 5-15-2 Landing Clearance, 3-10-6 Landing Clearance Without Visual Observation, 3-10-7

N

Landing Information (ATCT), 3-10-1 NAVAID Fixes, 2-5-2 Lateral Separation (Nonradar), 6-5-1 NAVAID Malfunctions, 2-1-5 Lateral Separation (Oceanic), 8-4-1 NAVAID Terms, 2-5-1 Law Enforcement Operations by Civil and Military Organizations, 9-2-5 NAVAID Use Limitations, 4-1-1 Light Signals (ATCT), 3-2-1 Navy Fleet Support Missions, 10-5-1 Longitudinal Separation (Nonradar), 6-4-1 No-Gyro Approach, 5-10-2 Longitudinal Separation (Oceanic), 8-3-1 Nondiscrete Environment (Beacon), 5-2-1 Low Approach, 4-8-7 Nonradar, 6-1-1 Low Level Wind Shear/Microburst Advisories, 3-1-3 Nonradar Initial Separation of Departing and Arriving Aircraft, 6-3-1 Lowest Usable Flight Level, 4-5-2 Nonradar Initial Separation of Successive Departing Aircraft, 6-2-1

M Nonradar Timed Approaches, 6-7-1

Nonstandard Formation/Cell Operations, 9-2-10 Mach Number Technique, 8-3-2 NORAD Special Flights, 9-2-9 Malfunctioning Interrogator, 5-2-6 North American ICAO Region, 8-10-1 MALSR/ODALS, 3-4-2 North American Route Program (NRP), 2-2-5 Man-Portable Air Defense Systems (MANPADS) Alert, 10-2-5 North Atlantic ICAO Region, 8-7-1 Index I-5 8/26/10 JO 7110.65T CHG 1 [References are to page numbers] Notes, 1-2-2 Position Report (Oceanic), 8-1-1 Position Reporting (Radar), 5-1-4 Number Clarification, 2-4-7 Position Responsibilities, 2-10-1 Numbers Usage, 2-4-5 Practice Approaches, 4-8-6 Practice Precautionary Approaches, 3-10-10

O

Prearranged Coordination, 5-4-5 Observed Abnormalities, 3-1-5 Precision Approach Critical Area, 3-7-4 Obstruction Lights, 3-4-5 Precision Approach Path Indicators (PAPI), 3-4-1 Ocean21 ATC System, 13-2-1 Precision Obstacle Free Zone (POFZ), 3-7-5 Oceanic Coordination, 8-2-1 Preventive Control (Airports), 3-1-1 Oceanic Data Entries, 2-3-5 Primary Radar Identification Methods, 5-3-1 Priority Interruptions, 2-4-2 Oceanic Navigational Error Reporting (ONER) Procedures, 8-1-1 Procedural Letters of Agreement, 1-1-2 Oceanic Procedures, 8-1-1 Procedural Preference, 2-1-1 Oceanic Separation, 8-1-1 Oceanic Transition Procedures, 8-5-1

Q

Oceanic VFR Flight Plans, 8-1-1 Questionable Identification, 5-3-2 Offshore Procedures, 8-1-1 Offshore Transition Procedures, 8-5-1

Open Skies Treaty Aircraft, 9-2-10 R

Operational Priority, 2-1-2 Radar Approaches - Terminal, 5-10-1 Operational Requests, 2-1-9 Radar Arrivals, 5-9-1 Overdue Aircraft, 10-3-1 Radar Beacon Changes for Military Aircraft, 4-7-2 Overhead Maneuver, 3-10-8 Radar Beacon Code Changes, 5-2-2 Radar Departures, 5-8-1 Radar Fix Posting, 5-1-4

P

Radar Identification, 5-3-1 Pacific ICAO Region, 8-9-1 Radar Identification Status, 5-3-2 PAR Approaches - Terminal, 5-12-1 Radar Presentation and Equipment Performance, 5-1-1 Parachute Operations, 9-7-1 Radar Separation, 5-5-1 Parallel Dependent ILS/MLS Approaches, 5-9-7 Radar Separation Application, 5-5-1 Passing or Diverging, 5-5-4 Radar Separation Minima, 5-5-2 Personnel on Runways, 3-1-2 Radar Separation Vertical Application, 5-5-3 Pilot Acknowledgment/Read Back, 2-4-1 Radar Service Limitations, 5-1-3 PIREP Information, 2-6-1 Radar Service Termination, 5-1-4 Point Out, 5-4-4 Radar Use, 5-1-1 Position Determination (Airports), 3-1-2 Radar-Only Mode, 3-6-2 Position Information (Radar), 5-3-2 Radio and Interphone Communications, 2-4-1 Index I-6 8/26/10 JO 7110.65T CHG 1 Radio Communications, 2-4-1 Same Runway Separation (Departure), 3-9-4 Radio Communications Transfer, 2-1-8 SAR, 10-3-1 SAR Information to be Forwarded to ARTCC, 10-3-1 Radio Failure (Beacon), 5-2-3 SAR Information to be Forwarded to RCC, 10-3-1 Radio Frequency Changes for Military Aircraft, 4-7-2 Sea Lane Operations, 3-12-1 Radio Message Format, 2-4-2 Search and Rescue, 10-3-1 Receiver-Only Acknowledgment (ATCT), 3-2-1 Sector Eligibility, 5-14-2 Receiving Controller Handoff, 5-4-3 Security Notice (SECNOT), 9-2-5 Recording Information, 2-2-1 Selected Altitude Limits, 5-14-2 Reduced Vertical Separation Minimum (RVSM), 2-1-12 Separation from Airspace Reservations, 8-6-1 Separation from Obstructions, 5-5-5 Reduction of Route Protected Airspace (Oceanic), 8-4-3 Sequence/Spacing Application, 3-8-1 References, 1-2-3 Sequenced Flashing Lights, 3-4-2 REIL, 3-4-1 SFA, 4-7-1 Relayed Approach Clearance, 4-8-5 Side-Step Maneuver, 4-8-6 Release Times, 4-3-5 Simulated Flameout (SFO) Approaches, 3-10-10 Reporting Essential Flight Information, 2-1-5 Simultaneous Approach and Runway Edge Light Operation, 3-4-4 Reporting Weather Conditions, 2-6-4 Simultaneous Departures (Radar), 5-8-1 Responsibility Transfer to RCC, 10-3-2 Simultaneous Independent Dual ILS/MLS Approaches Rotating Beacon, 3-4-5 - High Update Radar, 5-9-9 Route Amendments, 4-2-1 Simultaneous Independent ILS/MLS Approaches - Dual & Triple, 5-9-8 Route and NAVAID Description, 2-5-1 Simultaneous Landings or Takeoffs (Helicopter), Route Assignment, 4-4-1 3-11-3 Route Structure Transitions, 4-4-2 Simultaneous Offset Instrument Approaches (SOIA)- Route Use, 4-4-1 High Update Radar, 5-9-11 Routes in Class G Airspace, 4-4-3 Simultaneous Opposite Direction Operation, 3-8-2 Runway Centerline Lights, 3-4-4 Simultaneous Same Direction Operation, 3-8-1 Runway Edge Lights, 3-4-3 Single Frequency Approaches, 4-7-1 Runway End Identifier Lights, 3-4-1 Spacing and Sequencing (ATCT), 3-8-1 Runway Exiting, 3-10-7 Special Flights, 9-1-1 Runway Proximity, 3-7-4 Special Interest Sites, 9-2-4 Special Operations, 9-2-1 Runway Selection, 3-5-1 Special Use Airspace, 9-3-1 RVR/RVV, 2-8-1 Special VFR, 7-5-1 RVSM, 2-1-12 Specifying Altitude (Approaches), 4-8-5 Speed Adjustment, 5-7-1

S

Speed Adjustment Minima, 5-7-3 Safety Alert, 2-1-3 Speed Adjustment Termination, 5-7-3 Safety Management System (SMS), 1-1-2 Standby or Low Sensitivity Operation, 5-2-5 Same Runway Separation (Arrival), 3-10-2 STOL Runways, 3-5-1 Index I-7 8/26/10 JO 7110.65T CHG 1 [References are to page numbers] Stop-and-Go Low Approach, 3-8-1 Traffic Advisories, 2-1-10 Successive Departures (Radar), 5-8-1 Traffic Information (Airports), 3-1-2 Surface Area Restrictions, 3-1-5 Traffic Management Procedures, 11-1-1 Surface Areas, 2-1-7 Transfer of Jurisdiction, 4-7-4 Surveillance Approaches - Terminal, 5-11-1 Transfer of Position (SOP), Appendix D-1 SVFR, 7-5-1 Transfer of Radar Identification, 5-4-1 Switching ILS/MLS Runways, 4-7-6 Transfer of Radar Identification - Methods, 5-4-1 Transfer of Radar Identification - Terms, 5-4-1 Transfer of Radar Identification - Traffic, 5-4-2

T

Transferring Controller Handoff, 5-4-2 Tailwind Components, 3-5-1 Transmit Proposed Flight Plan, 2-2-3 Takeoff Clearance, 3-9-9 TRSA, 7-7-1 Target Markers, 5-3-3 TRSA Separation, 7-7-1 Target Resolution, 5-5-1 Target Separation, 5-5-1

Taxi and Ground Movement Operations, 3-7-2 U

Taxi and Ground Movement Procedures, 3-7-1 Unauthorized Laser Illumination of Aircraft, 2-9-2, Taxi into Position and Hold (TIPH), 3-9-2 10-2-6 Taxiway Lights, 3-4-5 Unidentified Flying Object (UFO) Reports, 9-8-1 Teletype Flight Data Format - U.S. ARTCCs - Unmanned Free Balloons, 9-6-1 Canadian ACCs, 2-2-4 Unmonitored NAVAIDs (Holding), 4-6-3 Temporary Moving Airspace Reservations, 8-6-1 Unsafe Runway Information, 3-3-1 Temporary Stationary Airspace Reservations, 8-6-1 USAF/USN Undergraduate Pilots (Strips), 2-3-10 Terminal Automation Systems Identification Methods, Use of Active Runways, 3-1-1 5-3-2 Use of MARSA, 2-1-5 Terminal Data Entries (Strips), 2-3-6 Use of PAR for Approach Monitoring - Terminal, Terminal Radar Service Area, 7-7-1 5-13-1 Terminal Radar/Nonradar Team Position Use of Tower Radar Displays, 3-1-4 Responsibilities, 2-10-2 User Request Evaluation Tool (URET), 13-1-1 Terrain Awareness Warning System (TAWS) Alerts, 2-1-13 Through Clearances, 4-2-2

V

Timely Information (ATCT), 3-3-1 Validation of Mode C Readout, 5-2-6 Touch-and-Go Approach, 4-8-7 VASI, 3-4-1 Touch-and-Go Low Approach, 3-8-1 Vectoring, 5-6-1 Touchdown Zone Lights, 3-4-4 Vectors Across Final Approach Course, 5-9-2 Tower Team Position Responsibilities, 2-10-4 Vectors Below Minimum Altitude, 5-6-2 TPX-42 - Terminal, 5-16-1 Track Separation (Oceanic), 8-4-4 Vectors for Visual Approach, 7-4-1 Track Suspend Function (ARTS), 5-15-2 Vectors to Final Approach Course, 5-9-1 Index I-8 8/26/10 JO 7110.65T CHG 1 [References are to page numbers] Vehicles on Runways, 3-1-2

W

Vertical Application Exceptions, 5-5-4 Wake Turbulence, 2-1-9 Vertical Separation (Nonradar), 6-6-1 Wake Turbulence Cautionary Advisories, 2-1-9 Vertical Separation Minima, 4-5-1 VFR - IFR Flights, 4-2-2 Wake Turbulence Separation for Intersection Departures, 3-9-6 VFR Aircraft in Weather Difficulty, 10-2-2 Warning Signal (ATCT), 3-2-1 VFR Basic Radar Service (Terminal), 7-6-1 Washington, DC, Special Flight Rules Area (DC VFR Code Assignments, 5-2-3 SFRA), 9-2-4 VFR Conditions, 7-1-1 Weather and Chaff Services, 2-6-2 VFR Release of IFR Departure, 4-3-7 Weather Deviations, 8-9-4 VFR-on-top, 7-3-1 Weather Deviations in North Atlantic (NAT) Airspace, VFR-on-top (NAVAID Use), 4-1-2 8-7-2 Visual, 7-1-1 Weather Familiarization, 2-6-1 Visual Approach Slope Indicators, 3-4-1 Weather Information, 2-6-1 Visual Approaches, 7-4-1 Weather Information (Arrivals), 4-7-3 Visual Holding of VFR Aircraft, 7-1-1 Weather Reconnaissance Flights, 9-2-9 Visual Separation, 7-2-1 Withholding Landing Clearance, 3-10-7 Visual Signals (ATCT), 3-2-1 Word Meanings, 1-2-1 Visually Scanning Runways, 3-1-5 Volcanic Ash, 10-2-7 Words and Phrases (Communications), 2-4-4 Index I-9 Federal Aviation JO 7110.65T CHG 1 Administration 8/26/10

BRIEFING GUIDE

A V L I A A R T E I O D N E F A N D M O I I T N A I R S T

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

Initiated By: AJR-0 Vice President, System Operations Services 8/26/10 JO 7110.65T CHG 1 Table of Contents Title Paragraph Page Number 2-4-20 AIRCRAFT IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2-6-4 WEATHER AND CHAFF SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3-1-8 LOW LEVEL WIND SHEAR/MICROBURST ADVISORIES . . . . . . . . . . . . . 4 3-10-5 LANDING CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 5-2-10 BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS ABOVE FL600 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 5-3-4 TERMINAL AUTOMATION SYSTEM IDENTIFICATION METHODS . . . . 5 5-4-5 TRANSFERRING CONTROLLER HANDOFF . . . . . . . . . . . . . . . . . . . . . . . . 6 5-4-6 RECEIVING CONTROLLER HANDOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 7-9-4 SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 9-2-11 SECURITY NOTICE (SECNOT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Appendix. A Aircraft Information Fixed-Wing Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Briefing Guide BG-2 8/26/10 JO 7110.65T CHG 1 1. PARAGRAPH NUMBER AND TITLE: 2-4-20. AIRCRAFT IDENTIFICATION 2. BACKGROUND: NORAD no longer requires a specific 2-letter call sign. This requirement was tied to a particular piece of equipment that is no longer used. NORAD interceptors now use standard Air Force tactical call signs 3. CHANGE: OLD NEW 2-4-20. AIRCRAFT IDENTIFICATION 2-4-20. AIRCRAFT IDENTIFICATION title through a6(h)2 EXAMPLE- No Change Delete (i) NORAD interceptors. An assigned double letter 2-digit flight number.

EXAMPLE- Delete “Alfa Kilo One Five.” 1. PARAGRAPH NUMBER AND TITLE: 2-6-4. WEATHER AND CHAFF SERVICES 2. BACKGROUND: Mandatory phraseology that ATC must use when issuing weather information to pilots is cumbersome.

3. CHANGE: OLD NEW 2-6-4. WEATHER AND CHAFF SERVICES 2-6-4. WEATHER AND CHAFF SERVICES No Change title through d4 NOTE- PHRASEOLOGY- PHRASEOLOGY- (Intensity) PRECIPITATION BETWEEN (number) AREA OF (Intensity) PRECIPITATION BETWEEN O'CLOCK AND (number) O'CLOCK, (number) MILES. (number) O'CLOCK AND (number) O'CLOCK, (num MOVING (direction) AT (number) KNOTS, TOPS (alti ber) MILES. MOVING (direction) AT (number) tude). PRECIPITATION AREA IS (number) MILES IN KNOTS, TOPS (altitude). PRECIPITATION AREA IS DIAMETER. (number) MILES IN DIAMETER.

EXAMPLE- EXAMPLE- 1 . “Extreme precipitation between eleven o'clock and 1. “ Area of e xtreme precipitation between eleven o'c oneo'clock, one zero miles moving east at two zero knots, lock and one o'clock, one zero miles moving east at tops flight level three niner zero.” two zero knots, tops flight le vel three niner zero.” 2. “Heavy precipitation between ten o'clock and 2. “ Area of h eavy precipitation between ten o'clock and twoo'clock, one five miles. Precipitation area is two five two o'clock, one five miles. A re a is two five miles in miles in diameter.” diameter.” 3. “Heavy to Extreme precipitation between ten o'clock 3. “ Area of h eavy to extreme precipitation between ten and two o'clock, one five miles. Precipitation area is o'clock and two o'clock, one five miles. A rea is two five twofive miles in diameter.” miles in diameter.” REFERENCE- No Change No Change e PHRASEOLOGY- PHRASEOLOGY- PRECIPITATION BETWEEN (number) O'CLOCK AREA OF PRECIPITATION BETWEEN (number) AND (number) O'CLOCK, (number) MILES. MOVING O'CLOCK AND (number) O'CLOCK, (number) (direction) AT (number) KNOTS, TOPS (altitude), MILES. MOVING (direction) AT (number) KNOTS, PRECIPITATION AREA IS (number) MILES IN TOPS (altitude) . AREA IS (number) MILES IN DIAMETER, INTENSITY UNKNOWN. DIAMETER, INTENSITY UNKNOWN.

Briefing Guide BG-3 8/26/10 JO 7110.65T CHG 1 1. PARAGRAPH NUMBER AND TITLE: 3-1-8. LOW LEVEL WIND SHEAR/MICROBURST ADVISORIES 2. BACKGROUND: In 1988, the Federal Aviation Administration (FAA) directed that all commercial aircraft must install onboard wind shear detection systems by the end of 1993. These reactive wind shear systems process data from standard aircraft instruments to determine the presence of wind shear. The reactive system, therefore, only advises a pilot of a wind shear event, which allows an increase in engine power and possible escape of the hazard. Upon receiving an alert, the flight crew may opt to abort take-off , go-around, or perform a wind shear escape maneuver.

3. CHANGE: OLD NEW 3-1-8. LOW LEVEL WIND 3-1-8. LOW LEVEL WIND SHEAR/MICROBURST ADVISORIES SHEAR/MICROBURST ADVISORIES a. When low level wind shear/microburst is a. When low level wind shear/microburst is reported by pilots, Integrated Terminal Weather reported by pilots, Integrated Terminal Weather System (ITWS), or detected on wind shear System (ITWS), or detected on wind shear detection systems such as LLWAS NE++, LLWAS- detection systems such as LLWAS NE++, LLWAS- RS, WSP, or TDWR, controllers shall issue the alert RS, WSP, or TDWR, controllers must issue the to all arriving and departing aircraft. Continue the alert to all arriving and departing aircraft. Continue alert to aircraft until it is broadcast on the ATIS and the alert to aircraft until it is broadcast on the ATIS pilots indicate they have received the appropriate and pilots indicate they have received the ATIS code. A statement shall be included on the appropriate ATIS code. A statement must be ATIS for 20 minutes following the last report or included on the ATIS for 20 minutes following the indication of the wind shear/microburst. last report or indication of the wind shear/mi croburst.

REFERENCE- Delete PHRASEOLOGY- No Change Add NOTE- Some aircraft are equipped with Predictive Wind Shear (PWS) alert systems that warn the flight crew of a potential wind shear up to 3 miles ahead and 25 degrees either side of the aircraft heading at or below 1200' AGL. Pilot reports may include warnings received from PWS systems.

REFERENCE- Add FAAO JO 7110.65, Para 2-6-3, PIREP Information.

FAAO JO 7110.65, Para 2-9-3, Content.

FAAO JO 7110.65, Para 3-10-1, Landing Information.

1. PARAGRAPH NUMBER AND TITLE: 3-10-5. LANDING CLEARANCE 2. BACKGROUND: Following a declared emergency (smoke indication) by a flight crew, the air traffic controller changed the assigned landing runway to the runway that emergency equipment responded to. The emergency flight crew read back the new runway assignment; however, due to increased tasks on the flight deck, this change was not understood and the flight crew continued their approach to the previously assigned runway. This phraseology was suggested in National Transportation Safety Board (NTSB) recommendation A-06-65 following this incident of miscommunication when the assigned landing runway is changed during an emergency arrival. This phraseology will help to clearly communicate a change.

3. CHANGE: OLD NEW 3-10-5. LANDING CLEARANCE 3-10-5. LANDING CLEARANCE Briefing Guide BG-4 8/26/10 JO 7110.65T CHG 1 a. Issue landing clearance. Restate the landing a. Issue landing clearance. Restate the landing runway whenever more than one runway is active runway whenever more than one runway is active or an instrument approach is being conducted to a or an instrument approach is being conducted to a closed runway. closed runway. If the landing runway is changed, controllers must preface the landing clearance with “Change to runway.” PHRASEOLOGY- PHRASEOLOGY- CLEARED TO LAND, CLEARED TO LAND, or or RUNWAY (designator) CLEARED TO LAND. RUNWAY (designator) CLEARED TO LAND , or CHANGE TO RUNWAY (designator) CLEARED TO LAND.

1. PARAGRAPH NUMBER AND TITLE: 5-2-10. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS ABOVE FL600 2. BACKGROUND: Certain beacon codes are reserved for use by R-71, F-12, U-2, B-57, pressure suit flights, and aircraft operations above FL 600.

3. CHANGE: OLD NEW 5-2-10. BEACON CODE FOR PRESSURE 5-2-10. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS ABOVE SUIT FLIGHTS AND FLIGHTS ABOVE FL600 FL600 a. Mode 3/A, Code 4400 , and discrete a. Mode 3/A, Code 4400 , and discrete Codes Codes4401 through 4477 are reserved for use by 4440 through 4465 are reserved for use by R-71, R-71, F-12, U-2, B-57, pressure suit flights, and F-12, U-2, B-57, pressure suit flights, and aircraft aircraft operations above FL 600. operations above FL 600.

1. PARAGRAPH NUMBER AND TITLE: 5-3-4. TERMINAL AUTOMATION SYSTEMS IDENTIFICATION METHODS 2. BACKGROUND: The Operations Review Team at Birmingham ATCT (BHM) discovered a discrepancy in FAAO JO 7110.65 revealing the high probability that a National Airspace System (NAS) automated system term, “TRK,” used in conduct of aircraft identification in terminal automated systems, was omitted from paragraph 5-3-4a(2). BHM operates in airspace to the south near Montgomery TRACON (MGM) where there is no terminal short-range radar coverage below 5,000 feet. One of the long-range radar sites continues to track aircraft; therefore, the aircraft data block displays “TRK” on the BHM Standard Terminal Automation Radar System (STARS) display. During automated handoffs there is confusion whether the auto-acquired aircraft track is or is not legitimately identified due to discrepancies between Paragraph 5-4-5j, Transferring Controller Handoff, Paragraph 5-4-6g, Receiving Controller Handoff, and Paragraph 5-5-4f(Note 2), Minima. The BHM Operations Review Team forwarded their concern to the Eastern Service Area, who in turn forwarded it to Terminal Safety and Operations Support (TSOS). TSOS is taking the necessary action(s) to correct this deficiency.

3. CHANGE: OLD NEW 5-3-4. TERMINAL AUTOMATION 5-3-4. TERMINAL AUTOMATION SYSTEMS IDENTIFICATION METHODS SYSTEMS IDENTIFICATION METHODS Briefing Guide BG-5 8/26/10 JO 7110.65T CHG 1 No Change title through a1 2. The aircraft is being handed off using a NAS 2. The aircraft is being handed off using a NAS automated system and one of the following does not automated system and one of the following does not appear in the data block: “CST,” “NAT,” “NT,” appear in the data block: “CST”, “NAT”, “NT”, “AMB,” “OLD,” “NB,” “TU,” “AM,” or “OL”. “AMB”, “OLD”, “NB”, “TU”, “AM”, “OL” , or “TRK” .

1. PARAGRAPH NUMBER AND TITLE: 5-4-5. TRANSFERRING CONTROLLER HANDOFF 2. BACKGROUND: The Operations Review Team at Birmingham ATCT (BHM) discovered a discrepancy in FAAO JO 7110.65 revealing the high probability that a National Airspace System (NAS) automated system term, “TRK,” used in conduct of aircraft identification in terminal automated systems, was omitted from paragraph 5-4-5j. BHM operates in airspace to the south near Montgomery TRACON (MGM) where there is no terminal short-range radar coverage below 5,000 feet. One of the long-range radar sites continues to track aircraft; therefore, the aircraft data block displays “TRK” on the BHM Standard Terminal Automation Radar System (STARS) display. During automated handoffs, there is confusion whether the auto-acquired aircraft track is or is not legitimately identified due to discrepancies between Paragraph 5-3-4a(2), Terminal Automation System Identification Methods, Paragraph 5-4-6g, Receiving Controller Handoff and Paragraph 5-5-4d(Note 2), Minima. The BHM Operations Review Team forwarded their concern to the Eastern Service Area, who in turn forwarded it to Terminal Safety and Operations Support (TSOS). TSOS is taking the necessary action(s) to correct this deficiency.

3. CHANGE: OLD NEW 5-4-5. TRANSFERRING CONTROLLER 5-4-5. TRANSFERRING CONTROLLER HANDOFF HANDOFF No Change title through i j. Initiate verbal coordination before transferring j. Initiate verbal coordination before transferring control of a track when “CST,” “FAIL,” “NONE,” control of a track when “CST,” “FAIL,” “NONE,” “NB,” “NX,” “IF,” or “NT” is displayed in the data “NB,” “NX,” “IF,” “NT” , or “TRK” is displayed in block. the data block.

1. PARAGRAPH NUMBER AND TITLE: 5-4-6. RECEIVING CONTROLLER HANDOFF 2. BACKGROUND: The Operations Review Team at Birmingham ATCT (BHM) discovered a discrepancy in FAAO JO 7110.65 revealing the high probability that a National Airspace System (NAS) automated system term, “TRK,” used in conduct of aircraft identification in terminal automated systems, was omitted from paragraph 5-4-6g and 5-4-6g(2). BHM operates in airspace to the south near Montgomery TRACON (MGM) where there is no terminal short-range radar coverage below 5,000 feet. One of the longrange radar sites continues to track aircraft; therefore, the aircraft data blocks displays “TRK” on the BHM Standard Terminal Automation Radar System (STARS) display. During automated handoffs there is confusion whether the auto-acquired aircraft track is or is not legitimately identified due to discrepancies between Paragraph 5-3-4a(2), Terminal Automation Systems Identification Methods, Paragraph 5-4-5j, Transferring Controller Handoff, and Paragraph 5-5-4f(Note 2) Minima. The BHM Operations Review Team forwarded their concern to Eastern Service Area, who in turn forwarded it to Terminal Safety and Operations Support (TSOS). TSOS is taking the necessary action(s) to correct this deficiency.

3. CHANGE: OLD NEW 5-4-6. RECEIVING CONTROLLER 5-4-6. RECEIVING CONTROLLER HANDOFF HANDOFF Briefing Guide BG-6 8/26/10 JO 7110.65T CHG 1 No Change title through f3 g. Initiate verbal coordination prior to accepting g. Initiate verbal coordination prior to accepting control of a track when “CST,” “NAT,” “NT,” control of a track when “CST,” “NAT,” “NT,” “NONE,” “NB,” “NX,” “OLD,” “OL,” “AMB,” “NONE,” “NB,” “NX,” “OLD,” “OL,” “AMB,” “AM,” or “TU” is displayed in the data block. “AM,” “TU” , or “TRK” is displayed in the data block.

No Change 2. When an automated interfacility handoff 2. When an automated inter-facility handoff action is initiated and “NAT,” “NT,” or “TU” is action is initiated and “NAT,” “NT,” “TU” , or displayed in the full data block, advise the other “TRK” is displayed in the full data block, advise facility if a disparity exists between the position the other facility if a disparity exists between the declared by their computer and the actual target position declared by their computer and the actual position. target position.

1. PARAGRAPH NUMBER AND TITLE: 7-9-4. SEPARATION 2. BACKGROUND: The characteristics of the Osprey (V22) is listed in Appendix B, Aircraft Information Helicopters/Rotorcrafts of the FAAO JO 7110.65S. Controllers could possibly interpret that the Osprey be treated as a helicopter for the application of Class Bravo airspace separation standards. The Osprey's same runway separation (SRS) category is “II" and weighs more than 19,000 pounds. In Bravo airspace, the separation requirements between all SRS “I" and “II" aircraft weighing 19,000 pounds or less is target resolution. To avoid any misinterpretation, the Osprey is to be considered a fixed-wing aircraft for the application of Bravo airspace separation requirements.

3. CHANGE: OLD NEW 7-9-4. SEPARATION 7-9-4. SEPARATION title through a No Change b. VFR aircraft shall be separated from VFR/IFR b. VFR aircraft must be separated from aircraft that weigh more than 19,000 pounds and VFR/IFR aircraft that weigh more than 19,000 turbojets by no less than: pounds and turbojets by no less than: No Change 1 through 3 NOTE- Add c. For the application of Class Bravo airspace separation requirements, the V-22 Osprey must be treated as a fixed-wing aircraft. It is an SRS Category II aircraft but weighs more than 19,000 pounds. The V-22 Osprey must be separated from VFR/IFR aircraft by minimum identified in subparagraph b above.

c. VFR aircraft shall be separated from all d. VFR aircraft must be separated from all VFR/IFR aircraft which weigh 19,000 pounds or VFR/IFR aircraft which weigh 19,000 pounds or less by a minimum of: less by a minimum of: 1. PARAGRAPH NUMBER AND TITLE: 9-2-11. SECURITY NOTICE 2. BACKGROUND: The FAA has found it necessary to increase security measures within the National Airspace System.

The special flight rules area (SFRA) is one of the recent security related changes. Aircraft that enter an SFRA or temporary Briefing Guide BG-7 8/26/10 JO 7110.65T CHG 1 flight restriction (TFR) without proper approval may be intercepted by DOD aircraft. Pilots of the noncompliant aircraft are subject to regulatory and or legal action. Recent events have highlighted the fact that the FAA has no adequate way to search for aircraft that have violated national security procedures. The security notice process provides a tool that will enable the FAA to locate aircraft that violate national security measures.

3. CHANGE: OLD NEW Add 9-2-11. SECURITY NOTICE (SECNOT) Add Upon receiving notification of a SECNOT, the controller must forward all information on the subject aircraft to the FLM/CIC. If information is not known, broadcast call sign on all frequencies and advise the FLM/CIC of the response.

Add REFERENCE- P/CG Term - Security Notice.

FAAO JO 7210.3, Chapter 19, Section 9, Security Notice (SECNOT).

9-2-11 through 9-2-21 Renumbered 9-2-12 through 9-2-22 1. PARAGRAPH NUMBER AND TITLE: APPENDIX A. Aircraft Information Fixed-Wing Aircraft 2. BACKGROUND: Appendix A is being revised to harmonize FAA weight category standards with those of the International Civil Aviation Organization (ICAO). All aircraft with a maximum certificated takeoff weight of more than 41,000 pounds but less than 300,000 pounds maximum certificated takeoff weight will now be classified as a “Large” aircraft according to FAA standards. Aircraft with a maximum certificated takeoff weight of 300,000 pounds or more will now be classified as a “Heavy” aircraft according to FAA and ICAO weight classification standards.

This change reclassifies all B757 aircraft as “Large” aircraft; however, controllers are required to apply the special wake turbulence separation criteria as specified in paragraph 5-5-4. This change cancels and incorporates N JO 7110.525, Appendix A, Aircraft Information Fixed-Wing Aircraft, effective April 8, 2010.

3. CHANGE: OLD NEW Appendix A. Aircraft Information Fixed-Wing Appendix A. Aircraft Information Fixed-Wing Aircraft Aircraft No Change title through AIRCRAFT WEIGHT CLASSES a. Heavy. Aircraft capable of takeoff weights of a. Heavy. Aircraft capable of takeoff weights of more than 255,000 pounds whether or not they are 300,000 pounds or more whether or not they are operating at this weight during a particular phase of operating at this weight during a particular phase of flight. flight.

b. Large. Aircraft of more than 41,000 pounds, b. Large. Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to maximum certificated takeoff weight, up to but not 255,000pounds. including 300,000 pounds.

Briefing Guide BG-8 8/26/10 JO 7110.65T CHG 1 OLD BOEING COMPANY (USA) (Also GRUMMAN, IAI, LOCKHEED-BOEING, MCDONNELL DOUGLAS, NORTHROP-GRUMMAN, ROHR) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Title through 747SP No Change 757-200 (C-32) B752 2J/L 3,500 2,500 III 7 757-300 B753 2J/H 3,500 2,500 III 8 NEW BOEING COMPANY (USA) (Also GRUMMAN, IAI, LOCKHEED-BOEING, MCDONNELL DOUGLAS, NORTHROP-GRUMMAN, ROHR) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Title through 747SP No Change 757-200 (C-32) B752 2J/L 3,500 2,500 III 7 757-300 B753 2J/ L 3,500 2,500 III 8 Briefing Guide BG-9