[PDF] FAA Order JO 7110.65U, Air Traffic Control

JO 7110.65U 2/9/12

Table of Contents

Chapter 1. General

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

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

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

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

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

1−1−6. SUBMISSION CUTOFF AND EFFECTIVE DATES 1−1−1 . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

1−1−9. PROCEDURAL LETTERS OF AGREEMENT 1−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1−1−10. CONSTRAINTS GOVERNING SUPPLEMENTS AND PROCEDURAL DEVIATIONS 1−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1−1−11. SAFETY MANAGEMENT SYSTEM (SMS) 1−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1−1−12. REFERENCES TO FAA NON−AIR TRAFFIC ORGANIZATIONS 1−1−2 . . . . . . . . . . . .

1−1−13. DISTRIBUTION 1−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

Chapter 2. General Control

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

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

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

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

2−1−5. EXPEDITIOUS COMPLIANCE 2−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−6. SAFETY ALERT 2−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

2−1−8. MINIMUM FUEL 2−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

2−1−15. CONTROL TRANSFER 2−1−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−16. SURFACE AREAS 2−1−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

i Table of Contents 2/9/12 JO 7110.65U Paragraph Page 2−1−17. RADIO COMMUNICATIONS 2−1−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−18. OPERATIONAL REQUESTS 2−1−9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−19. WAKE TURBULENCE 2−1−9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−20. WAKE TURBULENCE CAUTIONARY ADVISORIES 2−1−9 . . . . . . . . . . . . . . . . . . . . .

2−1−21. TRAFFIC ADVISORIES 2−1−10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−22. BIRD ACTIVITY INFORMATION 2−1−11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−23. TRANSFER OF POSITION RESPONSIBILITY 2−1−11 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−24. WHEELS DOWN CHECK 2−1−11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−25. SUPERVISORY NOTIFICATION 2−1−11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−26. PILOT DEVIATION NOTIFICATION 2−1−12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−27. TCAS RESOLUTION ADVISORIES 2−1−12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−28. RVSM OPERATIONS 2−1−12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−1−29. TERRAIN AWARENESS WARNING SYSTEM (TAWS) ALERTS 2−1−13 . . . . . . . . . . . .

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

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

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

2−2−4. MILITARY DVFR DEPARTURES 2−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−2−5. IFR TO VFR FLIGHT PLAN CHANGE 2−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−2−6. IFR FLIGHT PROGRESS DATA 2−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−2−7. MANUAL INPUT OF COMPUTER-ASSIGNED BEACON CODES 2−2−2 . . . . . . . . . . . .

2−2−8. ALTRV INFORMATION 2−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−2−9. COMPUTER MESSAGE VERIFICATION 2−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2−4−2. MONITORING 2−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−4−3. PILOT ACKNOWLEDGMENT/READ BACK 2−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−4−4. AUTHORIZED INTERRUPTIONS 2−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ii Table of Contents JO 7110.65U 2/9/12 Paragraph Page 2−4−5. AUTHORIZED TRANSMISSIONS 2−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−4−6. FALSE OR DECEPTIVE COMMUNICATIONS 2−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

2−4−8. RADIO MESSAGE FORMAT 2−4−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−4−9. ABBREVIATED TRANSMISSIONS 2−4−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−4−10. INTERPHONE TRANSMISSION PRIORITIES 2−4−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−4−11. PRIORITY INTERRUPTION 2−4−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

2−4−14. WORDS AND PHRASES 2−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−4−15. EMPHASIS FOR CLARITY 2−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−4−16. ICAO PHONETICS 2−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−4−17. NUMBERS USAGE 2−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

2−6−2. HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) 2−6−1 . . . . . . . .

2−6−3. PIREP INFORMATION 2−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−6−4. WEATHER AND CHAFF SERVICES 2−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−6−5. CALM WIND CONDITIONS 2−6−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−6−6. REPORTING WEATHER CONDITIONS 2−6−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2−6−7. DISSEMINATING WEATHER INFORMATION 2−6−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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2/9/12 JO 7110.65U Paragraph Page 2−10−2. TERMINAL RADAR/NONRADAR TEAM POSITION RESPONSIBILITIES 2−10−2 . . .

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

Chapter 3. Airport Traffic Control− Terminal

Section 1. General 3−1−1. PROVIDE SERVICE 3−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−1−2. PREVENTIVE CONTROL 3−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−1−3. USE OF ACTIVE RUNWAYS 3−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−1−4. COORDINATION BETWEEN LOCAL AND GROUND CONTROLLERS 3−1−2 . . . . . . .

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

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

3−1−7. POSITION DETERMINATION 3−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

3−1−11. SURFACE AREA RESTRICTIONS 3−1−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

3−3−3. TIMELY INFORMATION 3−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−3−4. BRAKING ACTION 3−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−3−5. BRAKING ACTION ADVISORIES 3−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−3−6. ARRESTING SYSTEM OPERATION 3−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

3−4−2. RUNWAY END IDENTIFIER LIGHTS 3−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

iv Table of Contents JO 7110.65U 2/9/12 Paragraph Page 3−4−12. HIRL ASSOCIATED WITH MALSR 3−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

3−4−14. MEDIUM INTENSITY RUNWAY LIGHTS 3−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−4−15. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT OPERATION 3−4−4 . . .

3−4−16. HIGH SPEED TURNOFF LIGHTS 3−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−4−17. TAXIWAY LIGHTS 3−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−4−18. OBSTRUCTION LIGHTS 3−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−4−19. ROTATING BEACON 3−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

3−7−3. GROUND OPERATIONS 3−7−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

3−7−5. PRECISION APPROACH CRITICAL AREA 3−7−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−7−6. PRECISION OBSTACLE FREE ZONE (POFZ) AND FINAL APPROACH OBSTACLE CLEARANCE SURFACES (OCS) 3−7−5 . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

3−9−7. WAKE TURBULENCE SEPARATION FOR INTERSECTION DEPARTURES 3−9−6 . . . .

3−9−8. INTERSECTING RUNWAY SEPARATION 3−9−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−9−9. TAKEOFF CLEARANCE 3−9−9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−9−10. CANCELLATION OF TAKEOFF CLEARANCE 3−9−10 . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

v Table of Contents 2/9/12 JO 7110.65U Paragraph Page 3−10−2. FORWARDING APPROACH INFORMATION BY NONAPPROACH CONTROL FACILITIES 3−10−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

3−10−4. INTERSECTING RUNWAY SEPARATION 3−10−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

3−10−8. WITHHOLDING LANDING CLEARANCE 3−10−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−10−9. RUNWAY EXITING 3−10−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−10−10. ALTITUDE RESTRICTED LOW APPROACH 3−10−8 . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−10−11. CLOSED TRAFFIC 3−10−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−10−12. OVERHEAD MANEUVER 3−10−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

3−11−2. HELICOPTER TAKEOFF CLEARANCE 3−11−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−11−3. HELICOPTER DEPARTURE SEPARATION 3−11−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3−11−4. HELICOPTER ARRIVAL SEPARATION 3−11−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

Chapter 4. IFR

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Section 3. Departure Procedures 4−3−1. DEPARTURE TERMINOLOGY 4−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

vi Table of Contents JO 7110.65U 2/9/12 Paragraph Page 4−3−2. DEPARTURE CLEARANCES 4−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

4−3−4. DEPARTURE RESTRICTIONS, CLEARANCE VOID TIMES, HOLD FOR RELEASE, AND RELEASE TIMES 4−3−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−3−5. GROUND STOP 4−3−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−3−6. DELAY SEQUENCING 4−3−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

4−3−8. COORDINATION WITH RECEIVING FACILITY 4−3−7 . . . . . . . . . . . . . . . . . . . . . . . . . .

4−3−9. VFR RELEASE OF IFR DEPARTURE 4−3−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−3−10. FORWARDING DEPARTURE TIMES 4−3−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Route Assignment 4−4−1. ROUTE USE 4−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−4−2. ROUTE STRUCTURE TRANSITIONS 4−4−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−4−3. DEGREE-DISTANCE ROUTE DEFINITION FOR MILITARY OPERATIONS 4−4−2 . . . .

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

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

4−4−6. DIRECT CLEARANCES 4−4−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

4−5−6. MINIMUM EN ROUTE ALTITUDES 4−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

4−5−8. ANTICIPATED ALTITUDE CHANGES 4−5−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−5−9. ALTITUDE CONFIRMATION− NONRADAR 4−5−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

4−7−2. ADVANCE DESCENT CLEARANCE 4−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

4−7−4. RADIO FREQUENCY AND RADAR BEACON CHANGES FOR MILITARY AIRCRAFT 4−7−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

4−7−6. ARRIVAL INFORMATION 4−7−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

vii Table of Contents 2/9/12 JO 7110.65U Paragraph Page 4−7−8. BELOW MINIMA REPORT BY PILOT 4−7−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

4−8−2. CLEARANCE LIMIT 4−8−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−8−3. RELAYED APPROACH CLEARANCE 4−8−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−8−4. ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE INSTRUMENT APPROACHES 4−8−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

4−8−6. CIRCLING APPROACH 4−8−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−8−7. SIDE−STEP MANEUVER 4−8−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−8−8. COMMUNICATIONS RELEASE 4−8−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−8−9. MISSED APPROACH 4−8−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−8−10. APPROACH INFORMATION 4−8−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−8−11. PRACTICE APPROACHES 4−8−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4−8−12. LOW APPROACH AND TOUCH-AND-GO 4−8−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 5. Radar

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

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

5−1−3. RADAR USE 5−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

5−1−7. ELECTRONIC CURSOR 5−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5−1−9. HOLDING PATTERN SURVEILLANCE 5−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

5−2−4. MIXED ENVIRONMENT 5−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−2−5. RADAR BEACON CODE CHANGES 5−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−2−6. FUNCTION CODE ASSIGNMENTS 5−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−2−7. EMERGENCY CODE ASSIGNMENT 5−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−2−8. RADIO FAILURE 5−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

viii Table of Contents JO 7110.65U 2/9/12 Paragraph Page 5−2−10. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS ABOVE FL 600 5−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5−2−12. STANDBY OR LOW SENSITIVITY OPERATION 5−2−5 . . . . . . . . . . . . . . . . . . . . . . . . .

5−2−13. CODE MONITOR 5−2−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5−2−15. INOPERATIVE OR MALFUNCTIONING INTERROGATOR 5−2−6 . . . . . . . . . . . . . . . .

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

5−2−17. VALIDATION OF MODE C READOUT 5−2−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

5−2−21. INFLIGHT DEVIATIONS FROM TRANSPONDER/MODE C REQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET 5−2−8 . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−2−22. BEACON TERMINATION 5−2−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−2−23. ALTITUDE FILTERS 5−2−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Radar Identification 5−3−1. APPLICATION 5−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−3−2. PRIMARY RADAR IDENTIFICATION METHODS 5−3−1 . . . . . . . . . . . . . . . . . . . . . . . . .

5−3−3. BEACON IDENTIFICATION METHODS 5−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−3−4. TERMINAL AUTOMATION SYSTEMS IDENTIFICATION METHODS 5−3−2 . . . . . . . .

5−3−5. QUESTIONABLE IDENTIFICATION 5−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−3−6. POSITION INFORMATION 5−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−3−7. IDENTIFICATION STATUS 5−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

5−4−9. INTERFACILITY AUTOMATED INFORMATION TRANSFER 5−4−5 . . . . . . . . . . . . . . .

5−4−10. PREARRANGED COORDINATION 5−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−4−11. EN ROUTE FOURTH LINE DATA BLOCK USAGE 5−4−5 . . . . . . . . . . . . . . . . . . . . . . . .

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

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

5−5−3. TARGET RESOLUTION 5−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−5−4. MINIMA 5−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−5−5. VERTICAL APPLICATION 5−5−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−5−6. EXCEPTIONS 5−5−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−5−7. PASSING OR DIVERGING 5−5−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ix Table of Contents 2/9/12 JO 7110.65U Paragraph Page 5−5−8. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS 5−5−4 . . . . . . . . . . . . . . . . . .

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

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

5−5−11. EDGE OF SCOPE 5−5−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−5−12. BEACON TARGET DISPLACEMENT 5−5−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−5−13. GPA 102/103 CORRECTION FACTOR 5−5−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

5−7−3. MINIMA 5−7−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−7−4. TERMINATION 5−7−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5−8−2. INITIAL HEADING 5−8−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5−8−4. DEPARTURE AND ARRIVAL 5−8−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−8−5. DEPARTURES AND ARRIVALS ON PARALLEL OR NONINTERSECTING DIVERGING RUNWAYS 5−8−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 9. Radar Arrivals 5−9−1. VECTORS TO FINAL APPROACH COURSE 5−9−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5−9−3. VECTORS ACROSS FINAL APPROACH COURSE 5−9−2 . . . . . . . . . . . . . . . . . . . . . . . . .

5−9−4. ARRIVAL INSTRUCTIONS 5−9−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−9−5. APPROACH SEPARATION RESPONSIBILITY 5−9−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−9−6. PARALLEL DEPENDENT ILS/MLS APPROACHES 5−9−7 . . . . . . . . . . . . . . . . . . . . . . . .

5−9−7. SIMULTANEOUS INDEPENDENT ILS/MLS APPROACHES− DUAL & TRIPLE 5−9−8 5−9−8. SIMULTANEOUS INDEPENDENT DUAL ILS/MLS APPROACHES− HIGH UPDATE RADAR 5−9−9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−9−9. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA)− HIGH UPDATE RADAR 5−9−11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−9−10. SIMULTANEOUS INDEPENDENT APPROACHES TO WIDELY-SPACED PARALLEL RUNWAYS WITHOUT FINAL MONITORS 5−9−13 . . . . . . . . . . . . . . . . .

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

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

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

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

5−10−5. RADAR CONTACT LOST 5−10−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

x Table of Contents JO 7110.65U 2/9/12 Paragraph Page 5−10−9. COMMUNICATIONS CHECK 5−10−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−10−10. TRANSMISSION ACKNOWLEDGMENT 5−10−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−10−11. MISSED APPROACH 5−10−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5−10−13. TOWER CLEARANCE 5−10−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−10−14. FINAL APPROACH ABNORMALITIES 5−10−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Section 11. Surveillance Approaches− Terminal 5−11−1. ALTITUDE INFORMATION 5−11−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

5−11−3. DESCENT NOTIFICATION 5−11−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−11−4. DESCENT INSTRUCTIONS 5−11−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−11−5. FINAL APPROACH GUIDANCE 5−11−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Section 14. Automation− En Route 5−14−1. CONFLICT ALERT (CA) AND MODE C INTRUDER (MCI) ALERT 5−14−1 . . . . . . . . . .

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

5−14−3. COMPUTER ENTRY OF ASSIGNED ALTITUDE 5−14−2 . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

5−14−7. COAST TRACKS 5−14−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Section 15. Automated Radar Terminal Systems (ARTS)− Terminal 5−15−1. APPLICATION 5−15−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

xi Table of Contents 2/9/12 JO 7110.65U Paragraph Page 5−15−5. INFORMATION DISPLAYED 5−15−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

Section 16. TPX−42− Terminal 5−16−1. APPLICATION 5−16−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−16−2. RESPONSIBILITY 5−16−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−16−3. FUNCTIONAL USE 5−16−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−16−4. SYSTEM REQUIREMENTS 5−16−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−16−5. INFORMATION DISPLAYED 5−16−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5−16−6. INHIBITING LOW ALTITUDE ALERT SYSTEM (LAAS) 5−16−1 . . . . . . . . . . . . . . . . . .

Chapter 6. Nonradar

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

6−1−2. NONRECEIPT OF POSITION REPORT 6−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6−1−3. DUPLICATE POSITION REPORTS 6−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6−1−4. ADJACENT AIRPORT OPERATION 6−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Section 6. Vertical Separation 6−6−1. APPLICATION 6−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6−6−2. EXCEPTIONS 6−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6−6−3. SEPARATION BY PILOTS 6−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

xii Table of Contents JO 7110.65U 2/9/12 Paragraph Page 6−7−2. APPROACH SEQUENCE 6−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6−7−3. SEQUENCE INTERRUPTION 6−7−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

6−7−5. INTERVAL MINIMA 6−7−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

Chapter 7. Visual

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

7−1−2. VFR CONDITIONS 7−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

Section 3. VFR-on-top 7−3−1. VFR-ON-TOP 7−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

7−4−5. CHARTED VISUAL FLIGHT PROCEDURES (CVFP). USA/USN NOT APPLICABLE 7−4−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7−4−6. CONTACT APPROACH 7−4−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

7−5−5. LOCAL OPERATIONS 7−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

xiii Table of Contents 2/9/12 JO 7110.65U Paragraph Page 7−6−7. SEQUENCING 7−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7−6−8. CONTROL TRANSFER 7−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7−6−9. ABANDONED APPROACH 7−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

7−7−5. ALTITUDE ASSIGNMENTS 7−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7−7−6. APPROACH INTERVAL 7−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7−7−7. TRSA DEPARTURE INFORMATION 7−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Class C Service− Terminal 7−8−1. APPLICATION 7−8−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7−8−2. CLASS C SERVICES 7−8−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7−8−3. SEPARATION 7−8−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

Section 9. Class B Service Area− Terminal 7−9−1. APPLICATION 7−9−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

7−9−3. METHODS 7−9−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

Chapter 8. Offshore/Oceanic Procedures

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

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

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

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

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

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

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

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

Section 2. Coordination 8−2−1. GENERAL 8−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xiv Table of Contents

JO 7110.65U 2/9/12 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

2/9/12 JO 7110.65U 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 FL 600 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 JO 7110.65U 2/9/12 Paragraph Page 9−4−2. ROUTING 9−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

Chapter 10. Emergencies

Section 1. General 10−1−1. EMERGENCY DETERMINATIONS 10−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−1−2. OBTAINING INFORMATION 10−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−1−3. PROVIDING ASSISTANCE 10−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−1−4. RESPONSIBILITY 10−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−1−5. COORDINATION 10−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

10−2−2. FREQUENCY CHANGES 10−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−2−3. AIRCRAFT ORIENTATION 10−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

10−2−8. RADAR ASSISTANCE TO VFR AIRCRAFT IN WEATHER DIFFICULTY 10−2−2 . . . . .

10−2−9. RADAR ASSISTANCE TECHNIQUES 10−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−2−10. EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNALS 10−2−3 . . . . . . . . . . . . . . .

10−2−11. AIRCRAFT BOMB THREATS 10−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

10−2−14. UNAUTHORIZED LASER ILLUMINATION OF AIRCRAFT 10−2−6 . . . . . . . . . . . . . . .

xvii Table of Contents 2/9/12 JO 7110.65U Paragraph Page 10−2−15. EMERGENCY AIRPORT RECOMMENDATION 10−2−6 . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

10−2−18. VOLCANIC ASH 10−2−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Section 3. Overdue Aircraft 10−3−1. OVERDUE AIRCRAFT 10−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−3−2. INFORMATION TO BE FORWARDED TO ARTCC 10−3−1 . . . . . . . . . . . . . . . . . . . . . . . .

10−3−3. INFORMATION TO BE FORWARDED TO RCC 10−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

10−3−6. AIRCRAFT POSITION PLOTS 10−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−3−7. ALNOT CANCELLATION 10−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

Section 5. Miscellaneous Operations 10−5−1. NAVY FLEET SUPPORT MISSIONS 10−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−5−2. EXPLOSIVE CARGO 10−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Oceanic Emergency Procedures 10−6−1. APPLICATION 10−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−6−2. PHASES OF EMERGENCY 10−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−6−3. ALERTING SERVICE AND SPECIAL ASSISTANCE 10−6−1 . . . . . . . . . . . . . . . . . . . . . .

10−6−4. INFLIGHT CONTINGENCIES 10−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−6−5. SERVICES TO RESCUE AIRCRAFT 10−6−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

10−7−2. IFR AND SVFR MINIMA 10−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−7−3. VFR MINIMA 10−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−7−4. SMOKE COLUMN AVOIDANCE 10−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10−7−5. EXTENDED NOTIFICATION 10−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 11. Traffic Management Procedures

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

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

Chapter 12. Canadian Airspace Procedures

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

xviii Table of Contents JO 7110.65U 2/9/12 Paragraph Page 12−1−2. AIRSPACE CLASSIFICATION 12−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

12−1−4. SEPARATION 12−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12−1−5. DEPARTURE CLEARANCE/COMMUNICATION FAILURE 12−1−2 . . . . . . . . . . . . . . . .

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

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

Chapter 13. Decision Support Tools

Section 1. User Request Evaluation Tool (URET) − En Route 13−1−1. DESCRIPTION 13−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

13−1−4. URET−BASED CLEARANCES 13−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

13−1−16. PRIMARY HOST OUTAGES 13−1−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Section 2. Ocean21 − Oceanic 13−2−1. DESCRIPTION 13−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

Appendices

Appendix A. Aircraft Information Fixed-Wing Aircraft Appendix A−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix B. Aircraft Information Helicopters/Rotorcrafts Appendix B−1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix C. Aircraft Information Specific Homebuilt/Experimental Aircraft Appendix C−1 . . . . . . . . . . . .

Appendix D. Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix D−1 PILOT/CONTROLLER GLOSSARY PCG-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INDEX I-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xix Table of Contents

JO 7110.65U 2/9/12

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 air traffic control services. Controllers are required to JO 7110.65U 8/25/11 2/9/12 be familiar with the provisions of this order that pertain to their operational responsibilities and to Change 1 2/9/12 7/26/12 exercise their best judgment if they encounter Change 2 7/26/12 3/7/13 situations that are not covered by it.

Change 3 3/7/13 8/22/13 JO 7110.65V 8/22/13 2/6/14 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 must 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 must 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 7110.65T, Air Traffic Control, dated Headquarters February 11, 2010, and all changes to it are canceled.

U.S. Army 656−4868 (703) 806−4868 USAASA U.S. Air Force Contact Local *NGA 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 *NGA−National Geospatial/Intelligence 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 (See TBL 1−1−1.) be submitted through appropriate FAA, military, or Introduction 1−1−1 JO 7110.65U 2/9/12 NOTE− industry/user channels to Headquarters, FAA, Terminal: Headquarters USAF has delegated to Major Air Vice President, Mission Support Services, attention: Command, Directors of Operations (MAJCOM/DOs) Airspace Services.

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.

REFERENCE− Every employee is responsible to ensure the safety of 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 a. Exceptional or unusual requirements may Oversight. Direction regarding the SMS and its dictate procedural deviations or supplementary application can be found in the FAA Safety procedures to this order. Prior to implementing Management System Manual and FAA supplemental or any procedural deviation that alters Order 1100.161. The SMS will be implemented the level, quality, or degree of service, obtain prior through a period of transitional activities. (Additional approval from the Vice President, Mission Support information pertaining to these requirements and Services.

processes can be obtained by contacting the service area offices.)

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

TRAFFIC ORGANIZATIONS TBL 1−1−3 When references are made to regional office Military Operations Interface Offices organizations that are not part of the Air Traffic Organization (i.e., Communications Center, Flight Branch Address Standards, Airport offices, etc.), the facility should U.S. Navy Department of the Navy contact the FAA region where the facility is Chief of Naval Operations physically located − not the region where the N−885F facility’s service area office is located.

2000 Navy Pentagon Washington, D.C. 20350−2000 U.S. Air Force HQ AFFSA/A3A 1−1−13. DISTRIBUTION Bldg 4 Room 240 6500 S. MacArthur Blvd This order is distributed to selected offices in Oklahoma City, OK 73169 Washington headquarters, regional offices, service Email: hqaffsa.a3a@tinker.af.mil 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 7110.65U 2/9/12

Section 2. Terms of Reference

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

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

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

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

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

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

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

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

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

(d) Operate within Class G airspace.

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

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

with visibility.

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

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

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

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

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

Terms of Reference 1−2−1 JO 7110.65U 2/9/12 FIG 1−2−1 Divergence 1−2−2. COURSE DEFINITIONS b. CROSSING COURSES are intersecting courses whose angular difference is 45 through 135 degrees The following definitions must be used in the inclusive. (See FIG 1−2−1.)

application of the separation criteria in this order.

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

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

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

Terms of Reference 1−2−2 JO 7110.65U 2/9/12 1−2−4. REFERENCES h. The annotation EXAMPLE provides a sample of the way the prescribed phraseology associated with As used in this order, references direct attention to an the preceding paragraph(s) will be used. If the additional or supporting source of information such preceding paragraph(s) does (do) not include specific as FAA, NWS, and other agencies’ orders, directives, prescribed phraseology, the EXAMPLE merely notices, CFRs, and Advisory Circulars (ACs).

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

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

printed on each revised or additional page.

b. A page that does not require a change is 1−2−6. ABBREVIATIONS reprinted in its original form.

As used in this manual, the following abbreviations c. Bold vertical lines in the margin of changed have the meanings indicated. (See TBL 1−2−1.)

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

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

Display System ACL . . . . . . . Aircraft list e. The annotation, USAF for the U.S. Air Force, ACLS . . . . . . Automatic Carrier Landing System USN for the U.S. Navy, and USA for the U.S. Army ADC . . . . . . . Aerospace Defense Command denotes that the procedure immediately following the annotation applies only to the designated service.

ADIZ . . . . . . Air Defense Identification Zone (to be pronounced “AY DIZ”) REFERENCE− ADS . . . . . . . Automatic Dependent Surveillance FAAO JO 7110.65, Para 2−1−12 , Military Procedures.

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

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

AIRMET . . . Airmen’s meteorological information ALERFA . . . Alert phase code (Alerting Service) NOTE− Controllers may, after first using the prescribed ALNOT . . . . Alert notice phraseology for a specific procedure, rephrase the ALS . . . . . . . Approach Light System message to ensure the content is understood. Good ALTRV . . . . . Altitude reservation judgment must be exercised when using nonstandard AMASS . . . . Airport Movement Area Safety System phraseology.

Terms of Reference 1−2−3 JO 7110.65U 2/9/12 Abbreviation Meaning Abbreviation Meaning AMB . . . . . . Ambiguity−A disparity greater than 2 miles CFR . . . . . . . Code of Federal Regulations exists between the position declared for a CIC . . . . . . . . Controller−in−Charge target by ATTS and another facility’s CNS . . . . . . . Continuous computer declared position during interfacility handoff CPDLC . . . . . Controller Pilot Data Link Communications AMVER . . . . Automated Mutual Assistance Vessel Rescue System CPME . . . . . . Calibration Performance Monitor Equipment ANG . . . . . . . Air National Guard CTA . . . . . . . Control Area APR . . . . . . . ATC preferred route CTRD . . . . . . Certified Tower Radar Display APREQ . . . . Approval Request CVFP . . . . . . Charted Visual Flight Procedure ARINC . . . . . Aeronautical Radio Incorporated CWA . . . . . . . Center Weather Advisory ARIP . . . . . . Air refueling initial point ARSR . . . . . . Air route surveillance radar DARC . . . . . Direct Access Radar Channel DETRESFA . Distress Phase code (Alerting Service) ARTCC . . . . . Air Route Traffic Control Center DF . . . . . . . . Direction finder ARTS . . . . . . Automated Radar Terminal System ASD . . . . . . . Aircraft Situation Display DH . . . . . . . . Decision height ASDE . . . . . . Airport surface detection equipment DL . . . . . . . . Departure List ASDE−X . . . Airport Surface Detection Equipment DME . . . . . . . Distance measuring equipment compatible System − Model X with TACAN ASF . . . . . . . Airport Stream Filters DOE . . . . . . . Department of Energy ASOS . . . . . . Automated Surface Observing System DP . . . . . . . . Instrument Departure Procedure ASR . . . . . . . Airport surveillance radar DR . . . . . . . . Dead reckoning ATC . . . . . . . Air traffic control DRT . . . . . . . Diversion recovery tool ATCAA . . . . ATC assigned airspace DSR . . . . . . . Display System Replacement ATCSCC . . . . David J. Hurley Air Traffic Control System DTAS . . . . . . Digital Terminal Automation Systems Command Center DTM . . . . . . . Digital Terrain Map ATD . . . . . . . Along−Track Distance DVFR . . . . . . Defense Visual Flight Rules ATIS . . . . . . . Automatic Terminal Information Service DVRSN . . . . Diversion ATO . . . . . . . Air Traffic Organization EA . . . . . . . . Electronic Attack ATO COO . . Air Traffic Organization Chief Operating EAS . . . . . . . En Route Automation System Officer EDCT . . . . . . Expect Departure Clearance Time ATS . . . . . . . Air Traffic Service EFC . . . . . . . Expect further clearance AWOS . . . . . Automated Weather Observing System ELP . . . . . . . Emergency Landing Pattern BAASS . . . . . Bigelow Aerospace Advanced Space ELT . . . . . . . . Emergency locator transmitter Studies EOS . . . . . . . End Service BASE . . . . . . Cloud base EOVM . . . . . Emergency obstruction video map CA . . . . . . . . Conflict Alert ERIDS . . . . . En Route Information Display System CARCAH . . . Chief, Aerial Reconnaissance Coordination, All Hurricanes ETA . . . . . . . Estimated time of arrival CARF . . . . . . Central Altitude Reservation Function FAA . . . . . . . Federal Aviation Administration CARTS . . . . . Common ARTS FAAO . . . . . . FAA Order CAT . . . . . . . Clear air turbulence FANS . . . . . . Future Air Navigation System CDT . . . . . . . Controlled departure time FDIO . . . . . . Flight Data Input/Output CENRAP . . . Center Radar ARTS Presentation FDP . . . . . . . Flight data processing CEP . . . . . . . Central East Pacific FIR . . . . . . . . Flight Information Region CERAP . . . . . Combined Center/RAPCON Terms of Reference 1−2−4 JO 7110.65U 2/9/12 Abbreviation Meaning Abbreviation Meaning FL . . . . . . . . . Flight level MALSR . . . . Medium Approach Light System with runway alignment indicator lights FLIP . . . . . . . Flight Information Publication MAP . . . . . . . Missed approach point FLM . . . . . . . Front−Line Manager MARSA . . . . Military authority assumes responsibility FLY . . . . . . . Fly or flying for separation of aircraft FMS . . . . . . . Flight Management System MCA . . . . . . Minimum crossing altitude FMSP . . . . . . Flight Management System Procedure MCI . . . . . . . Mode C Intruder FSM . . . . . . . Flight Schedule Monitor MDA . . . . . . Minimum descent altitude FSS . . . . . . . . Flight Service Station MDM . . . . . . Main display monitor GCA . . . . . . . Ground controlled approach MEA . . . . . . . Minimum en route (IFR) altitude GNSS . . . . . . Global Navigation Satellite System MEARTS . . . Micro En Route Automated Radar GPD . . . . . . . Graphics Plan Display Tracking System GPS . . . . . . . Global Positioning System METAR . . . . Aviation Routine Weather Report GS . . . . . . . . Ground stop MIA . . . . . . . Minimum IFR altitude HAR . . . . . . . High Altitude Redesign MIAWS . . . . Medium Intensity Airport Weather System HERT . . . . . . Host Embedded Route Text MIRL . . . . . . Medium intensity runway lights HF/RO . . . . . High Frequency/Radio Operator MLS . . . . . . . Microwave Landing System HIRL . . . . . . High intensity runway lights MNPS . . . . . . Minimum Navigation Performance Specification IAFDOF . . . . Inappropriate Altitude for Direction of Flight MNT . . . . . . . Mach Number Technique ICAO . . . . . . International Civil Aviation Organization MOA . . . . . . Military operations area IDENT . . . . . Aircraft identification MOCA . . . . . Minimum obstruction clearance altitude IDS . . . . . . . . Information Display System MRA . . . . . . Minimum reception altitude IFR . . . . . . . . Instrument flight rules MSAW . . . . . Minimum Safe Altitude Warning IFSS . . . . . . . International Flight Service Station MSL . . . . . . . Mean sea level ILS . . . . . . . . Instrument Landing System MTI . . . . . . . Moving target indicator INCERFA . . . Uncertainty Phase code (Alerting Service) MTR . . . . . . . Military training route INREQ . . . . . Information request MVA . . . . . . . Minimum vectoring altitude INS . . . . . . . . Inertial Navigation System NADIN . . . . . National Airspace Data Interchange IR . . . . . . . . . IFR military training route Network IRU . . . . . . . . Inertial Reference Unit NAR . . . . . . . National Automation Request ITWS . . . . . . Integrated Terminal Weather System NAS . . . . . . . National Airspace System JATO . . . . . . Jet assisted takeoff NAT . . . . . . . ICAO North Atlantic Region LAHSO . . . . Land and Hold Short Operations NBCAP . . . . National Beacon Code Allocation Plan LOA . . . . . . . Letter of Agreement NDB . . . . . . . Nondirectional radio beacon LLWAS . . . . . Low Level Wind Shear Alert System NHOP . . . . . . National Hurricane Operations Plan LLWAS NE . Low Level Wind Shear Alert System NM . . . . . . . . Nautical mile Network Expansion NOAA . . . . . National Oceanic and Atmospheric LLWAS−RS . Low Level Wind Shear Alert System Administration Relocation/Sustainment NOPAC . . . . North Pacific LLWS . . . . . . Low Level Wind Shear NORAD . . . . North American Aerospace Defense L/MF . . . . . . Low/medium frequency Command LORAN . . . . Long Range Navigation System NOS . . . . . . . National Ocean Service Mach . . . . . . Mach number NOTAM . . . . Notice to Airmen MALS . . . . . Medium Intensity Approach Light System Terms of Reference 1−2−5 JO 7110.65U 2/9/12 Abbreviation Meaning Abbreviation Meaning NRP . . . . . . . North American Route Program RVV . . . . . . . Runway visibility value NRR . . . . . . . Nonrestrictive Route SAA . . . . . . . Special Activity Airspace NRS . . . . . . . Navigation Reference System SAR . . . . . . . Search and rescue NTZ . . . . . . . No transgression zone SATCOM . . . Satellite Communication NWS . . . . . . . National Weather Service SELCAL . . . . Selective Calling System NWSOP . . . . National Winter Storm Operations Plan SFA . . . . . . . . Single frequency approach ODALS . . . . Omnidirectional Approach Lighting SFO . . . . . . . Simulated flameout System SID . . . . . . . . Standard Instrument Departure ODP . . . . . . . Obstacle Departure Procedure SIGMET . . . . Significant meteorological information SPA . . . . . . . . Special Posting Area OID . . . . . . . Operator Interface Device SPECI . . . . . . Nonroutine (Special) Aviation Weather ONER . . . . . . Oceanic Navigational Error Report Report OS . . . . . . . . Operations Supervisor STAR . . . . . . Standard terminal arrival OTR . . . . . . . Oceanic transition route STARS . . . . . Standard Terminal Automation PAPI . . . . . . . Precision Approach Path Indicators Replacement System PAR . . . . . . . Precision approach radar STMC . . . . . . Supervisory Traffic Management Coordinator PAR . . . . . . . Preferred arrival route STMCIC . . . . Supervisory Traffic Management PBCT . . . . . . Proposed boundary crossing time Coordinator−in−charge P/CG . . . . . . . Pilot/Controller Glossary STOL . . . . . . Short takeoff and landing PDAR . . . . . . Preferential departure arrival route SURPIC . . . . Surface Picture PDC . . . . . . . Pre−Departure Clearance SVFR . . . . . . Special Visual Flight Rules PDR . . . . . . . Preferential departure route TAA . . . . . . . Terminal arrival area PIDP . . . . . . . Programmable indicator data processor TAS . . . . . . . Terminal Automation Systems PPI . . . . . . . . Plan position indicator TACAN . . . . TACAN UHF navigational aid PTP . . . . . . . . Point−to−point (omnidirectional course and distance PVD . . . . . . . Plan view display information) RA . . . . . . . . Radar Associate TAWS . . . . . . Terrain Awareness Warning System RAIL . . . . . . Runway alignment indicator lights TCAS . . . . . . Traffic Alert and Collision Avoidance System RAPCON . . . Radar Approach Control Facility (USAF) TCDD . . . . . . Tower cab digital display RATCF . . . . . Radar Air Traffic Control Facility (USN) TDLS . . . . . . Terminal Data Link System RBS . . . . . . . Radar bomb scoring TDW . . . . . . Tower display workstation RCC . . . . . . . Rescue Coordination Center TDWR . . . . . Terminal Doppler Weather Radar RCLS . . . . . . Runway Centerline System TDZL . . . . . . Touchdown Zone Light System RCR . . . . . . . Runway condition reading TFMS . . . . . . Traffic Flow Management System RDP . . . . . . . Radar data processing TMC . . . . . . . Traffic Management Coordinator RE . . . . . . . . Recent (used to qualify weather phenomena such as rain, e.g. recent rain = TMU . . . . . . . Traffic Management Unit RERA) TRACON . . . Terminal Radar Approach Control REIL . . . . . . . Runway end identifier lights TRSA . . . . . . Terminal radar service area RNAV . . . . . . Area navigation UFO . . . . . . . Unidentified flying object RNP . . . . . . . Required Navigation Performance UHF . . . . . . . Ultra high frequency RTQC . . . . . . Real−Time Quality Control URET . . . . . . User request evaluation tool RVR . . . . . . . Runway visual range USA . . . . . . . United States Army RVSM . . . . . . Reduced Vertical Separation Minimum Terms of Reference 1−2−6 JO 7110.65U 2/9/12 Abbreviation Meaning USAF . . . . . . United States Air Force USN . . . . . . . United States Navy UTC . . . . . . . Coordinated universal time UTM . . . . . . . Unsuccessful transmission message UUA . . . . . . . Urgent pilot weather report VFR . . . . . . . Visual flight rules VHF . . . . . . . Very high frequency VMC . . . . . . Visual meteorological conditions VNAV . . . . . . Vertical Navigation VOR . . . . . . . VHF navigational aid (omnidirectional course information) VOR/DME . . Collocated VOR and DME navigational aids (VHF course and UHF distance information) VORTAC . . . Collocated VOR and TACAN navigation aids (VHF and UHF course and UHF distance information) VR . . . . . . . . VFR military training route VSCS . . . . . . Voice Switching and Control System WAAS . . . . . Wide Area Augmentation System WARP . . . . . Weather and Radar Processing WATRS . . . . . West Atlantic Route System WSO . . . . . . Weather Service Office WSP . . . . . . . Weather System Processor WST . . . . . . . Convective SIGMET Terms of Reference 1−2−7

JO 7110.65U 2/9/12

Chapter 2. General Control

Section 1. General

2−1−1. ATC SERVICE c. A deviation is necessary to assist an aircraft when an emergency has been declared.

The primary purpose of the ATC system is to prevent REFERENCE− a collision between aircraft operating in the system FAAO JO 7110.65, Para 2−1−6 , Safety Alert.

FAAO JO 7110.65, Chapter 10, Emergencies.

and to organize and expedite the flow of traffic, and FAAO JO 7110.65, Para 5−1−8 , Merging Target Procedures.

to provide support for National Security and Homeland Defense. In addition to its primary 2−1−2. DUTY PRIORITY function, the ATC system has the capability to provide (with certain limitations) additional services.

a. Give first priority to separating aircraft and The ability to provide additional services is limited by issuing safety alerts as required in this order. Good many factors, such as the volume of traffic, frequency judgment must be used in prioritizing all other congestion, quality of radar, controller workload, provisions of this order based on the requirements of higher priority duties, and the pure physical inability the situation at hand.

to scan and detect those situations that fall in this REFERENCE− FAAO JO 7110.65, Para 2−1−6 , Safety Alert.

category. It is recognized that these services cannot be provided in cases in which the provision of services NOTE− is precluded by the above factors. Consistent with the Because there are many variables involved, it is virtually impossible to develop a standard list of duty priorities that aforementioned conditions, controllers must provide would apply uniformly to every conceivable situation.

additional service procedures to the extent permitted Each set of circumstances must be evaluated on its own by higher priority duties and other circumstances.

merit, and when more than one action is required, The provision of additional services is not optional on controllers must exercise their best judgment based on the the part of the controller, but rather is required when facts and circumstances known to them. That action which the work situation permits. Provide air traffic control is most critical from a safety standpoint is performed first.

service in accordance with the procedures and b. Provide support to national security and minima in this order except when: homeland defense activities to include, but not be limited to, reporting of suspicious and/or unusual a. A deviation is necessary to conform with ICAO aircraft/pilot activities.

Documents, National Rules of the Air, or special agreements where the U.S. provides air traffic control REFERENCE− FAAO JO 7610.4, Special Operations.

service in airspace outside the U.S. and its possessions or: c. Provide additional services to the extent possible, contingent only upon higher priority duties NOTE− and other factors including limitations of radar, Pilots are required to abide by CFRs or other applicable volume of traffic, frequency congestion, and regulations regardless of the application of any procedure workload.

or minima in this order.

b. Other procedures/minima are prescribed in a 2−1−3. PROCEDURAL PREFERENCE letter of agreement, FAA directive, or a military a. Use automation procedures in preference to document, or: nonautomation procedures when workload, commu- NOTE− nications, and equipment capabilities permit.

These procedures may include altitude reservations, b. Use radar separation in preference to nonradar air refueling, fighter interceptor operations, law enforce- ment, etc. separation when it will be to an operational advantage and workload, communications, and equipment REFERENCE− permit.

FAAO JO 7110.65, Para 1−1−9 , Procedural Letters of Agreement.

General 2−1−1 JO 7110.65U 2/9/12 NOTE− c. Use nonradar separation in preference to radar As used herein the terms presidential aircraft and separation when the situation dictates that an entourage include aircraft and entourage of the President, operational advantage will be gained.

Vice President, or other public figures when designated by NOTE− the White House.

One situation may be where vertical separation would REFERENCE− preclude excessive vectoring.

FAAO JO 7110.65, Para 2−4−20 , Aircraft Identification.

FAAO JO 7110.65, Para 4−3−2 , Departure Clearances.

FAAO JO 7210.3, Para 5−1−1, Advance Coordination.

2−1−4. OPERATIONAL PRIORITY e. Provide special handling, as required to Provide air traffic control service to aircraft on a “first expedite Flight Check aircraft.

come, first served” basis as circumstances permit, NOTE− except the following: It is recognized that unexpected wind conditions, weather, or heavy traffic flows may affect controller’s ability to NOTE− provide priority or special handling at the specific time It is solely the pilot’s prerogative to cancel an IFR flight requested.

plan. However, a pilot’s retention of an IFR flight plan does REFERENCE− not afford priority over VFR aircraft. For example, this FAAO JO 7110.65, Para 9−1−3 , Flight Check Aircraft.

does not preclude the requirement for the pilot of an f. Expedite movement of NIGHT WATCH aircraft arriving IFR aircraft to adjust his/her flight path, as necessary, to enter a traffic pattern in sequence with when NAOC (pronounced NA−YOCK) is indicated arriving VFR aircraft.

in the remarks section of the flight plan or in air/ground communications.

a. An aircraft in distress has the right of way over NOTE− all other air traffic.

The term “NAOC” will not be a part of the call sign but may REFERENCE− be used when the aircraft is airborne to indicate a request 14 CFR Section 91.113(c).

for special handling.

b. Provide priority to civilian air ambulance REFERENCE− flights “LIFEGUARD.” Air carrier/taxi usage of the FAAO JO 7610.4, Para 12−1−1, Applications.

“LIFEGUARD” call sign, indicates that operational g. Provide expeditious handling for any civil or priority is requested. When verbally requested, military aircraft using the code name “FLYNET.” provide priority to military air evacuation flights REFERENCE− (AIR EVAC, MED EVAC) and scheduled air FAAO JO 7110.65, Para 9−2−6 , FLYNET.

FAAO JO 7610.4, Para 12−4−1, “FLYNET” Flights, Nuclear carrier/air taxi flights. Assist the pilots of air Emergency Teams.

ambulance/evacuation aircraft to avoid areas of h. Provide expeditious handling of aircraft using significant weather and turbulent conditions. When the code name “Garden Plot” only when CARF requested by a pilot, provide notifications to expedite notifies you that such priority is authorized. Refer any ground handling of patients, vital organs, or urgently questions regarding flight procedures to CARF for needed medical materials.

resolution.

NOTE− NOTE− It is recognized that heavy traffic flow may affect the Garden Plot flights require priority movement and are controller’s ability to provide priority handling. However, coordinated by the military with CARF. State authority will without compromising safety, good judgment must be used contact the Regional Administrator to arrange for priority in each situation to facilitate the most expeditious of National Guard troop movements within a particular movement of a lifeguard aircraft.

state.

c. Provide maximum assistance to SAR aircraft i. Provide special handling for USAF aircraft performing a SAR mission.

engaged in aerial sampling missions using the code REFERENCE− name “SAMP.” FAAO JO 7110.65, Para 10−1−3 , Providing Assistance.

REFERENCE− d. Expedite the movement of presidential aircraft FAAO JO 7110.65, Para 9−2−17 , SAMP.

FAAO JO 7210.3, Para 5−3−4, Atmosphere Sampling For Nuclear and entourage and any rescue support aircraft as well Contamination.

as related control messages when traffic conditions FAAO JO 7610.4, Para 12−4−3, Atmospheric Sampling For Nuclear and communications facilities permit.

Contamination.

General 2−1−2 JO 7110.65U 2/9/12 (NRP) Information.

j. Provide maximum assistance to expedite the FAAO JO 7110.65, Para 4−2−5 , Route or Altitude Amendments.

movement of interceptor aircraft on active air defense FAAO JO 7210.3, Chapter 17, Section 16, North American Route missions until the unknown aircraft is identified. Program.

p. If able, provide priority handling to diverted k. Expedite movement of Special Air Mission flights. Priority handling may be requested via use of aircraft when SCOOT is indicated in the remarks “DVRSN” in the remarks section of the flight plan or section of the flight plan or in air/ground by the flight being placed on the Diversion Recovery communications.

Tool (DRT).

NOTE− REFERENCE− The term “SCOOT” will not be part of the call sign but may FAAO JO 7210.3, Para 17−4−5, Diversion Recovery.

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

2−1−5. EXPEDITIOUS COMPLIANCE REFERENCE− a. Use the word “immediately” only when FAAO JO 7610.4, Para 12−7−1, Applications.

expeditious compliance is required to avoid an l. When requested, provide priority handling to imminent situation.

TEAL and NOAA mission aircraft.

b. Use the word “expedite” only when prompt NOTE− compliance is required to avoid the development of Priority handling may be requested by the pilot, or via an imminent situation. If an “expedite” climb or telephone from CARCAH or the 53rd Weather Reconnais- descent clearance is issued by ATC, and subsequently sance Squadron (53WRS) operations center personnel, or the altitude to maintain is changed or restated without in the remarks section of the flight plan.

an expedite instruction, the expedite instruction is REFERENCE− canceled.

FAAO JO 7110.65, Para 9−2−19 , Weather Reconnaissance Flights.

c. In either case, if time permits, include the reason m. IFR aircraft must have priority over SVFR for this action.

aircraft.

REFERENCE− 2−1−6. SAFETY ALERT FAAO JO 7110.65, Chapter 7, Section 5, Special VFR (SVFR).

Issue a safety alert to an aircraft if you are aware the n. Providing priority and special handling to aircraft is in a position/altitude which, in your expedite the movement of OPEN SKIES observation judgment, places it in unsafe proximity to terrain, and demonstration flights.

obstructions, or other aircraft. Once the pilot informs NOTE− you action is being taken to resolve the situation, you An OPEN SKIES aircraft has priority over all “regular” may discontinue the issuance of further alerts. Do not air traffic. “Regular” is defined as all aircraft traffic other assume that because someone else has responsibility than: for the aircraft that the unsafe situation has been 1. Emergencies.

observed and the safety alert issued; inform the 2. Aircraft directly involved in presidential movement.

appropriate controller.

3. Forces or activities in actual combat.

4. Lifeguard, MED EVAC, AIR EVAC and active SAR NOTE− missions.

1. The issuance of a safety alert is a first priority (see para 2−1−2 , Duty Priority) once the controller observes REFERENCE− FAAO JO 7110.65, Para 9−2−22 , OPEN SKIES Treaty Aircraft.

and recognizes a situation of unsafe aircraft proximity to FAAO JO 7210.3, Para 5−3−7, OPEN SKIES Treaty Aircraft.

terrain, obstacles, or other aircraft. Conditions, such as Treaty on OPEN SKIES, Treaty Document, 102−37.

workload, traffic volume, the quality/limitations of the o. Aircraft operating under the North American radar system, and the available lead time to react are Route Program (NRP) and in airspace identified in factors in determining whether it is reasonable for the controller to observe and recognize such situations. While the High Altitude Redesign (HAR) program, are not a controller cannot see immediately the development of subject to route limiting restrictions (e.g., published every situation where a safety alert must be issued, the preferred IFR routes, letter of agreement require- controller must remain vigilant for such situations and ments, standard operating procedures).

issue a safety alert when the situation is recognized.

REFERENCE− 2. Recognition of situations of unsafe proximity may result FAAO JO 7110.65, Para 2−3−2 , En Route Data Entries.

FAAO JO 7110.65, Para 2−2−15 , North American Route Program from MSAW/E−MSA W/LAAS, automatic altitude readouts, General 2−1−3 JO 7110.65U 2/9/12 Conflict/Mode C Intruder Alert, observations on a PAR 2−1−7. INFLIGHT EQUIPMENT scope, or pilot reports.

MALFUNCTIONS 3. Once the alert is issued, it is solely the pilot’s a. When a pilot reports an inflight equipment prerogative to determine what course of action, if any, will malfunction, determine the nature and extent of any be taken.

special handling desired.

NOTE− a. Terrain/Obstruction Alert. Immediately issue/ Inflight equipment malfunctions include partial or initiate an alert to an aircraft if you are aware the complete failure of equipment, which may affect either aircraft is at an altitude which, in your judgment, safety, separation standards, and/or the ability of the flight places it in unsafe proximity to terrain/obstructions.

to proceed under IFR, or in Reduced Vertical Separation Issue the alert as follows: Minimum (RVSM) airspace, in the ATC system. Control- lers may expect reports from pilots regarding VOR, PHRASEOLOGY− TACAN, ADF, GPS, RVSM capability, or low frequency LOW ALTITUDE ALERT (call sign), navigation receivers, impairment of air−ground commu- nications capability, or other equipment deemed CHECK YOUR ALTITUDE IMMEDIATELY.

appropriate by the pilot (e.g., airborne weather radar).

Pilots should communicate the nature and extent of any THE (as appropriate) MEA/MVA/MOCA/MIA IN YOUR assistance desired from ATC.

AREA IS (altitude), b. Provide the maximum assistance possible or if an aircraft is past the final approach fix consistent with equipment, workload, and any special (nonprecision approach ), handling requested.

c. Relay to other controllers or facilities who will or the outer marker, subsequently handle the aircraft, all pertinent details or the fix used in lieu of the outer marker (precision concerning the aircraft and any special handling approach), required or being provided.

and, if known, issue 2−1−8. MINIMUM FUEL THE (as appropriate) MDA/DH IS (altitude).

If an aircraft declares a state of “minimum fuel,” inform any facility to whom control jurisdiction is b. Aircraft Conflict/Mode C Intruder Alert.

transferred of the minimum fuel problem and be alert Immediately issue/initiate an alert to an aircraft if you for any occurrence which might delay the aircraft are aware of another aircraft at an altitude which you en route.

believe places them in unsafe proximity. If feasible, NOTE− offer the pilot an alternate course of action.

Use of the term “minimum fuel” indicates recognition by a pilot that his/her fuel supply has reached a state where, c. When an alternate course of action is given, end upon reaching destination, he/she cannot accept any undue the transmission with the word “immediately.” delay. This is not an emergency situation but merely an PHRASEOLOGY− advisory that indicates an emergency situation is possible TRAFFIC ALERT (call sign) (position of aircraft) ADVISE should any undue delay occur. A minimum fuel advisory YOU TURN LEFT/RIGHT (heading), does not imply a need for traffic priority. Common sense and good judgment will determine the extent of assistance and/or to be given in minimum fuel situations. If, at any time, the remaining usable fuel supply suggests the need for traffic CLIMB/DESCEND (specific altitude if appropriate) priority to ensure a safe landing, the pilot should declare IMMEDIATELY.

an emergency and report fuel remaining in minutes.

REFERENCE− FAAO JO 7110.65, Para 5−14−1 , Conflict Alert (CA) and Mode C 2−1−9. REPORTING ESSENTIAL FLIGHT Intruder (MCI) Alert.

INFORMATION FAAO JO 7110.65, Para 5−14−2 , En Route Minimum Safe Altitude Warning (E−MSAW).

Report as soon as possible to the appropriate FSS, FAAO JO 7110.65, Para 5−15−6 , CA/MCI.

airport manager’s office, ARTCC, approach control FAAO JO 7110.65, Para 5−2−23 , Altitude Filters.

General 2−1−4 JO 7110.65U 2/9/12 facility, operations office, or military operations (c) Altitude.

office any information concerning components of the (d) Date/time of occurrence.

NAS or any flight conditions which may have an 2. Record the incident on FAA Form 7230−4 or adverse effect on air safety.

appropriate military form.

NOTE− 3. Broadcast the anomaly report to other aircraft FSSs are responsible for classifying and disseminating as necessary.

Notices to Airmen.

PHRASEOLOGY− REFERENCE− FAAO JO 7110.65, Para 3−3−3 , Timely Information.

ATTENTION ALL AIRCRAFT, GPS REPORTED FAAO JO 7110.65, Para 5−1−6 , Service Limitations.

UNRELIABLE IN VICINITY/AREA (position).

FAAO JO 7210.3, Para 3−1−2, Periodic Maintenance.

USN, See OPNAVINST 3721.30. EXAMPLE− “Attention all aircraft, GPS reported unreliable in the area 30 miles south of Waco VOR.” 2−1−10. NAVAID MALFUNCTIONS c. When an aircraft reports a Wide Area a. When an aircraft reports a ground−based Augmentation System (WAAS) anomaly, request the NAVAID malfunction, take the following actions: following information and/or take the following actions: 1. Request a report from a second aircraft.

1. Determine if the pilot has lost all WAAS 2. If the second aircraft reports normal service.

operations, continue use and inform the first aircraft.

PHRASEOLOGY− Record the incident on FAA Form 7230−4 or ARE YOU RECEIVING ANY WAAS SERVICE?

appropriate military form.

2. If the pilot reports receipt of any WAAS 3. If the second aircraft confirms the malfunc- service, acknowledge the report and continue normal tion or in the absence of a second aircraft report, operations.

activate the standby equipment or request the monitor 3. If the pilot reports loss of all WAAS service, facility to activate.

report as a GPS anomaly using procedures in 4. If normal operation is reported after the subpara 2−1−10b.

standby equipment is activated, continue use, record the incident on FAA Form 7230−4 or appropriate 2−1−11. USE OF MARSA military form, and notify technical operations a. MARSA may only be applied to military personnel (the Systems Engineer of the ARTCC operations specified in a letter of agreement or other when an en route aid is involved).

appropriate FAA or military document.

5. If continued malfunction is reported after the NOTE− standby equipment is activated or the standby Application of MARSA is a military command prerogative.

equipment cannot be activated, inform technical It will not be invoked indiscriminately by individual units operations personnel and request advice on whether or pilots. It will be used only for IFR operations requiring or not the aid should be shut down. In the absence of its use. Commands authorizing MARSA will ensure that its implementation and terms of use are documented and a second aircraft report, advise the technical coordinated with the control agency having jurisdiction operations personnel of the time of the initial aircraft over the area in which the operations are conducted. Terms report and the estimated time a second aircraft report of use will assign responsibility and provide for separation could be obtained.

among participating aircraft.

b. When an aircraft reports a GPS anomaly, b. ATC facilities do not invoke or deny MARSA.

request the following information and/or take the Their sole responsibility concerning the use of following actions: MARSA is to provide separation between military aircraft engaged in MARSA operations and other 1. Record the following minimum information: nonparticipating IFR aircraft.

(a) Aircraft call sign and type.

c. DOD must ensure that military pilots requesting (b) Location. special-use airspace/ATCAAs have coordinated with General 2−1−5 JO 7110.65U 2/9/12 to the aircraft of the USAF unit. Basic FAA procedures will the scheduling agency, have obtained approval for be applied to all other aircraft.

entry, and are familiar with the appropriate MARSA procedures. ATC is not responsible for determining which military aircraft are authorized to enter 2−1−13. FORMATION FLIGHTS special-use airspace/ATCAAs.

a. Control formation flights as a single aircraft.

REFERENCE− When individual control is requested, issue advisory FAAO JO 7110.65, Para 9−2−13 , Military Aerial Refueling.

information which will assist the pilots in attaining separation. When pilot reports indicate separation has been established, issue control instructions as 2−1−12. MILITARY PROCEDURES required.

Military procedures in the form of additions, NOTE− modifications, and exceptions to the basic FAA 1. Separation responsibility between aircraft within the procedure are prescribed herein when a common formation during transition to individual control rests with procedure has not been attained or to fulfill a specific the pilots concerned until standard separation has been attained.

requirement. They must be applied by: 2. Formation join-up and breakaway will be conducted in a. ATC facilities operated by that military service.

VFR weather conditions unless prior authorization has been obtained from ATC or individual control has been EXAMPLE− approved.

1. An Air Force facility providing service for an Air Force base would apply USAF procedures to all traffic regardless REFERENCE− FAAO JO 7110.65, Para 5−5−8 , Additional Separation for Formation of class.

Flights.

P/CG Term− Formation Flight.

2. A Navy facility providing service for a Naval Air Station would apply USN procedures to all traffic regardless of b. Military and civil formation flights in RVSM class.

airspace.

b. ATC facilities, regardless of their parent 1. Utilize RVSM separation standards for a organization (FAA, USAF, USN, USA), supporting formation flight, which consists of all RVSM a designated military airport exclusively. This approved aircraft.

designation determines which military procedures 2. Utilize non−RVSM separation standards for are to be applied.

a formation flight above FL 290, which does not EXAMPLE− consist of all RVSM approved aircraft.

1. An FAA facility supports a USAF base exclusively; 3. If aircraft are requesting to form a formation USAF procedures are applied to all traffic at that base.

flight to FL 290 or above, the controller who issues 2. An FAA facility provides approach control service for a the clearance creating the formation flight is Naval Air Station as well as supporting a civil airport; responsible for ensuring that the proper equipment basic FAA procedures are applied at both locations by the suffix is entered for the lead aircraft.

FAA facility.

4. If the flight departs as a formation, and is 3. A USAF facility supports a USAF base and provides requesting FL 290 or above, the first center sector approach control service to a satellite civilian airport; must ensure that the proper equipment suffix is USAF procedures are applied at both locations by the entered.

USAF facility.

5. If the formation flight is below FL 290 and REFERENCE− FAAO JO 7110.65, Para 1−2−5 , Annotations.

later requests FL 290 or above, the controller receiving the RVSM altitude request must ensure the c. Other ATC facilities when specified in a letter of proper equipment suffix is entered.

agreement.

6. Upon break−up of the formation flight, the EXAMPLE− controller initiating the break−up must ensure that all A USAF unit is using a civil airport supported by an FAA aircraft or flights are assigned their proper equipment facility− USAF procedures will be applied as specified in suffix.

a letter of agreement between the unit and the FAA facility General 2−1−6 JO 7110.65U 2/9/12 FAAO JO 7110.65, Para 5−4−5 , Transferring Controller Handoff.

2−1−14. COORDINATE USE OF AIRSPACE FAAO JO 7110.65, Para 5−4−6 , Receiving Controller Handoff.

a. Ensure that the necessary coordination has been b. Transfer control of an aircraft only after accomplished before you allow an aircraft under your eliminating any potential conflict with other aircraft control to enter another controller’s area of for which you have separation responsibility.

jurisdiction.

c. Assume control of an aircraft only after it is in b. Before you issue control instructions directly or your area of jurisdiction unless specifically coordin- relay through another source to an aircraft which is ated or as specified by letter of agreement or a facility within another controller’s area of jurisdiction that directive.

will change that aircraft’s heading, route, speed, or altitude, ensure that coordination has been accom- 2−1−16. SURFACE AREAS plished with each of the controllers listed below a. Coordinate with the appropriate nonapproach whose area of jurisdiction is affected by those control tower on an individual aircraft basis before instructions unless otherwise specified by a letter of issuing a clearance which would require flight within agreement or a facility directive: a surface area for which the tower has responsibility 1. The controller within whose area of jurisdic- unless otherwise specified in a letter of agreement.

tion the control instructions will be issued.

REFERENCE− FAAO JO 7210.3, Para 4−3−1, Letters of Agreement.

2. The controller receiving the transfer of 14 CFR Section 91.127, Operating on or in the Vicinity of an Airport control.

in Class E Airspace.

P/CG Term− Surface Area.

3. Any intervening controller(s) through whose b. Coordinate with the appropriate control tower area of jurisdiction the aircraft will pass.

for transit authorization when you are providing radar traffic advisory service to an aircraft that will enter c. If you issue control instructions to an aircraft another facility’s airspace.

through a source other than another controller (e.g., ARINC, FSS, another pilot) ensure that the NOTE− necessary coordination has been accomplished with The pilot is not expected to obtain his/her own any controllers listed in subparas b1, 2, and 3, whose authorization through each area when in contact with a area of jurisdiction is affected by those instructions radar facility.

unless otherwise specified by a letter of agreement or c. Transfer communications to the appropriate a facility directive.

facility, if required, prior to operation within a surface REFERENCE− area for which the tower has responsibility.

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

REFERENCE− FAAO JO 7110.65, Para 5−5−10 , Adjacent Airspace.

FAAO JO 7110.65, Para 2−1−17 , Radio Communications Transfer.

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

FAAO JO 7110.65, Para 3−1−1 1, Surface Area Restrictions.

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

FAAO JO 7110.65, Para 7−6−1 , Application.

14 CFR Section 91.129, Operations in Class D Airspace.

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

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

specified by a letter of agreement or contained in the route description of an MTR as published in the DOD Planning REFERENCE− FAAO JO 7110.65, Para 2−1−14 , Coordinate Use of Airspace. AP/1B (AP/3).

General 2−1−7 JO 7110.65U 2/9/12 NOTE− 1. The facility name or location name and For the purposes of this paragraph, a reasonable amount terminal function to be contacted. TERMINAL: Omit of time is considered to be 5 minutes from the time the the location name when transferring communications aircraft enters the controller’s area of jurisdiction or comes to another controller within your facility; except within range of radio/communications coverage. Commu- when instructing the aircraft to change frequency for nications include two−way VHF or UHF radio contact, final approach guidance include the name of the data link, or high frequency (HF) radio through an facility.

approved third−party provider such as ARINC.

2. Frequency to use except the following may be d. In situations where an operational advantage omitted: will be gained, and following coordination with the receiving controller, you may instruct aircraft on the (a) FSS frequency.

ground to monitor the receiving controller’s (b) Departure frequency if previously given frequency.

or published on a SID chart for the procedure issued.

EXAMPLE− “Monitor Tower.” (c) TERMINAL: “Monitor Ground.” (1) Ground or local control frequency if in “Monitor Ground Point Seven.” “Monitor Ground, One Two Zero Point Eight.” your opinion the pilot knows which frequency is in use.

e. In situations where a sector has multiple frequencies or when sectors are combined using (2) The numbers preceding the decimal multiple frequencies and the aircraft will remain point if the ground control frequency is in the under your jurisdiction, transfer radio communica- 121 MHz bandwidth.

tion by specifying the following: EXAMPLE− PHRASEOLOGY− “Contact Tower.” (Identification) CHANGE TO MY FREQUENCY (state “Contact Ground.” frequency).

“Contact Ground Point Seven.” “Contact Ground, One Two Zero Point Eight.” EXAMPLE− “Contact Huntington Radio.” “United two twenty-two change to my frequency one two “Contact Departure.” three point four.” “Contact Los Angeles Center, One Two Three Point Four.” REFERENCE− AIM, Para 4−2−3, Contact Procedures.

3. Time, fix, altitude, or specifically when to contact a facility. You may omit this when f. Avoid issuing a frequency change to helicopters compliance is expected upon receipt.

known to be single-piloted during air-taxiing, hovering, or low-level flight. Whenever possible, NOTE− relay necessary control instructions until the pilot is AIM, para 5−3−1, ARTCC Communications, informs pilots able to change frequency.

that they are expected to maintain a listening watch on the transferring controller’s frequency until the time, fix, or NOTE− altitude specified.

Most light helicopters are flown by one pilot and require PHRASEOLOGY− the constant use of both hands and feet to maintain control.

CONTACT (facility name or location name and terminal Although Flight Control Friction Devices assist the pilot, function), (frequency). changing frequency near the ground could result in inadvertent ground contact and consequent loss of control.

If required, Pilots are expected to advise ATC of their single-pilot status if unable to comply with a frequency change.

AT (time, fix, or altitude).

REFERENCE− AIM, Para 4−3−14, Communications.

c. Controllers must, within a reasonable amount of time, take appropriate action to establish/restore g. In situations where the controller does not want communications with all aircraft for which a the pilot to change frequency but the pilot is expecting communications transfer or initial contact to his/her or may want a frequency change, use the following sector is expected/required. phraseology.

General 2−1−8 JO 7110.65U 2/9/12 PHRASEOLOGY− NOTE− REMAIN THIS FREQUENCY. Para 5−5−4 , Minima, specifies increased radar separation for small type aircraft landing behind large, heavy, or REFERENCE− B757 aircraft because of the possible effects of wake FAAO JO 7110.65, Para 4−7−1 , Clearance Information.

FAAO JO 7110.65, Para 5−12−9 , Communication Transfer. turbulence.

b. The separation minima must continue to touchdown for all IFR aircraft not making a visual 2−1−18. OPERATIONAL REQUESTS approach or maintaining visual separation.

REFERENCE− Respond to a request from another controller, a pilot FAAO JO 7110.65, Para 5−9−5 , Approach Separation Responsibility.

or vehicle operator by one of the following verbal means: 2−1−20. WAKE TURBULENCE CAUTIONARY ADVISORIES a. Restate the request in complete or abbreviated terms followed by the word “APPROVED.” The a. Issue wake turbulence cautionary advisories phraseology “APPROVED AS REQUESTED” may and the position, altitude if known, and direction of be substituted in lieu of a lengthy readback.

flight of the heavy jet or B757 to: REFERENCE− PHRASEOLOGY− AC 90−23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12.

(Requested operation) APPROVED.

1. TERMINAL. VFR aircraft not being radar vectored but are behind heavy jets or B757s.

or 2. IFR aircraft that accept a visual approach or APPROVED AS REQUESTED.

visual separation.

REFERENCE− b. State restrictions followed by the word FAAO JO 7110.65, Para 7−4−1 , Visual Approach.

“APPROVED.” 3. TERMINAL. VFR arriving aircraft that have PHRASEOLOGY− previously been radar vectored and the vectoring has (Restriction and/or additional instructions, requested been discontinued.

operation) APPROVED.

b. Issue cautionary information to any aircraft if in c. State the word “UNABLE” and, time permit- your opinion, wake turbulence may have an adverse ting, a reason.

effect on it. When traffic is known to be a heavy aircraft, include the word heavy in the description.

PHRASEOLOGY− UNABLE (requested operation).

NOTE− Wake turbulence may be encountered by aircraft in flight and when necessary, as well as when operating on the airport movement area.

Because wake turbulence is unpredictable, the controller (reason and/or additional instructions.)

is not responsible for anticipating its existence or effect.

Although not mandatory during ground operations, d. State the words “STAND BY.” controllers may use the words jet blast, propwash, or rotorwash, in lieu of wake turbulence , when issuing a NOTE− caution advisory.

“STAND BY” is not an approval or denial. The controller REFERENCE− acknowledges the request and will respond at a later time.

AC 90−23, Aircraft Wake Turbulence.

REFERENCE− P/CG Term− Aircraft Classes.

FAAO JO 7110.65, Para 2−1−21 , Traffic Advisories. P/CG Term− Wake Turbulence.

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

PHRASEOLOGY− FAAO JO 7110.65, Para 7−9−3 , Methods.

CAUTION WAKE TURBULENCE (traffic information).

REFERENCE− FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

2−1−19. WAKE TURBULENCE 2−1−21. TRAFFIC ADVISORIES a. Apply wake turbulence procedures to aircraft operating behind heavy jets/B757s and, where Unless an aircraft is operating within Class A airspace indicated, to small aircraft behind large aircraft. or omission is requested by the pilot, issue traffic General 2−1−9 JO 7110.65U 2/9/12 EXAMPLE− advisories to all aircraft (IFR or VFR) on your “Traffic, eleven o’clock, one zero miles, southbound, frequency when, in your judgment, their proximity converging, Boeing Seven Twenty Seven, one seven may diminish to less than the applicable separation thousand.” minima. Where no separation minima applies, such “Traffic, twelve o’clock, one five miles, opposite direction, as for VFR aircraft outside of Class B/Class C altitude unknown.” airspace, or a TRSA, issue traffic advisories to those “Traffic, ten o’clock, one two miles, southeast bound, aircraft on your frequency when in your judgment one thousand feet below you.” their proximity warrants it. Provide this service as 6. When requested by the pilot, issue radar follows: vectors to assist in avoiding the traffic, provided the a. To radar identified aircraft: aircraft to be vectored is within your area of jurisdiction or coordination has been effected with 1. Azimuth from aircraft in terms of the 12−hour the sector/facility in whose area the aircraft is clock, or operating.

2. When rapidly maneuvering aircraft prevent 7. If unable to provide vector service, inform the accurate issuance of traffic as in 1 above, specify the pilot.

direction from an aircraft’s position in terms of the REFERENCE− eight cardinal compass points (N, NE, E, SE, S, SW, FAAO JO 7110.65, Para 2−1−18 , Operational Requests.

W, and NW). This method must be terminated at the 8. Inform the pilot of the following when traffic pilot’s request.

you have issued is not reported in sight: 3. Distance from aircraft in miles.

(a) The traffic is no factor.

4. Direction in which traffic is proceeding (b) The traffic is no longer depicted on radar.

and/or relative movement of traffic.

PHRASEOLOGY− NOTE− TRAFFIC NO FACTOR/NO LONGER OBSERVED, Relative movement includes closing, converging, parallel same direction, opposite direction, diverging, overtaking, or crossing left to right, crossing right to left.

5. If known, type of aircraft and altitude.

(number) O’CLOCK TRAFFIC NO FACTOR/NO LONGER OBSERVED, REFERENCE− FAAO JO 7110.65, Para 2−4−21 , Description of Aircraft Types.

or PHRASEOLOGY− TRAFFIC, (number) O’CLOCK, (direction) TRAFFIC NO FACTOR/NO LONGER OBSERVED.

or when appropriate, b. To aircraft that are not radar identified: (direction) (number) MILES, (direction)−BOUND and/or 1. Distance and direction from fix.

(relative movement), 2. Direction in which traffic is proceeding.

and if known, 3. If known, type of aircraft and altitude.

(type of aircraft and altitude).

4. ETA over the fix the aircraft is approaching, if appropriate.

or PHRASEOLOGY− When appropriate, TRAFFIC, (number) MILES/MINUTES (direction) OF (airport or fix), (direction)−BOUND, (type of aircraft and relative position), (number of feet) FEET ABOVE/BELOW YOU. and if known, If altitude is unknown, (type of aircraft and altitude), ALTITUDE UNKNOWN. ESTIMATED (fix) (time), General 2−1−10 JO 7110.65U 2/9/12 2−1−23. TRANSFER OF POSITION or RESPONSIBILITY The transfer of position responsibility must be TRAFFIC, NUMEROUS AIRCRAFT VICINITY (location). accomplished in accordance with the “Standard Operating Practice (SOP) for the Transfer of Position If altitude is unknown, Responsibility,” and appropriate facility directives each time operational responsibility for a position is ALTITUDE UNKNOWN.

transferred from one specialist to another.

EXAMPLE− “Traffic, one zero miles east of Forsythe V−O−R, 2−1−24. WHEELS DOWN CHECK Southbound, M−D Eighty, descending to one six thousand.” USA/USAF/USN “Traffic, reported one zero miles west of Downey V−O−R, Remind aircraft to check wheels down on each northbound, Apache, altitude unknown, estimated Joliet approach unless the pilot has previously reported V−O−Rone three one five.” “Traffic, eight minutes west of Chicago Heights V−O−R, wheels down for that approach.

westbound, Mooney, eight thousand, estimated Joliet NOTE− V−O−Rtwo zero three five.” The intent is solely to remind the pilot to lower the wheels, “Traffic, numerous aircraft, vicinity of Delia airport.” not to place responsibility on the controller.

c. For aircraft displaying Mode C, not radar a. Tower must issue the wheels down check at an identified, issue indicated altitude.

appropriate place in the pattern.

PHRASEOLOGY− EXAMPLE− “Traffic, one o’clock, six miles, eastbound, altitude CHECK WHEELS DOWN.

indicates six thousand five hundred.” b. Approach/arrival control, GCA must issue the REFERENCE− wheels down check as follows: FAAO JO 7110.65, Para 3−1−6 , Traffic Information.

FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

1. To aircraft conducting ASR, PAR, or radar FAAO JO 7110.65, Para 7−6−10 , VFR Departure Information.

monitored approaches, before the aircraft starts descent on final approach.

2. To aircraft conducting instrument approaches 2−1−22. BIRD ACTIVITY INFORMATION and remaining on the radar facility’s frequency, a. Issue advisory information on pilot-reported, before the aircraft passes the outer marker/final tower-observed, or radar-observed and pilot-verified approach fix.

bird activity. Include position, species or size of birds, PHRASEOLOGY− if known, course of flight, and altitude. Do this for at WHEELS SHOULD BE DOWN.

least 15 minutes after receipt of such information from pilots or from adjacent facilities unless visual 2−1−25. SUPERVISORY NOTIFICATION observation or subsequent reports reveal the activity is no longer a factor.

Ensure supervisor/controller-in-charge (CIC) is aware of conditions which impact sector/position EXAMPLE− operations including, but not limited to, the “Flock of geese, one o’clock, seven miles, northbound, last following: reported at four thousand.” “Flock of small birds, southbound along Mohawk River, a. Weather.

last reported at three thousand.” “Numerous flocks of ducks, vicinity Lake Winnebago, b. Equipment status.

altitude unknown.” c. Potential sector overload.

b. Relay bird activity information to adjacent d. Emergency situations.

facilities and to FSSs whenever it appears it will become a factor in their areas. e. Special flights/operations.

General 2−1−11 JO 7110.65U 2/9/12 f. Possible suspicious aircraft/pilot activity as 3. The responding aircraft has executed an prescribed in FAA Order JO 7610.4, paragraph alternate clearance and you observe that standard 7−3−1.

separation has been reestablished.

NOTE− 1. AC 120−55A, Air Carrier Operational Approval and 2−1−26. PILOT DEVIATION NOTIFICATION Use of TCAS II, suggests pilots use the following phraseology to notify controllers during TCAS events.

When it appears that the actions of a pilot constitute When a TCAS RA may affect an ATC clearance, inform a pilot deviation, notify the pilot, workload ATC when beginning the maneuver, or as soon as workload permitting.

permits.

EXAMPLE− PHRASEOLOGY− 1. “ New York Center, United 321, TCAS climb.” (Identification) POSSIBLE PILOT DEVIATION ADVISE YOU CONTACT (facility) AT (telephone number).

NOTE− 2. When the RA has been resolved, the flight crew should REFERENCE− advise ATC they are returning to their previously assigned FAAO 8020.11, Aircraft Accident and Incident Notification, Investigation, and Reporting, Para 84, Pilot Deviations.

clearance or subsequent amended clearance.

EXAMPLE− 2. “ New York Center, United 321, clear of conflict, 2−1−27. TCAS RESOLUTION ADVISORIES returning to assigned altitude.” a. When an aircraft under your control jurisdiction 2−1−28. RVSM OPERATIONS informs you that it is responding to a TCAS Resolution Advisory (RA), do not issue control Controller responsibilities must include but not be instructions that are contrary to the RA procedure that limited to the following: a crew member has advised you that they are a. Non−RVSM aircraft operating in RVSM executing. Provide safety alerts regarding terrain or airspace.

obstructions and traffic advisories for the aircraft responding to the RA and all other aircraft under your 1. Ensure non−RVSM aircraft are not permitted control jurisdiction, as appropriate.

in RVSM airspace unless they meet the criteria of excepted aircraft and are previously approved by the b. Unless advised by other aircraft that they are operations supervisor/CIC. The following aircraft are also responding to a TCAS RA, do not assume that excepted: DOD, DOD certified aircraft operated by other aircraft in the proximity of the responding NASA (T38, F15, F18, WB57, S3, and U2 aircraft aircraft are involved in the RA maneuver or are aware only), Lifeguard, manufacturer aircraft being flown of the responding aircraft’s intended maneuvers.

for development/certification, and Foreign State Continue to provide control instructions, safety aircraft. These exceptions are accommodated on a alerts, and traffic advisories as appropriate to such workload or traffic−permitting basis.

aircraft.

NOTE− c. Once the responding aircraft has begun a The operations supervisor/CIC is responsible for system maneuver in response to an RA, the controller is not acceptance of a non−RVSM aircraft beyond the initial sector−to−sectorcoordination following the pilot request responsible for providing standard separation to access the airspace. Operations supervisor/CIC between the aircraft that is responding to an RA and responsibilities are defined in FAAO JO 7210.3, Chapter 6, any other aircraft, airspace, terrain or obstructions.

Section 9, Reduced Vertical Separation Minimum (RVSM).

Responsibility for standard separation resumes when 2. Ensure sector−to−sector coordination for all one of the following conditions are met: non−RVSM aircraft operations within RVSM 1. The responding aircraft has returned to its airspace.

assigned altitude, or 3. Inform the operational supervisor/CIC when 2. A crew member informs you that the TCAS a non−RVSM exception flight is denied clearance maneuver is completed and you observe that standard into RVSM airspace or is removed from RVSM separation has been reestablished, or airspace.

General 2−1−12 JO 7110.65U 2/9/12 b. Non−RVSM aircraft transitioning RVSM air- 2−1−29. TERRAIN AWARENESS WARNING space. SYSTEM (TAWS) ALERTS Ensure that operations supervisors/CICs are made a. When an aircraft under your control jurisdiction aware when non−RVSM aircraft are transitioning informs you that it is responding to a TAWS (or other through RVSM airspace.

on−board low altitude) alert, do not issue control instructions that are contrary to the TAWS procedure c. Apply appropriate separation standards and that a crew member has advised you that they are remove any aircraft from RVSM airspace that advises executing. Provide safety alerts regarding terrain or it is unable RVSM due to equipment while en route.

obstructions and traffic advisories for the aircraft d. Use “negative RVSM” in all verbal ground−to− responding to the TAWS alert and all other aircraft ground communications involving non−RVSM under your control jurisdiction, as appropriate.

aircraft while cleared to operate within RVSM airspace.

b. Once the responding aircraft has begun a maneuver in response to TAWS alert, the controller is EXAMPLE− not responsible for providing standard separation “Point out Baxter21 climbing to FL 360, negative RVSM.” between the aircraft that is responding to a TAWS e. For the following situations, use the associated alert and any other aircraft, airspace, terrain or phraseology: obstructions. Responsibility for standard separation 1. To deny clearance into RVSM airspace.

resumes when one of the following conditions are met: PHRASEOLOGY− “UNABLE CLEARANCE INTO RVSM AIRSPACE.” 1. The responding aircraft has returned to its 2. To request a pilot to report when able to assigned altitude, or resume RVSM.

2. A crew member informs you that the TAWS PHRASEOLOGY− maneuver is completed and you observe that standard “REPORT ABLE TO RESUME RVSM.” separation has been reestablished, or f. In the event of a change to an aircraft’s navigational capability amend the equipment suffix 3. The responding aircraft has executed an in order to properly identify non−RVSM aircraft on alternate clearance and you observe that standard the controller display. separation has been reestablished.

General 2−1−13

JO 7110.65U 2/9/12

Section 2. Flight Plans and Control Information

2−2−1. RECORDING INFORMATION 2−2−4. MILITARY DVFR DEPARTURES TERMINAL a. Record flight plan information required by the type of flight plan and existing circumstances. Use Forward departure times on all military DVFR authorized abbreviations when possible.

departures from joint-use airports to the military NOTE− operations office.

Generally, all military overseas flights are required to NOTE− clear through a specified military base operations office 1. Details for handling air carrier, nonscheduled civil, and (BASOPS). Pilots normally will not file flight plans directly military DVFR flight data are contained in with an FAA facility unless a BASOPS is not available.

FAAO JO 7610.4, Special Operations.

BASOPS will, in turn, forward the IFR flight notification 2. Military pilots departing DVFR from a joint-use airport message to the appropriate center.

will include the phrase “DVFR to (destination)” in their b. EN ROUTE. When flight plans are filed directly initial call-up to an FAA operated tower.

with the center, record all items given by the pilot either on a flight progress strip/flight data entry or on 2−2−5. IFR TO VFR FLIGHT PLAN CHANGE a voice recorder. If the latter, enter in box 26 of the Request a pilot to contact the appropriate FSS if the initial flight progress strip the sector or position pilot informs you of a desire to change from an IFR number to identify where the information may be to a VFR flight plan.

found in the event search and rescue (SAR) activities become necessary.

2−2−6. IFR FLIGHT PROGRESS DATA REFERENCE− FAAO JO 7110.65, Para 2−3−2 , En Route Data Entries.

Forward control information from controller to controller within a facility, then to the receiving 2−2−2. FORWARDING INFORMATION facility as the aircraft progresses along its route.

Where appropriate, use computer equipment in lieu a. Except during EAS FDP operation, forward the of manual coordination procedures. Do not use the flight plan information to the appropriate ATC remarks section of flight progress strips in lieu of facility, FSS, or BASOPS and record the time of filing voice coordination to pass control information.

and delivery on the form.

Ensure that flight plan and control information is b. EN ROUTE. During EAS FDP operation, the correct and up-to-date. When covered by a letter of above manual actions are required in cases where the agreement/facility directive, the time requirements of data is not forwarded automatically by the computer.

subpara a may be reduced, and the time requirements NOTE− of subpara b1 and para 2−2−11, Forwarding During EAS FDP operation, data is exchanged between Amended and UTM Data, subpara a may be increased interfaced automated facilities and both the data and time up to 15 minutes when facilitated by automated of transmission are recorded automatically.

systems or mandatory radar handoffs; or if operationally necessary because of manual data c. EN ROUTE. Forward proposed tower en route processing or nonradar operations, the time require- flight plans and any related amendments to the ments of subpara a may be increased.

appropriate departure terminal facility.

NOTE− 1. The procedures for preparing flight plan and control 2−2−3. FORWARDING VFR DATA information related to altitude reservations (ALTRVs) are TERMINAL contained in FAAO JO 7210.3, para 8−1−2, Facility Operation and Administration, ALTRV Flight Data Forward aircraft departure times to FSSs or military Processing. Development of the methods for assuring the operations offices when they have requested them.

accuracy and completeness of ALTRV flight plan and Forward other VFR flight plan data only if requested control information is the responsibility of the military by the pilot.

liaison and security officer.

Flight Plans and Control Information 2−2−1 JO 7110.65U 2/9/12 2. The term facility in this paragraph refers to centers and 12. Longitudinal separation being used between terminal facilities when operating in an en route capacity.

aircraft at the same altitude if it results in these aircraft having less than 10 minutes separation at the a. Forward the following information at least facilities’ boundary.

15 minutes before the aircraft is estimated to enter the receiving facility’s area: 13. Any additional nonroutine operational information pertinent to flight safety.

1. Aircraft identification.

NOTE− 2. Number of aircraft if more than one, heavy EN ROUTE. This includes alerting the receiving controller that the flight is conducting celestial navigation training.

aircraft indicator “H/” if appropriate, type of aircraft, and aircraft equipment suffix.

REFERENCE− FAAO JO 7110.65, Para 9−2−2 , Celestial Navigation Training.

3. Assigned altitude and ETA over last reporting b. Forward position report over last reporting point/fix in transferring facility’s area or assumed point in the transferring facility’s area if any of the departure time when the departure point is the last following conditions exist: point/fix in the transferring facility’s area.

1. Time differs more than 3 minutes from 4. Altitude at which aircraft will enter the estimate given.

receiving facility’s area if other than the assigned 2. Requested by receiving facility.

altitude.

3. Agreed to between facilities.

5. True airspeed.

6. Point of departure.

2−2−7. MANUAL INPUT OF COMPUTER- ASSIGNED BEACON CODES 7. Route of flight remaining.

When a flight plan is manually entered into the 8. Destination airport and clearance limit if computer and a computer-assigned beacon code has other than destination airport.

been forwarded with the flight plan data, insert the 9. ETA at destination airport (not required for beacon code in the appropriate field as part of the military or scheduled air carrier aircraft).

input message.

10. Altitude requested by the aircraft if assigned 2−2−8. ALTRV INFORMATION altitude differs from requested altitude (within a facility only).

EN ROUTE NOTE− When an aircraft is a part of an approved ALTRV, When an aircraft has crossed one facility’s area and forward only those items necessary to properly assignment at a different altitude is still desired, the pilot identify the flight, update flight data contained in the will reinitiate the request with the next facility.

ALTRV APVL, or revise previously given REFERENCE− information.

FAAO JO 7110.65, Para 4−5−8 , Anticipated Altitude Changes.

11. When flight plan data must be forwarded 2−2−9. COMPUTER MESSAGE manually and an aircraft has been assigned a beacon VERIFICATION code by the computer, include the code as part of the flight plan.

EN ROUTE NOTE− Unless your facility is equipped to automatically When an IFR aircraft, or a VFR aircraft that has been obtain acknowledgment of receipt of transferred data, assigned a beacon code by the EAS and whose flight plan when you transfer control information by computer will terminate in another facility’s area, cancels ATC message, obtain, via Service F, acknowledgment that service or does not activate the flight plan, send a remove the receiving center has received the message and strips (RS) message on that aircraft via the EAS keyboard, verification of the following: the FDIO keyboard or call via service F.

Flight Plans and Control Information 2−2−2 JO 7110.65U 2/9/12 a. Within the time limits specified by a letter of 2−2−11. FORWARDING AMENDED AND agreement or when not covered by a letter of UTM DATA agreement, at least 15 minutes before the aircraft is a. Forward any amending data concerning previ- estimated to enter the receiving facility’s area, or at ously forwarded flight plans except that revisions to the time of a radar handoff, or coordination for ETA information in para 2−2−6, IFR Flight Progress transfer of control: Data, need only be forwarded when the time differs 1. Aircraft identification.

by more than 3 minutes from the estimate given.

2. Assigned altitude.

PHRASEOLOGY− (Identification), REVISED (revised information).

3. Departure or coordination fix time.

EXAMPLE− b. Any cancellation of IFR or EAS generated VFR “American Two, revised flight level, three three zero.” flight plan.

“United Eight Ten, revised estimate, Front Royal two zero REFERENCE− zero five.” FAAO JO 7110.65, Para 2−2−6 , IFR Flight Progress Data.

“Douglas Five Zero One Romeo, revised altitude, eight 2−2−10. TRANSMIT PROPOSED FLIGHT thousand.” PLAN “U.S. Air Eleven Fifty−one, revised type, heavy Boeing EN ROUTE Seven Sixty-seven.” a. Transmit proposed flight plans which fall REFERENCE− FAAO JO 7110.65, Para 2−2−6 , IFR Flight Progress Data.

within an ARTCC’s Proposed Boundary Crossing Time (PBCT) parameter to adjacent ARTCC’s via the b. Computer acceptance of an appropriate input Computer B network during hours of inter-center message fulfills the requirement for sending amended computer operation. In addition, when the route of data. During EAS FDP operations, the amendment flight of any proposed flight plan exceeds 20 ele- data are considered acknowledged on receipt of a ments external to the originating ARTCC’s area, computer update message or a computer−generated NADIN must be used to forward the data to all flight progress strip containing the amended data.

affected centers.

NOTE− 1. The successful utilization of automation equipment b. During nonautomated operation, the proposed requires timely and accurate insertion of changes and/or flight plans must be sent via NADIN to the other new data.

centers involved when any of the following conditions are met: 2. If a pilot is not issued a computer-generated PDR/PDAR/PAR and if amendment data is not entered into 1. The route of flight external to the originating the computer, the next controller will have incorrect route center’s area consists of 10 or more elements and the information.

flight will enter 3 or more other center areas.

c. Forward any amended control information and NOTE− record the action on the appropriate flight progress An element is defined as either a fix or route as specified in strip. Additionally, when a route or altitude in a FAAO JO 7110.10, Flight Services, para 6−3−3, IFR Flight previously issued clearance is amended within Plan Control Messages.

15 minutes of an aircraft’s proposed departure time, 2. The route of flight beyond the first point of the facility that amended the clearance must exit from the originating center’s area consists of coordinate the amendment with the receiving facility 10 or more elements, which are primarily fixes via verbal AND automated means to ensure timely described in fix-radial-distance or latitude/longitude passage of the information.

format, regardless of the number of other center areas NOTE− entered.

The term “receiving” facility means the ATC facility that 3. The flight plan remarks are too lengthy for is expected to transmit the amended clearance to the interphone transmission.

intended aircraft/pilot.

Flight Plans and Control Information 2−2−3 JO 7110.65U 2/9/12 d. EN ROUTE. Effect manual coordination on any ACC will be responsible for forwarding the flight interfacility flight plan data that is not passed through plan data to the appropriate ARTCC by voice automated means. transmission except for flights which traverse mutually agreed on airways/fixes. These airways/ fixes will be determined on a case-by-case basis and 2−2−12. AIRBORNE MILITARY FLIGHTS will be based on time and distance considerations at Forward to FSSs the following information received the service area office.

from airborne military aircraft: 2−2−14. TELETYPE FLIGHT DATA a. IFR flight plans and changes from VFR to IFR FORMAT− U.S. ARTCCs − CANADIAN ACCs flight plans.

EN ROUTE b. Changes to an IFR flight plan as follows: The exchange of flight plan data between Canadian 1. Change in destination: ACCs and U.S. ARTCCs must be made as follows: (a) Aircraft identification and type.

a. The U.S. ARTCCs will transmit flight data to (b) Departure point.

the Canadian ACCs in one of the following formats: (c) Original destination.

1. NADIN II input format as described in the NAS Management Directives (MDs) for: (d) Position and time.

(a) Flight Plan Messages: (e) New destination.

(1) Active.

(f) ETA.

(2) Proposed.

(g) Remarks including change in fuel exhaus- tion time.

(b) Amendment messages.

(h) Revised ETA.

(c) Cancellation messages.

2. Change in fuel exhaustion time.

(d) Response Messages to Canadian Input: NOTE− (1) Acknowledgment messages.

This makes current information available to FSSs for relay to military bases concerned and for use by centers in the (2) Error messages.

event of two−way radio communications failure.

(3) Rejection messages.

2. Transport Canada (TC) ACC Flight Strip 2−2−13. FORWARDING FLIGHT PLAN Format: Where the data to be printed on the ACC strip DATA BETWEEN U.S. ARTCCs AND form exceeds the strip form field size, the NADIN II CANADIAN ACCs input format in 1 above will be used. Input EN ROUTE sequentially fields 1 through 8 in para 2−2−6, IFR Flight Progress Data, subpara a.

a. Domestic. (Continental U.S./Canadian airspace except Alaska) Proposed departure flight plans and b. TC’s ACCs will transmit flight data to the FAA en route estimates will be handled on a 30 minute lead ARTCCs in the following format: time (or as bilaterally agreed) between any ACC and 1. NADIN II input format as described in NAS ARTCC.

MDs for: b. International. Any route changes (except SIDs) (a) Flight Plan Messages: must be forwarded to the appropriate Oceanic/Pre- oceanic ACC or ARTCC with an optimum lead time (1) Active.

of 30 minutes or as soon as this information becomes (2) Proposed.

available.

(b) Amendment messages.

c. Initially, if a flight goes from U.S. airspace into Canadian airspace and returns to U.S. airspace, the (c) Cancellation messages.

Flight Plans and Control Information 2−2−4

JO 7110.65U 2/9/12 (d) Correction messages. c. “NRP” must not be entered in the remarks section of a flight plan, unless prior coordination is accomplished with the ATCSCC or as prescribed by 2−2−15. NORTH AMERICAN ROUTE international NRP flight operations procedures.

PROGRAM (NRP) INFORMATION a. “NRP” must be retained in the remarks section d. The en route facility within which an of the flight plan if the aircraft is moved due to international flight entering the conterminous U.S.

weather, traffic, or other tactical reasons.

requests to participate in the NRP must enter “NRP” NOTE− in the remarks section of the flight plan.

Every effort should be made to ensure the aircraft is returned to the original filed flight plan/altitude as soon as REFERENCE− conditions warrant.

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

FAAO JO 7110.65, Para 2−3−2 , En Route Data Entries.

b. If the route of flight is altered due to a pilot FAAO JO 7110.65, Para 4−2−5 , Route or Altitude Amendments.

request, “NRP” must be removed from the remarks FAAO JO 7210.3, Chapter 17, Section 16, North American Route section of the flight plan. Program.

Flight Plans and Control Information 2−2−5

JO 7110.65U 2/9/12

Section 3. Flight Progress Strips

2−3−1. GENERAL reported or is observed (valid Mode C) leaving the altitude.

Unless otherwise authorized in a facility directive, use flight progress strips to post current data on 3. Preplanning may be accomplished in red air traffic and clearances required for control and pencil.

other air traffic control services. To prevent b. Manually prepared strips must conform to the misinterpretation when data is hand printed, use format of machine-generated strips and manual strip standard hand-printed characters.

preparation procedures will be modified simultan- En route: Flight progress strips must be posted.

eously with the operational implementation of REFERENCE− changes in the machine-generated format.

FAAO JO 7210.3, Para 6−1−6, Flight Progress Strip Usage.

(See FIG 2−3−1.)

a. Maintain only necessary current data and remove the strips from the flight progress boards c. Altitude information may be written in when no longer required for control purposes. To thousands of feet provided the procedure is correct, update, or preplan information: authorized by the facility manager, and is defined in a facility directive, i.e. 5,000 feet as 5, and 2,800 as 1. Do not erase or overwrite any item. Use an 2.8.

“X” to delete a climb/descend and maintain arrow, an at or above/below symbol, a cruise symbol, and NOTE− A slant line crossing through the number zero and unwanted altitude information. Write the new altitude underline of the letter “s” on handwritten portions of flight information immediately adjacent to it and within the progress strips are required only when there is reason to same space.

believe the lack of these markings could lead to 2. Do not draw a horizontal line through an misunderstanding. A slant line crossing through the altitude being vacated until after the aircraft has number zero is required on all weather data.

Flight Progress Strips 2−3−1 JO 7110.65U 2/9/12 FIG 2−3−1 Standard Recording of Hand-printed Characters Hand Printed Hand Printed Typed Typed A T B U U C V D W E X Y F Z G H I 1 J K L M N 6 O P 8 Q R S S Flight Progress Strips 2−3−2 JO 7110.65U 2/9/12 2−3−2. EN ROUTE DATA ENTRIES FIG 2−3−2 Flight Progress Strip (7230−19) a. Information recorded on the flight progress Block Information Recorded strips (FAA Forms 7230−19) must be entered in the 14. Actual time over previous fix, or actual correspondingly numbered spaces: departure time entered on first fix posting after departure.

TBL 2−3−1 14a. Plus time expressed in minutes from the previous fix to the posted fix.

Block Information Recorded 15. Center−estimated time over fix (in hours and minutes), or clearance information for 1. Verification symbol if required.

departing aircraft.

2. Revision number.

16. Arrows to indicate if aircraft is departing ( ↑ ) or DSR−Not used.

arriving ( ↓ ).

3. Aircraft identification.

17. Pilot−estimated time over fix.

4. Number of aircraft if more than one, heavy 18. Actual time over fix, time leaving holding fix, aircraft indicator “H/” if appropriate, type of arrival time at nonapproach control airport, or aircraft, and aircraft equipment suffix.

symbol indicating cancellation of IFR flight 5. Filed true airspeed.

plan for arriving aircraft, or departure time 6. Sector number.

(actual or assumed).

7. Computer identification number if required.

19. Fix. For departing aircraft, add proposed departure time.

8. Estimated ground speed.

20. Altitude information (in hundreds of feet) or as 9. Revised ground speed or strip request (SR) noted below.

originator.

10. Strip number.

NOTE− Altitude information may be written in DSR− Strip number/Revision number.

thousands of feet provided the procedure is 11. Previous fix.

authorized by the facility manager, and is defined in a facility directive, i.e. FL 330 as 33, 12. Estimated time over previous fix.

5,000 feet as 5, and 2,800 as 2.8.

13. Revised estimated time over previous fix.

Flight Progress Strips 2−3−3 JO 7110.65U 2/9/12 Block Information Recorded Block Information Recorded 20a. OPTIONAL USE, when voice recorders are 26. Pertinent remarks, minimum fuel, point operational; out/radar vector/speed adjustment information REQUIRED USE, when the voice recorders or sector/position number (when applicable in are not operating and strips are being use at the accordance with para 2−2−1, Recording In- facility. This space is used to record reported formation), or NRP. High Altitude Redesign RA events. The letters RA followed by a climb (HAR) or Point−to−point (PTP) may be used at or descent arrow (if the climb or descent action facilities actively using these programs.

is reported) and the time (hhmm) the event is 27. Mode 3/A beacon code if applicable.

reported.

28. Miscellaneous control data (expected further 21. Next posted fix or coordination fix.

clearance time, time cleared for approach, etc.).

22. Pilot’s estimated time over next fix.

29−30. Transfer of control data and coordination 23. Arrows to indicate north ( ↑ ), south ( ↓ ), east indicators.

( → ), or west ( ← ) direction of flight if required.

24. Requested altitude.

b. Latitude/longitude coordinates may be used to NOTE− Altitude information may be written in define waypoints and may be substituted for thousands of feet provided the procedure is nonadapted NAVAIDs in space 25 of domestic en authorized by the facility manager, and is route flight progress strips provided it is necessary to defined in a facility directive, i.e., FL 330 as 33, 5,000 feet as 5, and 2,800 as 2.8 . accommodate a random RNAV or GNSS route request.

25. Point of origin, route as required for control and data relay, and destination.

c. Facility air traffic managers may authorize the optional use of spaces 13, 14, 14a, 22, 23, 24, and 28 for point out information, radar vector information, speed adjustment information, or transfer of control data.

Flight Progress Strips 2−3−4 JO 7110.65U 2/9/12 2−3−3. OCEANIC DATA ENTRIES FIG 2−3−3 a. The Ocean21 system displays information on Block Information Recorded electronic flight progress strips and, in the event of a 9. Requested flight level, if applicable.

catastrophic system failure, will print flight progress 10. Previously reported position.

strips with data in the corresponding numbered 11. Actual time over previously reported position.

spaces: 12. Last reported position.

TBL 2−3−2 13. Actual time over last reported position.

14. Next reporting position.

Block Information Recorded 15. In−conformance pilot’s estimate or 1. Mode 3/A beacon code, if applicable.

controller−accepted pilot’s estimate for next 2. Number of aircraft, if more than one, and type reporting position.

of aircraft.

16. Future reporting position(s).

3. Aircraft identification.

17. System estimate for future reporting position(s).

4. Reduced separation flags.

Indicators are available for: 18. Departure airport or point of origin.

M − Mach Number Technique (MNT), 19. Destination airport or filed point of flight R − Reduced MNT, termination.

D or 3 − Distance−based longitudinal 20. Indicators. Indicators and toggles for separation using 50 NM (D) or 30 NM (3), and displaying or suppressing the display of the W− Reduced Vertical Separation Minimum route of flight (F), second flight profile (2), (RVSM).

radar contact (A), annotations (&), degraded These flags are selectable for aircraft whose Required Navigation Performance (RNP, flight plans contain the required equipment indicator R) and clearance restrictions (X).

qualifiers for each separation criteria.

21. Coordination indicator(s).

5. Controlling sector number.

22. Annotations.

6. Filed airspeed or assigned Mach number/True airspeed.

23. Clearance restrictions and conditions (may be multiple lines).

7. Reported flight level. May contain an indicator for a flight that is climbing ( ↑ ) or descending 24. Strip number and total number of strips (printed ( ↓ ). Reports from Mode C, ADS or position strips only).

reports are displayed in that order of preference.

b. Standard annotations and abbreviations for 8. Cleared flight level. May contain an indicator Field 22 may be specified by facility directives.

for a future conditional altitude ( * ) that cannot be displayed.

Flight Progress Strips 2−3−5 JO 7110.65U 2/9/12 2−3−4. TERMINAL DATA ENTRIES Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and a. Arrivals: 10−18, if no misunderstanding will result. These Information recorded on the flight progress strips omissions and/or optional uses must be specified in a (FAA Forms 7230−7.1, 7230−7.2, and 7230−8) must facility directive.

be entered in the correspondingly numbered spaces.

FIG 2−3−4 TBL 2−3−3 Block Information Recorded 8B. OPTIONAL USE, when voice recorders are operational; Block Information Recorded REQUIRED USE, when the voice recorders 1. Aircraft identification.

are not operating and strips are being used at 2. Revision number (FDIO locations only).

the facility. This space is used to record reported RA events when the voice recorders 2A. Strip request originator. (At FDIO locations are not operational and strips are being used at this indicates the sector or position that the facility. The letters RA followed by a climb requested a strip be printed.)

or descent arrow (if the climb or descent action 3. Number of aircraft if more than one, heavy is reported) and the time (hhmm) the event is aircraft indicator “H/” if appropriate, type of reported.

aircraft, and aircraft equipment suffix.

9. Altitude (in hundreds of feet) and remarks.

4. Computer identification number if required.

NOTE− Altitude information may be written in 5. Secondary radar (beacon) code assigned.

thousands of feet provided the procedure is 6. (FDIO Locations.) The previous fix will be authorized by the facility manager, and is printed.

defined in a facility directive, i. e., FL 230 as (Non−FDIO Locations.) Use of the inbound 23, 5,000 feet as 5, and 2,800 as 2.8.

airway. This function is restricted to facilities 9A. Minimum fuel, destination airport/point out/ where flight data is received via interphone radar vector/speed adjustment information.

when agreed upon by the center and terminal Air traffic managers may authorize in a facility facilities.

directive the omission of any of these items, 7. Coordination fix.

except minimum fuel, if no misunderstanding will result.

8. Estimated time of arrival at the coordination fix or destination airport.

NOTE− Authorized omissions and optional use of spaces must be specified in the facility directive 8A. OPTIONAL USE.

concerning strip marking procedures.

9B. OPTIONAL USE.

9C. OPTIONAL USE.

10−18. Enter data as specified by a facility directive.

Radar facility personnel need not enter data in these spaces except when nonradar procedures are used or when radio recording equipment is inoperative.

Flight Progress Strips 2−3−6 JO 7110.65U 2/9/12 b. Departures: Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and Information recorded on the flight progress strips 10−18, if no misunderstanding will result. These (FAA Forms 7230−7.1, 7230−7.2, and 7230−8) shall omissions and/or optional uses shall be specified in a be entered in the correspondingly numbered spaces. facility directive.

FIG 2−3−5 TBL 2−3−4 Block Information Recorded 8B. OPTIONAL USE , when voice recorders are operational; Block Information Recorded REQUIRED USE, when the voice recorders 1. Aircraft identification.

are not operating and strips are being used at 2. Revision number (FDIO locations only). the facility. This space is used to record reported RA events when the voice recorders 2A. Strip request originator. (At FDIO locations are not operational and strips are being used at this indicates the sector or position that the facility. The letters RA followed by a climb requested a strip be printed.)

or descent arrow (if the climb or descent action 3. Number of aircraft if more than one, heavy is reported) and the time (hhmm) the event is aircraft indicator “H/” if appropriate, type of reported.

aircraft, and aircraft equipment suffix.

9. Computer−generated: Route, destination, 4. Computer identification number if required.

and remarks. Manually enter altitude/altitude 5. Secondary radar (beacon) code assigned.

restrictions in the order flown, if appropriate, and remarks.

6. Proposed departure time.

9. Hand−prepared: Clearance limit, route, 7. Requested altitude.

altitude/altitude restrictions in the order flown, NOTE− Altitude information may be written in if appropriate, and remarks.

thousands of feet provided the procedure is NOTE− Altitude information may be written in authorized by the facility manager, and is thousands of feet provided the procedure is defined in a facility directive, i. e., FL 230 as authorized by the facility manager, and is 23, 5,000 feet as 5, and 2,800 as 2.8.

defined in a facility directive, i.e., FL 230 as 23, 8. Departure airport.

5,000 feet as 5, and 2,800 as 2.8.

8A. OPTIONAL USE.

9A. OPTIONAL USE.

9B. OPTIONAL USE.

9C. OPTIONAL USE.

10−18. Enter data as specified by a facility directive.

Items, such as departure time, runway used for takeoff, check marks to indicate information forwarded or relayed, may be entered in these spaces.

Flight Progress Strips 2−3−7 JO 7110.65U 2/9/12 c. Overflights: Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and Information recorded on the flight progress strips 10−18, if no misunderstanding will result. These (FAA Forms 7230−7.1, 7230−7.2, and 7230−8) shall omissions and/or optional uses shall be specified in a be entered in the correspondingly numbered spaces. facility directive.

FIG 2−3−6 TBL 2−3−5 Block Information Recorded 8B. OPTIONAL USE, when voice recorders are operational; Block Information Recorded REQUIRED USE , when the voice recorders 1. Aircraft identification.

are not operating and strips are being used at 2. Revision number (FDIO locations only). the facility. This space is used to record reported RA events when the voice recorders 2A. Strip request originator. (At FDIO locations are not operational and strips are being used at this indicates the sector or position that the facility. The letters RA followed by a climb requested a strip be printed.)

or descent arrow (if the climb or descent action 3. Number of aircraft if more than one, heavy is reported) and the time (hhmm) the event is aircraft indicator “H/” if appropriate, type of reported.

aircraft, and aircraft equipment suffix.

9. Altitude and route of flight through the 4. Computer identification number if required.

terminal area.

5. Secondary radar (beacon) code assigned.

NOTE− Altitude information may be written in 6. Coordination fix.

thousands of feet provided the procedure is authorized by the facility manager, and is 7. Overflight coordination indicator (FDIO defined in a facility directive, i.e., FL 230 as 23, locations only).

5,000 feet as 5, and 2,800 as 2.8.

NOTE− The overflight coordination indicator 9A. OPTIONAL USE.

identifies the facility to which flight data has been forwarded.

9B. OPTIONAL USE.

8. Estimated time of arrival at the coordination 9C. OPTIONAL USE.

fix.

10−18. Enter data as specified by a facility directive.

8A. OPTIONAL USE.

NOTE− National standardization of items (10 through 18) is not practical because of regional and local variations in operating methods; e.g., single fix, multiple fix, radar, tower en route control, etc.

Flight Progress Strips 2−3−8 JO 7110.65U 2/9/12 d. Air traffic managers at automated terminal operating air carrier’s company name in identifying radar facilities may waive the requirement to use equipment interchange flights.

flight progress strips provided: EXAMPLE− “N12345.” 1. Backup systems such as multiple radar “TN5552Q.” sites/systems or single site radars with CENRAP are “AAl192.” utilized.

“LN751B.” 2. Local procedures are documented in a facility NOTE− directive. These procedures should include but not be The letter “L” is not to be used for air carrier/air taxi limited to: lifeguard aircraft.

b. Military Aircraft.

(a) Departure areas and/or procedures.

1. Prefixes indicating branch of service and/or (b) Arrival procedures.

type of mission followed by the last 5 digits of the (c) Overflight handling procedures.

serial number (the last 4 digits for CFC and CTG).

(See TBL 2−3−6 and TBL 2−3−7.)

(d) Transition from radar to nonradar.

2. Pronounceable words of 3, 4, 5, and 6 letters (e) Transition from ARTS to non−ARTS.

followed by a 4−, 3−, 2−, or 1−digit number.

(f) Transition from ASR to CENRAP.

EXAMPLE− “SAMP Three One Six.” (g) Transition to or from ESL.

3. Assigned double-letter 2−digit flight number.

3. No misunderstanding will occur as a result of no strip usage.

4. Navy or Marine fleet and training command aircraft, one of the following: 4. Unused flight progress strips, facility de- veloped forms and/or blank notepads shall be (a) The service prefix and 2 letters (use provided for controller use. phonetic alphabet equivalent) followed by 2 or 3 digits.

5. Facilities shall revert to flight progress strip usage if backup systems referred to in subpara d1 are TBL 2−3−6 not available.

Branch of Service Prefix e. Air traffic managers at FDIO locations may Prefix Branch authorize reduced lateral spacing between fields so as A U.S. Air Force to print all FDIO data to the left of the strip C U.S. Coast Guard perforation. When using FAA Form 7230−7.2, all G Air or Army National Guard items will retain the same relationship to each other R U.S. Army as they do when the full length strip (FAA VM U.S. Marine Corps Form 7230−7.1) is used.

VV U.S. Navy CFC Canadian Forces 2−3−5. AIRCRAFT IDENTITY CTG Canadian Coast Guard Indicate aircraft identity by one of the following TBL 2−3−7 using combinations not to exceed seven alphanumer- Military Mission Prefix ic characters: Prefix Mission a. Civil aircraft, including air-carrier aircraft E Medical Air Evacuation letter-digit registration number including the letter F Flight Check “T” prefix for air taxi aircraft, the letter “L” for L LOGAIR (USAF Contract) lifeguard aircraft, 3−letter aircraft company designat- RCH AMC (Air Mobility Command) or specified in FAAO JO 7340.2, Contractions, S Special Air Mission followed by the trip or flight number. Use the Flight Progress Strips 2−3−9 JO 7110.65U 2/9/12 NOTE− (b) The service prefix and a digit and a letter USAF solo students who have passed an instrument (use phonetic alphabet equivalent) followed by 2 or certification check may penetrate cloud layers in climb or 3 digits.

descent only. Requests for revised clearances to avoid 5. Aircraft carrying the President, Vice Presi- clouds in level flight can still be expected. This does not dent, and/or their family members will use the change the requirement to use the letter “Z” as a suffix to identifiers in the following tables. See TBL 2−3−8 the aircraft identification.

and TBL 2−3−9.

REFERENCE− FAAO JO 7110.65, Para 2−4−20 , Aircraft Identification.

FAAO JO 7610.4, Chapter 12, Section 10, USAF Undergraduate TBL 2−3−8 Flying Training (UFT)/Pilot Instructor Training (PIT)/Introduction To President and Family Fighter Fundamentals.

Service President Family Air Force AF1 EXEC1F 2−3−8. AIRCRAFT EQUIPMENT SUFFIX Marine VM1 EXEC1F a. Indicate, for both VFR and IFR operations, the Navy VV1 EXEC1F aircraft’s radar transponder, DME, or navigation Army RR1 EXEC1F capability by adding the appropriate symbol, Coast Guard C1 EXEC1F preceded by a slant. (See TBL 2−3−10.)

Guard G1 EXEC1F Commercial EXEC1 EXEC1F b. When forwarding this information, state the aircraft type followed by the word “slant” and the TBL 2−3−9 appropriate phonetic letter equivalent of the suffix.

Vice President and Family EXAMPLE− Service Vice President Family “Cessna Three−ten slant Tango.” “A−T en slant November.” Air Force AF2 EXEC2F “F−Sixteen slant Papa.” Marine VM2 EXEC2F “Seven−sixty−seven slant Golf.” Navy VV2 EXEC2F c. Utilize aircraft equipment suffix /H to indicate Army RR2 EXEC2F “RVSM−capable, no transponder.” Coast Guard C2 EXEC2F Guard G2 EXEC2F NOTE− Commercial EXEC2 EXEC2F /H is for ATC use only. Users are not authorized to file this suffix.

c. Special-use. Approved special-use identifiers.

2−3−9. CLEARANCE STATUS 2−3−6. AIRCRAFT TYPE Use an appropriate clearance symbol followed by a Use the approved codes listed in Appendix A through dash (−) and other pertinent information to clearly Appendix C to indicate aircraft type.

show the clearance status of an aircraft. To indicate delay status use: 2−3−7. USAF/USN UNDERGRADUATE PILOTS a. The symbol “H” at the clearance limit when holding instructions have been included in the To identify aircraft piloted by solo USAF/USN aircraft’s original clearance. Show detailed holding undergraduate student pilots (who may occasionally information following the dash when holding differs request revised clearances because they normally are from the established pattern for the fix; i.e., turns, leg restricted to flight in VFR conditions), the aircraft lengths, etc.

identification in the flight plan shall include the letter “Z” as a suffix. Do not use this suffix, however, in b. The symbols “F” or “O” to indicate the ground-to-air communication. clearance limit when a delay is not anticipated.

Flight Progress Strips 2−3−10 JO 7110.65U 2/9/12 TBL 2−3−10 Aircraft Equipment Suffixes Suffix Aircraft Equipment Suffixes NO DME /X No transponder /T Transponder with no Mode C /U Transponder with Mode C DME /D No transponder /B Transponder with no Mode C /A Transponder with Mode C TACAN ONLY /M No transponder /N Transponder with no Mode C /P Transponder with Mode C AREA NAVIGATION (RNAV) /Y LORAN, VOR/DME, or INS with no transponder /C LORAN, VOR/DME, or INS, transponder with no Mode C /I LORAN, VOR/DME, or INS, transponder with Mode C ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)

/E Flight Management System (FMS) with DME/DME and IRU position updating /F Flight Management System (FMS) with DME/DME position updating /G Global Navigation Satellite System (GNSS), including GPS or WAAS, with en route and terminal capability /R Required Navigational Performance. The aircraft meets the RNP type prescribed for the route segment(s), route(s) and/or area concerned.

REDUCED VERTICAL SEPARATION MINIMUM (RVSM). Prior to conducting RVSM operations within the U.S., the operator must obtain authorization from the FAA or from the responsible authority, as appropriate.

/J /E with RVSM /K /F with RVSM /L /G with RVSM /Q /R with RVSM /W RVSM Flight Progress Strips 2−3−11 JO 7110.65U 2/9/12 TBL 2−3−12 2−3−10. CONTROL SYMBOLOGY Miscellaneous Abbreviations Use authorized control and clearance symbols or abbreviations for recording clearances, reports, and Abbreviation Meaning instructions. Control status of aircraft must always be BC Back course approach current. You may use: CT Contact approach a. Plain language markings when it will aid in FA Final approach understanding information.

FMS Flight management system approach b. Locally approved identifiers. Use these only GPS GPS approach within your facility and not on teletypewriter or I Initial approach interphone circuits.

ILS ILS approach c. Plain sheets of paper or locally prepared forms MA Missed approach to record information when flight progress strips are MLS MLS approach not used. (See TBL 2−3−11 and TBL 2−3−12.)

NDB Nondirectional radio beacon approach OTP VFR conditions−on−top d. Control Information Symbols.

(See FIG 2−3−7 and FIG 2−3−8.) PA Precision approach REFERENCE− PT Procedure turn FAAO JO 7110.65, Para 4−5−3 , Exceptions.

RA Resolution advisory (Pilot reported TCAS event) TBL 2−3−11 Clearance Abbreviations RH Runway heading Abbreviation Meaning RNAV Area navigation approach RP Report immediately upon passing A Cleared to airport (point of intended (fix/altitude) landing) RX Report crossing B Center clearance delivered C ATC clears (when clearance relayed SA Surveillance approach through non−ATC facility) SI Straight−in approach CAF Cleared as filed TA TACAN approach D Cleared to depart from the fix TL Turn left F Cleared to the fix TR Turn right H Cleared to hold and instructions issued VA Visual approach L Cleared to land VR VOR approach N Clearance not delivered O Cleared to the outer marker PD Cleared to climb/descend at pilot’s discretion Q Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials or quadrants within a designated radius.

T Cleared through (for landing and takeoff through intermediate point) V Cleared over the fix X Cleared to cross (airway, route, radial) at (point) Z Tower jurisdiction Flight Progress Strips 2−3−12 JO 7110.65U 2/9/12 FIG 2−3−7 Control Information Symbols [Part 1] Flight Progress Strips 2−3−13 JO 7110.65U 2/9/12 FIG 2−3−8 Control Information Symbols [Part 2] Flight Progress Strips 2−3−14

JO 7110.65U 2/9/12

Section 4. Radio and Interphone Communications

2−4−1. RADIO COMMUNICATIONS 2−4−4. AUTHORIZED INTERRUPTIONS As necessary, authorize a pilot to interrupt his/her Use radio frequencies for the special purposes for communications guard.

which they are intended. A single frequency may be used for more than one function except as follows: NOTE− Some users have adopted procedures to ensure uninterrup- TERMINAL. When combining positions in the tower, ted receiving capability with ATC when a pilot with only do not use ground control frequency for airborne one operative communications radio must interrupt communications.

his/her communications guard because of a safety related problem requiring airborne communications with his/her NOTE− company. In this event, pilots will request approval to Due to the limited number of frequencies assigned to abandon guard on the assigned ATC frequency for a towers for the ground control function, it is very likely that mutually agreeable time period. Additionally, they will airborne use of a ground control frequency could cause inform controllers of the NAVAID voice facility and the interference to other towers or interference to your aircraft company frequency they will monitor.

from another tower. When combining these functions, it is recommended combining them on local control. The ATIS 2−4−5. AUTHORIZED TRANSMISSIONS may be used to specify the desired frequency.

Transmit only those messages necessary for air traffic control or otherwise contributing to air safety.

2−4−2. MONITORING REFERENCE− Monitor interphones and assigned radio frequencies FAAO JO 7210.3, Para 3−2−2, Authorized Messages Not Directly Associated with Air Traffic Services.

continuously.

NOTE− 2−4−6. FALSE OR DECEPTIVE Although all FAA facilities, including RAPCONs and COMMUNICATIONS RATCFs, are required to monitor all assigned frequencies continuously, USAF facilities may not monitor all Take action to detect, prevent, and report false, unpublished discrete frequencies.

deceptive, or phantom controller communications to an aircraft or controller. The following must be accomplished when false or deceptive communica- 2−4−3. PILOT ACKNOWLEDGMENT/READ tions occur: BACK a. Correct false information.

a. When issuing clearances or instructions, ensure b. Broadcast an alert to aircraft operating on all acknowledgment by the pilot. If no acknowledgment frequencies within the area where deceptive or is received, attempt to re−establish contact. If phantom transmissions have been received.

attempts are unsuccessful, advise the FLM/CIC.

EXAMPLE− NOTE− “Attention all aircraft. False ATC instructions have been Pilots may acknowledge clearances, instructions, or other received in the area of Long Beach Airport. Exercise information by using “Wilco,” “Roger,” “Affirmative,” or extreme caution on all frequencies and verify other words or remarks.

instructions.” REFERENCE− AIM, Para 4−2−3, Contact Procedures. c. Collect pertinent information regarding the incident.

b. If altitude, heading, or other items are read back by the pilot, ensure the read back is correct. If d. Notify the operations supervisor of the false, incorrect or incomplete, make corrections as deceptive, or phantom transmission and report all appropriate. relevant information pertaining to the incident.

Radio and Interphone Communications 2−4−1 JO 7110.65U 2/9/12 2−4−7. AUTHORIZED RELAYS 2−4−9. ABBREVIATED TRANSMISSIONS Transmissions may be abbreviated as follows: a. Relay operational information to aircraft or a. Use the identification prefix and the last 3 digits aircraft operators as necessary. Do not agree to handle or letters of the aircraft identification after such messages on a regular basis. Give the source of communications have been established. Do not any such message you relay.

abbreviate similar sounding aircraft identifications or the identification of an air carrier or other civil aircraft b. Relay official FAA messages as required.

having an FAA authorized call sign.

NOTE− REFERENCE− The FAA Administrator and Deputy Administrator will FAAO JO 7110.65, Para 2−4−20 , Aircraft Identification.

sometimes use code phrases to identify themselves in b. Omit the facility identification after communi- air-to-ground communications as follows: cation has been established.

Administrator: “SAFEAIR ONE.” Deputy Administrator: “SAFEAIR TWO.” c. Transmit the message immediately after the callup (without waiting for the aircraft’s reply) when EXAMPLE− the message is short and receipt is generally assured.

“Miami Center, Jetstar One, this is SAFEAIR ONE, (message).” d. Omit the word “over” if the message obviously requires a reply.

c. Relay operational information to military aircraft operating on, or planning to operate on IRs.

2−4−10. INTERPHONE TRANSMISSION PRIORITIES Give priority to interphone transmissions as follows: 2−4−8. RADIO MESSAGE FORMAT a. First priority. Emergency messages including essential information on aircraft accidents or Use the following format for radio communications suspected accidents. After an actual emergency has with an aircraft: passed, give a lower priority to messages relating to that accident.

a. Sector/position on initial radio contact: b. Second priority. Clearances and control 1. Identification of aircraft.

instructions.

c. Third priority. Movement and control messages 2. Identification of ATC unit.

using the following order of preference when possible: 3. Message (if any).

1. Progress reports.

4. The word “over” if required.

2. Departure or arrival reports.

b. Subsequent radio transmissions from the same 3. Flight plans.

sector/position must use the same format, except the d. Fourth priority. Movement messages on VFR identification of the ATC unit may be omitted.

aircraft.

TERMINAL. You may omit aircraft identification 2−4−11. PRIORITY INTERRUPTION after initial contact when conducting the final portion of a radar approach.

Use the words “emergency” or “control” for interrupting lower priority messages when you have REFERENCE− FAAO JO 7110.65, Para 2−4−20 , Aircraft Identification. an emergency or control message to transmit.

Radio and Interphone Communications 2−4−2 JO 7110.65U 2/9/12 2.

2−4−12. INTERPHONE MESSAGE FORMAT Receiver: “Denver High, Go ahead override.” Use the following format for interphone intra/interfa- cility communications: Caller: “R Twenty−five, Request direct Denver for Northwest Three Twenty−eight.” a. Both the caller and receiver identify their facility and/or position in a manner that ensures they Receiver: “Northwest Three Twenty−eight direct Denver will not be confused with another position.

approved. H.F.” NOTE− Other means of identifying a position, such as substituting Caller: “G.M.” departure or arrival gate/fix names for position identifica- 3.

tion, may be used. However, it must be operationally Caller: (“Bolos” is a departure gate in Houston ARTCC’s beneficial, and the procedure fully covered in a letter of Sabine sector)−“Bolos, Houston local.” agreement or a facility directive, as appropriate.

EXAMPLE− Receiver: “Bolos.” Caller: “Albuquerque Center Sixty Three, Amarillo Departure.” Caller: “Request Flight Level three five zero for American Twenty−five.” Receiver: “Albuquerque Center.” b. Between two facilities which utilize numeric Receiver: “American Twenty−five Flight Level three five position identification, the caller must identify both zero approved, A.C.” facility and position.

Caller: “G.M.” EXAMPLE− Caller: “Albuquerque Sixty Three, Fort Worth Eighty 4.

Two.” Caller: “Sector Twelve, Ontario Approach, APREQ.” c. Caller states the type of coordination to be Receiver: “Sector Twelve.” accomplished when advantageous. For example, handoff or APREQ.

Caller: “Cactus Five forty−two heading one three zero and d. The caller states the message.

climbing to one four thousand.” e. The receiver states the response to the caller’s Receiver: “Cactus Five forty−two heading one three zero message followed by the receiver’s operating initials.

and climbing to one four thousand approved. B.N.” f. The caller states his or her operating initials.

Caller: “A.M.” EXAMPLE− 1. 5.

Caller: “Denver High, R Twenty−five.” Caller: “Zanesville, Columbus, seventy−three line, handoff.” Receiver: “Denver High.” Receiver: “Zanesville.” Caller: “Request direct Denver for Northwest Three Twenty−eight.” Caller: “Five miles east of Appleton VOR, United Three Sixty−six.” Receiver: “Northwest Three Twenty−eight direct Denver approved. H.F.” Receiver: “United Three Sixty−six, radar contact, A.Z.” Caller: “G.M.” Caller: “M.E.” Radio and Interphone Communications 2−4−3 JO 7110.65U 2/9/12 g. Identify the interphone voice line on which the 3. In communications with or about heavy jet call is being made when two or more such lines are aircraft when the separation from a following aircraft collocated at the receiving operating position. may become less than 5 miles by approved procedure.

EXAMPLE− 4. When issuing traffic advisories.

“Washington Center, Washington Approach on the Fifty Seven line.” EXAMPLE− “United Fifty−Eight Heavy.” “Chicago Center, O’Hare Tower handoff on the Departure NOTE− West line.” Most airlines will use the word “heavy” following the h. TERMINAL. The provisions of subparas a, b, c, company prefix and flight number when establishing communications or when changing frequencies within a e, f, g, and para 2−4−13, Interphone Message terminal facility’s area.

Termination, may be omitted provided: 5. When in radio communications with “Air 1. Abbreviated standard coordination proce- Force One” or “Air Force Two,” do not add the heavy dures are contained in a facility directive describing designator to the call sign. State only the call sign “Air the specific conditions and positions that may utilize Force One/Two” regardless of the type aircraft.

an abbreviated interphone message format; and 2. There will be no possibility of misunder- standing which positions are using the abbreviated 2−4−15. EMPHASIS FOR CLARITY procedures.

Emphasize appropriate digits, letters, or similar sounding words to aid in distinguishing between 2−4−13. INTERPHONE MESSAGE similar sounding aircraft identifications.

TERMINATION Additionally: Terminate interphone messages with your operating a. Notify each pilot concerned when communicat- initials.

ing with aircraft having similar sounding identifications.

2−4−14. WORDS AND PHRASES EXAMPLE− a. Use the words or phrases in radiotelephone and “United Thirty−one United, Miami Center, U.S. Air interphone communication as contained in the P/CG Thirty−one is also on this frequency, acknowledge.” or, within areas where Controller Pilot Data Link Communications (CPDLC) is in use, the phraseology “U.S. Air Thirty−one U.S. Air, Miami Center, United contained in the applicable CPDLC message set. Thirty−one is also on this frequency, acknowledge.” REFERENCE− b. The word “heavy” must be used as part of the FAAO JO 7110.65, Para 2−4−20 , Aircraft Identification.

identification of heavy jet aircraft as follows: FAAO JO 7210.3, Para 2−1−13, Aircraft Identification Problems.

TERMINAL. In all communications with or about b. Notify the operations supervisor−in-charge of heavy jet aircraft.

any duplicate flight identification numbers or phonetically similar-sounding call signs when the EN ROUTE. The use of the word heavy may be aircraft are operating simultaneously within the same omitted except as follows: sector.

1. In communications with a terminal facility REFERENCE− about heavy jet operations.

FAAO JO 7210.3, Para 2−1−13, Aircraft Identification Problems.

2. In communications with or about heavy jet NOTE− aircraft with regard to an airport where the en route This is especially important when this occurs on a center is providing approach control service. repetitive, rather than an isolated, basis.

Radio and Interphone Communications 2−4−4 JO 7110.65U 2/9/12 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 JO 7110.65U 2/9/12 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 must 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 360 degrees to indicate a north heading.

4. Abbreviated time. The separate digits of the minutes only.

EXAMPLE− EXAMPLE− Heading Statement Time Statement 5 degrees “Heading zero zero five.” 1415 “One five.” 30 degrees “Heading zero three zero.” 1420 “Two zero.” 360 degrees “Heading three six zero.” Radio and Interphone Communications 2−4−6 JO 7110.65U 2/9/12 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−Schannel 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 7110.65U 2/9/12 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 must be e. When calling or replying on an interphone line restated after the flight number of the aircraft involved.

which connects only two non−VSCS equipped EXAMPLE− facilities, you may omit the facility name.

“American Five Twenty−One American.” EXAMPLE− “Commuter Six Eleven Commuter.” “Bradford High, Handoff.” “General Motors Thirty−Seven General Motors.” f. FAA flight service stations. State the name of the REFERENCE− 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 JO 7110.65U 2/9/12 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, para 2−1−13, Aircraft followed by the word “One.” Identification Problems, will apply.

Radio and Interphone Communications 2−4−9 JO 7110.65U 2/9/12 EXAMPLE− (a) Department of Energy flights. State the “Air Force One.” letters “R−A−C” (use phonetic alphabet equivalents) “Army One.” followed by the last 4 separate digits of the aircraft “Marine One.” registration number.

(b) When the President is aboard a civil EXAMPLE− aircraft, state the words “Executive One.” “Romeo Alfa Charlie One Six Five Three.” (b) Flight Inspection of navigational aids.

(c) When a member of the President’s family State the call sign “FLIGHT CHECK” followed by is aboard any aircraft, if the U.S. Secret Service or the the digits of the registration number.

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

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

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

Service or the White House Staff determines it is EXAMPLE− necessary, state the words “Executive Two Foxtrot.” “Stationair F−L−R−B.” REFERENCE− “C−F−L−R−B.” FAAO JO 7110.65, Para 2−1−4 , Operational Priority.

NOTE− 9. DOT and FAA flights. The following Letters may be spoken individually or phonetically.

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

Secretary of Transportation, FAA Administrator or FAA Deputy Administrator have a requirement to EXAMPLE− “Air France F−L−R−L−G.” identify themselves. (See TBL 2−4−2.)

3. The flight number in group form, or you may TBL 2−4−2 use separate digits if that is the format used by the DOT and FAA Alphanumeric Identifiers pilot.

and Call Signs EXAMPLE− Official Identifier Call Sign “Scandinavian Sixty−eight.” Secretary of Transportation DOT−1 Transport−1 “Scandinavian Six Eight.” Deputy Secretary of DOT−2 Transport−2 4. Foreign Military. Except for military Transportation services identified in FAA Order JO 7340.2, Administrator, FAA−1 Safeair−1 Contractions, the name of the country and the military Federal Aviation Administration service followed by the separate digits or letters of the Deputy Administrator, FAA−2 Safeair−2 registration or call sign. For military services listed Federal Aviation Administration in FAA Order JO 7340.2, the approved telephony 10. Other Special Flights. followed by the separate digits of the serial number.

Radio and Interphone Communications 2−4−10 JO 7110.65U 2/9/12 EXAMPLE− c. General Aviation and Air Taxi: “Canforce Five Six Two Seven.” 1. Manufacturer’s model, or designator.

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

2−4−21. DESCRIPTION OF AIRCRAFT TYPES EXAMPLE− “Tri−Pacer .” Except for heavy aircraft, describe aircraft as follows “P A Twenty−T wo.” when issuing traffic information.

“Cessna Four−Oh−One.” “Blue and white King Air.” a. Military: “Airliner.” “Sikorsky S−Seventy−Six.” 1. Military designator, with numbers spoken in group form, or d. When issuing traffic information to aircraft following a heavy jet, specify the word “heavy” 2. Service and type, or before the manufacturer’s name and model.

3. Type only if no confusion or misidentifica- EXAMPLE− tion is likely.

“Heavy L−Ten−Eleven.” “Heavy C−Five.” b. Air Carrier: “Heavy Boeing Seven Forty−Seven.” 1. Manufacturer’s model or designator.

REFERENCE− 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−T en−Eleven.” may be dropped when referring to airspace in “American MD−Eighty. Seven Thirty−Seven.” “Boeing Seven Fifty−Seven.” pilot/controller communications.

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

JO 7110.65U 2/9/12

Section 5. Route and NAVAID Description

2−5−1. AIR TRAFFIC SERVICE (ATS) 2. Low Altitude − State the letter of the route ROUTES phonetically, followed by the number of the route in group form.

Describe ATS routes as follows: EXAMPLE− a. VOR/VORTAC/TACAN airways or jet routes.

“Tango Two Ten.” State the word “Victor” or the letter “J” followed by the number of the airway or route in group form.

2−5−2. NAVAID TERMS EXAMPLE− a. Describe NAVAIDs as follows: “Victor Twelve.” “J Five Thirty−Three.” 1. State the name or phonetic alphabet equival- ent (location identifier) of a NAVAID when using it b. VOR/VORTAC/TACAN alternate airways.

in a routing.

State the word “Victor” followed by the number of the airway in group form and the alternate direction.

EXAMPLE− “V6 Victor Whiskey Victor (Waterville) V45 Jackson” EXAMPLE− “Victor Twelve South.” 2. When utilized as the clearance limit, state the name of the NAVAID followed by the type of c. Colored/L/MF airways. State the color of the NAVAID if the type is known.

airway followed by the number in group form.

PHRASEOLOGY− EXAMPLE− CLEARED TO (NAVAID name and type) “Blue Eighty−One.” EXAMPLE− d. Named Routes. State the words “North “Cleared to Grand Rapids VOR” American Route” or “Bahama Route” followed by b. Describe radials, arcs, courses, bearings, and the number of the route in group form.

quadrants of NAVAIDs as follows: EXAMPLE− “North American Route Sixty−Seven Bravo.” 1. VOR/VORTAC/TACAN/MLS/GPS Way- “Bahama Route Fifty−Five Victor.” point. State the name of the NAVAID or GPS Waypoint followed by the separate digits of the e. Air Traffic Service (ATS) routes. State the radial/azimuth/bearing (omitting the word “de- letter(s) of the route phonetically, followed by the grees”) and the word “radial/azimuth/bearing.” number of the route in group form.

EXAMPLE− EXAMPLE− “Appleton Zero Five Zero Radial.” “Romeo Twenty.” “Lindburg Runway Two Seven M−L−S, Two Six Zero “Alfa Fifty.” Azimuth.” “Golf Sixty−one.” “Alfa Seven Hundred.” 2. Arcs about VOR-DME/VORTAC/TACAN/ MLS NAVAIDs. State the distance in miles from the f. Military Training Routes (MTRs). State the NAVAID followed by the words “mile arc,” the letters “I−R” or “V−R” followed by the number of the direction from the NAVAID in terms of the eight route in group form.

principal points of the compass, the word “of,” and EXAMPLE− the name of the NAVAID.

“I−R Five Thirty−one.” “V−R Fifty−two.” EXAMPLE− “Two Zero mile arc southwest of O’Hare Runway Two g. Published RNAV routes.

Seven Left M−L−S.” 1. High Altitude − State the letter “Q” followed 3. Quadrant within a radius of NAVAID. State by the route number in group form.

direction from NAVAID in terms of the quadrant; e.g., NE, SE, SW, NW, followed by the distance in EXAMPLE− miles from the NAVAID.

“Q One Forty−five.” Route and NAVAID Description 2−5−1 JO 7110.65U 2/9/12 EXAMPLE− increment in single digit or group form, and the “Cleared to fly northeast quadrant of Phillipsburg longitude increment.

VORTAC within Four Zero mile radius.” EXAMPLE− REFERENCE− “Kilo Delta Three Four Uniform.” FAAO JO 7110.65, Para 4−4−1 , Route Use.

“Kilo Delta Thirty Four Uniform.” P/CG Term− Quadrant.

4. Nondirectional beacons. State the course to 2−5−3. NAVAID FIXES or the bearing from the radio beacon, omitting the Describe fixes determined by reference to a word “degree,” followed by the words “course to” or radial/localizer/azimuth and distance from a “bearing from,” the name of the radio beacon, and the VOR-DME/VORTAC/TACAN/ILS-DME or MLS words “radio beacon.” as follows: EXAMPLE− a. When a fix is not named, state the name of the “Three Four Zero bearing from Randolph Radio Beacon.” NAVAID followed by a specified radial/localizer/ 5. MLS. State the azimuth to or azimuth from azimuth, and state the distance in miles followed by the MLS, omitting the word “degree” followed by the the phrase “mile fix.” words “azimuth to” or “azimuth from,” the name of EXAMPLE− the MLS, and the term MLS.

“Appleton Zero Five Zero radial Three Seven mile fix.” “Reno localizer back course Four mile fix.” EXAMPLE− “Hobby Runway One Two M−L−S Zero Niner Zero azimuth “Two Six Zero azimuth to Linburgh Runway Two Seven One Two mile fix.” MLS.” b. When a fix is charted on a SID, STAR, en route 6. Navigation Reference System (NRS) Waypo- chart, or approach plate, state the name of the fix.

int. State the single letter corresponding to the ICAO Flight Information Region (FIR) identifier, followed c. Use specific terms to describe a fix. Do not use by the letter corresponding to the FIR subset (ARTCC expressions such as “passing Victor Twelve” or area for the conterminous U.S.), the latitude “passing J Eleven.” Route and NAVAID Description 2−5−2

JO 7110.65U 2/9/12

Section 6. Weather Information

2−6−1. FAMILIARIZATION your sector or airspace under your jurisdiction, are out of service.

Become familiar with pertinent weather information PHRASEOLOGY− when coming on duty, and stay aware of current ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER weather information needed to perform ATC duties.

INFORMATION FOR (geographical area) AVAILABLE FROM FLIGHT WATCH OR FLIGHT SERVICE.

2−6−2. HAZARDOUS INFLIGHT WEATHER c. Terminal facilities have the option to limit ADVISORY SERVICE (HIWAS) hazardous weather information broadcasts as fol- lows: Tower cab and approach control facilities may Controllers must advise pilots of hazardous weather opt to broadcast hazardous weather information alerts that may impact operations within 150 NM of their only when any part of the area described is within sector or area of jurisdiction. Hazardous weather 50 NM of the airspace under their jurisdiction.

information contained in HIWAS broadcasts includes REFERENCE− Airmen’s Meteorological Information (AIRMET), AIM, Chapter 7, Section 1, Meteorology, Para 7−1−5 through Significant Meteorological Information (SIGMET), Para 7−1−9.

Convective SIGMET (WST), Urgent Pilot Weather Reports (UUA), and Center Weather Advisories 2−6−3. PIREP INFORMATION (CWA). Facilities must review alert messages to Significant PIREP information includes reports of determine the geographical area and operational strong frontal activity, squall lines, thunderstorms, impact for hazardous weather information broad- light to severe icing, wind shear and turbulence casts. The broadcast is not required if aircraft on your (including clear air turbulence) of moderate or greater frequency(s) will not be affected.

intensity, volcanic eruptions and volcanic ash clouds, a. Controllers within commissioned HIWAS areas and other conditions pertinent to flight safety.

must broadcast a HIWAS alert on all frequencies, REFERENCE− except emergency frequency, upon receipt of FAAO JO 7110.65, Para 3−1−8 , Low Level Wind Shear/Microburst Advisories.

hazardous weather information. Controllers are FAAO JO 7210.3, Para 6−3−1, Handling of SIGMETs, CWAs, and required to disseminate data based on the operational PIREPs.

AIM, Para 7−5−9, Flight Operations in Volcanic Ash.

impact on the sector or area of control jurisdiction.

FAAO JO 7210.3, Para 10−3−1, SIGMET and PIREP Handling.

NOTE− a. Solicit PIREPs when requested or when one of The inclusion of the type and number of weather advisory the following conditions exists or is forecast for your responsible for the HIWAS advisory is optional.

area of jurisdiction: PHRASEOLOGY− 1. Ceilings at or below 5,000 feet. These ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER INFORMATION (SIGMET, Convective SIGMET, PIREPs must include cloud base/top reports when AIRMET, Urgent Pilot Weather Report (UUA), or Center feasible.

Weather Advisory (CWA), Number or Numbers) FOR TERMINAL. Ensure that at least one descent/climb- (geographical area) AVAILABLE ON HIWAS, FLIGHT out PIREP, including cloud base/s, top/s, and other WATCH, OR FLIGHT SERVICE FREQUENCIES.

related phenomena, is obtained each hour.

b. Controllers outside of commissioned HIWAS EN ROUTE. When providing approach control areas must: services, the requirements stated in TERMINAL 1. Advise pilots of the availability of hazardous above apply.

weather advisories. Pilots requesting additional 2. Visibility (surface or aloft) at or less than information should be directed to contact the nearest 5 miles.

Flight Watch or Flight Service.

3. Thunderstorms and related phenomena.

2. Apply the same procedure when HIWAS outlets, or outlets with radio coverage extending into 4. Turbulence of moderate degree or greater.

Weather Information 2−6−1 JO 7110.65U 2/9/12 5. Icing of light degree or greater. 2. EN ROUTE. Relay all operationally signifi- cant PIREPs to the facility weather coordinator.

6. Wind shear.

3. TERMINAL. Relay all operationally signifi- 7. Volcanic ash clouds.

cant PIREPs to: NOTE− Pilots may forward PIREPs regarding volcanic activity (a) The appropriate intrafacility positions.

using the format described in the Volcanic Activity (b) The FSS serving the area in which the Reporting Form (VAR) as depicted in the AIM, Appendix 2.

report was obtained.

8. TERMINAL. Braking Action Advisories are in effect. NOTE− The FSS is responsible for long line dissemination.

REFERENCE− FAAO JO 7110.65, Para 3−3−5 , Braking Action Advisories.

(c) Other concerned terminal or en route ATC P/CG Term− Braking Action Advisories.

facilities, including non−FAA facilities.

b. Record with the PIREPs: (d) Use the word gain and/or loss when 1. Time.

describing to pilots the effects of wind shear on 2. Aircraft position.

airspeed.

3. Type aircraft.

EXAMPLE− “Delta Seven Twenty−one, a Boeing Seven Twenty−seven, 4. Altitude.

previously reported wind shear, loss of Two Five knots at 5. When the PIREP involves icing include: Four Hundred feet.” (a) Icing type and intensity.

“U.S. Air Seventy−six, a D−C Niner, previously reported wind shear, gain of Twenty−Five knots between Niner Hun- (b) Air temperature in which icing is dred and Six Hundred feet, followed by a loss of Five Zero occurring.

knots between Five Hundred feet and the surface.” c. Obtain PIREPs directly from the pilot, or if the REFERENCE− PIREP has been requested by another facility, you AIM, Para 7−1−24, Wind Shear PIREPs.

may instruct the pilot to deliver it directly to that facility.

2−6−4. WEATHER AND CHAFF SERVICES PHRASEOLOGY− REQUEST/SAY FLIGHT CONDITIONS.

a. Issue pertinent information on observed/ reported weather and chaff areas. When requested by Or if appropriate, the pilot, provide radar navigational guidance and/or approve deviations around weather or chaff areas.

REQUEST/SAY (specific conditions; i.e., ride, cloud, visibility, etc.) CONDITIONS.

1. Issue weather and chaff information by defining the area of coverage in terms of azimuth (by If necessary, referring to the 12−hour clock) and distance from the aircraft or by indicating the general width of the area OVER (fix), and the area of coverage in terms of fixes or distance and direction from fixes.

or PHRASEOLOGY− ALONG PRESENT ROUTE, WEATHER/CHAFF AREA BETWEEN (number)O’CLOCK AND (number) O’CLOCK or (number) MILES, BETWEEN (fix) AND (fix).

or d. Handle PIREPs as follows: (number) MILE BAND OF WEATHER/CHAFF FROM 1. Relay pertinent PIREP information to (fix or number of miles and direction from fix) TO (fix or concerned aircraft in a timely manner.

number of miles and direction from fix).

Weather Information 2−6−2 JO 7110.65U 2/9/12 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). AREA IS (number) MILES IN DIAMETER.

FLY HEADING (heading), EXAMPLE− 1. “Area of extreme precipitation between eleven o’clock or and one o’clock, one zero miles moving east at two zero knots, tops flight level three niner zero.” PROCEED DIRECT (name of NAVAID).

2. “Area of heavy precipitation between ten o’clock and b. In areas of significant weather, plan ahead and two o’clock, one five miles. Area is two five miles in be prepared to suggest, upon pilot request, the use of diameter.” alternative routes/altitudes.

3. “Area of heavy to extreme precipitation between ten o’clock and two o’clock, one five miles. Area is two five PHRASEOLOGY− miles in diameter.” DEVIATION APPROVED, (restrictions if necessary), 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, PHRASEOLOGY− or AREA OF PRECIPITATION BETWEEN (number) FLY HEADING (heading), O’CLOCK AND (number) O’CLOCK, (number) MILES.

or MOVING (direction) AT (number) KNOTS, TOPS PROCEED DIRECT (name of NAVAID).

(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, “Area of precipitation between one o’clock and three embedded thunderstorms, large hail, wind shear, o’clock, three five miles moving south at one five knots, tops microbursts, moderate to extreme turbulence (including flight level three three zero. Area is three zero miles in CAT), and light to severe icing.

diameter, intensity unknown.” REFERENCE− NOTE− AIM, Para 7−1−14, ATC Inflight Weather Avoidance Assistance.

Phraseology using precipitation intensity descriptions is 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.

d. Use the term “precipitation” when describing f. EN ROUTE. When issuing Air Route Surveil- radar−derived weather. Issue the precipitation lance Radar (ARSR) precipitation intensity use the intensity from the lowest descriptor (LIGHT) to the following: highest descriptor (EXTREME) when that informa- 1. Describe the lowest displayable precipitation tion is available. Do not use the word “turbulence” in intensity as MODERATE.

describing radar−derived weather.

2. Describe the highest displayable precipita- 1. LIGHT.

tion intensity as HEAVY to EXTREME.

PHRASEOLOGY− 2. MODERATE.

AREA OF (Intensity) PRECIPITATION BETWEEN (number) O’CLOCK and (number) O’CLOCK, (number) 3. HEAVY.

MILES, MOVING (direction) AT (number) KNOTS, TOPS 4. EXTREME.

(altitude). AREA IS (number) MILES IN DIAMETER.

Weather Information 2−6−3 JO 7110.65U 2/9/12 EXAMPLE− 3. Notify the weather observer when the tower 1. “Area of moderate precipitation between ten o’clock observes the prevailing visibility decrease to less than and one o’clock, three zero miles moving east at two zero 4 miles or increase to 4 miles or more.

knots, tops flight level three seven zero.

b. Forward current weather changes to the 2. “Area of moderate precipitation between ten o’clock appropriate control facility as follows: and three o’clock, two zero miles. Area is two five miles in 1. When the official weather changes to a 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 must 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 weather observations during the time that weather h. The supervisory traffic management conditions are below 1,000−foot ceiling or the coordinator−in−charge/operations supervisor/ highest circling minimum, whichever is greater, or controller−in−charge must verify the digitized radar less than 3 miles visibility.

weather information by the best means available (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 en route descents are routinely conducted must also as questionable or erroneous. Errors in weather radar report the conditions to the ARTCC even if it is not the presentation must be reported to the technical opera- controlling facility.

tions technician and the air traffic supervisor must d. If the receiving facility informs you that determine if the digitized radar derived weather data weather reports are not required for a specific time is to be displayed and a NOTAM distributed.

period, discontinue the reports. The time period NOTE− specified should not exceed the duration of the Anomalous propagation (AP) is a natural occurrence receiving controller’s tour of duty.

affecting radar and does not in itself constitute a weather e. EN ROUTE. When you determine that weather circuit failure.

reports for an airport will not be required for a specific time period, inform the FSS or tower of this determination. The time period specified should not 2−6−5. CALM WIND CONDITIONS exceed the duration of receiving controller’s tour of TERMINAL. Describe the wind as calm when the duty.

wind velocity is less than three knots.

REFERENCE− FAAO JO 7110.65, Para 3−10−2 , Forwarding Approach Information REFERENCE− by Nonapproach Control Facilities.

FAAO JO 7110.65, Para 3−5−3 , Tailwind Components.

FAAO JO 7110.65, Para 3−10−4 , Intersecting Runway Separation.

2−6−7. DISSEMINATING WEATHER INFORMATION 2−6−6. REPORTING WEATHER TERMINAL. Observed elements of weather informa- CONDITIONS tion must be disseminated as follows: a. When the prevailing visibility at the usual point a. General weather information, such as “large of observation, or at the tower level, is less than breaks in the overcast,” “visibility lowering to the 4 miles, tower personnel must take prevailing south,” or similar statements which do not include visibility observations and apply the observations as specific values, and any elements derived directly follows: from instruments, pilots, or radar may be transmitted to pilots or other ATC facilities without consulting the 1. Use the lower of the two observations (tower weather reporting station.

or surface) for aircraft operations.

b. Specific values, such as ceiling and visibility, 2. Forward tower visibility observations to the may be transmitted if obtained by one of the weather observer. following means: Weather Information 2−6−4 JO 7110.65U 2/9/12 1. You are properly certificated and acting as 3. The weather report was composed or verified official weather observer for the elements being by the weather station.

reported.

4. The information is obtained from an official Automated Weather Observation System (AWOS) or NOTE− an Automated Surface Observation System (ASOS).

USAF controllers do not serve as official weather observers.

c. Differences between weather elements observed from the tower and those reported by the 2. You have obtained the information from the weather station must be reported to the official official observer for the elements being reported. observer for the element concerned.

Weather Information 2−6−5

JO 7110.65U 2/9/12

Section 7. Altimeter Settings

him/her to choose a more advantageous setting within the 2−7−1. CURRENT SETTINGS limitations of 14 CFR Section 91.121.

a. Current altimeter settings must be obtained 2. TERMINAL. To all departures. Unless spe- from direct-reading instruments or directly from cifically requested by the pilot, the altimeter setting weather reporting stations.

need not be issued to local aircraft operators who have REFERENCE− requested this omission in writing or to scheduled air FAAO JO 7210.3, Chapter 2, Section 10, Wind/Altimeter Information.

carriers.

b. If a pilot requests the altimeter setting in REFERENCE− millibars, ask the nearest weather reporting station FAAO JO 7110.65, Para 3−9−1 , Departure Information.

for the equivalent millibar setting.

3. TERMINAL. To arriving aircraft on initial c. USAF/USA. Use the term “Estimated Altim- contact or as soon as possible thereafter. The tower eter” for altimeter settings reported or received as may omit the altimeter if the aircraft is sequenced or estimated.

vectored to the airport by the approach control having jurisdiction at that facility.

REFERENCE− FAAO JO 7110.65, Para 3−9−1 , Departure Information.

REFERENCE− FAAO JO 7110.65, Para 3−10−1 , Landing Information.

FAAO JO 7110.65, Para 4−7−10 , Approach Information.

FAAO JO 7110.65, Para 4−7−10 , Approach Information.

FAAO JO 7110.65, Para 5−10−2 , Approach Information.

4. EN ROUTE. For the destination airport to 2−7−2. ALTIMETER SETTING ISSUANCE arriving aircraft, approximately 50 miles from the BELOW LOWEST USABLE FL destination, if an approach control facility does not serve the airport.

a. TERMINAL. Identify the source of an altimeter setting when issued for a location other than the 5. In addition to the altimeter setting provided aircraft’s departure or destination airport.

on initial contact, issue changes in altimeter setting to aircraft executing a nonprecision instrument b. EN ROUTE. Identify the source of all altimeter approach as frequently as practical when the official settings when issued.

weather report includes the remarks “pressure falling PHRASEOLOGY− rapidly.” (If the altimeter is one hour old or less), THE (facility name) ALTIMETER (setting).

d. If the altimeter setting must be obtained by the pilot of an arriving aircraft from another source, or instruct the pilot to obtain the altimeter setting from that source.

(If the altimeter is more than one hour old), NOTE− THE (facility name) ALTIMETER (setting) MORE THAN 1. The destination altimeter setting, whether from a local ONE HOUR OLD.

or remote source, is the setting upon which the instrument c. Issue the altimeter setting: approach is predicated.

1. To en route aircraft at least one time while 2. Approach charts for many locations specify the source of altimeter settings as non−FAA facilities, such as operating in your area of jurisdiction. Issue the setting UNICOMs.

for the nearest reporting station along the aircraft’s route of flight: e. When issuing clearance to descend below the lowest usable flight level, advise the pilot of the NOTE− 14 CFR Section 91.121(1) requires that the pilot set his/her altimeter setting of the weather reporting station altimeter to the setting of a station along his/her route of nearest the point the aircraft will descend below that flight within 100 miles of the aircraft if one is available.

flight level.

However, issuance of the setting of an adjacent station f. Department of Defense (DOD) aircraft which during periods that a steep gradient exists will serve to operate on “single altimeter settings” (CFR Exemp- inform the pilot of the difference between the setting he/she tion 2861A) must be issued altimeter settings in is using and the pressure in the local area and better enable Altimeter Settings 2−7−1 JO 7110.65U 2/9/12 NOTE− accordance with standard procedures while the 1. Aircraft with Mode C altitude reporting will be aircraft are en route to and from their restricted areas, displayed on the controller’s radar scope with a uniform MOAs, and ATC assigned airspace areas.

altitude offset above the assigned altitude. With an actual g. When the barometric pressure is greater than altimeter of 31.28 inches Hg, the Mode C equipped aircraft 31.00 inches Hg., issue the altimeter setting and: will show 3,300 feet when assigned 3,000 feet. This will 1. En Route/Arrivals. Advise pilots to remain occur unless local directives authorize entering the altimeter setting 31.00 into the computer system regardless set on altimeter 31.00 until reaching final approach of the actual barometric pressure.

segment.

2. Flight Standards will implement high barometric 2. Departures. Advise pilots to set altimeter pressure procedures by NOTAM defining the geographic 31.00 prior to reaching any mandatory/crossing area affected.

altitude or 1,500 feet AGL, whichever is lower.

3. Airports unable to accurately measure barometric PHRASEOLOGY− pressures above 31.00 inches Hg. will report the ALTIMETER, THREE ONE TWO FIVE, SET THREE ONE barometric pressure as “missing” or “in excess of ZERO ZERO UNTIL REACHING THE FINAL 31.00 inches of Hg.” Flight operations to or from those APPROACH FIX.

airports are restricted to VFR weather conditions.

or REFERENCE− AIM, Para 7−2−2, Procedures.

FAAO JO 7110.65, Para 3−10−1 , Landing Information.

ALTIMETER, THREE ONE ONE ZERO, SET THREE ONE ZERO ZERO PRIOR TO REACHING ONE THOUSAND THREE HUNDRED.

Altimeter Settings 2−7−2

JO 7110.65U 2/9/12

Section 8. Runway Visibility Reporting− Terminal

2−8−1. FURNISH RVR/RVV VALUES not representative of the associated runway, the data must not be used.

Where RVR or RVV equipment is operational, irrespective of subsequent operation or nonoperation b. Issue both mid-point and roll-out RVR when the of navigational or visual aids for the application of value of either is less than 2,000 feet and the RVR/RVV as a takeoff or landing minima, furnish the touchdown RVR is greater than the mid−point or values for the runway in use in accordance with roll−out RVR.

para 2−8−3, Terminology.

c. Local control must issue the current RVR/RVV NOTE− to each aircraft prior to landing or departure in Readout capability of different type/model RVR equipment accordance with subparas a and b.

varies. For example, older equipment minimum readout value is 600 feet. Newer equipment may have minimum readout capability as low as 100 feet. Readout value 2−8−3. TERMINOLOGY increments also may differ. Older equipment have a. Provide RVR/RVV information by stating the minimum readout increments of 200 feet. New equipment runway, the abbreviation RVR/RVV, and the increments below 800 feet are 100 feet.

indicated value. When issued along with other REFERENCE− FAAO 6560.10, Runway Visual Range (RVR). weather elements, transmit these values in the normal FAAO 6750.24, Instrument Landing System (ILS) and Ancillary sequence used for weather reporting.

Electronic Component Configuration & Perf. Req.

EXAMPLE− “Runway One Four RVR Two Thousand Four Hundred.” 2−8−2. ARRIVAL/DEPARTURE RUNWAY VISIBILITY “Runway Three Two RVV Three Quarters.” a. Issue current touchdown RVR/RVV for the b. When two or more RVR systems serve the runway(s) in use: runway in use, report the indicated values for the 1. When prevailing visibility is 1 mile or less different systems in terms of touchdown, mid, and regardless of the value indicated. rollout as appropriate.

EXAMPLE− 2. When RVR/RVV indicates a reportable value “Runway Two Two Left RVR Two Thousand, rollout regardless of the prevailing visibility.

One Thousand Eight Hundred.” NOTE− Reportable values are: RVR 6,000 feet or less; “Runway Two Seven Right RVR One Thousand, RVV 1 / miles or less.

mid Eight Hundred, rollout Six Hundred.” 3. When it is determined from a reliable source c. When there is a requirement to issue an RVR or that the indicated RVR value differs by more than RVV value and a visibility condition greater or less 400 feet from the actual conditions within the area of than the reportable values of the equipment is the transmissometer, the RVR data is not acceptable indicated, state the condition as “MORE THAN” or and must not be reported.

“LESS THAN” the appropriate minimum or NOTE− maximum readable value.

A reliable source is considered to be a certified weather EXAMPLE− observer, automated weather observing system, air traffic “Runway Three Six RVR more than Six Thousand.” controller, flight service specialist, or pilot.

4. When the observer has reliable reports, or has “Runway Niner RVR One Thousand, rollout less than otherwise determined that the instrument values are Six Hundred.” Runway Visibility Reporting− Terminal 2−8−1 JO 7110.65U 2/9/12 EXAMPLE− d. When a readout indicates a rapidly varying “Runway Two Four RVR Two Thousand, variable visibility condition (1,000 feet or more for RVR; one One Thousand Six Hundred to Three Thousand.” or more reportable values for RVV), report the current value followed by the range of visibility “Runway Three One RVV Three-quarters, variable variance.

One-quarter to One.” REFERENCE− FAAO JO 7110.65, Para 2−8−1 , Furnish RVR/RVV Values.

Runway Visibility Reporting− Terminal 2−8−2

JO 7110.65U 2/9/12

Section 9. Automatic Terminal Information

Service Procedures

2−9−1. APPLICATION 1. Upon receipt of any new official weather regardless of whether there is or is not a change in Use the ATIS, where available, to provide advance values.

noncontrol airport/terminal area and meteorological 2. When runway braking action reports are information to aircraft.

received that indicate runway braking is worse than a. Identify each ATIS message by a phonetic letter that which is included in the current ATIS broadcast.

code word at both the beginning and the end of the 3. When there is a change in any other pertinent message. Automated systems will have the phonetic data, such as runway change, instrument approach in letter code automatically appended. Exceptions may use, new or canceled NOTAMs/PIREPs/HIWAS be made where omissions are required because of update, etc.

special programs or equipment.

b. When a pilot acknowledges that he/she has 1. Each alphabet letter phonetic word must be received the ATIS broadcast, controllers may omit used sequentially, except as authorized in subpara a2, those items contained in the broadcasts if they are beginning with “Alpha,” ending with “Zulu,” and current. Rapidly changing conditions will be issued repeated without regard to the beginning of a new by ATC, and the ATIS will contain the following: day. Identify the first resumed broadcast message EXAMPLE− with “Alpha” or the first assigned alphabet letter “Latest ceiling/visibility/altimeter/wind/(other condi- word in the event of a broadcast interruption of more tions) will be issued by approach control/tower.” than 12 hours.

c. Broadcast on all appropriate frequencies to 2. Specific sequential portions of the alphabet advise aircraft of a change in the ATIS code/message.

may be assigned between facilities or an arrival and d. Controllers must ensure that pilots receive the departure ATIS when designated by a letter of agreement or facility directive. most current pertinent information. Ask the pilot to confirm receipt of the current ATIS information if the REFERENCE− pilot does not initially state the appropriate ATIS FAAO JO 7210.3, Para 10−4−1, Automatic Terminal Information Service (ATIS).

code. Controllers must ensure that changes to pertinent operational information is provided after b. The ATIS recording must be reviewed for the initial confirmation of ATIS information is completeness, accuracy, speech rate, and proper established. Issue the current weather, runway in use, enunciation before being transmitted.

approach information, and pertinent NOTAMs to c. Arrival and departure messages, when broad- pilots who are unable to receive the ATIS.

cast separately, need only contain information EXAMPLE− appropriate for that operation.

“Verify you have information ALPHA.” “Information BRAVO now current, visibility three miles.” 2−9−2. OPERATING PROCEDURES “Information CHARLIE now current, Ceiling 1500 Maintain an ATIS message that reflects the most Broken.” current arrival and departure information.

a. Make a new recording when any of the “Information CHARLIE now current, advise when you following occur: have CHARLIE.” Automatic Terminal Information Service Procedures 2−9−1 JO 7110.65U 2/9/12 PHRASEOLOGY− 2−9−3. CONTENT UNAUTHORIZED LASER ILLUMINATION EVENT, (UTC time), (location), (altitude), (color), (direction).

Include the following in ATIS broadcast as appropriate: EXAMPLE− UNAUTHORIZED LASER ILLUMINATION EVENT, AT a. Airport/facility name, phonetic letter code, time 0100z, 8 MILE FINAL RUNWAY 18R AT 3,000 FEET, of weather sequence (UTC). Weather information GREEN LASER FROM THE SOUTHWEST.

consisting of wind direction and velocity, visibility, REFERENCE− FAAO JO 7110.65, Para 10−2−14 , Unauthorized Laser Illumination of obstructions to vision, present weather, sky condi- Aircraft.

tion, temperature, dew point, altimeter, a density FAAO JO 7210.3, Para 2−1−27, Reporting Unauthorized Laser Illumination of Aircraft.

altitude advisory when appropriate and other pertinent remarks included in the official weather d. The ceiling/sky condition, visibility, and observation. Wind direction, velocity, and altimeter obstructions to vision may be omitted if the ceiling is must be reported from certified direct reading above 5,000 feet and the visibility is more than instruments. Temperature and dew point should be 5 miles.

reported from certified direct reading sensors when EXAMPLE− available. Always include weather observation A remark may be made, “The weather is better than remarks of lightning, cumulonimbus, and towering five thousand and five.” cumulus clouds.

e. Instrument/visual approach/s in use. Specify landing runway/s unless the runway is that to which NOTE− the instrument approach is made.

ASOS/AWOS is to be considered the primary source of wind direction, velocity, and altimeter data for weather f. Departure runway/s (to be given only if different observation purposes at those locations that are so from landing runway/s or in the instance of a equipped. The ASOS Operator Interface Device (OID) “departure only” ATIS).

displays the magnetic wind as “MAG WND” in the g. Taxiway closures which affect the entrance or auxiliary data location in the lower left−hand portion of the screen. Other OID displayed winds are true and are not to exit of active runways, other closures which impact be used for operational purposes. airport operations, other NOTAMs and PIREPs pertinent to operations in the terminal area. Inform b. Man−Portable Air Defense Systems pilots of where hazardous weather is occurring and (MANPADS) alert and advisory. Specify the nature how the information may be obtained. Include and location of threat or incident, whether reported or available information of known bird activity.

observed and by whom, time (if known), and REFERENCE− notification to pilots to advise ATC if they need to FAAO JO 7110.65, Para 2−1−22 , Bird Activity Information.

divert.

h. When a runway length has been temporarily or permanently shortened, ensure that the word EXAMPLE− “WARNING” prefaces the runway number, and that 1. “MANPADS alert. Exercise extreme caution.

the word “shortened” is also included in the text of the MANPADS threat reported by TSA, Chicago area.” “Advise on initial contact if you want to divert.” message.

1. Available runway length, as stated in the 2. “MANPADS alert. Exercise extreme caution.

NOTAM, must be included in the ATIS broadcast.

MANPADS attack observed by tower one−half mile northwest of airfield at one−two−five−zero Zulu.” “Advise This information must be broadcast for the duration on initial contact if you want to divert.” of the construction project.

REFERENCE− 2. For permanently shortened runways, facilit- FAAO JO 7110.65, Para 10−2−13 , MANPADS Alert.

ies must continue to broadcast this information for a FAAO JO 7210.3, Para 2−1−9, Handling MANPADS Incidents.

minimum of 30 days or until the Airport/Facility c. Terminal facilities must include reported Directory (A/FD) has been updated, whichever is unauthorized laser illumination events on the ATIS longer.

broadcast for one hour following the last report.

PHRASEOLOGY− Include the time, location, altitude, color, and WARNING, RUNWAY (number) HAS BEEN direction of the laser as reported by the pilot.

SHORTENED, (length in feet) FEET AVAILABLE.

Automatic Terminal Information Service Procedures 2−9−2 JO 7110.65U 2/9/12 EXAMPLE− ted by pilots or is detected on a wind shear detection “Warning, Runway One-Zero has been shortened, system.

niner-thousand eight hundred and fifty feet available.” REFERENCE− FAAO JO 7110.65, Para 3−1−8 , Low Level Wind Shear/Microburst i. Runway braking action or friction reports when Advisories.

provided. Include the time of the report and a word l. A statement which advises the pilot to read back describing the cause of the runway friction problem.

instructions to hold short of a runway. The air traffic manager may elect to remove this requirement PHRASEOLOGY− 60 days after implementation provided that removing RUNWAY (number) MU (first value, second value, third value) AT (time), (cause). the statement from the ATIS does not result in increased requests from aircraft for read back of hold EXAMPLE− short instructions.

“Runway Two Seven, MU forty−two, forty−one, twenty− eight at one zero one eight Zulu, ice.” m. Instructions for the pilot to acknowledge receipt of the ATIS message by informing the REFERENCE− FAAO JO 7110.65, Para 3−3−5 , Braking Action Advisories. controller on initial contact.

EXAMPLE− j. Other optional information as local conditions “Boston Tower Information Delta. One four zero zero Zulu.

dictate in coordination with ATC. This may include Wind two five zero at one zero. Visibility one zero. Ceiling such items as VFR arrival frequencies, temporary four thousand five hundred broken. Temperature three four.

airport conditions, LAHSO operations being con− Dew point two eight. Altimeter three zero one zero.

ducted, or other perishable items that may appear ILS−DME Runway Two Seven Approach in use. Departing only for a matter of hours or a few days on the ATIS Runway Two Two Right. Hazardous Weather Information message.

for (geographical area) available on HIWAS, Flight Watch, or Flight Service Frequencies. Advise on initial k. Low level wind shear/microburst when repor- contact you have Delta.” Automatic Terminal Information Service Procedures 2−9−3

JO 7110.65U 2/9/12

Section 10. Team Position Responsibilities

2−10−1. EN ROUTE SECTOR TEAM (d) Accept and initiate automated handoffs.

POSITION RESPONSIBILITIES (e) Assist the radar associate position with nonautomated handoff actions when needed.

a. En Route Sector Team Concept and Intent: (f) Assist the radar associate position in 1. There are no absolute divisions of responsi- coordination when needed.

bilities regarding position operations. The tasks to be (g) Scan radar display. Correlate with flight completed remain the same whether one, two, or progress strip information or User Request three people are working positions within a sector.

Evaluation Tool (URET) data, as applicable.

The team, as a whole, has responsibility for the safe and efficient operation of that sector.

(h) Ensure computer entries are completed on instructions or clearances you issue or receive.

2. The intent of the team concept is not to hold (i) Ensure strip marking and/or URET entries the team accountable for the action of individual are completed on instructions or clearances you issue members, in the event of an operational accident/ or receive.

incident.

(j) Adjust equipment at radar position to be b. Terms. The following terms will be used in usable by all members of the team.

en route facilities for the purpose of standardization: (k) The radar controller must not be respon- 1. Sector. The area of control responsibility sible for G/G communications when precluded by (delegated airspace) of the en route sector team, and VSCS split functionality.

the team as a whole.

2. Radar Associate Position: 2. Radar Position (R). That position which is in (a) Ensure separation.

direct communication with the aircraft and which (b) At URET facilities, use URET informa- uses radar information as the primary means of tion to plan, organize, and expedite the flow of traffic.

separation.

(c) Initiate control instructions.

3. Radar Associate (RA). That position some- (d) Operate interphones.

times referred to as “D−Side” or “Manual Controller.” (e) Accept and initiate nonautomated hand- offs, and ensure radar position is made aware of the 4. Radar Coordinator Position (RC). That actions.

position sometimes referred to as “Coordinator,” (f) Assist the radar position by accepting or “Tracker,” or “Handoff Controller” (En Route).

initiating automated handoffs which are necessary for 5. Radar Flight Data (FD). That position the continued smooth operation of the sector, and commonly referred to as “Assistant Controller” or ensure that the radar position is made immediately “A−Side” position.

aware of any action taken.

6. Nonradar Position (NR). That position which (g) Coordinate, including pointouts.

is usually in direct communication with the aircraft (h) Monitor radios when not performing and which uses nonradar procedures as the primary higher priority duties.

means of separation.

(i) Scan flight progress strips and/or URET c. Primary responsibilities of the En Route Sector data. Correlate with radar data.

Team Positions: (j) Manage flight progress strips and/or 1. Radar Position: URET flight data.

(k) Ensure computer entries are completed on (a) Ensure separation.

instructions issued or received. Enter instructions (b) Initiate control instructions.

issued or received by the radar position when aware (c) Monitor and operate radios. of those instructions.

Team Position Responsibilities 2−10−1 JO 7110.65U 2/9/12 (l) As appropriate, ensure strip marking (i) Assist facility/sector in meeting situation and/or URET entries are completed on instructions objectives.

issued or received, and record instructions issued or 5. En Route Nonradar Position: received by the radar position when aware of them.

(a) Ensure separation.

(m) Adjust equipment at radar associate (b) Initiate control instructions.

position to be usable by all members of the team.

(c) Monitor and operate radios.

(n) Where authorized, perform URET data entries to keep the activation status of designated (d) Accept and initiate transfer of control, URET Airspace Configuration Elements current.

communications, and flight data.

3. Radar Coordinator Position: (e) Ensure computer entries are completed on instructions or clearances issued or received.

(a) Perform interfacility/intrafacility/sector/ position coordination of traffic actions.

(f) Ensure strip marking is completed on instructions or clearances issued or received.

(b) Advise the radar position and the radar associate position of sector actions required to (g) Facilities utilizing nonradar positions may accomplish overall objectives.

modify the standards contained in the radar associate, radar coordinator, and radar flight data sections to (c) Perform any of the functions of the accommodate facility/sector needs, i.e., nonradar en route sector team which will assist in meeting coordinator, nonradar data positions.

situation objectives.

(d) The RC controller must not be responsible 2−10−2. TERMINAL RADAR/NONRADAR for monitoring or operating radios when precluded by TEAM POSITION RESPONSIBILITIES VSCS split functionality.

a. Terminal Radar Team Concept and Intent: NOTE− 1. There are no absolute divisions of respon- The Radar Position has the responsibility for managing the sibilities regarding position operations. The tasks to overall sector operations, including aircraft separation and traffic flows. The Radar Coordinator Position assumes be completed remain the same whether one, two, or responsibility for managing traffic flows and the Radar three people are working positions within a Position retains responsibility for aircraft separation when facility/sector. The team, as a whole, has responsi- the Radar Coordinator Position is staffed.

bility for the safe and efficient operation of that facility/sector.

4. Radar Flight Data: 2. The intent of the team concept is not to hold (a) Operate interphone.

the team accountable for the action of individual (b) Assist Radar Associate Position in members in the event of an operational error/ managing flight progress strips.

deviation.

(c) Receive/process and distribute flight b. Terms. The following terms will be used in progress strips.

terminal facilities for the purposes of standardization.

(d) Ensure flight data processing equipment 1. Facility/Sector. The area of control responsi- is operational, except for URET capabilities.

bility (delegated airspace) of the radar team, and the team as a whole.

(e) Request/receive and disseminate weather, NOTAMs, NAS status, traffic management, and 2. Radar Position (R). That position which is in Special Use Airspace status messages.

direct communication with the aircraft and which uses radar information as the primary means of (f) Manually prepare flight progress strips separation.

when automation systems are not available.

3. Radar Associate Position (RA). That position (g) Enter flight data into computer.

commonly referred to as “Handoff Controller” or (h) Forward flight data via computer. “Radar Data Controller.” Team Position Responsibilities 2−10−2 JO 7110.65U 2/9/12 4. Radar Coordinator Position (RC). That (g) Coordinate, including point outs.

position commonly referred to as “Coordinator,” (h) Scan flight progress strips. Correlate with “Tracker,” “Sequencer,” or “Overhead.” radar data.

5. Radar Flight Data (FD). That position (i) Manage flight progress strips.

commonly referred to as “Flight Data.” (j) Ensure computer entries are completed on 6. Nonradar Position (NR). That position which instructions issued or received, and enter instructions is usually in direct communication with the aircraft issued or received by the Radar Position when aware and which uses nonradar procedures as the primary of those instructions.

means of separation.

(k) Ensure strip marking is completed on c. Primary Responsibilities of the Terminal Radar instructions issued or received, and write instructions Team Positions: issued or received by the Radar Position when aware of them.

1. Radar Position: (l) Adjust equipment at Radar Associate (a) Ensure separation.

Position to be usable by all members of the Radar (b) Initiate control instructions.

Team.

(c) Monitor and operate radios. 3. Radar Coordinator Position: (a) Perform interfacility/sector/position (d) Accept and initiate automated handoffs.

coordination of traffic actions.

(e) Assist the Radar Associate Position with (b) Advise the Radar Position and the Radar nonautomated handoff actions when needed.

Associate Position of facility/sector actions required (f) Assist the Radar Associate Position in to accomplish overall objectives.

coordination when needed.

(c) Perform any of the functions of the Radar (g) Scan radar display. Correlate with flight Team which will assist in meeting situation progress strip information.

objectives.

(h) Ensure computer entries are completed on NOTE− The Radar Position has the responsibility of managing the instructions or clearances you issue or receive.

overall sector operations, including aircraft separation (i) Ensure strip marking is completed on and traffic flows. The Radar Coordinator Position assumes instructions or clearances you issue or receive.

responsibility for managing traffic flows and the Radar Position retains responsibility for aircraft separation when (j) Adjust equipment at Radar Position to be the Radar Coordinator Position is staffed.

usable by all members of the team.

4. Radar Flight Data: 2. Radar Associate Position: (a) Operate interphones.

(a) Ensure separation.

(b) Process and forward flight plan (b) Initiate control instructions.

information.

(c) Operate interphones.

(c) Compile statistical data.

(d) Maintain awareness of facility/sector (d) Assist facility/sector in meeting situation activities. objectives.

5. Terminal Nonradar Position: (e) Accept and initiate nonautomated handoffs.

(a) Ensure separation.

(f) Assist the Radar Position by accepting or (b) Initiate control instructions.

initiating automated handoffs which are necessary for (c) Monitor and operate radios.

the continued smooth operation of the facility/sector and ensure that the Radar Position is made (d) Accept and initiate transfer of control, immediately aware of any actions taken. communications and flight data.

Team Position Responsibilities 2−10−3 JO 7110.65U 2/9/12 (e) Ensure computer entries are completed on c. Primary responsibilities of the Tower Team instructions or clearances issued or received. Positions: 1. Tower Position(s) (LC or GC): (f) Ensure strip marking is completed on instructions or clearances issued or received. (a) Ensure separation.

(b) Initiate control instructions.

(g) Facilities utilizing nonradar positions may modify the standards contained in the radar associate, (c) Monitor and operate communications radar coordinator, and radar flight data sections to equipment.

accommodate facility/sector needs, i.e., nonradar (d) Utilize tower radar display(s).

coordinator, nonradar data positions.

(e) Utilize alphanumerics.

(f) Assist the Tower Associate Position with 2−10−3. TOWER TEAM POSITION coordination.

RESPONSIBILITIES (g) Scan tower cab environment.

a. Tower Team Concept and Intent: (h) Ensure computer entries are completed for instructions or clearances issued or received.

1. There are no absolute divisions of responsi- (i) Ensure strip marking is completed for bilities regarding position operations. The tasks to be instructions or clearances issued or received.

completed remain the same whether one, two, or three people are working positions within a tower (j) Process and forward flight plan cab. The team as a whole has responsibility for the information.

safe and efficient operation of that tower cab.

(k) Perform any functions of the Tower Team which will assist in meeting situation objectives.

2. The intent of the team concept is not to hold the team accountable for the action of individual 2. Tower Associate Position(s): members in the event of an operational error/ (a) Ensure separation.

deviation.

(b) Operate interphones.

b. Terms: The following terms will be used in (c) Maintain awareness of tower cab terminal facilities for the purpose of standardization.

activities.

1. Tower Cab: The area of control responsibility (d) Utilize alphanumerics.

(delegated airspace and/or airport surface areas) of (e) Utilize tower radar display(s).

the tower team, and the team as a whole.

(f) Assist Tower Position by accepting/ 2. Tower Position(s) (LC or GC): That position initiating coordination for the continued smooth which is in direct communications with the aircraft operation of the tower cab and ensure that the Tower and ensures separation of aircraft in/on the area of Position is made immediately aware of any actions jurisdiction.

taken.

(g) Manage flight plan information.

3. Tower Associate Position(s): That position commonly referred to as “Local Assist,” “Ground (h) Ensure computer entries are completed Assist,” “Local Associate,” or “Ground Associate.” for instructions issued or received and enter instructions issued or received by a Tower Position.

4. Tower Cab Coordinator Position (CC): That (i) Ensure strip marking is completed for position commonly referred to as “Coordinator.” instructions issued or received and enter instructions 5. Flight Data (FD): That position commonly issued or received by a Tower Position.

referred to as “Flight Data.” 3. Tower Coordinator Position: 6. Clearance Delivery (CD): That position (a) Perform interfacility/position coordina- commonly referred to as “Clearance.” tion for traffic actions.

Team Position Responsibilities 2−10−4 JO 7110.65U 2/9/12 (b) Advise the tower and the Tower Associate (e) Observe and report weather information.

Position(s) of tower cab actions required to (f) Utilize alphanumerics.

accomplish overall objectives.

5. Clearance Delivery: (c) Perform any of the functions of the Tower (a) Operate communications equipment.

Team which will assist in meeting situation objectives.

(b) Process and forward flight plan NOTE− information.

The Tower Positions have the responsibility for aircraft (c) Issue clearances and ensure accuracy of separation and traffic flows. The Tower Coordinator pilot read back.

Position assumes responsibility for managing traffic flows and the Tower Positions retain responsibility for aircraft (d) Assist tower cab in meeting situation separation when the Tower Coordinator Position is staffed.

objectives.

4. Flight Data: (e) Operate tower equipment.

(a) Operate interphones.

(f) Utilize alphanumerics.

(b) Process and forward flight plan NOTE− information.

The Tower Positions have the responsibility for aircraft separation and traffic flows. The Tower Coordinator (c) Compile statistical data.

Position assumes responsibility for managing traffic flows (d) Assist tower cab in meeting situation and the Tower Positions retain responsibility for aircraft objectives. separation when the Tower Coordinator Position is staffed.

Team Position Responsibilities 2−10−5

JO 7110.65U 2/9/12

Chapter 3. Airport Traffic Control− Terminal

Section 1. General

3−1−1. PROVIDE SERVICE a. Ground control must obtain approval from local control before authorizing an aircraft or a vehicle to Provide airport traffic control service based only cross or use any portion of an active runway. The upon observed or known traffic and airport coordination must include the point/intersection at conditions.

the runway where the operation will occur.

NOTE− PHRASEOLOGY− When operating in accordance with CFRs, it is the CROSS (runway) AT (point/intersection).

responsibility of the pilot to avoid collision with other aircraft. However, due to the limited space around terminal b. When the local controller authorizes another locations, traffic information can aid pilots in avoiding controller to cross an active runway, the local collision between aircraft operating within Class B, Class C, or Class D surface areas and the terminal radar controller must verbally specify the runway to be service areas, and transiting aircraft operating in crossed and the point/intersection at the runway proximity to terminal locations.

where the operation will occur preceded by the word “cross.” 3−1−2. PREVENTIVE CONTROL PHRASEOLOGY− Provide preventive control service only to aircraft CROSS (runway) AT (point/intersection).

operating in accordance with a letter of agreement.

c. The ground controller must advise the local When providing this service, issue advice or controller when the coordinated runway operation is instructions only if a situation develops which complete. This may be accomplished verbally or requires corrective action.

through visual aids as specified by a facility directive.

NOTE− Preventive control differs from other airport traffic control d. USA/USAF/USN NOT APPLICABLE. Autho- in that repetitious, routine approval of pilot action is rization for aircraft/vehicles to taxi/proceed on or eliminated. Controllers intervene only when they observe along an active runway, for purposes other than a traffic conflict developing.

crossing, must be provided via direct communica- tions on the appropriate local control frequency. This 3−1−3. USE OF ACTIVE RUNWAYS authorization may be provided on the ground control The local controller has primary responsibility for frequency after coordination with local control is operations conducted on the active runway and must completed for those operations specifically described control the use of those runways. Positive coordina- in a facility directive.

tion and control is required as follows: NOTE− NOTE− The USA, USAF, and USN establish local operating Exceptions may be authorized only as provided in procedures in accordance with, respectively, USA, USAF, para 1−1−10 , Constraints Governing Supplements and and USN directives.

Procedural Deviations, and FAAO JO 7210.3, Facility Operation and Administration, para 10−1−7, Use of Active e. The local controller must coordinate with the Runways, where justified by extraordinary circumstances ground controller before using a runway not at specific locations.

previously designated as active.

REFERENCE− FAAO JO 7110.65, Para 1−1−10 , Constraints Governing Supplements REFERENCE− and Procedural Deviations. FAAO JO 7110.65, Para 3−1−4 , Coordination Between Local and FAAO JO 7210.3, Para 10−1−7, Use of Active Runways. Ground Controllers.

General 3−1−1 JO 7110.65U 2/9/12 NOTE− 3−1−4. COORDINATION BETWEEN LOCAL Establishing hold lines/signs is the responsibility of the AND GROUND CONTROLLERS airport manager. Standards for surface measurements, markings, and signs are contained in the following Local and ground controllers must exchange Advisory Circulars; AC 150/5300−13, Airport Design; information as necessary for the safe and efficient use AC 150/5340−1, Standards for Airport Markings, and of airport runways and movement areas. This may be AC 150/5340−18, Standards for Airport Sign Systems. The accomplished via verbal means, flight progress strips, operator is responsible to properly position the aircraft, other written information, or automation displays. As vehicle, or equipment at the appropriate hold line/sign or a minimum, provide aircraft identification and designated point. The requirements in para 3−1−12 , applicable runway/intersection/taxiway information Visually Scanning Runways, remain valid as appropriate.

as follows: REFERENCE− FAAO JO 7110.65, Para 3−7−4 , Runway Proximity.

FAAO JO 7110.65, Para 3−8−2 , Touch-and-Go or Stop-and-Go or Low a. Ground control must notify local control when Approach.

a departing aircraft has been taxied to a runway other FAAO JO 7110.65, Para 3−10−10 , Altitude Restricted Low Approach.

than one previously designated as active.

AC 150/5300−13, Airport Design.

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

REFERENCE− 14 CFR Section 91.129, Operations in Class D Airspace.

FAAO JO 7110.65, Para 3−1−3 , Use of Active Runways.

AIM, Para 2−2−3, Obstruction Lights.

FAAO JO 7210.3, Para 10−1−6, Selecting Active Runways.

P/CG Term− Runway in Use/Active Runway/Duty Runway.

b. Ground control must notify local control of any aircraft taxied to an intersection for takeoff. This 3−1−6. TRAFFIC INFORMATION notification may be accomplished by verbal means or a. Describe vehicles, equipment, or personnel on by flight progress strips.

or near the movement area in a manner which will REFERENCE− assist pilots in recognizing them.

FAAO JO 7110.65, Para 3−9−7 , Wake Turbulence Separation for Intersection Departures . EXAMPLE− “Mower left of runway two seven.” c. When the runways in use for landing/departing “Trucks crossing approach end of runway two five.” aircraft are not visible from the tower or the aircraft “Workman on taxiway Bravo.” using them are not visible on radar, advise the “Aircraft left of runway one eight.” local/ground controller of the aircraft’s location b. Describe the relative position of traffic in an before releasing the aircraft to the other controller.

easy to understand manner, such as “to your right” or “ahead of you.” EXAMPLE− 3−1−5. VEHICLES/EQUIPMENT/ “Traffic, U.S. Air MD−Eighty on downwind leg to your PERSONNEL ON RUNWAYS left.” “King Air inbound from outer marker on straight-in a. Ensure that the runway to be used is free of all approach to runway one seven.” known ground vehicles, equipment, and personnel c. When using a CTRD , you may issue traffic before a departing aircraft starts takeoff or a landing advisories using the standard radar phraseology prescribed aircraft crosses the runway threshold.

in para 2−1−21, Traffic Advisories.

b. Vehicles, equipment, and personnel in direct REFERENCE− communications with the control tower may be FAAO JO 7110.65, Para 3−10−10 , Altitude Restricted Low Approach.

authorized to operate up to the edge of an active runway surface when necessary. Provide advisories 3−1−7. POSITION DETERMINATION as specified in para 3−1−6, Traffic Information, and para 3−7−5, Precision Approach Critical Area, as Determine the position of an aircraft before issuing appropriate.

taxi instructions or takeoff clearance.

PHRASEOLOGY− NOTE− PROCEED AS REQUESTED; (and if necessary, The aircraft’s position may be determined visually by the additional instructions or information). controller, by pilots, or through the use of the ASDE.

General 3−1−2 JO 7110.65U 2/9/12 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 must 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, Para 10−3−3, 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 25 KNOT 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 JO 7110.65U 2/9/12 EXAMPLE− (c) LLWAS NE++ or LLWAS−RS may detect “Denver Tower, United 1154, wind shear escape.” a possible wind shear/microburst at the edge of the system but may be unable to distinguish between a NOTE− wind shear and a microburst. A wind shear alert Aircraft that execute a wind shear escape maneuver will usually conduct a full power climb straight ahead and will message will be displayed, followed by an asterisk, not accept any control instructions until onboard systems advising of a possible wind shear outside of the advise the crew or the pilot in command (PIC) advises ATC system network.

that the escape maneuver is no longer required.

NOTE− REFERENCE− LLWAS NE++ when associated with TDWR can detect P/CG Term – Wind Shear Escape wind shear/microbursts outside the network if the TDWR 2. Unless advised by additional aircraft that they fails.

are also performing an escape procedure, do not PHRASEOLOGY− presume that other aircraft in the proximity of the (Appropriate wind or alert information) POSSIBLE WIND escape aircraft are responding to wind shear SHEAR OUTSIDE THE NETWORK.

alerts/events as well. Continue to provide control instructions, safety alerts, and traffic advisories, as (d) If unstable conditions produce multiple appropriate.

alerts, issue an advisory of multiple wind shear/ microburst alerts followed by specific alert or wind 3. Once the responding aircraft has initiated a information most appropriate to the aircraft opera- wind shear escape maneuver, the controller is not tion.

responsible for providing standard separation between the aircraft that is responding to an escape PHRASEOLOGY− and any other aircraft, airspace, terrain, or obstacle.

MULTIPLE WIND SHEAR/MICROBURST ALERTS (specific alert or wind information).

Responsibility for separation resumes when one of the following conditions are met: (e) The LLWAS NE++ and LLWAS−RS are designed to operate with as many as 50 percent of the (a) Departures: total sensors inoperative. When all three remote (1) A crew member informs ATC that the sensors designated for a specific runway arrival or wind shear escape maneuver is complete and ATC departure wind display line are inoperative then the observes that standard separation has been re-estab- LLWAS NE++ and LLWAS−RS for that runway lished, or arrival/departure must be considered out of service.

When a specific runway arrival or departure wind (2) A crew member informs ATC that the display line is inoperative and wind shear/microburst escape maneuver is complete and has resumed a activity is likely; (for example, frontal activity, previously assigned departure clearance/routing.

convective storms, PIREPs), the following statement (b) Arrivals: must be included on the ATIS, “WIND SHEAR AND MICROBURST INFORMATION FOR RUNWAY (1) A crew member informs ATC that the escape maneuver is complete, and (runway number) ARRIVAL/DEPARTURE NOT AVAILABLE.” (2) The aircrew has executed an alternate clearance or requested further instructions.

NOTE− The geographic situation display (GSD) is a supervisory NOTE− planning tool and is not intended to be a primary tool for When the escape procedure is complete, the flight crew microburst or wind shear.

must advise ATC they are returning to their previously assigned clearance or request further instructions.

c. Wind Shear Escape Procedures.

EXAMPLE− 1. If an aircraft under your control informs you “Denver Tower, United 1154, wind shear escape complete, that it is performing a wind shear escape, do not issue resuming last assigned heading/(name) DP/clearance.” control instructions that are contrary to pilot actions.

Or ATC should continue to provide safety alerts regarding terrain or obstacles and traffic advisories “Denver Tower, United 1154, wind shear escape complete, for the escape aircraft, as appropriate. request further instructions.” General 3−1−4 JO 7110.65U 2/9/12 other associated radar services) are being provided when, 3−1−9. USE OF TOWER RADAR DISPLAYS in fact, they are not.

a. Uncertified tower display workstations must be 4. To provide information and instructions to used only as an aid to assist controllers in visually aircraft operating within the surface area for which locating aircraft or in determining their spatial the tower has responsibility.

relationship to known geographical points. Radar EXAMPLE− services and traffic advisories are not to be provided “TURN BASE LEG NOW.” using uncertified tower display workstations.

General information may be given in an easy to NOTE− Unless otherwise authorized, tower radar displays are understand manner, such as “to your right” or “ahead intended to be an aid to local controllers in meeting their of you.” responsibilities to the aircraft operating on the runways or EXAMPLE− within the surface area. They are not intended to provide “Follow the aircraft ahead of you passing the river at the radar benefits to pilots except for those accrued through a stacks.” “King Air passing left to right.” more efficient and effective local control position. In addition, local controllers at nonapproach control towers REFERENCE− FAAO JO 7210.3, Para 10−5−3, Functional Use of Certified Tower must devote the majority of their time to visually scanning Radar Displays.

the runways and local area; an assurance of continued positive radar identification could place distracting and b. Local controllers may use certified tower radar operationally inefficient requirements upon the local displays for the following purposes: controller. Therefore, since the requirements of para 5−3−1 , Application, cannot be assured, the radar 1. To determine an aircraft’s identification, functions prescribed above are not considered to be radar exact location, or spatial relationship to other aircraft.

services and pilots should not be advised of being in “radar NOTE− contact.” This authorization does not alter visual separation c. Additional functions may be performed procedures. When employing visual separation, the provided the procedures have been reviewed and provisions of para 7−2−1 , Visual Separation, apply unless authorized by appropriate management levels.

otherwise authorized by the Vice President of Terminal Service.

REFERENCE− FAAO JO 7110.65, Para 5−5−4 , Minima.

REFERENCE− FAAO JO 7110.65, Para 5−3−2 , Primary Radar Identification Methods.

3−1−10. OBSERVED ABNORMALITIES FAAO JO 7110.65, Para 5−3−3 , Beacon Identification Methods.

FAAO JO 7110.65, Para 5−3−4 , Terminal Automation Systems When requested by a pilot or when you deem it Identification Methods.

necessary, inform an aircraft of any observed 2. To provide aircraft with radar traffic abnormal aircraft condition.

advisories.

PHRASEOLOGY− (Item) APPEAR/S (observed condition).

3. To provide a direction or suggested headings to VFR aircraft as a method for radar identification or EXAMPLE− as an advisory aid to navigation.

“Landing gear appears up.” “Landing gear appears down and in place.” PHRASEOLOGY− “Rear baggage door appears open.” (Identification), PROCEED (direction)−BOUND, (other instructions or information as necessary), 3−1−11. SURFACE AREA RESTRICTIONS or a. If traffic conditions permit, approve a pilot’s request to cross Class C or Class D surface areas or (identification), SUGGESTED HEADING (degrees), exceed the Class C or Class D airspace speed limit.

(other instructions as necessary).

Do not, however, approve a speed in excess of NOTE− 250 knots (288 mph) unless the pilot informs you a It is important that the pilot be aware of the fact that the higher minimum speed is required.

directions or headings being provided are suggestions or are advisory in nature. This is to keep the pilot from being NOTE− inadvertently misled into assuming that radar vectors (and 14 CFR Section 91.117 permits speeds in excess of General 3−1−5 JO 7110.65U 2/9/12 250 knots (288 mph) when so required or recommended in PHRASEOLOGY− the airplane flight manual or required by normal military (A/c call sign) REMAIN OUTSIDE DELTA AIRSPACE operating procedures. AND STANDBY.

REFERENCE− REFERENCE− FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

FAAO JO 7110.65, Para 2−1−16 , Surface Areas.

b. Do not approve a pilot’s request or ask a pilot to 3−1−14. GROUND OPERATIONS WHEN conduct unusual maneuvers within surface areas of VOLCANIC ASH IS PRESENT Class B, C, or D airspace if they are not essential to When volcanic ash is present on the airport surface, the performance of the flight.

and to the extent possible: EXCEPTION. A pilot’s request to conduct aerobatic a. Avoid requiring aircraft to come to a full stop practice activities may be approved, when operating while taxiing.

in accordance with a letter of agreement, and the b. Provide for a rolling takeoff for all departures.

activity will have no adverse effect on safety of the air NOTE− traffic operation or result in a reduction of service to When aircraft begin a taxi or takeoff roll on ash other users.

contaminated surfaces, large amounts of volcanic ash will REFERENCE− again become airborne. This newly airborne ash will FAAO JO 7210.3, Para 5−4−7, Aerobatic Practice Areas.

significantly reduce visibility and will be ingested by the NOTE− engines of following aircraft.

These unusual maneuvers include unnecessary low passes, REFERENCE− unscheduled flybys, practice instrument approaches to AIM, Para 7−5−9, Flight Operations in Volcanic Ash.

altitudes below specified minima (unless a landing or touch-and-go is to be made), or any so-called “buzz jobs” 3−1−15. GROUND OPERATIONS RELATED wherein a flight is conducted at a low altitude and/or a high TO THREE/FOUR−HOUR TARMAC RULE rate of speed for thrill purposes. Such maneuvers increase When a request is made by the pilot−in−command of hazards to persons and property and contribute to noise complaints. an aircraft to return to the ramp, gate, or alternate deplaning area due to the Three/Four−Hour Tarmac Rule: 3−1−12. VISUALLY SCANNING RUNWAYS a. Provide the requested services as soon as operationally practical, or a. Local controllers must visually scan runways to the maximum extent possible.

b. Advise the pilot−in−command that the reques- ted service cannot be accommodated because it b. Ground control must assist local control in would create a significant disruption to air traffic visually scanning runways, especially when runways operations.

are in close proximity to other movement areas.

NOTE− Facility procedures, including actions that constitute a significant disruption, vary by airport and must be 3−1−13. ESTABLISHING TWO−WAY identified in the facility directive pertaining to the COMMUNICATIONS Three/Four−Hour Tarmac Rule.

PHRASEOLOGY− Pilots are required to establish two-way radio (Identification) TAXI TO (ramp, gate, or alternate communications before entering the Class D deplaning area) VIA (route).

airspace. If the controller responds to a radio call with, “(a/c call sign) standby,” radio communications or have been established and the pilot can enter the Class D airspace. If workload or traffic conditions (Identification) EXPECT A (number) MINUTE DELAY prevent immediate provision of Class D services, DUE TO (ground and/or landing and/or departing) inform the pilot to remain outside the Class D TRAFFIC, airspace until conditions permit the services to be provided.

or General 3−1−6 JO 7110.65U 2/9/12 (Identification) UNABLE DUE TO OPERATIONAL DISRUPTION.

REFERENCE− DOT Rule, Enhancing Airline Passenger Protections, 14 CFR, Part 259, commonly referred to as the Three/Four−Hour Tarmac Rule.

General 3−1−7

JO 7110.65U 2/9/12

Section 2. Visual Signals

3−2−1. LIGHT SIGNALS 3−2−3. RECEIVER-ONLY ACKNOWLEDGMENT Use ATC light signals from TBL 3−2−1 to control aircraft and the movement of vehicles, equipment, To obtain acknowledgment from an aircraft equipped and personnel on the movement area when radio with receiver only, request the aircraft to do the communications cannot be employed.

following: REFERENCE− a. Fixed-wing aircraft: FAAO JO 7110.65, Para 3−10−10 , Altitude Restricted Low Approach.

FAAO JO 7210.3, Para 4−3−1, Letters of Agreement.

1. Between sunrise and sunset: 3−2−2. WARNING SIGNAL (a) Move ailerons or rudders while on the ground.

Direct a general warning signal, alternating red and green, to aircraft or vehicle operators, as appropriate, (b) Rock wings while in flight.

when: 2. Between sunset and sunrise: Flash naviga- NOTE− tion or landing lights.

The warning signal is not a prohibitive signal and can be followed by any other light signal, as circumstances b. Helicopters: permit.

1. Between sunrise and sunset: a. Aircraft are converging and a collision hazard (a) While hovering, either turn the helicopter exists.

toward the controlling facility and flash the landing b. Mechanical trouble exists of which the pilot light or rock the tip path plane.

might not be aware.

(b) While in flight, either flash the landing c. Other hazardous conditions are present which light or rock the tip path plane.

call for intensified pilot or operator alertness. These conditions may include obstructions, soft field, ice on 2. Between sunset and sunrise: Flash landing the runway, etc. light or search light.

TBL 3−2−1 ATC Light Signals Meaning Movement of vehicles, Color and type of signal Aircraft on the ground Aircraft in flight equipment and personnel Steady green Cleared for takeoff Cleared to land Cleared to cross; proceed; go Flashing green Cleared to taxi Return for landing (to be followed Not applicable by steady green at the proper time) Steady red Stop Give way to other aircraft and Stop continue circling Flashing red Taxi clear of landing area or Airport unsafe− Do not land Clear the taxiway/runway runway in use Flashing white Return to starting point on Not applicable Return to starting point on airport airport Alternating red and green General Warning Signal− General Warning Signal− Exercise General Warning Signal− Exercise Extreme Caution Extreme Caution Exercise Extreme Caution Visual Signals 3−2−1

JO 7110.65U 2/9/12

Section 3. Airport Conditions

EXAMPLE− 3−3−1. LANDING AREA CONDITION “ALL RUNWAYS COVERED BY COMPACTED SNOW If you observe or are informed of any condition which SIX INCHES DEEP.” affects the safe use of a landing area: REFERENCE− FAAO JO 7110.65, Para 4−7−12 , Airport Conditions.

NOTE− 1. The airport management/military operations office is 3−3−2. CLOSED/UNSAFE RUNWAY responsible for observing and reporting the condition of INFORMATION the landing area.

If an aircraft requests to takeoff, land, or 2. It is the responsibility of the agency operating the touch-and-go on a closed or unsafe runway, inform airport to provide the tower with current information regarding airport conditions. the pilot the runway is closed or unsafe, and 3. A disabled aircraft on a runway, after occupants are a. If the pilot persists in his/her request, quote clear, is normally handled by flight standards and airport him/her the appropriate parts of the NOTAM management/military operations office personnel in the applying to the runway and inform him/her that a same manner as any obstruction; e.g., construction clearance cannot be issued.

equipment.

b. Then, if the pilot insists and in your opinion the a. Relay the information to the airport manager/ intended operation would not adversely affect other military operations office concerned.

traffic, inform him/her that the operation will be at his/her own risk.

b. Copy verbatim any information received and PHRASEOLOGY− record the name of the person submitting it.

RUNWAY (runway number) CLOSED/UNSAFE.

c. Confirm information obtained from other than authorized airport or FAA personnel unless this If appropriate, (quote NOTAM information), function is the responsibility of the military UNABLE TO ISSUE DEPARTURE/LANDING/TOUCH− operations office.

AND−GO CLEARANCE.

NOTE− DEPARTURE/LANDING/TOUCH−AND−GO WILL BE Civil airport managers are required to provide a list of AT YOUR OWN RISK.

airport employees who are authorized to issue information c. Except as permitted by para 4−8−7, Side-step concerning conditions affecting the safe use of the airport.

Maneuver, where parallel runways are served by d. If you are unable to contact the airport separate ILS/MLS systems and one of the runways is management or operator, issue a NOTAM publiciz- closed, the ILS/MLS associated with the closed ing an unsafe condition and inform the management runway should not be used for approaches unless not or operator as soon as practicable.

using the ILS/MLS would have an adverse impact on the operational efficiency of the airport.

EXAMPLE− “DISABLED AIRCRAFT ON RUNWAY.’’ REFERENCE− FAAO JO 7110.65, Para 3−10−5 , Landing Clearance.

NOTE− FAAO JO 7110.65, Para 4−7−12 , Airport Conditions.

1. Legally, only the airport management/military opera- tions office can close a runway.

3−3−3. TIMELY INFORMATION 2. Military controllers are not authorized to issue Issue airport condition information necessary for an NOTAMs. It is the responsibility of the military operations aircraft’s safe operation in time for it to be useful to office.

the pilot. Include the following, as appropriate: e. Issue to aircraft only factual information, as a. Construction work on or immediately adjacent reported by the airport management concerning the to the movement area.

condition of the runway surface, describing the accumulation of precipitation. b. Rough portions of the movement area.

Airport Conditions 3−3−1 JO 7110.65U 2/9/12 NOTE− c. Braking conditions caused by ice, snow, slush, Descriptive terms, such as the first or the last half of the or water.

runway, should normally be used rather than landmark d. Snowdrifts or piles of snow on or along the descriptions, such as opposite the fire station, south of a edges of the area and the extent of any plowed area. taxiway, etc. Landmarks extraneous to the landing runway are difficult to distinguish during low visibility, at night, or e. Parked aircraft on the movement area.

anytime a pilot is busy landing an aircraft.

f. Irregular operation of part or all of the airport d. Furnish runway friction measurement readings/ lighting system.

values as received from airport management to aircraft as follows: g. Volcanic ash on any airport surface area and whether the ash is wet or dry (if known). 1. Furnish information as received from the airport management to pilots on the ATIS at locations NOTE− where friction measuring devices, such as Braking action on wet ash may be degraded. Dry ash on the MU−Meter, Saab Friction Tester (SFT), and runway may necessitate minimum use of reverse thrust.

Skiddometer are in use only when the MU values are h. Other pertinent airport conditions.

40 or less. Use the runway followed by the MU REFERENCE− number for each of the three runway segments, time FAAO JO 7110.65, Para 4−7−12 , Airport Conditions.

of report, and a word describing the cause of the FAAO JO 7110.65, Para 2−1−9 , Reporting Essential Flight Information.

runway friction problem. Do not issue MU values FAAO JO 7110.65, Para 3−10−10 , Altitude Restricted Low Approach.

when all three segments of the runway have values reported greater than 40.

3−3−4. BRAKING ACTION EXAMPLE− “Runway two seven, MU forty−two, forty−one, twenty− Furnish quality of braking action, as received from eight at one zero one eight Zulu, ice.” pilots or the airport management, to all aircraft as 2. Issue the runway surface condition and/or the follows: Runway Condition Reading (RCR), if provided, to all a. Describe the quality of braking action using the USAF and ANG aircraft. Issue the RCR to other terms “good,” “fair,” “poor,” “nil,” or a combination aircraft upon pilot request.

of these terms. If the pilot or airport management EXAMPLE− reports braking action in other than the foregoing “Ice on runway, RCR zero five, patchy.” terms, ask him/her to categorize braking action in NOTE− these terms.

1. USAF has established RCR procedures for determining NOTE− the average deceleration readings of runways under The term “nil” is used to indicate bad or no braking action.

conditions of water, slush, ice, or snow. The use of the RCR code is dependent upon the pilot’s having a “stopping b. Include type of aircraft or vehicle from which capability chart” specifically applicable to his/her the report is received.

aircraft.

EXAMPLE− 2. USAF offices furnish RCR information at airports “Braking action fair to poor, reported by a heavy D−C serving USAF and ANG aircraft.

Ten.” REFERENCE− “Braking action poor, reported by a Boeing Seven FAAO JO 7110.65, Para 4−7−12 , Airport Conditions.

Twenty−Seven.” FAAO JO 7110.65, Para 3−3−5 , Braking Action Advisories.

c. If the braking action report affects only a portion 3−3−5. BRAKING ACTION ADVISORIES of a runway, obtain enough information from the pilot or airport management to describe the braking action a. When runway braking action reports are in terms easily understood by the pilot. received from pilots or the airport management which include the terms “fair,” “poor,” or “nil” or whenever EXAMPLE− weather conditions are conducive to deteriorating or “Braking action poor first half of runway, reported by a rapidly changing runway conditions, include on the Lockheed Ten Eleven.” ATIS broadcast the statement “Braking Action “Braking action poor beyond the intersection of runway Advisories are in effect.” two seven, reported by a Boeing Seven Twenty−Seven.” Airport Conditions 3−3−2 JO 7110.65U 2/9/12 REFERENCE− REFERENCE− FAAO JO 7210.3, Para 10−4−1, Automatic Terminal Information FAAO JO 7610.4, Chapter 9, Section 3. Aircraft Arresting System, Service (ATIS). Single Frequency Approach (SFA), Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations, Celestial b. During the time Braking Action Advisories are Navigation (CELNAV) Training, Para 9−3−1 through Para 9−3−8.

in effect, take the following action: b. Raise aircraft arresting systems whenever: 1. Requested by a pilot.

1. Issue the latest braking action report for the NOTE− runway in use to each arriving and departing aircraft The standard emergency phraseology for a pilot requesting early enough to be of benefit to the pilot. When an arresting system to be raised for immediate engagement possible, include reports from heavy jet aircraft when is: the arriving or departing aircraft is a heavy jet.

“BARRIER − BARRIER − BARRIER” 2. If no report has been received for the runway of intended use, issue an advisory to that effect.

or PHRASEOLOGY− NO BRAKING ACTION REPORTS RECEIVED FOR “CABLE − CABLE − CABLE.” RUNWAY (runway number).

2. Requested by military authority; e.g., airfield manager, supervisor of flying, mobile control officer, 3. Advise the airport management that runway etc.

braking action reports of “fair,” “poor,” or “nil” have been received. NOTE− USAF. Web barriers at the departure end of the runway may REFERENCE− remain in the up position when requested by the senior FAAO JO 7210.3, Para 4−3−1, Letters of Agreement.

operational commander. The IFR Enroute Supplement and 4. Solicit PIREPs of runway braking action.

AP-1 will describe specific barrier configuration. ATC will advise transient aircraft of the barrier configuration using REFERENCE− the phraseology in subpara c , below.

FAAO JO 7110.65, Para 2−6−3 , PIREP Information.

3. A military jet aircraft is landing with known c. Include runway friction measurement/values or suspected radio failure or conditions (drag received from airport management on the ATIS.

chute/hydraulic/electrical failure, etc.) that indicate Furnish the information when requested by the pilot an arresting system may be needed. Exceptions are in accordance with para 3−3−4, Braking Action.

authorized for military aircraft which cannot engage REFERENCE− an arresting system (C−9, C−141, C−5, T−39, etc.)

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

and should be identified in a letter of agreement FAAO JO 7110.65, Para 3−9−1 , Departure Information.

FAAO JO 7110.65, Para 3−10−1 , Landing Information. and/or appropriate military directive.

FAAO JO 7110.65, Para 4−7−12 , Airport Conditions.

c. When requested by military authority due to freezing weather conditions or malfunction of the activating mechanism, the barrier/cable may remain 3−3−6. ARRESTING SYSTEM OPERATION in a raised position provided aircraft are advised.

a. For normal operations, arresting systems PHRASEOLOGY− remotely controlled by ATC must remain in the YOUR DEPARTURE/LANDING WILL BE TOWARD/ retracted or down position.

OVER A RAISED BARRIER/CABLE ON RUNWAY (number), (location, distance, as appropriate).

NOTE− d. Inform civil and U.S. Army aircraft whenever 1. USN− Runway Arresting Gear− barriers are not rubber supported cables are in place at the approach operated by ATC personnel. Readiness/rigging of the equipment is the responsibility of the operations end of the landing runway, and include the distance of department.

the cables from the threshold. This information may be omitted if it is published in the “Notices to 2. A request to raise a barrier or hook cable means the Airmen” publication/DOD FLIP.

barrier or cable on the departure end of the runway. If an approach end engagement is required, the pilot or military EXAMPLE− authority will specifically request that the approach end “Runway One Four arresting cable one thousand feet from cable be raised. threshold.” Airport Conditions 3−3−3 JO 7110.65U 2/9/12 e. When arresting system operation has been localizer out-of-tolerance conditions. The alarm in requested, inform the pilot of the indicated the FFM remote status sensing unit indicates an barrier/cable position. inoperative or an out-of-tolerance localizer signal; e.g., the course may have shifted due to equipment PHRASEOLOGY− malfunction or vehicle/aircraft encroachment into the (Identification), BARRIER/CABLE INDICATES critical area.

UP/DOWN. CLEARED FOR TAKEOFF/TO LAND.

d. Operation of the FFM remote sensing unit will f. Time permitting, advise pilots of the availability be based on the prevailing weather. The FFM remote of all arresting systems on the runway in question sensing unit must be operational when the weather is when a pilot requests barrier information.

below CAT I ILS minimums.

g. If an aircraft engages a raised barrier/cable, e. When the remote status unit indicates that the initiate crash alarm procedures immediately.

localizer FFM is in alarm (aural warning following h. For preplanned practice engagements not the preset delay) and: associated with emergencies, crash alarm systems 1. The aircraft is outside the middle marker need not be activated if, in accordance with local (MM), check for encroachment those portions of the military operating procedures, all required notifica- critical area that can be seen from the tower. It is tions are made before the practice engagement.

understood that the entire critical area may not be REFERENCE− visible due to low ceilings and poor visibility. The FAAO JO 7110.65, Para 4−7−12 , Airport Conditions.

check is strictly to determine possible causal factors for the out-of-tolerance situation. If the alarm has not 3−3−7. FAR FIELD MONITOR (FFM) cleared prior to the aircraft’s arriving at the MM, REMOTE STATUS UNIT immediately issue an advisory that the FFM remote a. To meet the demand for more facilities capable status sensing unit indicates the localizer is of operating under CAT III weather, Type II unreliable.

equipment is being upgraded to Integrity Level 3.

2. The aircraft is between the MM and the inner This integrity level will support operations which marker (IM), immediately issue an advisory that the place a high degree of reliance on ILS guidance for FFM remote status sensing unit indicates the localizer positioning through touchdown.

is unreliable.

b. Installation of the FFM remote status indicating PHRASEOLOGY− units is necessary to attain the integrity necessary to CAUTION, MONITOR INDICATES RUNWAY (number) meet internationally agreed upon reliability values in LOCALIZER UNRELIABLE.

support of CAT III operations on Type II ILS 3. The aircraft has passed the IM, there is no equipment. The remote status indicating unit used in action requirement. Although the FFM has been conjunction with Type II equipment adds a third modified with filters which dampen the effect of false integrity test; thereby, producing an approach aid alarms, you may expect alarms when aircraft are which has integrity capable of providing Level 3 located between the FFM and the localizer antenna service.

either on landing or on takeoff.

c. The remote status sensing unit, when installed in REFERENCE− the tower cab, will give immediate indications of FAAO JO 7110.65, Para 4−7−12 , Airport Conditions.

Airport Conditions 3−3−4

JO 7110.65U 2/9/12

Section 4. Airport Lighting

3−4−1. EMERGENCY LIGHTING b. As required by the pilot.

Whenever you become aware that an emergency has TBL 3−4−2 VASI Intensity Setting−Two Step System or will occur, take action to provide for the operation of all appropriate airport lighting aids as required.

Step Period/Condition REFERENCE− High Day−Sunrise to sunset.

FAAO JO 7110.65, Para 10−4−2 , Lighting Requirements.

Low Night−Sunset to sunrise.

3−4−2. RUNWAY END IDENTIFIER LIGHTS TBL 3−4−3 VASI Intensity Setting−Three Step System When separate on−off controls are provided, operate runway end identifier lights: Step Period/Condition High Day−Sunrise to sunset.

a. When the associated runway lights are lighted.

Medium Twilight−From sunset to 30 minutes after Turn the REIL off after: sunset and from 30 minutes before sunrise to sunrise,* and during twilight in Alaska.

1. An arriving aircraft has landed.

Low Night−Sunset to sunrise.

2. A departing aircraft has left the traffic pattern *During a 1 year period, twilight may vary 26 to 43 minutes between area.

25 and 49N latitude.

3. It is determined that the lights are of no NOTE− further use to the pilot. The basic FAA standard for VASI systems permits independent operation by means of photoelectric device.

b. As required by facility directives to meet local This system has no on−off control feature and is intended conditions.

for continuous operation. Other VASI systems in use include those that are operated remotely from the control c. As requested by the pilot.

tower. These systems may consist of either a photoelectric d. Operate intensity setting in accordance with the intensity control with only an on−off switch, a two step intensity system, or a three step intensity system.

values in TBL 3−4−1 except as prescribed in subparas b and c above. REFERENCE− FAAO JO 7210.3, Para 10−6−5, Visual Approach Slope Indicator (VASI) Systems.

TBL 3−4−1 FAAO 6850.2, Visual Guidance Lighting Systems.

REIL Intensity Setting−Three Step System 3−4−4. PRECISION APPROACH PATH Settings Visibility INDICATORS (PAPI) Day Night 3 Less than 2 miles Less than 1 mile PAPI systems with remote on−off switching shall be 2 2 to 5 miles inclusive 1 to but not including 3 operated when they serve the runway in use and miles where intensities are controlled in accordance with 1 When requested 3 miles or more TBL 3−4−4 except: a. As required by local facility directives to meet local conditions.

3−4−3. VISUAL APPROACH SLOPE INDICATORS (VASI) b. As requested by the pilot.

VASI systems with remote on−off switching must be NOTE− operated when they serve the runway in use and The basic FAA standard for PAPI systems permits independent operation by means of photoelectric device.

where intensities are controlled in accordance with This system has no on−off control feature and is intended TBL 3−4−2 and TBL 3−4−3 except: for continuous operation. Other PAPI systems in use a. As required by facility directives to meet local include those that are operated remotely from the control conditions.

tower. These systems may consist of either a photoelectric Airport Lighting 3−4−1 JO 7110.65U 2/9/12 intensity control with only an on−off switch, or a five−step 3−4−6. ALS INTENSITY SETTINGS intensity system.

When operating ALS as prescribed in para 3−4−5, REFERENCE− Approach Lights, operate intensity controls in FAAO 6850.2, Visual Guidance Lighting Systems.

accordance with the values in TBL 3−4−5 except: a. When facility directives specify other settings TBL 3−4−4 to meet local atmospheric, topographic, and twilight PAPI Intensity Setting − Five Step System conditions.

Step Period/Condition b. As requested by the pilot.

5 On Pilot Request c. As you deem necessary, if not contrary to pilot’s 4 Day − Sunrise to sunset request.

3 Night − Sunset to sunrise TBL 3−4−5 2 On Pilot Request ALS Intensity Setting 1 On Pilot Request Visibility *During a 1 year period, twilight may vary 26 to 43 minutes Step (Applicable to runway served by lights) between 25 and 49N latitude.

Day Night 5 Less than 1 mile* When requested 4 1 to but not including 3 miles When requested 3−4−5. APPROACH LIGHTS 3 3 to but not including 5 miles Less than 1 mile* 2 5 to but not including 7 miles 1 to 3 miles inclusive Operate approach lights: 1 When requested Greater than 3 miles *and/or 6,000 feet or less of the RVR on the runway served by a. Between sunset and sunrise when one of the the ALS and RVR.

following conditions exists: NOTE− 1. They serve the landing runway.

Daylight steps 2 and 3 provide recommended settings applicable to conditions in subparas b and c. At night, use 2. They serve a runway to which an approach is step 4 or 5 only when requested by a pilot.

being made but aircraft will land on another runway.

3−4−7. SEQUENCED FLASHING LIGHTS (SFL) b. Between sunrise and sunset when the ceiling is less than 1,000 feet or the prevailing visibility is Operate Sequenced Flashing Lights: 5 miles or less and approaches are being made to: NOTE− SFL are a component of the ALS and cannot be operated 1. A landing runway served by the lights.

when the ALS is off.

a. When the visibility is less than 3 miles and 2. A runway served by the lights but aircraft are instrument approaches are being made to the runway landing on another runway.

served by the associated ALS.

3. The airport, but landing will be made on a b. As requested by the pilot.

runway served by the lights.

c. As you deem necessary, if not contrary to pilot’s request.

c. As requested by the pilot.

3−4−8. MALSR/ODALS d. As you deem necessary, if not contrary to pilot’s request.

Operate MALSR/ODALS that have separate on−off and intensity setting controls in accordance with NOTE− TBL 3−4−6 and TBL 3−4−7 except: In the interest of energy conservation, the ALS should be turned off when not needed for aircraft operations.

a. When facility directives specify other settings to meet local atmospheric, topographic, and twilight REFERENCE− conditions.

FAAO JO 7110.65, Para 3−4−6 , ALS Intensity Settings.

Airport Lighting 3−4−2 JO 7110.65U 2/9/12 b. As requested by the pilot. 3−4−10. RUNWAY EDGE LIGHTS c. As you deem necessary, if not contrary to pilot’s Operate the runway edge light system/s serving the request.

runway/s in use as follows: TBL 3−4−6 a. Between sunset and sunrise, turn the lights on: Two Step MALS/One Step RAIL/Two Step ODALS 1. For departures. Before an aircraft taxies onto Settings Visibility the runway and until it leaves the Class B, Class C, or Day Night Class D surface area.

MALS/ODALS Hi Less than Less than 2. For arrivals: RAIL On 3 miles 3 miles MALS/ODALS Low When requested 3 miles or more (a) IFR aircraft−Before the aircraft begins RAIL Off final approach, or *At locations providing part−time control tower service, if (b) VFR aircraft−Before the aircraft enters duplicate controls are not provided in the associated FSS, the MALSR/ODALS must be set to low intensity during the hours the Class B, Class C, or Class D surface area, and of darkness when the tower is not staffed.

(c) Until the aircraft has taxied off the landing TBL 3−4−7 runway.

Three Step MALS/Three Step RAIL/ b. Between sunrise and sunset, turn the lights on as Three Step ODALS shown in subparas a1 and a2 when the surface Settings Visibility visibility is less than 2 miles.

Day Night c. As required by facility directives to meet local 3 Less than 2 miles Less than 1 mile conditions.

2 2 to 5 miles inclusive 1 to but not including 3 miles* d. Different from subparas a, b, or c above, when: 1 When requested 3 miles or more 1. You consider it necessary, or *At locations providing part−time control tower service, if duplicate controls are not provided in the FSS on the airport, 2. Requested by a pilot and no other known the air−to−ground radio link shall be activated during the hours aircraft will be adversely affected.

of darkness when the tower is unmanned. If there is no radio air−to−ground control, the MALSR/ODALS shall be set on NOTE− intensity setting 2 during the hours of darkness when the tower Pilots may request lights to be turned on or off contrary to is not staffed.

subparas a, b, or c. However, 14 CFR Part 135 operators REFERENCE− are required to land/takeoff on lighted runways/heliport FAAO JO 7210.3, Para 10−6−2, Operation of Lights When Tower is landing areas at night.

Closed.

e. Do not turn on the runway edge lights when a 3−4−9. ALSF−2/SSALR NOTAM closing the runway is in effect.

NOTE− a. When the prevailing visibility is / mile or less Application concerns use for takeoffs/landings/ or the RVR is 4,000 feet or less, operate the ALSF−2 approaches and does not preclude turning lights on for use system as follows: of unaffected portions of a runway for taxiing aircraft, 1. As requested by the pilot.

surface vehicles, maintenance, repair, etc.

REFERENCE− 2. As you deem necessary if not contrary to pilot FAAO JO 7110.65, Para 3−4−15 , Simultaneous Approach and Runway request.

Edge Light Operation.

FAAO JO 7210.3, Para 10−6−3, Incompatible Light System Operation.

b. Operate the SSALR system when the condi- FAAO JO 7210.3, Para 10−6−9, Runway Edge Lights Associated With tions in subpara a are not a factor.

Medium Approach Light System/Runway Alignment Indicator Lights.

Airport Lighting 3−4−3 JO 7110.65U 2/9/12 NOTE− 3−4−11. HIGH INTENSITY RUNWAY, When going from a given brightness step setting to a lower RUNWAY CENTERLINE, AND TOUCHDOWN setting, rotation of the brightness control to a point below ZONE LIGHTS the intended step setting and then back to the appropriate Operate high intensity runway and associated runway step setting will ensure that the MALSR will operate at the centerline and touchdown zone lights in accordance appropriate brightness.

with TBL 3−4−8, except: REFERENCE− FAAO JO 7110.65, Para 3−4−14 , Medium Intensity Runway Lights.

a. Where a facility directive specifies other settings to meet local conditions.

3−4−13. HIRL CHANGES AFFECTING RVR b. As requested by the pilot.

Keep the appropriate approach controller or PAR c. As you deem necessary, if not contrary to pilot controller informed, in advance if possible, of HIRL request.

changes that affect RVR.

TBL 3−4−8 HIRL, RCLS, TDZL Intensity Setting 3−4−14. MEDIUM INTENSITY RUNWAY Step Visibility LIGHTS Day Night Operate MIRL or MIRL which control the associated 5 Less than 1 mile* When requested MALSR in accordance with TBL 3−4−10, except: 4 1 to but not including Less than 1 mile* 2 miles* a. As requested by the pilot.

3 2 to but not including 1 to but not including 3 miles 3 miles* b. As you deem necessary, if not contrary to the 2 When requested 3 to 5 miles inclusive pilot’s request.

1 When requested More than 5 miles TBL 3−4−10 *and/or appropriate RVR/RVV equivalent.

MIRL Intensity Setting Step Visibility 3−4−12. HIRL ASSOCIATED WITH MALSR Day Night Operate HIRL which control the associated MALSR 3 Less than 2 miles Less than 1 mile in accordance with TBL 3−4−9, except: 2 2 to 3 miles 1 to 3 miles a. As requested by the pilot.

1 When requested More than 3 miles b. As you deem necessary, if not contrary to the REFERENCE− pilot’s request.

FAAO JO 7110.65, Para 3−4−12 , HIRL Associated With MALSR.

TBL 3−4−9 HIRL Associated with MALSR 3−4−15. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT OPERATION Step Visibility Day Night Turn on the runway edge lights for the runway in use 5 Less than 1 mile When requested whenever the associated approach lights are on. If 4 1 to but not including Less than 1 mile multiple runway light selection is not possible, you 2 miles may leave the approach lights on and switch the 3 2 to but not including 1 to but not including runway lights to another runway to accommodate 3 miles 3 miles another aircraft.

2 When requested 3 to 5 miles inclusive REFERENCE− 1 When requested More than 5 miles FAAO JO 7110.65, Para 3−4−10 , Runway Edge Lights.

Airport Lighting 3−4−4 JO 7110.65U 2/9/12 TBL 3−4−12 3−4−16. HIGH SPEED TURNOFF LIGHTS Five Step Taxiway Lights Operate high speed turnoff lights: Step Visibility a. Whenever the associated runway lights are used Day Night for arriving aircraft. Leave them on until the aircraft 5 Less than 1 mile When requested has either entered a taxiway or passed the last light.

4 When requested Less than 1 mile b. As required by facility directives to meet local 3 When requested 1 mile or more conditions.

1 & 2 When requested When requested c. As requested by the pilot.

TBL 3−4−13 One Step Taxiway Lights 3−4−17. TAXIWAY LIGHTS Day Night Less than 1 mile On Operate taxiway lights in accordance with TBL 3−4−11, TBL 3−4−12, or TBL 3−4−13 except: NOTE− AC 150/5340−24, Runway and Taxiway Edge Lighting a. Where a facility directive specifies other System, contains recommended brightness levels for settings or times to meet local conditions.

variable setting taxiway lights.

b. As requested by the pilot.

3−4−18. OBSTRUCTION LIGHTS c. As you deem necessary, if not contrary to pilot request.

If controls are provided, turn the lights on between sunset and sunrise.

TBL 3−4−11 Three Step Taxiway Lights 3−4−19. ROTATING BEACON Step Visibility If controls are provided, turn the rotating beacon on: Day Night a. Between sunset and sunrise.

3 Less than 1 mile When requested 2 When requested Less than 1 mile b. Between sunrise and sunset when the reported 1 When requested 1 mile of more ceiling or visibility is below basic VFR minima.

Airport Lighting 3−4−5

JO 7110.65U 2/9/12

Section 5. Runway Selection

3−5−1. SELECTION b. When conducting aircraft operations on other than the advertised active runway, state the runway in a. Except where a “runway use” program is in use.

effect, use the runway most nearly aligned with the wind when 5 knots or more or the “calm wind” 3−5−2. STOL RUNWAYS runway when less than 5 knots (set tetrahedron accordingly) unless use of another runway: Use STOL runways as follows: NOTE− a. A designated STOL runway may be assigned 1. If a pilot prefers to use a runway different from that only when requested by the pilot or as specified in a specified, the pilot is expected to advise ATC.

letter of agreement with an aircraft operator.

2. At airports where a “runway use” program is b. Issue the measured STOL runway length if the established, ATC will assign runways deemed to have the pilot requests it.

least noise impact. If in the interest of safety a runway different from that specified is preferred, the pilot is expected to advise ATC accordingly. ATC will honor such 3−5−3. TAILWIND COMPONENTS requests and advise pilots when the requested runway is When authorizing use of runways and a tailwind noise sensitive.

component exists, always state both wind direction REFERENCE− and velocity.

FAAO 8400.9, National Safety and Operational Criteria for Runway Use Programs.

NOTE− The wind may be described as “calm” when appropriate.

1. Will be operationally advantageous, or REFERENCE− 2. Is requested by the pilot.

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

Runway Selection 3−5−1

JO 7110.65U 2/9/12

Section 6. Airport Surface Detection Procedures

3−6−1. EQUIPMENT USAGE 3−6−3. INFORMATION USAGE a. ASDE system derived information may be used a. The operational status of ASDE systems must to: be determined during the relief briefing, or as soon as possible after assuming responsibility for the 1. Formulate clearances and control instruc- associated position.

tions to aircraft and vehicles on the movement area.

REFERENCE− b. Use ASDE systems to augment visual observa- FAAO JO 7210.3, Para 3−7−2, Radar Use.

tion of aircraft landing or departing, and aircraft or 2. Position aircraft and vehicles using the vehicular movements on runways and taxiways, or movement area.

other parts of the movement area.

3. Determine the exact location of aircraft and 1. ASDE systems with safety logic must be vehicles, or spatial relationship to other aircraft/ operated continuously.

vehicles on the movement area.

2. ASDE systems without safety logic must be 4. Monitor compliance with control instructions operated: by aircraft and vehicles on taxiways and runways.

(a) Continuously between sunset and sunrise.

5. Confirm pilot reported positions.

(b) When visibility is less than the most 6. Provide directional taxi information, as distant point in the active movement area, or appropriate.

(c) When, in your judgment, its use will assist PHRASEOLOGY− you in the performance of your duties at any time.

TURN (left/right) ON THE TAXIWAY/RUNWAY YOU ARE APPROACHING.

b. Do not provide specific navigational guidance 3−6−2. IDENTIFICATION (exact headings to be followed) unless an emergency a. To identify an observed target/track on an exists or by mutual agreement with the pilot.

ASDE system display, correlate its position with one NOTE− or more of the following: It remains the pilot’s responsibility to navigate visually via 1. Pilot/vehicle operator position report. routes to the clearance limit specified by the controller and to avoid other parked or taxiing aircraft, vehicles, or 2. Controller’s visual observation.

persons in the movement area.

3. An identified target observed on the ASR or c. Do not allow an aircraft to begin departure roll CTRD.

or cross the landing threshold whenever there is an unidentified target/track displayed on the runway.

b. An observed target/track on an ASDE system display may be identified as a false target by visual 3−6−4. SAFETY LOGIC ALERT observation. If the area containing a suspected false RESPONSES target is not visible from the tower, an airport operations vehicle or pilots of aircraft operating in the When the system generates an alert, the controller area may be used to conduct the visual observation.

must immediately assess the situation visually and as presented on the ASDE system display, then take c. After positive verification that a target is false, appropriate action as follows: through pilot/vehicle operator position report or controller visual observation, the track may be a. When an arrival aircraft (still airborne, prior to temporarily dropped, which will remove the target the landing threshold) activates a warning alert, the from the display and safety logic processing. A controller must issue go−around instructions.

notation must be made to FAA Form 7230−4, Daily (Exception: Alerts involving known formation Record of Facility Operation, when a track is flights, as they cross the landing threshold, may be temporarily dropped. disregarded if all other factors are acceptable.)

Airport Surface Detection Procedures 3−6−1 JO 7110.65U 2/9/12 REFERENCE− NOTE− FAAO JO 7110.65, Para 3−9−8 , Intersecting Runway Separation.

The intent of this paragraph is that an aircraft does not land FAAO JO 7110.65, Para 3−10−4 , Intersecting Runway Separation.

on the runway, on that approach, when the safety logic system has generated a warning alert. A side−step c. For other safety logic system alerts, issue maneuver or circle to land on another runway satisfies this instructions/clearances based on good judgment and requirement.

evaluation of the situation at hand.

REFERENCE− FAAO JO 7110.65, Para 3−8−1 , Sequence/Spacing Application.

FAAO JO 7110.65, Para 3−9−6 , Same Runway Separation.

3−6−5. RADAR−ONLY MODE FAAO JO 7110.65, Para 3−10−3 , Same Runway Separation.

P/CG Term− Go Around.

Radar−only mode is an enhancement of the ASDE−X b. When two arrival aircraft, or an arrival aircraft system which allows the system to stay operational and a departing aircraft activate an alert, the with safety logic processing, despite a critical fault in controller will issue go−around instructions or take the Multilateration (MLAT) subsystem. The system appropriate action to ensure intersecting runway stays in full core alert status under radar−only mode separation is maintained. without data block capability.

Airport Surface Detection Procedures 3−6−2

JO 7110.65U 2/9/12

Section 7. Taxi and Ground Movement Procedures

3−7−1. GROUND TRAFFIC MOVEMENT c. Do not use the word “cleared” in conjunction with authorization for aircraft to taxi or equipment/ Issue by radio or directional light signals specific vehicle/personnel operations. Use the prefix “taxi,” instructions which approve or disapprove the “proceed,” or “hold,” as appropriate, for aircraft movement of aircraft, vehicles, equipment, or instructions and “proceed” or “hold” for equipment/ personnel on the movement area except where vehicles/personnel.

permitted in an LOA.

d. Intersection departures may be initiated by a REFERENCE− controller or a controller may authorize an FAAO JO 7210.3, Para 4−3−1, Letters of Agreement FAAO JO 7210.3, Para 4−3−2, Appropriate Subjects intersection departure if a pilot requests. Issue the measured distance from the intersection to the a. Do not issue conditional instructions that are runway end rounded “down” to the nearest 50 feet to dependent upon the movement of an arrival aircraft any pilot who requests and to all military aircraft, on or approaching the runway or a departure aircraft unless use of the intersection is covered in established on a takeoff roll. Do not say, “Line up and appropriate directives.

wait behind landing traffic,” or “Taxi/proceed across NOTE− Runway Three−Six behind departing/landing Cita- 1. Exceptions are authorized where specific military tion.” The above requirements do not preclude aircraft routinely make intersection takeoffs and proced- issuing instructions to follow an aircraft observed to ures are defined in appropriate directives. The authority be operating on the movement area in accordance exercising operational control of such aircraft ensures that with an ATC clearance/instruction and in such a all pilots are thoroughly familiar with these procedures, manner that the instructions to follow are not including the usable runway length from the applicable ambiguous.

intersection.

2. Some airports publish “declared distances” for a b. Do not issue unconditional instructions when particular runway. These are published in the Airport authorizing movement on a runway/taxiway for the Facility Directory (A/FD) or the Aeronautical Information purpose of airfield checks or other airport operations.

Publication (AIP) and there is no requirement that facility Instructions must ensure positive control with personnel be aware of them. These distances are a means specific instructions to proceed on a runway or of satisfying airport design criteria and are intended to be movement area, and as necessary, hold short used by pilots and/or operators for preflight performance instructions.

planning only. There are no special markings, signing, or REFERENCE− lighting associated with declared distances and they do not FAAO JO 7110.65, Para 3−1−3, USE OF ACTIVE RUNWAYS limit the actual runway available for use by an aircraft.

FAAO JO 7110.65, Para 3−7−2, TAXI AND GROUND MOVEMENT Therefore, they cannot be used for any air traffic control OPERATIONS purpose. If pilots inquire about the existence of declared EXAMPLE− distances, refer them to the A/FD or AIP.

“Airport 1, proceed on Runway 26R, hold short of Runway PHRASEOLOGY− 18L.” RUNWAY (number) AT (taxiway designator) INTERSECTION DEPARTURE (remaining length) FEET “(Tower), Airport 1 at taxiway B8, request to inspect AVAILABLE.

Runway 26R.” “Airport 1 proceed as requested, hold short REFERENCE− of Runway 18L.” FAAO JO 7110.65, Para 3−9−4 , Line Up and Wait (LUAW).

e. Do not use the term “full length” when the “Airport 1 proceed on taxi way B, hold short of Runway 18L.” runway length available for departures has been temporarily shortened. On permanently shortened NOTE− runways, do not use the term “full length” until the The following are examples of unconditional instructions Airport/Facility Directory is updated to include the and are not approved for use: “THE FIELD IS YOURS,” “CLEARED ON ALL SURFACES,” “THE AIRPORT IS change(s).

YOURS,” and “PROCEED ON ALL RUNWAYS AND REFERENCE− TAXIWAYS.” FAAO JO 7210.3, Para 10-3-11, Airport Construction Taxi and Ground Movement Procedures 3−7−1 JO 7110.65U 2/9/12 FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to or Construction (direction), 3−7−2. TAXI AND GROUND MOVEMENT or OPERATIONS Issue the route for the aircraft/vehicle to follow on the ACROSS RUNWAY (number).

movement area in concise and easy to understand or terms. The taxi clearance must include the specific route to follow. When a taxi clearance to a runway is VIA (route), HOLD SHORT OF (location) issued to an aircraft, confirm the aircraft has the correct runway assignment.

or NOTE− FOLLOW (traffic) (restrictions as necessary) 1. A pilot’s read back of taxi instructions with the runway assignment can be considered confirmation of runway assignment. or 2. Movement of aircraft or vehicles on nonmovement BEHIND (traffic).

areas is the responsibility of the pilot, the aircraft operator, EXAMPLE− or the airport management.

“Cross Runway Two−Eight Left, hold short of Runway a. When authorizing an aircraft/vehicle to proceed Two−Eight Right.” on the movement area or to any point other than assigned takeoff runway, specify the route/taxi “Taxi/continue taxiing/proceed to the hangar.” instructions. If it is the intent to hold the “Taxi/continue taxiing/proceed straight ahead then via aircraft/vehicle short of any given point along the taxi ramp to the hangar.” route, issue the route and then state the holding instructions.

“Taxi/continue taxiing/proceed on Taxiway Charlie, hold NOTE− short of Runway Two−Seven.” 1. The absence of holding instructions authorizes an aircraft/vehicle to cross all taxiways that intersect the taxi or route.

“Taxi/continue taxing/proceed on Charlie, hold short of 2. Movement of aircraft or vehicles on non−movement Runway Two−Seven.” areas is the responsibility of the pilot, the aircraft operator, or the airport management.

b. When authorizing an aircraft to taxi to an assigned takeoff runway, state the departure runway PHRASEOLOGY− followed by the specific taxi route. Issue hold short HOLD POSITION.

restrictions when an aircraft will be required to hold HOLD FOR (reason) short of a runway or other points along the taxi route.

PHRASEOLOGY− CROSS (runway/taxiway) RUNWAY (number), TAXI VIA (route as necessary).

or or TAXI/CONTINUE TAXIING/PROCEED/VIA (route), RUNWAY (number), TAXI VIA (route as necessary)(hold short instructions as necessary).” or EXAMPLE− ON (runway number or taxiways, etc.), “Runway Three−Six Left, taxi via taxiway Alpha, hold short of taxiway Charlie.” or or TO (location), “Runway Three−Six Left, taxi via Alpha, hold short of Taxi and Ground Movement Procedures 3−7−2 JO 7110.65U 2/9/12 Charlie.” f. Request a read back of runway hold short instructions when it is not received from the or pilot/vehicle operator.

PHRASEOLOGY− “Runway Three−Six Left, taxi via taxiway Alpha, hold READ BACK HOLD INSTRUCTIONS.

short of Runway Two−Seven Right.” EXAMPLE− or 1. “American Four Ninety Two, Runway Three Six Left, taxi via taxiway Charlie, hold short of Runway Two Seven “Runway Three−Six Left, taxi via Charlie, cross Runway Right.” Two−Seven Left, hold short of Runway Two−Seven Right.” or or “American Four Ninety Two, Runway Three Six Left, taxi “Runway Three−Six Left, taxi via Alpha, Charlie, cross via Charlie, hold short of Runway Two Seven Right.” Runway One−Zero.” “American Four Ninety Two, Roger.” c. Aircraft/vehicles must receive a clearance for each runway their route crosses. An aircraft/vehicle “American Four Ninety Two, read back hold instructions.” must have crossed a previous runway before another 2. “Cleveland Tower, American Sixty Three is ready for runway crossing clearance may be issued.

departure.” NOTE− “American Sixty Three, hold short of Runway Two Three A clearance is required for aircraft/vehicles to operate on Left, traffic one mile final.” any active, inactive, or closed runway except for vehicles operating on closed runways in accordance with a Letter of Agreement (LOA). “American Sixty Three, Roger.” EXAMPLE− “American Sixty Three, read back hold instructions.” “Cross Runway One−Six Left, hold short of Runway 3. “OPS Three proceed via taxiway Charlie hold short of One−Six Right.” Runway Two Seven.” d. When an aircraft/vehicle is instructed to or “follow” traffic and requires a runway crossing, issue a runway crossing clearance in addition to the follow “OPS Three proceed via Charlie hold short of Runway Two instructions and/or hold short instructions, as Seven.” applicable.

“OPS Three, Roger.” EXAMPLE− “Follow (traffic), cross Runway Two−Seven Right.” “OPS Three, read back hold instructions.” or NOTE− Read back hold instructions phraseology may be initiated “Follow (traffic), cross Runway Two Seven−Right, hold for any point on a movement area when the controller short Runway Two−Seven Left.” believes the read back is necessary.

g. Issue progressive taxi/ground movement in- e. At those airports where the taxi distance structions when: between runway centerlines is less than 1,000 feet, multiple runway crossings may be issued with a 1. A pilot/operator requests.

single clearance. The air traffic manager must submit 2. The specialist deems it necessary due to a request to the appropriate Terminal Services traffic or field conditions, e.g., construction or closed Director of Operations for approval before authoriz- taxiways.

ing multiple runway crossings.

3. Necessary during reduced visibility, espe- REFERENCE− cially when the taxi route is not visible from the tower.

FAAO JO 7210.3, Para 10−3−10 Multiple Runway Crossings.

Taxi and Ground Movement Procedures 3−7−3 JO 7110.65U 2/9/12 NOTE− NOTE− Progressive instructions may include step−by−step Establishing hold lines/signs is the responsibility of the directions and/or directional turns. airport manager. The standards for surface measurements, markings, and signs are contained in AC 150/5300−13, REFERENCE− Airport Design; AC 150/5340−1, Standards for Airport FAAO JO 7110.65, Para 3−7−4 , Runway Proximity.

Markings, and AC 150/5340−18, Standards for Airport FAAO JO 7110.65, Para 3−1 1−1, Taxi and Ground Movement Operation.

Sign Systems. The operator is responsible for properly positioning the aircraft, vehicle, or equipment at the h. Issue instructions to expedite a taxiing aircraft appropriate hold line/sign or designated point. The or a moving vehicle.

requirements in para 3−1−12 , Visually Scanning Runways, remain valid as appropriate.

PHRASEOLOGY− REFERENCE− TAXI WITHOUT DELAY (traffic if necessary).

FAAO JO 7110.65, Para 3−7−2 , Taxi and Ground Movement Operations.

FAAO JO 7110.65, Para 3−10−10 , Altitude Restricted Low Approach.

EXIT/PROCEED/CROSS FAAO JO 7110.65, Para 3−1−5 , Vehicles/Equipment/Personnel on (runway/taxiway) WITHOUT DELAY.

Runways.

3−7−5. PRECISION APPROACH CRITICAL AREA 3−7−3. GROUND OPERATIONS a. ILS critical area dimensions are described in FAAO 6750.16, Siting Criteria for Instrument WAKE TURBULENCE APPLICATION Landing Systems. Aircraft and vehicle access to the ILS/MLS critical area must be controlled to ensure Avoid clearances which require: the integrity of ILS/MLS course signals whenever conditions are less than reported ceiling 800 feet or a. Heavy jet aircraft to use greater than normal visibility less than 2 miles. Do not authorize taxiing power.

vehicles/aircraft to operate in or over the critical area, except as specified in subpara a1, whenever an b. Small aircraft or helicopters to taxi in close arriving aircraft is inside the ILS outer marker (OM) proximity to taxiing or hover-taxi helicopters.

or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is circling NOTE− to land on another runway.

Use caution when taxiing smaller aircraft/helicopters in the vicinity of larger aircraft. PHRASEOLOGY− HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA.

REFERENCE− AC 90−23, Aircraft Wake Turbulence, Para 10 and Para 11. 1. LOCALIZER CRITICAL AREA (a) Do not authorize vehicle or aircraft operations in or over the area when an arriving 3−7−4. RUNWAY PROXIMITY aircraft is inside the ILS OM or the fix used in lieu of the OM when conditions are less than reported ceiling Hold a taxiing aircraft or vehicle clear of the runway 800 feet or visibility less than 2 miles, except: as follows: (1) A preceding arriving aircraft on the same or another runway that passes over or through a. Instruct aircraft or vehicle to hold short of a the area while landing or exiting the runway.

specific runway.

(2) A preceding departing aircraft or b. Instruct aircraft or vehicle to hold at a specified missed approach on the same or another runway that point. passes through or over the area.

(b) In addition to subpara a1(a), do not c. Issue traffic information as necessary.

authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the middle PHRASEOLOGY− marker when conditions are less than reported ceiling HOLD SHORT OF/AT (runway number or specific point), 200 feet or RVR 2,000 feet.

(traffic or other information).

Taxi and Ground Movement Procedures 3−7−4 JO 7110.65U 2/9/12 2. GLIDESLOPE CRITICAL AREA. Do not visibility is less than 3/4 SM to protect aircraft authorize vehicles or aircraft operations in or over the executing a missed approach.

area when an arriving aircraft is inside the ILS OM or NOTE− the fix used in lieu of the OM unless the arriving Only horizontal surfaces (e.g., the wings) can penetrate the aircraft has reported the runway in sight or is circling POFZ, but not the vertical surfaces (e.g., fuselage or tail).

to land on another runway when conditions are less Three hundred feet (300) is used because ATC does not than reported ceiling 800 feet or visibility less than measure ceilings in fifty (50) foot increments.

2 miles.

b. Ensure the final approach OCS (e.g., ILS /LPV W, X, and Y surfaces) are clear of aircraft/vehicles b. Air carriers commonly conduct “coupled” or when an aircraft on the vertically−guided approach is “autoland” operations to satisfy maintenance, within 2 miles of the runway threshold and the training, or reliability program requirements.

reported ceiling is below 800 feet or visibility is less Promptly issue an advisory if the critical area will not than 2 SM to protect aircraft executing a missed be protected when an arriving aircraft advises that a approach.

“coupled,” “CATIII,” “autoland,” or similar type approach will be conducted and the weather is NOTE− reported ceiling of 800 feet or more, and the visibility 1. The POFZ and the close−in portion of the final is 2 miles or more. approach obstacle clearance surfaces protect aircraft executing a missed approach. Their dimensions are PHRASEOLOGY− described in FAAO 8260.3b, Volume III, Chapter 3, ILS/MLS CRITICAL AREA NOT PROTECTED.

para 3.4, United States Standards for Terminal Instrument c. The Department of Defense (DOD) is author- Procedures.

ized to define criteria for protection of precision 2. Vehicles that are less than 10 feet in height, necessary approach critical areas at military controlled airports.

for the maintenance of the airport and/or navigation This protection is provided to all aircraft operating at facilities operating outside the movement area, are exempt.

that military controlled airport. Waiver authority for c. If it is not possible to clear the POFZ or OCS DOD precision approach critical area criteria rests prior to an aircraft reaching a point 2 miles from the with the appropriate military authority.

runway threshold and the weather is less than NOTE− described in subparas a or b above, issue traffic to the Signs and markings are installed by the airport operator to landing aircraft.

define the ILS/MLS critical area. No point along the NOTE− longitudinal axis of the aircraft is permitted past the hold The POFZ and/or OCS must be cleared as soon as line for holding purposes. The operator is responsible to practical.

properly position the aircraft, vehicle, or equipment at the appropriate hold line/sign or designated point. The PHRASEOLOGY− requirements in para 3−1−12 , Visually Scanning Runways, (ACID), IN THE EVENT OF MISSED APPROACH remain valid as appropriate.

(issue traffic).

REFERENCE− AC150/5340−1, Standards for Airport Markings.

TAXIING AIRCRAFT/VEHICLE LEFT/RIGHT OF RUNWAY.

3−7−6. PRECISION OBSTACLE FREE ZONE EXAMPLE− (POFZ) AND FINAL APPROACH OBSTACLE “United 623, in the event of missed approach, taxiing CLEARANCE SURFACES (OCS) aircraft right of runway.” a. Ensure the POFZ is clear of traffic (aircraft or “Delta 1058, in the event of missed approach, vehicle left vehicles) when an aircraft on a vertically−guided of runway.” final approach is within 2 miles of the runway REFERENCE− threshold and the reported ceiling is below 300 feet or FAAO JO 7110.65, Para 3−1−6 , Traffic Information.

Taxi and Ground Movement Procedures 3−7−5 JO 7110.65U 2/9/12 FIG 3−7−1 Precision Obstacle Free Zone (POFZ) Taxi and Ground Movement Procedures 3−7−6

JO 7110.65U 2/9/12

Section 8. Spacing and Sequencing

UNABLE OPTION, (alternate instructions).

3−8−1. SEQUENCE/SPACING APPLICATION or Establish the sequence of arriving and departing UNABLE (type of option), OTHER OPTIONS aircraft by requiring them to adjust flight or ground APPROVED.

operation, as necessary, to achieve proper spacing.

NOTE− PHRASEOLOGY− 1. The “Cleared for the Option” procedure will permit an CLEARED FOR TAKEOFF.

instructor pilot/flight examiner/pilot the option to make a touch-and-go, low approach, missed approach, stop- CLEARED FOR TAKEOFF OR HOLD SHORT/HOLD IN and-go, or full stop landing. This procedure will only be POSITION/TAXI OFF THE RUNWAY (traffic).

used at those locations with an operational control tower and will be subject to ATC approval.

EXTEND DOWNWIND.

2. For proper helicopter spacing, speed adjustments may be more practical than course changes.

MAKE SHORT APPROACH.

3. Read back of hold short instructions apply when hold instructions are issued to a pilot in lieu of a takeoff NUMBER (landing sequence number), clearance.

FOLLOW (description and location of traffic), REFERENCE− FAAO JO 7110.65, Para 3−7−2 , Taxi and Ground Movement Operations.

or if traffic is utilizing another runway, TRAFFIC (description and location) LANDING RUNWAY 3−8−2. TOUCH-AND-GO OR STOP-AND-GO (number of runway being used).

OR LOW APPROACH Consider an aircraft cleared for touch-and-go, CIRCLE THE AIRPORT.

stop-and-go, or low approach as an arriving aircraft MAKE LEFT/RIGHT THREE−SIXTY/TWO SEVENTY.

until it touches down (for touch-and-go), or makes a complete stop (for stop-and-go), or crosses the GO AROUND (additional instructions as necessary).

landing threshold (for low approach), and thereafter as a departing aircraft.

CLEARED TO LAND.

REFERENCE− FAAO JO 7110.65, Para 3−1−5 , Vehicles/Equipment/Personnel on CLEARED: Runways.

FAAO JO 7110.65, Para 3−9−7 , Wake Turbulence Separation for Intersection Departures.

TOUCH−AND−GO, or 3−8−3. SIMULTANEOUS SAME DIRECTION STOP−AND−GO, OPERATION or Authorize simultaneous, same direction operations LOW APPROACH.

on parallel runways, on parallel landing strips, or on a runway and a parallel landing strip only when the CLEARED FOR THE OPTION, following conditions are met: or a. Operations are conducted in VFR conditions unless visual separation is applied.

OPTION APPROVED, b. Two-way radio communication is maintained with the aircraft involved and pertinent traffic or information is issued.

Spacing and Sequencing 3−8−1 JO 7110.65U 2/9/12 c. The distance between the runways or landing a. Operations are conducted in VFR conditions.

strips is in accordance with the minima in TBL 3−8−1 b. Two-way radio communication is maintained (use the greater minimum if two categories are with the aircraft involved and pertinent traffic involved).

information is issued.

TBL 3−8−1 PHRASEOLOGY− Same Direction Distance Minima TRAFFIC (description) ARRIVING/DEPARTING/LOW APPROACH, OPPOSITE DIRECTION ON PARALLEL Minimum distance (feet) RUNWAY/LANDING STRIP.

Aircraft category between parallel Edges of c. The distance between the runways or landing Runway adjacent strips or centerlines strips is in accordance with the minima in runway and strip TBL 3−8−2.

Lightweight, 300 200 single−engine, TBL 3−8−2 propeller driven Opposite Direction Distance Minima Twin−engine, 500 400 propeller driven Minimum distance (feet) All others 700 600 Type of Operation between parallel Edges of Runway adjacent strips 3−8−4. SIMULTANEOUS OPPOSITE centerlines or runway and DIRECTION OPERATION strip Authorize simultaneous opposite direction opera- Between sunrise and 1,400 1,400 sunset tions on parallel runways, on parallel landing strips, or on a runway and a parallel landing strip only when Between sunset and 2,800 Not authorized sunrise the following conditions are met: Spacing and Sequencing 3−8−2

JO 7110.65U 2/9/12

Section 9. Departure Procedures and Separation

3−9−1. DEPARTURE INFORMATION g. Issue braking action for the runway in use as received from pilots or the airport management when Provide current departure information, as appropri- Braking Action Advisories are in effect.

ate, to departing aircraft.

REFERENCE− FAAO JO 7110.65, Para 2−7−2 , Altimeter Setting Issuance Below a. Departure information contained in the ATIS Lowest Usable FL.

broadcast may be omitted if the pilot states the FAAO JO 7110.65, Para 3−1−8 , Low Level Wind Shear/Microburst Advisories.

appropriate ATIS code.

FAAO JO 7110.65, Para 3−3−5 , Braking Action Advisories.

P/CG Term− Braking Action Advisories.

b. Issue departure information by including the h. When the ATIS is unavailable, and when the following: runway length available for departure has been 1. Runway in use. (May be omitted if pilot states temporarily shortened, controllers must ensure that “have the numbers.”) pilots receive the runway number combined with a shortened announcement for all departing aircraft.

2. Surface wind from direct readout dial, wind shear detection system, or automated weather PHRASEOLOGY− RUNWAY (NUMBER) SHORTENED observing system information display. (May be omitted if pilot states “have the numbers.”) EXAMPLE− “Runway Two-Seven shortened.” 3. Altimeter setting. (May be omitted if pilot states “have the numbers.”) 3−9−2. DEPARTURE DELAY INFORMATION REFERENCE− USA/USAF/USN NOT APPLICABLE FAAO JO 7110.65, Para 2−7−1 , Current Settings.

When gate-hold procedures are in effect, issue the c. Time, when requested.

following departure delay information as appropri- d. Issue the official ceiling and visibility, when ate: available, to a departing aircraft before takeoff as REFERENCE− follows: FAAO JO 7210.3, Para 10−4−3, Gate Hold Procedures.

a. Advise departing aircraft the time at which the 1. To a VFR aircraft when weather is below pilot can expect to receive engine startup advisory.

VFR conditions.

PHRASEOLOGY− 2. To an IFR aircraft when weather is below GATE HOLD PROCEDURES ARE IN EFFECT. ALL VFR conditions or highest takeoff minima, AIRCRAFT CONTACT (position) ON (frequency) FOR whichever is greater.

ENGINE START TIME. EXPECT ENGINE START/TAXI (time).

NOTE− Standard takeoff minimums are published in 14 CFR b. Advise departing aircraft when to start engines Section 91.175(f). Takeoff minima other than standard are and/or to advise when ready to taxi.

prescribed for specific airports/runways and published in PHRASEOLOGY− a tabular form supplement to the FAA instrument approach START ENGINES, ADVISE WHEN READY TO TAXI, procedures charts and appropriate FAA Forms 8260.

e. Issue the route for the aircraft/vehicle to follow or on the movement area in concise and easy to ADVISE WHEN READY TO TAXI.

understand terms. The taxi clearance must include the specific route to follow.

c. If the pilot requests to hold in a delay absorbing area, the request must be approved if space and traffic f. USAF NOT APPLICABLE. An advisory to conditions permit.

“check density altitude” when appropriate.

d. Advise all aircraft on GC/FD frequency upon REFERENCE− termination of gate hold procedures.

FAAO JO 7210.3, Para 2−10−6, Broadcast Density Altitude Advisory.

Departure Procedures and Separation 3−9−1 JO 7110.65U 2/9/12 PHRASEOLOGY− 3−9−4. LINE UP AND WAIT (LUAW) GATE HOLD PROCEDURES NO LONGER IN EFFECT.

a. The intent of LUAW is to position aircraft for an imminent departure. Authorize an aircraft to line up and wait, except as restricted in subpara g, when 3−9−3. DEPARTURE CONTROL takeoff clearances cannot be issued because of traffic.

INSTRUCTIONS Issue traffic information to any aircraft so authorized.

Traffic information may be omitted when the traffic Inform departing IFR, SVFR, VFR aircraft receiving is another aircraft which has landed on or is taking off radar service, and TRSA VFR aircraft of the the runway and is clearly visible to the holding following: aircraft. Do not use conditional phrases such as “behind landing traffic” or “after the departing a. Before takeoff.

aircraft.” 1. Issue the appropriate departure control b. First state the runway number followed by the frequency and beacon code. The departure control line up and wait clearance.

frequency may be omitted if a SID has been or will be PHRASEOLOGY− assigned and the departure control frequency is RUNWAY (number), LINE UP AND WAIT.

published on the SID.

c. Procedures.

PHRASEOLOGY− 1. At facilities without a safety logic system or DEPARTURE FREQUENCY (frequency), SQUAWK facilities with the safety logic system in the limited (code).

configuration: 2. Inform all departing IFR military turboprop/ (a) Do not issue a landing clearance to an turbojet aircraft (except transport and cargo types) to aircraft requesting a full−stop, touch−and−go, change to departure control frequency. If the local stop−and−go, option, or unrestricted low approach on controller has departure frequency override, transmit the same runway with an aircraft that is holding in urgent instructions on this frequency. If the override position or taxiing to line up and wait until the aircraft capability does not exist, transmit urgent instructions in position starts takeoff roll.

on the emergency frequency.

(b) Do not authorize an aircraft to LUAW if PHRASEOLOGY− an aircraft has been cleared to land, touch−and−go, CHANGE TO DEPARTURE.

stop−and–go, option, or unrestricted low approach on the same runway.

3. USAF. USAF control towers are authorized PHRASEOLOGY− to inform all departing IFR military transport/cargo RUNWAY (number), CONTINUE, TRAFFIC HOLDING type aircraft operating in formation flight to change IN POSITION.

to departure control frequency before takeoff.

EXAMPLE− “American 528, Runway Two−Three continue, traffic b. After takeoff.

holding in position.” 1. When the aircraft is about / mile beyond the 2. Except when reported weather conditions are runway end, instruct civil aircraft, and military less than ceiling 800 feet or visibility less than 2 transport, and cargo types to contact departure miles, facilities using the safety logic system in the control, provided further communication with you is full core alert mode: not required.

(a) May issue a landing clearance for a full−stop, touch−and−go, stop−and−go, option, or 2. Do not request departing military turboprop/ unrestricted low approach to an arriving aircraft with turbojet aircraft (except transport and cargo types) to an aircraft holding in position or taxiing to LUAW on make radio frequency or radar beacon changes before the same runway, or the aircraft reaches 2,500 feet above the surface.

(b) May authorize an aircraft to LUAW when REFERENCE− an aircraft has been cleared for a full stop, FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

Departure Procedures and Separation 3−9−2 JO 7110.65U 2/9/12 touch−and−go, stop−and−go, option, or unrestricted sunset, unless the local assist/local monitor position low approach on the same runway. is staffed.

REFERENCE− j. USN . Do not authorize aircraft to line up and FAAO JO 7110.65, Para 3−10−5 , Landing Clearance.

wait simultaneously on intersecting runways.

d. When an aircraft is authorized to line up and PHRASEOLOGY− wait, inform it of the closest traffic requesting a CONTINUE HOLDING, full−stop, touch−and−go, stop−and− go, option, or unrestricted low approach to the same runway.

or EXAMPLE− TAXI OFF THE RUNWAY.

“United Five, Runway One Eight, line up and wait. Traffic REFERENCE− a Boeing Seven Thirty Seven, six mile final.

FAAO JO 7110.65, Para 3−10−10 , Altitude Restricted Low Approach.

e. USAF/USN . When an aircraft is authorized to k. When aircraft are authorized to line up and wait line up and wait, inform it of the closest traffic within on runways that intersect, traffic must be exchanged 6 miles on final approach to the same runway. If the between that aircraft and the aircraft that is authorized approaching aircraft is on a different frequency, to line up and wait, depart, or arrive to the intersecting inform it of the aircraft taxiing into position.

runway(s).

f. Do not authorize an aircraft to line up and wait EXAMPLE− when the departure point is not visible from the tower, “United Five, Runway Four, line up and wait, traffic holding Runway Three−One.” unless the aircraft’s position can be verified by ASDE “Delta One, Runway Three−One, line up and wait, traffic or the runway is used for departures only.

holding Runway Four.” g. An aircraft may be authorized to line up and wait at an intersection between sunset and sunrise Or, when issuing traffic information to an arrival aircraft and an aircraft that is holding on runway(s) that under the following conditions: intersect(s): 1. The procedure must be approved by the appropriate Director, Terminal Operations (service “Delta One, Runway Four, line up and wait, traffic landing area) as well as the Director, Terminal Safety and Runway Three−One.” “United Five, Runway Three−One, cleared to land. Traffic Operations Support.

holding in position Runway Four.” 2. The procedure must be contained in a facility directive.

Or, when issuing traffic information to a departing aircraft and an aircraft that is holding on runway(s) that 3. The runway must be used as a departure−only intersect(s): runway.

“Delta One, Runway Three−One, line up and wait, traffic 4. Only one aircraft at a time is permitted to line departing Runway Four.” up and wait on the same runway.

“United Five, Runway Four, cleared for takeoff, traffic holding in position Runway Three−One.” 5. Document on FAA Form 7230−4, Daily REFERENCE− Record of Facility Operation, the following: “LUAW FAAO JO 7110.65, Para 3−9−8 , Intersecting Runway Separation.

at INT of RWY (number) and TWY (name) IN FAAO JO 7110.65, Para 3−10−4 , Intersecting Runway Separation.

EFFECT” when using runway as a departure−only l. When a local controller delivers or amends an runway. “LUAW at INT of RWY (number) and TWY ATC clearance to an aircraft awaiting departure and (name) SUSPENDED” when runway is not used as that aircraft is holding short of a runway or is holding a departure−only runway.

in position on a runway, an additional clearance must h. Do not authorize an aircraft to line up and wait be issued to prevent the possibility of the aircraft at anytime when the intersection is not visible from inadvertently taxiing onto the runway and/or the tower.

beginning takeoff roll. In such cases, append one of the following ATC instructions as appropriate: i. Do not authorize aircraft to simultaneously line up and wait on the same runway, between sunrise and 1. HOLD SHORT OF RUNWAY, or Departure Procedures and Separation 3−9−3 JO 7110.65U 2/9/12 2. HOLD IN POSITION. 1. The addition of “shortened” must be included in the line up and wait clearance for the duration of the m. USAF/USN. When issuing additional instruc- construction project when the runway is temporarily tions or information to an aircraft holding in takeoff shortened.

position, include instructions to continue holding or 2. The addition of “shortened” must be included taxi off the runway, unless it is cleared for takeoff.

in the line up and wait clearance until the A/FD is PHRASEOLOGY− updated to include the change(s) when the runway is CONTINUE HOLDING, permanently shortened.

PHRASEOLOGY− or RUNWAY (number) SHORTENED, LINE UP AND WAIT.

TAXI OFF THE RUNWAY.

EXAMPLE− “Runway Two-Seven shortened, line up and wait.” REFERENCE− FAAO JO 7110.65, Para 3−10−10 , Altitude Restricted Low Approach.

REFERENCE− FAAO JO 7210.3, Para 10-3-11, Airport Construction n. When authorizing an aircraft to line up and wait FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to at an intersection, state the runway intersection.

Construction PHRASEOLOGY− 3−9−5. ANTICIPATING SEPARATION RUNWAY (number) AT (taxiway designator), LINE UP AND WAIT.

Takeoff clearance needs not be withheld until o. When two or more aircraft call the tower ready prescribed separation exists if there is a reasonable for departure, one or more at the full length of a assurance it will exist when the aircraft starts takeoff runway and one or more at an intersection, state the roll.

location of the aircraft at the full length of the runway REFERENCE− when authorizing that aircraft to line up and wait. P/CG Term− Clear of the Runway.

PHRASEOLOGY− 3−9−6. SAME RUNWAY SEPARATION RUNWAY (number), FULL−LENGTH, LINE UP AND WAIT.

Separate a departing aircraft from a preceding EXAMPLE− departing or arriving aircraft using the same runway “American Four Eighty Two, Runway Three−Zero full by ensuring that it does not begin takeoff roll until: length, line up and wait.” a. The other aircraft has departed and crossed the NOTE− runway end or turned to avert any conflict. (See The controller need not state the location of the aircraft FIG 3−9−1.) If you can determine distances by departing the full length of the runway if there are no reference to suitable landmarks, the other aircraft aircraft holding for departure at an intersection for that needs only be airborne if the following minimum same runway.

distance exists between aircraft: (See FIG 3−9−2.)

p. Do not use the term “full length” when the 1. When only Category I aircraft are involved− runway length available for departure has been 3,000 feet.

temporarily shortened. On permanently shortened runways, do not use the term “full length” until the 2. When a Category I aircraft is preceded by a A/FD is updated to include the change(s).

Category II aircraft− 3,000 feet.

NOTE− 3. When either the succeeding or both are The use of the term “full length” could be interpreted by the Category II aircraft− 4,500 feet.

pilot(s) as the available runway length prior to the runway being shortened .

4. When either is a Category III aircraft− 6,000 feet.

q. Whenever a runway length has been temporar- ily or permanently shortened, state the word 5. When the succeeding aircraft is a helicopter, “shortened” immediately following the runway visual separation may be applied in lieu of using number as part of the line up and wait clearance. distance minima.

Departure Procedures and Separation 3−9−4 JO 7110.65U 2/9/12 FIG 3−9−1 FIG 3−9−3 Same Runway Separation Preceding Landing Aircraft Clear of Runway [View 1] REFERENCE− P/CG Term− Clear of the Runway.

WAKE TURBULENCE APPLICATION FIG 3−9−2 Same Runway Separation c. Do not issue clearances which imply or indicate [View 2] approval of rolling takeoffs by heavy jet aircraft except as provided in para 3−1−14, Ground Operations When Volcanic Ash is Present.

d. Do not issue clearances to a small aircraft to line up and wait on the same runway behind a departing heavy jet aircraft to apply the necessary intervals.

REFERENCE− AC 90−23, Aircraft Wake Turbulence.

e. The minima in para 5−5−4, Minima, may be applied in lieu of the 2 minute requirement in subpara f. When para 5−5−4, Minima, are applied, ensure that the appropriate radar separation exists at or prior to the time an aircraft becomes airborne when NOTE− taking off behind a heavy jet/B757.

Aircraft same runway separation (SRS) categories are NOTE− specified in Appendices A, B, and C and based upon the The pilot may request additional separation; i.e., 2 minutes following definitions: vs. 4 miles, but should make this request before taxiing on the runway.

CATEGORY I− small aircraft weighing 12,500 lbs. or less, f. Separate IFR/VFR aircraft taking off behind a with a single propeller driven engine, and all helicopters.

heavy jet/B757 departure by 2 minutes, when CATEGORY II− small aircraft weighing 12,500 lbs. or departing: less, with propeller driven twin−engines.

NOTE− Takeoff clearance to the following aircraft should not be CATEGORY III− all other aircraft.

issued until 2 minutes after the heavy jet/B757 begins takeoff roll.

b. A preceding landing aircraft is clear of the runway. (See FIG 3−9−3.) 1. The same runway. (See FIG 3−9−4.)

Departure Procedures and Separation 3−9−5 JO 7110.65U 2/9/12 FIG 3−9−4 PHRASEOLOGY− 2 Minute Separation HOLD FOR WAKE TURBULENCE.

REFERENCE− FAAO JO 7110.65, Para 3−9−7 , Wake Turbulence Separation for Intersection Departures.

3−9−7. WAKE TURBULENCE SEPARATION FOR INTERSECTION DEPARTURES a. Apply the following wake turbulence criteria for intersection departures: 1. Separate a small aircraft taking off from an intersection on the same runway (same or opposite 2. A parallel runway separated by less than direction takeoff) behind a preceding departing large 2,500 feet.

aircraft by ensuring that the small aircraft does not start takeoff roll until at least 3 minutes after the large g. Separate an aircraft from a heavy jet/B757 when aircraft has taken off.

operating on a runway with a displaced landing threshold if projected flight paths will cross− 2. Separate any aircraft taking off from an 2 minutes when: intersection on the same runway (same or opposite direction takeoff), parallel runways separated by less 1. A departure follows a heavy jet/B757 arrival.

than 2,500 feet, and parallel runways separated by 2. An arrival follows a heavy jet/B757 depar- less than 2,500 feet with runway thresholds offset by ture.

500 feet or more, by ensuring that the aircraft does not start takeoff roll until at least 3 minutes after a heavy h. Air traffic controllers must not approve pilot aircraft/B757 has taken off.

requests to deviate from the required wake turbulence time interval if the preceding aircraft is a heavy NOTE− jet/B757.

Parallel runways separated by less than 2,500 feet with runway thresholds offset by less than 500 feet must apply i. Separate a small aircraft behind a large aircraft para 3−9−6 , Same Runway Separation, subpara f.

that has departed or made a low/missed approach 3. Separate a small aircraft weighing 12,500 lbs.

when utilizing opposite direction takeoffs on the or less taking off from an intersection on the same same runway by 3 minutes unless a pilot has initiated a request to deviate from the 3−minute interval. In the runway (same or opposite direction takeoff) behind a preceding small aircraft weighing more than latter case, issue a wake turbulence advisory before 12,500 lbs. by ensuring the following small aircraft clearing the aircraft for takeoff. Controllers must not does not start takeoff roll until at least 3 minutes after initiate or suggest a waiver of the 3−minute rule.

the preceding aircraft has taken off.

NOTE− A request for takeoff does not initiate a waiver request.

4. Inform an aircraft when it is necessary to hold REFERENCE− in order to provide the required 3−minute interval.

FAAO JO 7110.65, Appendix A, Appendix B, and Appendix C, Aircraft Information.

PHRASEOLOGY− HOLD FOR WAKE TURBULENCE.

j. Separate aircraft behind a heavy jet/B757 that has departed or made a low/missed approach when NOTE− utilizing opposite direction takeoffs or landings on Aircraft conducting touch-and-go and stop-and-go the same or parallel runways separated by less than operations are considered to be departing from an intersection.

2,500 feet− 3 minutes .

REFERENCE− k. Inform an aircraft when it is necessary to hold FAAO JO 7110.65, Para 3−8−2 , Touch−and−Go or Stop−and−Go or in order to provide the required 3−minute interval.

Low Approach.

Departure Procedures and Separation 3−9−6 JO 7110.65U 2/9/12 b. The 3−minute interval is not required when: 2. Do not clear the intersection departure for an immediate takeoff.

1. A pilot has initiated a request to deviate from 3. Issue a clearance to permit the trailing aircraft that interval unless the preceding departing aircraft is to deviate from course enough to avoid the flight path a heavy aircraft/B757.

of the preceding large departure when applying NOTE− subpara b1 or b2.

A request for takeoff does not initiate a waiver request; the request for takeoff must be accomplished by a request to 4. Separation requirements in accordance with deviate from the 3−minute interval.

para 3−9−6, Same Runway Separation, must also apply.

2. USA NOT APPLICABLE. The intersection REFERENCE− is 500 feet or less from the departure point of the FAAO JO 7110.65, Para 3−9−6 , Same Runway Separation.

preceding aircraft and both aircraft are taking off in the same direction.

3−9−8. INTERSECTING RUNWAY 3. Successive touch−and−go and stop−and−go SEPARATION operations are conducted with a small aircraft a. Issue traffic information to each aircraft following another small aircraft weighing more than operating on intersecting runways.

12,500 lbs. or a large aircraft in the pattern, or a small aircraft weighing more than 12,500 lbs. or a large b. Separate departing aircraft from an aircraft aircraft departing the same runway, provided the pilot using an intersecting runway, or nonintersecting of the small aircraft is maintaining visual separation/ runways when the flight paths intersect, by ensuring spacing behind the preceding large aircraft. Issue a that the departure does not begin takeoff roll until one wake turbulence cautionary advisory and the position of the following exists: of the large aircraft.

REFERENCE− FAAO JO 7110.65, Para 2−1−21 , Traffic Advisories.

EXAMPLE− 1. The preceding aircraft has departed and “Caution wake turbulence, DC−9 on base leg.” passed the intersection, has crossed the departure 4. Successive touch-and-go and stop-and-go runway, or is turning to avert any conflict.

operations are conducted with any aircraft following (See FIG 3−9−5 and FIG 3−9−6.)

a heavy aircraft/B757 in the pattern, or heavy aircraft/B757 departing the same runway, provided FIG 3−9−5 the pilot of the aircraft is maintaining visual Intersecting Runway Separation separation/spacing behind the preceding heavy aircraft/B757. Issue a wake turbulence cautionary advisory and the position of the heavy aircraft/B757.

EXAMPLE− “Caution wake turbulence, heavy Lockheed C5A depart- ing runway two three.” 5. If action is initiated to reduce the separation between successive touch-and-go or stop-and-go operations, apply 3 minutes separation.

c. When applying the provision of subpara b: 1. Issue a wake turbulence advisory before clearing the aircraft for takeoff.

Departure Procedures and Separation 3−9−7 JO 7110.65U 2/9/12 FIG 3−9−6 FIG 3−9−8 Intersecting Runway Separation Intersecting Runway Separation WAKE TURBULENCE APPLICATION 3. Separate IFR/VFR aircraft taking off behind a heavy jet/B757 departure by 2 minutes when departing: 2. A preceding arriving aircraft is clear of the landing runway, completed the landing roll and will NOTE− hold short of the intersection, passed the intersection, Takeoff clearance to the following aircraft should not be or has crossed over the departure runway. issued until 2 minutes after the heavy jet/B757 begins takeoff roll.

(See FIG 3−9−7 and FIG 3−9−8.)

(a) Crossing runways if projected flight paths REFERENCE− will cross. (See FIG 3−9−9.)

P/CG Term− Clear of the Runway.

FIG 3−9−9 Crossing Runways FIG 3−9−7 Intersecting Runway Separation (b) A parallel runway separated by 2,500 feet or more if projected flight paths will cross.

(See FIG 3−9−10.)

Departure Procedures and Separation 3−9−8 JO 7110.65U 2/9/12 FIG 3−9−10 EXAMPLE− Parallel Runway “RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF.” NOTE− Turbine−powered aircraft may be considered ready for takeoff when they reach the runway unless they advise otherwise.

REFERENCE− FAAO JO 7110.65, Para 4−3−1 , Departure Terminology.

b. When clearing an aircraft for takeoff from an intersection, state the runway intersection.

PHRASEOLOGY− RUNWAY (number) AT (taxiway designator) CLEARED FOR TAKEOFF.

c. When two or more aircraft call the tower ready 4. Separate IFR/VFR aircraft departing behind for departure, one or more at the full length of a a landing heavy jet/B757 on a crossing runway if the runway and one or more at an intersection, state the departure will fly through the airborne path of the location of the aircraft at the full length of the runway arrival− 2 minutes. (See FIG 3−9−11.)

when clearing that aircraft for takeoff.

FIG 3−9−11 PHRASEOLOGY− Departure on Crossing Runway RUNWAY (number), FULL LENGTH, CLEARED FOR TAKEOFF.

EXAMPLE− “American Four Eighty Two, Runway Three Zero full length, cleared for takeoff.” d. The controller must ensure that all runways along the taxi route that lead to the departure runway are crossed before the takeoff clearance is issued, except as stated in para 3−9−9e.

FIG 3−9−12 Runway/Taxiway Proximity 5. Air traffic controllers must not approve pilot requests to deviate from the required wake turbulence time interval if the preceding aircraft is a heavy jet/B757.

REFERENCE− FAAO JO 7110.65, Para 5−8−3 , Successive or Simultaneous Departures.

FAAO JO 7110.65, Para 5−8−5 , Departures and Arrivals on Parallel or Nonintersecting Diverging Runways.

3−9−9. TAKEOFF CLEARANCE a. When issuing a clearance for takeoff, first state the runway number followed by the takeoff clearance.

e. At those airports where the airport configuration PHRASEOLOGY− does not allow for an aircraft to completely cross one RUNWAY (number), CLEARED FOR TAKEOFF.

Departure Procedures and Separation 3−9−9 JO 7110.65U 2/9/12 runway and hold short of the departure runway and/or 1. The addition of “shortened” must be included where airports do not have runway hold markings in the takeoff clearance for the duration of the between runways, state the runway to be crossed with construction project when the runway is temporarily the takeoff clearance if the aircraft is not able to shortened.

complete a runway crossing before reaching its 2. The addition of “shortened” must be included departure runway.

in the takeoff clearance until the Airport/Facility PHRASEOLOGY− Directory is updated to include the change(s) when CROSS RUNWAY (number), RUNWAY (number) the runway is permanently shortened.

CLEARED FOR TAKEOFF.

PHRASEOLOGY− EXAMPLE− RUNWAY (number) SHORTENED, CLEARED FOR “CROSS RUNWAY TWO FOUR LEFT, RUNWAY TWO TAKEOFF.

FOUR RIGHT, CLEARED FOR TAKEOFF.” EXAMPLE− FIG 3−9−13 “Runway Two-Seven shortened, cleared for takeoff.” Runway/Taxiway Proximity PHRASEOLOGY− RUNWAY (number) AT (taxiway designator) INTERSECTION DEPARTURE (remaining length) FEET AVAILABLE.

EXAMPLE− “Runway Two-Seven at Juliet, intersection departure, 5600 feet available” REFERENCE− FAAO JO 7210.3, Para 10-3-11, Airport Construction FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to Construction h. USAF. When an aircraft is cleared for takeoff, inform it of the closest traffic within 6 miles on final approach to the same runway. If the approaching aircraft is on a different frequency, inform it of the departing aircraft.

i. USA/USN/USAF. Issue surface wind and takeoff clearance to aircraft.

REFERENCE− FAAO JO 7210.3, Para 10−3−9, Takeoff Clearance.

PHRASEOLOGY− P/CG Term− Clear of the Runway.

RUNWAY (number), WIND (surface wind in direction and f. Do not use the term “full length” when the velocity). CLEARED FOR TAKEOFF.

runway length available for departure has been temporarily shortened. On permanently shortened 3−9−10. CANCELLATION OF TAKEOFF runways, do not use the term “full length” until the CLEARANCE Airport/Facility Directory is updated to include the change(s).

Cancel a previously issued clearance for takeoff and inform the pilot of the reason if circumstances NOTE− require. Once an aircraft has started takeoff roll, The use of the term “full length” could be interpreted by the cancel the takeoff clearance only for the purpose of pilot(s) as the available runway length prior to the runway being shortened.

safety.

g. Whenever a runway length has been temporar- NOTE− ily or permanently shortened, state the word In no case should a takeoff clearance be canceled after an aircraft has started its takeoff roll solely for the purpose of “shortened” immediately following the runway meeting traffic management requirements/EDCT.

number as part of the takeoff clearance. This information must be issued in conjunction with the PHRASEOLOGY− takeoff clearance.

CANCEL TAKEOFF CLEARANCE (reason).

Departure Procedures and Separation 3−9−10

JO 7110.65U 2/9/12

Section 10. Arrival Procedures and Separation

3−10−1. LANDING INFORMATION h. Ceiling and visibility if either is below basic VFR minima.

Provide current landing information, as appropriate, i. Low level wind shear or microburst advisories to arriving aircraft. Landing information contained in when available.

the ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. Runway, wind, and REFERENCE− FAAO JO 7110.65, Para 3−1−8 , Low Level Wind Shear/Microburst altimeter may be omitted if a pilot uses the phrase Advisories.

“have numbers.” Issue landing information by j. Issue braking action for the runway in use as including the following: received from pilots or the airport management when NOTE− Braking Action Advisories are in effect.

Pilot use of “have numbers” does not indicate receipt of the REFERENCE− ATIS broadcast.

FAAO JO 7110.65, Para 3−3−5 , Braking Action Advisories.

a. Specific traffic pattern information (may be k. If the pilot does not indicate the appropriate omitted if the aircraft is to circle the airport to the left).

ATIS code, and when a runway has been shortened, PHRASEOLOGY− controllers must ensure that pilots receive the runway ENTER LEFT/RIGHT BASE.

number combined with a shortened announcement for all arriving aircraft.

STRAIGHT−IN.

3−10−2. FORWARDING APPROACH MAKE STRAIGHT−IN.

INFORMATION BY NONAPPROACH STRAIGHT−IN APPROVED. CONTROL FACILITIES a. Forward the following, as appropriate, to the RIGHT TRAFFIC.

control facility having IFR jurisdiction in your area.

You may eliminate those items that, because of local MAKE RIGHT TRAFFIC.

conditions or situations, are fully covered in a letter RIGHT TRAFFIC APPROVED. CONTINUE. of agreement or a facility directive.

b. Runway in use. 1. When you clear an arriving aircraft for a visual approach.

c. Surface wind.

REFERENCE− d. Altimeter setting. FAAO JO 7110.65, Para 7−4−1 , Visual Approach.

REFERENCE− 2. Aircraft arrival time.

FAAO JO 7110.65, Para 2−7−1 , Current Settings.

3. Cancellation of IFR flight plan.

e. Any supplementary information.

4. Information on a missed approach, f. Clearance to land.

unreported, or overdue aircraft.

g. Requests for additional position reports. Use 5. Runway in use.

prominent geographical fixes which can be easily 6. Weather as required.

recognized from the air, preferably those depicted on REFERENCE− sectional charts. This does not preclude the use of the FAAO JO 7110.65, Para 2−6−6 , Reporting Weather Conditions.

legs of the traffic pattern as reporting points.

b. When the weather is below 1,000 feet or 3 miles NOTE− or the highest circling minimums, whichever is At some locations, VFR checkpoints are depicted on greater, issue current weather to aircraft executing an sectional aeronautical and terminal area charts. In instrument approach if it changes from that on the selecting geographical fixes, depicted VFR checkpoints ATIS or that previously forwarded to the center/ are preferred unless the pilot exhibits a familiarity with the approach control.

local area.

Arrival Procedures and Separation 3−10−1 JO 7110.65U 2/9/12 3−10−3. SAME RUNWAY SEPARATION (b) When a Category II aircraft is landing behind a Category I or II− 4,500 feet.

a. Separate an arriving aircraft from another (See FIG 3−10−3.)

aircraft using the same runway by ensuring that the arriving aircraft does not cross the landing threshold FIG 3−10−3 until one of the following conditions exists or unless Same Runway Separation authorized in para 3−10−10, Altitude Restricted Low Approach.

1. The other aircraft has landed and is clear of the runway. (See FIG 3−10−1.) Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the runway if the following minimum distance from the landing threshold exists: REFERENCE− P/CG Term− Clear of the Runway.

FIG 3−10−1 Same Runway Separation 2. The other aircraft has departed and crossed the runway end. (See FIG 3−10−4). If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the runway end if the following minimum distance from the landing threshold exists: (a) Category I aircraft landing behind Category I or II− 3,000 feet .

(b) Category II aircraft landing behind Category I or II− 4,500 feet.

(a) When a Category I aircraft is landing (c) When either is a category III aircraft− behind a Category I or II− 3,000 feet .

6,000 feet . (See FIG 3−10−5.)

(See FIG 3−10−2.)

FIG 3−10−4 FIG 3−10−2 Same Runway Separation Same Runway Separation Arrival Procedures and Separation 3−10−2 JO 7110.65U 2/9/12 FIG 3−10−5 intersect by ensuring that the arriving aircraft does Same Runway Separation not cross the landing threshold or flight path of the other aircraft until one of the following conditions exists: REFERENCE− FAAO JO 7110.65, Para 2−1−21 , Traffic Advisories.

1. The preceding aircraft has departed and passed the intersection/flight path or is airborne and turning to avert any conflict.

(See FIG 3−10−6 and FIG 3−10−7.)

FIG 3−10−6 Intersecting Runway Separation 3. When the succeeding aircraft is a helicopter, visual separation may be applied in lieu of using distance minima.

WAKE TURBULENCE APPLICATION b. Issue wake turbulence advisories, and the position, altitude if known, and the direction of flight of: 1. The heavy jet/B757 to aircraft landing behind a departing/arriving heavy jet/B757 on the same or parallel runways separated by less than 2,500 feet.

2. The large aircraft to a small aircraft landing behind a departing/arriving large aircraft on the same FIG 3−10−7 or parallel runways separated by less than 2,500 feet.

Intersecting Runway Separation REFERENCE− AC 90−23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility.

FAAO JO 7110.65, Para 3−10−10 , Altitude Restricted Low Approach.

EXAMPLE− 1. “ Runway two seven left cleared to land, caution wake turbulence, heavy Boeing 747 departing runway two seven right.” 2. “Number two follow Boeing 757 on two-mile final.

Caution wake turbulence.” 3−10−4. INTERSECTING RUNWAY SEPARATION Issue traffic information to each aircraft operating on intersecting runways.

a. Separate an arriving aircraft using one runway from another aircraft using an intersecting runway or a nonintersecting runway when the flight paths Arrival Procedures and Separation 3−10−3 JO 7110.65U 2/9/12 2. A preceding arriving aircraft is clear of the runway while another aircraft lands simultaneously landing runway, completed landing roll and will hold on an intersecting runway, or an aircraft lands to hold short of the intersection/flight path, or has passed the short of an intersecting taxiway or some other intersection/flight path. predetermined point such as an approach/departure (See FIG 3−10−8 and FIG 3−10−9.) flight path using procedures specified in the current LAHSO directive. The procedure must be approved FIG 3−10−8 by the air traffic manager and be in accordance with Intersection Runway Separation a facility directive. The following conditions apply: NOTE− Application of these procedures does not relieve controllers from the responsibility of providing other appropriate separation contained in this order.

REFERENCE− FAAO JO 7210.3, Para 10−3−7, Land and Hold Short Operations (LAHSO).

1. A simultaneous takeoff and landing operation must only be conducted in VFR conditions.

2. Instruct the landing aircraft to hold short of the intersecting runway being used by the aircraft taking off. In the case of simultaneous landings and no operational benefit is lost, restrict the aircraft of the lesser weight category (if known). LAHSO clearances must only be issued to aircraft that are FIG 3−10−9 Intersection Runway Separation listed in the current LAHSO directive, whose Available Landing Distance (ALD) does not exceed the landing distance requirement for the runway condition.

PHRASEOLOGY− HOLD SHORT OF RUNWAY (runway number), (traffic, type aircraft or other information).

NOTE− Pilots who prefer to use the full length of the runway or a runway different from that specified are expected to advise ATC prior to landing.

3. Issue traffic information to both aircraft involved and obtain an acknowledgment from each.

Request a read back of hold short instructions when they are not received from the pilot of the restricted NOTE− aircraft.

When visual separation is being applied by the tower, EXAMPLE− appropriate control instructions and traffic advisories 1. “Runway one eight cleared to land, hold short of must be issued to ensure go around or missed approaches runway one four left, traffic, (type aircraft) landing runway avert any conflict with the flight path of traffic on the other one four left.” runway.

REFERENCE− (When pilot of restricted aircraft responds with only FAAO JO 7110.65, Para 7−2−1 , Visual Separation, subpara a2.

acknowledgment): b. “USA/USAF/USN NOT APPLICABLE.” An aircraft may be authorized to takeoff from one “Runway one four left cleared to land, traffic, (type runway while another aircraft lands simultaneously aircraft) landing runway one eight will hold short of the on an intersecting runway or an aircraft lands on one intersection.” Arrival Procedures and Separation 3−10−4 JO 7110.65U 2/9/12 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 must be met in sufficient time for the pilots to take other action, if desired, and no later than the time landing clearance is issued.

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 JO 7110.65U 2/9/12 2. VFR aircraft landing on a crossing runway clearance may be issued once the aircraft in position behind an arriving heavy jet/B757 if the arrival flight has started takeoff roll.

path will cross. (See FIG 3−10−12.)

2. Facilities using safety logic in the full core alert runway configuration may issue a landing FIG 3−10−12 clearance, full−stop, touch−and−go, stop−and−go, Intersecting Runway Separation option, or unrestricted low approach to an arriving aircraft with an aircraft holding in position or taxiing to LUAW on the same runway except when reported weather conditions are less than ceiling 800 feet or visibility less than 2 miles.

c. 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 line up and wait on the same runway.

EXAMPLE− “Delta One, Runway One−Eight, continue, traffic holding in position.” “Delta One, Runway One−Eight, cleared to land. Traffic holding in position.” d. USA/USN/USAF. Issue runway identifier along with surface wind when clearing an aircraft to land, touch and go, stop and go, low approach, or the option.

EXAMPLE− PHRASEOLOGY− “Runway niner cleared to land. Caution wake turbulence, RUNWAY (number), WIND (surface wind direction and Boeing Seven Fifty Seven landing runway three six.” velocity), CLEARED TO LAND.

REFERENCE− NOTE− FAAO JO 7110.65, Para 7−4−4 , Approaches to Multiple Runways.

A clearance to land means that appropriate separation on the landing runway will be ensured. A landing clearance 3−10−5. LANDING CLEARANCE does not relieve the pilot from compliance with any previously issued restriction.

a. When issuing a clearance to land, first state the runway number followed by the landing clearance. If e. Whenever a runway length has been temporar- the landing runway is changed, controllers must ily or permanently shortened, state the word preface the landing clearance with “Change to “shortened” immediately following the runway runway.” number as part of the landing clearance. This information must be issued in conjunction with the PHRASEOLOGY− landing clearance.

RUNWAY (number) CLEARED TO LAND.

1. The addition of “shortened” must be included Or in the landing clearance for the duration of the construction project when the runway is temporarily CHANGE TO RUNWAY (number) CLEARED TO LAND.

shortened.

b. Procedures.

2. The addition of “shortened” must be included in the landing clearance until the A/FD is updated to 1. Facilities without a safety logic system or include the change(s) when the runway is perman- facilities with the safety logic system inoperative or ently shortened.

in the limited configuration must not clear an aircraft for a full−stop, touch−and−go, stop−and−go, option, PHRASEOLOGY− or unrestricted low approach when a departing RUNWAY (number) SHORTENED, CLEARED TO LAND.

aircraft has been instructed to line up and wait or is EXAMPLE− holding in position on the same runway. The landing “Runway Two-Seven shortened, cleared to land.” Arrival Procedures and Separation 3−10−6 JO 7110.65U 2/9/12 f. If landing clearance is temporarily withheld, clearance that it is not in sight and restate the landing insert the word “shortened” immediately after the runway.

runway number to advise the pilot to continue.

PHRASEOLOGY− NOT IN SIGHT, RUNWAY (number) CLEARED TO PHRASEOLOGY− LAND.

RUNWAY (number) SHORTENED, CONTINUE.

NOTE− EXAMPLE− Aircraft observance on the CTRD satisfies the visually “Runway TwoSeven shortened, continue.” observed requirement.

REFERENCE− FAAO JO 7210.3, Para 10311, Airport Construction FAAO JO 7210.3, Para 10312, Change in Runway Length Due to 3−10−8. WITHHOLDING LANDING Construction CLEARANCE Do not withhold a landing clearance indefinitely even 3−10−6. ANTICIPATING SEPARATION though it appears a violation of Title 14 of the Code of Federal Regulations has been committed. The a. Landing clearance to succeeding aircraft in a apparent violation might be the result of an landing sequence need not be withheld if you observe emergency situation. In any event, assist the pilot to the positions of the aircraft and determine that the extent possible.

prescribed runway separation will exist when the aircraft crosses the landing threshold. Issue traffic information to the succeeding aircraft if a preceding 3−10−9. RUNWAY EXITING arrival has not been previously reported and when a. Instruct aircraft where to turn-off the runway traffic will be departing prior to their arrival.

after landing, when appropriate, and advise the EXAMPLE− aircraft to hold short of a runway or taxiway if “American Two Forty−Five, Runway One−Eight, cleared required for traffic.

to land, number two following a United Seven−Thirty− PHRASEOLOGY− Seven two mile final. Traffic will depart prior to your TURN LEFT/RIGHT (taxiway/runway), arrival.” or “American Two Forty−Five, Runway One−Eight, cleared to land. Traffic will depart prior to your arrival.” IF ABLE, TURN LEFT/RIGHT (taxiway/runway) NOTE− Landing sequence number is optional at tower facilities and if required where the arrival sequence to the runway is established by the approach control.

HOLD SHORT OF (runway).

b. Anticipating separation must not be applied NOTE− when conducting LUAW operations, except as Runway exiting or taxi instructions should not normally be issued to an aircraft prior to, or immediately after, authorized in paragraph 3−10−5b2. Issue applicable touchdown.

traffic information when using this provision.

b. Taxi instructions must be provided to the EXAMPLE− aircraft by the local controller when: “American Two Forty−Five, Runway One−Eight, cleared to land. Traffic will be a Boeing Seven−Fifty−Seven 1. Compliance with ATC instructions will be holding in position.” required before the aircraft can change to ground REFERENCE− control, or P/CG Term− Clear of the Runway.

2. The aircraft will be required to enter an active runway in order to taxi clear of the landing runway.

3−10−7. LANDING CLEARANCE WITHOUT VISUAL OBSERVATION EXAMPLE− “U.S. Air Ten Forty Two, turn right next taxiway, cross When an arriving aircraft reports at a position where runway two one, contact ground point seven.” he/she should be seen but has not been visually observed, advise the aircraft as a part of the landing “U.S. Air Ten Forty Two, turn right on Alfa/next taxiway, Arrival Procedures and Separation 3−10−7 JO 7110.65U 2/9/12 cross Bravo, hold short of Charlie, contact ground point altitude low approaches over personnel unless airport seven.” authorities have advised these personnel that the approaches will be conducted. Advise the approach- NOTE− 1. An aircraft is expected to taxi clear of the runway unless ing aircraft of the location of applicable ground otherwise directed by ATC. Pilots must not exit the landing traffic, personnel, or equipment.

runway on to an intersecting runway unless authorized by NOTE− ATC. In the absence of ATC instructions, an aircraft should 1. The 500 feet restriction is a minimum. Higher altitudes taxi clear of the landing runway by clearing the hold should be used when warranted. For example, 1,000 feet is position marking associated with the landing runway even more appropriate for heavy aircraft operating over if that requires the aircraft to protrude into or enter another unprotected personnel or small aircraft on or near the taxiway/ramp area. This does not authorize an aircraft to runway.

cross a subsequent taxiway or ramp after clearing the 2. This authorization includes altitude restricted low landing runway.

approaches over preceding landing or taxiing aircraft.

REFERENCE− Restricted low approaches are not authorized over aircraft P/CG Term− Clear of the Runway.

in takeoff position or departing aircraft.

2. The pilot is responsible for ascertaining when the PHRASEOLOGY− aircraft is clear of the runway by clearing the runway CLEARED LOW APPROACH AT OR ABOVE (altitude).

holding position marking associated with the landing TRAFFIC (description and location).

runway.

REFERENCE− FAAO JO 7110.65, Para 3−1−5 , Vehicles/Equipment/Personnel on c. Ground control and local control must protect a Runways.

taxiway/runway/ramp intersection if an aircraft is FAAO JO 7110.65, Para 3−1−6 , Traffic Information.

required to enter that intersection to clear the landing FAAO JO 7110.65, Para 3−2−1 , Light Signals.

FAAO JO 7110.65, Para 3−3−3 , Timely Information.

runway.

FAAO JO 7110.65, Para 3−9−4 , Line Up and Wait (LUAW).

REFERENCE− FAAO JO 7110.65, Para 3−10−3 , Same Runway Separation.

FAAO JO 7210.3, Para 10−1−7, Use of Active Runways.

3−10−11. CLOSED TRAFFIC d. Request a read back of runway hold short instructions when not received from the pilot.

Approve/disapprove pilot requests to remain in closed traffic for successive operations subject to EXAMPLE− local traffic conditions.

“American Four Ninety−two, turn left at Taxiway Charlie, hold short of Runway 27 Right.” PHRASEOLOGY− LEFT/RIGHT (if required) CLOSED TRAFFIC or APPROVED. REPORT (position if required), “American Four Ninety−two, turn left at Charlie, hold or short of Runway 27 Right.” UNABLE CLOSED TRAFFIC, (additional information as “American Four Ninety Two, Roger.” required).

NOTE− “American Four Ninety−two, read back hold Segregated traffic patterns for helicopters to runways and instructions.” other areas may be established by letter of agreement or NOTE− other local operating procedures.

Read back hold instructions phraseology may be initiated REFERENCE− FAAO JO 7110.65, Para 3−7−4 , Runway Proximity.

for any point on a movement area when the controller FAAO JO 7110.65, Para 3−9−4 , Line Up and Wait (LUAW).

believes the read back is necessary.

FAAO JO 7110.65, Para 3−10−3 , Same Runway Separation.

3−10−12. OVERHEAD MANEUVER 3−10−10. ALTITUDE RESTRICTED LOW APPROACH Issue the following to arriving aircraft that will conduct an overhead maneuver: A low approach with an altitude restriction of not less than 500 feet above the airport may be authorized a. Pattern altitude and direction of traffic. Omit except over an aircraft in takeoff position or a either or both if standard or when you know the pilot departure aircraft. Do not clear aircraft for restricted is familiar with a nonstandard procedure.

Arrival Procedures and Separation 3−10−8 JO 7110.65U 2/9/12 PHRASEOLOGY− FIG 3−10−13 PATTERN ALTITUDE (altitude). RIGHT TURNS. Overhead Maneuver b. Request for report on initial approach.

PHRASEOLOGY− REPORT INITIAL.

c. “Break” information and request for pilot report. Specify the point of “break” only if nonstandard. Request the pilot to report “break” if required for traffic or other reasons.

PHRASEOLOGY− BREAK AT (specified point).

REPORT BREAK.

d. Overhead maneuver patterns are developed at airports where aircraft have an operational need to EXAMPLE− conduct the maneuver. An aircraft conducting an “Air Force Three Six Eight, Runway Six, wind zero seven overhead maneuver is on VFR and the IFR flight plan zero at eight, pattern altitude six thousand, report initial.” is cancelled when the aircraft reaches the “initial point” on the initial approach portion of the “Air Force Three Six Eight, break at midfield, report maneuver. The existence of a standard overhead break.” maneuver pattern does not eliminate the possible requirement for an aircraft to conform to convention- “Air Force Three Six Eight, cleared to land.” al rectangular patterns if an overhead maneuver “Alfa Kilo Two Two, Runway Three One, wind three three cannot be approved.

zero at one four, right turns, report initial.” NOTE− Aircraft operating to an airport without a functioning “Alfa Kilo Two Two, report break.” control tower must initiate cancellation of the IFR flight plan prior to executing the overhead maneuver or after “Alfa Kilo Two Two, cleared to land.” landing.

e. Timely and positive controller action is required to prevent a conflict when an overhead pattern could extend into the path of a departing or a missed approach aircraft. Local procedures and/or coordina- tion requirements should be set forth in an appropriate letter of agreement, facility directive, base flying manual etc., when the frequency of occurrence warrants.

Arrival Procedures and Separation 3−10−9 JO 7110.65U 2/9/12 2. SFO/ELP approaches generally require high descent 3−10−13. SIMULATED FLAMEOUT (SFO) rates. Visibility ahead and beneath the aircraft is greatly APPROACHES/EMERGENCY LANDING restricted.

PATTERN (ELP) OPERATIONS/PRACTICE PRECAUTIONARY APPROACHES 3. Pattern adjustments for aircraft conducting SFOs and ELPs may impact the effectiveness of SFO and ELP a. Authorize military aircraft to make SFO/ELP/ training.

practice precautionary approaches if the following REFERENCE− conditions are met: FAAO JO 7110.65, Para 4−8−12 , Low Approach and Touch-and-Go.

FAAO JO 7610.4, Para 9−3−7, Simulated Flameout (SFO)/Emergency 1. A letter of agreement or local operating Landing Pattern (ELP) Operations.

procedure is in effect between the military flying b. For overhead SFO/ELP approaches: organization and affected ATC facility.

1. Request a report at the entry point.

(a) Include specific coordination, execution, and approval procedures for the operation.

PHRASEOLOGY− REPORT (high or low) KEY (as appropriate).

(b) The exchange or issuance of traffic information as agreed to in any interfacility letter of 2. Request a report at low key.

agreement is accomplished.

PHRASEOLOGY− REPORT LOW KEY.

(c) Include a statement in the procedure that clarifies at which points SFOs/ELPs may/may not be 3. At low key, issue low approach clearance or terminated. (See FIG 3−10−14 and FIG 3−10−16.)

alternate instructions.

2. Traffic information regarding aircraft in radio REFERENCE− FAAO JO 7110.65, Para 3−8−1 , Sequence/Spacing Application.

communication with or visible to tower controllers FAAO JO 7110.65, Para 10−1−7 , Inflight Emergencies Involving which are operating within or adjacent to the Military Fighter-type Aircraft.

flameout maneuvering area is provided to the FAAO JO 7610.4, Para 9−3−7, Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations .

SFO/ELP aircraft and other concerned aircraft.

c. For straight−in simulation flameout 3. The high-key altitude or practice precaution- approaches: ary approach maneuvering altitudes of the aircraft concerned are obtained prior to approving the 1. Request a position report from aircraft approach. (See FIG 3−10−14 and FIG 3−10−16 .)

conducting straight−in SFO approaches.

NOTE− PHRASEOLOGY− 1. Practice precautionary/SFO/ELP approaches are REPORT (distance) MILE SIMULATED FLAMEOUT authorized only for specific aircraft. Any aircraft, however, FINAL.

might make precautionary approaches, when engine 2. At the appropriate position on final (normally failure is considered possible. The practice precautionary no closer than 3 miles), issue low approach clearance approach maneuvering area/altitudes may not conform to the standard SFO/ELP maneuvering area/altitudes. or alternate instruction. (See FIG 3−10−15.)

Arrival Procedures and Separation 3−10−10 JO 7110.65U 2/9/12 FIG 3−10−14 Simulated Flameout [1] Arrival Procedures and Separation 3−10−11 JO 7110.65U 2/9/12 FIG 3−10−15 Simulated Flameout [2] FIG 3−10−16 Emergency Landing Pattern Arrival Procedures and Separation 3−10−12

JO 7110.65U 2/9/12

Section 11. Helicopter Operations

AVOID (aircraft/vehicles/personnel).

3−11−1. TAXI AND GROUND MOVEMENT If required, OPERATION a. When necessary for a wheeled helicopter to taxi REMAIN AT OR BELOW (altitude).

on the surface, use the phraseology in para 3−7−2, CAUTION (wake turbulence or other reasons above).

Taxi and Ground Movement Operations.

NOTE− LAND AND CONTACT TOWER, Ground taxiing uses less fuel than hover-taxiing and minimizes air turbulence. However, under certain or conditions, such as rough, soft, or uneven terrain, it may become necessary to hover/air-taxi for safety considera- HOLD FOR (reason− takeoff clearance, release, tions. Helicopters with articulating rotors (usually designs landing/taxiing aircraft, etc.).

with three or more main rotor blades) are subject to NOTE− “ground resonance” and may, on rare occasions, suddenly Air-taxi is the preferred method for helicopter movements lift off the ground to avoid severe damage or destruction.

on airports provided ground operations/conditions permit.

b. When requested or necessary for a helicopter/ Air-taxi authorizes the pilot to proceed above the surface VTOL aircraft to proceed at a slow speed above the either via hover-taxi or flight at speeds more than 20 knots.

Unless otherwise requested or instructed, the pilot is surface, normally below 20 knots and in ground expected to remain below 100 feet AGL. The pilot is solely effect, use the following phraseology, supplemented responsible for selecting a safe airspeed for the as appropriate with the phraseology in para 3−7−2, altitude/operation being conducted.

Taxi and Ground Movement Operations.

REFERENCE− PHRASEOLOGY− P/CG Term− Air Taxi.

AIM, Para 4−3−17, VFR Helicopter Operations at Controlled Airports.

HOVER-TAXI (supplemented, as appropriate, from para 3−7−2 , Taxi and Ground Movement Operations.)

WAKE TURBULENCE APPLICATION CAUTION (dust, blowing snow, loose debris, taxiing light d. Avoid clearances which require small aircraft or aircraft, personnel, etc.).

helicopters to taxi in close proximity to taxiing or NOTE− hover-taxi helicopters.

Hover-taxiing consumes fuel at a high burn rate, and REFERENCE− helicopter downwash turbulence (produced in ground AC 90−23, Aircraft Wake Turbulence, Para 10 and Para 11.

effect) increases significantly with larger and heavier helicopters.

3−11−2. HELICOPTER TAKEOFF REFERENCE− CLEARANCE P/CG Term− Hover Taxi.

AIM, Para 4−3−17, VFR Helicopter Operations at Controlled Airports.

a. Issue takeoff clearances from movement areas c. When requested or necessary for a helicopter to other than active runways or in diverse directions proceed expeditiously from one point to another, from active runways, with additional instructions as normally below 100 feet AGL and at airspeeds above necessary. Whenever possible, issue takeoff clear- 20 knots, use the following phraseology, supplemen- ance in lieu of extended hover−taxi or air−taxi ted as appropriate with the phraseology in operations.

para 3−7−2, Taxi and Ground Movement Operations.

PHRASEOLOGY− PHRASEOLOGY− (Present position, taxiway, helipad, numbers) MAKE AIR-TAXI: RIGHT/LEFT TURN FOR (direction, points of compass, heading, NAVAID radial) DEPARTURE/DEPARTURE VIA (direct, as requested, or specified route) ROUTE (number, name, or code), AVOID (aircraft/ vehicles/personnel), TO (location, heliport, helipad, operating/movement area, active/inactive runway). or Helicopter Operations 3−11−1 JO 7110.65U 2/9/12 REMAIN (direction) OF (active runways, parking areas, FIG 3−11−1 passenger terminals, etc.). Helicopter Departure Separation CAUTION (power lines, unlighted obstructions, trees, wake turbulence, etc.).

CLEARED FOR TAKEOFF.

b. If takeoff is requested from non−movement areas, an area not authorized for helicopter use, or an area off the airport, and, in your judgment, the operation appears to be reasonable, use the following phraseology instead of the takeoff clearance in subpara a.

PHRASEOLOGY− DEPARTURE FROM (requested location) WILL BE AT YOUR OWN RISK (additional instructions, as necessary).

USE CAUTION (if applicable).

b. A preceding, arriving helicopter has taxied off c. Unless agreed to by the pilot, do not issue the landing area. (See FIG 3−11−2.)

downwind takeoffs if the tailwind exceeds 5 knots.

FIG 3−11−2 NOTE− Helicopter Departure Separation A pilot request to takeoff from a given point in a given direction constitutes agreement.

3−11−3. HELICOPTER DEPARTURE SEPARATION Separate a departing helicopter from other heli- copters by ensuring that it does not takeoff until one of the following conditions exists: NOTE− Helicopters performing air-taxiing operations within the boundary of the airport are considered to be taxiing aircraft.

a. A preceding, departing helicopter has left the takeoff area. (See FIG 3−11−1.)

Helicopter Operations 3−11−2 JO 7110.65U 2/9/12 FIG 3−11−5 3−11−4. HELICOPTER ARRIVAL Helicopter Arrival Separation SEPARATION Separate an arriving helicopter from other helicopters by ensuring that it does not land until one of the following conditions exists: a. A preceding, arriving helicopter has come to a stop or taxied off the landing area.

(See FIG 3−11−3 and FIG 3−11−4.)

FIG 3−11−3 Helicopter Arrival Separation 3−11−5. SIMULTANEOUS LANDINGS OR TAKEOFFS Authorize helicopters to conduct simultaneous landings or takeoffs if the distance between the landing or takeoff points is at least 200 feet and the courses to be flown do not conflict. Refer to surface markings to determine the 200 foot minimum, or instruct a helicopter to remain at least 200 feet from FIG 3−11−4 another helicopter. (See FIG 3−11−6.)

Helicopter Arrival Separation FIG 3−11−6 Simultaneous Helicopter Landings or Takeoffs b. A preceding, departing helicopter has left the landing area. (See FIG 3−11−5.)

Helicopter Operations 3−11−3 JO 7110.65U 2/9/12 3−11−6. HELICOPTER LANDING CAUTION (power lines, unlighted obstructions, wake tur- CLEARANCE bulence, etc.).

a. Issue landing clearances to helicopters going to CLEARED TO LAND.

movement areas other than active runways or from diverse directions to points on active runways, with b. If landing is requested to non-movement areas, additional instructions as necessary. Whenever an area not authorized for helicopter use, or an area possible, issue a landing clearance in lieu of extended off the airport, and, in your judgment, the operation hover−taxi or air−taxi operations.

appears to be reasonable, use the following phraseology instead of the landing clearance in PHRASEOLOGY− subpara a.

MAKE APPROACH STRAIGHT−IN/CIRCLING LEFT/ RIGHT TURN TO (location, runway, taxiway, helipad, PHRASEOLOGY− Maltese cross) ARRIVAL/ARRIVAL ROUTE (number, LANDING AT (requested location) WILL BE AT YOUR OWN RISK (additional instructions, as necessary). USE name, or code).

CAUTION (if applicable).

HOLD SHORT OF (active runway, extended runway c. Unless agreed to by the pilot, do not issue centerline, other).

downwind landings if the tailwind exceeds 5 knots.

REMAIN (direction/distance; e.g., 700 feet, 1 1/2 miles) NOTE− OF/FROM (runway, runway centerline, other helicopter/ A pilot request to land at a given point from a given aircraft). direction constitutes agreement.

Helicopter Operations 3−11−4

JO 7110.65U 2/9/12

Section 12. Sea Lane Operations

FIG 3−12−2 3−12−1. APPLICATION Sea Lane Departure Operations Where sea lanes are established and controlled, apply the provisions of this section.

3−12−2. DEPARTURE SEPARATION Separate a departing aircraft from a preceding departing or arriving aircraft using the same sea lane by ensuring that it does not commence takeoff until: a. The other aircraft has departed and crossed the end of the sea lane or turned to avert any conflict. (See FIG 3−12−1). If you can determine distances by reference to suitable landmarks, the other aircraft need only be airborne if the following minimum distance exists between aircraft: 1. When only Category I aircraft are involved− b. A preceding landing aircraft has taxied out of 1,500 feet.

the sea lane.

2. When a Category I aircraft is preceded by a NOTE− Category II aircraft− 3,000 feet.

Due to the absence of braking capability, caution should be exercised when instructing a float plane to hold a position 3. When either the succeeding or both are as the aircraft will continue to move because of prop Category II aircraft− 3,000 feet.

generated thrust. Therefore, clearance to line up and wait should be followed by takeoff or other clearance as soon as 4. When either is a Category III aircraft− is practical.

6,000 feet. (See FIG 3−12−2.)

FIG 3−12−1 3−12−3. ARRIVAL SEPARATION Sea Lane Departure Operations Separate an arriving aircraft from another aircraft using the same sea lane by ensuring that the arriving aircraft does not cross the landing threshold until one of the following conditions exists: a. The other aircraft has landed and taxied out of the sea lane. Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the sea lane if the following minimum distance from the landing threshold exists: Sea Lane Operations 3−12−1 JO 7110.65U 2/9/12 1. When a Category I aircraft is landing behind lane if the following minimum distance from the a Category I or II− 2,000 feet. (See FIG 3−12−3.) landing threshold exists: 1. When only Category I aircraft are involved− FIG 3−12−3 1,500 feet.

Sea Lane Arrival Operations 2. When either is a Category II aircraft− 3,000 feet.

3. When either is a Category III aircraft− 6,000 feet . (See FIG 3−12−6.)

FIG 3−12−5 Sea Lane Arrival Operations 2. When a Category II aircraft is landing behind a Category I or II− 2,500 feet. (See FIG 3−12−4.)

FIG 3−12−4 Sea Lane Arrival Operations [View 2] FIG 3−12−6 Sea Lane Arrival Operations b. The other aircraft has departed and crossed the end of the sea lane or turned to avert any conflict. (See FIG 3−12−5.) If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the end of the sea Sea Lane Operations 3−12−2

JO 7110.65U 2/9/12

Chapter 4. IFR

Section 1. NAVAID Use Limitations

TBL 4−1−3 4−1−1. ALTITUDE AND DISTANCE ILS LIMITATIONS Usable Height and Distance* When specifying a route other than an established Height (feet) Distance airway or route, do not exceed the limitations in the above transmitter (miles from transmitter) table on any portion of the route which lies within 4,500 10 (for glideslope) controlled airspace. (For altitude and distance 4,500 18 (for localizer) limitations, see TBL 4−1−1, TBL 4−1−2, *Use the current flight check height/altitude limitations if TBL 4−1−3, and TBL 4−1−4.) (For correct applica- different from the above minima.

tion of altitude and distance limitations see FIG 4−1−1 and FIG 4−1−2.)

TBL 4−1−4 REFERENCE− MLS FAAO JO 7110.65, Para 4−1−5 , Fix Use.

Usable Height and Distance* FAAO JO 7110.65, Para 5−6−2 , Methods.

Height (feet) Distance TBL 4−1−1 above transmitter (miles from transmitter) VOR/VORTAC/TACAN NAVAIDs 20,000 20 (for glideslope) Normal Usable Altitudes and Radius Distances 20,000 20 (for azimuth) *Use the current flight check height/altitude limitations if Distance Class Altitude different from the above minima.

(miles) T 12,000 and below 25 FIG 4−1−1 L Below 18,000 40 Application of Altitude and Distance Limitations H Below 14,500 40 [Application 1] H 14,500 − 17,999 100 H 18,000 − FL 450 130 H Above FL 450 100 TBL 4−1−2 L/MF Radio Beacon (RBN) Usable Radius Distances for All Altitudes Distance Class Power (watts) (miles) CL Under 25 15 MH Under 50 25 H 50 − 1,999 50 HH 2,000 or more 75 NAVAID Use Limitations 4−1−1 JO 7110.65U 2/9/12 REFERENCE− FIG 4−1−2 FAAO JO 7110.65, Para 2−1−3, Procedural Preference.

Application of Altitude and Distance Limitations FAAO JO 7110.65, Para 4−4−2, Route Structure Transitions.

[Application 2] FAAO JO 7110.65, Para 6−5−4, Minima Along Other Than Established Airways or Routes.

P/CG Term− Radar Monitoring.

b. Operational necessity requires and approval has been obtained from the Frequency Management and Flight Inspection Offices to exceed them.

c. Requested routing is via an MTR.

REFERENCE− FAAO JO 7110.65, Para 5−6−2 , Methods.

4−1−3. CROSSING ALTITUDE Use an altitude consistent with the limitations of the aid when clearing an aircraft to cross or hold at a fix.

REFERENCE− FAAO JO 7110.65, Para 5−6−2 , Methods.

4−1−4. VFR-ON-TOP 4−1−2. EXCEPTIONS Use a route not meeting service volume limitations only if an aircraft requests to operate “VFR-on-top” Altitude and distance limitations need not be applied on this route.

when any of the following conditions are met: NOTE− a. Routing is initiated by ATC or requested by the Aircraft equipped with TACAN only are expected to: pilot and the following is provided: 1. Define route of flight between TACAN or VORTAC 1. Radar monitoring.

NAVAIDs in the same manner as VOR-equipped aircraft.

2. As necessary, course guidance unless the 2. Except in Class A airspace, submit requests for aircraft is /E, /F, /G, or /R equipped.

“VFR-on-top” flight where insufficient TACAN or VORTAC NAVAIDs exist to define the route.

NOTE− REFERENCE− 1. Para 5−5−1 , Application, requires radar separation be FAAO JO 7110.65, Para 5−6−2 , Methods.

provided to RNAV aircraft on random (impromptu) routes at FL 450 and below.

4−1−5. FIX USE 2. EN ROUTE. Radar monitoring is not required for Request aircraft position reports only over fixes aircraft equipped with IFR−certified GPS systems shown on charts used for the altitude being flown, operating on point−to−point RNAV routes within the except as follows: Anchorage Air Route Traffic Control Center (ARTCC) controlled airspace (excluding oceanic airspace), where NOTE− ATC surveillance coverage is not available. Additionally, Waypoints filed in random RNAV routes automatically in accordance with para 5−5−1, Application; such aircraft become compulsory reporting points for the flight unless described herein may be provided nonradar separation, in otherwise advised by ATC.

lieu of radar separation, when an operational advantage a. Unless the pilot requests otherwise, use only will be gained.

those fixes shown on high altitude en route charts, 3. When a clearance is issued beyond the altitude and/or high altitude instrument approach procedures charts, distance limitations of a NAVAID, in addition to being and SID charts when clearing military turbojet responsible for maintaining separation from other aircraft single-piloted aircraft.

and airspace, the controller is responsible for providing b. Except for military single-piloted turbojet aircraft with information and advice related to significant aircraft, unpublished fixes may be used if the name of deviations from the expected flight path.

NAVAID Use Limitations 4−1−2 JO 7110.65U 2/9/12 the NAVAID and, if appropriate, the radial/course/ (a) When holding operations are involved azimuth and frequency/channel are given to the pilot. with respect to subparas (b) and (c) below, the angle An unpublished fix is defined as one approved and of divergence must be at least 45 degrees.

planned for publication which is not yet depicted on (b) When both NAVAIDs involved are the charts or one which is used in accord with the located within 30 NM of the unpublished fix, the following: minimum divergence angle is 30 degrees.

REFERENCE− FAAO 7130.3, Holding Pattern Criteria.

(c) When the unpublished fix is located over 1. Unpublished fixes are formed by the en route 30 NM from the NAVAID generating the off-course radial, the minimum divergence angle must increase radial and either a DME distance from the same 1 degree per NM up to 45 NM; e.g., 45 NM would NAVAID or an intersecting radial from an off-route require 45 degrees.

VOR/VORTAC/TACAN. DME must be used in lieu of off-route radials, whenever possible.

(d) When the unpublished fix is located 2. Except where known signal coverage restric- beyond 45 NM from the NAVAID generating the tions exist, an unpublished fix may be used for ATC off-course radial, the minimum divergence angle purposes if its location does not exceed NAVAID must increase / degree per NM; e.g., 130 NM would altitude and distance limitation, and when off-route require 88 degrees.

radials are used, the angle of divergence meets the c. Fixes contained in the route description of criteria prescribed below.

MTRs are considered filed fixes.

NOTE− Unpublished fixes should not negate the normal use of d. TACAN-only aircraft (type suffix M, N, or P) published intersections. Frequent routine use of an possess TACAN with DME, but no VOR or LF unpublished fix would justify establishing a fix.

navigation system capability. Assign fixes based on REFERENCE− TACAN or VORTAC facilities only.

FAAO JO 7110.65, Para 4−1−1 , Altitude and Distance Limitations.

NOTE− 3. Do not hold aircraft at unpublished fixes TACAN-only aircraft can never be held overhead the below the lowest assignable altitude dictated by NAVAID, be it TACAN or VORTAC.

terrain clearance for the appropriate holding pattern e. DME fixes must not be established within the airspace area (template) regardless of the MEA for no-course signal zone of the NAVAID from which the route being flown.

inbound holding course information would be 4. When the unpublished fix is located on an derived.

off-route radial and the radial providing course REFERENCE− guidance, it must be used consistent with the FAAO JO 7110.65, Para 2−5−3 , NAVAID Fixes.

following divergence angles: FAAO JO 7110.65, Para 5−6−2 , Methods.

NAVAID Use Limitations 4−1−3

JO 7110.65U 2/9/12

Section 2. Clearances

REFERENCE− 4−2−1. CLEARANCE ITEMS FAAO JO 7110.65, Para 4−2−8 , IFR−VFR and VFR−IFR Flights.

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

Issue the following clearance items, as appropriate, in the order listed below: 4−2−2. CLEARANCE PREFIX a. Aircraft identification.

a. Prefix a clearance, information, or a request for b. Clearance limit. information which will be relayed to an aircraft through a non−ATC facility by stating “A−T−C 1. When the clearance limit is an airport, the clears,” “A−T−C advises,” or “A−T−C requests.” word “airport” must follow the airport name.

b. Flight service stations must prefix a clearance PHRASEOLOGY− with the appropriate phrase: “ATC clears,” “ATC CLEARED TO (destination) AIRPORT.

advises,” etc.

2. When the clearance limit is a NAVAID, and the NAVAID type is known, the type of NAVAID 4−2−3. DELIVERY INSTRUCTIONS must follow the NAVAID name.

Issue specific clearance delivery instructions, if PHRASEOLOGY− appropriate.

CLEARED TO (NAVAID name and type).

3. When the clearance limit is an intersection or 4−2−4. CLEARANCE RELAY waypoint, and the type is known, the type must follow Relay clearances verbatim.

the intersection or waypoint name.

REFERENCE− PHRASEOLOGY− FAAO JO 7110.65, Para 10−4−4 , Communications Failure.

CLEARED TO (intersection or waypoint name and type).

4−2−5. ROUTE OR ALTITUDE c. Standard Instrument Departure (SID).

AMENDMENTS d. Route of flight including PDR/PDAR/PAR a. Amend route of flight in a previously issued when applied.

clearance by one of the following: e. Altitude data in the order flown.

1. State which portion of the route is being f. Mach number, if applicable.

amended and then state the amendment.

PHRASEOLOGY− g. USAF. When issuing a clearance to an airborne CHANGE (portion of route) TO READ (new portion of aircraft containing an altitude assignment, do not route).

include more than one of the following in the same transmission: 2. State the amendment to the route and then state that the rest of the route is unchanged.

1. Frequency change.

PHRASEOLOGY− 2. Transponder change. (Amendment to route), REST OF ROUTE UNCHANGED.

3. Issue a clearance “direct” to a point on the 3. Heading.

previously issued route.

4. Altimeter setting.

PHRASEOLOGY− CLEARED DIRECT (fix , waypoint).

5. Traffic information containing an altitude.

Or h. Holding instructions.

CLEARED DIRECT (destination) AIRPORT.

NOTE− i. Any special information.

Clearances authorizing “direct” to a point on a previously j. Frequency and beacon code information.

issued route do not require the phrase “rest of route Clearances 4−2−1 JO 7110.65U 2/9/12 unchanged.” However, it must be understood where the restrictions are canceled, including SID/STAR/(ATC) previously cleared route is resumed. When necessary, “rest altitude restrictions if any.

of route unchanged” may be used to clarify routing.

2. Crossing altitudes and speed restrictions not annotated as (ATC) for SIDs and DPs, including ODPs, are 4. Issue the entire route by stating the mandatory and cannot be canceled by ATC. ATC altitude amendment.

restrictions and/or speed restrictions annotated (ATC) may be canceled by ATC. In the event of lost communications, EXAMPLE− aircraft are expected to comply with all restrictions unless (Cessna 21A has been cleared to the Airville Airport via ATC has previously canceled the ATC−annotated restric- V41 Delta VOR V174 Alfa VOR, direct Airville Airport, tions.

maintain 9000. After takeoff, the aircraft is rerouted via V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR.

c. Issue an amended clearance if a speed The controller issues one of the following as an amended restriction is declined because it cannot be complied clearance): with concurrently with a previously issued altitude restriction.

1. “Cessna Two One Alfa change Victor Forty−One Delta to read Victor Forty−One Frank, Victor Seventy−One EXAMPLE− Delta.” (An aircraft is cleared to cross Gordonsville VOR at 11,000. Shortly thereafter he/she is cleared to reduce 2. “Cessna Two One Alfa cleared via Victor Forty−One his/her airspeed to 300 knots. The pilot informs the Frank, Victor Seventy−One Delta, rest of route un- controller he/she is unable to comply with both clearances changed.” simultaneously. The controller issues an amended clearance as follows): 3. “Cessna Two One Alfa cleared via Victor Forty−One “Cross Gordonsville VOR at One One Thousand. Then, Frank, Victor Seventy−One Delta, Victor One Seventy− reduce speed to Three Zero Zero.” Four Alfa V−O−R, direct Airville airport, maintain Niner NOTE− Thousand.” The phrase “do the best you can” or comparable phrases are not valid substitutes for an amended clearance with b. When route or altitude in a previously issued altitude or speed restrictions.

clearance is amended, restate all applicable altitude REFERENCE− restrictions.

FAAO JO 7110.65, Para 2−1−18 , Operational Requests.

FAAO JO 7110.65, Section 6, Vectoring, Para 5−6−2 , Methods.

EXAMPLE− FAAO JO 7110.65, Section 7, Speed Adjustment, Para 5−7−2 , Methods.

(A departing aircraft is cleared to cross Ollis intersection d. Air traffic control specialists should avoid route at or above 3,000; Gordonsville VOR at or above 12,000; and/or altitude changes for aircraft participating in maintain FL 200. Shortly after departure the altitude to be maintained is changed to FL 240. Because altitude the North American Route Program (NRP) and that restrictions remain in effect, the controller issues an are displaying “NRP” in the remarks section of their amended clearance as follows): flight plan. Specialists at facilities actively participat- ing in the High Altitude Redesign (HAR) program “Amend altitude. Cross Ollis intersection at or above should avoid route and/or altitude changes for aircraft Three Thousand; cross Gordonsville V−O−R at or above participating in full HAR and high altitude One Two Thousand; maintain Flight Level Two Four Point−to−point (PTP), and that are displaying Zero.” “HAR,” or “PTP” in the remarks section of their flight plan.

(Shortly after departure, altitude restrictions are no longer applicable, the controller issues an amended clearance as NOTE− follows): Air traffic control specialists retain the latitude necessary to tactically resolve conflicts. Every effort should be made “Climb and maintain Flight Level Two Four Zero.” to ensure the aircraft is returned to the original filed flight plan/altitude as soon as conditions warrant.

NOTE− REFERENCE− 1. Restating previously issued altitude to “maintain” is an FAAO JO 7110.65, Para 2−1−4 , Operational Priority.

amended clearance. If altitude to “maintain” is changed or FAAO JO 7110.65, Para 2−2−15 , North American Route Program restated, whether prior to departure or while airborne, and (NRP) Information.

previously issued altitude restrictions are omitted, altitude FAAO JO 7110.65, Para 2−3−2 , En Route Data Entries.

Clearances 4−2−2 JO 7110.65U 2/9/12 FAAO JO 7210.3, Chapter 17, Section 16, North American Route 1. Before issuing a clearance, ask if the pilot is Program.

able to maintain terrain and obstruction clearance during a climb to the minimum IFR altitude.

4−2−6. THROUGH CLEARANCES NOTE− Pilots of pop−up aircraft are responsible for terrain and You may clear an aircraft through intermediate stops.

obstacle clearance until reaching minimum instrument altitude (MIA) or minimum en route altitude (MEA). Pilot PHRASEOLOGY− compliance with an approved FAA procedure or an ATC CLEARED THROUGH (airport) TO (fix).

instruction transfers that responsibility to the FAA; therefore, do not assign (or imply) specific course guidance that will (or could) be in effect below the MIA or MEA.

4−2−7. ALTRV CLEARANCE EXAMPLE− Use the phrase “via approved altitude reservation “November Eight Seven Six, are you able to provide your flight plan,” if the aircraft will operate in an approved own terrain and obstruction clearance between your ALTRV. present altitude and six thousand feet?” 2. If the pilot is able to maintain terrain and PHRASEOLOGY− obstruction separation, issue the appropriate clear- VIA APPROVED ALTITUDE RESERVATION (mission name) FLIGHT PLAN. ance as prescribed in para 4−2−1, Clearance Items, and para 4−5−6, Minimum En Route Altitudes.

NOTE− An ALTRV normally includes the departure, climb, cruise, 3. If unable to maintain terrain and obstruction and arrival phases of flight up to and including holding separation, instruct the pilot to maintain VFR and to pattern or point/time at which ATC provides separation state intentions.

between aircraft.

4. If appropriate, apply the provisions of REFERENCE− FAAO JO 7110.65, Para 4−3−3 , Abbreviated Departure Clearance. para 10−2−7, VFR Aircraft In Weather Difficulty, or para 10−2−9, Radar Assistance Techniques, as necessary.

4−2−8. IFR−VFR AND VFR−IFR FLIGHTS 4−2−9. CLEARANCE ITEMS a. Clear an aircraft planning IFR operations for the initial part of flight and VFR for the latter part to the The following guidelines must be utilized to facilitate fix at which the IFR part ends.

the processing of airfile aircraft: b. Treat an aircraft planning VFR for the initial a. Ensure the aircraft is within your area of part of flight and IFR for the latter part as a VFR jurisdiction unless otherwise coordinated.

departure. Issue a clearance to this aircraft when it b. Obtain necessary information needed to requests IFR clearance approaching the fix where it provide IFR service.

proposes to start IFR operations. The phraseology CLEARED TO (destination) AIRPORT AS FILED c. Issue clearance to destination, short range may be used with abbreviated departure clearance clearance, or an instruction to the pilot to contact an procedures.

FSS if the flight plan cannot be processed. If clearance is to destination airport, the phraseology REFERENCE− FAAO JO 7110.65, Para 4−3−3 , Abbreviated Departure Clearance.

CLEARED TO (destination) AIRPORT must be used. If clearance is to a NAVAID, state the name of c. When an aircraft changes from VFR to IFR, the the NAVAID followed by the type of NAVAID, if the controller must assign a beacon code to Mode-C type is known. If clearance is to an intersection or equipped aircraft that will allow MSAW alarms.

waypoint and the type is known, the type must follow d. When a VFR aircraft, operating below the the intersection or waypoint name.

minimum altitude for IFR operations, requests an IFR NOTE− clearance and you are aware that the pilot is unable to These procedures do not imply that the processing of climb in VFR conditions to the minimum IFR airfiles has priority over another ATC duty to be altitude: performed.

Clearances 4−2−3 JO 7110.65U 2/9/12 REFERENCE− 2. Airports without an air/ground communica- FAAO JO 7110.65, Para 2−2−1 , Recording Information.

tions station: PHRASEOLOGY− 4−2−10. CANCELLATION OF IFR FLIGHT (Call sign) REPORT CANCELLATION OF IFR THIS PLAN FREQUENCY OR WITH FLIGHT SERVICE.

Or a. If necessary, before instructing an IFR aircraft arriving at an airport not served by an air traffic (Call sign) REPORT CANCELLATION OF IFR THIS control tower or flight service station to change to the FREQUENCY OR WITH (FSS serving the area or the ATC common traffic advisory frequency, provide the pilot controlling facility).

with instructions on how to cancel his/her IFR flight EXAMPLE− plan.

“N13WA report cancellation of IFR this frequency or with McAlester Radio.” 1. Airports with an air/ground communications b. Respond to a pilot’s cancellation of his/her IFR station: flight plan as follows: PHRASEOLOGY− (Call sign) REPORT CANCELLATION OF IFR ON PHRASEOLOGY− (frequency). (Call sign) IFR CANCELLATION RECEIVED.

Clearances 4−2−4

JO 7110.65U 2/9/12

Section 3. Departure Procedures

PHRASEOLOGY− 4−3−1. DEPARTURE TERMINOLOGY DESTINATION AS FILED.

Avoid using the term “takeoff” except to actually c. Departure Procedures.

clear an aircraft for takeoff or to cancel a takeoff clearance. Use such terms as “depart,” “departure,” or 1. Specify direction of takeoff/turn or initial heading/azimuth to be flown after takeoff as follows: “fly” in clearances when necessary.

REFERENCE− (a) Locations with Airport Traffic Control FAAO JO 7110.65, Para 3−9−9 , Takeoff Clearance.

Service− Specify these items as necessary.

FAAO JO 7110.65, Para 3−9−10 , Cancellation of Takeoff Clearance.

(b) Locations without Airport Traffic Control Service, but within a Class E surface area− specify 4−3−2. DEPARTURE CLEARANCES these items if necessary. Obtain/solicit the pilot’s Include the following items in IFR departure concurrence concerning these items before issuing clearances: them in a clearance.

NOTE− NOTE− When considered necessary, controllers or pilots may Direction of takeoff and turn after takeoff can be initiate read backs of a clearance. Some pilots may be obtained/solicited directly from the pilot, or relayed by an required by company rule to do so.

FSS, dispatcher, etc., as obtained/solicited from the pilot.

a. Always include the airport of departure when (c) At all other airports− Do not specify issuing a departure clearance for relay to an aircraft direction of takeoff/turn after takeoff. If necessary to by an FSS, dispatcher, etc.

specify an initial heading/azimuth to be flown after takeoff, issue the initial heading/azimuth so as to b. Clearance Limit.

apply only within controlled airspace.

1. Specify the destination airport when practi- 2. Where only textually described obstacle cable, even though it is outside controlled airspace.

departure procedures (ODP) have been published for Issue short range clearances as provided for in any a location and pilot compliance is necessary to ensure procedures established for their use.

separation, include the procedure as part of the ATC (a) When the clearance limit is an airport, the clearance.

word “airport” must follow the airport name.

EXAMPLE− “Depart via the (airport name) (runway number) PHRASEOLOGY− departure procedure.” CLEARED TO (destination) AIRPORT NOTE− (b) When the clearance limit is a NAVAID IFR takeoff minimums and departure procedures are and the NAVAID type is known, the type of NAVAID prescribed for specific airports/runways and published in must follow the NAVAID name.

a tabular form supplement to the FAA instrument approach procedure chart and appropriate FAA Form 8260. These PHRASEOLOGY− procedures are identified on instrument approach CLEARED TO (NAVAID name and type) procedure charts with a symbol: (c) When the clearance limit is an intersection or waypoint and the type is known, the type must follow the intersection or waypoint name.

PHRASEOLOGY− 3. Compatibility with a procedure issued may CLEARED TO (intersection or waypoint name and type) be verified by asking the pilot if items obtained/ 2. For Air Force One (AF1) operations, do not solicited will allow him/her to comply with local specify the destination airport.

traffic pattern, terrain, or obstruction avoidance.

NOTE− PHRASEOLOGY− Presidential detail is responsible for ensuring the accuracy FLY RUNWAY HEADING.

of the destination airport.

Departure Procedures 4−3−1 JO 7110.65U 2/9/12 DEPART (direction or runway). PHRASEOLOGY− (SID name) DEPARTURE, EXCEPT (revised altitude TURN LEFT/RIGHT. information). I SAY AGAIN (revised altitude information).

EXAMPLE− WHEN ENTERING CONTROLLED AIRSPACE “Stroudsburg One Departure, except cross Quaker at (instruction), FLY HEADING (degrees) UNTIL five thousand. I say again, cross Quaker at five thousand.” REACHING (altitude, point, or fix) BEFORE PROCEEDING ON COURSE.

“Astoria Two RNAV Departure, except cross Astor waypoint at six thousand. I say again, cross Astor waypoint FLY A (degree) BEARING/AZIMUTH FROM/TO (fix) at six thousand.” UNTIL (time), (c) Specify altitudes when they are not included in the SID.

or PHRASEOLOGY− UNTIL REACHING (fix or altitude), (SID name) DEPARTURE. CROSS (fix) AT (altitude).

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 allow compliance with terrain or obstruction avoidance.” d. Route of flight. Specify one or more of the 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 the route beyond a short range clearance limit differs 4. SIDs: 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: NOTE− PHRASEOLOGY− Turbojet aircraft equipped with afterburner engines may (SID name and number) DEPARTURE.

occasionally be expected to use afterburning during their climb to the en route altitude. When so advised by the pilot, (SID name and number) DEPARTURE, the controller may be able to plan his/her traffic to (transition name) TRANSITION.

accommodate the high performance climb and allow the EXAMPLE− pilot to climb to his/her planned altitude without “Stroudsburg One Departure.” restriction.

“Stroudsburg One Departure, Sparta Transition.” 1. To the maximum extent possible, Air Force “Stroudsburg One RNAV Departure.” One will be cleared unrestricted climb to: NOTE− (a) 9,000’ AGL or higher.

If a pilot does not wish to use a SID issued in an ATC (b) If unable 9,000’ AGL or higher, then the clearance, or any other SID published for that location, he/she is expected to advise ATC. highest available altitude below 9,000’ AGL.

2. Assign the altitude requested by the pilot.

(b) If it is necessary to assign a crossing altitude which differs from the SID altitude, repeat 3. Assign an altitude, as near as possible to the the changed altitude to the pilot for emphasis. altitude requested by the pilot, and Departure Procedures 4−3−2 JO 7110.65U 2/9/12 “Climb and maintain five thousand. Expect niner (a) Inform the pilot when to expect clearance thousand one zero minutes after departure.” to the requested altitude unless instructions are contained in the specified SID, or 3. A pilot has requested 17,000 feet which is unavailable.

You plan 15,000 feet to be the pilot’s highest altitude prior (b) If the requested altitude is not expected to to descent to the pilot’s destination but only 13,000 feet is be available, inform the pilot what altitude can be available until San Jose VOR. Advise the pilot of the expected and when/where to expect it. expected altitude change and at what fix/time to expect clearance to 15,000 feet. The clearance will read: “Climb NOTE− and maintain one three thousand. Expect one five thousand 1. 14 CFR Section 91.185, says that in the event of a at San Jose. One seven thousand is not available.” two-way radio communication failure, in VFR conditions REFERENCE− or if VFR conditions are encountered after the failure, the FAAO JO 7110.65, Para 4−3−3 , Abbreviated Departure Clearance.

pilot must continue the flight under VFR and land as soon FAAO JO 7110.65, Para 5−8−2 , Initial Heading.

as practicable. That section also says that when the failure occurs in IFR conditions the pilot must continue flight at 4−3−3. ABBREVIATED DEPARTURE the highest of the following altitudes or flight levels for the CLEARANCE route segment being flown: a. The altitude or flight level assigned in the last ATC a. Issue an abbreviated departure clearance if its clearance received.

use reduces verbiage and the following conditions are b. The minimum altitude (converted, if appropriate, to met: minimum flight level as prescribed in 14 CFR Sec- REFERENCE− tion 91.121(c)) for IFR operations. (This altitude should be FAAO JO 7110.65, Para 4−2−8 , IFR-VFR and VFR-IFR Flights.

consistent with MEAs, MOCAs, etc.)

1. The route of flight filed with ATC has not c. The altitude or flight level ATC has advised may be been changed by the pilot, company, operations expected in a further clearance.

officer, input operator, or in the stored flight plan 2. If the expected altitude is the highest of the preceding program prior to departure.

choices, the pilot should begin to climb to that expected NOTE− altitude at the time or fix specified in the clearance. The A pilot will not accept an abbreviated clearance if the route choice to climb to the expected altitude is not applicable if of flight filed with ATC has been changed by him/her or the the pilot has proceeded beyond the specified fix or if the company or the operations officer before departure.

time designated in the clearance has expired.

He/she is expected to inform the control facility on initial PHRASEOLOGY− radio contact if he/she cannot accept the clearance. It is the responsibility of the company or operations officer to CLIMB AND MAINTAIN (the altitude as near as possible to the pilot’s requested altitude). EXPECT (the requested inform the pilot when they make a change.

altitude or an altitude different from the requested altitude) 2. All ATC facilities concerned have sufficient AT (time or fix), route of flight information to exercise their control responsibilities.

and if applicable, NOTE− (pilot’s requested altitude) IS NOT AVAILABLE. The route of flight information to be provided may be covered in letters of agreement.

EXAMPLE− 3. When the flight will depart IFR, destination 1. A pilot has requested flight level 350. Flight level 230 airport information is relayed between the facilities is immediately available and flight level 350 will be concerned prior to departure.

available at the Appleton zero five zero radial 35 mile fix.

The clearance will read: EXAMPLE− “Climb and maintain flight level two three zero. Expect 1. A tower or flight service station relay of destination flight level three five zero at Appleton zero five zero radial airport information to the center when requesting three five mile fix.” clearance: “Request clearance for United Four Sixty-One to 2. A pilot has requested 9,000 feet. An altitude restriction O’Hare.” is required because of facility procedures or requirements.

Assign the altitude and advise the pilot at what fix/time the 2. A center relay to the tower or flight service station when pilot may expect the requested altitude. The clearance initiating a clearance: could read: “Clearance for United Four Sixty-One to O’Hare.” Departure Procedures 4−3−3 JO 7110.65U 2/9/12 NOTE− CLEARED TO (destination) AIRPORT AS FILED.

Pilots are expected to furnish the facility concerned with MAINTAIN (altitude); destination airport information on initial radio call-up.

This will provide the information necessary for detecting and if required, any destination airport differences on facility relay.

(additional instructions or information).

4. The assigned altitude, according to the provisions in para 4−3−2, Departure Clearances, EXAMPLE− subpara e, is stated in the clearance.

“Cleared to Reynolds Airport; David Two RNAV Departure, Kingham Transition; then, as filed. Maintain b. If it is necessary to modify a filed route of flight niner thousand. Expect flight level four one zero, one zero in order to achieve computer acceptance due, for minutes after departure.” example, to incorrect fix or airway identification, the contraction “FRC,” meaning “Full Route Clearance Necessary,” or “FRC/(fix),” will be added to the “Cleared to Reynolds Airport as filed. Maintain niner remarks. “FRC” or “FRC/(fix)” must always be the thousand. Expect flight level four one zero, one zero first item of intra-center remarks. When “FRC” or minutes after departure.” “FRC/(fix)” appears on a flight progress strip, the NOTE− controller issuing the ATC clearance to the aircraft 1. SIDs are excluded from “cleared as filed” procedures.

must issue a full route clearance to the specified fix, 2. If a pilot does not wish to accept an ATC clearance to or, if no fix is specified, for the entire route.

fly a SID, he/she is expected to advise ATC or state EXAMPLE− “NO SID” in his/her flight plan remarks.

“Cleared to Missoula International Airport, Chief Two e. When a filed route will require revisions, the Departure to Angley; direct Salina; then as filed; maintain controller responsible for initiating the clearance to one seven thousand.” the aircraft must either: NOTE− 1. Issue a FRC/FRC until a fix; or Changes, such as those made to conform with traffic flows and preferred routings, are only permitted to be made by 2. If it reduces verbiage, state the phrase: the pilot (or his/her operations office) or the controller “Cleared to (destination) airport, or cleared NAVAID, responsible for initiating the clearance to the aircraft.

intersection, or waypoint (type if known), (SID and c. Specify the destination airport in the clearance.

SID transition, as appropriate), then as filed, except . . ..” Specify the necessary revision, then the assigned d. When no changes are required in the filed route, altitude; and if required, add any additional state the phrase: “Cleared to (destination) airport, instructions or information. If a SID is not assigned, (SID and SID transition, as appropriate); then, as state: “Cleared to (destination) airport or cleared to filed.” If a SID is not assigned, follow with “As filed.” NAVAID, intersection, or waypoint (type if known) Specify the assigned altitude; and, if required, add as filed, except . . ..” Specify the necessary revision, any additional instructions or information, including the assigned altitude; and if required, add any final requested altitude if different than assigned additional instructions or information.

except if Pre−Departure Clearance (PDC) is utilized.

PHRASEOLOGY− PHRASEOLOGY− CLEARED TO (destination) AIRPORT.

CLEARED TO (destination) AIRPORT; Or and as appropriate, CLEARED TO (NAVAID name and type).

(SID name and number) DEPARTURE, THEN AS FILED.

Or MAINTAIN (altitude); (additional instructions or CLEARED TO (intersection or waypoint name and information).

type).

If a SID is not assigned, and as appropriate, Departure Procedures 4−3−4 JO 7110.65U 2/9/12 3. When the clearance limit is an intersection or (SID name and number) DEPARTURE, waypoint and the type is known, the type must follow the intersection or waypoint name.

(transition name) TRANSITION; THEN, PHRASEOLOGY− CLEARED TO (intersection or waypoint name and type) AS FILED, EXCEPT CHANGE ROUTE TO READ EXAMPLE− (amended route portion).

The filed route of flight is from Hutchins V10 Emporia, thence V10N and V77 to St. Joseph. The clearance will MAINTAIN (altitude); read: “Cleared to Watson Airport as filed via Emporia, maintain and if required, Seven Thousand.” (additional instructions or information).

g. Do not apply these procedures when a pilot requests a detailed clearance or to military operations If a SID is not assigned, conducted within ALTRV, stereo routes, operations above FL 600, and other military operations requiring CLEARED TO (destination) AIRPORT AS FILED, special handling.

EXCEPT CHANGE ROUTE TO READ (amended route NOTE− portion).

Departure clearance procedures and phraseology for military operations within approved altitude reservations, MAINTAIN (altitude); military operations above FL 600, and other military operations requiring special handling are contained in and if required, separate procedures in this order or in a LOA, as appropriate.

(additional instructions or information).

REFERENCE− FAAO JO 7110.65, Para 4−2−7 , ALTRV Clearance.

EXAMPLE− FAAO JO 7110.65, Para 9−2−14 , Military Operations Above FL 600.

“Cleared to Reynolds Airport; South Boston One Departure; then, as filed, except change route to read 4−3−4. DEPARTURE RESTRICTIONS, South Boston Victor Twenty Greensboro. Maintain CLEARANCE VOID TIMES, HOLD FOR eight thousand, report leaving four thousand.” RELEASE, AND RELEASE TIMES “Cleared to Reynolds Airport as filed, except change route Assign departure restrictions, clearance void times, to read South Boston Victor Twenty Greensboro. Maintain hold for release, or release times when necessary to eight thousand, report leaving four thousand.” separate departures from other traffic or to restrict or regulate the departure flow.

“Cleared to Reynolds Airport via Victor Ninety-one REFERENCE− Albany, then as filed. Maintain six thousand.” FAAO JO 7110.65, Para 10−3−1 , Overdue Aircraft.

FAAO JO 7110.65, Para 10−4−1 , Traffic Restrictions.

f. In a nonradar environment specify one, two, or FAAO JO 7110.65, Para 10−4−3 , Traffic Resumption.

more fixes, as necessary, to identify the initial route a. Clearance Void Times.

of flight.

1. When issuing clearance void times at airports not served by control towers, provide alternative 1. Specify the destination airport, when practic- instructions requiring the pilots to advise ATC of their able, followed by the word “airport” even though it is intentions no later than 30 minutes after the clearance outside controlled airspace.

void time if not airborne.

PHRASEOLOGY− 2. The facility delivering a clearance void time CLEARED TO (destination) AIRPORT to a pilot must issue a time check.

2. When the clearance limit is a NAVAID, the PHRASEOLOGY− CLEARANCE VOID IF NOT OFF BY (clearance void type of NAVAID must follow the NAVAID name.

time), PHRASEOLOGY− CLEARED TO (NAVAID name and type) and if required, Departure Procedures 4−3−5 JO 7110.65U 2/9/12 and if required, IF NOT OFF BY (clearance void time), ADVISE (facility) NOT LATER THAN (time) OF INTENTIONS. (additional instructions or information).

TIME (time in hours, minutes, and the nearest quarter HOLD FOR RELEASE, EXPECT (time in hours and/or minute). minutes) DEPARTURE DELAY.

3. When conditions allow, release the aircraft as b. Hold For Release (HFR).

soon as possible.

1. “Hold for release” instructions must be used PHRASEOLOGY− when necessary to inform a pilot or a controller that To another controller, a departure clearance is not valid until additional instructions are received.

(aircraft identification) RELEASED.

REFERENCE− P/CG Term− Hold for Release.

To a flight service specialist, 2. When issuing hold for release instructions, ADVISE (aircraft identification) RELEASED FOR include departure delay information.

DEPARTURE.

PHRASEOLOGY− (Aircraft identification) CLEARED TO (destination) To a pilot at an airport not served by a control tower, AIRPORT AS FILED, MAINTAIN (altitude), (aircraft identification) RELEASED FOR DEPARTURE.

Departure Procedures 4−3−6 JO 7110.65U 2/9/12 NOTE− c. Release Times.

(Trust & Verify) EDCTs are revised by Air Carriers and Traffic Management for changing conditions en route or at 1. Release times must be issued to pilots when affected airport(s). Terminal controllers’ use of aircraft necessary to specify the earliest time an aircraft may reported EDCT for departure sequencing should be depart.

verified with the appropriate TMU prior to departure if this NOTE− can be accomplished without the aircraft incurring delay A release time is a departure restriction issued to a pilot beyond the EDCT reported by the aircraft. The preferred (either directly or through authorized relay) to separate a method for verification is the Flight Schedule Monitor departing aircraft from other traffic. (FSM). If the EDCT cannot be verified without incurring additional delay, the aircraft should be released based on 2. The facility issuing a release time to a pilot the pilot reported EDCT. The aircraft operator is must include a time check.

responsible for operating in a manner consistent to meet the EDCT.

PHRASEOLOGY− (Aircraft identification) RELEASED FOR DEPARTURE 4−3−5. GROUND STOP AT (time in hours and/or minutes), Do not release an aircraft if a ground stop (GS) and if required, applicable to that aircraft is in effect, without the approval of the originator of the GS.

IF NOT OFF BY (time), ADVISE (facility) NOT LATER THAN (time) OF INTENTIONS.

4−3−6. DELAY SEQUENCING TIME (time in hours, minutes, and nearest quarter minute).

When aircraft elect to take delay on the ground before departure, issue departure clearances to them in the d. When expect departure clearance times order in which the requests for clearance were (EDCT) are assigned through traffic management originally made if practicable.

programs, the departure terminal must, to the extent possible, plan ground movement of aircraft destined 4−3−7. FORWARD DEPARTURE DELAY to the affected airport(s) so that flights are sequenced INFORMATION to depart no earlier than 5 minutes before, and no later than 5 minutes after the EDCT. Do not release aircraft Inform approach control facilities and/or towers of on their assigned EDCT if a ground stop (GS) anticipated departure delays.

applicable to that aircraft is in effect, unless approval has been received from the originator of the GS.

4−3−8. COORDINATION WITH RECEIVING FACILITY 1. If an aircraft has begun to taxi or requests taxi a. Coordinate with the receiving facility before the in a manner consistent with meeting the EDCT, the departure of an aircraft if the departure point is less aircraft must be released. Additional coordination is than 15 minutes flying time from the transferring not required.

facility’s boundary unless an automatic transfer of 2. If an aircraft requests taxi or clearance for data between automated systems will occur, in which departure inconsistent with meeting the EDCT case, the flying time requirement may be reduced to window, ask the pilot to verify the EDCT.

5 minutes or replaced with a mileage from the boundary parameter when mutually agreeable to both (a) If the pilot’s EDCT is the same as the FAA facilities.

EDCT, the aircraft is released consistent with the NOTE− EDCT.

Agreements requiring additional time are encouraged between facilities that need earlier coordination. However, (b) If the pilot’s EDCT is not the same as the when agreements establish mandatory radar handoff FAA EDCT, refer to Trust and Verify Note below.

procedures, coordination needs only be effected in a timely manner prior to transfer of control.

3. If an aircraft requests taxi too late to meet the REFERENCE− EDCT, contact the ATCSCC through the appropriate FAAO JO 7110.65, Chapter 5, Section 4, Transfer of Radar TMU.

Identification, Para 5−4−1 , Application.

Departure Procedures 4−3−7 JO 7110.65U 2/9/12 b. The actual departure time or a subsequent strip pilot, and suggest that the delay be taken on the posting time must be forwarded to the receiving ground. If the pilot insists upon taking off VFR and facility unless assumed departure times are agreed obtaining an IFR clearance in the air, inform the upon and that time is within 3 minutes of the actual facility/sector holding the flight plan of the pilot’s departure time. intentions and, if possible, the VFR departure time.

4−3−10. FORWARDING DEPARTURE TIMES 4−3−9. VFR RELEASE OF IFR DEPARTURE TERMINAL When an aircraft which has filed an IFR flight plan requests a VFR departure through a terminal facility, Unless alternate procedures are prescribed in a letter FSS, or air/ground communications station: of agreement or automatic departure messages are being transmitted between automated facilities, a. After obtaining, if necessary, approval from the forward departure times to the facility from which facility/sector responsible for issuing the IFR you received the clearance and also to the terminal clearance, you may authorize an IFR flight planned departure controller when that position is involved in aircraft to depart VFR. Inform the pilot of the proper the departure sequence.

frequency and, if appropriate, where or when to contact the facility responsible for issuing the NOTE− clearance. 1. Letters of agreement prescribing assumed departure times or mandatory radar handoff procedures are PHRASEOLOGY− alternatives for providing equivalent procedures.

VFR DEPARTURE AUTHORIZED. CONTACT (facility) 2. The letters “DM” flashing in the data block signify ON (frequency) AT (location or time if required) FOR unsuccessful transmission of a departure message.

CLEARANCE.

REFERENCE− b. If the facility/sector responsible for issuing the FAAO JO 7210.3, Para 11−2−6, Automatic Acquisition/Termination clearance is unable to issue a clearance, inform the Areas.

Departure Procedures 4−3−8

JO 7110.65U 2/9/12

Section 4. Route Assignment

(fix) AND (fix), 4−4−1. ROUTE USE Clear aircraft via routes consistent with the altitude or stratum in which the operation is to be conducted by one or more of the following: RADIALS OF (ATS route) AND (ATS route).

NOTE− c. DME arcs of VORTAC, MLS, or TACAN aids.

Except for certain NAVAIDs/routes used by scheduled air d. Radials, courses, azimuths, and headings of carriers or authorized for specific uses in the control of IFR departure or arrival routes.

aircraft, Air Traffic Service (ATS) routes, and NAVAIDs established for use at specified altitudes are shown on e. SIDs/STARs/FMSPs.

U.S. government charts or DOD FLIP charts.

f. Vectors.

REFERENCE− FAAO JO 7110.65, Para 2−5−2 , NAVAID Terms.

g. Fixes defined in terms of degree-distance from FAAO JO 7110.65, Para 4−1−2 , Exceptions.

NAVAIDs for special military operations.

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

FAAO JO 7110.65, Para 5−6−1 , Application.

h. Courses, azimuths, bearings, quadrants, or a. Designated ATS routes.

radials within a radius of a NAVAID.

PHRASEOLOGY− PHRASEOLOGY− VIA: CLEARED TO FLY (general direction from NAVAID) OF (NAVAID name and type) BETWEEN (specified) VICTOR (color) (airway number)(the word Romeo when COURSES TO/BEARINGS FROM/RADIALS (NAVAID RNAV for existing Alaska routes), name when a NDB) WITHIN (number of miles) MILE RADIUS, or or J (route number) (the word Romeo when RNAV for existing Alaska routes), CLEARED TO FLY (specified) QUADRANT OF (NAVAID name and type) WITHIN (number of miles) MILE RADIUS.

or or SUBSTITUTE (ATS route) FROM (fix) to (fix), CLEARED TO FLY (general direction from MLS) OF (name or MLS) BETWEEN (specified) AZIMUTHS or WITHIN/BETWEEN (number of miles) MILE RADIUS.

EXAMPLE− IR (route number).

1. “Cleared to fly east of Allentown VORTAC between the zero four five and the one three five radials within four zero CROSS/JOIN VICTOR/(color) (airway number), (number mile radius.” of miles) MILES (direction) OF (fix).

2. “Cleared to fly east of Crystal Lake radio beacon b. Radials, courses, azimuths, or direct to or from between the two two five and the three one five courses to NAVAIDs.

Crystal Lake within three zero mile radius.” PHRASEOLOGY− 3. “Cleared to fly northeast quadrant of Philipsburg DIRECT.

VORTAC within four zero mile radius.” “Cleared to fly east of the Montgomery M−L−S runway two VIA; eight left between the two seven zero and the two four zero azimuth within a 5 mile radius.” (name of NAVAID) (specified) RADIAL/COURSE/ i. Fixes/waypoints defined in terms of: AZIMUTH, 1. Published name; or or 2. Degree-distance from NAVAIDs; or Route Assignment 4−4−1 JO 7110.65U 2/9/12 3. Latitude/longitude coordinates, state the f. Clear aircraft to climb or descend on specified latitude and longitude in degrees and minutes radials, courses, or azimuths of NAVAIDs.

including the direction from the axis such as North or g. Provide radar monitor when transition to or West; or from a designated or established RNAV route is made PHRASEOLOGY− along random RNAV routes.

“32 DEGREES, 45 MINUTES NORTH, EN ROUTE 105 DEGREES, 37 MINUTES WEST.” EXCEPTION. Radar monitoring is not required for 4. Offset from published or established ATS aircraft equipped with IFR−certified GPS systems route at a specified distance and direction for random operating on point−to−point RNAV routes within (impromptu) RNAV Routes.

Anchorage Air Route Traffic Control Center PHRASEOLOGY− controlled airspace (excluding oceanic airspace) DIRECT (fix/waypoint) where ATC surveillance coverage is not available.

REFERENCE− DIRECT TO THE (facility) (radial) (distance) FIX.

FAAO JO 7110.65, Para 6−5−4, Minima Along Other Than Established Airways or Routes OFFSET(distance) RIGHT/LEFT OF (route).

FAAO JO 7110.65, Para 4−1−2, Exceptions EXAMPLE− h. Clear RNAV aircraft transitioning to or between “Direct SUNOL.” designated or established RNAV routes direct to a “Direct to the Appleton three one zero radial two five mile named waypoint on the new route.

fix.” “Offset eight miles right of Victor six.” 4−4−3. DEGREE-DISTANCE ROUTE j. RNAV aircraft transitioning to/from High DEFINITION FOR MILITARY OPERATIONS Altitude Redesign (HAR) or Point−to−point (PTP) EN ROUTE operations via pitch/catch points.

REFERENCE− a. Do not accept a military flight plan whose route FAAO JO 7110.65, Para 2−3−8 , Aircraft Equipment Suffix.

or route segments do not coincide with designated FAAO JO 7110.65, Para 2−5−3 , NAVAID Fixes.

airways or jet routes or with a direct course between FAAO JO 7110.65, Chapter 5, Section 5, Radar Separation, Para 5−5−1 , Application.

NAVAIDs unless it is authorized in subpara b and meets the following degree-distance route definition and procedural requirements: 4−4−2. ROUTE STRUCTURE TRANSITIONS 1. The route or route segments must be defined To effect transition within or between route structure, in the flight plan by degree-distance fixes composed clear an aircraft by one or more of the following of: methods, based on VOR, VORTAC, TACAN, or MLS NAVAIDs (unless use of other NAVAIDs are (a) A location identifier; essential to aircraft operation or ATC efficiency): (b) Azimuth in degrees magnetic; and a. Vector aircraft to or from radials, courses, or (c) Distance in miles from the NAVAID used.

azimuths of the ATS route assigned.

EXAMPLE− “MKE 030025.” b. Assign a SID/STAR/FMSP.

2. The NAVAIDs selected to define the c. Clear departing or arriving aircraft to climb or degree-distance fixes must be those authorized for descend via radials, courses, or azimuths of the ATS use at the altitude being flown and at a distance within route assigned.

the published service volume area.

d. Clear departing or arriving aircraft directly to or 3. The distance between the fixes used to define between the NAVAIDs forming the ATS route the route must not exceed: assigned.

(a) Below FL 180− 80 miles; e. Clear aircraft to climb or descend via the ATS route on which flight will be conducted. (b) FL 180 and above− 260 miles; and Route Assignment 4−4−2 JO 7110.65U 2/9/12 (c) For celestial navigation routes, all 4−4−4. ALTERNATIVE ROUTES altitudes− 260 miles.

When any part of an airway or route is unusable 4. Degree-distance fixes used to define a route because of NAVAID status, clear aircraft other than must be considered compulsory reporting points /E, /F, /G, or /R, via one of the following alternative except that an aircraft may be authorized by ATC to routes: omit reports when traffic conditions permit.

a. A route depicted on current U.S. Government 5. Military aircraft using degree-distance route charts/publications. Use the word “substitute” definition procedures must conduct operations in immediately preceding the alternative route in accordance with the following: issuing the clearance.

(a) Unless prior coordination has been b. A route defined by specifying NAVAID radials, effected with the appropriate air traffic control courses, or azimuths.

facility, flight plan the departure and the arrival c. A route defined as direct to or between phases to conform with the routine flow of traffic NAVAIDs.

when operating within 75 miles of the departure and the arrival airport. Use defined routes or airways or d. Vectors.

direct courses between NAVAIDs or as otherwise NOTE− required to conform to the normal flow of traffic.

Inform area navigation aircraft that will proceed to the NAVAID location of the NAVAID outage.

(b) Flight plans must be filed at least 2 hours before the estimated time of departure.

4−4−5. CLASS G AIRSPACE b. The following special military operations are authorized to define routes, or portions of routes, by Include routes through Class G airspace only when degree-distance fixes: requested by the pilot.

1. Airborne radar navigation, radar bomb NOTE− scoring (RBS), and airborne missile programming 1. Flight plans filed for random RNAV routes through conducted by the USAF, USN, and RAF.

Class G airspace are considered a request by the pilot.

2. Flight plans containing MTR segments in/through 2. Celestial navigation conducted by the USAF, Class G airspace are considered a request by the pilot.

USN, and RAF.

3. Target aircraft operating in conjunction with 4−4−6. DIRECT CLEARANCES air defense interceptors, and air defense interceptors while en route to and from assigned airspace.

a. Do not issue a routing clearance that will take an aircraft off of its flight plan route if the destination 4. Missions conducted above FL 450.

airport is included in a ground delay program (GDP), 5. USN fighter and attack aircraft operating in ground stop (GS), or Playbook route, when known, positive control airspace.

unless operational necessity dictates.

6. USN/USMC aircraft, TACAN equipped, b. EN ROUTE . Do not issue revised routing operating within the Honolulu FIR/Hawaiian airways clearances that will take an aircraft off its flight plan area.

route past the last fix in your facility’s airspace, unless requested by the pilot or operational necessity 7. USAF/USN/USMC aircraft flight planned to dictates.

operate on MTRs.

NOTE− 8. USAF Air Mobility Command (AMC) Nothing in this paragraph must preclude a controller from aircraft operating on approved station-keeping issuing a routing clearance that conforms to a letter of equipment (SKE) routes in accordance with the agreement or standard operating procedure within their conditions and limitations listed in FAA Exemption own facility or between facilities, is required to maintain No. 4371 to 14 CFR Section 91.177(a)(2) and separation or comply with traffic flow management 14 CFR Section 91.179(b)(1).

initiatives.

Route Assignment 4−4−3

JO 7110.65U 2/9/12

Section 5. Altitude Assignment and Verification

4−5−1. VERTICAL SEPARATION MINIMA On course Aircraft degrees Assign Examples Operating magnetic Separate instrument flight rules (IFR) aircraft using Above FL 410 0 through 179 Odd cardinal FL 450, the following minima between altitudes: flight levels at FL 490, intervals of FL 530 4,000 feet a. Up to and including FL 410− 1,000 feet.

beginning with FL 450 b. Apply 2,000 feet at or above FL 290 between 180 through 359 Odd cardinal FL 430, flight levels at FL 470, non−RVSM aircraft and all other aircraft at or above intervals of FL 510 FL 290.

4,000 feet beginning with FL 430 c. Above FL 410− 2,000 feet, except: One way Any course Any cardinal FL 270, routes (except altitude or FL 280, 1. In oceanic airspace, above FL 450 between a in composite flight level FL 290, supersonic and any other aircraft− 4,000 feet.

systems) below FL 410 FL 300, or any odd FL 310, cardinal flight FL 410, 2. Above FL 600 between military aircraft− FL 430, level above FL 450 5,000 feet.

FL 410 Within an Any course Any altitude or NOTE− ALTRV flight level Oceanic separation procedures are supplemented in In transition Any course Any odd or FL 280, Chapter 8; Section 7, Section 8, Section 9 , and Section 10.

to/from or even cardinal FL 290, within Oceanic flight level FL 300, REFERENCE− airspace where including those FL 310, FAAO JO 7110.65, Para 5−5−5 , Vertical Application.

composite above FL 290 FL 320, FAAO JO 7110.65, Para 6−6−1 , Application.

separation is FL 330, FAAO JO 7110.65, Para 9−2−14 , Military Operations Above FL 600.

authorized FL 340 In aerial Any course Altitude blocks 050B080, refueling as requested. FL 180B220, tracks and Any altitude or FL 280B310 anchors flight level 4−5−2. FLIGHT DIRECTION REFERENCE− FAAO JO 7110.65, Para 4−5−3 , Exceptions.

Clear aircraft at altitudes according to the FAAO JO 7110.65, Para 7−7−5 , Altitude Assignments.

TBL 4−5−1.

FAAO JO 7110.65, Para 9−3−2 , Separation Minima.

TBL 4−5−1 4−5−3. EXCEPTIONS Altitude Assignment When traffic, meteorological conditions, or aircraft On course operational limitations prevent assignment of Aircraft degrees Assign Examples Operating altitudes prescribed in para 4−5−2, Flight Direction, magnetic assign any cardinal altitude or flight level below Below 3,000 Any course Any altitude feet above FL 410 or any odd cardinal flight level at or above surface FL 410 without regard to direction of flight as At and below 0 through 179 Odd cardinal 3,000, 5,000, follows: FL 410 altitude or FL 310, flight levels at FL 330 NOTE− intervals of See para 2−3−10 , Control Symbology, for control 2,000 feet abbreviations and symbols to be used in conjunction with 180 through 359 Even cardinal 4,000, 6,000, this paragraph.

altitude or FL 320, flight levels at FL 340 a. For traffic conditions, take this action only if intervals of 2,000 feet one of the following conditions exists: Altitude Assignment and Verification 4−5−1 JO 7110.65U 2/9/12 REFERENCE− 1. Aircraft remain within a facility’s area and FAAO JO 7110.65, Para 9−3−2 , Separation Minima.

prior approval is obtained from other affected positions or sectors or the operations are covered in 4−5−5. ADJUSTED MINIMUM FLIGHT a Facility Directive.

LEVEL 2. Aircraft will proceed beyond the facility’s When the prescribed minimum altitude for IFR area and specific operations and procedures operations is at or above 18,000 feet MSL and the permitting random altitude assignment are covered in atmospheric pressure is less than 29.92”, add the a letter of agreement between the appropriate appropriate adjustment factor from TBL 4−5−3 to the facilities.

flight level equivalent of the minimum altitude in feet to determine the adjusted minimum flight level.

NOTE− Those en route facilities using host software that provides TBL 4−5−3 capability for passing interim altitude must include the Minimum FL Adjustment specific operations and procedures for use of this Altimeter Setting Adjustment Factor procedure in a letter of agreement between the appropriate facilities.

29.92” or higher None 29.91” to 29.42” 500 feet b. Military aircraft are operating on random routes 29.41” to 28.92” 1,000 feet and prior approval is obtained from the facility concerned.

28.91” to 28.42” 1,500 feet 28.41” to 27.92” 2,000 feet c. For meteorological conditions, take this action only if you obtain prior approval from other affected 4−5−6. MINIMUM EN ROUTE ALTITUDES positions or sectors within your facility and, if necessary, from the adjacent facility concerned.

Except as provided in subparas a and b below, assign altitudes at or above the MEA for the route segment d. For aircraft operational limitations, take this being flown. When a lower MEA for subsequent action only if the pilot informs you the available segments of the route is applicable, issue the lower appropriate altitude exceeds the operational limita- MEA only after the aircraft is over or past the tions of his/her aircraft and only after you obtain prior Fix/NAVAID beyond which the lower MEA applies approval from other affected positions or sectors unless a crossing restriction at or above the higher within your facility and, if necessary, from the MEA is issued.

adjacent facility concerned.

a. An aircraft may be cleared below the MEA but e. For mission requirements, take this action only not below the MOCA for the route segment being when the aircraft is operating on an MTR.

flown if the altitude assigned is at least 300 feet above REFERENCE− the floor of controlled airspace and one of the FAAO JO 7110.65, Para 7−7−5 , Altitude Assignments.

following conditions are met: FAAO JO 7110.65, Para 9−3−2 , Separation Minima.

NOTE− Controllers must be aware that in the event of radio 4−5−4. LOWEST USABLE FLIGHT LEVEL communications failure, a pilot will climb to the MEA for the route segment being flown.

If a change in atmospheric pressure affects a usable 1. Nonradar procedures are used only within flight level in your area of jurisdiction, use 22 miles of a VOR, VORTAC, or TACAN.

TBL 4−5−2 to determine the lowest usable flight level to clear aircraft at or above 18,000 feet MSL.

2. Radar procedures are used only when an operational advantage is realized and the following TBL 4−5−2 actions are taken: Lowest Usable FL (a) Radar navigational guidance is provided Altimeter Setting Lowest Usable FL until the aircraft is within 22 miles of the NAVAID, 29.92” or higher 180 and 29.91” to 28.92” 190 (b) Lost communications instructions are 28.91” to 27.92” 200 issued.

Altitude Assignment and Verification 4−5−2 JO 7110.65U 2/9/12 FAAO JO 7110.65, Para 4−4−1 , Route Use.

b. An aircraft may be cleared to operate on jet FAAO JO 7110.65, Chapter 5, Section 6, Para 5−6−1 , Application.

routes below the MEA (but not below the prescribed FAAO JO 7110.65, Para 7−7−5 , Altitude Assignments.

minimum altitude for IFR operations) or above the maximum authorized altitude if, in either case, radar 4−5−7. ALTITUDE INFORMATION service is provided.

Issue altitude instructions as follows: NOTE− REFERENCE− Minimum en route and maximum authorized altitudes for FAAO JO 7110.65, Para 4−2−1 , Clearance Items.

certain jet route segments have been established above the floor of the jet route structure due to limitations on a. Altitude to maintain or cruise. When issuing navigational signal coverage.

cruise in conjunction with an airport clearance limit and an unpublished route will be used, issue an c. Where a higher altitude is required because of an appropriate crossing altitude to ensure terrain MEA, the aircraft must be cleared to begin climb to clearance until the aircraft reaches a fix, point, or the higher MEA as follows: route where the altitude information is available to 1. If no MCA is specified, prior to or the pilot. When issuing a cruise clearance to an airport immediately after passing the fix where the higher which does not have a published instrument MEA is designated. (See FIG 4−5−1.)

approach, a cruise clearance without a crossing restriction may be issued.

FIG 4−5−1 No MCA Specified PHRASEOLOGY− MAINTAIN/CRUISE (altitude). MAINTAIN (altitude) UNTIL (time, fix, waypoint), or (number of miles or minutes) MILES/MINUTES PAST (fix, waypoint).

CROSS (fix, point, waypoint), or INTERCEPT (route) AT OR ABOVE (altitude), CRUISE 2. If a MCA is specified, prior to the fix so as to (altitude).

cross the fix at or above the MCA. (See FIG 4−5−2.)

NOTE− FIG 4−5−2 1. The crossing altitude must assure IFR obstruction MCA Specified clearance to the point where the aircraft is established on a segment of a published route or instrument approach procedure.

2. When an aircraft is issued a cruise clearance to an airport which does not have a published instrument approach procedure, it is not possible to satisfy the requirement for a crossing altitude that will ensure terrain clearance until the aircraft reaches a fix, point, or route where altitude information is available to the pilot. Under those conditions, a cruise clearance without a crossing restriction authorizes a pilot to determine the minimum IFR altitude as prescribed in 14 CFR Section 91.177 and descend to it at pilot discretion if it is lower than the altitude d. Where MEAs have not been established, clear specified in the cruise clearance.

an aircraft at or above the minimum altitude for IFR b. Instructions to climb or descend including operations prescribed by 14 CFR Section 91.177.

restrictions, as required. Specify a time restriction REFERENCE− reference the UTC clock reading with a time check.

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

Altitude Assignment and Verification 4−5−3 JO 7110.65U 2/9/12 If you are relaying through an authorized communic- CLIMB TO REACH (altitude) AT (time) (issue a time ations provider, such as ARINC, FSS, etc., advise the check).

radio operator to issue the current time to the aircraft when the clearance is relayed. The requirement to c. Specified altitude for crossing a specified fix or issue a time check must be disregarded if the waypoint; or, specified altitude for crossing a clearance is issued via Controller Pilot Data Link distance (in miles) and direction from a specified fix Communications (CPDLC).

or waypoint.

EXAMPLE− PHRASEOLOGY− 1. “United Four Seventeen, climb to reach one three CROSS (fix, waypoint) AT (altitude).

thousand at two two one five.” CROSS (fix, waypoint) AT OR ABOVE/BELOW (altitude).

“Time two two one one and one−quarter.” CROSS (number of miles) MILES (direction) OF (name of fix, waypoint) AT (altitude).

The pilot is expected to be level at 13,000 feet at 2215 UTC.

CROSS (number of miles) MILES (direction) OF (name of 2. Through Relay −“Speedbir d Five, climb to reach flight fix, waypoint) AT OR ABOVE/BELOW (altitude).

level three−five zero at one−two−one−five, time” (Issue a d. A specified altitude over a specified fix for that time check).

portion of a descent clearance where descent at pilot’s REFERENCE− FAAO JO 7110.65, Para 1−2−1 , Word Meanings. discretion is permissible. At any other time it is FAAO JO 7110.65, Para 2−4−17 , Numbers Usage.

practicable, authorize climb/descent at pilot’s PHRASEOLOGY− discretion.

CLIMB/DESCEND AND MAINTAIN (altitude).

PHRASEOLOGY− CLIMB/DESCEND AT PILOT’S DISCRETION.

If required, EXAMPLE− “United Four Seventeen, descend and maintain six thou- AFTER PASSING (fix, waypoint), sand.” or NOTE− The pilot is expected to commence descent upon receipt of AT (time) (time in hours, minutes, and nearest quarter the clearance and to descend at the suggested rates minute).

specified in the AIM, para 4−4−10, Adherence to Clearance, until reaching the assigned altitude of CLIMB/DESCEND TO REACH (altitude) 6,000 feet.

AT (time (issue time check) or fix, waypoint), EXAMPLE− “United Four Seventeen, descend at pilot’s discretion, or maintain six thousand.” NOTE− AT (time). CLIMB/DESCEND AND MAINTAIN (altitude) The pilot is authorized to conduct descent within the WHEN ESTABLISHED AT LEAST (number of miles or minutes) MILES/MINUTES PAST (fix, waypoint) ON THE context of the term “at pilot’s discretion” as described in the AIM.

(NAVAID) (specified) RADIAL.

CLIMB/DESCEND TO REACH (altitude) AT (time or fix, EXAMPLE− waypoint), “United Four Seventeen cross Lakeview V−O−R at or above flight level two zero zero, descend and maintain or six thousand.” NOTE− A POINT (number of miles) MILES (direction) OF (name The pilot is authorized to conduct descent “at pilot’s of DME NAVAID), discretion” until reaching Lakeview VOR. The pilot must comply with the clearance provision to cross the Lakeview or VOR at or above FL 200, and after passing Lakeview VOR, the pilot is expected to descend at the rates specified in the MAINTAIN (altitude) UNTIL (time (issue time check), fix, AIM until reaching the assigned altitude of 6,000 feet.

waypoint), THEN CLIMB/DESCEND AND MAINTAIN (altitude). EXAMPLE− “United Four Seventeen, cross Lakeview V−O−R at and Through relay: maintain six thousand.” Altitude Assignment and Verification 4−5−4 JO 7110.65U 2/9/12 NOTE− FL 240 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 must Altitude Assignment and Verification 4−5−5 JO 7110.65U 2/9/12 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” must 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, Para 5−4−1, 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 must 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 must 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- para 4−5−7h may be used in conjunction with AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL subpara 4−5−7a.

CHANGE FROM (name of facility).

PHRASEOLOGY− DESCEND VIA THE (STAR/RNAV STAR/FMSP) If required, Altitude Assignment and Verification 4−5−6 JO 7110.65U 2/9/12 VERIFY AT (altitude/flight level).

AT (time, fix, or altitude).

(In climbing/descending situations), REFERENCE− FAAO JO 7110.65, Para 2−2−6 , IFR Flight Progress Data.

(if aircraft has been assigned an altitude below the lowest useable flight level), 4−5−9. ALTITUDE CONFIRMATION− NONRADAR VERIFY ASSIGNED ALTITUDE (altitude).

a. Request a pilot to confirm assigned altitude on (If aircraft has been assigned a flight level at or above the initial contact and when position reports are received lowest useable flight level), unless: NOTE− VERIFY ASSIGNED FLIGHT LEVEL (flight level).

For the purpose of this paragraph, “initial contact” means b. USA. Reconfirm all pilot altitude read backs.

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

PHRASEOLOGY− 1. The pilot states the assigned altitude, or (If altitude read back is correct), 2. You assign a new altitude to a climbing or AFFIRMATIVE (altitude).

descending aircraft, or (If altitude read back is not correct), 3. TERMINAL. The aircraft was transferred to NEGATIVE. CLIMB/DESCEND AND MAINTAIN you from another sector/position within your facility (altitude), (intrafacility).

PHRASEOLOGY− or (In level flight situations), NEGATIVE. MAINTAIN (altitude).

Altitude Assignment and Verification 4−5−7

JO 7110.65U 2/9/12

Section 6. Holding Aircraft

PHRASEOLOGY− 4−6−1. CLEARANCE TO HOLDING FIX EXPECT FURTHER CLEARANCE (time), Consider operational factors such as length of delay, holding airspace limitations, navigational aids, and if required, altitude, meteorological conditions when necessary ANTICIPATE ADDITIONAL (time in minutes/hours) to clear an aircraft to a fix other than the destination MINUTE/HOUR DELAY AT (fix), airport. Issue the following: a. Clearance limit (if any part of the route beyond or a clearance limit differs from the last routing cleared, issue the route the pilot can expect beyond the ANTICIPATE ADDITIONAL (time in minutes/hours) clearance limit). MINUTE/HOUR EN ROUTE DELAY.

EXAMPLE− PHRASEOLOGY− 1. “Expect further clearance one niner two zero, EXPECT FURTHER CLEARANCE VIA (routing).

anticipate additional three zero minute delay at Sweet.” EXAMPLE− “Expect further clearance via direct Stillwater V−O−R, 2. “Expect further clearance one five one zero, anticipate Victor Two Twenty-Six Snapy intersection, direct Newark.” additional three zero minute en route delay.” b. Holding instructions.

2. When additional holding is expected in an approach control area, state the total additional 1. Holding instructions may be eliminated when terminal delay.

you inform the pilot that no delay is expected.

PHRASEOLOGY− 2. When the pattern is charted, you may omit all EXPECT FURTHER CLEARANCE (time), holding instructions except the charted holding direction and the statement “as published.” Always and if required, issue complete holding instructions when the pilot requests them. ANTICIPATE ADDITIONAL (time in minutes/hours) MINUTE/HOUR TERMINAL DELAY.

NOTE− The most generally used holding patterns are depicted on 3. TERMINAL. When terminal delays exist or U.S. Government or commercially produced low/high are expected, inform the appropriate center or altitude en route, area, and STAR Charts.

approach control facility so that the information can PHRASEOLOGY− be forwarded to arrival aircraft.

CLEARED TO (fix), HOLD (direction), AS PUBLISHED, 4. When delay is expected, issue items in subparas a and b at least 5 minutes before the aircraft or is estimated to reach the clearance limit. If the traffic situation requires holding an aircraft that is less than CLEARED TO (fix), NO DELAY EXPECTED.

5 minutes from the holding fix, issue these items c. EFC. Do not specify this item if no delay is immediately.

expected.

NOTE− 1. When additional holding is expected at any 1. The AIM indicates that pilots should start speed other fix in your facility’s area, state the fix and your reduction when 3 minutes or less from the holding fix. The best estimate of the additional delay. When more than additional 2 minutes contained in the 5−minute require- one fix is involved, state the total additional en route ment are necessary to compensate for different delay (omit specific fixes).

pilot/controller ETAS at the holding fix, minor differences in clock times, and provision for sufficient planning and NOTE− reaction times.

Additional delay information is not used to determine pilot action in the event of two-way communications failure. 2. When holding is necessary, the phrase “delay Pilots are expected to predicate their actions solely on the indefinite” should be used when an accurate estimate of the provisions of 14 CFR Section 91.185. delay time and the reason for the delay cannot immediately Holding Aircraft 4−6−1 JO 7110.65U 2/9/12 be determined; i.e., disabled aircraft on the runway, PHRASEOLOGY− terminal or center sector saturation, weather below VIA LAST ROUTING CLEARED.

landing minimums, etc. In any event, every attempt should 3. Assigned altitude if different from present be made to provide the pilot with the best possible estimate altitude.

of his/her delay time and the reason for the delay.

NOTE− Controllers/supervisors should consult, as appropriate, Except in the event of a two-way communications failure, with personnel (other sectors, weather forecasters, the when a clearance beyond a fix has not been received, pilots airport management, other facilities, etc.) who can best are expected to hold as depicted on U.S. Government or provide this information.

commercially produced (meeting FAA requirements) PHRASEOLOGY− low/high altitude en route and area or STAR charts. If no DELAY INDEFINITE, (reason if known), EXPECT holding pattern is charted and holding instructions have FURTHER CLEARANCE (time). (After determining the not been issued, pilots should ask ATC for holding reason for the delay, advise the pilot as soon as possible.)

instructions prior to reaching the fix. If a pilot is unable to obtain holding instructions prior to reaching the fix, the EXAMPLE− pilot is expected to hold in a standard pattern on the course “Cleared to Drewe, hold west, as published, expect further on which the aircraft approached the fix and request clearance via direct Sidney V−O−R one three one five, further clearance as soon as possible.

anticipate additional two zero minute delay at Woody.” “Cleared to Aston, hold west on Victor two twenty-five, 4−6−3. DELAYS seven mile leg, left turns, expect further clearance one a. Advise your supervisor or flow controller as niner two zero, anticipate additional one five minute soon as possible when you delay or expect to delay terminal delay.” aircraft.

“Cleared to Wayne, no delay expected.” b. When arrival delays reach or are anticipated to reach 30 minutes, take the following action: “Cleared to Wally, hold north, as published, delay indefinite, snow removal in progress, expect further 1. EN ROUTE. The center responsible for clearance one one three zero.” transferring control to an approach control facility or, for a nonapproach control destination, the center in whose area the aircraft will land must issue total delay 4−6−2. CLEARANCE BEYOND FIX information as soon as possible after the aircraft a. If no delay is expected, issue a clearance beyond enters the center’s area. Whenever possible, the delay the clearance limit as soon as possible and, whenever information must be issued by the first center possible, at least 5 minutes before the aircraft reaches controller to communicate with the aircraft.

the fix.

2. TERMINAL. When tower en route control service is being provided, the approach control b. Include the following items when issuing facility whose area contains the destination airport clearance beyond a clearance limit: must issue total delay information as soon as possible 1. Clearance limit or approach clearance.

after the aircraft enters its approach control area.

Whenever possible, the delay information must be 2. Route of flight. Specify one of the following: issued by the first terminal controller to communicate with the aircraft.

(a) Complete details of the route (airway, route, course, fix(es), azimuth course, heading, arc, or 3. Unless a pilot requests delay information, the vector.)

actions specified in subparas 1 and 2 above may be omitted when total delay information is available to (b) The phrase “via last routing cleared.” Use pilots via ATIS.

this phrase only when the most recently issued routing to the new clearance limit is valid and PHRASEOLOGY− verbiage will be reduced. (Airport) ARRIVAL DELAYS (time in minutes/hours).

Holding Aircraft 4−6−2 JO 7110.65U 2/9/12 EXAMPLE− 4−6−4. HOLDING INSTRUCTIONS Due to turbulence, a turboprop requests to exceed the When issuing holding instructions, specify: recommended maximum holding airspeed. ATCS may clear the aircraft into a pattern that protects for the a. Direction of holding from the fix/waypoint.

airspeed request, and must advise the pilot of the maximum holding airspeed for the holding pattern airspace area.

b. Holding fix or waypoint.

PHRASEOLOGY− NOTE− “MAXIMUM HOLDING AIRSPEED IS TWO ONE ZERO The holding fix may be omitted if included at the beginning KNOTS.” of the transmission as the clearance limit.

4−6−5. VISUAL HOLDING POINTS c. Radial, course, bearing, track, azimuth, airway, or route on which the aircraft is to hold.

You may use as a holding fix a location which the pilot can determine by visual reference to the surface if d. Leg length in miles if DME or RNAV is to be he/she is familiar with it.

used. Specify leg length in minutes if the pilot requests it or you consider it necessary.

PHRASEOLOGY− HOLD AT (location) UNTIL (time or other condition.)

e. Direction of holding pattern turns only if left REFERENCE− turns are to be made, the pilot requests it, or you FAAO JO 7110.65, Para 7−1−4 , Visual Holding of VFR Aircraft.

consider it necessary.

4−6−6. HOLDING FLIGHT PATH DEVIATION PHRASEOLOGY− HOLD (direction) OF (fix/waypoint) ON (specified radial, Approve a pilot’s request to deviate from the course, bearing, track, airway, azimuth(s), or route.)

prescribed holding flight path if obstacles and traffic conditions permit.

If leg length is specified, (number of minutes/miles) MINUTE/MILE LEG.

4−6−7. UNMONITORED NAVAIDs Separate an aircraft holding at an unmonitored If direction of turn is specified, NAVAID from any other aircraft occupying the course which the holding aircraft will follow if it does LEFT/RIGHT TURNS.

not receive signals from the NAVAID.

NOTE− It is mandatory for the controller to issue left or right turns every time a holding pattern is issued for MLS. 4−6−8. ILS PROTECTION/CRITICAL AREAS f. Issue maximum holding airspeed advisories When conditions are less than reported ceiling when an aircraft is: 800 feet or visibility of 2 miles, do not authorize aircraft to hold below 5,000 feet AGL inbound 1. Approved to exceed the maximum airspeed toward the airport on or within 1 statute mile of the of a pattern, and is cleared into a holding pattern that localizer between the ILS OM or the fix used in lieu will protect for the greater speed; or of the OM and the airport. USAF. The holding restriction applies only when an arriving aircraft is 2. Observed deviating from the holding pattern between the ILS OM or the fix used in lieu of the OM airspace area; or and the runway.

3. Cleared into an airspeed restricted holding REFERENCE− pattern in which the icon has not been published.

FAAO 7130.3, Holding Pattern Criteria.

Holding Aircraft 4−6−3

JO 7110.65U 2/9/12

Section 7. Arrival Procedures

4−7−1. CLEARANCE INFORMATION c. Altitude instructions, as follows: 1. Assigned altitude; or Clear an arriving aircraft to a clearance limit by specifying the following: 2. Instructions to vertically navigate on the STAR/FMSP or STAR/FMSP transition.

a. Name of fix or airport.

EXAMPLE− PHRASEOLOGY− “Bayview Three R−NAV Arrival, Helen Transition, CLEARED TO (destination) AIRPORT.

maintain Flight Level Three Three Zero.” Or “Descend via the Civit One Arrival.” CLEARED TO (NAVAID name and type if known).

“Descend via the Lendy One R−NAV Arrival, Runway 22 Or left.” CLEARED TO (intersection or waypoint name and type if “Cross JCT at Flight Level Two Four Zero.” known).

“Descend via the Coast Two Arrival.” “Civit One Arrival, Descend and Maintain Flight b. Route of flight including a STAR/RNAV Level Two Four Zero.” STAR/FMSP and STAR/RNAV STAR/FMSP trans- REFERENCE− ition, if appropriate. Assign a STAR/RNAV FAAO JO 7110.65, Para 4−5−7 , Altitude Information.

STAR/FMSP and STAR/RNAV STAR/FMSP trans- AIM, Para 5−4−1, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for ition to any aircraft in lieu of other routes; e.g., Arrivals.

airways or preferential arrival routes when the routings are the same. The clearance must include the d. Issue holding instructions, EFC, and additional delay information as required.

name and transition, if necessary, of the STAR/RNAV STAR/FMSP to be flown.

e. Instructions regarding further communications as appropriate.

TERMINAL : When the STAR/RNAV STAR/FMSP transition is designed to provide course guidance to REFERENCE− FAAO JO 7110.65, Para 2−1−17 , Radio Communications Transfer.

multiple runways, the facility must state intended runway number on initial contact, or as soon as 4−7−2. ADVANCE DESCENT CLEARANCE practical. If the runway assignment, or any subsequent runway change, is not issued prior to EN ROUTE 10 NM from the runway transition waypoint, radar Take the following action when exercising control of vectors to final must be provided.

aircraft landing at an airport located in an adjacent PHRASEOLOGY− center’s control area near the common boundary: (STAR/RNAV STAR/FMSP name and number) ARRIVAL.

a. Coordinate with the receiving facility for a (STAR/RNAV STAR/FMSP name and number) ARRIVAL, lower altitude and issue a clearance to the aircraft as (transition name) TRANSITION.

CHANGE/AMEND TRANSITION TO (runway number).

appropriate.

CHANGE/AMEND TRANSITION TO (runway number) b. Initiate this action at a distance sufficient from TURN LEFT/RIGHT or HEADING (heading) FOR destination to allow for normal descent and speed VECTOR TO FINAL APPROACH COURSE.

reduction.

EXAMPLE− “Rosewood One arrival.” 4−7−3. SINGLE FREQUENCY “Rosewood One arrival, Delta transition.” APPROACHES (SFA) “Change transition to Runway 09 right.” “Amend transition to Runway 22 left, turn right heading TERMINAL 180 for vector to final approach course.” Where SFA procedures for military single-piloted NOTE− turbojet aircraft on an IFR flight plan are contained in If a civil pilot does not wish to use a STAR or FMSP issued a letter of agreement, do not require a radio frequency in an ATC clearance or any other STAR or FMSP published change after the aircraft begins approach or after for that location, the pilot is expected to advise ATC.

Arrival Procedures 4−7−1 JO 7110.65U 2/9/12 initial contact during an en route descent until a d. When a GCA unit is not able to communicate on landing or low approach has been completed except a common frequency, a change to a GCA frequency under the following conditions: may be authorized.

REFERENCE− e. When a nonradar approach will be made, FAAO JO 7610.4, Special Operations, Para 9−3−6, Single Frequency aircraft may be instructed to change to tower Approach (SFA).

frequency when: P/CG Term− Single-Piloted Aircraft.

a. During daylight hours while the aircraft is in 1. The reported ceiling is at or above 1,500 feet VFR conditions. and visibility is 5 statute miles or more.

2. The aircraft reports able to proceed by visual b. On pilot request.

reference to the surface.

c. When pilot cancels IFR flight plan.

3. The aircraft requests and is cleared for a d. In an emergency situation.

contact approach.

e. When aircraft is cleared for visual approach. 4. The aircraft is cleared for a visual approach.

f. Avoid making frequency/radar beacon changes after an aircraft begins a high altitude approach.

4−7−4. RADIO FREQUENCY AND RADAR BEACON CHANGES FOR MILITARY g. In the event of a missed approach, do not require AIRCRAFT a frequency/radar beacon change before the aircraft reaches the missed approach altitude, the MEA, or the When military single-piloted turbojet aircraft will MVA.

conduct an approach wholly or partly in IFR REFERENCE− conditions or at night, take the following action: FAAO JO 7110.65, Para 5−2−6 , Function Code Assignments.

NOTE− It is known that the mental distraction and the inadvertent 4−7−5. MILITARY TURBOJET EN ROUTE movement of aircraft controls resulting from the pilot’s DESCENT turning, reaching, or leaning to change frequencies can induce spatial disorientation (vertigo). Provide military turbojet aircraft the same arrival procedures that are provided for nonmilitary turbojet a. Avoid radio frequency and radar beacon aircraft except: changes to the maximum extent that communications NOTE− capabilities and traffic will permit. However, when It is the responsibility of the pilot to request a high altitude changes are required: approach if he/she does not want normal arrival handling.

1. Give instructions early enough to allow the a. An en route descent may be used in a nonradar change before the aircraft reaches the approach fix or environment; however, radar capability should exist handoff point.

which will permit the aircraft to be vectored to the final approach course of a published high altitude 2. Keep frequency/radar beacon changes to a instrument approach procedure or PAR/ASR minimum below 2,500 feet above the surface.

approach. Do not use this procedure if other than 3. Avoid requiring frequency/radar beacon normal vectoring delays are anticipated.

changes during the time the aircraft is making a turn.

b. Prior to issuance of a descent clearance below b. When traffic volume requires, a frequency the highest initial approach fix altitude established for other than the one used by aircraft making approaches any high altitude instrument approach procedure for may be assigned for use in transferring control to the the destination airport inform the aircraft: approach control facility.

1. Type of approach to expect.

TERMINAL EXAMPLE− “Expect V−O−R approach to runway three two.” c. If practicable, use a frequency common to both the GCA unit and approach control to minimize 2. Radar vectors will be provided to the final frequency changes. approach course.

Arrival Procedures 4−7−2 JO 7110.65U 2/9/12 EXAMPLE− 6. For aircraft executing a contact approach the “Expect surveillance/precision approach to runway one position of the aircraft.

seven; radar vectors to final approach course.” NOTE− 3. Current weather whenever the ceiling is Specific time requirements are usually stated in a letter of agreement.

below 1,000 feet ( USAF: 1,500 feet) or the highest circling minimum whichever is greater, or when the b. Forward the following information to approach visibility is less than 3 miles.

control facilities before transfer of control jurisdiction: EXAMPLE− “Expect ILS/MLS approach to runway eight; radar vectors NOTE− to localizer/azimuth course. Weather (reported weather).” Transfer points are usually specified in a letter of agreement.

c. If ATIS is provided and the pilot advises he/she has received the current ATIS broadcast before the 1. Aircraft identification.

descent clearance in subpara b is issued, omit those 2. Type of aircraft and appropriate aircraft items in subpara b that are contained in the broadcast.

equipment suffix.

d. To avoid requiring an aircraft to fly at low 3. ETA or actual time, and proposed or actual altitudes for an excessive distance, descent clearance altitude over clearance limit. The ETA need not be should be issued at a point determined by adding 10 given if the arrival information is being forwarded to the first two digits of the flight level.

during a radar handoff.

EXAMPLE− 4. Clearance limit (when other than the For FL 370, 37  10 = 47 miles.

destination airport) and EFC issued to the aircraft.

NOTE− Clearance limit may be omitted when provided for in Turbojet en route descents are based on a rate of descent a letter of agreement.

of 4,000 to 6,000 feet per minute.

5. Time, fix, or altitude when control responsi- e. Do not terminate the en route descent of an bility is transferred to the approach control facility.

aircraft without the consent of the pilot except as This information may be omitted when provided for required by radar outage or an emergency situation.

in a letter of agreement.

REFERENCE− PHRASEOLOGY− FAAO JO 7110.65, Para 4−8−4 , Altitude Assignment for Military High (Identification), (type of aircraft), ESTIMATED/OVER Altitude Instrument Approaches.

(clearance limit), (time), (altitude), EFC (time).

4−7−6. ARRIVAL INFORMATION If required, EN ROUTE YOUR CONTROL, a. Forward the following information to nonap- or proach control towers soon enough to permit adjustment of the traffic flow or to FSSs soon enough YOUR CONTROL AT (time, fix or altitude).

to provide local airport advisory where applicable: 1. Aircraft identification.

4−7−7. WEATHER INFORMATION 2. Type of aircraft.

EN ROUTE 3. ETA.

When an available official weather report indicates weather conditions are below a 1,000−foot 4. Type of instrument approach procedure the ( USAF: 1,500−foot) ceiling or below the highest aircraft will execute; or circling minimum, whichever is higher, or less than 5. For SVFR, the direction from which the three-miles visibility for the airport concerned, aircraft will enter Class B, Class C, Class D, or transmit the weather report and changes classified as Class E surface area and any altitude restrictions that special weather observations to an arriving aircraft were issued; or prior to or as part of the approach clearance when: Arrival Procedures 4−7−3 JO 7110.65U 2/9/12 a. It is transmitted directly to the pilot via center 2. Runway if different from that to which the controller-to-pilot communications. instrument approach is made.

b. It is relayed through a communications station 3. Surface wind.

other than an air carrier company radio or through a 4. Ceiling and visibility if the reported ceiling at nonapproach control facility. You may do this by the airport of intended landing is below 1,000 feet or telling the station or nonapproach control facility to below the highest circling minimum, whichever is issue current weather.

greater, or the visibility is less than 3 miles.

5. Altimeter setting for the airport of intended 4−7−8. BELOW MINIMA REPORT BY PILOT landing.

If an arriving aircraft reports weather conditions are REFERENCE− below his/her landing minima: FAAO JO 7110.65, Chapter 2, Section 7, Altimeter Settings.

b. Upon pilot request, controllers must inform NOTE− Determination that existing weather/visibility is adequate pilots of the frequency where automated weather data for approach/landing is the responsibility of the may be obtained and, if appropriate, that airport pilot/aircraft operator.

weather is not available.

a. Issue appropriate instructions to the aircraft to PHRASEOLOGY− hold or proceed to another airport.

(Airport) AWOS/ASOS WEATHER AVAILABLE ON (frequency).

b. Adjust, as necessary, the position in the landing 1. ASOS/AWOS must be set to provide one sequence of any other aircraft desiring to make minute weather at uncontrolled airports that are approaches and issue approach clearances accord- without ground−to−air weather broadcast capability ingly.

by a CWO, NWS or FSS observer.

2. Controllers will consider the long−line 4−7−9. TRANSFER OF JURISDICTION disseminated weather from an automated weather Transfer radio communications and control respons- system at an uncontrolled airport as trend information ibility early enough to allow the receiving facility to only and must rely on the pilot for the current weather clear an aircraft beyond the clearance limit before the information for that airport.

aircraft reaches it.

3. Controllers must issue the last long−line disseminated weather to the pilot if the pilot is unable 4−7−10. APPROACH INFORMATION to receive the ASOS/AWOS broadcast.

a. Both en route and terminal approach control NOTE− Aircraft destined to uncontrolled airports, which have sectors must provide current approach information to automated weather data with broadcast capability, should aircraft destined to airports for which they provide monitor the ASOS/AWOS frequency to ascertain the approach control services. This information must be current weather at the airport. The pilot should advise the provided on initial contact or as soon as possible controller when he/she has received the broadcast weather thereafter. Approach information contained in the and state his/her intentions.

ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. For pilots destined to an c. Issue any known changes classified as special airport without ATIS, items 3−5 below may be weather observations as soon as possible. Special weather observations need not be issued after they are omitted after the pilot advises receipt of the automated weather; otherwise, issue approach included in the ATIS broadcast and the pilot states the information by including the following: appropriate ATIS code.

1. Approach clearance or type approach to be d. Advise pilots when the ILS/MLS on the runway expected if two or more approaches are published and in use is not operational if that ILS/MLS is on the the clearance limit does not indicate which will be same frequency as an operational ILS/MLS serving used. another runway.

Arrival Procedures 4−7−4 JO 7110.65U 2/9/12 EXAMPLE− data on the CTRD where a facility directive authorizes its “Expect visual approach runway two five right, use for the transfer of arrival data.

runway two five right I−L−S not operational.” REFERENCE− FAAO JO 7210.3, Para 11−2−4, Use of Modify and Quick Look REFERENCE− Functions.

FAAO JO 7110.65, Para 2−7−2 , Altimeter Setting Issuance Below FAAO JO 7210.3, Para 11−8−4, Use of STARS Quick Look Functions.

Lowest Usable FL.

FAAO JO 7110.65, Para 5−10−2 , Approach Information.

c. Where the collocated or satellite tower has 14 CFR Section 91.129 Operations in Class D Airspace, ATTS data displayed on its CTRD, the ATTS modify Subpara (d)(2).

or quick look functions may be used to forward e. TERMINAL : If multiple runway transitions are arrival data provided that a facility directive at the depicted on a STAR procedure, advise pilots of the collocated tower or a letter of agreement with the runway assignment on initial contact or as soon as satellite tower exists which outlines procedures for possible thereafter.

using ATTS for transferring this data.

d. Forward the following information to centers: 4−7−11. ARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES 1. Where two or more instrument approach procedures are published for the airport, the TERMINAL particular procedure which an aircraft can expect or a. Forward the following information to nonap- that it will be vectored toward the airport for a visual proach control towers soon enough to permit approach.

adjustment of the traffic flow or to FSSs soon enough 2. Highest altitude being used by the approach to provide local airport advisory where applicable: control facility at the holding fix.

1. Aircraft identification.

3. Average time interval between successive approaches.

2. Type of aircraft.

4. Arrival time of aircraft over the holding fix or, 3. ETA.

if control has been transferred to you before an 4. Type of instrument approach procedure the aircraft has reached the fix, a statement or other aircraft will execute; or indication acknowledging receipt of control responsibility.

5. For SVFR, the direction from which the aircraft will enter Class B, Class C, Class D, or 5. Revised EFC if different by 10 minutes or Class E surface area and any altitude restrictions that more from that issued by the center.

were issued; or 6. Missed approaches if they affect center 6. For aircraft executing a contact approach, the operations.

position of the aircraft.

7. Information relating to an unreported or NOTE− overdue aircraft.

Specific time requirements are usually stated in a letter of agreement.

4−7−12. AIRPORT CONDITIONS b. Forward the following information to the tower a. EN ROUTE. Before issuing an approach when the tower and TRACON are part of the same clearance or en route descent, and subsequently as facility: changes occur, inform an aircraft of any abnormal 1. Aircraft identification.

operation of approach and landing aids and of destination airport conditions that you know of which 2. Type aircraft if required for separation might restrict an approach or landing.

purposes.

NOTE− 3. Type of instrument approach procedure 1. Airport conditions information, in the provision of en and/or runway if differing from that in use.

route approach control service, does not include NOTE− information pertaining to the airport surface environment The local controller has the responsibility to determine other than the landing area(s) or obstruction information whether or not conditions are adequate for the use of ATTS for aircraft that will be cleared for an instrument approach.

Arrival Procedures 4−7−5 JO 7110.65U 2/9/12 Accordingly, D NOTAMs that contain the keywords 1. Before or when an approach clearance is TAXIWAY (TXY), RAMP, APRON, or SERVICE (SVC) are issued.

not required to be issued. Additionally, Obstruction 2. Before an en route descent clearance is NOTAMs (OBST) are not required to be issued if an aircraft issued.

will be cleared for an instrument approach.

2. When advised of special use airspace (SUA) or military 3. Prior to departure.

training route (MTR) activation, appropriate action is 4. As soon as possible after receipt of any taken to separate nonparticipating IFR aircraft from those subsequent changes in previously issued RCR activities when required, and/or to issue applicable information.

advisories as warranted. When meeting this requirement, there is no requirement for controllers to additionally issue NOTE− the associated D NOTAM activating that SUA or MTR to 1. USAF has established RCR procedures for determining the pilot. Accordingly, D NOTAMs for SUA that contain the the average deceleration readings of runways under accountability codes SUAE, SUAC, and SUAW are not conditions of water, slush, ice, or snow. The use of RCR code is dependent upon the pilot having a “stopping required to be issued.

capability chart” specifically applicable to his/her b. TERMINAL. On first contact or as soon as aircraft.

possible thereafter, and subsequently as changes 2. USAF offices furnish RCR information at airports occur, inform an aircraft of any abnormal operation serving USAF and ANG aircraft.

of approach and landing aids and of destination REFERENCE− airport conditions that you know of which might FAAO JO 7110.65, Para 3−3−1 , Landing Area Condition.

restrict an approach or landing. This information may be omitted if it is contained in the ATIS broadcast and 4−7−13. SWITCHING ILS/MLS RUNWAYS the pilot states the appropriate ATIS code.

TERMINAL REFERENCE− FAAO JO 7110.65, Chapter 3, Section 3, Airport Conditions.

When a change is made from one ILS to another or c. TERMINAL. Where RCRs are provided, trans- from one MLS to another at airports equipped with mit this information to USAF and ANG aircraft in multiple systems which are not used simultaneously, accordance with one of the following. Issue the RCR coordinate with the facilities which use the fixes to other aircraft upon pilot request. formed by reference to these NAVAIDs.

Arrival Procedures 4−7−6

JO 7110.65U 2/9/12

Section 8. Approach Clearance Procedures

EXAMPLE− 4−8−1. APPROACH CLEARANCE “Cleared Approach.” a. Clear aircraft for “standard” or “special” “Cleared V−O−R Approach.” instrument approach procedures only. To require an “Cleared V−O−R Runway Three Six Approach.” aircraft to execute a particular instrument approach “Cleared F−M−S Approach.” “Cleared F−M−S Runway Three Six Approach.” procedure, specify in the approach clearance the “Cleared I−L−S Approach.” name of the approach as published on the approach “Cleared Localizer Back Course Runway One Three chart. Where more than one procedure is published on Approach.” a single chart and a specific procedure is to be flown, “Cleared R−NAV Runway Two Two Approach.” amend the approach clearance to specify execution of “Cleared GPS Runway Two Approach.” the specific approach to be flown. If only one “Cleared BRANCH ONE R−NAV Arrival and R−NAV instrument approach of a particular type is published, Runway One Three Approach.” the approach needs not be identified by the runway “Cleared I−L−S Runway Three Six Approach, glideslope reference. An aircraft conducting an ILS/MLS unusable.” approach when the glideslope/glidepath is reported “Cleared M−L−S Approach.” “Cleared M−L−S Runway Three Six Approach.” out of service must be advised at the time an approach “Cleared M−L−S Runway Three Six Approach, glidepath clearance is issued. Standard Instrument Approach unusable.” Procedures must commence at an Initial Approach NOTE− Fix or an Intermediate Approach Fix if there is not an 1. Clearances authorizing instrument approaches are Initial Approach Fix. Area Navigation (RNAV) issued on the basis that, if visual contact with the ground Standard Instrument Approach Procedures may is made before the approach is completed, the entire begin at an Intermediate Approach Fix for aircraft approach procedure will be followed unless the pilot that have filed an Advanced RNAV equipment suffix receives approval for a contact approach, is cleared for a when the conditions of subpara b4 are met. Where visual approach, or cancels their IFR flight plan.

adequate radar coverage exists, radar facilities may 2. Approach clearances are issued based on known traffic.

vector aircraft to the final approach course in The receipt of an approach clearance does not relieve the accordance with para 5−9−1, Vectors to Final pilot of his/her responsibility to comply with applicable Approach Course.

Parts of Title 14 of the Code of Federal Regulations and the PHRASEOLOGY− notations on instrument approach charts which levy on the CLEARED (type) APPROACH. pilot the responsibility to comply with or act on an instruction; e.g., “Straight-in minima not authorized at (For a straight-in-approach− IFR), night,” “Procedure not authorized when glideslope/ glidepath not used,” “Use of procedure limited to aircraft CLEARED STRAIGHT-IN (type) APPROACH.

authorized to use airport,” or “Procedure not authorized at night.” (To authorize a pilot to execute his/her choice of instrument 3. The name of the approach, as published, is used to approach), identify the approach, even though a component of the approach aid, other than the localizer on an ILS or the CLEARED APPROACH.

azimuth on an MLS is inoperative. Where more than one procedure to the same runway is published on a single (Where more than one procedure is published on a single chart, each must adhere to all final approach guidance chart and a specific procedure is to be flown), contained on that chart, even though each procedure will be treated as a separate entity when authorized by ATC.

CLEARED (specific procedure to be flown) APPROACH.

For example, Instrument Approach Procedures published on a chart as either HI−VOR/DME or TACAN 1 would be (To authorize a pilot to execute an ILS/MLS approach when stated as either “HI V−O−R/D−M−E 1 Runway Six Left the glideslope/glidepath is out of service), Approach” or “HI TACAN 1 Runway Six Left Approach.” CLEARED (type) APPROACH, GLIDESLOPE/ The use of numerical identifiers in the approach name, or GLIDEPATH UNUSABLE. alphabetical identifiers with a letter from the end of the Approach Clearance Procedures 4−8−1 JO 7110.65U 2/9/12 alphabet; e.g., X, Y, Z, such as “HI TACAN 1 Rwy 6L or FIG 4−8−1 HI TACAN 2 Rwy 6L,” or “RNAV (GPS) Z Rwy 04 or Approach Clearance Example RNAV (GPS) Y Rwy 04,” denotes multiple straight−in approaches to the same runway that use the same approach aid. Alphabetical suffixes with a letter from the beginning of the alphabet; e.g., A, B, C, denote a procedure that does not meet the criteria for straight−in landing minimums authorization.

4. 14 CFR Section 91.175(j) requires a pilot to receive a clearance for a procedure turn when vectored to a final approach fix or position, conducting a timed approach, or when the procedure specifies “NO PT.” 5. An aircraft which has been cleared to a holding fix and prior to reaching that fix is issued a clearance for an approach, but not issued a revised routing; i.e., “proceed direct to . . ..” may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated with the beginning of a feeder route to be used, the aircraft EXAMPLE− is expected to commence the approach using the published Aircraft 2: The aircraft is inbound to the VOR on an feeder route to the IAF or from the IAF as appropriate; unpublished direct route at 7,000 feet. The minimum IFR i.e., the aircraft would not be expected to overfly and return altitude for IFR operations (14 CFR Section 91.177) along to the IAF or feeder route.

this flight path to the VOR is 5,000 feet. “Cross the Redding V−O−Rat or above five thousand, cleared V−O−R Runway 6. Approach name items contained within parenthesis; Three Four Approach.” e.g., RNAV (GPS) Rwy 04, are not included in approach NOTE− clearance phraseology.

1. The altitude assigned must assure IFR obstruction REFERENCE− clearance from the point at which the approach clearance FAAO 8260.3, United States Standard for Terminal Instrument is issued until established on a segment of a published route Procedures (TERPS).

or instrument approach procedure.

b. For aircraft operating on unpublished routes, 2. If the altitude assignment is VFR-on-top, it is conceivable that the pilot may elect to remain high until issue the approach clearance only after the aircraft is: arrival over the final approach fix which may require the (See FIG 4−8−1.)

pilot to circle to descend so as to cross the final approach fix at an altitude that would permit landing.

1. Established on a segment of a published route or instrument approach procedure.

3. Established on a heading or course that will intercept the initial segment at the initial approach fix, EXAMPLE− or intermediate segment at the intermediate fix when Aircraft 1: The aircraft is established on a segment of a no initial approach fix is published, for a GPS or published route at 5,000 feet. “Cleared V−O−R Runway RNAV instrument approach procedure at an angle not Three Four Approach.” greater than 90 degrees. Angles greater than 2. Assigned an altitude to maintain until the 90 degrees may be used when a hold in lieu of aircraft is established on a segment of a published procedure turn pattern is depicted at the fix for the route or instrument approach procedure. instrument approach procedure. (See FIG 4−8−2.)

Approach Clearance Procedures 4−8−2 JO 7110.65U 2/9/12 FIG 4−8−2 (a) The instrument approach procedure is a Approach Clearance Example GPS or RNAV approach.

For RNAV Aircraft (b) Radar monitoring is provided to the Intermediate Fix.

(c) The aircraft has filed an Advanced RNAV equipment suffix.

(d) The pilot is advised to expect clearance direct to the Intermediate Fix at least 5 miles from the fix.

(e) The aircraft is assigned an altitude to maintain until the Intermediate Fix.

(f) The aircraft is on a course that will intercept the intermediate segment at an angle not greater than 90 degrees and is at an altitude that will permit normal descent from the Intermediate Fix to the Final Approach Fix.

NOTE− Controllers should expect aircraft to descend at approximately 300 feet per NM when applying guidance in subpara 4(f) above.

c. Except when applying radar procedures, timed or visual approaches, clear an aircraft for an approach EXAMPLE− to an airport when the preceding aircraft has landed Aircraft 1 can be cleared direct to CENTR. The intercept or canceled IFR flight plan.

angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along d. Where instrument approaches require radar the flight path to the IAF is 3,000 feet. If a hold in lieu of monitoring and radar services are not available, do pattern is depicted and a straight−in area is not defined not use the phraseology “cleared approach,” which (e.g.,“ No PT” indicated at the fix), the aircraft must be instructed to conduct a straight−in approach if ATC does allows the pilot his/her choice of instrument not want the pilot to execute a procedure turn.“Cleared approaches.

direct CENTR, maintain at or above three thousand until CENTR, cleared straight−in R−NAV Runway One Eight e. Where a Terminal Arrival Area (TAA) has been approach.” established to support RNAV approaches use the Aircraft 2 cannot be cleared direct to CENTR unless the procedures under subpara b1 and b2 above.

aircraft is allowed to execute a procedure turn. Aircraft 2 (See FIG 4−8−3.)

can be cleared direct to LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR EXAMPLE− operations (14 CFR Section 91.177) along the flight path Aircraft 1: The aircraft has crossed the TAA boundary and to the IAF is 3,000 feet.“Cleared direct LEFTT, maintain is established on a segment of the approach. “Cleared at or above three thousand until LEFTT, cleared R−NAV R−NA V Runway One Eight Approach.” Runway One Eight approach.” The pilot does not have to be cleared for a straight−in approach since no hold in lieu Aircraft 2: The aircraft is inbound to the CHARR (right of pattern is depicted at LEFTT.

corner) IAF on an unpublished direct route at 7,000 feet.

The minimum IFR altitude for IFR operations (14 CFR 4. Established on a heading or course that will Section 91.177) along this flight path to the IAF is intercept the intermediate segment at the intermediate 5,000 feet. “Cleared direct CHARR, Maintain at or above fix, when an initial approach fix is published, five thousand until entering the TAA, Cleared R−NAV provided the following conditions are met: Runway One Eight Approach.” Approach Clearance Procedures 4−8−3 JO 7110.65U 2/9/12 FIG 4−8−3 Basic “T” and TAA Design Approach Clearance Procedures 4−8−4 JO 7110.65U 2/9/12 f. For GPS UNRELIABLE NOTAMs, inform 4−8−4. ALTITUDE ASSIGNMENT FOR pilots requesting a GPS or RNAV approach that GPS MILITARY HIGH ALTITUDE INSTRUMENT is unreliable and clear the aircraft for the approach. APPROACHES This advisory may be omitted if contained in the Altitudes above those shown on the high altitude Automated Terminal Information System (ATIS) instrument approach procedures chart may be broadcast.

specified when required for separation.

g. For pilot reported GPS anomalies, advise NOTE− subsequent aircraft requesting a GPS or RNAV To preclude the possibility of aircraft exceeding approach that GPS is unreliable and clear the aircraft rate-of-descent or airspeed limitations, the maximum for the approach. This advisory may be discontinued altitudes which may be assigned for any portion of the high altitude instrument approach procedure will be determined after 15 minutes if no subsequent reports are received.

through coordination between the ATC facility concerned REFERENCE− and the military authority which originated the high FAAO JO 7110.65, Para 2−1−10 , NAVAID Malfunctions.

FAAO JO 7110.65, Para 4−7−12 , Airport Conditions. altitude instrument approach procedure.

REFERENCE− PHRASEOLOGY− FAAO JO 7110.65, Para 4−7−5 , Military Turbojet En Route Descent.

CLEARED (approach), GPS UNRELIABLE.

h. For Wide Area Augmentation System (WAAS) 4−8−5. SPECIFYING ALTITUDE UNAVAILABLE NOTAMs, advise aircraft request- Specify in the approach clearance the altitude shown ing a GPS or RNAV approach that WAAS is in the approach procedures when adherence to that unavailable and clear the aircraft for the approach.

altitude is required for separation. When vertical This advisory may be omitted if contained in the ATIS separation will be provided from other aircraft by broadcast.

pilot adherence to the prescribed maximum, PHRASEOLOGY− minimum, or mandatory altitudes, the controller may CLEARED (approach), WAAS UNAVAILABLE.

omit specifying the altitude in the approach NOTE− clearance.

1. WAAS UNAVAILABLE NOTAMs indicate a failure of a NOTE− WAAS system component. GPS/WAAS equipment reverts to Use FAA or NGA instrument approach procedures charts GPS−only operation and satisfies the requirements for appropriate for the aircraft executing the approach.

basic GPS equipment.

2. WAAS UNRELIABLE NOTAMs indicate predictive 4−8−6. CIRCLING APPROACH coverage, are published for pilot preflight planning, and do not require any controller action.

a. Circling approach instructions may only be given for aircraft landing at airports with operational control towers.

4−8−2. CLEARANCE LIMIT b. Include in the approach clearance instructions Issue approach or other clearances, as required, to circle to the runway in use if landing will be made specifying the destination airport as the clearance on a runway other than that aligned with the direction limit if airport traffic control service is not provided of instrument approach. When the direction of the even though this is a repetition of the initial clearance.

circling maneuver in relation to the airport/runway is PHRASEOLOGY− required, state the direction (eight cardinal compass CLEARED TO (destination) AIRPORT points) and specify a left or right base/downwind leg as appropriate.

4−8−3. RELAYED APPROACH CLEARANCE PHRASEOLOGY− TERMINAL CIRCLE TO RUNWAY (number), Include the weather report, when it is required and or available, when an approach clearance is relayed through a communication station other than an air CIRCLE (direction using eight cardinal compass points) carrier company radio. You may do this by telling the OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT station to issue current weather.

BASE/DOWNWIND TO RUNWAY (number).

Approach Clearance Procedures 4−8−5 JO 7110.65U 2/9/12 NOTE− 4−8−9. MISSED APPROACH Where standard instrument approach procedures (SIAPs) Except in the case of a VFR aircraft practicing an authorize circling approaches, they provide a basic instrument approach, an approach clearance automat- minimum of 300 feet of obstacle clearance at the MDA ically authorizes the aircraft to execute the missed within the circling area considered. The dimensions of these areas, expressed in distances from the runways, vary approach procedure depicted for the instrument for the different approach categories of aircraft. In some approach being flown. An alternate missed approach cases a SIAP may otherwise restrict circling approach procedure as published on the appropriate FAA maneuvers.

Form 8260 or appropriate military form may be assigned when necessary. Once an aircraft com- c. Do not issue clearances, such as “extend mences a missed approach, it may be radar vectored.

downwind leg,” which might cause an aircraft to NOTE− exceed the circling approach area distance from the 1. Alternate missed approach procedures are published on runways within which required circling approach the appropriate FAA Form 8260 or appropriate military obstacle clearance is assured.

form and require a detailed clearance when they are issued to the pilot.

2. In the event of a missed approach involving a turn, 4−8−7. SIDE−STEP MANEUVER unless otherwise cleared, the pilot will proceed to the missed approach point before starting that turn.

TERMINAL REFERENCE− FAAO JO 7110.65, Para 4−8−1 1, Practice Approaches.

FAAO JO 7110.65, Para 5−6−3 , Vectors Below Minimum Altitude.

Side-step Maneuver. When authorized by an instru- FAAO JO 7110.65, Para 5−8−3 , Successive or Simultaneous ment approach procedure, you may clear an aircraft Departures.

FAAO 8260.19, Flight Procedures and Airspace, Paras 404 and 815.

for an approach to one runway and inform the aircraft FAAO 8260.3, United States Standard for Terminal Instrument that landing will be made on a parallel runway.

Procedures (TERPS), Paras 275, 278, 943, 957, and 997.

EXAMPLE− 4−8−10. APPROACH INFORMATION “Cleared I−L−S Runway seven left approach. Side-step to runway seven right.” Specify the following in the approach clearance when the pilot says he/she is unfamiliar with the procedure: NOTE− Side-step maneuvers require higher weather minima/ a. Initial approach altitude.

MDA. These higher minima/MDA are published on the instrument approach charts. b. Direction and distance from the holding fix within which procedure turn is to be completed.

REFERENCE− FAAO JO 7110.65, Para 3−3−2 , Closed/Unsafe Runway Information.

c. Altitude at which the procedure turn is to be P/CG Term− Side−step Maneuver.

made.

d. Final approach course and altitude.

4−8−8. COMMUNICATIONS RELEASE e. Missed approach procedures if considered necessary.

If an IFR aircraft intends to land at an airport not PHRASEOLOGY− served by a tower or FSS, approve a change to the INITIAL APPROACH AT (altitude), PROCEDURE TURN advisory service frequency when you no longer AT (altitude), (number) MINUTES/MILES (direction), require direct communications.

FINAL APPROACH ON (name of NAVAID) (specified) COURSE/RADIAL/AZIMUTH AT (altitude).

PHRASEOLOGY− CHANGE TO ADVISORY FREQUENCY APPROVED.

4−8−11. PRACTICE APPROACHES NOTE− Except for military aircraft operating at military An expeditious frequency change permits the aircraft to airfields, ensure that neither VFR nor IFR practice receive timely local airport traffic information in approaches disrupt the flow of other arriving and accordance with AC 90−42, Traffic Advisory Practices at departing IFR or VFR aircraft. Authorize, withdraw Airports Without Operating Control Towers.

Approach Clearance Procedures 4−8−6 JO 7110.65U 2/9/12 authorization, or refuse to authorize practice 5. All VFR aircraft must be instructed to approaches as traffic conditions require. Normally, maintain VFR on initial contact or as soon as possible approaches in progress should not be terminated. thereafter.

NOTE− NOTE− The priority afforded other aircraft over practice This advisory is intended to remind the pilot that even instrument approaches is not intended to be so rigidly though ATC is providing IFR-type instructions, the pilot is applied that it causes grossly inefficient application of responsible for compliance with the applicable parts of the services.

CFR governing VFR flight.

a. Separation.

b. Missed Approaches.

1. IFR aircraft practicing instrument ap- 1. Unless alternate instructions have been proaches must be afforded standard separation in issued, IFR aircraft are automatically authorized to accordance with Chapter 3, Chapter 4, Chapter 5, execute the missed approach depicted for the Chapter 6, and Chapter 7 minima until: instrument approach being flown.

(a) The aircraft lands, and the flight is REFERENCE− terminated, or FAAO JO 7110.65, Para 4−8−9 , Missed Approach.

2. VFR aircraft are not automatically authorized (b) The pilot cancels the flight plan.

to execute the missed approach procedure. This 2. Where procedures require application of IFR authorization must be specifically requested by the separation to VFR aircraft practicing instrument pilot and approved by the controller. When a missed approaches, standard IFR separation in accordance approach has been approved, separation must be with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and provided throughout the missed approach.

Chapter 7 must be provided. Controller responsibil- REFERENCE− ity for separation begins at the point where the FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

approach clearance becomes effective. Except for heavy aircraft/B757, 500 feet vertical separation may be applied between VFR aircraft and between a VFR 4−8−12. LOW APPROACH AND TOUCH- and an IFR aircraft.

AND-GO REFERENCE− Consider an aircraft cleared for a touch-and-go, low FAAO JO 7210.3, Para 6−4−4, Practice Instrument Approaches.

FAAO JO 7210.3, Para 10−4−5, Practice Instrument Approaches.

approach, or practice approach as an arriving aircraft until that aircraft touches down or crosses the landing 3. Where separation services are not provided to threshold; thereafter, consider the aircraft as a VFR aircraft practicing instrument approaches, the departing aircraft. Before the aircraft begins its final controller must; descent, issue the appropriate departure instructions (a) Instruct the pilot to maintain VFR.

the pilot is to follow upon completion of the approach (in accordance with para 4−3−2, Departure Clear- (b) Advise the pilot that separation services ances). Climb-out instructions must include a are not provided.

specific heading or a route of flight and altitude, PHRASEOLOGY− except when the aircraft will maintain VFR and “(Aircraft identification) MAINTAIN VFR, PRACTICE contact the tower.

APPROACH APPROVED, NO SEPARATION SERVICES PROVIDED.” EXAMPLE− “After completing low approach, climb and maintain six (c) Provide traffic information or advise the thousand. Turn right, heading three six zero.” pilot to contact the appropriate facility.

“Maintain VFR, contact tower.” 4. If an altitude is assigned, including at or above/below altitudes, the altitude specified must (Issue other instructions as appropriate.)

meet MVA, minimum safe altitude, or minimum IFR altitude criteria.

NOTE− Climb-out instructions may be omitted after the first REFERENCE− FAAO JO 7110.65, Para 7−7−5 , Altitude Assignments. approach if instructions remain the same.

Approach Clearance Procedures 4−8−7

JO 7110.65U 2/9/12

Chapter 5. Radar

Section 1. General

5−1−1. PRESENTATION AND EQUIPMENT EN ROUTE PERFORMANCE d. Radar Data Processing (RDP) alignment checking is accomplished by the operational program Provide radar service only if you are personally as part of the certification procedures for system satisfied that the radar presentation and equipment startup and then on a real−time basis during performance is adequate for the service being operational hours.

provided.

e. Ensure the situation display center and altitude NOTE− limits for the system are appropriate for the operating The provision of radar service is not limited to the distance position.

and altitude parameters obtained during the commission- REFERENCE− ing flight check.

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

5−1−3. RADAR USE 5−1−2. ALIGNMENT ACCURACY CHECK Use radar information derived from primary and During relief briefing, or as soon as possible after secondary radar systems.

assuming responsibility for a control position, check REFERENCE− the operating equipment for alignment accuracy and FAAO JO 7110.65, Para 5−1−4 , Beacon Range Accuracy.

FAAO JO 7110.65, Para 5−2−15 , Inoperative or Malfunctioning display acceptability. Recheck periodically through- Interrogator.

out the watch.

a. Secondary radar may be used as the sole display REFERENCE− source as follows: FAAO JO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, and Chapter 11.

1. In Class A airspace.

Comparable Military Directives.

REFERENCE− FAAO JO 7110.65, Para 5−2−16 , Failed Transponder in Class A TERMINAL Airspace.

14 CFR Section 91.135, Operations in Class A Airspace.

a. Check the alignment of the radar video display 2. Outside Class A airspace, or where mix of by assuring that the video/digital map or overlay is Class A airspace/non−Class A airspace exists, only properly aligned with a permanent target of known when: range and azimuth on the radar display. Where possible, check one permanent target per quadrant.

(a) Additional coverage is provided by secondary radar beyond that of the primary radar, or b. Accuracy of the radar video display must be (b) The primary radar is temporarily unusable verified for digitized radar systems by using the or out of service. Advise pilots when these conditions moving target indicator (MTI) reflectors, fixed exist, or location beacon transponders (Parrots), beacon real−time quality control (RTQC) symbols or PHRASEOLOGY− PRIMARY RADAR UNAVAILABLE (describe location).

calibration performance monitor equipment (CPME) RADAR SERVICES AVAILABLE ON TRANSPONDER beacon targets.

EQUIPPED AIRCRAFT ONLY.

REFERENCE− NOTE− FAAO JO 7210.3, Para 3−8−1, Tolerance for Radar Fix Accuracy.

1. Advisory may be omitted when provided on ATIS and c. In Digital Terminal Automation Systems pilot indicates having ATIS information.

(DTAS) conducts continuous self−monitoring of 2. This provision is to authorize secondary radar only alignment accuracy; therefore, controller alignment operations where there is no primary radar available and checks are not required.

the condition is temporary.

General 5−1−1 JO 7110.65U 2/9/12 (c) A secondary radar system is the only 5−1−5. ELECTRONIC ATTACK (EA) source of radar data for the area of service. When the ACTIVITY system is used for separation, beacon range accuracy a. Refer all EA activity requests to the appropriate is assured, as provided in para 5−1−4, Beacon Range center supervisor.

Accuracy. TERMINAL. Advise pilots when these REFERENCE− conditions exist.

FAAO JO 7610.4, Chapter 2, Section 7, Electronic Attack (EA) and Testing Coordination.

NOTE− NOTE− Advisory may be omitted when provided on ATIS or by EA activity can subsequently result in a request to apply other appropriate notice to pilots.

EA videos to the radar system which may necessitate the b. TERMINAL. Do not use secondary radar only decertification of the narrowband search radar. The Systems Engineer should be consulted concerning the to conduct surveillance (ASR) final approaches effect of EA on the operational use of the narrowband radar unless an emergency exists and the pilot concurs.

prior to approving/disapproving requests to conduct EA activity.

b. When EA activity interferes with the opera- 5−1−4. BEACON RANGE ACCURACY tional use of radar: a. You may use beacon targets for separation 1. EN ROUTE. Request the responsible mili- purposes if beacon range accuracy is verified by one tary unit or aircraft, if initial request was received of the following methods: directly from pilot, to suspend the activity.

NOTE− 2. TERMINAL. Request suspension of the 1. The check for verification of beacon range accuracy activity through the ARTCC. If immediate cessation accomplished by correlation of beacon and primary radar of the activity is required, broadcast the request targets of the same aircraft is not a check of display directly to the EA aircraft on the emergency accuracy. Therefore, it is not necessary that it be done using frequency. Notify the ARTCC of direct broadcast as the same display with which separation is being provided, soon as possible.

nor the same targets being separated.

c. When previously suspended activity will no 2. Narrowband and Full Digital Automation Systems: Technical operations personnel verify beacon range longer interfere: accuracy for automated narrowband display equipment 1. EN ROUTE. Inform the NORAD unit or and Full Digital Terminal Automation Systems. Con- aircraft that it may be resumed.

sequently, further verification by the controller is unnecessary.

2. TERMINAL. Inform the ARTCC or aircraft that it may be resumed. Obtain approval from the 1. Correlate beacon and primary targets of the ARTCC prior to broadcasting a resume clearance same aircraft (not necessarily the one being provided directly to the aircraft.

separation) to assure that they coincide.

d. In each stop request, include your facility name, 2. When beacon and primary targets of the same type of EA activity (chaff dispensing− aircraft do not coincide, correlate them to assure that “stream”/“burst” or electronic jamming− “buzzer”), any beacon displacement agrees with the specified radar band affected and, when feasible, expected distance and direction for that particular radar duration of suspension.

system.

PHRASEOLOGY− BIG PHOTO (identification, if known) (name) 3. Refer to beacon range monitoring equipment CENTER/TOWER/APPROACH CONTROL.

where so installed.

To stop EA activity : b. If beacon range accuracy cannot be verified, you may use beacon targets only for traffic STOP STREAM/BURST IN AREA (area name) (degree and information.

distance from facility), REFERENCE− FAAO JO 7110.65, Para 5−1−3 , Radar Use. or General 5−1−2 JO 7110.65U 2/9/12 b. Fixed electronic cursors may be used to form STOP BUZZER ON (frequency band or channel).

the final approach course for surveillance approaches conducted by military operated mobile radar To resume EA activity : facilities.

RESUME STREAM/BURST, 5−1−8. MERGING TARGET PROCEDURES or a. Except while they are established in a holding pattern, apply merging target procedures to all radar RESUME BUZZER ON (frequency band or channel).

identified: 1. Aircraft at 10,000 feet and above.

5−1−6. SERVICE LIMITATIONS 2. Turbojet aircraft regardless of altitude.

a. When radar mapping is not available, limit REFERENCE− radar services to: P/CG Term− Turbojet Aircraft.

1. Separating identified aircraft targets.

3. Presidential aircraft regardless of altitude.

2. Vectoring aircraft to intercept a PAR final b. Issue traffic information to those aircraft listed approach course.

in subpara a whose targets appear likely to merge 3. Providing radar service in areas that ensure no unless the aircraft are separated by more than the confliction with traffic on airways, other ATC areas appropriate vertical separation minima.

of jurisdiction, restricted or prohibited areas, terrain, EXAMPLE− etc.

“Traffic twelve o’clock, seven miles, eastbound, MD−80, at one seven thousand.” b. EN ROUTE. When the position symbol associated with the full data block falls more than one “United Sixteen and American Twenty-five, traffic history behind the actual aircraft target or there is no twelve o’clock, one zero miles, opposite direction, target symbol displayed, the Mode C information in eastbound seven twenty seven at flight level three three the full data block must not be used for the purpose of zero, westbound MD−Eighty at flight level three one zero.” determining separation.

c. When both aircraft in subpara b are in RVSM c. Report radar malfunctions immediately for airspace, and vertically separated by 1,000 feet, if corrective action and for dispatch of a Notice to either pilot reports they are unable to maintain RVSM Airmen. Advise adjacent ATC facilities when due to turbulence or mountain wave, vector either appropriate.

aircraft to avoid merging with the target of the other aircraft.

REFERENCE− FAAO JO 7110.65, Para 2−1−9 , Reporting Essential Flight EXAMPLE− Information.

“Delta One Twenty Three, fly heading two niner zero, FAAO JO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, and Chapter 11 Section 2. vector for traffic. Traffic twelve o’clock, one zero miles, opposite direction, MD−80 eastbound at flight level three two zero.” 5−1−7. ELECTRONIC CURSOR d. If the pilot requests, vector his/her aircraft to TERMINAL avoid merging with the target of previously issued a. An electronic cursor may be used to aid in traffic.

identifying and vectoring an aircraft and to give finer NOTE− delineation to a video map. Do not use it as a Aircraft closure rates are so rapid that when applying substitute for a video map or map overlay; e.g., to merging target procedures, controller issuance of traffic form intersections, airway boundaries, final approach must be commenced in ample time for the pilot to decide if courses, etc. a vector is necessary.

General 5−1−3 JO 7110.65U 2/9/12 e. If unable to provide vector service, inform the ATC informs it “radar contact lost” or “radar service pilot. terminated.” REFERENCE− NOTE− P/CG Term− Radar Contact.

The phraseology “Unable RVSM due turbulence (or mountain wave)” is only intended for severe turbulence or a. When required, inform an aircraft of its position other weather encounters with altitude deviations of with respect to a fix or airway.

approximately 200 feet or more.

PHRASEOLOGY− OVER/PASSING (fix).

5−1−9. HOLDING PATTERN (Number of miles) MILES FROM (fix).

SURVEILLANCE (Number of miles) MILES (direction) OF (fix, airway, or Provide radar surveillance of outer fix holding pattern location).

airspace areas, or any portions thereof, shown on your radar scope (displayed on the video map or scribed on CROSSING/JOINING/DEPARTING (airway or route).

the map overlay) whenever aircraft are holding there.

Attempt to detect any aircraft that stray outside the INTERCEPTING/CROSSING (name of NAVAID) area. If you detect an aircraft straying outside the area, (specified) RADIAL.

assist it to return to the assigned airspace.

5−1−13. RADAR SERVICE TERMINATION 5−1−10. DEVIATION ADVISORIES a. Inform aircraft when radar service is Inform an aircraft when it is observed in a position terminated.

and on a track which will obviously cause the aircraft PHRASEOLOGY− to deviate from its protected airspace area. If RADAR SERVICE TERMINATED (nonradar routing if necessary, assist the aircraft to return to the assigned required).

protected airspace.

b. Radar service is automatically terminated and REFERENCE− the aircraft needs not be advised of termination when: FAAO JO 7110.65, Para 4−2−5 , Route or Altitude Amendments.

FAAO JO 7110.65, Para 7−9−3 , Methods.

NOTE− 1. Termination of radar monitoring when conducting simultaneous ILS/MLS approaches is prescribed in 5−1−11. RADAR FIX POSTING para 5−9−7 , Simultaneous Independent ILS/MLS Approaches− Dual & Triple.

EN ROUTE 2. Termination of radar monitoring where PAR equipment A controller is required to manually record at least is used to monitor approaches is prescribed in once the observed or reported time over a fix for each para 5−13−3 , Monitor Information.

controlled aircraft in their sector of responsibility 1. An aircraft cancels its IFR flight plan, except only when the flight progress recording components within Class B airspace, Class C airspace, TRSA, or of the EAS FDP are not operational.

where basic radar service is provided.

REFERENCE− FAAO JO 7210.3, Para 6−1−6, Flight Progress Strip Usage.

2. An aircraft conducting an instrument, visual, FAAO JO 7210.3, Para 10−1−8, Flight Progress Strip Usage.

or contact approach has landed or has been instructed to change to advisory frequency.

5−1−12. POSITION REPORTING 3. At tower-controlled airports where radar If necessary, you may request an aircraft to provide an coverage does not exist to within / mile of the end estimate or report over a specific fix. After an aircraft of the runway, arriving aircraft must be informed receives the statement “radar contact” from ATC, it when radar service is terminated.

discontinues reporting over compulsory reporting REFERENCE− points. It resumes normal position reporting when FAAO JO 7210.3, Para 10−5−6, Radar Tolerances.

General 5−1−4 JO 7110.65U 2/9/12 4. TERMINAL. An arriving VFR aircraft re- 5. TERMINAL. An aircraft completes a radar ceiving radar service to a tower-controlled airport approach.

within Class B airspace, Class C airspace, TRSA, or REFERENCE− FAAO JO 7110.65, Para 7−6−12 , Service Provided When Tower is where basic radar service is provided has landed, or Inoperative.

to all other airports, is instructed to change to tower or advisory frequency.

General 5−1−5

JO 7110.65U 2/9/12

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 must reassign a new discrete beacon code to with the procedures specified in this section for the an aircraft when it first enters the receiving facility’s radar beacon code environment in which you are airspace. The code reassignment must be accom- providing ATC service. Give first preference to the plished by inputting an appropriate message into the use of discrete beacon codes.

computer and issued to the pilot while operating in the first sector/position in the receiving facility’s PHRASEOLOGY− airspace.

SQUAWK THREE/ALFA (code), NOTE− or Per an agreement between FAA and the Department of Defense, 17 Code subsets in the NBCAP have been SQUAWK (code).

reserved for exclusive military use outside NBCAP NOTE− airspace. To maximize the use of these subsets, they have been allocated to ARTCC’s underlying NBCAP airspace A code environment is determined by an operating position’s/sector’s equipment capability to decode radar that do not abut an oceanic ARTCC’s area. To preclude a 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 four digits of a beacon code.

necessary to reassign an aircraft another code as specified REFERENCE− in subpara c.

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 must 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 must 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 JO 7110.65U 2/9/12 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 para 5−2−2, Discrete Environment, and b. Assign codes to en route IFR aircraft as follows: NOTE− 2. Unless otherwise coordinated at the time of 1. FL 180 may be used in lieu of FL 240 where the base of handoff, assign aircraft that will enter the area of Class A airspace and the base of the operating sector are responsibility of a nondiscrete-equipped position/ at FL 180, and for 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 Codes 2100 through 2500 within Class A airspace should 5−2−5. RADAR BEACON CODE CHANGES be adhered to.

Unless otherwise specified in a directive or a letter of 1. Aircraft operating below FL 240 or when agreement or coordinated at the time of handoff, do control is transferred to a controller whose area not request an aircraft to change from the code it was includes the stratum involved.

squawking in the transferring facility’s area until the (a) Code 1000 may be assigned to aircraft aircraft is within your area of responsibility.

changing altitudes.

REFERENCE− 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 must be 5−2−6. FUNCTION CODE ASSIGNMENTS assigned.

Unless otherwise specified by a directive or a letter of 2. Aircraft operating at or above FL 240 or when control is transferred to a controller whose area agreement, make nondiscrete code assignments from the following categories: includes the stratum involved.

(a) Code 2300 may be assigned to aircraft a. Assign codes to departing IFR aircraft as changing altitudes.

follows: (b) Code 2100 to an aircraft operating at an 1. Code 2000 to an aircraft which will climb to assigned altitude from FL 240 to FL 330 inclusive.

FL 240 or above or to an aircraft which will climb to Should an additional code be operationally desirable, FL 180 or above where the base of Class A airspace Code 2200 must be assigned.

and the base of the operating sector are at FL 180, and for inter-facility handoff the receiving sector is also (c) Code 2400 to an aircraft operating at an stratified at FL 180. The en route code must not be assigned altitude from FL 350 to FL 600 inclusive.

assigned until the aircraft is established in the high Should an additional code be operationally desirable, altitude sector.

Code 2500 must be assigned.

2. Code 1100 to an aircraft which will remain 3. Code 4000 when aircraft are operating on a below FL 240 or below FL 180 as above. flight plan specifying frequent or rapid changes in Beacon Systems 5−2−2 JO 7110.65U 2/9/12 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 para 4−7−4, Radio Frequency and Radar Beacon FAAO JO 7110.65, Para 5−3−3 , Beacon Identification Methods.

Changes for Military Aircraft: c. The following must 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 Class A airspace and the base of the operating sector are Code 7700 : at FL 180, 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 must 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 Code 7600 .

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 JO 7110.65U 2/9/12 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 FL 600 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 subset 4400 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 FAA area.

Order JO 7610.4, Special Operations, Appendix 6.

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 must 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 JO 7110.65U 2/9/12 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- must 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.” VR route. 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 must 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, Para 3−7−4, 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 JO 7110.65U 2/9/12 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 Mode C readouts after receiving reason; and interfacility handoffs from TRACONs according to the procedures in para 5−4−3, 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 JO 7110.65U 2/9/12 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− MODE C (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 JO 7110.65U 2/9/12 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 must 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 2. The exception to 14 CFR Section 91.215 (b) is 14 CFR mode), 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 Section 91.215(b)(5)(i) requirements originated by Set altitude filters to display Mode C altitude readouts aircraft without transponder equipment installed.

to encompass all altitudes within the controller’s b. Approve or disapprove other inflight deviation jurisdiction. Set the upper limits no lower than requests, or withdraw approval previously issued to 1,000 feet above the highest altitude for which the such flights, solely on the basis of traffic conditions controller is responsible. In those stratified positions, and other operational factors. set the lower limit to 1,000 feet or more below the Beacon Systems 5−2−8 JO 7110.65U 2/9/12 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 para 5−2−17, Valida- tion of Mode C Readout, subpara a2 may be applied.

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

Beacon Systems 5−2−9

JO 7110.65U 2/9/12

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.

1 mile 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 5−12−1 1, 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−pair ed VORs and might be separated from them double slash and the emergency return as a single bloomer by as much as 31 miles. whenever the beacon control head is in the “fail” position.

Radar Identification 5−3−1 JO 7110.65U 2/9/12 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 must be updated at all from placing the transponder in “standby” position, times.

request the aircraft to return transponder to normal REFERENCE− operation and then observe the reappearance of the 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 JO 7110.65U 2/9/12 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 must 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 must display data block information of that Retain data blocks that are associated with the controller’s aircraft which must 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, Para 5−4−3 , Methods.

FAAO JO 7110.65, Para 5−4−8 , Automated Information Transfer data block must 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

JO 7110.65U 2/9/12

Section 4. Transfer of Radar Identification

5−4−1. APPLICATION e. Traffic. A term used to transfer radar identifica- tion of an aircraft to another controller for the purpose To provide continuous radar service to an aircraft and of coordinating separation action. Traffic is normally facilitate a safe, orderly, and expeditious flow of issued: traffic, it is often necessary to transfer radar 1. In response to a handoff or point out; identification of an aircraft from one controller to 2. In anticipation of a handoff or point out; or another. This section describes the terms, methods, and responsibilities associated with this task.

3. In conjunction with a request for control of an Interfacility and intrafacility transfers of radar aircraft.

identification must be accomplished in all areas of f. Traffic Observed. The term used to inform the radar surveillance except where it is not operationally controller issuing the traffic restrictions that the feasible. Where such constraints exist, they must be: traffic is identified and that the restrictions issued are understood and will be complied with.

a. Covered in letters of agreement which clearly state that control will not be based upon a radar handoff, or 5−4−3. METHODS a. Transfer the radar identification of an aircraft by b. Coordinated by the transferring and receiving at least one of the following methods: controllers for a specified period of time.

1. Physically point to the target on the receiving REFERENCE− controller’s display.

FAAO JO 7110.65, Para 4−3−8 , Coordination with Receiving Facility.

2. Use landline voice communications.

3. Use automation capabilities.

5−4−2. TERMS NOTE− EN ROUTE. Interfacility handoff capabilities are a. Handoff. An action taken to transfer the radar available that can be manually initiated and accepted identification of an aircraft from one controller to when operating on the backup RDP while FDP is another controller if the aircraft will enter the available. The backup RDP by itself does not have the receiving controller’s airspace and radio communica- capabilities for interfacility handoffs. Therefore, handoffs tions with the aircraft will be transferred.

between facilities must be made via landline voice communications when operating with the backup RDP b. Radar Contact. The term used to inform the only.

controller initiating a handoff that the aircraft is 4. TERMINAL. Use the “Modify” or “Quick identified and approval is granted for the aircraft to Look” functions for data transfer between the enter the receiving controller’s airspace.

TRACON and tower cab only if specific procedures are established in a facility directive. The local c. Point Out. A physical or automated action controller has the responsibility to determine whether taken by a controller to transfer the radar or not conditions are adequate for the use of identification of an aircraft to another controller if the ARTS/STARS data on the BRITE/DBRITE/TDW.

aircraft will or may enter the airspace or protected airspace of another controller and radio communica- REFERENCE− FAAO JO 7210.3, Para 11−2−4, Use of Modify and Quick Look tions will not be transferred.

Functions.

FAAO JO 7210.3, Para 11−8−4, Use of Stars Quick Look Functions.

d. Point Out Approved. The term used to inform b. When making a handoff, point-out, or issuing the controller initiating a point out that the aircraft is traffic restrictions, relay information to the receiving identified and that approval is granted for the aircraft controller in the following order: to enter the receiving controller’s airspace, as coordinated, without a communications transfer or 1. The position of the target relative to a fix, map the appropriate automated system response. symbol, or radar target known and displayed by both Transfer of Radar Identification 5−4−1 JO 7110.65U 2/9/12 or the receiving and transferring controller. Mileage from the reference point may be omitted when TRAFFIC OBSERVED, relaying the position of a target if a full data block associated with the target has been forced on the or receiving controller’s radar display.

EXAMPLE− UNABLE (appropriate information, as required).

“Point out, Southwest of Richmond VOR . . ..” d. If any doubt as to target identification exists after attempting confirmation in accordance with this 2. The aircraft identification, as follows: section, apply the provisions of para 5−3−5, (a) The aircraft call sign, or Questionable Identification.

REFERENCE− (b) The discrete beacon code of the aircraft FAAO JO 7110.65, Para 5−2−17 , Validation of Mode C Readout.

during interfacility point-outs only, if both the receiving and the transferring controllers agree.

5−4−4. TRAFFIC NOTE− Acceptance of a point-out using the discrete beacon code a. When using the term “traffic” for coordinating as the aircraft’s identification constitutes agreement.

separation, the controller issuing traffic must issue appropriate restrictions.

3. The assigned altitude, appropriate restric- tions, and information that the aircraft is climbing or b. The controller accepting the restrictions must descending, if applicable, except when inter/intra- be responsible to ensure that approved separation is facility directives ensure that the altitude information maintained between the involved aircraft.

will be known by the receiving controller.

NOTE− 5−4−5. TRANSFERRING CONTROLLER 1. When physically pointing to the target, you do not have HANDOFF to state the aircraft position.

The transferring controller must: 2. Those en route facilities using host software that provides capability for passing interim altitude must a. Complete a radar handoff prior to an aircraft’s include the specific operations and procedures for use of entering the airspace delegated to the receiving this procedure in a LOA between the appropriate facilities.

controller.

PHRASEOLOGY− REFERENCE− FAAO JO 7110.65, Para 2−1−14 , Coordinate Use of Airspace.

HANDOFF/POINT-OUT/TRAFFIC (aircraft position) FAAO JO 7110.65, Para 2−1−15 , Control Transfer.

(aircraft ID), FAAO JO 7110.65, Para 5−4−6 , Receiving Controller Handoff.

b. Verbally obtain the receiving controller’s or approval prior to making any changes to an aircraft’s (discrete beacon code point-out only) (altitude, flight path, altitude, or data block information while restrictions, and other appropriate information, if the handoff is being initiated or after acceptance, applicable).

unless otherwise specified by a LOA or a facility directive.

c. When receiving a handoff, point-out, or traffic restrictions, respond to the transferring controller as NOTE− follows: Those en route facilities using host software that provides capability for passing interim altitude must include the PHRASEOLOGY− specific operations and procedures for use of this (Aircraft ID) (restrictions, if applicable) RADAR procedure in a LOA between the appropriate facilities.

CONTACT, c. Ensure that, prior to transferring communica- or tions: 1. Potential violations of adjacent airspace and (aircraft ID or discrete beacon code) (restrictions, if potential conflicts between aircraft in their own area applicable) POINT-OUT APPROVED, of jurisdiction are resolved.

Transfer of Radar Identification 5−4−2 JO 7110.65U 2/9/12 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 must: 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 JO 7110.65U 2/9/12 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 must 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 must 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 must 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 must: 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 JO 7110.65U 2/9/12 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 must 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 must 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 must: 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, Para 5−4−3 , 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 must 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 REFERENCE− must be forwarded via other communication FAAO JO 7110.65, Para 5−4−1 1, En Route Fourth Line Data Block methods. En route fourth line data block free text area Usage.

Transfer of Radar Identification 5−4−5 JO 7110.65U 2/9/12 NOTE− may be used by individual sector teams for recording A “+” notation may be added to denote an assigned speed any additional information the team deems appropri- at or greater than the displayed value. A “−” notation may ate for managing the sector, but must be removed be added to denote an assigned speed at or less than the prior to 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 must be h. Aircraft assigned a Mach number must 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 must be specifically REFERENCE− defined within facility AIT directive.

FAAO JO 7110.65, Para 5−4−1 1, En Route Fourth Line Data Block Usage, subpara gNOTE.

REFERENCE− FAAO JO 7110.65, Para 5−4−8 , Automated Information Transfer i. Aircraft authorized to conduct celestial naviga- (AIT).

FAAO JO 7210.3, Para 4−3−8, 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 must use the designation character “H” preceding a EXAMPLE− three−digit number.

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

e. Aircraft assigned a heading until receiving a fix or joining a published route must 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 must 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 must 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 must 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 must use the designation character “S” preceding a m. All other control information must be three−digit number. coordinated via other methods.

Transfer of Radar Identification 5−4−6

JO 7110.65U 2/9/12

Section 5. Radar Separation

5−5−1. APPLICATION (2) When 40 miles or more from the antenna− 10 miles ; a. Radar separation must be applied to all RNAV (3) Narrowband radar operations− aircraft operating on a random (impromptu) route at 10 miles; and or below FL 450 and to all published Q routes in the conterminous United States.

(d) Radar separation is maintained between the radar-identified aircraft and all observed primary, EN ROUTE ASR−9/Full Digital Radar Primary Symbol, and EXCEPTION. Aircraft equipped with IFR−certified secondary radar targets until nonradar separation is GPS systems operating on point−to−point RNAV established from the aircraft not radar identified; and routes within the Anchorage Air Route Traffic (e) When the aircraft involved are on the same Control Center (ARTCC) controlled airspace (ex- relative heading, the radar-identified aircraft is cluding oceanic airspace) where ATC surveillance vectored a sufficient distance from the route of the coverage is not available, may be provided nonradar aircraft not radar identified to assure the targets are separation, in lieu of radar separation, when an not superimposed prior to issuing the clearance to operational advantage will be gained.

climb/descend.

REFERENCE− REFERENCE− FAAO JO 7110.65, Para 2−1−3, Procedural Preference FAAO JO 7110.65, Para 4−1−2 , Exceptions.

FAAO JO 7110.65, Para 4−1−2, Exceptions FAAO JO 7110.65, Para 4−4−1 , Route Use.

FAAO JO 7110.65, Para 6−5−4, Minima Along Other Than Established FAAO JO 7110.65, Para 5−3−1 , Application.

Airways or Routes FAAO JO 7110.65, Para 5−5−8 , Additional Separation for Formation Flights.

b. Radar separation may be applied between: FAAO JO 7110.65, Para 5−9−5 , Approach Separation Responsibility.

1. Radar identified aircraft.

5−5−2. TARGET SEPARATION 2. An aircraft taking off and another radar a. Apply radar separation: identified aircraft when the aircraft taking off will be radar-identified within 1 mile of the runway end.

1. Between the centers of primary radar targets; however, do not allow a primary target to touch 3. A radar-identified aircraft and one not another primary target or a beacon control slash.

radar-identified when either is cleared to climb/ descend through the altitude of the other provided: 2. Between the ends of beacon control slashes.

NOTE− (a) The performance of the radar system is At TPX−42 sites, the bracket video feature must be adequate and, as a minimum, primary radar targets or activated to display the beacon control slash.

ASR−9/Full Digital Radar Primary Symbol targets 3. Between the end of a beacon control slash and are being displayed on the display being used within the center of a primary target.

the airspace within which radar separation is being applied; and 4. All−digital displays. Between the centers of digitized targets. Do not allow digitized targets to (b) Flight data on the aircraft not radar- touch.

identified indicate it is a type which can be expected REFERENCE− to give adequate primary/ASR−9/Full Digital Radar FAAO JO 7110.65, Para 5−9−7 , Simultaneous Independent ILS/MLS Primary Symbol return in the area where separation Approaches− Dual & Triple.

is applied; and 5−5−3. TARGET RESOLUTION (c) The airspace within which radar separa- tion is applied is not less than the following number a. A process to ensure that correlated radar targets of miles from the edge of the radar display: or digitized targets do not touch.

(1) When less than 40 miles from the b. Mandatory traffic advisories and safety alerts antenna− 6 miles; must be issued when this procedure is used.

Radar Separation 5−5−1 JO 7110.65U 2/9/12 NOTE− (d) Below FL 180.

This procedure must not be provided utilizing mosaic radar (e) Facility directives specifically define the systems.

area where the separation can be applied. Facility c. Target resolution must be applied as follows: directives may specify 3 miles.

REFERENCE− 1. Between the edges of two primary targets or FAAO JO 7210.3, Para 8−2−1, Single Site Coverage Stage A the edges of primary digitized targets.

Operations.

FAAO JO 7210.3, Para 11−8−15, Single Site Coverage ATTS 2. Between the end of the beacon control slash Operations.

and the edge of a primary target or primary digitized 4. When transitioning from terminal to en route target.

control, 3 miles increasing to 5 miles or greater, 3. Between the ends of two beacon control provided: slashes.

(a) The aircraft are on diverging routes/ courses, and/or 5−5−4. MINIMA (b) The leading aircraft is and will remain Separate aircraft by the following minima: faster than the following aircraft; and (c) Separation constantly increasing and the a. TERMINAL . Single Sensor ASR or Digital Terminal Automation System (DTAS): first center controller will establish 5 NM or other appropriate form of separation prior to the aircraft NOTE− departing the first center sector; and Includes single sensor long range radar mode.

(d) The procedure is covered by a letter of 1. When less than 40 miles from the antenna− agreement between the facilities involved and limited 3 miles .

to specified routes and/or sectors/positions.

2. When 40 miles or more from the antenna− c. MEARTS Mosaic Mode: 5 miles .

NOTE− 3. For single sensor ASR−9 with Mode S, when 1. Sensor Mode displays information from the radar input less than 60 miles from the antenna− 3 miles .

of a single site.

NOTE− 2. Procedures to convert MEARTS Mosaic Mode to Wake turbulence procedures specify increased separation MEARTS Sensor Mode at each PVD/MDM will be minima required for certain classes of aircraft because of established by facility directive.

the possible effects of wake turbulence.

1. When less than 40 miles from the antenna− b. Stage A/DARC, MEARTS Mosaic Mode, 3 miles.

Terminal Mosaic/Multi−Sensor Mode: 2. When 40 miles or more from the antenna− NOTE− 5 miles.

Mosaic/Multi−Sensor Mode combines radar input from 2 d. STARS Multi−Sensor Mode: to 16 sites into a single picture utilizing a mosaic grid composed of radar sort boxes.

NOTE− 1. In Multi−Sensor Mode, STARS displays targets as filled 1. Below FL 600− 5 miles.

and unfilled boxes, depending upon the target’s distance 2. At or above FL 600− 10 miles.

from the radar site providing the data. Since there is presently no way to identify which specific site is providing 3. For areas meeting all of the following data for any given target, utilize separation standards for conditions: targets 40 or more miles from the antenna.

(a) Radar site adaptation is set to single 2. When operating in STARS Single Sensor Mode, if TRK appears in the data block, handle in accordance with sensor.

para 5−3−7 , Identification Status, subpara b, and take (b) Significant operational advantages can be appropriate steps to establish nonradar separation.

obtained.

3. TRK appears in the data block whenever the aircraft is (c) Within 40 miles of the antenna.

being tracked by a radar site other than the radar currently Radar Separation 5−5−2 JO 7110.65U 2/9/12 selected. Current equipment limitations preclude a target 1. The leading aircraft’s weight class is the same from being displayed in the single sensor mode; however, or less than the trailing aircraft; a position symbol and data block, including altitude 2. Heavy aircraft and the Boeing 757 are information, will still be displayed. Therefore, low altitude permitted to participate in the separation reduction as alerts must be provided in accordance with para 2−1−6 , the trailing aircraft only; Safety Alert.

3. An average runway occupancy time of WAKE TURBULENCE APPLICATION 50 seconds or less is documented; 4. CTRDs are operational and used for quick e. Separate aircraft operating directly behind, or glance references; directly behind and less than 1,000 feet below, or REFERENCE− following an aircraft conducting an instrument FAAO JO 7110.65, Para 3−1−9 , Use of Tower Radar Displays.

approach by: 5. Turnoff points are visible from the control NOTE− tower.

1. When applying wake turbulence separation criteria, REFERENCE− directly behind means an aircraft is operating within FAAO JO 7110.65, Para 2−1−19 , Wake Turbulence.

2500 feet of the flight path of the leading aircraft over the FAAO JO 7110.65, Para 3−9−6 , Same Runway Separation.

surface of the earth. FAAO JO 7110.65, Para 5−5−7 , Passing or Diverging.

FAAO JO 7110.65, Para 5−5−9 , Separation from Obstructions.

2. Consider parallel runways less than 2,500 feet apart as FAAO JO 7110.65, Para 5−8−3 , Successive or Simultaneous a single runway because of the possible effects of wake Departures.

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

turbulence.

FAAO JO 7110.65, Para 7−6−7 , Sequencing.

FAAO JO 7110.65, Para 7−7−3 , Separation.

1. Heavy behind heavy− 4 miles.

FAAO JO 7110.65 Para 7−8−3 , Separation.

FAAO JO 7210.3, Para 10−4−8, Reduced Separation on Final.

2. Large/heavy behind B757− 4 miles .

3. Small behind B757− 5 miles. 5−5−5. VERTICAL APPLICATION 4. Small/large behind heavy − 5 miles. Aircraft not laterally separated, may be vertically separated by one of the following methods: WAKE TURBULENCE APPLICATION a. Assign altitudes to aircraft, provided valid Mode C altitude information is monitored and the f. TERMINAL. In addition to subpara e, separate applicable separation minima is maintained at all an aircraft landing behind another aircraft on the times.

same runway, or one making a touch-and-go, REFERENCE− stop-and-go, or low approach by ensuring the FAAO JO 7110.65, Para 4−5−1 , Vertical Separation Minima.

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

following minima will exist at the time the preceding FAAO JO 7110.65, Para 7−7−3 , Separation.

aircraft is over the landing threshold: FAAO JO 7110.65, Para 7−8−3 , Separation.

FAAO JO 7110.65, Para 7−9−4 , Separation.

NOTE− Consider parallel runways less than 2,500 feet apart as a b. Assign an altitude to an aircraft after the aircraft single runway because of the possible effects of wake previously at that altitude has been issued a turbulence.

climb/descent clearance and is observed (valid Mode C), or reports leaving the altitude.

1. Small behind large− 4 miles .

NOTE− 2. Small behind B757− 5 miles.

1. Consider known aircraft performance characteristics, pilot furnished and/or Mode C detected information which 3. Small behind heavy− 6 miles.

indicate that climb/descent will not be consistent with the g. TERMINAL . 2.5 nautical miles (NM) separa- rates recommended in the AIM.

tion is authorized between aircraft established on the 2. It is possible that the separation minima described in final approach course within 10 NM of the landing para 4−5−1 , Vertical Separation Minima, para 7−7−3 , runway when operating in single sensor slant range Separation, para 7−8−3 , Separation, or para 7−9−4 , mode and aircraft remains within 40 miles of the Separation, might not always be maintained using antenna and: subpara b. However, correct application of this procedure Radar Separation 5−5−3 JO 7110.65U 2/9/12 will ensure that aircraft are safely separated because the terminal system primary and/or beacon target first aircraft must have already vacated the altitude prior symbols will not touch.

to the assignment of that altitude to the second aircraft.

REFERENCE− FAAO JO 7110.65, Para 1−2−2 , Course Definitions.

REFERENCE− FAAO JO 7110.65, Para 2−1−3 , Procedural Preference.

NOTE− FAAO JO 7110.65, Para 4−5−1 , Vertical Separation Minima.

Although all other approved separation may be discontin- FAAO JO 7110.65, Para 5−2−17 , Validation of Mode C Readout.

ued, the requirements of para 5−5−4 , Minima, subparas e FAAO JO 7110.65, Para 6−6−1 , Application.

and f must apply when operating behind a heavy jet/B757.

b. EN ROUTE. Vertical separation between 5−5−6. EXCEPTIONS aircraft may be discontinued when they are on a. Do not use Mode C to effect vertical separation opposite courses as defined in para 1−2−2, Course with an aircraft on a cruise clearance, contact Definitions; and approach, or as specified in para 5−15−4, System 1. You are in communications with both aircraft Requirements, subpara e3.

involved; and REFERENCE− 2. You tell the pilot of one aircraft about the FAAO JO 7110.65, Para 6−6−2 , Exceptions.

FAAO JO 7110.65, Para 7−4−6 , Contact Approach.

other aircraft, including position, direction, type; and P/CG Term− Cruise.

3. One pilot reports having seen the other b. Assign an altitude to an aircraft only after the aircraft and that the aircraft have passed each other; aircraft previously at that altitude is observed at or and passing through another altitude separated from the 4. You have observed that the radar targets have first by the appropriate minima when: passed each other; and 1. Severe turbulence is reported.

5. You have advised the pilots if either aircraft 2. Aircraft are conducting military aerial is classified as a heavy jet/B757 aircraft.

refueling.

6. Although vertical separation may be discon- REFERENCE− tinued, the requirements of para 5−5−4, Minima, FAAO JO 7110.65, Para 9−2−13 , Military Aerial Refueling.

subparas e and f must be applied when operating 3. The aircraft previously at that altitude has behind a heavy jet/B757.

been issued a climb/descent at pilot’s discretion.

EXAMPLE− “Traffic, twelve o’clock, Boeing Seven Twenty Seven, opposite direction. Do you have it in sight?” 5−5−7. PASSING OR DIVERGING a. TERMINAL. In accordance with the following (If the answer is in the affirmative): criteria, all other approved separation may be “Report passing the traffic.” discontinued, and passing or diverging separation applied when: (When pilot reports passing the traffic and the radar targets confirm that the traffic has passed, issue 1. Aircraft are on opposite/reciprocal courses appropriate control instructions.)

and you have observed that they have passed each other; or aircraft are on same or crossing 5−5−8. ADDITIONAL SEPARATION FOR courses/assigned radar vectors and one aircraft has FORMATION FLIGHTS crossed the projected course of the other, and the angular difference between their courses/assigned Because of the distance allowed between formation radar vectors is at least 15 degrees.

aircraft and lead aircraft, additional separation is necessary to ensure the periphery of the formation is NOTE− adequately separated from other aircraft, adjacent Two aircraft, both assigned radar vectors with an angular difference of at least 15 degrees, is considered a correct airspace, or obstructions. Provide supplemental application of this paragraph. separation for formation flights as follows: 2. The tracks are monitored to ensure that the a. Separate a standard formation flight by adding primary targets, beacon control slashes, or full digital 1 mile to the appropriate radar separation minima.

Radar Separation 5−5−4 JO 7110.65U 2/9/12 REFERENCE− 5−5−10. ADJACENT AIRSPACE FAAO JO 7110.65, Para 2−1−13 , Formation Flights.

FAAO JO 7110.65, Para 5−5−1 , Application.

a. If coordination between the controllers con- FAAO JO 7110.65, Para 7−7−3 , Separation.

cerned has not been effected, separate P/CG Term− Formation Flight.

radar-controlled aircraft from the boundary of b. Separate two standard formation flights from adjacent airspace in which radar separation is also each other by adding 2 miles to the appropriate being used by the following minima: separation minima.

REFERENCE− FAAO JO 7110.65, Para 2−1−14 , Coordinate Use of Airspace.

c. Separate a nonstandard formation flight by 1. When less than 40 miles from the antenna− applying the appropriate separation minima to the 1 / miles.

perimeter of the airspace encompassing the nonstand- 2. When 40 miles or more from the antenna− ard formation or from the outermost aircraft of the 2 / miles.

nonstandard formation whichever applies.

3. En route Stage A/DARC or Stage A/EDARC: d. If necessary for separation between a nonstand- (a) Below Flight Level 600− 2 / miles .

ard formation and other aircraft, assign an appropriate beacon code to each aircraft in the (b) Flight Level 600 and above− 5 miles .

formation or to the first and last aircraft in-trail.

b. Separate radar-controlled aircraft from the NOTE− boundary of airspace in which nonradar separation is The additional separation provided in para 5−5−8 , being used by the following minima: Additional Separation for Formation Flights, is not 1. When less than 40 miles from the antenna− normally added to wake turbulence separation when a 3 miles .

formation is following a heavier aircraft since none of the formation aircraft are likely to be closer to the heavier 2. When 40 miles or more from the antenna− aircraft than the lead aircraft (to which the prescribed 5 miles .

wake turbulence separation has been applied).

3. En route Stage A/DARC or Stage A/EDARC: REFERENCE− FAAO JO 7110.65, Para 9−2−13 , Military Aerial Refueling.

(a) Below Flight Level 600− 5 miles.

(b) Flight Level 600 and above− 10 miles.

5−5−9. SEPARATION FROM c. The provisions of subparas a and b do not apply OBSTRUCTIONS to VFR aircraft being provided Class B, Class C, or TRSA services. Ensure that the targets of these a. Except in En Route Stage A/DARC or aircraft do not touch the boundary of adjacent Stage A/EDARC, separate aircraft from obstructions airspace.

depicted on the radar display by the following d. VFR aircraft approaching Class B, Class C, minima: Class D, or TRSA airspace which is under the control jurisdiction of another air traffic control 1. When less than 40 miles from the antenna− facility should either be provided with a radar handoff 3 miles.

or be advised that radar service is terminated, given 2. When 40 miles or more from the antenna− their position in relation to the Class B, Class C, 5 miles. Class D, or TRSA airspace, and the ATC frequency, if known, for the airspace to be entered. These actions b. Except in En Route Stage A/DARC or should be accomplished in sufficient time for the pilot Stage A/EDARC, vertical separation of aircraft to obtain the required ATC approval prior to entering above an obstruction depicted on the radar display the airspace involved, or to avoid the airspace.

may be discontinued after the aircraft has passed it.

5−5−11. EDGE OF SCOPE c. En Route Stage A/DARC or Stage A/EDARC, apply the radar separation minima specified in Separate a radar-controlled aircraft climbing or para 5−5−4, Minima, subpara b1. descending through the altitude of an aircraft that has Radar Separation 5−5−5 JO 7110.65U 2/9/12 been tracked to the edge of the scope/display by the correction factor to the applicable minima. The following minima until nonradar separation has been maximum allowable beacon target displacement established: which may be specified by the facility air traffic manager is / mile.

a. When less than 40 miles from the antenna− REFERENCE− 3 miles from edge of scope.

FAAO JO 7210.3, Para 3−7−4, Monitoring of Mode 3/A Radar Beacon Codes.

b. When 40 miles or more from the antenna− 5 miles from edge of scope.

5−5−13. GPA 102/103 CORRECTION c. En route Stage A/DARC or Stage A/EDARC: FACTOR 1. Below Flight Level 600− 5 miles .

When using a radar display whose primary radar 2. Flight Level 600 and above− 10 miles .

video is processed by the GPA 102/103 modification to a joint-use radar system, apply the following 5−5−12. BEACON TARGET correction factors to the applicable minima: DISPLACEMENT a. If less than 40 miles from the antenna− add When using a radar target display with a previously 1 mile.

specified beacon target displacement to separate a beacon target from a primary target, adjacent b. If 40 miles or more but not over 200 miles from airspace, obstructions, or terrain, add a 1 mile the antenna− add 3 miles.

Radar Separation 5−5−6

JO 7110.65U 2/9/12

Section 6. Vectoring

PHRASEOLOGY− 5−6−1. APPLICATION TURN LEFT/RIGHT HEADING (degrees).

Vector aircraft: FLY HEADING (degrees).

a. In controlled airspace for separation, safety, noise abatement, operational advantage, confidence FLY PRESENT HEADING.

maneuver, or when a pilot requests. Allow aircraft operating on an RNAV route to remain on their own DEPART (fix) HEADING (degrees).

navigation to the extent possible.

2. The number of degrees, in group form, to turn b. In Class G airspace only upon pilot request and and the direction of turn, or as an additional service.

PHRASEOLOGY− TURN (number of degrees) DEGREES LEFT/RIGHT.

c. At or above the MVA or the minimum IFR altitude except as authorized for radar approaches, 3. For NO-GYRO procedures, the type of special VFR, VFR operations, or by para 5−6−3, vector, direction of turn, and when to stop turn.

Vectors Below Minimum Altitude.

PHRASEOLOGY− NOTE− THIS WILL BE A NO-GYRO VECTOR, VFR aircraft not at an altitude assigned by ATC may be vectored at any altitude. It is the responsibility of the pilot TURN LEFT/RIGHT.

to comply with the applicable parts of CFR Title 14.

STOP TURN.

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

b. When initiating a vector, advise the pilot of the FAAO JO 7110.65, Para 7−5−2 , Priority.

FAAO JO 7110.65, Para 7−5−4 , Altitude Assignment.

purpose.

FAAO JO 7110.65, Para 7−7−5 , Altitude Assignments.

14 CFR Section 91.119, Minimum Safe Altitudes: General.

PHRASEOLOGY− VECTOR TO (fix or airway).

d. In airspace for which you have control jurisdiction, unless otherwise coordinated.

VECTOR TO INTERCEPT (name of NAVAID) (specified) RADIAL.

e. So as to permit it to resume its own navigation within radar coverage.

VECTOR FOR SPACING.

f. Operating special VFR only within Class B, VECTOR TO FINAL APPROACH COURSE, Class C, Class D, or Class E surface areas.

g. Operating VFR at those locations where a or if the pilot does not have knowledge of the type of special program is established, or when a pilot approach, requests, or you suggest and the pilot concurs.

VECTOR TO (approach name) FINAL APPROACH REFERENCE− COURSE.

FAAO JO 7110.65, Para 4−4−1 , Route Use.

FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

NOTE− FAAO JO 7110.65, Para 7−5−3 , Separation.

Determine optimum routing based on factors such as wind, FAAO JO 7110.65, Para 7−6−1 , Application.

FAAO JO 7110.65, Para 9−4−4 , Separation Minima. weather, traffic, pilot requests, noise abatement, adjacent FAAO JO 7210.3, Chapter 11, Section 1, Terminal VFR Radar sector requirement, and letters of agreement.

Services.

c. Issue with the vector an altitude to maintain and all appropriate altitude restrictions when: 5−6−2. METHODS 1. The vector will take the aircraft off an a. Vector aircraft by specifying: assigned procedure which contains altitude instruc- 1. Direction of turn, if appropriate, and tions, i.e., instrument approach, nonradar SID, FMSP, magnetic heading to be flown, or etc.

Vectoring 5−6−1 JO 7110.65U 2/9/12 2. The previously issued clearance included g. Aircraft vectored off an RNAV route must be crossing restrictions. recleared to the next waypoint or as requested by the pilot.

REFERENCE− FAAO JO 7110.65, Para 4−2−5 , Route or Altitude Amendments.

h. During stage A operation, update the route of d. If appropriate, advise the pilot what to expect flight in the computer unless an operational when the vector is completed.

advantage is gained and coordination is accomplished.

PHRASEOLOGY− EXPECT TO RESUME (Route, SID, STAR, FMSP, etc.).

i. Inform the pilot when a vector will take the aircraft across a previously assigned nonradar route.

NOTE− You must ensure that the pilot is made aware if he/she is PHRASEOLOGY− expected to resume a previously issued route procedure.

EXPECT VECTOR ACROSS (NAVAID radial) (airway/route/course) FOR (purpose).

e. Provide radar navigational guidance until the REFERENCE− aircraft is: FAAO JO 7110.65, Para 7−6−1 , Application.

1. Established within the airspace to be protected for the nonradar route to be flown, or 5−6−3. VECTORS BELOW MINIMUM ALTITUDE 2. On a heading that will, within a reasonable distance, intercept the nonradar route to be flown, and Except in en route automated environments in areas where more than 3 miles separation minima is 3. Informed of its position unless the aircraft is required, you may vector a departing IFR aircraft, or RNAV, FMS, or DME equipped and being vectored one executing a missed approach, within 40 miles of toward a VORTAC/TACAN or waypoint and within the radar antenna and before it reaches the minimum the service volume of the NAVAID.

altitude for IFR operations if separation from PHRASEOLOGY− prominent obstacles shown on the radar scope is (Position with respect to course/fix along route), applied in accordance with the following: RESUME OWN NAVIGATION, a. If the flight path is 3 miles or more from the obstacle and the aircraft is climbing to an altitude at or least 1,000 feet above the obstacle, vector the aircraft FLY HEADING (degrees). WHEN ABLE, PROCEED to maintain at least 3 miles separation from the DIRECT (name of fix), obstacle until the aircraft reports leaving an altitude above the obstacle.

or b. If the flight path is less than 3 miles from the name RESUME ( / FMSP/SID/transition/STAR/ obstacle and the aircraft is climbing to an altitude at number procedure).

least 1,000 feet above the obstacle, vector the aircraft to increase lateral separation from the obstacle until REFERENCE− FAAO JO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations.

the 3 mile minimum is achieved or until the aircraft reports leaving an altitude above the obstacle.

f. Aircraft instructed to resume a procedure which contains restrictions (SID/STAR/FMSP, etc.) must be REFERENCE− P/CG Term − Obstacle.

issued/reissued all applicable restrictions or must be P/CG Term − Obstruction.

advised to comply with those restrictions.

P/CG Term − Prominent Obstacle.

PHRASEOLOGY− c. At those locations where diverse vector areas name RESUME ( / FMSP/SID/transition/STAR), number (DVA) have been established, terminal radar COMPLY WITH RESTRICTIONS.

facilities may vector aircraft below the MVA/MIA EXAMPLE− within those areas and along those routes described in “Resume the Mudde One Arrival, comply with facility directives.

restrictions.” REFERENCE− “Cleared direct Luxor, resume the Ksino One arrival, FAAO JO 7210.3, Para 3−9−5, Establishing Diverse Vector Area/s comply with restrictions.” (DVA).

Vectoring 5−6−2

JO 7110.65U 2/9/12

Section 7. Speed Adjustment

5−7−1. APPLICATION (3) Clean configurations.

Keep speed adjustments to the minimum necessary to (d) Ensure that aircraft are allowed to operate in a clean configuration as long as circumstances achieve or maintain required or desired spacing.

permit.

Avoid adjustments requiring alternate decreases and increases. Permit pilots to resume normal speed when (e) Keep the number of speed adjustments per previously specified adjustments are no longer aircraft to the minimum required to achieve and needed.

maintain spacing.

NOTE− b. Do not assign speed adjustment to aircraft: It is the pilot’s responsibility and prerogative to refuse speed adjustment that he/she considers excessive or 1. At or above FL 390 without pilot consent.

contrary to the aircraft’s operating specifications.

2. Executing a published high altitude instru- a. Consider the following when applying speed ment approach procedure.

control: 3. In a holding pattern.

1. Determine the interval required and the point REFERENCE− at which the interval is to be accomplished.

FAAO JO 7110.65, Para 4−6−4 , Holding Instructions.

2. Implement speed adjustment based on the 4. Inside the final approach fix on final or a point following principles.

5 miles from the runway, whichever is closer to the runway.

(a) Priority of speed adjustment instructions is determined by the relative speed and position of the c. At the time approach clearance is issued, aircraft involved and the spacing requirement.

previously issued speed adjustments must be restated if required.

(b) Speed adjustments are not achieved instantaneously. Aircraft configuration, altitudes, d. Approach clearances cancel any previously and speed determine the time and distance required to assigned speed adjustment. Pilots are expected to accomplish the adjustment.

make their own speed adjustments to complete the approach unless the adjustments are restated.

3. Use the following techniques in speed control situations: e. Express speed adjustments in terms of knots based on indicated airspeed (IAS) in 10−knot (a) Compensate for compression when increments. At or above FL 240, speeds may be assigning air speed adjustment in an in-trail situation expressed in terms of Mach numbers in 0.01 incre- by using one of the following techniques: ments for turbojet aircraft with Mach meters (1) Reduce the trailing aircraft first.

(i.e., Mach 0.69, 0.70, 0.71, etc.).

(2) Increase the leading aircraft first.

NOTE− 1. Pilots complying with speed adjustment instructions (b) Assign a specific airspeed if required to should maintain a speed within plus or minus 10 knots or maintain spacing.

0.02 Mach number of the specified speed.

(c) Allow increased time and distance to 2. When assigning speeds to achieve spacing between achieve speed adjustments in the following aircraft at different altitudes, consider that ground speed situations: may vary with altitude. Further speed adjustment may be necessary to attain the desired spacing.

(1) Higher altitudes.

REFERENCE− (2) Greater speed. FAAO JO 7110.65, Para 5−7−2 , Methods.

Speed Adjustment 5−7−1 JO 7110.65U 2/9/12 U.S. Flight Information Region, in offshore Class E 5−7−2. METHODS airspace below 10,000 feet MSL. However, in airspace a. Instruct aircraft to: underlying a Class B airspace area designated for an airport, or in a VFR corridor designated through such as 1. Maintain present/specific speed.

a Class B airspace area, pilots are expected to comply with 2. Maintain specified speed or greater/less.

the 200 knot speed limit specified in 14 CFR Section 91.117(c). (See 14 CFR Sections 91.117(c) and 3. Maintain the highest/lowest practical speed.

91.703.)

4. Increase or reduce to a specified speed or by 3. The phrases “maintain maximum forward speed” and a specified number of knots.

“maintain slowest practical speed” are primarily intended for use when sequencing a group of aircraft. As the PHRASEOLOGY− sequencing plan develops, it may be necessary to SAY AIRSPEED.

determine the specific speed and/or make specific speed assignments.

SAY MACH NUMBER.

b. To obtain pilot concurrence for a speed MAINTAIN PRESENT SPEED.

adjustment at or above FL 390, as required by para 5−7−1, Application, use the following MAINTAIN (specific speed) KNOTS.

phraseology.

PHRASEOLOGY− MAINTAIN (specific speed) KNOTS OR GREATER.

(Speed adjustment), IF UNABLE ADVISE.

DO NOT EXCEED (speed) KNOTS.

EXAMPLE− “Reduce speed to one niner zero, if unable advise.” MAINTAIN MAXIMUM FORWARD SPEED.

c. Simultaneous speed reduction and descent can be extremely difficult, particularly for turbojet MAINTAIN SLOWEST PRACTICAL SPEED.

aircraft. Specifying which action is to be accom- INCREASE/REDUCE SPEED: plished first removes any doubt the pilot may have as to controller intent or priority . Specify which action is TO (specified speed in knots), expected first when combining speed reduction with a descent clearance.

or 1. Speed reductions prior to descent.

TO MACH (Mach number), PHRASEOLOGY− REDUCE SPEED: or TO (specified speed), (number of knots) KNOTS.

or EXAMPLE− “ Increase speed to Mach point seven two.” (number of knots) KNOTS.

“Reduce speed to two five zero.” “Reduce speed twenty knots.” THEN, DESCEND AND MAINTAIN (altitude).

“Maintain two eight zero knots.” “Maintain maximum forward speed.” 2. Speed reduction following descent.

NOTE− PHRASEOLOGY− 1. A pilot operating at or above 10,000 feet MSL on an DESCEND AND MAINTAIN (altitude).

assigned speed adjustment greater than 250 knots is expected to comply with 14 CFR Section 91.117(a) when THEN, REDUCE SPEED: cleared below 10,000 feet MSL, within domestic airspace, without notifying ATC. Pilots are expected to comply with TO (specified speed in knots), the other provisions of 14 CFR Section 91.117 without notification.

or 2. Speed restrictions of 250 knots do not apply to aircraft operating beyond 12 NM from the coastline within the Speed Adjustment 5−7−2 JO 7110.65U 2/9/12 TO MACH (Mach number), 2. If a pilot is unable to comply with the speed assignment, the pilot will advise.

or b. When an operational advantage will be realized, speeds lower than the recommended (number of knots) KNOTS.

minima may be applied.

NOTE− c. To arrival aircraft operating below 10,000 feet: When specifying descent prior to speed reduction, consider the maximum speed requirements specified in 14 CFR 1. Turbojet aircraft. A speed not less than Section 91.117. It may be necessary for the pilot to level off 210 knots; except when the aircraft is within 20 flying temporarily and reduce speed prior to descending below miles of the runway threshold of the airport of 10,000 feet MSL.

intended landing, a speed not less than 170 knots.

d. Specify combined speed/altitude fix crossing 2. Reciprocating engine and turboprop aircraft.

restrictions.

A speed not less than 200 knots; except when the PHRASEOLOGY− aircraft is within 20 flying miles of the runway CROSS (fix) AT AND MAINTAIN (altitude) AT (specified threshold of the airport of intended landing, a speed speed) KNOTS.

not less than 150 knots.

EXAMPLE− d. Departures: “Cross Robinsville at and maintain six thousand at two three zero knots.” 1. Turbojet aircraft. A speed not less than 230 knots.

REFERENCE− FAAO JO 7110.65, Para 2−4−17 , Numbers Usage.

2. Reciprocating engine and turboprop aircraft.

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

A speed not less than 150 knots.

e. Helicopters. A speed not less than 60 knots.

5−7−3. MINIMA REFERENCE− When assigning airspeeds, use the following FAAO JO 7110.65, Para 5−7−2 , Methods.

recommended minima: 5−7−4. TERMINATION a. To aircraft operating between FL 280 and Advise aircraft when speed adjustment is no longer 10,000 feet, a speed not less than 250 knots or the needed.

equivalent Mach number.

PHRASEOLOGY− NOTE− RESUME NORMAL SPEED.

1. On a standard day the Mach numbers equivalent to 250 knots CAS (subject to minor variations) are: NOTE− FL 240−0.6 An instruction to “resume normal speed” does not delete FL 250−0.61 speed restrictions that are applicable to published FL 260−0.62 procedures of upcoming segments of flight, unless FL 270−0.64 specifically stated by ATC. This does not relieve the pilot FL 280−0.65 of those speed restrictions which are applicable to 14 CFR FL 290−0.66. Section 91.117.

Speed Adjustment 5−7−3

JO 7110.65U 2/9/12

Section 8. Radar Departures

a straight climb of 400 feet be specified where turns greater 5−8−1. PROCEDURES than 15 degrees are required.

Use standard departure routes and channelized 2. Consider known aircraft performance characteristics altitudes whenever practical to reduce coordination.

when applying initial separation to successive departing Do not, however, assign these routes solely to provide aircraft.

for possible radar or communication failure.

3. When one or both of the departure surfaces is a helipad, use the takeoff course of the helicopter as a reference, comparable to the centerline of a runway and the helipad 5−8−2. INITIAL HEADING center as the threshold.

Before departure, assign the initial heading to be a. Between aircraft departing the same runway/ flown if a departing aircraft is to be vectored helipad or parallel runways/helicopter takeoff immediately after takeoff.

courses separated by less than 2,500 feet− 1 mile if PHRASEOLOGY− courses diverge immediately after departure.

FLY RUNWAY HEADING.

(See FIG 5−8−1, FIG 5−8−2, and FIG 5−8−3.)

TURN LEFT/RIGHT, HEADING (degrees).

FIG 5−8−1 NOTE− Successive Departures TERMINAL. A purpose for the heading is not necessary, since pilots operating in a radar environment associate assigned headings with vectors to their planned route of flight.

REFERENCE− FAAO JO 7110.65, Para 4−3−2 , Departure Clearances.

FAAO JO 7110.65, Para 5−6−3 , Vectors Below Minimum Altitude.

5−8−3. SUCCESSIVE OR SIMULTANEOUS DEPARTURES TERMINAL Separate aircraft departing from the same airport/ FIG 5−8−2 heliport or adjacent airports/heliports in accordance Simultaneous Departures with the following minima provided radar identifica- tion with the aircraft will be established within 1 mile of the takeoff runway end/helipad and courses will diverge by 15 degrees or more.

NOTE− 1. FAAO 8260.19, Flight Procedures and Airspace, establishes guidelines for IFR departure turning proced- ures which assumes a climb to 400 feet above the airport elevation before a turn is commenced. FAAO 8260.3, United States Standard for Terminal Instrument Proced- ures (TERPS), the ILS missed approach criteria, requires Radar Departures 5−8−1 JO 7110.65U 2/9/12 FIG 5−8−3 runway and/or takeoff course intersection. When Simultaneous Departures applicable, apply the procedure in para 3−9−5, Anticipating Separation. (See FIG 5−8−5 and FIG 5−8−6.)

FIG 5−8−5 Intersecting Runway Departures NOTE− This procedure does not apply when a small aircraft is taking off from an intersection on the same runway behind a large aircraft or when an aircraft is departing behind a heavy jet/B757.

REFERENCE− FAAO JO 7110.65, Para 3−9−7 , Wake Turbulence Separation for Intersection Departures.

FAAO JO 7110.65, Para 3−9−8 , Intersecting Runway Separation.

FAAO JO 7110.65, Para 5−5−4 , Minima.

NOTE− b. Between aircraft departing from diverging This procedure does not apply when aircraft are departing runways: behind a heavy jet/B757.

1. Nonintersecting runways. Authorize simul- FIG 5−8−6 taneous takeoffs if runways diverge by 15 degrees or Intersecting Helicopter Course Departures more. (See FIG 5−8−4.)

FIG 5−8−4 Nonintersecting Runway Departures c. Between aircraft departing in the same direction from parallel runways/helicopter takeoff courses.

Authorize simultaneous takeoffs if the centerlines/ 2. Intersecting runways and/or helicopter takeoff courses are separated by at least 2,500 feet takeoff courses which diverge by 15 degrees or and courses diverge by 15 degrees or more more. Authorize takeoff of a succeeding aircraft immediately after departure. (See FIG 5−8−7 and when the preceding aircraft has passed the point of FIG 5−8−8.)

Radar Departures 5−8−2 JO 7110.65U 2/9/12 FIG 5−8−7 2. Consider the effect surface conditions, such as ice, Parallel Runway Departures snow, and other precipitation, may have on known aircraft performance characteristics, and the influence these conditions may have on the pilot’s ability to commence takeoff roll in a timely manner.

5−8−5. DEPARTURES AND ARRIVALS ON PARALLEL OR NONINTERSECTING DIVERGING RUNWAYS TERMINAL. Authorize simultaneous operations between an aircraft departing on a runway and an aircraft on final approach to another parallel or nonintersecting diverging runway if the departure FIG 5−8−8 course diverges immediately by at least 30 degrees Parallel Helicopter Course Departures from the missed approach course until separation is applied and provided one of the following conditions are met: NOTE− When one or both of the takeoff/landing surfaces is a helipad, consider the helicopter takeoff course as the runway centerline and the helipad center as the threshold.

a. When parallel runway thresholds are even, the runway centerlines are at least 2,500 feet apart.

(See FIG 5−8−9 and FIG 5−8−10.)

FIG 5−8−9 Parallel Thresholds are Even 5−8−4. DEPARTURE AND ARRIVAL TERMINAL. Except as provided in para 5−8−5, Departures and Arrivals on Parallel or Nonintersect- ing Diverging Runways, separate a departing aircraft from an arriving aircraft on final approach by a minimum of 2 miles if separation will increase to a minimum of 3 miles (5 miles when 40 miles or more from the antenna) within 1 minute after takeoff.

NOTE− 1. This procedure permits a departing aircraft to be released so long as an arriving aircraft is no closer than 2 miles from the runway at the time. This separation is determined at the time the departing aircraft commences takeoff roll.

Radar Departures 5−8−3 JO 7110.65U 2/9/12 FIG 5−8−10 FIG 5−8−12 Parallel Thresholds are Even Parallel Thresholds are Staggered b. When parallel runway thresholds are staggered NOTE− In the event of a missed approach by a heavy jet/B757, and: apply the procedures in para 3−9−6 , Same Runway Separation, or para 3−9−8 , Intersecting Runway Separa- 1. The arriving aircraft is approaching the tion, ensure that the heavy jet does not overtake or cross in nearer runway: the centerlines are at least 1,000 feet front of an aircraft departing from the adjacent parallel apart and the landing thresholds are staggered at least runway.

500 feet for each 100 feet less than 2,500 the 2. The arriving aircraft is approaching the centerlines are separated. (See FIG 5−8−11 and farther runway: the runway centerlines separation FIG 5−8−12.)

exceeds 2,500 feet by at least 100 feet for each 500 feet the landing thresholds are staggered.

FIG 5−8−11 (See FIG 5−8−13.)

Parallel Thresholds are Staggered FIG 5−8−13 Parallel Thresholds are Staggered Radar Departures 5−8−4 JO 7110.65U 2/9/12 c. When nonintersecting runways diverge by d. When the aircraft on takeoff is a helicopter, hold 15 degrees or more and runway edges do not touch. the helicopter until visual separation is possible or (See FIG 5−8−14.) apply the separation criteria in subparas a, b, or c.

REFERENCE− FIG 5−8−14 FAAO JO 7110.65, Para 5−8−4 , Departure and Arrival.

Diverging Nonintersecting Runways Radar Departures 5−8−5

JO 7110.65U 2/9/12

Section 9. Radar Arrivals

5−9−1. VECTORS TO FINAL APPROACH 2. The maximum range selected on the radar COURSE display is 150 NM; or 3. An adjacent radar display is set at 125 NM or Except as provided in para 7−4−2, Vectors for Visual less, configured for the approach in use, and is Approach, vector arriving aircraft to intercept the utilized for the vector to the final approach course.

final approach course: 4. If unable to comply with subparas 1, 2, or 3 a. At least 2 miles outside the approach gate unless above, issue the clearance in accordance with one of the following exists: para 4−8−1, Approach Clearance.

1. When the reported ceiling is at least 500 feet REFERENCE− above the MVA/MIA and the visibility is at least FAAO JO 7110.65, Para 4−8−1 , Approach Clearance.

FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

3 miles (report may be a PIREP if no weather is reported for the airport), aircraft may be vectored to intercept the final approach course closer than 2 miles 5−9−2. FINAL APPROACH COURSE outside the approach gate but no closer than the INTERCEPTION approach gate.

a. Assign headings that will permit final approach 2. If specifically requested by the pilot, aircraft course interception on a track that does not exceed the may be vectored to intercept the final approach interception angles specified in TBL 5−9−1.

course inside the approach gate but no closer than the TBL 5−9−1 final approach fix.

Approach Course Interception Angle EXCEPTION. Conditions 1 and 2 above do not Distance from interception Maximum interception apply to RNAV aircraft being vectored for a GPS or point to approach gate angle RNAV approach.

Less than 2 miles or triple 20 degrees simultaneous ILS/MLS b. For a precision approach, at an altitude not approaches in use above the glideslope/glidepath or below the 2 miles or more 30 degrees minimum glideslope intercept altitude specified on (45 degrees for helicopters) the approach procedure chart.

b. If deviations from the final approach course are c. For a nonprecision approach, at an altitude observed after initial course interception, apply the which will allow descent in accordance with the following: published procedure.

1. Outside the approach gate: apply procedures NOTE− in accordance with subpara a, if necessary, vector the A pilot request for an “evaluation approach,” or a aircraft for another approach.

“coupled approach,” or use of a similar term, indicates the pilot desires the application of subparas a and b.

2. Inside the approach gate: inform the pilot of d. EN ROUTE. The following provisions are the aircraft’s position and ask intentions.

required before an aircraft may be vectored to the PHRASEOLOGY− final approach course: (Ident) (distance) MILE(S) FROM THE AIRPORT, (distance) MILE(S) RIGHT/LEFT OF COURSE, SAY 1. The approach gate and a line (solid or INTENTIONS.

broken), depicting the final approach course starting NOTE− at or passing through the approach gate and extending The intent is to provide for a track course intercept angle away from the airport, be displayed on the radar judged by the controller to be no greater than specified by scope; for a precision approach, the line length must this procedure.

extend at least the maximum range of the localizer; REFERENCE− for a nonprecision approach, the line length must FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals, and extend at least 10NM outside the approach gate; and Section 10, Radar Approaches− Terminal.

Radar Arrivals 5−9−1 JO 7110.65U 2/9/12 c. EN ROUTE. When using a radar scope range 1. Established on a segment of a published route above 125 NM, the controller must solicit and receive or instrument approach procedure, or s ee FIG 5−9−1 a pilot report that the aircraft is established on the Example 1.

final approach course. If the pilot has not reported FIG 5−9−1 established by the final approach gate, inform the Arrival Instructions pilot of his/her observed position and ask intentions.

NOTE− It may be difficult to accurately determine small distances when using very large range settings.

5−9−3. VECTORS ACROSS FINAL APPROACH COURSE Inform the aircraft whenever a vector will take it across the final approach course and state the reason for such action.

NOTE− In the event you are unable to so inform the aircraft, the pilot is not expected to turn inbound on the final approach course unless approach clearance has been issued.

PHRASEOLOGY− EXPECT VECTORS ACROSS FINAL FOR (purpose).

EXAMPLE− “EXPECT VECTORS ACROSS FINAL FOR SPACING.” REFERENCE− FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

5−9−4. ARRIVAL INSTRUCTIONS Issue all of the following to an aircraft before it reaches the approach gate: a. Position relative to a fix on the final approach course. If none is portrayed on the radar display or if none is prescribed in the procedure, issue position information relative to the navigation aid which provides final approach guidance or relative to the airport.

b. Vector to intercept the final approach course if required.

c. Approach clearance except when conducting a radar approach. Issue approach clearance only after the aircraft is: Radar Arrivals 5−9−2 JO 7110.65U 2/9/12 EXAMPLE− FIG 5−9−2 1. Aircraft 1 was vectored to the final approach course but Arrival Instructions clearance was withheld. It is now at 4,000 feet and established on a segment of the instrument approach procedure. “Seven miles from X-RAY. Cleared I−L−S runway three six approach.” (See FIG 5−9−1.)

2. Aircraft 2 is being vectored to a published segment of the final approach course, 4 miles from LIMA at 2,000 feet.

The MVA for this area is 2,000 feet. “Four miles from LIMA. Turn right heading three four zero. Maintain two thousand until established on the localizer. Cleared I−L−Srunway three six approach.” (See FIG 5−9−1.)

3. Aircraft 3 is being vectored to intercept the final approach course beyond the approach segments, 5 miles from Alpha at 5,000 feet. the MVA for this area is 4,000 feet.

“Five miles from Alpha. Turn right heading three three zero. Cross Alpha at or above four thousand. Cleared I−L−Srunway three six approach.” (See FIG 5−9−1.)

4. Aircraft 4 is established on the final approach course beyond the approach segments, 8 miles from Alpha at 6,000 feet. The MVA for this area is 4,000 feet. “Eight miles from Alpha. Cross Alpha at or above four thousand.

Cleared I−L−S runway three six approach.” (See FIG 5−9−1.)

2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure.

(See FIG 5−9−2 thru FIG 5−9−4 .)

EXAMPLE− The aircraft is being vectored to a published segment of the MLS final approach course, 3 miles from Alpha at 4,000 feet. The MVA for this area is 4,000 feet.

“Three miles from Alpha. Turn left heading two one zero.

Maintain four thousand until established on the azimuth course. Cleared M−L−S runway one eight approach.” (See FIG 5−9−2.)

Radar Arrivals 5−9−3 JO 7110.65U 2/9/12 FIG 5−9−3 FIG 5−9−5 Arrival Instructions Arrival Instruction s EXAMPLE− The aircraft is en route to Delta waypoint at 6,000 feet. The MVA for this area is 4,000 feet. “Cross Delta at or above four thousand. Cleared M−L−S runway one eight approach.” (See FIG 5−9−3.)

FIG 5−9−4 Arrival Instructions EXAMPLE− The aircraft is being vectored to the intermediate fix FORRE for an RNAV approach. “Seven miles from FOORE, cleared direct FORRE, cross FORRE at or above four thousand, cleared RNAV runway one eight approach.” NOTE− 1. The altitude assigned must assure IFR obstruction clearance from the point at which the approach clearance is issued until established on a segment of a published route or instrument approach procedure.

2. If the altitude assignment is VFR-on-top, it is conceivable that the pilot may elect to remain high until EXAMPLE− arrival over the final approach fix which may require the The aircraft is being vectored to an MLS curved approach, pilot to circle to descend so as to cross the final approach 3 miles from X-ray at 3,000 feet. “Three miles from X-ray.

fix at an altitude that would permit landing.

Turn right heading three three zero. Maintain three thou- sand until established on the azimuth course. Cleared 3. Aircraft being vectored to the intermediate fix in M−L−Srunway one eight approach.” FIG 5−9−5 must meet all the provisions described in (See FIG 5−9−4.) subpara 4−8−1 b4.

Radar Arrivals 5−9−4 JO 7110.65U 2/9/12 EXAMPLE− d. Instructions to do one of the following: 1. Aircraft 1: The aircraft is in the straight in area of the NOTE− TAA. “Seven miles from CENTR, Cleared R−NAV Runway The principal purpose of this paragraph is to ensure that One Eight Approach.” frequency changes are made prior to passing the final 2. Aircraft 2: The aircraft is in the left base area of the TAA.

approach fix. However, at times it will be desirable to retain “One five miles from LEFTT, Cleared GPS Runway One an aircraft on the approach control frequency to provide a single-frequency approach or other radar services. When Eight Approach.” this occurs, it will be necessary to relay tower clearances 3. Aircraft 3: The aircraft is in the right base area of the or instructions to preclude changing frequencies prior to TAA. “Four miles from WRITE, Cleared FMS Runway One landing or approach termination.

Eight Approach.” 1. Monitor local control frequency, reporting to the tower when over the approach fix. 5−9−5. APPROACH SEPARATION RESPONSIBILITY 2. Contact the tower on local control frequency.

a. The radar controller performing the approach REFERENCE− control function is responsible for separation of radar FAAO JO 7110.65, Para 4−8−8 , Communications Release.

arrivals unless visual separation is provided by the 3. Contact the final controller on the appropriate tower, or a letter of agreement/facility directive frequency if radar service will be provided on final on authorizes otherwise. Radar final controllers ensure a different frequency.

that established separation is maintained between aircraft under their control and other aircraft REFERENCE− FAAO JO 7110.65, Para 5−10−8 , Final Controller Changeover.

established on the same final approach course.

NOTE− 4. When radar is used to establish the final The radar controller may be a controller in an ARTCC, a approach fix, inform the pilot that after being advised terminal facility, or a tower controller when authorized to that he/she is over the fix he/she is to contact the tower perform the approach control function in a terminal area.

on local control frequency.

REFERENCE− EXAMPLE− FAAO JO 7110.65, Para 2−1−19 , Wake Turbulence.

FAAO JO 7110.65, Section 5, Radar Separation, Para 5−5−1 , “Three miles from final approach fix. Turn left heading Application.

zero one zero. Maintain two thousand until established on FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

the localizer. Cleared I−L−S runway three six approach. I FAAO JO 7110.65, Para 5−5−4 , Minima.

FAAO JO 7210.3, Para 2−1−15, Authorization for Separation Services will advise when over the fix.” by Towers.

“Over final approach fix. Contact tower one one eight b. When timed approaches are being conducted, point one.” the radar controller must maintain the radar separation specified in para 6−7−5, Interval Minima, NOTE− until the aircraft is observed to have passed the final ARSR may be used for establishment of initial approach and intermediate approach fixes only. ASR must be used to approach fix inbound (nonprecision approaches) or establish the final approach fix.

the OM or the fix used in lieu of the outer marker (precision approaches) and is within 5 miles of the REFERENCE− FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

runway on the final approach course or until visual FAAO JO 7110.65, Para 5−9−7 , Simultaneous Independent ILS/MLS separation can be provided by the tower.

Approaches− Dual & Triple.

REFERENCE− e. Where a Terminal Arrival Area (TAA) has been FAAO JO 7110.65, Para 5−4−6 , Receiving Controller Handoff.

FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

established to support RNAV approaches, inform the FAAO JO 7110.65, Para 5−9−6 , Parallel Dependent ILS/MLS aircraft of its position relative to the appropriate IAF Approaches.

and issue the approach clearance. (See FIG 5−9−6.)

FAAO JO 7110.65, Para 6−7−2 , Approach Sequence.

Radar Arrivals 5−9−5 JO 7110.65U 2/9/12 FIG 5−9−6 Basic “T” Design

Plan view

#1

CENTR

LEFTT

IF(IAF)

WRITE

IAF

IAF

#3

FAF

MAP

Runway 18

#2

Missed Approach Holding Fix

Radar Arrivals 5−9−6 JO 7110.65U 2/9/12 FIG 5−9−8 5−9−6. PARALLEL DEPENDENT ILS/MLS Parallel Dependent ILS/MLS Approaches APPROACHES TERMINAL a. Apply the following minimum separation when conducting parallel dependent ILS, MLS, or ILS and MLS approaches: 1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn on.

2. Provide a minimum of 1.5 miles radar separation diagonally between successive aircraft on adjacent localizer/azimuth courses when runway centerlines are at least 2,500 feet but no more than 4,300 feet apart.

FIG 5−9−7 Parallel Dependent ILS/MLS Approaches EXAMPLE− In FIG 5−9−8, Aircraft 2 is 2 miles from heavy Aircraft 1.

Aircraft 3 is a small aircraft and is 6 miles from Aircraft 1.

*The resultant separation between Aircrafts 2 and 3 is 4.2 miles.

4. Provide the minimum applicable radar separation between aircraft on the same final approach course.

REFERENCE− FAAO JO 7110.65, Section 5, Radar Separation, Para 5−5−4 , Minima.

b. The following conditions are required when applying the minimum radar separation on adjacent localizer/azimuth courses allowed in subpara a: 1. Apply this separation standard only after aircraft are established on the parallel final approach course.

2. Straight-in landings will be made.

3. Missed approach procedures do not conflict.

4. Aircraft are informed that approaches to both runways are in use. This information may be provided EXAMPLE− through the ATIS.

In FIG 5−9−7, Aircraft 2 is 1.5 miles from Aircraft 1, and 5. Approach control must have the interphone Aircraft 3 is 1.5 miles or more from Aircraft 2. The resultant capability of communicating directly with the local separation between Aircrafts 1 and 3 is at least 2.5 miles.

controller at locations where separation responsibil- 3. Provide a minimum of 2 miles radar ity has not been delegated to the tower.

separation diagonally between successive aircraft on NOTE− adjacent localizer/azimuth courses where runway The interphone capability is an integral part of this centerlines are more than 4,300 feet but no more than procedure when approach control has the sole separation 9,000 feet apart.

responsibility.

Radar Arrivals 5−9−7 JO 7110.65U 2/9/12 REFERENCE− (b) Triple parallel approaches to airports FAAO JO 7110.65, Para 5−9−5 , Approach Separation Responsibility.

where the airport field elevation is 1,000 feet MSL or FAAO JO 7210.3, Para 2−1−15, Authorization for Separation Services by Towers. more require the high resolution color monitor with alert algorithms and an approved FAA aeronautical c. Consideration should be given to known factors study.

that may in any way affect the safety of the instrument 5. Provide the minimum applicable radar approach phase of flight, such as surface wind direction and velocity, wind shear alerts/reports, separation between aircraft on the same final severe weather activity, etc. Closely monitor weather approach course.

activity that could impact the final approach course.

REFERENCE− FAAO JO 7110.65, Para 5−5−4 , Minima.

Weather conditions in the vicinity of the final approach course may dictate a change of approach in b. The following conditions are required when use.

applying the minimum separation on adjacent dual or triple ILS/MLS courses allowed in subpara a: REFERENCE− FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

1. Straight-in landings will be made.

2. ILS, MLS, radar, and appropriate frequencies 5−9−7. SIMULTANEOUS INDEPENDENT are operating normally.

ILS/MLS APPROACHES− DUAL & TRIPLE 3. Inform aircraft that simultaneous ILS/MLS TERMINAL approaches are in use prior to aircraft departing an outer fix. This information may be provided through a. Apply the following minimum separation when the ATIS.

conducting simultaneous independent ILS, MLS, or 4. Clear the aircraft to descend to the ILS and MLS approaches: appropriate glideslope/glidepath intercept altitude 1. Provide a minimum of 1,000 feet vertical or soon enough to provide a period of level flight to a minimum of 3 miles radar separation between dissipate excess speed. Provide at least 1 mile of aircraft during turn-on to parallel final approach.

straight flight prior to the final approach course intercept.

NOTE− 1. During triple parallel approaches, no two aircraft will NOTE− be assigned the same altitude during turn-on. All Not applicable to curved and segmented MLS approaches.

three aircraft will be assigned altitudes which differ by a 5. An NTZ at least 2,000 feet wide is established minimum of 1,000 feet. Example: 3,000, 4,000, 5,000; an equal distance between extended runway final 7,000, 8,000, 9,000.

approach courses and must be depicted on the 2. Communications transfer to the tower controller’s monitor display. The primary responsibility for frequency must be completed prior to losing vertical navigation on the final approach course rests with the separation between aircraft.

pilot. Control instructions and information are issued only to ensure separation between aircraft and to 2. Dual parallel runway centerlines are at least prevent aircraft from penetrating the NTZ.

4,300 feet apart.

6. Monitor all approaches regardless of weather.

3. Triple parallel runway centerlines are at least Monitor local control frequency to receive any 5,000 feet apart and the airport field elevation is less aircraft transmission. Issue control instructions as than 1,000 feet MSL.

necessary to ensure aircraft do not enter the NTZ.

4. A high-resolution color monitor with alert NOTE− algorithms, such as the final monitor aid or that 1. Separate monitor controllers, each with transmit/ required in the precision runway monitor program receive and override capability on the local control must be used to monitor approaches where: frequency, must ensure aircraft do not penetrate the depicted NTZ. Facility directives must define responsibility (a) Triple parallel runway centerlines are at for providing the minimum applicable longitudinal least 4,300 but less than 5,000 feet apart and the separation between aircraft on the same final approach airport field elevation is less than 1,000 feet MSL.

course.

Radar Arrivals 5−9−8 JO 7110.65U 2/9/12 2. The aircraft is considered the center of the primary are not limited to wind direction/velocity, wind-shear radar return for that aircraft, or, if an FMA or other color alerts/reports, severe weather activity, etc. Closely final monitor aid is used, the center of the digitized target monitor weather activity that could impact the final of that aircraft, for the purposes of ensuring an aircraft approach course. Weather conditions in the vicinity does not penetrate the NTZ. The provisions of para 5−5−2 , of the final approach course may dictate a change of Target Separation, apply also.

approach in use.

c. The following procedures must be used by the REFERENCE− FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.

final monitor controllers: FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

1. Instruct the aircraft to return to the correct final approach course when aircraft are observed to 5−9−8. SIMULTANEOUS INDEPENDENT overshoot the turn-on or to continue on a track which DUAL ILS/MLS APPROACHES− HIGH will penetrate the NTZ.

UPDATE RADAR PHRASEOLOGY− TERMINAL YOU HAVE CROSSED THE FINAL APPROACH a. Authorize simultaneous independent ILS, COURSE. TURN (left/right) IMMEDIATELY AND MLS, or ILS and MLS approaches to parallel dual RETURN TO LOCALIZER/AZIMUTH COURSE, runways with centerlines separated by at least or 3,000 feet with one localizer offset by 2.5 degrees using a precision runway monitor system with a TURN (left/right) AND RETURN TO THE 1.0 second radar update system and when centerlines LOCALIZER/AZIMUTH COURSE.

are separated by 3,400 to 4,300 feet when precision runway monitors are utilized with a radar update rate 2. Instruct aircraft on the adjacent final of 2.4 seconds or less; and approach course to alter course to avoid the deviating aircraft when an aircraft is observed penetrating or in 1. Provide a minimum of 1,000 feet vertical or the controller’s judgment will penetrate the NTZ.

a minimum of 3 miles radar separation between PHRASEOLOGY− aircraft during turn-on to parallel final approach.

TRAFFIC ALERT, (call sign), TURN (right/left) NOTE− IMMEDIATELY HEADING (degrees), CLIMB AND Communications transfer to the tower controller’s MAINTAIN (altitude).

frequency must be completed prior to losing vertical separation between aircraft.

3. Terminate radar monitoring when one of the following occurs: 2. Provide the minimum applicable radar separation between aircraft on the same final (a) Visual separation is applied.

approach course.

(b) The aircraft reports the approach lights or REFERENCE− runway in sight.

FAAO JO 7110.65, Para 5−5−4 , Minima.

b. The following conditions are required when (c) The aircraft is 1 mile or less from the applying the minimum separation on dual ILS/MLS runway threshold, if procedurally required and courses allowed in subpara a: contained in facility directives.

1. Straight-in landings will be made.

4. Do not inform the aircraft when radar monitoring is terminated.

2. ILS, MLS, radar, and appropriate frequencies are operating normally.

5. Do not apply the provisions of para 5−13−1, Monitor on PAR Equipment, for simultaneous ILS, 3. Inform aircraft that closely spaced simulta- MLS, or ILS and MLS approaches.

neous ILS/MLS approaches are in use prior to aircraft departing an outer fix. This information may be d. Consideration should be given to known factors provided through the ATIS.

that may in any way affect the safety of the instrument approach phase of flight when simultaneous ILS, 4. Clear the aircraft to descend to the MLS, or ILS and MLS approaches are being appropriate glideslope/glidepath intercept altitude conducted to parallel runways. Factors include but soon enough to provide a period of level flight to Radar Arrivals 5−9−9 JO 7110.65U 2/9/12 dissipate excess speed. Provide at least 1 mile of or straight flight prior to the final approach course intercept.

TURN (left/right) AND RETURN TO THE NOTE− LOCALIZER/AZIMUTH COURSE.

Not applicable to curved and segmented MLS approaches.

3. Instruct aircraft on the adjacent final 5. An NTZ at least 2,000 feet wide is established approach course to alter course to avoid the deviating an equal distance between extended runway final aircraft when an aircraft is observed penetrating or in approach courses and must be depicted on the the controller’s judgment will penetrate the NTZ.

monitor display. The primary responsibility for NOTE− navigation on the final approach course rests with the An instruction that may include a descent to avoid the pilot. Control instructions and information are issued deviating aircraft should only be used when there is no only to ensure separation between aircraft and to other reasonable option available to the controller. In such prevent aircraft from penetrating the NTZ.

a case, the descent must not put the aircraft below the MVA.

6. Monitor all approaches regardless of weather.

PHRASEOLOGY− Monitor local control frequency to receive any TRAFFIC ALERT, (call sign), TURN (left/right) aircraft transmission. Issue control instructions as IMMEDIATELY HEADING (DEGREES), CLIMB AND MAINTAIN (altitude).

necessary to ensure aircraft do not enter the NTZ.

4. Terminate radar monitoring when one of the 7. Separate monitor controllers, each with following occurs: transmit/receive and override capability on the local control frequency, must ensure aircraft do not (a) Visual separation is applied.

penetrate the depicted NTZ. Facility directives must (b) The aircraft reports the approach lights or define the responsibility for providing the minimum runway in sight.

applicable longitudinal separation between aircraft on the same final approach course.

(c) The aircraft has landed or, in the event of NOTE− a missed approach, is one-half mile beyond the The aircraft is considered the center of the digitized target departure end of the runway.

for that aircraft for the purposes of ensuring an aircraft 5. Do not inform the aircraft when radar does not penetrate the NTZ.

monitoring is terminated.

c. The following procedures must be used by the 6. Do not apply the provisions of para 5−13−1, final monitor controllers: Monitor on PAR Equipment, for simultaneous ILS, 1. A controller must provide position informa- MLS, or ILS and MLS approaches.

tion to an aircraft that is (left/right) of the depicted d. Consideration should be given to known factors localizer centerline, and in their opinion is continuing that may in any way affect the safety of the instrument on a track that may penetrate the NTZ.

approach phase of flight when simultaneous ILS, PHRASEOLOGY− MLS, or ILS and MLS approaches are being ( Aircraft call sign) I SHOW YOU (left/right) OF THE conducted to parallel runways. Factors include but FINAL APPROACH COURSE.

are not limited to wind direction/velocity, wind-shear 2. Instruct the aircraft to return immediately to alerts/reports, severe weather activity, etc. Closely the correct final approach course when aircraft are monitor weather activity that could impact the final observed to overshoot the turn-on or continue on a approach course. Weather conditions in the vicinity track which will penetrate the NTZ.

of the final approach course may dictate a change of PHRASEOLOGY− the approach in use.

YOU HAVE CROSSED THE FINAL APPROACH REFERENCE− COURSE. TURN (left/right) IMMEDIATELY AND FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.

RETURN TO LOCALIZER/AZIMUTH COURSE.

FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

Radar Arrivals 5−9−10 JO 7110.65U 2/9/12 5−9−9. SIMULTANEOUS OFFSET straight flight prior to the final approach course INSTRUMENT APPROACHES (SOIA)− HIGH intercept.

UPDATE RADAR NOTE− Not applicable to curved and segmented MLS approaches.

TERMINAL 5. A No Transgression Zone (NTZ) at least a. Simultaneous offset independent approaches 2,000 feet wide is established an equal distance (SOIA) may be conducted at FAA designated airports between extended runway final approach courses and that have an authorization issued by the Director, must be depicted on the monitor display. The NTZ Terminal Safety and Operations Support in coordina- begins prior to the point where adjacent inbound tion with AFS with parallel runways that have aircraft first lose vertical separation and extends to a centerlines separated by less than 3,000 feet with point coincident with the location of the LDA MAP.

one localizer offset by 2.5 to 3.0 degrees using a high The primary responsibility for navigation on the final update rate surveillance system with a 1.0−second approach course rests with the pilot. Control radar update; and instructions and information are issued only to ensure separation between aircraft and to prevent aircraft 1. Provide a minimum of 1,000 feet vertical or from penetrating the NTZ.

a minimum of 3 miles radar separation between aircraft during turn−on to final approaches.

6. Monitor all approaches regardless of weather.

Monitor local control frequency to receive any NOTE− aircraft transmission. Issue control instructions as Communications transfer to the tower controller’s necessary to ensure aircraft do not enter the NTZ.

frequency must be completed prior to losing vertical separation between aircraft.

7. Separate monitor controllers, each with 2. Provide the minimum applicable radar transmit/receive and override capability on the local separation between aircraft on the same final control frequency, must ensure aircraft do not approach course.

penetrate the depicted NTZ. Facility directives must define the responsibility for providing the minimum 3. Provide the minimum applicable radar applicable longitudinal separation between aircraft separation between the LDA aircraft of a leading on the same final approach course and the minimum SOIA pair and the ILS aircraft in the subsequent applicable longitudinal separation between the LDA SOIA pair when the parallel runways have aircraft of a leading SOIA pair and the ILS aircraft in centerlines separated by less than 2500 feet.

the subsequent SOIA pair when the parallel runways REFERENCE− have centerlines separated by less than 2500 feet.

FAAO JO 7110.65, Para 5−5−4 , Minima.

NOTE− b. The following conditions are required when The aircraft is considered the center of the digitized target applying the minimum separation on ILS/MLS and for that aircraft for the purposes of ensuring an aircraft offset LDA with glideslope courses authorized in does not penetrate the NTZ.

subpara a above: c. The following procedures must be used by the final monitor controllers: 1. Straight−in landings will be made.

1. A controller must provide position informa- 2. ILS, MLS, LDA, glideslope, DME, radar, and tion to an aircraft that is (left/right) of the depicted appropriate frequencies are operating normally.

localizer centerline, and in their opinion is continuing 3. Inform aircraft that closely spaced simulta- on a track that may penetrate the NTZ.

neous ILS/MLS approaches are in use prior to aircraft PHRASEOLOGY− departing an outer fix. This information may be (Aircraft call sign) I SHOW YOU (left/right) OF THE provided through the ATIS.

FINAL APPROACH COURSE.

4. Clear the aircraft to descend to the 2. Instruct the aircraft to return immediately to appropriate glideslope/glidepath intercept altitude the correct final approach course when aircraft are soon enough to provide a period of level flight to observed to overshoot the turn−on or continue on a dissipate excess speed. Provide at least 1 mile of track which will penetrate the NTZ.

Radar Arrivals 5−9−11 JO 7110.65U 2/9/12 PHRASEOLOGY− in sight; and the pilot has the runway environment in sight.

YOU HAVE CROSSED THE FINAL APPROACH Otherwise, it is the pilot’s responsibility to execute a missed COURSE. TURN (left/right) IMMEDIATELY AND approach at the LDA MAP.

RETURN TO LOCALIZER/AZIMUTH COURSE.

e. Ensure that the LDA aircraft is positioned to facilitate the flight crew’s ability to see the ILS traffic or from the nominal clear−of−clouds point to the LDA MAP so that the flight crew can remain separated TURN (left/right) AND RETURN TO THE from that traffic visually from the LDA MAP to the LOCALIZER/AZIMUTH COURSE.

runway threshold.

3. Instruct aircraft on the adjacent final NOTE− approach course to alter course to avoid the deviating After accepting a clearance for and LDA PRM approach, aircraft when an aircraft is observed penetrating or in pilots must remain on the LDA course until passing the the controller’s judgment will penetrate the NTZ.

LDA MAP prior to alignment with the runway centerline.

NOTE− Between the LDA MAP and the runway threshold, the pilot An instruction that may include a descent to avoid the of the LDA aircraft assumes visual separation responsibil- deviating aircraft should only be used when there is no ity from the aircraft on the ILS approach, which means other reasonable option available to the controller. In such maneuvering the aircraft as necessary to avoid the ILS a case, the descent must not put the aircraft below the MVA.

traffic until landing, and providing wake turbulence avoidance, if necessary.

PHRASEOLOGY− TRAFFIC ALERT, (call sign), TURN (left/right) f. In the visual segment between the LDA MAP IMMEDIATELY HEADING (DEGREES), CLIMB AND and the runway threshold, if the pilot of the LDA MAINTAIN (altitude).

aircraft loses visual contact with the ILS traffic, the 4. Terminate radar monitoring when one of the pilot must advise ATC as soon as practical and follow following occurs: the published missed approach procedure. If neces- sary, issue alternate missed approach instructions.

(a) The ILS aircraft passes the end of the NTZ nearest the runway threshold.

g. Wake turbulence requirements between aircraft on adjacent final approach courses inside the LDA (b) The LDA aircraft passes the end of the MAP are as follows (standard in−trail wake NTZ nearest the runway threshold and has reported separation must be applied between aircraft on the the ILS aircraft in sight.

same approach course): (c) The aircraft begins the visual segment of 1. When runways are at least 2,500 feet apart, the approach.

there are no wake turbulence requirements between 5. Do not inform the aircraft when radar aircraft on adjacent final approach courses.

monitoring is terminated.

2. For runways less than 2,500 feet apart, 6. Do not apply the provisions of para 5−13−1, whenever the ceiling is greater than or equal to Monitor on PAR Equipment, for simultaneous ILS, 500 feet above the MVA, wake vortex spacing MLS, ILS and MLS, or SOIA approaches. between aircraft on adjacent final approach courses need not be applied.

d. Advise the pilot of the LDA aircraft of traffic on the adjacent ILS approach course, if that traffic will 3. For runways less than 2,500 feet apart, be a factor in the visual segment of the approach. The whenever the ceiling is less than 500 feet above the provisions of para 7−2−1, Visual Separation, MVA, wake vortex spacing between aircraft on subpara a2 concerning visual separation between adjacent final approach courses, as described in aircraft being provided by the tower must not be para 5−5−4, Minima, must be applied unless applied to aircraft conducting SOIAs. acceptable mitigating techniques and operational procedures have been documented and verified by an NOTE− AFS safety assessment and authorized by Director, Once advised, the pilot is authorized to continue past the Terminal Safety and Operations Support. The wake LDA MAP if all of the following conditions are met: turbulence mitigation techniques employed will be The pilot has the ILS traffic in sight and expects the traffic based on each airport’s specific runway geometry and to remain in sight; the pilot advises ATC that the traffic is Radar Arrivals 5−9−12 JO 7110.65U 2/9/12 meteorological conditions and implemented through b. The following conditions are required when local facility directives. applying the minimum separation on widely−spaced parallel courses allowed in subpara a: 4. Issue all applicable wake turbulence 1. Straight-in landings will be made.

advisories.

2. The approach system, radar, and appropriate REFERENCE− FAAO JO 8260.49, Para 13.0, Wake Turbulence Requirements.

frequencies are operating normally.

FAAO JO 7210.3, Para 10−4−6, Simultaneous ILS/MLS Approaches.

FAAO JO 7110.65, Para 2−1−20 , Wake Turbulence Cautionary 3. Inform aircraft that simultaneous approaches Advisories.

are in use prior to aircraft departing an outer fix. This FAAO JO 7110.65, Para 5−5−4 , Minima.

information may be provided through the ATIS.

h. Consideration should be given to known factors 4. Clear an aircraft to descend to the appropriate that may in any way affect the safety of the instrument glideslope/glidepath intercept altitude soon enough approach phase of flight when conducting SOIA to to provide a period of level flight to dissipate excess parallel runways. Factors include but are not limited speed. Provide at least 1 mile of straight flight prior to wind direction/velocity, wind−shear alerts/reports, to the final approach course intercept.

severe weather activity, etc. Closely monitor weather 5. Separate final and local controllers are activity that could impact the final approach course.

Weather conditions in the vicinity of the final required for each final. Aircraft on the final must be approach course may dictate a change of the approach on the appropriate final controller frequency for that runway.

in use.

REFERENCE− 6. Transfer of communication and monitor FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.

responsibility to the tower controller’s frequency FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

must be specified in a facility directive and/or Letter of Agreement.

5−9−10. SIMULTANEOUS INDEPENDENT c. The following procedures must be used by the APPROACHES TO WIDELY-SPACED final approach controllers: PARALLEL RUNWAYS WITHOUT FINAL NOTE− MONITORS There is no requirement for the establishment of a NTZ.

Simultaneous independent approaches to 1. Instruct the aircraft to return to the correct widely-spaced parallel runways may only be final approach course when that aircraft is observed conducted where instrument approach charts spe- to overshoot the turn-on or continue on a track which cifically authorize simultaneous approaches to deviates from the final approach course in the adjacent runways.

direction of the adjacent approach course.

TERMINAL PHRASEOLOGY− YOU HAVE CROSSED THE FINAL APPROACH a. Apply the following minimum separation when COURSE. TURN (left/right) IMMEDIATELY AND conducting simultaneous independent approaches to RETURN TO LOCALIZER/AZIMUTH COURSE, runway centerlines that are separated by more than or 9,000 feet with a field elevation at or below 5,000 feet TURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE.

MSL, or 9,200 feet between runway centerlines with a field elevation above 5,000 feet MSL: 2. Instruct aircraft on adjacent final approach course to alter course to avoid the deviating aircraft 1. Provide a minimum of 1,000 feet vertical or when an aircraft is observed, or in the controller’s a minimum of 3 miles radar separation between judgment, has deviated from the final approach aircraft during turn-on to parallel final approach.

course in the direction of the adjacent approach 2. Provide the minimum applicable radar course.

separation between aircraft on the same final PHRASEOLOGY− approach course.

TRAFFIC ALERT, (call sign), TURN (left/right) IMMEDIATELY HEADING (degrees), CLIMB AND REFERENCE− FAAO JO 7110.65, para 5-5-4, Minima. MAINTAIN (altitude) Radar Arrivals 5−9−13 JO 7110.65U 2/9/12 3. Terminate radar monitoring when one of the d. Consideration should be given to known factors following occurs: that may in any way affect the safety of the instrument approach phase of flight when simultaneous (a) Visual separation is applied.

approaches are being conducted to parallel runways.

Factors include, but are not limited to, wind (b) The aircraft reports the approach lights or direction/velocity, wind-shear alerts/reports, severe runway in sight.

weather activity, etc. Closely monitor weather activity that could impact the final approach course.

(c) The aircraft is 1 mile or less from the Weather conditions in the vicinity of the final runway threshold, if procedurally required, and approach course may dictate a change of approach in contained in facility directives.

use.

REFERENCE− 4. Do not inform the aircraft when radar FAAO JO 7110.65, Para 5113, Radar Service Termination.

monitoring is terminated.

FAAO JO 7110.65, Para 592, Final Approach Course Interception.

Radar Arrivals 5−9−14

JO 7110.65U 2/9/12

Section 10. Radar Approaches− Terminal

5−10−1. APPLICATION 3. Issue any known changes classified as special weather observations as soon as possible. Special a. Provide radar approaches in accordance with weather observations need not be issued after they are standard or special instrument approach procedures.

included in the ATIS broadcast and the pilot states the appropriate ATIS broadcast code.

b. A radar approach may be given to any aircraft upon request and may be offered to aircraft in distress 4. Pertinent information on known airport regardless of weather conditions or to expedite conditions if they are considered necessary to the safe traffic.

operation of the aircraft concerned.

NOTE− 5. Lost communication procedures as specified Acceptance of a radar approach by a pilot does not waive in para 5−10−4, Lost Communications.

the prescribed weather minima for the airport or for the particular aircraft operator concerned. The pilot is b. Before starting final approach: responsible for determining if the approach and landing NOTE− are authorized under the existing weather minima.

1. ASR approach procedures may be prescribed for REFERENCE− specific runways, for an airport/heliport, and for FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

helicopters only to a “point-in-space,“ i.e., a MAP from FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

which a helicopter must be able to proceed to the landing area by visual reference to a prescribed surface route.

5−10−2. APPROACH INFORMATION 2. Occasionally, helicopter PAR approaches are available to runways where conventional PAR approaches have been a. Issue the following information to an aircraft established. In those instances where the two PAR that will conduct a radar approach. Current approach approaches serve the same runway, the helicopter information contained in the ATIS broadcast may be approach will have a steeper glide slope and a lower omitted if the pilot states the appropriate ATIS decision height. By the controllers designating the broadcast code. All items listed below, except for approach to be flown, the helicopter pilot understands subpara 3 may be omitted after the first approach if which of the two approaches he/she has been vectored for repeated approaches are made and no change has and which set of minima apply.

occurred. Transmissions with aircraft in this phase of 1. Inform the aircraft of the type of approach, the approach should occur approximately every runway, airport, heliport, or other point, as minute.

appropriate, to which the approach will be made.

REFERENCE− Specify the airport name when the approach is to a FAAO JO 7110.65, Para 4−7−10 , Approach Information.

secondary airport.

1. Altimeter setting.

PHRASEOLOGY− 2. If available, ceiling and visibility if the THIS WILL BE A P−A−R/SURVEILLANCE APPROACH ceiling at the airport of intended landing is reported TO: below 1,000 feet or below the highest circling minimum, whichever is greater, or if the visibility is RUNWAY (runway number), less than 3 miles. Advise pilots when weather or information is available via the Automated Weather Observing System (AWOS)/Automated Surface (airport name) AIRPORT, RUNWAY (runway number), Observing System (ASOS) and, if requested, issue the appropriate frequency.

or NOTE− Automated weather observing systems may be set to (airport name) AIRPORT/HELIPORT.

provide one minute updates. This one minute data may be useful to the pilot for possible weather trends. Controllers THIS WILL BE A COPTER P−A−R APPROACH TO: provide service based solely on official weather, i.e., hourly and special observations. RUNWAY (runway number), Radar Approaches− Terminal 5−10−1 JO 7110.65U 2/9/12 PHRASEOLOGY− or TURN LEFT/RIGHT. STOP TURN.

c. After turn on to final approach has been made (airport name) AIRPORT, RUNWAY (runway number), and prior to the aircraft reaching the approach gate, or instruct the aircraft to make half-standard rate turns.

PHRASEOLOGY− (airport name) AIRPORT/HELIPORT.

MAKE HALF-STANDARD RATE TURNS.

2. For surveillance approaches, specify the REFERENCE− location of the MAP in relation to the runway/airport/ FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

heliport.

PHRASEOLOGY− MISSED APPROACH POINT IS (distance) MILE(S) 5−10−4. LOST COMMUNICATIONS FROM RUNWAY/AIRPORT/HELIPORT, When weather reports indicate that an aircraft will or for a point-in-space approach, likely encounter IFR weather conditions during the approach, take the following action as soon as A MISSED APPROACH POINT (distance) MILE(S) possible after establishing radar identification and (direction from landing area) OF (airport name) radio communications (may be omitted after the first AIRPORT/HELIPORT.

approach when successive approaches are made and EXAMPLE− the instructions remain the same): Helicopter point-in-space approach: NOTE− “Army copter Zulu Two, this will be a surveillance Air traffic control facilities at U.S. Army and U.S. Air Force approach to a missed approach point, three point five miles installations are not required to transmit lost communica- south of Creedon Heliport.” tions instructions to military aircraft. All military facilities will issue specific lost communications instructions to civil REFERENCE− FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

aircraft when required.

c. Inform an aircraft making an approach to an a. If lost communications instructions will require airport not served by a tower that no traffic or landing the aircraft to fly on an unpublished route, issue an runway information is available for that airport.

appropriate altitude to the pilot. If the lost communications instructions are the same for both PHRASEOLOGY− pattern and final, the pattern/vector controller must NO TRAFFIC OR LANDING RUNWAY INFORMATION issue both. Advise the pilot that if radio communica- AVAILABLE FOR THE AIRPORT.

tions are lost for a specified time interval (not more REFERENCE− than 1 minute) on vector to final approach, 15 seconds FAAO JO 7110.65, Para 2−7−2 , Altimeter Setting Issuance Below Lowest Usable FL.

on a surveillance final approach, or 5 seconds on a FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

PAR final approach to: 1. Attempt contact on a secondary or a tower 5−10−3. NO-GYRO APPROACH frequency.

When an aircraft will make a no-gyro surveillance or 2. Proceed in accordance with visual flight rules a PAR approach: if possible.

a. Before issuing a vector, inform the aircraft of 3. Proceed with an approved nonradar the type of approach.

approach, or execute the specific lost communica- PHRASEOLOGY− tions procedure for the radar approach being used.

THIS WILL BE A NO-GYRO SURVEILLANCE/P−A−R NOTE− APPROACH.

The approved procedures are those published on the FAA b. Instruct the aircraft when to start and stop turn.

Forms 8260 or applicable military document.

Radar Approaches− Terminal 5−10−2 JO 7110.65U 2/9/12 REFERENCE− PHRASEOLOGY− FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

IF NO TRANSMISSIONS ARE RECEIVED FOR (time FAAO JO 7110.65, Para 5−10−2 , Approach Information.

interval) IN THE PATTERN OR FIVE/FIFTEEN FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

SECONDS ON FINAL APPROACH, ATTEMPT CONTACT ON (frequency), AND 5−10−5. RADAR CONTACT LOST If radar contact is lost during an approach and the if the possibility exists, aircraft has not started final approach, clear the PROCEED VFR. IF UNABLE: aircraft to an appropriate NAVAID/fix for an instrument approach.

if approved, REFERENCE− FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

PROCEED WITH (nonradar approach), MAINTAIN FAAO JO 7110.65, Para 5−10−14 , Final Approach Abnormalities.

FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

(altitude) UNTIL ESTABLISHED ON/OVER FIX/ NAVAID/APPROACH PROCEDURE, 5−10−6. LANDING CHECK or USA/USN. Advise the pilot to perform landing check while the aircraft is on downwind leg and in (alternative instructions).

time to complete it before turning base leg. If an incomplete pattern is used, issue this before handoff PHRASEOLOGY− to the final controller for a PAR approach, or before USN. For ACLS operations using Mode I, IA, and II, starting descent on final approach for surveillance IF NO TRANSMISSIONS ARE RECEIVED FOR approach.

FIVE SECONDS AFTER LOSS OF DATA LINK, PHRASEOLOGY− ATTEMPT CONTACT ON (frequency), AND PERFORM LANDING CHECK.

REFERENCE− if the possibility exists, FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

PROCEED VFR. IF UNABLE: 5−10−7. POSITION INFORMATION if approved, Inform the aircraft of its position at least once before starting final approach.

PROCEED WITH (nonradar approach), MAINTAIN (altitude) UNTIL ESTABLISHED ON/OVER FIX/ PHRASEOLOGY− NAVAID/APPROACH PROCEDURE, (Number) MILES (direction) OF (airport name) AIRPORT, or or (alternative instructions).

(number) MILES (direction) OF (airport name) AIRPORT b. If the final approach lost communications ON DOWNWIND/BASE LEG.

instructions are changed, differ from those for the REFERENCE− FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

pattern, or are not issued by the pattern controller, FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

they must be issued by the final controller.

5−10−8. FINAL CONTROLLER c. If the pilot states that he/she cannot accept a lost CHANGEOVER communications procedure due to weather condi- When instructing the aircraft to change frequency for tions or other reasons, request the pilot’s intention.

final approach guidance, include the name of the facility.

NOTE− The pilot is responsible for determining the adequacy of PHRASEOLOGY− lost communications procedures with respect to aircraft CONTACT (name of facility) FINAL CONTROLLER ON performance, equipment capability, or reported weather. (frequency).

Radar Approaches− Terminal 5−10−3 JO 7110.65U 2/9/12 REFERENCE− REFERENCE− FAAO JO 7110.65, Para 2−1−17 , Radio Communications Transfer. FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception. FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

FAAO JO 7110.65, Para 5−9−4 , Arrival Instructions.

FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

5−10−12. LOW APPROACH AND TOUCH- AND-GO 5−10−9. COMMUNICATIONS CHECK Before an aircraft which plans to execute a low On initial contact with the final controller, ask the approach or touch-and-go begins final descent, issue aircraft for a communication check.

appropriate departure instructions to be followed upon completion of the approach. Climb-out PHRASEOLOGY− instructions must include a specific heading and (Aircraft call sign), (name of facility) FINAL altitude except when the aircraft will maintain VFR CONTROLLER. HOW DO YOU HEAR ME?

and contact the tower.

REFERENCE− FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

PHRASEOLOGY− FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

AFTER COMPLETING LOW APPROACH/TOUCH AND GO: 5−10−10. TRANSMISSION CLIMB AND MAINTAIN (altitude).

ACKNOWLEDGMENT TURN (right or left) HEADING (degrees)/FLY RUNWAY After contact has been established with the final HEADING, controller and while on the final approach course, instruct the aircraft not to acknowledge further or transmissions.

PHRASEOLOGY− MAINTAIN VFR, CONTACT TOWER, DO NOT ACKNOWLEDGE FURTHER TRANS- MISSIONS.

or REFERENCE− FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception. (other instructions as appropriate).

FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

NOTE− This may be omitted after the first approach if instructions remain the same.

5−10−11. MISSED APPROACH REFERENCE− Before an aircraft starts final descent for a full stop FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

landing and weather reports indicate that any portion of the final approach will be conducted in IFR 5−10−13. TOWER CLEARANCE conditions, issue a specific missed approach procedure approved for the radar approach being a. When an aircraft is on final approach to an conducted.

airport served by a tower, obtain a clearance to land, touch-and-go, or make low approach. Issue the PHRASEOLOGY− YOUR MISSED APPROACH PROCEDURE IS (missed clearance and the surface wind to the aircraft.

approach procedure).

b. If the clearance is not obtained or is canceled, NOTE− inform the aircraft and issue alternative instructions.

1. The specific missed approach procedure is published on PHRASEOLOGY− FAA Form 8260−4 or applicable military document.

TOWER CLEARANCE CANCELED/NOT RECEIVED 2. USAF. At locations where missed approach instruc- (alternative instructions).

tions are published in base flying regulations, controllers REFERENCE− need not issue missed approach instructions to locally FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

assigned/attached aircraft. FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

Radar Approaches− Terminal 5−10−4 JO 7110.65U 2/9/12 REFERENCE− 5−10−14. FINAL APPROACH FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

ABNORMALITIES FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

Instruct the aircraft if runway environment not in sight, execute a missed approach if previously given; 5−10−15. MILITARY SINGLE FREQUENCY or climb to or maintain a specified altitude and fly a APPROACHES specified course whenever the completion of a safe approach is questionable because one or more of the a. Utilize single frequency approach procedures following conditions exists. The conditions in as contained in a letter of agreement.

subparas a, b, and c do not apply after the aircraft b. Do not require a frequency change from aircraft passes decision height on a PAR approach.

on a single frequency approach after the approach has EXAMPLE− begun unless: Typical reasons for issuing missed approach instructions: “Radar contact lost.” 1. Landing or low approach has been “Too high/low for safe approach.” completed.

“Too far right/left for safe approach.” 2. The aircraft is in visual flight rules (VFR) REFERENCE− FAAO JO 7110.65, Para 5−12−7 , Position Advisories.

conditions during daylight hours.

a. Safety limits are exceeded or radical target 3. The pilot requests the frequency change.

deviations are observed.

4. An emergency situation exists.

b. Position or identification of the aircraft is in doubt.

5. The aircraft is cleared for a visual approach.

c. Radar contact is lost or a malfunctioning radar 6. The pilot cancels instrument flight rules is suspected.

(IFR).

PHRASEOLOGY− (Reason) IF RUNWAY/APPROACH LIGHTS/RUNWAY c. Accomplish the following steps to complete LIGHTS NOT IN SIGHT, EXECUTE MISSED communications transfer on single frequency APPROACH/(alternative instructions).

approaches after completion of a handoff: NOTE− 1. Transferring controller: Position transmitter If the pilot requests, approval may be granted to proceed selectors to preclude further transmissions on the with the approach via ILS or another navigational aid/approach aid. special use frequencies.

REFERENCE− 2. Receiving controller: Position transmitter FAAO JO 7110.65, Para 5−10−5 , Radar Contact Lost.

and receiver selectors to enable communications on d. Airport conditions or traffic preclude approach the special use frequencies.

completion.

3. Do not require or expect the flight to check on PHRASEOLOGY− frequency unless an actual frequency change is EXECUTE MISSED APPROACH/(alternative instruc- transmitted to the pilot.

tions), (reason).

Radar Approaches− Terminal 5−10−5

JO 7110.65U 2/9/12

Section 11. Surveillance Approaches− Terminal

NOTE− 5−11−1. ALTITUDE INFORMATION Pilots are normally expected to furnish the aircraft approach category to the controller when it is determined Provide recommended altitudes on final approach if that the surveillance approach will terminate in a circle to the pilot requests. If recommended altitudes are land maneuver. If this information is not voluntarily given, requested, inform the pilot that recommended solicit the aircraft approach category from the pilot, and altitudes which are at or above the published MDA then issue him/her the applicable circling MDA.

will be given for each mile on final.

PHRASEOLOGY− REFERENCE− PREPARE TO DESCEND IN (number) MILE(S).

FAAO JO 7210.3, Para 10−5−7, Recommended Altitudes for Surveillance Approaches.

for straight-in approaches, FAAO JO 7110.65, Para 5−1 1−5, Final Approach Guidance.

PHRASEOLOGY− MINIMUM DESCENT ALTITUDE (altitude).

RECOMMENDED ALTITUDES WILL BE PROVIDED FOR EACH MILE ON FINAL TO MINIMUM DESCENT for circling approaches, ALTITUDE/CIRCLING MINIMUM DESCENT ALTITUDE.

REQUEST YOUR AIRCRAFT APPROACH CATEGORY.

(Upon receipt of aircraft approach category), PUBLISHED CIRCLING MINIMUM DESCENT 5−11−2. VISUAL REFERENCE REPORT ALTITUDE (altitude).

Aircraft may be requested to report the runway, 5−11−4. DESCENT INSTRUCTIONS approach/runway lights, or airport in sight. Heli- copters making a “point-in-space” approach may be When an aircraft reaches the descent point, issue one requested to report when able to proceed to the of the following as appropriate: landing area by visual reference to a prescribed REFERENCE− FAAO JO 7110.65, Para 5−12−10 , Elevation Failure.

surface route.

a. Unless a descent restriction exists, advise the PHRASEOLOGY− aircraft to descend to the MDA.

REPORT (runway, approach/runway lights or airport) IN PHRASEOLOGY− SIGHT.

(Number) MILES FROM RUNWAY/AIRPORT/ HELIPORT. DESCEND TO YOUR MINIMUM DESCENT REPORT WHEN ABLE TO PROCEED VISUALLY TO ALTITUDE.

AIRPORT/HELIPORT.

b. When a descent restriction exists, specify the prescribed restriction altitude. When the aircraft has 5−11−3. DESCENT NOTIFICATION passed the altitude limiting point, advise to continue descent to MDA.

a. Issue advance notice of where descent will begin and issue the straight-in MDA prior to issuing PHRASEOLOGY− (Number) MILES FROM RUNWAY/AIRPORT/ final descent for the approaches.

HELIPORT. DESCEND AND MAINTAIN (restriction NOTE− altitude).

The point at which descent to the minimum descent altitude is authorized is the final approach fix unless an altitude DESCEND TO YOUR MINIMUM DESCENT ALTITUDE.

limiting stepdown-fix is prescribed.

5−11−5. FINAL APPROACH GUIDANCE b. When it is determined that the surveillance approach will terminate in a circle to land maneuver, a. Issue course guidance, inform the aircraft when request the aircraft approach category from the pilot. it is on course, and frequently inform the aircraft of After receiving the aircraft approach category, any deviation from course. Transmissions with provide him/her with the applicable circling MDA aircraft on surveillance final approach should occur prior to issuing final descent for the approach. approximately every 15 seconds.

Surveillance Approaches− Terminal 5−11−1 JO 7110.65U 2/9/12 PHRASEOLOGY− in-space” approach, he/she reports able to proceed to HEADING (heading), the landing area by visual reference to a prescribed surface route.

ON COURSE, c. When approach guidance is discontinued in or accordance with subpara a and the aircraft has reported the runway or approach/runway lights in SLIGHTLY/WELL LEFT/RIGHT OF COURSE.

sight, advise the aircraft of its position and to proceed NOTE− visually.

Controllers should not key the radio transmitter PHRASEOLOGY− continuously during radar approaches to preclude a lengthy communications block. The decision on how often (Distance) MILE(S) FROM RUNWAY/AIRPORT/ transmitters are unkeyed is the controller’s prerogative. HELIPORT, b. Issue trend information, as required, to indicate or target position with respect to the extended runway centerline and to describe the target movement as OVER MISSED APPROACH POINT.

appropriate corrections are issued. Trend information may be modified by the terms “RAPIDLY” and PROCEED VISUALLY (additional instructions/clearance “SLOWLY” as appropriate. as required.)

EXAMPLE− d. When approach guidance is discontinued in “Going left/right of course.” accordance with subpara a above and the aircraft has “Left/right of course and holding/correcting.” not reported the runway or approach/runway lights in c. Inform the aircraft of its distance from the sight, advise the aircraft of its position and to execute a missed approach unless the runway or approach/ runway, airport/heliport, or MAP, as appropriate, runway lights are in sight or, if a “point-in-space” each mile on final.

approach, unless able to proceed visually.

PHRASEOLOGY− (Number) MILE(S) FROM RUNWAY/AIRPORT/ PHRASEOLOGY− HELIPORT OR MISSED APPROACH POINT.

(Distance) MILE(S) FROM RUNWAY, d. Recommended altitudes must be furnished, if or requested, in accordance with para 5−11−1, Altitude Information.

OVER MISSED APPROACH POINT.

PHRASEOLOGY− IF RUNWAY, If requested, or ALTITUDE SHOULD BE (altitude).

APPROACH/RUNWAY LIGHTS NOT IN SIGHT, EXECUTE MISSED APPROACH/(missed approach 5−11−6. APPROACH GUIDANCE instructions). (Additional instructions/clearance, as TERMINATION required.)

a. Discontinue surveillance approach guidance (Distance and direction) FROM AIRPORT/HELIPORT/ when: MISSED APPROACH POINT.

1. Requested by the pilot.

IF UNABLE TO PROCEED VISUALLY, EXECUTE 2. In your opinion, continuation of a safe MISSED APPROACH. (Additional instructions/clear- approach to the MAP is questionable. ance, if required.)

NOTE− 3. The aircraft is over the MAP.

Terminal instrument approach procedures and flight b. Surveillance approach guidance may be inspection criteria require establishment of a MAP for each discontinued when the pilot reports the runway or procedure including the point to which satisfactory radar approach/runway lights in sight or if a “point- guidance can be provided.

Surveillance Approaches− Terminal 5−11−2

JO 7110.65U 2/9/12

Section 12. PAR Approaches− Terminal

5−12−1. GLIDEPATH NOTIFICATION b. Issue trend information as required, to indicate target position with respect to the azimuth and Inform the aircraft when it is approaching glidepath elevation cursors and to describe target movement as (approximately 10 to 30 seconds before final appropriate corrections are issued. Trend information descent).

may be modified by the terms “RAPIDLY” or PHRASEOLOGY− “SLOWLY,” as appropriate.

APPROACHING GLIDEPATH.

EXAMPLE− “Going above/below glidepath.” “Going right/left of course.” 5−12−2. DECISION HEIGHT (DH) “Above/below glidepath and coming down/up.” NOTIFICATION “Above/below glidepath and holding.” Provide the DH to any pilot who requests it. “Left/right of course and holding/correcting.” REFERENCE− PHRASEOLOGY− FAAO JO 7110.65, Para 5−12−7 , Position Advisories.

DECISION HEIGHT (number of feet).

FAAO JO 7110.65, Para 5−13−3 , Monitor Information.

5−12−3. DESCENT INSTRUCTION 5−12−5. DISTANCE FROM TOUCHDOWN When an aircraft reaches the point where final Inform the aircraft of its distance from touchdown at descent is to start, instruct it to begin descent.

least once each mile on final approach.

PHRASEOLOGY− PHRASEOLOGY− BEGIN DESCENT.

(Number of miles) MILES FROM TOUCHDOWN.

5−12−4. GLIDEPATH AND COURSE 5−12−6. DECISION HEIGHT INFORMATION Inform the aircraft when it reaches the published a. Issue course guidance and inform the aircraft decision height.

when it is on glidepath and on course, and frequently PHRASEOLOGY− inform the aircraft of any deviation from glidepath or AT DECISION HEIGHT.

course. Transmissions with aircraft on precision final approach should occur approximately every 5−12−7. POSITION ADVISORIES 5 seconds.

a. Continue to provide glidepath and course PHRASEOLOGY− information prescribed in para 5−12−4, Glidepath HEADING (heading).

and Course Information, subparas a and b, until the ON GLIDEPATH. aircraft passes over threshold.

NOTE− ON COURSE, Glidepath and course information provided below decision height is advisory only. 14 CFR Section 91.175 outlines or pilot responsibilities for descent below decision height.

SLIGHTLY/WELL ABOVE/BELOW GLIDEPATH. b. Inform the aircraft when it is passing over the approach lights.

SLIGHTLY/WELL LEFT/RIGHT OF COURSE.

PHRASEOLOGY− NOTE− OVER APPROACH LIGHTS.

Controllers should not key the radio transmitter c. Inform the aircraft when it is passing over the continuously during radar approaches to preclude a landing threshold and inform it of its position with lengthy communications block. The decision on how often respect to the final approach course.

transmitters are unkeyed is the controller’s prerogative.

PAR Approaches− Terminal 5−12−1 JO 7110.65U 2/9/12 PHRASEOLOGY− NOTE− OVER LANDING THRESHOLD, (position with respect to Communications transfer instructions should be delayed course). slightly until the aircraft is on the landing roll-out to preclude diversion of the pilot’s attention during transition REFERENCE− and touchdown.

FAAO JO 7110.65, Para 5−10−14 , Final Approach Abnormalities.

REFERENCE− FAAO JO 7110.65, Para 2−1−17 , Radio Communications Transfer.

5−12−8. APPROACH GUIDANCE TERMINATION 5−12−10. ELEVATION FAILURE a. Discontinue precision approach guidance a. If the elevation portion of PAR equipment fails when: during a precision approach: 1. Requested by the pilot.

1. Discontinue PAR instructions and tell the 2. In your opinion, continuation of a safe aircraft to take over visually or if unable, to execute approach to the landing threshold is questionable.

a missed approach. If the aircraft executes a missed approach, apply subpara 2 below.

3. The aircraft passes over landing threshold.

PHRASEOLOGY− 4. The pilot reports the runway/approach lights NO GLIDEPATH INFORMATION AVAILABLE. IF in sight and requests to or advises that he/she will RUNWAY, APPROACH/RUNWAY LIGHTS, NOT IN proceed visually.

SIGHT, EXECUTE MISSED APPROACH/(alternative instructions).

NOTE− A pilot’s report of “runway in sight” or “visual” is not a 2. If a surveillance approach, ASR or PAR request to proceed visually.

without glide slope, is established for the same runway, inform the aircraft that a surveillance b. When precision approach guidance is discon- approach can be given. Use ASR or the azimuth tinued in accordance with subpara a, advise the portion of the PAR to conduct the approach and apply aircraft of its position and to proceed visually.

Chapter 5, Radar, Section 11, Surveillance PHRASEOLOGY− Approaches− Terminal. When the PAR azimuth is (Distance) MILE(S) FROM TOUCHDOWN, PROCEED used, inform the pilot that mileage information will VISUALLY (additional instructions/clearance as be from touchdown, and at those runways where required).

specific minima have been established for PAR without glideslope, inform the pilot that the PAR c. After a pilot has reported the runway/approach azimuth will be used for the approach.

lights in sight and requested to or advised that he/she will proceed visually, and has been instructed to EXAMPLE− proceed visually, all PAR approach procedures must 1. Approach information when PAR azimuth used: be discontinued.

“This will be a surveillance approach to runway three six.

Mileages will be from touchdown.” d. Continue to monitor final approach and or frequency. Pilots must remain on final controller’s “This will be a surveillance approach to runway three six frequency until touchdown or otherwise instructed.

using P−A−R azimuth. Mileages will be from touchdown.” REFERENCE− 2. Descent Instructions: FAAO JO 7110.65, Para 5−10−14 , Final Approach Abnormalities.

“Five miles from touchdown, descend to your minimum descent altitude/minimum altitude.” 5−12−9. COMMUNICATION TRANSFER REFERENCE− FAAO JO 7110.65, Para 5−10−2 , Approach Information.

FAAO JO 7110.65, Para 5−1 1−4, Descent Instructions.

Issue communications transfer instructions.

b. If the elevation portion of the PAR equipment is PHRASEOLOGY− inoperative before starting a precision approach, CONTACT (terminal control function) (frequency, if apply subpara a2.

required) AFTER LANDING.

PAR Approaches− Terminal 5−12−2 JO 7110.65U 2/9/12 NOTE− 5−12−11. SURVEILLANCE UNUSABLE The display of the NAVAID or DME fix in accordance with PAR approaches may be conducted when the ASR is para 5−3−2 , Primary Radar Identification Methods, is not unusable provided a nonradar instrument approach required provided the NAVAID or DME fix can be will position the aircraft over a navigational aid or correlated on a PAR scope.

DME fix within the precision radar coverage, or an adjacent radar facility can provide a direct radar handoff to the PAR controller.

PAR Approaches− Terminal 5−12−3

JO 7110.65U 2/9/12

Section 13. Use of PAR for Approach

Monitoring− Terminal

5−13−1. MONITOR ON PAR EQUIPMENT PHRASEOLOGY− (Reason), RADAR MONITORING NOT AVAILABLE, USAF not applicable. Aircraft conducting precision (alternative instructions).

or nonprecision approaches must be monitored by NOTE− PAR equipment if the PAR final approach course Approach monitoring is a vital service, but during the coincides with the NAVAID final approach course approach, the controller acts primarily as a safety observer from the final approach fix to the runway and one of and does not actually guide the aircraft. Loss of the radar the following conditions exists: monitoring capability (and thus availability) is no reason to terminate an otherwise good instrument approach.

NOTE− Advise the pilot that radar contact has been lost (or other 1. The provisions of this section do not apply to monitoring reason as appropriate), that radar monitoring is not simultaneous ILS, MLS, or ILS and MLS approaches.

available, and of actions for the pilot to take in either 2. This procedure is used in PAR facilities operated by the proceeding with or breaking off the approach; i.e., contact FAA and other military services at joint-use civil/military tower, remain on PAR frequency, etc.

locations and military installations during the operational hours of the PAR.

5−13−3. MONITOR INFORMATION a. The reported weather is below basic VFR When approaches are monitored, take the following minima.

action: b. USA Not applicable. At night.

a. Advise the pilot executing a nonprecision approach that glidepath advisories are not provided.

c. Upon request of the pilot.

Do this prior to the pilot beginning the final descent.

REFERENCE− FAAO JO 7110.65, Para 5−9−7 , Simultaneous Independent ILS/MLS PHRASEOLOGY− Approaches− Dual & Triple.

GLIDEPATH ADVISORIES WILL NOT BE PROVIDED.

b. Inform the aircraft when passing the final 5−13−2. MONITOR AVAILABILITY approach fix (nonprecision approaches) or when passing the outer marker or the fix used in lieu of the a. Inform the aircraft of the frequency on which outer marker (precision approaches).

monitoring information will be transmitted if it will not be the same as the communication frequency used PHRASEOLOGY− for the approach. PASSING (FIX).

c. Advise the pilot of glidepath trend information PHRASEOLOGY− RADAR MONITORING ON LOCALIZER VOICE (precision approaches) and course trend information (frequency), to indicate target position and movement with respect to the elevation or azimuth cursor when the aircraft and if applicable, target corresponds to a position of well above/below the glidepath or well left/right of course and CONTACT (terminal control function) (frequency, if whenever the aircraft exceeds the radar safety limits.

required) AFTER LANDING.

Repeat if no correction is observed.

b. If the approach is not monitored, inform the EXAMPLE− aircraft that radar monitoring is not available.

Course trend information: “(Ident), well right/left of P−A−R course, drifting further PHRASEOLOGY− right/left.” RADAR MONITORING NOT AVAILABLE.

c. If conditions prevent continued monitor after Glidepath trend information: the aircraft is on final approach, advise the pilot. State “(Ident), well above/below P−A−R glidepath.” the reason and issue alternate procedures as REFERENCE− appropriate.

FAAO JO 7110.65, Para 5−12−4 , Glidepath and Course Information.

Use of PAR for Approach Monitoring− Terminal 5−13−1 JO 7110.65U 2/9/12 d. If, after repeated advisories, the aircraft is e. Provide monitor information until the aircraft is observed proceeding outside the safety limits or a over the landing threshold or commences a circling radical target deviation is observed, advise the approach.

aircraft if unable to proceed visually, to execute a f. Provide azimuth monitoring only at locations missed approach. Issue a specific altitude and where the MLS glidepath and the PAR glidepath are heading if a procedure other than the published not coincidental.

missed approach is to be executed.

REFERENCE− PHRASEOLOGY− FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.

(Position with respect to course or glidepath). IF NOT VISUAL, ADVISE YOU EXECUTE MISSED APPROACH (alternative instructions).

Use of PAR for Approach Monitoring− Terminal 5−13−2

JO 7110.65U 2/9/12

Section 14. Automation− En Route

5−14−1. CONFLICT ALERT (CA) AND 3. The CA/MCI alert may not be suppressed or MODE C INTRUDER (MCI) ALERT inhibited at or for another control position without being coordinated.

a. When a CA or MCI alert is displayed, evaluate the reason for the alert without delay and take appropriate action.

5−14−2. EN ROUTE MINIMUM SAFE ALTITUDE WARNING (E-MSAW) NOTE− DARC does not have CA/MCI alert capability.

a. When an E-MSAW alert is displayed, immedi- REFERENCE− ately analyze the situation and take the appropriate FAAO JO 7110.65, Para 2−1−6 , Safety Alert.

action to resolve the alert.

b. If another controller is involved in the alert, NOTE− initiate coordination to ensure an effective course of Caution should be exercised when issuing a clearance to an action. Coordination is not required when immediate aircraft in reaction to an E-MSAW alert to ensure that action is dictated.

adjacent MIA areas are not a factor.

c. Suppressing/Inhibiting CA/MCI alert.

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

1. The controller may suppress the display of a CA/MCI alert from a control position with the b. The controller may suppress the display of an application of one of the following suppress/inhibit E-MSAW alert from his/her control position with the computer functions: application of one of the following suppress/inhibit computer functions: (a) The Conflict Suppress (CO) function may be used to suppress the CA/MCI display between 1. The specific alert suppression message may specific aircraft for a specific alert.

be used to inhibit the E-MSAW alerting display on a single flight for a specific alert.

NOTE− See NAS−MD−678 for the EARTS conflict suppress 2. The indefinite alert suppression message message.

must be used exclusively to inhibit the display of (b) The Group Suppression (SG) function E-MSAW alerts on aircraft known to be flying at an must be applied exclusively to inhibit the displaying altitude that will activate the alert feature of one or of alerts among military aircraft engaged in special more MIA areas within an ARTCC.

military operations where standard en route separa- NOTE− tion criteria does not apply.

1. The indefinite alert suppression message will remain in NOTE− effect for the duration of the referenced flight’s active status Special military operations where the SG function would within the ARTCC unless modified by controller action.

typically apply involve those activities where military 2. The indefinite alert suppression message would aircraft routinely operate in proximities to each other that typically apply to military flights with clearance to fly are less than standard en route separation criteria; i.e., air low-level type routes that routinely require altitudes below refueling operations, ADC practice intercept operations, established minimum IFR altitudes.

etc.

2. The computer entry of a message suppressing c. The computer entry of a message suppressing or a CA/MCI alert constitutes acknowledgment for the inhibiting E-MSAW alerts constitutes acknowledg- alert and signifies that appropriate action has or will ment for the alert and indicates that appropriate action be taken. has or will be taken to resolve the situation.

Automation− En Route 5−14−1 JO 7110.65U 2/9/12 5−14−3. COMPUTER ENTRY OF ASSIGNED Mode C targets and data blocks by entering ALTITUDE appropriate altitude limits and display filters to include, as a minimum, the altitude stratum of the The data block must always reflect the current status sector plus: of the aircraft unless otherwise specified in a facility a. 1,200 feet above the highest and below the directive. Whenever an aircraft is cleared to maintain lowest altitude or flight level of the sector where an altitude different from that in the flight plan 1,000 feet vertical separation is applicable; and database, enter into the computer one of the following: b. 2,200 feet above the highest and below the NOTE− lowest flight level of the sector where 2,000 feet A facility directive may be published deleting the interim vertical separation is applicable.

altitude computer entry requirements of subpara b. The NOTE− directive would apply to those conditions where heavy 1. The data block, for purposes of this paragraph, must traffic or sector complexity preclude meeting these entry contain the beacon code and Mode C altitude at a requirements.

minimum.

REFERENCE− 2. Exception to these requirements may be authorized for FAAO JO 7210.3, Para 8−2−7, Waiver to Interim Altitude Requirements. specific altitudes in certain ARTCC sectors if defined in appropriate facility directives and approved by the a. The new assigned altitude if the aircraft will En Route and Oceanic Operations Area Director.

(climb or descend to and) maintain the new altitude, REFERENCE− or FAAO JO 7110.65, Para 5−1−2 , Alignment Accuracy Check.

b. An interim altitude if the aircraft will (climb or 5−14−6. SECTOR ELIGIBILITY descend to and) maintain the new altitude for a short period of time and subsequently be recleared to the The use of the OK function is allowed to override altitude in the flight plan database or a new altitude or sector eligibility only when one of the following a new interim altitude.

conditions is met: NOTE− a. Prior coordination is effected.

Use of the interim altitude function will ensure that the data block reflects the actual status of the aircraft and eliminate b. The flight is within the control jurisdiction of superfluous altitude updates.

the sector.

5−14−4. ENTRY OF REPORTED ALTITUDE 5−14−7. COAST TRACKS Whenever Mode C altitude information is either not Do not use coast tracks in the application of either available or is unreliable, enter reported altitudes into radar or nonradar separation criteria.

the computer as follows: 5−14−8. CONTROLLER INITIATED COAST NOTE− Altitude updates are required to assure maximum accuracy TRACKS in applying slant range correction formulas.

a. Initiate coast tracks only in Flight Plan Aided a. When an aircraft reaches the assigned altitude.

Tracking (FLAT) mode, except “free” coast tracking may be used as a reminder that aircraft without b. When an aircraft at an assigned altitude is issued corresponding computer-stored flight plan informa- a clearance to climb or descend.

tion are under your control.

c. A minimum of each 10,000 feet during climb to NOTE− or descent from FL 180 and above.

1. To ensure tracks are started in FLAT mode, perform a start track function at the aircraft’s most current reported position, then immediately “force” the track into coast 5−14−5. SELECTED ALTITUDE LIMITS tracking by performing another start function with “CT” The display of Mode C targets and limited data blocks option in field 64. Making amendments to the stored route is necessary for application of Merging Target with trackball entry when the aircraft is rerouted, and Procedures. Sectors must ensure the display of repositioning the data block to coincide with the aircraft’s Automation− En Route 5−14−2 JO 7110.65U 2/9/12 position reports are methods of maintaining a coast track NOTE− in FLAT mode. FTPD is an automation parameter, normally set to 15 miles, that is compared with the tracked target’s 2. DARC does not have the capability to initiate coast perpendicular distance from the stored flight plan route. If tracks.

the track is within the parameter miles, it is eligible for b. Prior to initiating a coast track, ensure the “FLAT tracking.” PTUI is an automation parameter, following: normally set to 3 minutes, that is compared against the 1. A departure message or progress report difference between the calculated time of arrival and the corresponding with the aircraft’s current position is actual time of arrival over a fix. If the difference is greater than PTUI, the flight plan’s stored data will be revised and entered into the computer.

fix-time update messages will be generated.

2. The track being started is within the Posted c. As soon as practicable after the aircraft is in Time Update Interval (PTUI) of the aircraft’s radar surveillance, initiate action to cause radar computer-estimated position and the Flight Plan tracking to begin on the aircraft.

Track Position Difference (FTPD) distance of the aircraft’s flight plan route.

Automation− En Route 5−14−3

JO 7110.65U 2/9/12

Section 15. Automated Radar Terminal

Systems (ARTS)− Terminal

5−15−1. APPLICATION a. Inform all appropriate positions before termin- ating or reinstating use of the terminal automation ARTS/STARS may be used for identifying aircraft system at a control position. When terminating the assigned a discrete beacon code, maintaining identity use of terminal automation systems, all pertinent of targets, and performing handoffs of these targets flight data of that position must be transferred or between controllers.

terminated.

NOTE− b. Inform other interfaced facilities of scheduled USAF/USN. Where PIDP/DAIR equipment is capable of and unscheduled shutdowns.

performing the functions described in this section, it may be used accordingly.

c. Initiate a track/tag on all aircraft to the maximum extent possible. As a minimum, aircraft identification should be entered, and automated 5−15−2. RESPONSIBILITY handoff functions should be used.

This equipment does not relieve the controller of the d. Assigned altitude, if displayed, must be kept responsibility to ensure proper identification, main- current at all times. Climb and descent arrows, where tenance of identity, handoff of the correct target available, must be used to indicate other than level associated with the alphanumeric data, and separa- flight.

tion of aircraft.

e. The automatic altitude readout of an aircraft under another controller’s jurisdiction may be used 5−15−3. FUNCTIONAL USE for vertical separation purposes without verbal In addition to other uses specified herein, terminal coordination provided: automation may be used for the following functions: 1. Operation is conducted using single site radar a. Tracking.

coverage.

b. Tagging.

2. Prearranged coordination procedures are contained in a facility directive in accordance with c. Handoff.

para 5−4−10, Prearranged Coordination, and FAAO 7210.3, para 3−7−7, Prearranged Coordi- d. Altitude information.

nation.

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

3. Do not use Mode C to effect vertical e. Coordination.

separation within a Mosaic radar configuration.

f. Ground speed.

5−15−5. INFORMATION DISPLAYED g. Identification.

a. Two-letter ICAO designators or three-letter designators, as appropriate, must be used unless 5−15−4. SYSTEM REQUIREMENTS program limitations dictate the use of a single letter alpha prefix.

Use terminal automation systems as follows: b. Use of the inhibit/select functions to remove NOTE− Locally developed procedures, operating instructions, and displayed information no longer required must be in training material are required because of differences in accordance with local directives, which should equipment capability. Such locally developed procedures ensure maximum required use of the equipment.

must be supplemental to those contained in this section and c. Information displayed must be in accordance must be designed to make maximum use of the ARTS with national orders and specified in local directives.

equipment.

Automated Radar Terminal Systems (ARTS)− Terminal 5−15−1 JO 7110.65U 2/9/12 5−15−6. CA/MCI 4. CA/MCI alert may not be suppressed or inhibited at or for another control position without a. When a CA or MCI alert is displayed, evaluate being coordinated.

the reason for the alert without delay and take appropriate action.

5−15−7. INHIBITING MINIMUM SAFE REFERENCE− ALTITUDE WARNING (MSAW) FAAO JO 7110.65, Para 2−1−6 , Safety Alert.

a. Inhibit MSAW processing of VFR aircraft and b. If another controller is involved in the alert, aircraft that cancel instrument flight rules (IFR) flight initiate coordination to ensure an effective course of plans unless the pilot specifically requests otherwise.

action. Coordination is not required when immediate REFERENCE− action is dictated.

FAAO JO 7110.65, Para 10−2−7 , VFR Aircraft in Weather Difficulty.

FAAO JO 7110.65, Para 10−2−8 , Radar Assistance to VFR Aircraft in c. Suppressing/Inhibiting CA/MCI alert.

Weather Difficulty.

1. The suppress function may be used to b. A low altitude alert may be suppressed from the suppress the display of a specific CA/MCI alert.

control position. Computer entry of the suppress message constitutes an acknowledgment for the alert 2. The inhibit function must only be used to and indicates that appropriate action has or will be inhibit the display of CA for aircraft routinely taken.

engaged in operations where standard separation criteria do not apply.

5−15−8. TRACK SUSPEND FUNCTION NOTE− Examples of operations where standard separation criteria Use the track suspend function only when data block do not apply are ADC practice intercept operations and air overlap in holding patterns or in proximity of the final shows.

approach create an unworkable situation. If necessary 3. Computer entry of a message suppressing a to suspend tracks, those which are not displaying CA/MCI alert constitutes acknowledgment for the automatic altitude readouts must be suspended. If the alert and signifies that appropriate action has or will condition still exists, those displaying automatic be taken. altitude readouts may then be suspended.

Automated Radar Terminal Systems (ARTS)− Terminal 5−15−2

JO 7110.65U 2/9/12

Section 16. TPX−42− Terminal

5−16−1. APPLICATION 5−16−4. SYSTEM REQUIREMENTS Use the TPX−42 system as follows: Each TPX−42 facility shall utilize the equipment to the maximum extent possible consistent with local a. TPX−42 facilities must inform adjacent facili- operating conditions.

ties of scheduled and unscheduled shutdowns.

b. To the maximum extent practicable, tags should be utilized for all controlled aircraft.

5−16−2. RESPONSIBILITY This equipment does not relieve the controller of the 5−16−5. INFORMATION DISPLAYED responsibility to ensure proper identification, main- a. Inhibiting portions of the tag must be in tenance of identity, handoff of the correct radar accordance with facility directives, which must beacon target associated with numeric data, and the ensure maximum required use of the equipment.

separation of aircraft.

b. Mode C altitude information must not be inhibited unless a ground malfunction causes 5−16−3. FUNCTIONAL USE repeated discrepancies of 300 feet or more between the automatic altitude readouts and pilot reported TPX−42 may be used for the following functions: altitudes.

a. Tagging.

5−16−6. INHIBITING LOW ALTITUDE b. Altitude information.

ALERT SYSTEM (LAAS) REFERENCE− FAAO JO 7110.65, Para 5−2−23 , Altitude Filters.

Assign a beacon code to a VFR aircraft or to an aircraft that has canceled its IFR flight plan to inhibit c. Coordination.

LAAS processing unless the aircraft has specifically d. Target identity confirmation. requested LAAS.

TPX−42− Terminal 5−16−1

JO 7110.65U 2/9/12

Chapter 6. Nonradar

Section 1. General

FIG 6−1−1 6−1−1. DISTANCE Adjacent Airport Operation −− Arrival Use mileage−based (DME and/or ATD) procedures and minima only when direct pilot/controller communi- cations are maintained.

6−1−2. NONRECEIPT OF POSITION REPORT When a position report affecting separation is not received, take action to obtain the report no later than 5 minutes after the aircraft was estimated over the fix.

FIG 6−1−2 Adjacent Airport Operation −− Departure REFERENCE− FAAO JO 7110.65, Para 9−2−7 , IFR Military Training Routes.

6−1−3. DUPLICATE POSITION REPORTS Do not require an aircraft to make the same position report to more than one facility.

6−1−4. ADJACENT AIRPORT OPERATION 6−1−5. ARRIVAL MINIMA TERMINAL TERMINAL WAKE TURBULENCE APPLICATION WAKE TURBULENCE APPLICATION Separate IFR aircraft landing behind an arriving The ATC facility providing service to heavy heavy jet/B757 by 2 minutes when arriving: jets/B757s and having control jurisdiction at adjacent a. The same runway (use 3 minutes for a small airports must separate arriving or departing IFR aircraft behind a heavy jet/B757).

aircraft on a course that will cross behind the flight path of a heavy jet/B757 − 2 minutes. b. A parallel runway separated by less than (See FIG 6−1−1 and FIG 6−1−2.) 2,500 feet.

General 6−1−1 JO 7110.65U 2/9/12 c. A crossing runway if projected flight paths will cross. (See FIG 6−1−3.)

FIG 6−1−3 Arrival Minima Landing Behind an Arriving Heavy Jet /B757 General 6−1−2

JO 7110.65U 2/9/12

Section 2. Initial Separation of Successive

Departing Aircraft

6−2−1. MINIMA ON DIVERGING COURSES 2. Within 5 minutes after takeoff− 2 minutes until courses diverge. (See FIG 6−2−2.)

Separate aircraft that will fly courses diverging by 45 degrees or more after departing the same or FIG 6−2−2 adjacent airports by use of one of the following Minima on Diverging Courses minima: NOTE− 1. Consider known aircraft performance characteristics when applying initial separation to successive departing aircraft.

2. W hen one or both of the departure surfaces is a helipad, use the takeoff course of the helicopter as a reference, comparable to the centerline of a runway and the helipad center as the threshold.

a. When aircraft will fly diverging courses: 1. Immediately after takeoff − 1 minute until courses diverge. (See FIG 6−2−1.)

3. Within 13 miles DME/ATD after takeoff − 3 miles until courses diverge. (See FIG 6−2−3.)

FIG 6−2−1 Minima on Diverging Courses FIG 6−2−3 Minima on Diverging Courses Initial Separation of Successive Departing Aircraft 6−2−1 JO 7110.65U 2/9/12 FIG 6−2−5 b. TERMINAL . Between aircraft departing in the Minima on Diverging Courses same direction from different runways whose centerlines are parallel and separated by at least 3,500 feet, authorize simultaneous takeoffs when the aircraft will fly diverging courses immediately after takeoff. (See FIG 6−2−4.)

FIG 6−2−4 Minima on Diverging Courses 2. Intersecting runways. Authorize takeoff of a succeeding aircraft when the preceding aircraft has passed the point of runway intersection, and (a) The runways diverge by 30 degrees or more. (See FIG 6−2−6.)

FIG 6−2−6 c. TERMINAL. Between aircraft that will fly Minima on Diverging Courses diverging courses immediately after takeoff from diverging runways: (See FIG 6−2−5.)

1. Nonintersecting runways. Authorize simul- taneous takeoffs when either of the following conditions exist: (a) The runways diverge by 30 degrees or more.

(b) The distance between runway centerlines at and beyond the points where takeoffs begin is at least: (1) 2,000 feet and the runways diverge by 15 to 29 degrees inclusive.

(2) 3,500 feet and the runways diverge by less than 15 degrees.

Initial Separation of Successive Departing Aircraft 6−2−2 JO 7110.65U 2/9/12 (b) The runways diverge by 15 to 29 degrees 10,000 feet or below or outside of 10 miles from the inclusive and the preceding aircraft has commenced DME NAVAID. (See FIG 6−2−8 and FIG 6−2−9.)

a turn. (See FIG 6−2−7.)

FIG 6−2−8 Minima on Same Course FIG 6−2−7 Minima on Diverging Courses FIG 6−2−9 Minima on Same Course 6−2−2. MINIMA ON SAME COURSE Separate aircraft that will fly the same course when the following aircraft will climb through the altitude assigned to the leading aircraft by using a minimum of 3 minutes until the following aircraft passes through the assigned altitude of the leading aircraft; or 5 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either Initial Separation of Successive Departing Aircraft 6−2−3

JO 7110.65U 2/9/12

Section 3. Initial Separation of Departing

and Arriving Aircraft

6−3−1. SEPARATION MINIMA f. When takeoff direction is other than in subpara d, the departing aircraft takes off so that it is a. Separate a departing aircraft from an arriving established on a course diverging by at least aircraft making an instrument approach to the same 45 degrees from the reciprocal of the final approach airport by using one of the following minima until course 5 minutes before the arriving aircraft is vertical or lateral separation is achieved: estimated at the airport or before it starts procedure b. TERMINAL. When takeoff direction differs by turn. (See FIG 6−3−2 and FIG 6−3−3.)

at least 45 degrees from the reciprocal of the final approach course, the departing aircraft takes off FIG 6−3−2 before the arriving aircraft leaves a fix inbound not Separation Minima less than 4 miles from the airport.

c. TERMINAL. When takeoff direction is other than in subpara a, the departing aircraft takes off so that it is established on a course diverging by at least 45 degrees from the reciprocal of the final approach course before the arriving aircraft leaves a fix inbound not less than 4 miles from the airport.

d. TERMINAL . When the absence of an appropri- ate fix precludes the application of subparas b or c and at airports where approach control service is not provided, the separation in subparas e or f must be applied.

e. When takeoff direction differs by at least 45 degrees from the reciprocal of the final approach FIG 6−3−3 course, the departing aircraft takes off 3 minutes Separation Minima before the arriving aircraft is estimated at the airport.

(See FIG 6−3−1.)

FIG 6−3−1 Separation Minima Initial Separation of Departing and Arriving Aircraft 6−3−1

JO 7110.65U 2/9/12

Section 4. Longitudinal Separation

6−4−1. APPLICATION 1. A departing aircraft follows a preceding aircraft which has taken off from the same or adjacent Separate aircraft longitudinally by requiring them to airport. (See FIG 6−4−1.)

do one of the following, as appropriate: FIG 6−4−1 Minima on Same Course a. Depart at a specified time.

44 Knots or More Separation b. Arrive at a fix at a specified time.

PHRASEOLOGY− CROSS (fix) AT OR BEFORE (time).

CROSS (fix) AT OR AFTER (time).

c. Hold at a fix until a specified time.

d. Change altitude at a specified time or fix.

REFERENCE− FAAO JO 7110.65, Para 4−5−7 , Altitude Information.

2. A departing aircraft follows a preceding en route aircraft which has reported over a fix serving 6−4−2. MINIMA ON SAME, CONVERGING, the departure airport. (See FIG 6−4−2.)

OR CROSSING COURSES FIG 6−4−2 Separate aircraft on the same, converging, or crossing Minima on Converging Courses 44 Knots or More Separation courses by an interval expressed in time or distance, using the following minima: a. When the leading aircraft maintains a speed at least 44 knots faster than the following aircraft − 5 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either 10,000 feet or below or outside of 10 miles from the DME NAVAID, or 3 minutes between other aircraft if, in either case, one of the following conditions is met: Longitudinal Separation 6−4−1 JO 7110.65U 2/9/12 3. An en route aircraft follows a preceding en 2. A departing aircraft follows a preceding route aircraft which has reported over the same fix. en route aircraft which has reported over a fix serving (See FIG 6−4−3.) the departure airport. (See FIG 6−4−5.)

FIG 6−4−3 FIG 6−4−5 Minima on Crossing Courses Minima on Converging Courses 44 Knots or More Separation 22 Knots or More Separation b. When the leading aircraft maintains a speed at least 22 knots faster than the following aircraft − 10 miles between DME equipped aircraft; RNAV 3. An en route aircraft follows a preceding equipped aircraft using ATD; and between DME and en route aircraft which has reported over the same fix.

ATD aircraft provided the DME aircraft is either (See FIG 6−4−6.)

10,000 feet or below or outside of 10 miles from the DME NAVAID; or 5 minutes between other aircraft FIG 6−4−6 if, in either case, one of the following conditions Minima on Crossing Courses exists: 22 Knots or More Separation 1. A departing aircraft follows a preceding aircraft which has taken off from the same or an adjacent airport. (See FIG 6−4−4.)

FIG 6−4−4 Minima on Same Course 22 Knots or More Separation Longitudinal Separation 6−4−2 JO 7110.65U 2/9/12 c. When an aircraft is climbing or descending 3. Between RNAV aircraft that are operating through the altitude of another aircraft: along an RNAV route that is eight miles or less in width− 10 miles provided the following conditions 1. Between DME equipped aircraft; RNAV are met: equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either (a) The descending aircraft is leading or the 10,000 feet or below or outside of 10 miles from the climbing aircraft is following.

DME NAVAID− 10 miles, if the descending aircraft (b) The aircraft were separated by not more is leading or the climbing aircraft is following.

than 4,000 feet when the altitude change started.

(See FIG 6−4−7 and FIG 6−4−8.)

FIG 6−4−9 FIG 6−4−7 Descending Through Another Descending Through Another Aircraft’s Aircraft’s Altitude Timed Separation Altitude DME Separation FIG 6−4−8 Climbing Through Another Aircraft’s Altitude DME Separation FIG 6−4−10 Climbing Through Another Aircraft’s Altitude Timed Separation 2. Between other aircraft− 5 minutes , if all of the following conditions are met: (See FIG 6−4−9 and FIG 6−4−10.)

(a) The descending aircraft is leading or climbing aircraft is following.

(b) The aircraft are separated by not more than 4,000 feet when the altitude change started.

(c) The change is started within 10 minutes after a following aircraft reports over a fix reported over by the leading aircraft or has acknowledged a clearance specifying the time to cross the same fix.

Longitudinal Separation 6−4−3 JO 7110.65U 2/9/12 FIG 6−4−14 d. When the conditions of subparas a, b, or c Minima for Crossing Courses Separation cannot be met− 20 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either 10,000 feet or below or outside of 10 miles from the DME NAVAID; or 10 minutes between other aircraft.

(See FIG 6−4−11, FIG 6−4−12, FIG 6−4−13, FIG 6−4−14, FIG 6−4−15, and FIG 6−4−16.)

FIG 6−4−11 Minima for Same Course Separation FIG 6−4−15 Climbing Through Another Aircraft’s Altitude Separation FIG 6−4−12 Minima for Crossing Courses Separation FIG 6−4−16 Descending Through Another Aircraft’s Altitude Separation FIG 6−4−13 Minima for Same Course Separation Longitudinal Separation 6−4−4 JO 7110.65U 2/9/12 FIG 6−4−19 e. Between aircraft, when one aircraft is using Minima for Opposite Courses Separation DME/ATD and the other is not− 30 miles if both the following conditions are met: (See FIG 6−4−17 and FIG 6−4−18.)

FIG 6−4−17 Minima for Same Course Separation NOTE− RNAV route segments that have been expanded in the proximity to reference facilities for slant-range effect are not to be considered “expanded” for purposes of applying separation criteria in this paragraph.

a. Both aircraft have reported passing NAVAIDs, FIG 6−4−18 DME fixes, or waypoints indicating they have passed Minima for Crossing Courses Separation each other. (See FIG 6−4−20.)

FIG 6−4−20 Minima for Opposite Courses Separation 1. The aircraft using DME/ATD derives dis- NOTE− tance information by reference to the same NAVAID It is not intended to limit application of this procedure only or waypoint over which the aircraft not using to aircraft operating in opposite directions along the same airway or radial. This procedure may also be applied to DME/ATD has reported.

aircraft established on diverging airways or radials of the 2. The aircraft not using DME/ATD is within same NAVAID.

15 minutes of the NAVAID.

b. Both aircraft have reported passing the same intersection/waypoint and they are at least 3 minutes 6−4−3. MINIMA ON OPPOSITE COURSES apart.

Separate aircraft traveling opposite courses by c. Two RNAV aircraft have reported passing the assigning different altitudes consistent with the same position and are at least 8 miles apart if approved vertical separation from 10 minutes before, operating along a route that is 8 miles or less in width; until 10 minutes after they are estimated to pass. or 18 miles apart if operating along an expanded Vertical separation may be discontinued after one of route; except that 30 miles must be applied if the following conditions is met: (See FIG 6−4−19.) operating along that portion of any route segment Longitudinal Separation 6−4−5 JO 7110.65U 2/9/12 defined by a navigation station requiring extended between DME equipped aircraft; RNAV equipped usable distance limitations beyond 130 miles. aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either d. An aircraft utilizing RNAV and an aircraft 10,000 feet or below or outside of 10 miles from the utilizing VOR have reported passing the same DME NAVAID.

position and the RNAV aircraft is at least 4 miles PHRASEOLOGY− beyond the reported position when operating along a MAINTAIN AT LEAST ONE ZERO MINUTES/ route that is 8 miles or less in width; 9 miles beyond TWO ZERO MILES SEPARATION FROM (ident).

the point when operating along an expanded route; except that 15 miles must be applied if operating 6−4−5. RNAV AIRCRAFT ALONG VOR along that portion of any route segment defined by a AIRWAYS/ROUTES navigation station requiring extended usable distance limitation beyond 130 miles; or 3 minutes apart Advise the pilot to use DME distances when applying whichever is greater.

DME separation to an RNAV aircraft operating along VOR airways/routes.

PHRASEOLOGY− 6−4−4. SEPARATION BY PILOTS USE DME DISTANCES.

When pilots of aircraft on the same course in direct NOTE− radio communication with each other concur, you ATD derived from area navigation devices having may authorize the following aircraft to maintain slant-range correction will not coincide with the direct longitudinal separation of 10 minutes; or 20 miles DME readout.

Longitudinal Separation 6−4−6

JO 7110.65U 2/9/12

Section 5. Lateral Separation

separation until reaching the 6−mile point. Reversing 6−5−1. SEPARATION METHODS direction, the same aircraft would require vertical Separate aircraft by one of the following methods: separation before passing the 6−mile point. Due to the nature of GPS equipment, issue crossing restrictions in a. Clear aircraft on different airways or routes reference to the next waypoint, since the pilot receives whose widths or protected airspace do not overlap.

tracking “to” data rather than tracking “from” the last b. Clear aircraft below 18,000 to proceed to and waypoint.

report over or hold at different geographical locations b. Use TBL 6−5−1 and TBL 6−5−2 to determine determined visually or by reference to NAVAIDs.

the distance required for various divergence angles to clear the airspace to be protected. For divergence that c. Clear aircraft to hold over different fixes whose falls between two values, use the lesser divergence holding pattern airspace areas do not overlap each value to obtain the distance.

other or other airspace to be protected.

d. Clear departing aircraft to fly specified TBL 6−5−1 headings which diverge by at least 45 degrees.

Non−DME Divergence Distance Minima 6−5−2. MINIMA ON DIVERGING RADIALS Divergence (Degrees) Distance (NM) a. Consider separation to exist between aircraft: 15 16 20 12 1. Established on radials of the same NAVAID 25 10 that diverge by at least 15 degrees when either aircraft 30 8 is clear of the airspace to be protected for the other aircraft. 35 7 45 6 2. With non−VOR/DME based navigational 55 5 equipment established on tracks of the same waypoint that diverge by at least 15 degrees when 90 4 either aircraft is clear of the airspace to be protected NOTE: This table is for non−DME application only.

for the other aircraft.

TBL 6−5−2 FIG 6−5−1 Divergence Minima on Diverging Radials Distance Minima Divergence Distance (NM) (Degrees) Fl 180 through Below FL 180 FL 450 15 17 18 20 13 15 25 11 13 30 9 11 35 8 11 45 7 11 55 6 11 NOTE− 90 5 11 The procedure may be applied to converging as well as NOTE: This table is for DME application and diverging aircraft. (See FIG 6−5−1.) The aircraft depicted compensates for DME slant-range error.

6 miles from the NAVAID/waypoint would require vertical Lateral Separation 6−5−1 JO 7110.65U 2/9/12 NOTE− NOTE− For altitudes of 3,000 feet or less above the elevation of the The other airspace to be protected may be a MOA, a NAVAID, DME slant-range error is negligible and the holding pattern, airway or route, ATCAA, Warning Area, values in TBL 6−5−1 may be used. Restricted Area, Prohibited Area, etc.

1. At 35 miles or less from the NAVAID− 6−5−3. DME ARC MINIMA 5 miles .

Apply lateral DME separation by requiring aircraft 2. More than 35 miles from the NAVAID− using DME to fly an arc about a NAVAID at a 10 miles.

specified distance using the following minima: PHRASEOLOGY− (See FIG 6−5−2.)

VIA (number of miles) MILE ARC (direction) OF (name of DME NAVAID).

FIG 6−5−2 DME Arc Minima 6−5−4. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES Protect airspace along other than established airways or routes as follows: (See FIG 6−5−4.)

FIG 6−5−4 Minima Along Other Than Established Airways or Routes REFERENCE− FAAO JO 7110.65, Para 2−5−2 , NAVAID Terms.

a. Between different arcs about a NAVAID regardless of direction of flight: 1. At 35 miles or less from the NAVAID− 10 miles.

2. More than 35 miles from the NAVAID− 20 miles.

b. Between an arc about a NAVAID and other REFERENCE− airspace to be protected: (See FIG 6−5−3.)

P/CG Term− Airway.

P/CG Term− Route.

FIG 6−5−3 DME Arc Minima a. Direct courses and course changes of 15 degrees or less: 1. Via NAVAIDs or radials FL 600 and below− 4 miles on each side of the route to a point 51 miles from the NAVAID, then increasing in width on a 4 / degree angle to a width of 10 miles on each side of the route at a distance of 130 miles from the NAVAID.

2. Via degree-distance fixes for aircraft author- ized under para 4−4−3, Degree−Distance Route Definition for Military Operations.

(a) Below FL 180− 4 miles on each side of the route.

Lateral Separation 6−5−2 JO 7110.65U 2/9/12 (b) FL 180 to FL 600 inclusive− 10 miles on 2. FL 180 to FL 230 inclusive− 14 miles.

each side of the route.

3. Above FL 230 to FL 600 inclusive− 17 miles.

3. Via degree-distance fixes for RNAV flights c. When course change is 91 degrees through above FL 450− 10 miles on each side of the route.

180 degrees, protect the airspace on the overflown side beginning at the point where the course changes NOTE− 1. Degree-distance RNAV flight (random routes) at FL as follows: (See FIG 6−5−6.)

450 and below are provided radar separation.

1. Below FL 180− same as subparas a1 or 2.

2. EN ROUTE. Aircraft equipped with IFR−certified GPS 2. FL 180 to FL 230 inclusive− 28 miles.

systems operating on point−to−point RNAV routes within the Anchorage Air Route Traffic Control Center (ARTCC) 3. Above FL 230 to FL 600 inclusive− 34 miles .

controlled airspace (excluding oceanic airspace), where ATC surveillance coverage is not available, may be FIG 6−5−6 provided nonradar separation, in lieu of radar separation, Overflown Side Minima when an operational advantage will be gained.

91 to 180 Degrees REFERENCE− FAAO JO 7110.65, Para 2−1−3, Procedural Preference FAAO JO 7110.65, Para 4−4−2, Route Structure Transitions FAAO JO 7110.65, Para 5−5−1, Application b. When course change is 16 degrees through 90 degrees, protect the airspace on the overflown side beginning at the point where the course changes as follows: (See FIG 6−5−5.)

FIG 6−5−5 Overflown Side Minima 16 to 90 Degrees d. After the course changes specified in sub- paras b or c have been completed and the aircraft is back on course, the appropriate minima in subpara a may be used.

REFERENCE− FAAO JO 7110.65, Para 9−2−14 , Military Operations Above FL 600.

EN ROUTE e. For aircraft equipped with IFR−certified GPS systems operating within Anchorage Air Route Traffic Control Center controlled airspace (excluding oceanic airspace) where ATC surveillance coverage is not available: 1. Aircraft must be cleared via point−to−point route segments. Points are defined as: NAVAIDS, 1. Below FL 180− same as subparas a1 or 2. intersections, airports, and waypoints.

Lateral Separation 6−5−3 JO 7110.65U 2/9/12 2. Lateral protected airspace must be 4 nautical a. When operating along a route that is 8 miles or miles (NM) either side of the projected centerline less in width− 4 miles.

between the points.

b. When operating along an expanded route− 3. Points used for navigation must be named and 9 miles, except that 15 miles must be applied along depicted on the controller video map, and/or on the that portion of any route segment requiring extended controller chart(s) located at the position.

usable distance limitation beyond 130 miles of the 4. The maximum distance between successive reference facility.

fixes/waypoints must not exceed 512 miles.

FIG 6−5−8 5. Assigned altitudes must be at or above the RNAV Minima highest minimum IFR altitude (MIA) along the projected route, including the protected airspace of that route, for the route segment being flown.

6−5−5. RNAV MINIMA− DIVERGING/ CROSSING COURSES Consider lateral separation to exist when an RNAV aircraft is beyond the point where the lateral protected airspace of that aircraft has ceased to overlap the lateral protected airspace of another by at least: (See FIG 6−5−7 and FIG 6−5−8.)

FIG 6−5−7 RNAV Minima Lateral Separation 6−5−4

JO 7110.65U 2/9/12

Section 6. Vertical Separation

6−6−1. APPLICATION 6−6−2. EXCEPTIONS Assign an altitude to an aircraft after the aircraft Assign an altitude to an aircraft only after the aircraft previously at that altitude has reported leaving the previously at that altitude has reported at or passing altitude.

through another altitude separated from the first by the appropriate minimum when: PHRASEOLOGY− REPORT LEAVING/REACHING (altitude/flight level).

a. Severe turbulence is reported.

REPORT LEAVING ODD/EVEN ALTITUDES/FLIGHT b. Aircraft are conducting military aerial LEVELS.

refueling.

REFERENCE− (If aircraft is known to be operating below the lowest FAAO JO 7110.65, Para 9−2−13 , Military Aerial Refueling.

useable flight level), c. The aircraft previously at the altitude has been: SAY ALTITUDE.

1. Issued a clearance permitting climb/descent or at pilot’s discretion.

2. Cleared to CRUISE (altitude). However, do (If aircraft is known to be operating at or above the lowest not use Mode C to effect separation with an aircraft useable flight level), on a cruise clearance.

SAY FLIGHT LEVEL.

NOTE− An aircraft assigned a cruise clearance is assigned a block or of airspace from the minimum IFR altitude up to and including the assigned cruising altitude, and climb/descent If aircraft’s position relative to the lowest useable flight within the block is at pilot’s discretion. When the pilot level is unknown), verbally reports leaving an altitude in descent, he/she may not return to that altitude.

SAY ALTITUDE OR FLIGHT LEVEL.

REFERENCE− NOTE− P/CG Term− Cruise.

Consider known aircraft performance characteristics, pilot furnished and/or Mode C detected information which 6−6−3. SEPARATION BY PILOTS indicate that climb/descent will not be consistent with the rates recommended in the AIM.

When pilots of aircraft in direct radio communication REFERENCE− with each other during climb and descent concur, you FAAO JO 7110.65, Para 2−1−3 , Procedural Preference.

FAAO JO 7110.65, Para 4−5−1 , Vertical Separation Minima.

may authorize the lower aircraft, if climbing, or the FAAO JO 7110.65, Para 7−7−3 , Separation.

upper aircraft, if descending, to maintain vertical FAAO JO 7110.65, Para 7−8−3 , Separation.

separation.

FAAO JO 7110.65, Para 7−9−4 , Separation.

Vertical Separation 6−6−1

JO 7110.65U 2/9/12

Section 7. Timed Approaches

REFERENCE− 6−7−1. APPLICATION FAAO JO 7110.65, Para 5−9−5 , Approach Separation Responsibility.

FAAO JO 7110.65, Para 6−7−4 , Level Flight Restriction.

Timed approaches using either nonradar procedures FAAO JO 7110.65, Para 6−7−7 , Missed Approaches.

or radar vectors to the final approach course may be a. Clear the succeeding aircraft for approach, to used at airports served by a tower if the following descend to the altitude vacated by the preceding conditions are met: aircraft, and to leave the final approach fix inbound NOTE− (nonprecision approach) or the outer marker or the fix These procedures require NAVAIDs and standard/special used in lieu of the outer marker inbound (precision instrument approach procedures or adequate radar approach) at a specified time; or when using radar to coverage which permit an aircraft to: sequence and position aircraft on the final approach course, vector aircraft to cross the final approach 1. Hold at a fix located on the approach course or to be fix/outer marker or the fix used in lieu of the outer radar vectored to the final approach course for a straight-in approach in accordance with the minima marker in compliance with para 6−7−5, Interval specified in para 6−7−5 , Interval Minima.

Minima .

2. Proceed in the direction of the airport along the FIG 6−7−1 approach course crossing the holding/approach fix at a Timed Approach Procedures specified altitude if required. Using ILS and Longitudinal Separation Only 3. Continue descent for an approach to destination airport.

a. Direct communication is maintained with the aircraft until the pilot is instructed to contact the tower.

b. If more than one missed approach procedure is available, none require course reversal.

c. If only one missed approach procedure is available, the following conditions are met: 1. Course reversal is not required.

2. Reported ceiling and visibility are equal to or greater than the highest prescribed circling mini- mums for the instrument approach procedure in use.

NOTE− NOTE− Determination of whether or not an existing ceiling meets FIG 6−7−1 depicts the application of timed approach minima is accomplished by comparing MDA (MSL) with procedures using an ILS and applying longitudinal ceiling (AGL) plus the airport elevation.

separation only. Using an interval of 2 minutes between REFERENCE− successive approaches, the #1 and #2 aircraft have already FAAO JO 7110.65, Para 6−7−2 , Approach Sequence.

passed the outer locator (LOM) on final approach, and the #3 aircraft has been cleared for approach and to depart the 6−7−2. APPROACH SEQUENCE LOM 2 minutes after the #2 aircraft reported leaving the LOM inbound on final approach. After aircraft in the When an aircraft passes the final approach fix approach sequence depart the holding/approach fix inbound (nonprecision approach) or the outer marker (LOM) inbound, vertical separation is no longer provided or the fix used in lieu of the outer marker inbound and longitudinal separation is utilized.

(precision approach), issue clearances for a succeed- REFERENCE− ing timed approach in accordance with the following: FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

Timed Approaches 6−7−1 JO 7110.65U 2/9/12 b. If an alternative missed approach procedure is applied, clear the second aircraft for an approach not available and weather conditions are less than early enough to allow at least 1 minute of level flight required by para 6−7−1, Application, subpara c, clear before crossing the final approach fix/outer marker or the succeeding aircraft for an approach when the the fix used in lieu of the outer marker.

preceding aircraft has landed or canceled its IFR flight plan.

6−7−5. INTERVAL MINIMA FIG 6−7−2 Use a 2−minute or a 5−mile radar interval (except for Timed Approach Procedures Using a Bearing on an a small aircraft behind a heavy aircraft: use a NDB and Longitudinal and Vertical Separation 3−minute or a 6−mile radar interval) as the minimum between successive approaches and increase the interval, as necessary, taking into account the: NOTE− Increased separation is required for small aircraft behind heavy aircraft because of the possible effects of wake turbulence.

REFERENCE− FAAO JO 7110.65, Para 5−9−5 , Approach Separation Responsibility.

FAAO JO 7110.65, Para 6−7−1 , Application.

FAAO JO 7110.65, Para 6−7−2 , Approach Sequence.

a. Relative speeds of the aircraft concerned.

b. Existing weather conditions.

c. Distance between the approach fix and the airport.

NOTE− d. Type of approach being made.

FIG 6−7−2 depicts the application of timed approach procedures using a holding/approach fix on a bearing of an NDB and applying a combination of longitudinal and 6−7−6. TIME CHECK vertical separation. The #3 aircraft has been instructed to descend to 2,000 after the #2 aircraft has reported Issue a time check to an aircraft before specifying a departing the holding/approach fix inbound and leaving time to leave the approach fix inbound unless the 2,000 at point A. The #2 aircraft has departed the aircraft is vectored to the final approach course.

holding/approach fix inbound at the designated time, maintaining 2,000 until cleared for approach at point A.

6−7−7. MISSED APPROACHES The #1 aircraft has been sighted, enabling the controller to issue approach clearance to the #2 aircraft at point A.

a. If weather conditions are such that an aircraft will likely miss an approach, issue an alternative c. Release the aircraft to the tower before it reaches missed approach procedure to the next aircraft.

the final approach fix.

b. If an aircraft misses an approach, allow the next 6−7−3. SEQUENCE INTERRUPTION aircraft to continue the approach if it has been assigned an alternative missed approach procedure.

Interrupt the established timed approach sequence if Retain radar control or hold any remaining aircraft at necessary to allow an aircraft to execute a different assigned altitudes until traffic conditions permit the type of approach.

issuance of approach clearances.

c. When para 6−7−2, Approach Sequence, sub- 6−7−4. LEVEL FLIGHT RESTRICTION para b is applied and the first aircraft misses an If the weather report indicates an aircraft will be in approach, retain radar control or clear the second IFR conditions over the final approach fix aircraft to maintain the last assigned altitude (nonprecision approach) or the outer marker or the fix (minimum holding altitude) and return to the used in lieu of the outer marker (precision approach) holding/approach fix to hold until traffic conditions when para 6−7−2, Approach Sequence, subpara b is permit the issuance of approach clearances.

Timed Approaches 6−7−2

JO 7110.65U 2/9/12

Chapter 7. Visual

Section 1. General

7−1−1. CLASS A AIRSPACE 7−1−3. APPROACH CONTROL SERVICE RESTRICTIONS FOR VFR ARRIVING AIRCRAFT Issue the following where procedures have been Do not apply visual separation or issue VFR or established for arriving VFR aircraft to contact “VFR-on-top” clearances in Class A airspace.

approach control for landing information: a. Wind, runway, and altimeter setting at the airport of intended landing. This information may be 7−1−2. VFR CONDITIONS omitted if contained in the ATIS broadcast and the pilot states the appropriate ATIS code or if the pilot uses the phrase, “have numbers.” a. You may clear aircraft to maintain “VFR conditions” if one of the following conditions exists: NOTE− Pilot use of “have numbers” does not indicate receipt of the 1. The pilot of an aircraft on an IFR flight plan ATIS broadcast.

requests a VFR climb/descent.

b. Traffic information on a workload permitting basis.

2. TERMINAL . The clearance will result in c. Time or place at which the aircraft is to contact noise abatement benefits where part of the IFR the tower on local control frequency for further departure route does not conform to an FAA- landing information.

approved noise abatement route or altitude.

d. An aircraft may be instructed to contact PHRASEOLOGY− approach control for landing and traffic information MAINTAIN VFR CONDITIONS.

upon initial contact with the tower.

REFERENCE− MAINTAIN VFR CONDITIONS UNTIL (time or fix).

FAAO JO 7110.65, Para 7−6−1 , Application.

FAAO JO 7110.65, Para 7−6−2 , Service Availability.

MAINTAIN VFR CONDITIONS ABOVE/BELOW (altitude).

7−1−4. VISUAL HOLDING OF VFR AIRCRAFT CLIMB/DESCEND VFR, TERMINAL and if required, When it becomes necessary to hold VFR aircraft at BETWEEN (altitude) AND (altitude) visual holding fixes, take the following actions: a. Clear aircraft to hold at selected, prominent or geographical fixes which can be easily recognized from the air, preferably those depicted on sectional ABOVE/BELOW (altitude).

charts.

b. When, in your judgment, there is reason to NOTE− believe that flight in VFR conditions may become At some locations, VFR checkpoints are depicted on impractical, issue an alternative clearance which will Sectional Aeronautical and Terminal Area Charts. In ensure separation from all other aircraft for which selecting geographical fixes, depicted VFR checkpoints you have separation responsibility. are preferred unless the pilot exhibits a familiarity with the local area.

PHRASEOLOGY− REFERENCE− IF UNABLE, (alternative procedure), AND ADVISE. FAAO JO 7110.65, Para 4−6−5 , Visual Holding Points.

General 7−1−1 JO 7110.65U 2/9/12 b. Issue traffic information to aircraft cleared to hold at the same fix.

PHRASEOLOGY− HOLD AT (location) UNTIL (time or other condition), TRAFFIC (description) HOLDING AT (fix, altitude if known), or PROCEEDING TO (fix) FROM (direction or fix).

REFERENCE− FAAO JO 7110.65, Para 7−6−5 , Holding.

General 7−1−2

JO 7110.65U 2/9/12

Section 2. Visual Separation

7−2−1. VISUAL SEPARATION (c) Instruct the pilot to maintain visual separation from that aircraft.

Aircraft may be separated by visual means, as (d) Advise the pilot if the radar targets appear provided in this paragraph, when other approved likely to converge.

separation is assured before and after the application NOTE− of visual separation. To ensure that other separation Issue this advisory in conjunction with the instruction to will exist, consider aircraft performance, wake maintain visual separation, or thereafter if the controller turbulence, closure rate, routes of flight, and known subsequently becomes aware that the targets are merging.

weather conditions. Reported weather conditions (e) If the aircraft are on converging courses, must allow the aircraft to remain within sight until inform the other aircraft of the traffic and that visual other separation exists. Do not apply visual separation is being applied.

separation between successive departures when departure routes and/or aircraft performance pre- (f) If the pilot advises he/she has the traffic in clude maintaining separation.

sight and will maintain visual separation from it (the pilot must use that entire phrase), the controller need REFERENCE− FAAO JO 7110.65, Para 2−1−20 , Wake Turbulence Cautionary only “approve” the operation instead of restating the Advisories.

instructions.

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

FAAO JO 7110.65, Para 3−1−9 , Use of Tower Radar Displays.

PHRASEOLOGY− FAAO JO 7110.65, Para 5−9−5 , Approach Separation Responsibility.

TRAFFIC, (clock position and distance), FAAO JO 7110.65, Para 7−4−1 , Visual Approach.

(direction)-BOUND, (type of aircraft), (intentions and FAAO JO 7110.65, Para 7−4−2 , Vectors for Visual Approach.

FAAO JO 7110.65, Para 7−4−4 , Approaches to Multiple Runways. other relevant information).

P/CG Term− Visual Approach.

P/CG Term− Visual Separation.

If applicable, a. TERMINAL. Visual separation may be applied ON CONVERGING COURSE.

between aircraft under the control of the same facility within the terminal area up to but not including DO YOU HAVE IT IN SIGHT?

FL 180, provided: If the answer is in the affirmative, 1. Communication is maintained with at least one of the aircraft involved or the capability to MAINTAIN VISUAL SEPARATION.

communicate immediately as prescribed in para 3−9−3, Departure Control Instructions, sub- If the pilot advises he/she has the traffic in sight and will para a2 is available, and: maintain visual separation from it (pilot must use that entire phrase): 2. The aircraft are visually observed by the tower and visual separation is maintained between APPROVED.

the aircraft by the tower. The tower must not provide visual separation between aircraft when wake If aircraft are on converging courses, advise the other turbulence separation is required or when the lead aircraft: aircraft is a B757.

TRAFFIC, (clock position and distance), 3. A pilot sees another aircraft and is instructed (direction)-BOUND, (type of aircraft), HAS YOU IN to maintain visual separation from the aircraft as SIGHT AND WILL MAINTAIN VISUAL SEPARATION.

follows: b. EN ROUTE. Visual separation may be used up (a) Tell the pilot about the other aircraft to but not including FL 180 when the following including position, direction and, unless it is obvious, conditions are met: the other aircraft’s intention.

1. Direct communication is maintained with one (b) Obtain acknowledgment from the pilot of the aircraft involved and there is an ability to that the other aircraft is in sight. communicate with the other.

Visual Separation 7−2−1 JO 7110.65U 2/9/12 If aircraft are on converging courses, advise the other 2. A pilot sees another aircraft and is instructed aircraft: to maintain visual separation from it as follows: (a) Tell the pilot about the other aircraft TRAFFIC, (clock position and distance), (direction)−BOUND, (type of aircraft), HAS YOU IN including position, direction and unless it is obvious, SIGHT AND WILL MAINTAIN VISUAL SEPARATION.

the other aircraft’s intentions.

REFERENCE− (b) Obtain acknowledgment from the pilot FAAO JO 7110.65, Para 7−4−1 , Visual Approach.

FAAO JO 7110.65, Para 7−4−2 , Vectors for Visual Approach.

that the other aircraft is in sight.

c. Nonapproach control towers may be authorized (c) Instruct the pilot to maintain visual to provide visual separation between aircraft within separation from that aircraft.

surface areas or designated areas provided other (d) Advise the pilot if the radar targets appear separation is assured before and after the application likely to converge.

of visual separation. This may be applied by the nonapproach control tower providing the separation (e) If the aircraft are on converging courses, or by a pilot visually observing another aircraft and inform the other aircraft of the traffic and that visual being instructed to maintain visual separation with separation is being applied.

that aircraft.

(f) Advise the pilots if either aircraft is a PHRASEOLOGY− heavy.

VISUAL SEPARATION APPROVED BETWEEN (identification) AND (identification), (g) Traffic advisories and wake turbulence cautionary advisories must be issued in accordance and for departing aircraft, with para 2−1−20, Wake Turbulence Cautionary Advisories, and para 2−1−21, Traffic Advisories.

(departing/succeeding aircraft) RELEASED YOUR DISCRETION.

(h) If the pilot advises he/she has the traffic in NOTE− sight and will maintain visual separation from it (the Separation of IFR aircraft before and after application of pilot must use that entire phrase), the controller need visual separation is an IFR control function (Approach/ only “approve” the operation instead of restating the Departure/En Route). A nonapproach control tower by instructions.

accepting authorization for visual separation becomes PHRASEOLOGY− responsible for ensuring that separation. Separation requirements also apply to VFR aircraft when IFR, TRAFFIC, (clock position and distance), (direction)−BOUND, (type of aircraft), (intentions and Class B, Class C or TRSA separation is prescribed.

other relevant information).

REFERENCE− FAAO JO 7110.65, Para 4−8−1 1, Practice Approaches.

If applicable, FAAO JO 7110.65, Para 5−6−1 , Application.

FAAO JO 7110.65, Para 7−4−2 , Vectors for Visual Approach.

FAAO JO 7110.65, Para 7−6−1 , Application.

ON CONVERGING COURSE.

FAAO JO 7110.65, Para 7−7−1 , Application.

FAAO JO 7110.65, Para 7−7−2 , Issuance of EFC.

DO YOU HAVE IT IN SIGHT? FAAO JO 7110.65, Para 7−7−3 , Separation.

FAAO JO 7110.65, Para 7−7−4 , Helicopter Traffic.

FAAO JO 7110.65, Para 7−7−5 , Altitude Assignments.

If the answer is in the affirmative, FAAO JO 7110.65, Para 7−7−6 , Approach Interval.

FAAO JO 7110.65, Para 7−7−7 , TRSA Departure Information.

MAINTAIN VISUAL SEPARATION. FAAO JO 7110.65, Para 7−8−2 , Class C Services.

FAAO JO 7110.65, Para 7−8−3 , Separation.

FAAO JO 7110.65, Para 7−8−4 , Establishing Two−W ay If the pilot advises he/she has the traffic in sight and will Communications.

maintain visual separation from it (pilot must use that FAAO JO 7110.65, Para 7−8−5 , Altitude Assignments.

entire phrase): FAAO JO 7110.65, Para 7−8−6 , Exceptions.

FAAO JO 7110.65, Para 7−9−1 , Application.

FAAO JO 7110.65, Para 7−9−3 , Methods.

(Call Sign) APPROVED.

FAAO JO 7110.65, Para 7−9−4 , Separation.

FAAO JO 7110.65, Para 7−9−6 , Helicopter Traffic.

FAAO JO 7110.65, Para 7−9−7 , Altitude Assignments.

Visual Separation 7−2−2

JO 7110.65U 2/9/12

Section 3. VFR-on-top

PHRASEOLOGY− 7−3−1. VFR-ON-TOP CLIMB TO AND REPORT REACHING VFR-ON-TOP, a. You may clear an aircraft to maintain “VFR-on-top” if the pilot of an aircraft on an IFR and flight plan requests the clearance.

TOPS REPORTED (altitude), PHRASEOLOGY− MAINTAIN VFR-ON-TOP.

or NOTE− 1. When an aircraft has been cleared to maintain NO TOPS REPORTS.

“VFR-on-top,” the pilot is responsible to fly at an appropriate VFR altitude, comply with VFR visibility and IF NOT ON TOP AT (altitude), MAINTAIN (altitude), AND distance from cloud criteria, and to be vigilant so as to see ADVISE.

and avoid other aircraft. The pilot is also responsible to comply with instrument flight rules applicable to the flight MAINTAIN VFR-ON-TOP.

(e.g., adherence to ATC clearances).

c. Do not clear an aircraft to maintain “VFR-on- 2. Although standard IFR separation is not applied, top” between sunset and sunrise to separate holding controllers must continue to provide traffic advisories and safety alerts, and apply merging target procedures to aircraft from each other or from en route aircraft aircraft operating VFR-on-top.

unless restrictions are applied to ensure the appropriate IFR vertical separation.

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

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

PHRASEOLOGY− FAAO JO 7110.65, Para 5−1−8 , Merging Target Procedures.

MAINTAIN VFR-ON-TOP AT OR ABOVE/BELOW/ FAAO JO 7110.65, Para 7−1−1 , Class A Airspace Restrictions.

BETWEEN (altitudes).

AIM, Para 5−5−13, VFR−on−top.

14 CFR Section 91.157, Special VFR Weather Minimums.

EXAMPLE− 14 CFR Section 91.159, VFR Cruising Altitude or Flight Level.

“Maintain VFR-on-top at or above one three thousand b. You may clear an aircraft to climb through five hundred.” clouds, smoke, haze, or other meteorological formations and then to maintain “VFR-on-top” if the “Maintain VFR-on-top at or below one two thousand following conditions are met: five hundred.” 1. The pilot requests the clearance.

“Maintain VFR-on-top at or between six thousand and one zero thousand.” 2. You inform the pilot of the reported height of the tops of the meteorological formation, or d. When, in your judgment, there is reason to 3. You inform the pilot that no top report is believe that flight in VFR conditions may become available.

impractical, issue an alternative clearance which will ensure separation from all other aircraft for which 4. When necessary, you ensure separation from you have separation responsibility.

all other traffic for which you have separation responsibility by issuing an alternative clearance.

PHRASEOLOGY− IF UNABLE, (alternative procedure), AND ADVISE.

5. When an aircraft is climbing to and reports reaching “VFR-on-top,” reclear the aircraft to REFERENCE− maintain “VFR-on-top.” FAAO JO 7110.65, Para 9−3−3 , VFR-on-top.

VFR-on-top 7−3−1 JO 7110.65U 2/9/12 Magnetic courses 0−179− odd cardinal altitudes plus 7−3−2. ALTITUDE FOR DIRECTION OF 500 feet; e.g., 3,500, 5,500.

FLIGHT Inform an aircraft maintaining “VFR-on-top” when Magnetic courses 180−359− even cardinal altitudes plus a report indicates the pilot is not complying with 500 feet; e.g., 4,500, 8,500.

14 CFR Section 91.159(a).

PHRASEOLOGY− NOTE− VFR-ON-TOP CRUISING LEVELS FOR YOUR As required by 14 CFR Section 91.159(a), the appropriate DIRECTION OF FLIGHT ARE: VFR altitudes for aircraft (not in a holding pattern of 2 minutes or less, or turning) operating more than more than 3,000 feet above the surface to FL 180: 3,000 feet above the surface to and including 18,000 feet MSL: ODD/EVEN ALTITUDES/FLIGHT LEVELS PLUS FIVE HUNDRED FEET.

VFR-on-top 7−3−2

JO 7110.65U 2/9/12

Section 4. Approaches

7−4−1. VISUAL APPROACH 7−4−3. CLEARANCE FOR VISUAL APPROACH A visual approach is an ATC authorization for an ARTCCs and approach controls may clear aircraft for aircraft on an IFR flight plan to proceed visually to the visual approaches using the following procedures: airport of intended landing; it is not an instrument NOTE− approach procedure. Also, there is no missed Towers may exercise this authority when authorized by a approach segment. An aircraft unable to complete a LOA with the facility that provides the IFR service, or by visual approach must be handled as any go-around a facility directive at collocated facilities.

and appropriate separation must be provided.

a. Controllers may initiate, or pilots may request, REFERENCE− a visual approach even when an aircraft is being FAAO JO 7110.65, Para 2−1−20 , Wake Turbulence Cautionary vectored for an instrument approach and the pilot Advisories.

subsequently reports: FAAO JO 7110.65, Para 3−10−2 , Forwarding Approach Information by Nonapproach Control Facilities.

1. The airport or the runway in sight at airports FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

FAAO JO 7110.65, Para 7−4−4 , Approaches to Multiple Runways. with operating control towers.

2. The airport in sight at airports without a control tower.

7−4−2. VECTORS FOR VISUAL APPROACH b. Resolve potential conflicts with all other aircraft, advise an overtaking aircraft of the distance A vector for a visual approach may be initiated if the to the preceding aircraft and speed difference, and reported ceiling at the airport of intended landing is ensure that weather conditions at the airport are VFR at least 500 feet above the MVA/MIA and the or that the pilot has been informed that weather is not visibility is 3 miles or greater. At airports without available for the destination airport. Upon pilot weather reporting service there must be reasonable request, advise the pilot of the frequency to receive assurance (e.g. area weather reports, PIREPs, etc.)

weather information where AWOS/ASOS is avail- that descent and flight to the airport can be made able.

visually, and the pilot must be informed that weather PHRASEOLOGY− information is not available.

(Call sign) (control instructions as required) CLEARED VISUAL APPROACH RUNWAY (number); PHRASEOLOGY− (Ident) FLY HEADING OR TURN RIGHT/LEFT or HEADING (degrees) VECTOR FOR VISUAL APPROACH TO (airport name).

(Call sign) (control instructions as required) CLEARED VISUAL APPROACH TO (airport name) (If appropriate) (and if appropriate) WEATHER NOT AVAILABLE.

WEATHER NOT AVAILABLE OR VERIFY THAT YOU NOTE− HAVE THE (airport) WEATHER.

At airports where weather information is not available, a REFERENCE− pilot request for a visual approach indicates that descent FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

and flight to the airport can be made visually and clear of c. Clear an aircraft for a visual approach when: clouds.

1. The aircraft is number one in the approach REFERENCE− FAAO JO 7110.65, Para 5−9−1 , Vectors to Final Approach Course.

sequence, or FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

FAAO JO 7110.65, Para 7−4−3 , Clearance for Visual Approach.

2. The aircraft is to follow a preceding aircraft FAAO JO 7110.65, Para 7−4−4 , Approaches to Multiple Runways.

and the pilot reports the preceding aircraft in sight and FAAO JO 7110.65, Para 7−6−7 , Sequencing.

is instructed to follow it, or FAAO JO 7110.65, Para 7−7−3 , Separation.

Approaches 7−4−1 JO 7110.65U 2/9/12 NOTE− 1. Do not permit the respective aircrafts’ The pilot need not report the airport/runway in sight.

primary radar targets to touch unless visual separation is being applied.

3. The pilot reports the airport or runway in sight but not the preceding aircraft. Radar separation must 2. When the aircraft flight paths intersect, be maintained until visual separation is provided.

ensure standard separation is maintained until visual separation is provided.

d. All aircraft following a heavy jet/B757 must be informed of the airplane manufacturer and/or model.

c. In addition to the requirements in para 7−2−1, Visual Separation, para 7−4−1, Visual Approach, EXAMPLE− para 7−4−2, Vectors for Visual Approach, and “Cessna Three Four Juliet, following a Boeing 757, 12 para 7−4−3, Clearance for Visual Approach, the o’clock, six miles.” following conditions apply to visual approaches or being conducted simultaneously to parallel, intersect- ing, and converging runways, as appropriate: “Cessna Three Four Juliet, following a Seven fifty seven, 1. Parallel runways separated by less than 12 o’clock, six miles.” 2,500 feet. Unless standard separation is provided by REFERENCE− ATC, an aircraft must report sighting a preceding FAAO JO 7110.65, Para.2−4−21, Description of Aircraft Types.

aircraft making an approach (instrument or visual) to e. Inform the tower of the aircraft’s position prior the adjacent parallel runway. When an aircraft reports to communications transfer at controlled airports.

another aircraft in sight on the adjacent final approach ARTS/STARS functions may be used provided a course and visual separation is applied, controllers facility directive or LOA specifies control and must advise the succeeding aircraft to maintain visual communication transfer points.

separation. However, do not permit a heavy/B757 aircraft to overtake another aircraft. Do not permit a f. In addition to the requirements of para 7−4−2, large aircraft to overtake a small aircraft.

Vectors for Visual Approach, and subparas a, b, c, d, and e, ensure that the location of the destination 2. Parallel runways separated by at least airport is provided when the pilot is asked to report 2,500 feet, but less than 4,300 feet.

the destination airport in sight.

(a) Standard separation is provided until the g. In those instances where airports are located in aircraft are established on a heading which will close proximity, also provide the location of the intercept the extended centerline of the runway at an airport that may cause the confusion.

angle not greater than 30 degrees, and each aircraft has been issued and the pilot has acknowledged EXAMPLE− receipt of the visual approach clearance.

“Cessna Five Six November, Cleveland Burke Lakefront Airport is at 12 o’clock, 5 miles. Cleveland Hopkins NOTE− Airport is at 1 o’clock 12 miles. Report Cleveland Hopkins The intent of the 30 degree intercept angle is to reduce the in sight.” potential for overshoots of the final, and preclude REFERENCE− side-by-side operations with one or both aircraft in a FAAO JO 7110.65, Para 7−4−4 , Approaches to Multiple Runways.

“belly-up” configuration during the turn. Aircraft performance, speed, and the number of degrees of the turn to the final are factors to be considered by the controller 7−4−4. APPROACHES TO MULTIPLE when vectoring aircraft to parallel runways.

RUNWAYS (b) Visual approaches may be conducted to a. All aircraft must be informed that approaches one runway while visual or instrument approaches are being conducted to parallel/intersecting/conver- are conducted simultaneously to other runways, ging runways. This may be accomplished through use provided the conditions of subpara (a) are met.

of the ATIS.

(c) Provided aircraft flight paths do not b. When conducting visual approaches to multiple intersect, and when the provisions of subparas (a) and runways ensure the following: (b) are met, it is not necessary to apply any other type Approaches 7−4−2 JO 7110.65U 2/9/12 of separation with aircraft on the adjacent final b. The published name of the CVFP and the approach course. landing runway are specified in the approach clearance, the reported ceiling at the airport of 3. Parallel runways separated by 4,300 feet or intended landing is at least 500 feet above the more.

MVA/MIA, and the visibility is 3 miles or more, (a) When aircraft flight paths do not intersect, unless higher minimums are published for the particular CVFP.

visual approaches may be conducted simultaneously, provided standard separation is maintained until one c. When using parallel or intersecting/converging of the aircraft has been issued and the pilot has runways, the criteria specified in para 7−4−4, acknowledged receipt of the visual approach Approaches to Multiple Runways, are applied.

clearance.

d. An aircraft not following another aircraft on the (b) Visual approaches may be conducted to approach reports sighting a charted visual landmark, one runway while visual or instrument approaches or reports sighting a preceding aircraft landing on the are conducted simultaneously to other runways, same runway and has been instructed to follow that provided the conditions of subpara (a) are met.

aircraft.

(c) Provided the aircraft flight paths do not PHRASEOLOGY− intersect, when the provisions of subparas (a) and (b) (Ident) CLEARED (name of CVFP) APPROACH.

are met, it is not necessary to apply any other type of separation with aircraft on the adjacent final approach 7−4−6. CONTACT APPROACH course.

Clear an aircraft for a contact approach only if the 4. Intersecting and converging runways. Visual following conditions are met: approaches may be conducted simultaneously with a. The pilot has requested it.

visual or instrument approaches to other runways, provided: NOTE− When executing a contact approach, the pilot is (a) Standard separation is maintained until responsible for maintaining the required flight visibility, the aircraft conducting the visual approach has been cloud clearance, and terrain/obstruction clearance.

issued and the pilot has acknowledged receipt of the Unless otherwise restricted, the pilot may find it necessary visual approach clearance. to descend, climb, and/or fly a circuitous route to the airport to maintain cloud clearance and/or terrain/ (b) When aircraft flight paths intersect, radar obstruction clearance. It is not in any way intended that separation must be maintained until visual separation controllers will initiate or suggest a contact approach to a is provided.

pilot.

NOTE− b. The reported ground visibility is at least Although simultaneous approaches may be conducted to 1 statute mile.

intersecting runways, staggered approaches may be c. A standard or special instrument approach necessary to meet the airport separation requirements procedure has been published and is functioning for specified in para 3−10−4 , Intersecting Runway Separation.

the airport of intended landing.

REFERENCE− FAAO 7110.79, Charted Visual Flight Procedures.

d. Approved separation is applied between FAAO JO 7110.65, Para 7−4−5 , Charted Visual Flight Procedures (CVFP). USA/USN Not Applicable. aircraft so cleared and other IFR or SVFR aircraft.

FAAO JO 7110.65, Para 7−7−3 , Separation.

When applying vertical separation, do not assign a fixed altitude but clear the aircraft at or below an 7−4−5. CHARTED VISUAL FLIGHT altitude which is at least 1,000 feet below any IFR PROCEDURES (CVFP). USA/USN NOT traffic but not below the minimum safe altitude APPLICABLE prescribed in 14 CFR Section 91.119.

NOTE− Clear an aircraft for a CVFP only when the following 14 CFR Section 91.119 specifies the minimum safe altitude conditions are met: to be flown: a. There is an operating control tower.

(a) Anywhere.

Approaches 7−4−3 JO 7110.65U 2/9/12 (b) Over congested areas.

conditions are such that a contact approach may be (c) Other than congested areas. To provide for an impracticable.

emergency landing in the event of power failure and PHRASEOLOGY− without undue hazard to persons or property on the CLEARED CONTACT APPROACH, surface.

(d) Helicopters. May be operated at less than the And if required, minimums prescribed in paras (b) and (c) above if the AT OR BELOW (altitude) (routing).

operation is conducted without hazard to persons or property on the surface.

IF NOT POSSIBLE, (alternative procedures), AND e. An alternative clearance is issued when weather ADVISE.

Approaches 7−4−4

JO 7110.65U 2/9/12

Section 5. Special VFR (SVFR)

7−5−1. AUTHORIZATION b. SVFR operations may be authorized for aircraft operating in or transiting a Class B, Class C, Class D, a. SVFR operations in weather conditions less or Class E surface area when the primary airport is than basic VFR minima are authorized: reporting VFR but the pilot advises that basic VFR REFERENCE− cannot be maintained.

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

NOTE− 1. At any location not prohibited by 14 CFR The basic requirements for issuance of a SVFR clearance Part 91, Appendix D or when an exemption to in subpara a apply with the obvious exception that weather conditions at the controlling airport are not required to be 14 CFR Part 91 has been granted and an associated less than basic VFR minima.

LOA established. 14 CFR Part 91 does not prohibit SVFR helicopter operations.

7−5−2. PRIORITY 2. Only within the lateral boundaries of Class B, Class C, Class D, or Class E surface areas, below a. SVFR flights may be approved only if arriving 10,000 feet MSL.

and departing IFR aircraft are not delayed.

EXAMPLE− 3. Only when requested by the pilot.

1. A SVFR aircraft has been cleared to enter a Class B, 4. On the basis of weather conditions reported at Class C, Class D, or Class E surface area and subsequently the airport of intended landing/departure.

an IFR aircraft is ready to depart or is in position to begin an approach. Less overall delay might accrue to the IFR REFERENCE− aircraft if the SVFR aircraft is allowed to proceed to the FAAO JO 7110.65, Para 7−5−6 , Climb to VFR.

FAAO JO 7110.65, Para 7−5−7 , Ground Visibility Below One Mile.

airport and land, rather than leave, a Class B, Class C, Class D, or Class E surface area or be repositioned to 5. When weather conditions are not reported at provide IFR priority.

the airport of intended landing/departure and the pilot 2. A SVFR aircraft is number one for takeoff and located advises that VFR cannot be maintained and requests in such a position that the number two aircraft, an IFR SVFR.

flight, cannot taxi past to gain access to the runway. Less PHRASEOLOGY− overall delay might accrue to the IFR aircraft by releasing CLEARED TO ENTER/OUT OF/THROUGH, (name) the SVFR departure rather than by having the aircraft taxi SURFACE AREA down the runway to a turnoff point so the IFR aircraft could be released first.

and if required, NOTE− The priority afforded IFR aircraft over SVFR aircraft is not (direction) OF (name) AIRPORT (specified routing), intended to be so rigidly applied that inefficient use of and airspace results. The controller has the prerogative of permitting completion of a SVFR operation already in MAINTAIN SPECIAL V−F−R CONDITIONS, progress when an IFR aircraft becomes a factor if better overall efficiency will result.

and if required, b. Inform an aircraft of the anticipated delay when AT OR BELOW (altitude below 10,000 feet MSL) a SVFR clearance cannot be granted because of IFR traffic. Do not issue an EFC or expected departure or as applicable under an exemption from 14 CFR time.

Part 91, PHRASEOLOGY− CLEARED FOR (coded arrival or departure procedure) EXPECT (number) MINUTES DELAY, (additional ARRIVAL/DEPARTURE, (additional instructions as instructions as necessary).

required).

REFERENCE− REFERENCE− FAAO JO 7110.65, Para 2−1−4 , Operational Priority.

FAAO JO 7110.65, Para 2−4−22 , Airspace Classes. FAAO JO 7110.65, Para 5−6−1 , Application.

Special VFR (SVFR) 7−5−1 JO 7110.65U 2/9/12 7−5−3. SEPARATION 7−5−4. ALTITUDE ASSIGNMENT Do not assign a fixed altitude when applying vertical a. Apply approved separation between: separation, but clear the SVFR aircraft at or below an altitude which is at least 500 feet below any 1. SVFR aircraft.

conflicting IFR traffic but not below the MSA prescribed in 14 CFR Section 91.119.

2. SVFR aircraft and IFR aircraft.

PHRASEOLOGY− NOTE− MAINTAIN SPECIAL V−F−R CONDITIONS AT OR Approved separation between SVFR fixed−wing aircraft, BELOW (altitude).

and between SVFR fixed−wing aircraft and IFR fixed−wing NOTE− aircraft, is prescribed in Chapter 6 and Chapter 7, 1. SVFR aircraft are not assigned fixed altitudes to para 7−5−4 , Altitude Assignment. Radar vectors are maintain because of the clearance from clouds authorized as prescribed in para 5−6−1 , Application, requirement.

subpara f.

2. The MSAs are: b. Alternate SVFR helicopter separation minima (a) Over congested areas, an altitude at least 1,000 feet may be established when warranted by the volume above the highest obstacle, and and/or complexity of local helicopter operations.

(b) Over other than congested areas, an altitude at least Alternate SVFR helicopter separation minima must 500 feet above the surface.

be established with an LOA with the helicopter (c) Helicopters may be operated at less than the minimum altitudes prescribed in (a) and (b) above.

operator which must specify, as a minimum, that SVFR helicopters are to maintain visual reference to REFERENCE− FAAO JO 7110.65, Para 2−1−4 , Operational Priority.

the surface and adhere to the following aircraft FAAO JO 7110.65, Para 5−6−1 , Application.

separation minima: 14 CFR Section 91.119, Minimum Safe Altitudes: General.

1. Between a SVFR helicopter and an arriving 7−5−5. LOCAL OPERATIONS or departing IFR aircraft: a. Authorize local SVFR operations for a specified (a) / mile. If the IFR aircraft is less than period (series of landings and takeoffs, etc.) upon 1 mile from the landing airport.

request if the aircraft can be recalled when traffic or weather conditions require. Where warranted, LOAs (b) 1 mile. If the IFR aircraft is 1 mile or may be consummated.

more from the airport.

PHRASEOLOGY− LOCAL SPECIAL V−F−R OPERATIONS IN THE 2. 1 mile between SVFR helicopters. This IMMEDIATE VICINITY OF (name) AIRPORT ARE separation may be reduced to 200 feet if: AUTHORIZED UNTIL (time). MAINTAIN SPECIAL V−F−RCONDITIONS.

(a) Both helicopters are departing simultan- REFERENCE− eously on courses that diverge by at least 30 degrees FAAO JO 7210.3, Para 4−3−2, Appropriate Subjects.

and: b. Control facilities may also authorize an FSS to transmit SVFR clearances so that only one aircraft at (1) The tower can determine this separation a time operates in the Class B, Class C, Class D, or by reference to surface markings; or Class E surface areas unless pilots agree that they will maintain visual separation with other aircraft (2) One of the departing helicopters is operating in the Class B, Class C, Class D, or Class E instructed to remain at least 200 feet from the other.

surface areas. Such authorization concerning visual NOTE− separation by pilots must be contained in a LOA Radar vectors are authorized as prescribed in para 5−6−1 , between the control facility and the FSS.

Application.

REFERENCE− REFERENCE− FAAO JO 7210.3, Para 4−3−3, Developing LOA.

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

Special VFR (SVFR) 7−5−2 JO 7110.65U 2/9/12 encountering an inflight emergency requiring immediate 7−5−6. CLIMB TO VFR action to deviate from any rule of 14 CFR Part 91 to the Authorize an aircraft to climb to VFR upon request if extent required to meet that emergency. Flight into adverse the only weather limitation is restricted visibility. weather conditions may require the pilot to execute the emergency authority granted in 14 CFR Section 91.3 and PHRASEOLOGY− continue inbound to land.

CLIMB TO V−F−R WITHIN (name) SURFACE AREA/WITHIN (a specified distance) MILES FROM d. Authorize scheduled air carrier aircraft in the (airport name) AIRPORT, MAINTAIN SPECIAL V−F−R U.S. to conduct operations if ground visibility is not CONDITIONS UNTIL REACHING V−F−R. 1 less than / statute mile.

REFERENCE− NOTE− FAAO JO 7110.65, Para 2−1−4 , Operational Priority.

FAAO JO 7110.65, Para 2−4−22 , Airspace Classes. 14 CFR Part 121 permits landing or takeoff by domestic FAAO JO 7110.65, Para 7−5−1 , Authorization.

scheduled air carriers where a local surface restriction to visibility is not less than 1/2 statute mile, provided all turns after takeoff or before landing and all flights beyond 7−5−7. GROUND VISIBILITY BELOW ONE 1 statute mile from the airport boundary can be MILE accomplished above or outside the area so restricted. The pilot is solely responsible for determining if the nature of 14 CFR Part 91 does not prohibit helicopter SVFR the visibility restriction will permit compliance with the flight when the visibility is less than 1 mile. Treat provisions of 14 CFR Part 121.

requests for SVFR fixed wing operations as follows when the ground visibility is officially reported at an e. Clear an aircraft to fly through the Class B, airport as less than 1 mile: Class C, Class D, or Class E surface area if the aircraft reports flight visibility is at least 1 statute a. Inform departing aircraft that ground visibility mile.

is less than 1 mile and that a clearance cannot be REFERENCE− issued.

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

FAAO JO 7110.65, Para 7−5−1 , Authorization.

b. Inform arriving aircraft, operating outside of a Class B, Class C, Class D, or Class E surface area, that ground visibility is less than 1 mile and that, unless an 7−5−8. FLIGHT VISIBILITY BELOW ONE emergency exists, a clearance cannot be issued.

MILE c. Inform arriving aircraft, operating VFR/SVFR Treat requests for SVFR fixed-wing operations as within a Class B, Class C, Class D, or Class E surface follows when weather conditions are not reported at area, that ground visibility is less than 1 mile and an airport and the pilot advises the flight visibility is request the pilot to advise intentions.

less than 1 mile: PHRASEOLOGY− NOTE− (Name of airport) VISIBILITY LESS THAN ONE MILE.

14 CFR Part 91 prescribes the visibility for basic VFR and ADVISE INTENTIONS.

SVFR operations as the official reported ground visibility NOTE− at airports where provided and landing or takeoff “flight Clear an aircraft to land at an airport with an operating visibility” where there is no official reported ground control tower, traffic permitting, if the pilot reports the visibility.

airport in sight. The pilot is responsible to continue to the a. Inform departing aircraft that a clearance cannot airport or exit the surface area. 14 CFR Section 91.157 be issued.

prohibits VFR aircraft (other than helicopters) from landing at any airport within a surface area when ground b. Inform arriving aircraft operating outside of a visibility is less than 1 mile. A pilot could inadvertently Class B, Class C, Class D or Class E surface area that encounter conditions that are below SVFR minimums after a clearance cannot be issued unless an emergency entering a surface area due to rapidly changing weather.

The pilot is best suited to determine the action to be taken exists.

since pilots operating under SVFR between sunrise and c. Request the intentions of an arriving aircraft sunset are not required to be instrument rated, and the operating within a Class B, Class C, Class D, or possibility exists that flight visibility may not be the same Class E surface area.

as ground visibility. 14 CFR Section 91.3 authorizes a pilot Special VFR (SVFR) 7−5−3 JO 7110.65U 2/9/12 NOTE− sunset are not required to be instrument rated, and the Clear an aircraft to land at an airport with an operating possibility exists that flight visibility may not be the same control tower, traffic permitting, if the pilot reports the as ground visibility. 14 CFR Section 91.3 authorizes a pilot airport in sight. The pilot is responsible to continue to the encountering an inflight emergency requiring immediate airport or exit the surface area. 14 CFR Section 91.157 action to deviate from any rule of 14 CFR Part 91 to the prohibits VFR aircraft (other than helicopters) from extent required to meet that emergency. Flight into adverse landing at any airport within a surface area when flight weather conditions may require the pilot to execute the visibility is less than 1 mile. A pilot could inadvertently emergency authority granted in 14 CFR Section 91.3 and encounter conditions that are below SVFR minimums after continue inbound to land.

entering a surface area due to rapidly changing weather.

REFERENCE− The pilot is best suited to determine the action to be taken FAAO JO 7110.65, Para 2−1−4 , Operational Priority.

since pilots operating under SVFR between sunrise and Special VFR (SVFR) 7−5−4

JO 7110.65U 2/9/12

Section 6. Basic Radar Service

to VFR Aircraft− Terminal

7−6−1. APPLICATION requested. Arriving aircraft are assumed to want radar service unless the pilot states “Negative radar a. Basic radar services for VFR aircraft must service,” or makes a similar comment.

include: 1. Safety alerts.

7−6−3. INITIAL CONTACT 2. Traffic advisories.

An aircraft sighted by the local controller at the time of first radio contact may be positioned in the landing 3. Limited radar vectoring when requested by sequence after coordination with approach control.

the pilot.

4. Sequencing at locations where procedures 7−6−4. IDENTIFICATION have been established for this purpose and/or when Identify the aircraft before taking action to position it covered by a LOA.

in the approach sequence.

b. Apply the procedures contained in para 7−1−3, Approach Control Service for VFR Arriving Aircraft, 7−6−5. HOLDING when arriving VFR aircraft are handled by approach Hold VFR aircraft over the initial reporting fix or a fix control and provide vectoring service in accordance with Chapter 5, Radar, Section 7, Speed Adjustment, near the airport when holding is required to establish an approach sequence.

in addition to the radar services prescribed in para 5−6−1, Application, and para 5−6−2, Methods.

REFERENCE− FAAO JO 7110.65, Para 7−1−4 , Visual Holding of VFR Aircraft.

REFERENCE− FAAO JO 7110.65, Para 2−1−16 , Surface Areas.

FAAO JO 7110.65, Para 7−6−1 , Application.

7−6−6. APPROACH SEQUENCE FAAO JO 7210.3, Chapter 11, Section 1, Terminal VFR Radar Services.

Do not assign landing sequence numbers, when AIM, Para 4−1−18, Terminal Radar Services for VFR Aircraft.

establishing aircraft in the approach sequence, unless this responsibility has been delegated in a LOA or 7−6−2. SERVICE AVAILABILITY facility directive.

a. Inform aircraft on initial contact whenever this NOTE− service cannot be provided because of radar outage The landing sequence is ordinarily established by the tower.

and apply para 7−1−3, Approach Control Service for VFR Arriving Aircraft.

7−6−7. SEQUENCING b. Provide the service, to the extent possible using an available frequency, if an aircraft desires the a. Establish radar contact before instructing a VFR aircraft to enter the traffic pattern at a specified point service but cannot communicate on the appropriate or vectoring the aircraft to a position in the approach frequencies. Aircraft which do not desire radar sequence. Inform the pilot of the aircraft to follow service may be fitted into the landing sequence by the tower. Coordination of these aircraft must be when the integrity of the approach sequence is dependent on following a preceding aircraft. Ensure accomplished with the approach control unless a visual contact is established with the aircraft to follow facility directive/LOA prescribes otherwise. Nonpar- ticipating aircraft must, to the extent possible, be and provide instruction to follow that aircraft.

given the same landing sequence they would have PHRASEOLOGY− received had they been sequenced by radar vectors.

FOLLOW (description) (position, if necessary).

c. Radar sequencing to the primary airport, when b. Direct a VFR aircraft to a point near the airport local procedures have been developed, must be to hold when a position is not available in the provided unless the pilot states that the service is not approach sequence for the runway in use. The aircraft Basic Radar Service to VFR Aircraft− Terminal 7−6−1 JO 7110.65U 2/9/12 may be vectored to another runway after coordination 7−6−9. ABANDONED APPROACH with the tower.

Instruct the aircraft to change to approach control for sequencing when an aircraft, under tower control, c. Apply the following procedures to a VFR abandons the approach and coordination with aircraft being radar sequenced: approach control reveals no immediate space in the approach sequence.

1. The provisions of para 5−5−4, Minima, subparas e and f.

7−6−10. VFR DEPARTURE INFORMATION 2. When parallel runways are less than Inform departing VFR aircraft who request radar 2,500 feet apart, do not permit a heavy jet/B757 to traffic advisories when to contact departure control overtake any aircraft nor a large aircraft to overtake and the frequency to use. Provide traffic advisories in a small aircraft established on final within the accordance with para 2−1−21, Traffic Advisories, facility’s area of responsibility.

after the departure is radar identified.

NOTE− Departing aircraft desiring traffic information are 7−6−8. CONTROL TRANSFER expected to request the service and to state their proposed direction of flight upon initial contact with ground control.

a. Inform the tower of the aircraft’s position and then instruct the pilot to contact the tower.

7−6−11. TERMINATION OF SERVICE b. The aircraft may be instructed to contact the Basic radar services should be provided to the extent tower prior to the tower being advised of the aircraft’s possible, workload permitting. Terminate radar position provided: service to aircraft landing at airports other than those where sequencing service is provided at a sufficient 1. The tower advises the aircraft is in sight, and distance from the airport to permit the pilot to change to the appropriate frequency for traffic and airport 2. Space is available in the landing sequence.

information.

c. Instruct the pilot to contact the tower at the PHRASEOLOGY− appropriate point when the approach control RADAR SERVICE TERMINATED, SQUAWK ONE TWO ARTS/STARS track data is being displayed on the ZERO ZERO, tower’s BRITE/DBRITE/TDW display, the aircraft is tagged by ARTS/STARS, and a facility directive or specifies change of communications and control SQUAWK VFR, jurisdiction points.

NOTE− then The point at which an aircraft is instructed to contact the tower is determined by prior coordination between the CHANGE TO ADVISORY FREQUENCY APPROVED, tower and approach control and will vary, depending on the runway in use, weather, etc. The transfer of or communications ordinarily occurs at least 5 miles from the runway. The point for the transfer of communications CONTACT (frequency identification), should be a sufficient distance from the airport to permit the tower to properly sequence the aircraft, but not at a or distance that could derogate the provision of radar traffic information service. FREQUENCY CHANGE APPROVED.

Basic Radar Service to VFR Aircraft− Terminal 7−6−2 JO 7110.65U 2/9/12 7−6−12. SERVICE PROVIDED WHEN 2. Traffic information.

TOWER IS INOPERATIVE 3. Inform aircraft when radar service is a. Provide the following services during hours terminated.

when the tower is not in operation: REFERENCE− FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.

1. Wind direction and velocity.

NOTE− b. Do not assign landing sequence.

Issue information provided from the FSS or WSO.

Otherwise, inform the pilot that wind information is not available.

Basic Radar Service to VFR Aircraft− Terminal 7−6−3

JO 7110.65U 2/9/12

Section 7. Terminal Radar Service

Area (TRSA)− Terminal

7−7−1. APPLICATION 7−7−5. ALTITUDE ASSIGNMENTS a. Altitude information contained in a clearance, Apply TRSA procedures within the designated instruction, or advisory to VFR aircraft must meet TRSA in addition to the basic services described in MVA, MSA, or minimum IFR altitude criteria.

Chapter 7, Visual, Section 6, Basic Radar Service to REFERENCE− VFR Aircraft− Terminal.

FAAO JO 7110.65, Para 4−5−2 , Flight Direction.

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

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

FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

b. If required, issue altitude assignments, consis- tent with the provisions of 14 CFR Section 91.119.

7−7−2. ISSUANCE OF EFC NOTE− The MSAs are: Inform the pilot when to expect further clearance 1. Over congested areas, an altitude at least 1,000 feet when VFR aircraft are held either inside or outside the above the highest obstacle; and TRSA.

2. Over other than congested areas, an altitude at least REFERENCE− FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

500 feet above the surface.

c. When necessary to assign an altitude for separation purposes to VFR aircraft contrary to 7−7−3. SEPARATION 14 CFR Section 91.159, advise the aircraft to resume altitudes appropriate for the direction of flight when Separate VFR aircraft from VFR/IFR aircraft by any the altitude assignment is no longer needed for one of the following: separation or when leaving the TRSA.

a. Visual separation, as specified in para 7−2−1, PHRASEOLOGY− Visual Separation, para 7−4−2, Vectors for Visual RESUME APPROPRIATE VFR ALTITUDES.

Approach, and para 7−6−7, Sequencing.

REFERENCE− FAAO JO 7110.65, Para 4−8−1 1, Practice Approaches.

NOTE− FAAO JO 7110.65, Para 5−6−1 , Application.

Issue wake turbulence cautionary advisories in accor- FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

dance with para 2−1−20 , Wake Turbulence Cautionary Advisories.

7−7−6. APPROACH INTERVAL The tower must specify the approach interval.

b. 500 feet vertical separation.

REFERENCE− c. Target resolution. FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

NOTE− 7−7−7. TRSA DEPARTURE INFORMATION Apply the provisions of para 5−5−4 , Minima, subparas e a. At controlled airports within the TRSA, inform and f when wake turbulence separation is required.

a departing aircraft proposing to operate within the REFERENCE− TRSA when to contact departure control and the FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

frequency to use. If the aircraft is properly equipped, ground control or clearance delivery must issue the 7−7−4. HELICOPTER TRAFFIC appropriate beacon code.

NOTE− Helicopters need not be separated from other Departing aircraft are assumed to want TRSA service helicopters. Traffic information must be exchanged, unless the pilot states, “negative TRSA service,” or makes as necessary.

a similar comment. Pilots are expected to inform the controller of intended destination and/or route of flight and REFERENCE− FAAO JO 7110.65, Para 7−2−1 , Visual Separation. altitude.

Terminal Radar Service Area (TRSA)− Terminal 7−7−1 JO 7110.65U 2/9/12 b. Provide separation until the aircraft leaves the d. Aircraft departing satellite controlled airports TRSA. that will penetrate the TRSA should be provided the same service as those aircraft departing the primary c. Inform VFR participating aircraft when leaving airport. Procedures for handling this situation must be the TRSA.

covered in a letter of agreement or facility directives, PHRASEOLOGY− as appropriate.

LEAVING THE (name) TRSA, e. Procedures for handling aircraft departing and as appropriate, uncontrolled satellite airports must be advertised in a RESUME OWN NAVIGATION, REMAIN THIS facility bulletin and service provided accordingly.

FREQUENCY FOR TRAFFIC ADVISORIES, RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO REFERENCE− ZERO. FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

Terminal Radar Service Area (TRSA)− Terminal 7−7−2

JO 7110.65U 2/9/12

Section 8. Class C Service− Terminal

7−8−1. APPLICATION 7−8−3. SEPARATION Apply Class C service procedures within the Separate VFR aircraft from IFR aircraft by any one of designated Class C airspace and the associated outer the following: area. Class C services are designed to keep ATC informed of all aircraft within Class C airspace, not a. Visual separation as specified in para 7−2−1, to exclude operations. Two-way radio communica- Visual Separation, para 7−4−2, Vectors for Visual tions and operational transponder are normally Approach, and para 7−6−7, Sequencing.

required for operations within Class C airspace, but operations without radio communications or NOTE− transponder can be conducted by LOA, facility Issue wake turbulence cautionary advisories in accord- directive, or special arrangement with Class C ance with para 2−1−20 , Wake Turbulence Cautionary Advisories.

airspace controlling facility.

REFERENCE− b. 500 feet vertical separation; FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

14 CFR Section 91.215, ATC Transponder and Altitude Reporting Equipment and Use.

c. Target resolution.

NOTE− 7−8−2. CLASS C SERVICES Apply the provisions of para 5−5−4 , Minima, when wake a. Class C services include the following: turbulence separation is required.

1. Sequencing of all aircraft to the primary REFERENCE− airport. FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

2. Standard IFR services to IFR aircraft.

3. Separation, traffic advisories, and safety 7−8−4. ESTABLISHING TWO-WAY alerts between IFR and VFR aircraft.

COMMUNICATIONS 4. Mandatory traffic advisories and safety alerts between VFR aircraft.

Class C service requires pilots to establish two-way radio communications before entering Class C b. Provide Class C services to all aircraft operating airspace. If the controller responds to a radio call within Class C airspace.

with, “(a/c call sign) standby,” radio communications c. Provide Class C services to all participating have been established and the pilot can enter Class C aircraft in the outer area.

airspace. If workload or traffic conditions prevent immediate provision of Class C services, inform the d. Aircraft should not normally be held. However, pilot to remain outside Class C airspace until if holding is necessary, inform the pilot of the conditions permit the services to be provided.

expected length of delay.

PHRASEOLOGY− e. When a radar outage occurs, advise aircraft that (A/c call sign) REMAIN OUTSIDE CHARLIE AIRSPACE Class C services are not available and, if appropriate, AND STANDBY.

when to contact the tower.

REFERENCE− REFERENCE− FAAO JO 7110.65, Para 7−2−1 , Visual Separation. FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

Class C Service− Terminal 7−8−1 JO 7110.65U 2/9/12 7−8−5. ALTITUDE ASSIGNMENTS 7−8−7. ADJACENT AIRPORT OPERATIONS a. Aircraft that will penetrate Class C airspace a. When necessary to assign altitudes to VFR after departing controlled airports within or adjacent aircraft, assign altitudes that meet the MVA, MSA, or to Class C airspace must be provided the same minimum IFR altitude criteria.

services as those aircraft departing the primary airport. Procedures for handling this situation must be b. Aircraft assigned altitudes which are contrary to covered in a LOA or a facility directive, as 14 CFR Section 91.159 must be advised to resume appropriate.

altitudes appropriate for the direction of flight when b. Aircraft departing uncontrolled airports within the altitude is no longer needed for separation, when Class C airspace must be handled using procedures leaving the outer area, or when terminating Class C advertised in a Letter to Airmen.

service.

PHRASEOLOGY− 7−8−8. TERMINATION OF SERVICE RESUME APPROPRIATE VFR ALTITUDES.

Unless aircraft are landing at secondary airports or REFERENCE− have requested termination of service while in the FAAO JO 7110.65, Para 7−2−1 , Visual Separation.

outer area, provide services until the aircraft departs the associated outer area. Terminate Class C service to aircraft landing at other than the primary airport at 7−8−6. EXCEPTIONS a sufficient distance from the airport to allow the pilot to change to the appropriate frequency for traffic and a. VFR helicopters need not be separated from airport information.

IFR helicopters. Traffic information and safety alerts PHRASEOLOGY− must be issued as appropriate.

CHANGE TO ADVISORY FREQUENCY APPROVED, b. Hot air balloons need not be separated from IFR or aircraft. Traffic information and safety alerts must be issued as appropriate. CONTACT (facility identification).

Class C Service− Terminal 7−8−2

JO 7110.65U 2/9/12

Section 9. Class B Service Area− Terminal

VFR traffic from IFR traffic flows when a radar outage 7−9−1. APPLICATION occurs.

Apply Class B services and procedures within the b. Approve/deny requests from VFR aircraft to designated Class B airspace.

operate in Class B airspace based on workload, a. No person may operate an aircraft within operational limitations and traffic conditions.

Class B airspace unless: c. Inform the pilot when to expect further clearance when VFR aircraft are held either inside or 1. The aircraft has an operable two-way radio outside Class B airspace.

capable of communications with ATC on appropriate frequencies for that Class B airspace.

d. Inform VFR aircraft when leaving Class B airspace.

2. The aircraft is equipped with the applicable operating transponder and automatic altitude report- PHRASEOLOGY− ing equipment specified in para (a) of 14 CFR LEAVING (name) BRAVO AIRSPACE, Section 91.215, except as provided in para (d) of that and as appropriate, section.

RESUME OWN NAVIGATION, REMAIN THIS FREQUENCY FOR TRAFFIC ADVISORIES, RADAR 7−9−2. VFR AIRCRAFT IN CLASS B SERVICE TERMINATED, SQUAWK ONE TWO ZERO AIRSPACE ZERO.

a. VFR aircraft must obtain an ATC clearance to operate in Class B airspace.

7−9−3. METHODS REFERENCE− a. To the extent practical, clear large turbine 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 JO 7110.65U 2/9/12 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, must 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 must 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 must 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 must specify the approach interval.

Class B Service Area− Terminal 7−9−2

JO 7110.65U 2/9/12

Chapter 8. Offshore/Oceanic Procedures

Section 1. General

8−1−1. ATC SERVICE d. Radar separation, as specified in Chapter 5, Radar, where radar coverage is adequate.

Provide air traffic control service in oceanic controlled airspace in accordance with the procedures 8−1−5. ALTIMETER SETTING in this chapter except when other procedures/minima are prescribed in a directive or a letter of agreement.

Within oceanic control areas, unless directed and/or charted otherwise, altitude assignment must be based REFERENCE− FAAO JO 7110.65, Procedural Letters of Agreement, Para 1−1−9 .

on flight levels and a standard altimeter setting of 29.92 inches Hg.

8−1−2. OPERATIONS IN OFFSHORE AIRSPACE AREAS 8−1−6. RECEIPT OF POSITION REPORTS Provide air traffic control service in offshore airspace When a position report affecting separation is not areas in accordance with procedures and minima in received, take action to obtain the report no later than this chapter. For those situations not covered by this 10 minutes after the control estimate, unless chapter, the provisions in this Order must apply.

otherwise specified.

8−1−7. OCEANIC NAVIGATIONAL ERROR 8−1−3. VFR FLIGHT PLANS REPORTING (ONER) PROCEDURES VFR flights in Oceanic FIRs may be conducted in FAAO 7110.82, Monitoring of Navigation, Longi- meteorological conditions equal to or greater than tudinal Separation, and Altitude Keeping those specified in 14 CFR Section 91.155, Basic VFR Performance in Oceanic Airspace, contains proce- weather minimums. Operations on a VFR flight plan dures for reporting and processing navigational are permitted only between sunrise and sunset and errors observed by ATC radar for aircraft exiting only within: oceanic airspace.

a. Miami, Houston, and San Juan Oceanic Control NOTE− Areas (CTAs) below FL 180.

FAAO 7110.82 establishes procedures for processing ONER procedures, Oceanic Altitude Deviation Reports, b. Within the Oakland FIR when operating less Erosion of Longitudinal Separation Reports, Letter of than 100 NM seaward from the shoreline within Authorization Verification Reports, and for collecting controlled airspace.

system data for analysis. This data is needed for risk c. All Oceanic FIR airspace below the Oceanic modeling activities to support separation standard CTAs. reductions.

8−1−8. USE OF CONTROL ESTIMATES 8−1−4. TYPES OF SEPARATION Control estimates are the estimated position of Separation must consist of at least one of the aircraft, with reference to time as determined by the following: ATC automation system in use or calculated by the a. Vertical separation; controller using known wind patterns, previous aircraft transit times, pilot progress reports, and pilot b. Horizontal separation, either; estimates. These estimates may be updated through 1. Longitudinal; or the receipt of automated position reports and/or manually updated by the controller. Control estimates 2. Lateral; must be used when applying time−based separation c. Composite separation; minima.

General 8−1−1

JO 7110.65U 2/9/12

Section 2. Coordination

8−2−1. GENERAL is estimated to cross the control boundary or at such other point or time agreed upon by the two units.

ARTCCs must: c. The transferring unit must forward to the a. Forward to appropriate ATS facilities, as a flight accepting unit any changed flight plan or control data progresses, current flight plan and control which are pertinent to the transfer.

information.

d. The accepting unit must notify the transferring b. Coordinate flight plan and control information unit if it is unable to accept control under the terms in sufficient time to permit the receiving facility to specified, or it must specify the changes or conditions analyze the data and to effect any necessary required so that the aircraft can be accepted.

additional coordination. This may be specified in a e. The accepting unit must not alter the clearance letter of agreement.

of an aircraft that has not yet reached the transfer of control point without the prior approval of the c. Coordinate with adjacent ATS facilities when transferring unit.

airspace to be protected will overlap the common boundary.

f. Where nonradar separation minima are being applied, the transfer of air-ground communications d. Forward revisions of estimates of 3 minutes or with an aircraft must be made 5 minutes before the more to the appropriate ATS facility.

time at which the aircraft is estimated to reach the e. Coordinate with adjacent facilities on IFR and boundary unless otherwise agreed to by the control VFR flights to ensure the continuation of appropriate and/or communication units concerned.

air traffic services.

8−2−3. AIR TRAFFIC SERVICES INTERFACILITY DATA COMMUNICATIONS 8−2−2. TRANSFER OF CONTROL AND (AIDC) COMMUNICATIONS Where interfacility data communications capability a. Only one air traffic control unit must control an has been implemented, its use for ATC coordination aircraft at any given time.

should be accomplished in accordance with regional b. The control of an aircraft must be transferred Interface Control Documents, and supported by from one control unit to another at the time the aircraft letters of agreement between the facilities concerned.

Coordination 8−2−1

JO 7110.65U 2/9/12

Section 3. Longitudinal Separation

8−3−1. APPLICATION FIG 8−3−1 Same Courses a. Longitudinal separation must be applied so that the spacing between the estimated positions of the aircraft being separated is never less than a prescribed minimum.

NOTE− Consider separation to exist when the estimated positions of the aircraft being separated are never less than a prescribed minimum.

b. In situations where one aircraft requires a different time−based longitudinal standard than another, apply the larger of the two standards between the aircraft concerned.

c. Longitudinal separation expressed in distance may be applied as prescribed in Chapter 6, Nonradar.

d. In situations where an update to a control estimate indicates that the minimum being applied no 2. Crossing tracks. Ensure that the estimated longer exists, controllers must ensure that separation spacing at the point of intersection is not less than the is reestablished. Issue traffic information as applicable minimum required. (See FIG 8−3−2.)

necessary.

FIG 8−3−2 Crossing Courses 8−3−2. SEPARATION METHODS a. For the purpose of application of longitudinal separation, the terms same track must be considered identical to same course , reciprocal tracks must be considered identical to reciprocal courses , and crossing tracks , must be considered identical to crossing courses .

NOTE− Refer to para 1−2−2 , Course Definitions.

b. Separate aircraft longitudinally in accordance with the following: 1. Same track. Ensure that the estimated spacing between aircraft is not less than the applicable minimum required. (See FIG 8−3−1.)

Longitudinal Separation 8−3−1 JO 7110.65U 2/9/12 3. Reciprocal tracks: b. Routes: 1. The aircraft follow the same track or (a) Ensure that aircraft are vertically separ- continuously diverging tracks, and ated for a time interval equal to the applicable 2. The aircraft concerned have reported over a minimum required before and after the aircraft are common point; or estimated to pass. (See FIG 8−3−3.)

3. If the aircraft have not reported over a FIG 8−3−3 common point, the appropriate time interval being Reciprocal Courses applied between aircraft exists and will exist at the common point; or, 4. If a common point does not exist, the appropriate time interval being applied between aircraft exists and will exist at significant points along each track.

c. Altitudes: The aircraft concerned are in level, climbing or descending flight.

d. Mach Number Assignment: 1. A Mach number (or, when appropriate, a range of Mach numbers) must be issued to each aircraft unless otherwise prescribed on the basis of (b) Vertical separation may be discontinued ICAO regional agreement.

after one of the following conditions are met: NOTE− 1. The application of Mach number technique requires (1) Both aircraft have reported passing a pilots to strictly adhere to the last assigned Mach number significant point and the aircraft are separated by at (or range of Mach numbers), even during climbs and least the applicable minimum required for the same descents, unless revised by ATC. Turbojet aircraft must direction longitudinal spacing; (See FIG 8−3−4.) or request ATC approval before making any changes. If it is essential to make an immediate temporary change in the FIG 8−3−4 Mach number (e.g., due to turbulence), ATC must be Vertical Separation notified as soon as possible that such a change has been made.

2. When it is necessary to issue crossing restrictions to ensure the appropriate time interval, it may be impossible for an aircraft to comply with both the clearance to meet the crossing restrictions and the clearance to maintain a single, specific Mach number.

REFERENCE− ICAO DOC 9426−AN/924, Part II, Section 2, Para 2.3.4, Para 2.4.7, and Para 2.5.3.

EXAMPLE− (2) Both aircraft have reported passing “Maintain Mach point eight four or greater.” ground-based NAVAIDs or DME fixes indicating “Maintain Mach point eight three or less.” that they have passed each other.

“Maintain Mach point eight two or greater; do not exceed Mach point eight four.” e. Longitudinal Minima: 8−3−3. MACH NUMBER TECHNIQUE When the Mach number technique is applied, The use of Mach number technique allows for the minimum longitudinal separation must be: application of reduced longitudinal separation 1. 10 minutes , provided that: minima. The following conditions must be met when (a) The preceding aircraft maintains a Mach the Mach number technique is being applied: number equal to, or greater than that maintained by a. Aircraft Types: Turbojet aircraft only. the following aircraft; or Longitudinal Separation 8−3−2 JO 7110.65U 2/9/12 (b) When the following aircraft is faster than (d) 6 minutes , if the preceding aircraft is the preceding aircraft, at least 10 minutes exists until Mach 0.05 faster than the following aircraft; another form of separation is achieved; or (e) 5 minutes , if the preceding aircraft is 2. Between 9 and 5 minutes inclusive, provided Mach 0.06 faster than the following aircraft.

that the preceding aircraft is maintaining a Mach NOTE− number greater than the following aircraft in A “rule−of−thumb” may be applied to assist in providing accordance with the following: the required estimated spacing over the oceanic exit point when either conflict probe is not in use or when requested (a) 9 minutes , if the preceding aircraft is by another facility. This rule−of−thumb can be stated as Mach 0.02 faster than the following aircraft; follows: For each 600 NM in distance between the entry and exit points of the area where the Mach Number (b) 8 minutes , if the preceding aircraft is Technique is used, add 1 minute for each 0.01 difference in Mach 0.03 faster than the following aircraft; Mach number for the two aircraft concerned to compensate (c) 7 minutes , if the preceding aircraft is for the fact that the second aircraft is overtaking the first Mach 0.04 faster than the following aircraft; aircraft. (See TBL 8−3−1.)

TBL 8−3−1 Application of the Mach Number Technique When the Following Aircraft is Faster Distance to Fly and Separation (in Minutes) Required at Entry Point Difference in 001−600 NM 601−1200 NM 1201−1800 NM 1801−2400 NM 2401−3000 NM Mach 0.01 . . . . . . . . . . 11 12 13 14 15 0.02 . . . . . . . . . . 12 14 16 18 20 0.03 . . . . . . . . . . 13 16 19 22 25 0.04 . . . . . . . . . . 14 18 22 26 30 0.05 . . . . . . . . . . 15 20 25 30 35 0.06 . . . . . . . . . . 16 22 28 34 40 0.07 . . . . . . . . . . 17 24 31 38 45 0.08 . . . . . . . . . . 18 26 34 42 50 0.09 . . . . . . . . . . 19 28 37 46 55 0.10 . . . . . . . . . . 20 30 40 50 60 Longitudinal Separation 8−3−3

JO 7110.65U 2/9/12

Section 4. Lateral Separation

8−4−1. APPLICATION 2. When reduced route protected airspace is applicable, and the protected airspace of the flight Separate aircraft by assigning different flight paths paths do not overlap; or (See FIG 8−4−2.)

whose widths or protected airspace do not overlap.

FIG 8−4−2 Within that portion of the Gulf of Mexico Low Separation Methods Offshore airspace controlled by Houston ARTCC, use 12 NM between aircraft whose flight paths are defined by published Grid System waypoints.

NOTE− 1. The Grid System is defined as those waypoints contained within the Gulf of Mexico Low Offshore airspace and published on the IFR Vertical Flight Reference Chart.

2. Lateral separation minima is contained in: Section 7, North Atlantic ICAO Region.

Section 8, Caribbean ICAO Region.

Section 9, Pacific ICAO Region.

Section 10, North American ICAO Region− 3. When aircraft are crossing an oceanic Arctic CTA.

boundary and are entering an airspace with a larger lateral minimum than the airspace being exited; and 8−4−2. SEPARATION METHODS (a) The smaller separation exists at the boundary; and Lateral separation exists for: (b) Flight paths diverge by 15  or more until a. Nonintersecting flight paths: the larger minimum is established. (See FIG 8−4−3.)

1. When the required distance is maintained FIG 8−4−3 between the flight paths; or (See FIG 8−4−1.)

Separation Methods FIG 8−4−1 Separation Methods Lateral Separation 8−4−1 JO 7110.65U 2/9/12 b. Intersecting flight paths with constant and same d. Intersecting flight paths with variable width width protected airspace when either aircraft is at or protected airspace when either aircraft is at or beyond beyond a distance equal to the applicable lateral a distance equal to the sum of the protected airspace separation minimum measured perpendicular to the of both flight paths measured perpendicular to the flight path of the other aircraft. (See FIG 8−4−4.) flight path of the other aircraft. Measure protected airspace for each aircraft perpendicular to its flight FIG 8−4−4 path at the first point or the last point, as applicable, Separation Methods of protected airspace overlap.

NOTE− In FIG 8−4−5, the protected airspace for westbound flight A is distance “a” (50 miles), and for southwestbound flight B, distance “b” (10 miles). Therefore, the sum of distances “a” and “b”; i.e., the protected airspace of Aircrafts A and B, establishes the lateral separation minimum (60 miles) applicable for either flight relevant to the other.

FIG 8−4−6 Separation Methods c. Intersecting flight paths with constant but different width protected airspace when either aircraft is at or beyond a distance equal to the sum of the protected airspace of both flight paths measured perpendicular to the flight path of the other aircraft.

(See FIG 8−4−5.)

FIG 8−4−5 Separation Methods NOTE− (See FIG 8−4−6.) At the first point of protected airspace overlap, the protected airspace for westbound flight A is distance “a” (50 miles), and for southbound flight B, distance “b” (40 miles). The sum of distances “a” and “b” (90 miles) establishes the lateral separation minimum applicable in this example for either flight as it approaches the intersection. For example, Aircraft B should be vertically separated from Aircraft A by the time it reaches point “p.” Lateral Separation 8−4−2 JO 7110.65U 2/9/12 FIG 8−4−7 FIG 8−4−8 Separation Methods Reduction of Route Protected Airspace b. At and above FL 240, reduce the width of the protected airspace to 10 miles on each side of the route centerline to a distance of 114.29 miles from the NOTE− NAVAID, then increasing in width on a 5  angle from (See FIG 8−4−7.) Distance “a” (50 miles) and “b” the route centerline, as measured at the NAVAID, to (30 miles) are determined at the last point of protected the maximum width allowable within the lateral airspace overlap. The sum of the distances “a” and “b” minima; for example, 60 miles of protected airspace (80 miles) establishes the lateral separation minima on each side of the centerline; i.e., a lateral separation applicable for either flight after it passes beyond the minimum of 120 miles. (See FIG 8−4−9.)

intersection. For example, Aircraft B could be cleared to, or through, Aircraft A’s altitude after passing point “r.” FIG 8−4−9 Reduction of Route Protected Airspace 8−4−3. REDUCTION OF ROUTE PROTECTED AIRSPACE When routes have been satisfactorily flight checked and notice has been given to users, reduction in route protected airspace may be made as follows: a. Below FL 240, reduce the width of the protected airspace to 5 miles on each side of the route centerline to a distance of 57.14 miles from the NAVAID, then increasing in width on a 5  angle from the route centerline, measured at the NAVAID, to the maximum width allowable within the lateral minima; for example, 50 miles of protected airspace on each side of centerline; i.e., a lateral minimum of 100 miles. (See FIG 8−4−8.)

Lateral Separation 8−4−3 JO 7110.65U 2/9/12 8−4−4. TRACK SEPARATION 2. NDB: (a) Consider separation to exist between Apply track separation between aircraft by requiring aircraft established on tracks of the same NAVAID aircraft to fly specified tracks or radials and with that diverge by at least 30 degrees and one aircraft is specified spacings as follows: at least 15 miles from the NAVAID. This separation must not be used when one or both aircraft are a. Same NAVAID: inbound to the aid unless the distance of the aircraft 1. VOR/VORTAC/TACAN. Consider separa- from the facility can be readily determined by tion to exist between aircraft established on radials of reference to the NAVAID. Use TBL 8−4−2 to the same NAVAID that diverge by at least 15 degrees determine the flight distance required for various when either aircraft is clear of the airspace to be divergence angles to clear the airspace to be protected for the other aircraft. Use TBL 8−4−1 to protected. For divergence that falls between determine the flight distance required for various two values, use the lesser value to obtain the distance.

divergence angles and altitudes to clear the airspace (See FIG 8−4−11.)

to be protected. (See FIG 8−4−10.)

TBL 8−4−2 Divergence-Distance Minima (NDB) TBL 8−4−1 Divergence-Distance Minima Distance (mile) VOR/VORTAC/TACAN Divergence (degrees) FL 240 FL 230 and through Distance (mile) below FL 450 Divergence (degrees) Fl 240 FL 230 and 30 16 17 through below 45 13 14 FL 450 60 9 10 15−25 17 18 75 7 8 26−35 11 13 90 6 7 36−90 8 11 Note: This table compensates for DME slant range Note: This table compensates for DME slant range error.

error.

FIG 8−4−11 FIG 8−4−10 Track Separation NDB Track Separation VOR Lateral Separation 8−4−4 JO 7110.65U 2/9/12 (b) Clear aircraft navigating on NDB facilit- c. Dead Reckoning (DR): ies in accordance with para 2−5−2, NAVAID Terms.

1. Consider separation to exist between aircraft established on tracks that diverge by at least b. Different NAVAIDs: Separate aircraft using 45 degrees when one aircraft is at least 15 miles from different navigation aids by assigning tracks so that the point of intersection of the tracks. This point may their protected airspace does not overlap.

be determined either visually or by reference to a (See FIG 8−4−12.)

ground−based navigation aid. (See FIG 8−4−13.)

FIG 8−4−12 FIG 8−4−13 Track Separation Track Separation Different NAVAIDs Dead Reckoning Lateral Separation 8−4−5

JO 7110.65U 2/9/12

Section 5. Offshore/Oceanic Transition Procedures

8−5−1. ALTITUDE/FLIGHT LEVEL b. The aircraft are horizontally radar separated and TRANSITION separation is increasing at the edge of known radar coverage.

When vertical separation is applied between aircraft crossing the offshore/oceanic airspace boundary below FL 180, control action must be taken to ensure 8−5−3. OPPOSITE DIRECTION that differences between the standard altimeter setting (QNE) and local altimeter setting (QNH) do When transitioning from an offshore airspace area to not compromise separation. (See FIG 8−5−1.)

oceanic airspace, an aircraft may climb through opposite direction oceanic traffic provided vertical FIG 8−5−1 separation above that traffic is established: Standard and Local Altimeter Setting Differences a. Before the outbound crosses the offshore/ oceanic boundary; and b. 15 minutes before the aircraft are estimated to pass. (See FIG 8−5−2.)

FIG 8−5−2 Transitioning From Offshore to Oceanic Airspace Opposite Direction 8−5−2. COURSE DIVERGENCE When aircraft are entering oceanic airspace, separation will exist in oceanic airspace when: a. Aircraft are established on courses that diverge by at least 15 degrees until oceanic lateral separation is established, and Offshore/Oceanic Transition Procedures 8−5−1 JO 7110.65U 2/9/12 FIG 8−5−3 8−5−4. SAME DIRECTION Transitioning From Offshore to Oceanic Airspace When transitioning from an offshore airspace area to Same Direction oceanic airspace or while within oceanic airspace, apply 5 minutes minimum separation when a following aircraft on the same course is climbing through the altitude of the preceding aircraft if the following conditions are met: a. The preceding aircraft is level at the assigned altitude and is maintaining a speed equal to or greater than the following aircraft; and b. The minimum of 5 minutes is maintained between the preceding and following aircraft; and c. The following aircraft is separated by not more than 4,000 feet from the preceding aircraft when the climb clearance is issued; and d. The following aircraft commences climb within 10 minutes after passing: 1. An exact reporting point (DME fix or intersection formed from NAVAIDs) which the preceding aircraft has reported; or 2. A radar observed position over which the preceding aircraft has been observed; and e. The following aircraft is in direct communica- tion with air traffic control until vertical separation is established. (See FIG 8−5−3.)

Offshore/Oceanic Transition Procedures 8−5−2

JO 7110.65U 2/9/12

Section 6. Separation from Airspace Reservations

FIG 8−6−2 8−6−1. TEMPORARY STATIONARY Temporary Stationary Airspace Reservations AIRSPACE RESERVATIONS Vertical Separation Separate aircraft from a temporary stationary reservation by one of two methods: a. Laterally: Clear aircraft so that the protected airspace along the route of flight does not overlap the geographical area of the stationary reservation.

(See FIG 8−6−1.)

FIG 8−6−1 Temporary Stationary Airspace Reservations Lateral Separation 8−6−2. REFUSAL OF AVOIDANCE CLEARANCE If a pilot refuses to accept a clearance to avoid a reservation, inform him/her of the potential hazard, advise him/her that services will not be provided while the flight is within the reservation and, if possible, inform the appropriate using agency.

8−6−3. TEMPORARY MOVING AIRSPACE RESERVATIONS Separate aircraft from a temporary moving airspace b. Vertically: Clear aircraft so that vertical reservation by one of the following methods: separation exists while the aircraft is within a a. Laterally: Clear aircraft so that the protected geographical area defined as the stationary reserva- airspace along the route of flight does not overlap the tion plus a buffer around the perimeter equivalent to (time-dependent) geographical area of the moving one-half the lateral separation minimum.

airspace reservation.

(See FIG 8−6−2.)

b. Longitudinally: Clear aircraft so that the appropriate longitudinal minimum exists ahead of the first or behind the last aircraft operating within the reservation.

c. Vertically: Clear aircraft so that vertical separation exists while the aircraft is within a (time-dependent) geographical area defined as the moving airspace reservation plus a buffer around the perimeter equivalent to one-half the lateral separation minimum.

Separation from Airspace Reservations 8−6−1

JO 7110.65U 2/9/12

Section 7. North Atlantic ICAO Region

8−7−1. APPLICATION b. Turbojet operations (subsonic flight) : Provide air traffic control services in the North 1. Apply the prescribed minima in accordance Atlantic ICAO Region with the procedures and with para 8−3−3, Mach Number Technique; or minima contained in this section except when noted 2. Where tracks diverge from the common point otherwise.

and the following aircraft is maintaining a greater Mach Number than the preceding aircraft: 8−7−2. VERTICAL SEPARATION (a) At least 10 minutes longitudinal separa- Provide vertical separation in accordance with tion exists at the point where the tracks diverge; and Chapter 4, IFR, Section 5, Altitude Assignment and (b) At least 5 minutes longitudinal separation Verification.

will exist where minimum lateral separation is achieved (whichever is estimated to occur first) ; 8−7−3. LONGITUDINAL SEPARATION (1) At or before the next significant point In accordance with Chapter 8, Offshore/Oceanic (normally within ten degrees of longitude along Procedures, Section 3, Longitudinal Separation, track(s)), or apply the following: (2) Within 90 minutes of the time the a. Supersonic flight: following aircraft passes the common point, or 1. 10 minutes provided that: (3) Within 600 NM of the common point.

(a) both aircraft are in level flight at the same 3. Apply 15 minutes between all other turbojet Mach number or the aircraft are of the same type and aircraft.

are both operating in cruise climb, and one of the following; c. Nonturbojet operations: (1) The aircraft concerned have reported 1. Apply 20 minutes between aircraft operating over a common point; or, in the West Atlantic Route System (WATRS), or (2) If the aircraft have not reported over a 2. Apply 30 minutes between aircraft operating common point, the appropriate time interval being outside of the WATRS.

applied between aircraft exists and will exist at the NOTE− common point; or, The WATRS area is defined as beginning at a point 27  00’N/77  00’W direct to 20  00’N/67  00’W direct to (3) If a common point does not exist, the 18  00’N/62  00’W direct to 18  00’N/60  00’W direct to appropriate time interval being applied between 38  30’N/60  00’W direct to 38  30’N/69  15’W, thence aircraft exists and will exist at significant points along counterclockwise along the New York Oceanic CTA/FIR each track.

boundary to the Miami Oceanic CTA/FIR boundary, 2. 15 minutes between aircraft in supersonic thence southbound along the Miami Oceanic CTA/FIR flight not covered in subpara a1 above. boundary to the point of beginning.

North Atlantic ICAO Region 8−7−1 JO 7110.65U 2/9/12 8−7−4. LATERAL SEPARATION 3. Operate west of 55  West between the U.S., Canada, or Bermuda and points in the Caribbean In accordance with Chapter 8, Offshore/Oceanic ICAO Region.

Procedures, Section 4, Lateral Separation, apply the d. 120 NM or 2 degrees latitude between aircraft following: not covered by subparas a, b or c above.

a. 50 NM between Required Navigation Perform- NOTE− ance (RNP 4 or RNP 10) approved aircraft which: Tracks may be spaced with reference to their difference in 1. Operate on routes or in areas within WATRS, latitude, provided that in any interval of 10 degrees of longitude the change in latitude of at least one of the tracks the San Juan CTA/FIR or the Atlantic portion of the does not exceed 3 degrees when operating south of Miami Oceanic CTA/FIR; or 58  North.

2. Operate in the New York Oceanic CTA/FIR outside of WATRS.

8−7−5. PROCEDURES FOR WEATHER NOTE− DEVIATIONS IN NORTH ATLANTIC (NAT) This reduced lateral separation must not be used if AIRSPACE track−keeping capability of the aircraft has been reduced Aircraft must request an ATC clearance to deviate.

for any reason.

Since aircraft will not fly into known areas of b. 60 NM or 1 degree latitude between: weather, weather deviation requests should take priority over routine requests. If there is no traffic in 1. Supersonic aircraft operating above FL 275.

the horizontal dimension, ATC must issue clearance 2. Aircraft which meet the MNPS and which: to deviate from track; or if there is conflicting traffic in the horizontal dimension, ATC separates aircraft (a) Operate within MNPS airspace; or by establishing vertical separation. If there is (b) Are in transit to or from MNPS airspace; conflicting traffic and ATC is unable to establish the or required separation, ATC must: (c) Operate for part of their flight within, a. Advise the pilot unable to issue clearance for above, or below MNPS airspace .

requested deviation; NOTE− b. Advise the pilot of conflicting traffic; and This reduced lateral separation must not be used if track−keeping capability of the aircraft has been reduced c. Request pilot’s intentions.

for any reason.

PHRASEOLOGY− c. 90 NM or 1 and 1/2 degrees latitude between UNABLE (requested deviation), TRAFFIC IS (call sign, aircraft not approved for RNP 4 or RNP 10 and position, altitude, direction), ADVISE INTENTIONS.

which: NOTE− 1. The pilot will advise ATC of intentions by the most 1. Operate on routes or in areas within WATRS, expeditious means available.

the San Juan CTA/FIR or the Atlantic portion of the 2. In the event that pilot/controller communications Miami CTA/FIR; cannot be established or a revised ATC clearance is not 2. Operate between points in the U.S. or available, pilots will follow the procedures outlined in the Canada, and Bermuda; Regional Supplementary Procedures, ICAO Doc. 7030.

North Atlantic ICAO Region 8−7−2

JO 7110.65U 2/9/12

Section 8. Caribbean ICAO Region

8−8−1. APPLICATION 2. In the New York CTA/FIR, where tracks diverge from the common point and the following Provide air traffic control services in the Caribbean aircraft is maintaining a greater Mach number than ICAO Region with the procedures and minima the preceding aircraft: contained in this section except when noted (a) At least 10 minutes longitudinal separa- otherwise.

tion exists at the point where the tracks diverge; and (b) At least 5 minutes longitudinal separation 8−8−2. VERTICAL SEPARATION will exist where minimum lateral separation is Provide vertical separation in accordance with achieved (whichever is estimated to occur first) ; Chapter 4, IFR, Section 5, Altitude Assignment and (1) At or before the next significant point Verification.

(normally within ten degrees of longitude along track(s)), or 8−8−3. LONGITUDINAL SEPARATION (2) Within 90 minutes of the time the following aircraft passes the common point, or Provide longitudinal separation between aircraft as follows: (3) Within 600 NM of the common point; or 3. Apply 15 minutes between all other turbojet a. Supersonic flight: aircraft.

1. 10 minutes provided both aircraft are in level c. Turbojet operations below FL 200 (subsonic flight at the same Mach number or the aircraft are of flight) : the same type and are both operating in cruise climb, and one of the following; Apply 20 minutes between turbojet aircraft operating below FL 200 in the San Juan Oceanic (outside the (a) Both aircraft have reported over a WATRS area) , Miami Oceanic and Houston Oceanic common point; or, CTAs/FIRs.

(b) If both aircraft have not reported over a d. Nonturbojet operations.

common point, the appropriate time interval being 1. Apply 20 minutes between aircraft operating applied between aircraft exists and will exist at the in the WATRS; or common point; or, 2. Apply 20 minutes between aircraft operating (c) If a common point does not exist, the below FL 200 in the Miami Oceanic, Houston appropriate time interval being applied between Oceanic and San Juan CTAs/FIRs; or aircraft exists and will exist at significant points along each track.

3. Apply 30 minutes between aircraft operating outside of the WATRS in the New York CTA/FIR.

2. 15 minutes between all other aircraft.

NOTE− b. Turbojet operations at or above FL 200 in the The WATRS area is defined as beginning at a point Miami Oceanic, Houston Oceanic and San Juan 27  00’N/77  00’W direct to 20  00’N/67  00’W direct to CTAs/FIRs and all altitudes in the West Atlantic 18  00’N/62  00’W direct to 18  00’N/60  00’W direct to 38  30’N/60  00’W direct to 38  30’N/69  15’W, thence Route System (WATRS) and New York Oceanic counterclockwise along the New York Oceanic CTA/FIR CTA/FIR (subsonic flight) : boundary to the Miami Oceanic CTA/FIR boundary, 1. Apply the prescribed minima in accordance thence southbound along the Miami Oceanic CTA/FIR with para 8−3−3, Mach Number Technique; or boundary to the point of beginning.

Caribbean ICAO Region 8−8−1 JO 7110.65U 2/9/12 8−8−4. LATERAL SEPARATION NOTE− This reduced lateral separation must not be used if In accordance with Chapter 8, Offshore/Oceanic track−keeping capability of the aircraft has been reduced Procedures, Section 4, Lateral Separation, apply the for any reason.

following: c. 90 NM between aircraft not approved for RNP 4 or RNP 10 and which: a. 50 NM between Required Navigation Perform- ance (RNP 4 or RNP 10) approved aircraft which: 1. Operate within WATRS ; or 1. Operate on routes or in areas within WATRS, 2. Operate west of 55  West between the U.S., the San Juan CTA/FIR or the Atlantic portion of the Canada, or Bermuda and points in the Caribbean Miami Oceanic CTA/FIR; or ICAO Region.

d. 100 NM between aircraft operating west of 2. Operate in the New York Oceanic CTA/FIR 55  West not covered by subparas a, b or c above.

outside of WATRS.

e. 120 NM between aircraft operating east of NOTE− This reduced lateral separation must not be used if 55  West.

track−keeping capability of the aircraft has been reduced for any reason.

8−8−5. VFR CLIMB AND DESCENT b. 60 NM between: a. In the Houston, Miami, and San Juan CTAs, IFR flights may be cleared to climb and descend in VFR 1. Supersonic aircraft operating above FL 275 conditions only: within the New York oceanic CTA/FIR.

1. When requested by the pilot; and 2. Supersonic aircraft operating at or above FL 450 not covered in subpara 1 above.

2. Between sunrise and sunset.

3. Aircraft which meet the MNPS and which: b. Apply the following when the flight is cleared: 1. If there is a possibility that VFR conditions (a) Operate within MNPS airspace; or may become impractical, issue alternative instruc- (b) Are in transit to or from MNPS airspace; tions.

or 2. Issue traffic information to aircraft that are (c) Operate for part of their flight within, not separated in accordance with the minima in this section.

above, or below MNPS airspace.

Caribbean ICAO Region 8−8−2

JO 7110.65U 2/9/12

Section 9. Pacific ICAO Region

8−9−1. APPLICATION (b) The required ADS−C periodic reports are maintained and monitored by an automated flight Provide air traffic control services in the Pacific data processor (e.g., Ocean21); ICAO Region with the procedures and minima TBL 8−9−1 contained in this section except when noted ADS−C Criteria otherwise.

Minima RNP Maximum ADS−C Periodic Reporting 8−9−2. VERTICAL SEPARATION Interval 50 NM 10 27 minutes Provide vertical separation in accordance with Chapter 4, IFR, Section 5, Altitude Assignment and 50 NM 4 32 minutes Verification, except when aircraft operate within 30 NM 4 14 minutes airspace where composite separation and procedures 2. Aircraft on reciprocal tracks may be cleared are authorized, apply the minima specified in to climb or descend to or through the altitude(s) para 8−9−5, Composite Separation Minima .

occupied by another aircraft provided that: (a) An ADS−C position report on at least one 8−9−3. LONGITUDINAL SEPARATION of the aircraft has been received beyond the passing In accordance with Chapter 8, Offshore/Oceanic point, and Procedures, Section 3, Longitudinal Separation, (b) The aircraft have passed each other by the apply the following: applicable separation minimum.

a. Minima based on time: NOTE− Ocean21 has been designed to check for the above criteria 1. 15 minutes between aircraft; or prior to allowing the minima to be provided.

2. 10 minutes between turbojet aircraft whether 3. When an ADS−C periodic or waypoint in level, climbing or descending flight, provided that change event report is overdue by 3 minutes , the the aircraft concerned follow the same track or controller must take action to obtain an ADS−C continuously diverging tracks until some other form report.

of separation is provided; or 4. If no report is received within 6 minutes of the 3. The prescribed minima in accordance with time the original report was due, the controller must para 8−3−3, Mach Number Technique.

take action to apply another form of separation.

4. Reciprocal track aircraft − Where lateral c. Minima based on distance without ADS−C: separation is not provided, vertical separation must 1. Apply 50 NM between aircraft cruising, be provided at least 10 minutes before and after the climbing or descending on the same track or time the aircraft are estimated to pass or are estimated reciprocal track that meet the requirements for and to have passed.

are operating within airspace designated for RNP−10 operations provided: b. Minima based on distance using Automatic Dependent Surveillance − Contract (ADS−C): (a) Direct controller/pilot communication via voice or CPDLC is maintained; and 1. Apply the minima as specified in TBL 8−9−1, ADS−C Criteria, between aircraft on the same track (b) Separation is established by ensuring that within airspace designated for Required Navigation at least 50 NM longitudinal separation minima exists Performance (RNP), provided: between aircraft positions as reported by reference to the same waypoint.

(a) Direct controller/pilot communication via voice or Controller Pilot Data Link Communications (1) Same track aircraft − whenever pos- (CPDLC) is established, and sible ahead of both; or Pacific ICAO Region 8−9−1 JO 7110.65U 2/9/12 (2) Reciprocal track aircraft − provided 8−9−4. LATERAL SEPARATION that it has been positively established that the aircraft In accordance with Chapter 8, Offshore/Oceanic have passed each other.

Procedures, Section 4, Lateral Separation, apply the following: 2. Distance verification must be obtained from each aircraft at least every 24 minutes to verify that a. Within areas where Required Navigation separation is maintained.

Performance 10 (RNP−10) separation and proced- ures are authorized, apply 50 NM to RNP−10 3. If an aircraft fails to report its position within approved aircraft.

3 minutes after the expected time, the controller must take action to establish communication. If commu- b. Apply 30 NM to RNP−4 approved aircraft nication is not established within 8 minutes after the operating within airspace designated for RNP−4 time the report should have been received, the when direct controller/pilot communications, via controller must take action to apply another form of voice or Controller Pilot Data Link Communications separation.

(CPDLC), and the required ADS−C contracts are maintained and monitored by an automated flight NOTE− data processor (e.g., Ocean21).

When same track aircraft are at, or are expected to reduce to, the minima, speed control techniques should be applied c. When aircraft operate within airspace where in order to maintain the required separation.

composite separation and procedures are authorized, d. Minima based on DME/RNAV: apply the minimum specified in para 8−9−5, Composite Separation Minima .

Apply the following DME/RNAV minima in d. Apply 100 NM to aircraft not covered by Control 1234H, Control 1487H and the Norton Sound High Control areas to turbojet aircraft subparas a, b or c.

established on or transitioning to the North Pacific (NOPAC) Route System.

8−9−5. COMPOSITE SEPARATION MINIMA 1. 30 NM between aircraft when DME reports or Provide composite separation within the Central East radar observations are used to establish the distance, Pacific (CEP) and North Pacific (NOPAC) composite otherwise at least 40 NM based on RNAV must be route systems and where designated by facility applied; and directive in the Pacific Organized Track System (PACOTS) at and above FL 290 as follows: 2. Unless both aircraft are radar identified, both aircraft must provide DME/RNAV distance reports a. 1,000 feet vertical separation; and via direct voice that indicates the appropriate b. 50 NM lateral separation.

separation exists; and 3. Application of DME/RNAV separation 8−9−6. COMPOSITE SEPARATION without direct voice communications may not ALTITUDE ASSIGNMENT continue for more than 90 minutes; and a. Aircraft operating at or above FL 300 in a 4. The preceding aircraft is assigned the same composite route system may be cleared at even flight or greater Mach number than the following aircraft; levels. Additionally, aircraft may be cleared at even and flight levels while joining, crossing, or leaving a composite route system provided such aircraft 5. Both aircraft must be advised of the other leaving the system are cleared to an appropriate odd aircraft involved, including the distance relative to cardinal flight level when noncomposite vertical or the flights.

lateral separation is achieved.

EXAMPLE− b. Aircraft (operating at or above FL 300) leaving “Maintain Mach point eight four, same direction traffic, a composite route system at an even cardinal flight twelve o’clock, three five miles.” level do not have to be assigned an odd cardinal flight REFERENCE− level provided: FAAO JO 7110.65, Para 2−1−21 , Traffic Advisories.

Pacific ICAO Region 8−9−2 JO 7110.65U 2/9/12 1. The aircraft is being provided radar service; aircraft is established on the route to which it is and proceeding; and 2. Longitudinal or noncomposite vertical sepa- 2. The aircraft will be cleared for descent and approach to an airport within the facility’s domestic ration exists between that aircraft and any other FIR; and aircraft on the route to which that aircraft is proceeding; and 3. There is an operational advantage.

3. Composite separation exists between that c. Aircraft operating on unidirectional routes or aircraft and any other aircraft on the next adjacent traffic flows may be assigned altitudes other than the route.

appropriate altitude for direction of flight provided d. Clear an aircraft to cross the composite route that 2,000 feet vertical separation is maintained system provided longitudinal or noncomposite between aircraft operating on the same route.

vertical or lateral separation exists between that aircraft and any other aircraft in the composite route 8−9−7. COMPOSITE SEPARATION system.

APPLICATION e. Clear aircraft to transition to or from the Provide composite separation in the CEP and the composite route system from an Oceanic Transition North Pacific (NOPAC) composite route systems and Route (OTR) provided: where designated by facility directive in the Pacific 1. The OTR is charted on aeronautical charts; Organized Track System (PACOTS) as follows: and a. Clear an aircraft to join an outer route of the 2. Composite separation is maintained between composite route system at other than the normal entry that aircraft and any other aircraft within the point provided: composite route system; and 1. Longitudinal or noncomposite vertical sepa- NOTE− ration exists between that aircraft and any other An aircraft is within the confines of a composite route aircraft on that route; and system when the aircraft joins or crosses the outer route of the composite route system or passes a composite route 2. Composite separation exists between that entry point.

aircraft and any other aircraft on the next adjacent route.

3. Composite separation is maintained between that aircraft and any other aircraft on adjacent OTRs.

b. Clear an aircraft to leave an outer route of the composite route system at other than the normal exit f. Clear an aircraft to change altitude on a route if point provided its course diverges so that lateral noncomposite separation exists between that aircraft spacing from the route system increases until and others operating on that route regardless of other noncomposite separation exists between that aircraft aircraft operating on adjacent routes in the system.

and any other aircraft in the composite route system.

Pilot’s discretion climbs and descents are not authorized when applying composite separation.

c. Clear an aircraft to change from one route to an adjacent route within the composite route system NOTE− Although composite separation is not applied between provided: aircraft on different tracks at FL 280 and FL 290, this 1. Longitudinal or noncomposite vertical sepa- paragraph applies to climbs and descents between FL 280 ration is maintained between that aircraft and any and altitudes within the composite altitude stratum other aircraft on the route being vacated until that (FL 300 and above).

Pacific ICAO Region 8−9−3 JO 7110.65U 2/9/12 8−9−8. PROCEDURES FOR WEATHER a. Advise the pilot unable to issue clearance for DEVIATIONS AND OTHER requested deviation; CONTINGENCIES IN OCEANIC b. Advise the pilot of conflicting traffic; and CONTROLLED AIRSPACE c. Request pilot’s intentions.

PHRASEOLOGY− Aircraft must request an ATC clearance to deviate.

UNABLE (requested deviation), TRAFFIC IS (call sign, Since aircraft will not fly into known areas of position, altitude, direction), SAY INTENTIONS.

weather, weather deviation requests should take NOTE− priority over routine requests. If there is no traffic in 1. The pilot will advise ATC of intentions by the most the horizontal dimension, ATC must issue clearance expeditious means available.

to deviate from track; or if there is conflicting traffic 2. In the event that pilot/controller communications in the horizontal dimension, ATC separates aircraft cannot be established or a revised AT clearance is not by establishing vertical separation. If there is available, pilots will follow the procedures outlined in the conflicting traffic and ATC is unable to establish Regional Supplementary Procedures, ICAO Doc 7030 and standard separation, ATC must: Chart Supplements.

Pacific ICAO Region 8−9−4

JO 7110.65U 2/9/12

Section 10. North American ICAO Region− Arctic CTA

8−10−1. APPLICATION a. 15 minutes between turbojet aircraft.

b. The prescribed minima in accordance with Provide air traffic control services in the North para 8−3−3, Mach Number Technique.

American ICAO Region − Arctic CTA with the procedures and minima contained in this section.

c. 20 minutes between other aircraft.

8−10−2. VERTICAL SEPARATION 8−10−4. LATERAL SEPARATION Provide vertical separation in accordance with: In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 4, Lateral Separation, apply the a. Chapter 4, IFR, Section 5, Altitude Assignment following: and Verification; and a. Provide 90 NM lateral separation between b. Facility directives depicting the transition aircraft, or between flight levels and metric altitudes.

b. Lower minima in para 5.4.1 of Chapter 5 of the Procedures for Air Navigation−Services, Air Traffic 8−10−3. LONGITUDINAL SEPARATION Management (PANS−ATM), (Doc 4444−ATM/501) In accordance with Chapter 8, Offshore/Oceanic may be applied or further reduced in accordance with Procedures, Section 3, Longitudinal Separation, para 5.11 of the same part where the conditions apply the following: specified in the relevant PANS−ATM are met.

North American ICAO Region− Arctic CTA 8−10−1

JO 7110.65U 2/9/12

Chapter 9. Special Flights

Section 1. General

9−1−1. GENERAL recorded” indicates automated flight inspections are in progress in terminal areas.

Provide aircraft engaged in the flight inspection of NOTE− NAVAIDs with maximum assistance. Unless other- FAA flight inspection aircraft will file flight plans using the wise agreed to, maintain direct contact with the pilot call sign “FLIGHT CHECK” during flight inspections or and exchange information regarding known traffic in when inbound to conduct flight inspections. Flight plan the area and his/her intentions.

remarks may indicate type NAVAID inspection to be accomplished; e.g. “FC OKC P.” NOTE− 1. Many flight inspections are accomplished using automatic recording equipment, and an uninterrupted 9−1−3. FLIGHT CHECK AIRCRAFT flight is necessary for successful completion of the mission.

a. Provide special handling, as required, to The workload for the limited number of aircraft engaged in expedite flight inspection of NAVAIDs, direction these activities requires strict adherence to a schedule.

finding (DF) equipment, and RADAR by flight check 2. Flight inspection operations which require special aircraft.

participation of ground personnel, specific communica- NOTE− tions, or radar operation capabilities are considered to Certain flight inspection maneuvers require operations in require special handling. These flights are coordinated close proximity to the surface. These maneuvers can only with appropriate facilities before departure.

be performed during daylight visual meteorological REFERENCE− conditions. Preplanned automatic flight places the FAAO 8200.1, United States Standard Flight Inspection Manual.

following limitations on the capability of the pilot to adhere FAAO 8240.41, Flight Inspection/Air Traffic On−Site Coordination Requirements.

to normal ATC clearances: 1. Route of flight − orbital from 6 nautical miles to a maximum of 40 nautical miles from the facility depending 9−1−2. SPECIAL HANDLING on the type of inspection. During commissioning flight checks all SIDs, STARs, airways, DME fixes, and a. Clear the aircraft according to pilot request as approaches must be flown.

soon as practicable. Do not ask the pilot to deviate 2. Altitude assignment − from 1,000 feet above the from his/her planned action except to preclude an antenna site up to the minimum en route altitude (MEA).

emergency situation.

REFERENCE− FAAO JO 7110.65, Para 2−1−4 , Operational Priority.

REFERENCE− FAAO 8240.41, Flight Inspection/Air Traffic On−Site Coordination FAAO 8240.41, Flight Inspection/Air Traffic On−Site Coordination Requirements, Appendix 1, describes certain flight inspection Requirements, Appendix 1, describes certain flight inspection maneuvers in detail.

maneuvers in detail.

b. Avoid changes in the route or altitude from that b. Issue radar advisories to the flight inspection filed by the pilot in the initial flight plan.

aircraft where adequate coverage exists and to the extent permitted by workload.

c. Do not impose air traffic control delays in the flight except to preclude emergency situations.

c. Suggest flight path adjustments, as required, for any aircraft which will enter or penetrate an area in d. Do not change the previously assigned discrete which a flight inspection function is being performed. beacon code of special radar accuracy flight check aircraft.

d. Provide special handling, as required, to FAA REFERENCE− aircraft conducting flight inspections using the call FAAO JO 7210.3, Para 7−1−2, Special Radar Accuracy Checks.

sign “Flight Check.” The call sign “Flight Check (Nr) FAAO JO 7210.3, Para 10−5−4, ASR Performance Checks.

General 9−1−1

JO 7110.65U 2/9/12

Section 2. Special Operations

NOTE− 9−2−1. AIRCRAFT CARRYING An ATC clearance must be obtained by the pilot before DANGEROUS MATERIALS discontinuing conventional navigation to begin celestial a. Provide the following special handling to navigation training. The pilot will advise when discontinu- military aircraft or military contracted aircraft ing celestial navigation and resuming conventional navigation. Celestial navigation training will be conducted carrying dangerous materials when: within 30 NM of the route centerline specified in the 1. The words “dangerous cargo,” or “inert en route clearance unless otherwise authorized by ATC.

devices,” or both are contained in the remarks section During celestial navigation training, the pilot will advise of the filed flight plan, or ATC before initiating any heading changes which exceed 20 degrees.

NOTE− 1. Certain types of military flights carrying dangerous b. Within conterminous U.S. airspace, limit materials require strict adherence to military regulations celestial navigation training to transponder-equipped and flight planning along carefully selected routes. These aircraft within areas of ARTCC radar coverage.

flights must avoid heavily populated areas.

c. Prior to control transfer, ensure that the 2. “ Inert devices” are devices containing no dangerous receiving controller is informed of the nature of the materials but closely resembling nuclear or explosive items celestial navigation training leg.

that are classified as dangerous and could be easily mistaken for their dangerous counterparts.

REFERENCE− FAAO JO 7110.65, Para 2−2−6 , IFR Flight Progress Data.

2. The pilot uses these words in radio communication.

9−2−3. DEPARTMENT OF ENERGY (DOE) b. If it becomes necessary to issue a clearance to SPECIAL FLIGHTS amend the route/altitude, advise the pilot: a. Provide notification of possible route or altitude 1. Of the proposed change, and changes as far in advance as possible for “RAC” 2. The amount of delay to expect if it is flights. The pilot will indicate if the proposed change necessary to maintain the present route/altitude.

is acceptable or if alternate routing or altitude will be requested.

c. When it becomes necessary for the pilot to refuse a clearance amending his/her route/altitude, NOTE− he/she will advise if the traffic delay is acceptable or DOE contracts for civil pilots to operate public aircraft to if an alternate route/altitude is desired. In such cases, transport radioactive or high explosive materials within the conterminous U.S. These flights operate on an IFR offer all possible assistance.

flight plan but principally during daylight hours and VFR d. When the aircraft is provided an en route conditions. These flights require flight along carefully descent, do not vector the aircraft from the planned selected routes and, in some instances, pilots will refuse route unless the pilot concurs.

clearances that require reroute or altitude changes that would derogate their objective.

e. Use special patterns and routings in areas where b. EN ROUTE. Approve pilot requests to leave they have been developed for these flights. If special center frequency for operational purposes as traffic patterns and routings have not been developed, employ normal procedures. conditions permit.

c. Notify a supervisor in the event any of the 9−2−2. CELESTIAL NAVIGATION TRAINING following occurs with “RAC” aircraft: EN ROUTE 1. Loss of radio contact.

a. Approve flight plans specifying celestial 2. Loss of radar contact.

navigation only when it is requested for USAF or USN aircraft. 3. The flight is overdue at the destination.

Special Operations 9−2−1 JO 7110.65U 2/9/12 d. If you receive information that a “RAC” aircraft 9−2−6. FLYNET is involved in an accident, secure as much Provide expeditious handling for U.S. Government, information as possible, particularly with respect to civil or military aircraft using the code name location, and immediately notify the ARTCC “FLYNET.” Relay the code name as an element in the supervisory traffic management coordinator−in− remarks position of the flight plan.

charge.

NOTE− NOTE− The code name “FLYNET” indicates that an aircraft is There is a possibility of an explosive or radiation hazard of transporting a nuclear emergency team or a disaster an “RAC” aircraft involved in an accident.

control team to the location of a potential or actual nuclear accident or an accident involving chemical agents or hazardous materials. It is in the public interest that they 9−2−4. EXPERIMENTAL AIRCRAFT reach their destination as rapidly as possible.

OPERATIONS REFERENCE− FAAO JO 7110.65, Para 2−1−4 , Operational Priority.

FAAO JO 7610.4, Para 12−4−1, “FLYNET” Flights, Nuclear a. When notified that an experimental aircraft Emergency Teams.

requires special handling: NOTE− 9−2−7. IFR MILITARY TRAINING ROUTES 14 CFR Section 91.319(d)(3) requires that each person operating an aircraft with an experimental certificate must a. Except for aircraft operating in the same altitude notify the control tower of the experimental nature of the reservation, clear aircraft into an MTR provided aircraft when operating into or out of airports with separation will be applied between successive aircraft operating control towers.

unless otherwise covered in a letter of agreement between the military scheduling activity and the 1. Clear the aircraft according to pilot requests concerned ATC facility.

as traffic permits and if not contrary to ATC procedures.

PHRASEOLOGY− CLEARED INTO IR (designator).

2. Once approved, do not ask the pilot to deviate MAINTAIN (altitude), from a planned action except to preclude an or emergency situation.

MAINTAIN IR (designator) ALTITUDE(S), b. At locations where volume or complexity of experimental aircraft operations warrant, a letter of or agreement may be consummated between the facility and operator.

MAINTAIN AT OR BELOW (altitude), or 9−2−5. FAA RESEARCH AND DEVELOPMENT FLIGHTS CRUISE (altitude), and if required, When coordinated in advance and traffic permits, approve requests for special flight procedures from CROSS (fix) AT OR LATER THAN (time).

aircraft participating in FAA research and develop- ment test activities. These special procedures must be b. Unless otherwise covered in a letter of applied to participating aircraft/vehicles.

agreement between the military scheduling activity and the concerned FAA facility, clear aircraft to exit NOTE− an MTR.

Special flight procedures for FAA research and develop- ment test activities must be approved by the facility air PHRASEOLOGY− traffic manager prior to their use.

CLEARED TO (destination/clearance limit) FROM IR (designator/exit fix) VIA (route).

REFERENCE− FAAO JO 7210.3, Para 5−2−4, Research and Development Flights. MAINTAIN (altitude).

Special Operations 9−2−2 JO 7110.65U 2/9/12 c. If the provisions of subpara a above cannot be i. If an aircraft on an IR experiences a two-way accomplished, MTRs may be designated for MARSA radio communications failure and you are unable to operations. To preclude an inadvertent compromise determine if the aircraft is proceeding VFR in of MARSA standards by ATC, appropriate MARSA accordance with 14 CFR Section 91.185(b) or the application for such routes must be covered in a letter aircraft has not been positively radar identified: of agreement with the military scheduling activity.

1. Provide separation to the destination airport Establish separation between aircraft as soon as based on the aircraft complying with the following: practicable after operation on the designated MARSA route is ended.

(a) Maintain to the exit/alternate exit fix the higher of the following altitudes: NOTE− For designated MARSA routes, the military assumes (1) The minimum IFR altitude for each of responsibility for separation for MTR aircraft that have the remaining route segment(s) remaining on the passed the primary/alternate entry fix until separation is route.

established by ATC after operations on the MARSA route are completed. (2) The highest altitude assigned in the last ATC clearance.

d. The lateral airspace to be protected along an (b) Depart the exit/alternate exit fix at the MTR is the designated width of the route.

appropriate altitude specified in subpara (a) above, e. Prior to an aircraft entering an MTR, request the then climb/descend to the altitude filed in the flight pilot’s estimate for the route’s exit/alternate exit fix, plan for the remainder of the flight, or the pilot’s requested altitude after exiting and, if NOTE− applicable, the number of reentries on a Strategic In the event of a two-way communications failure, ATC will Training Range (STR).

be based on the following anticipated pilot action at the exit fix. Unless otherwise covered in a letter of agreement, and PHRASEOLOGY− if the pilot is unable to comply with the VFR provisions of (Call sign) CONFIRM YOUR EXIT FIX ESTIMATE AND 14 CFR Section 91.185/FLIP IFR Supplement, the pilot REQUESTED ALTITUDE AFTER EXIT, will exercise his/her emergency authority, squawk transponder Code 7700 , depart the exit/alternate exit fix and if applicable, and climb/descend (continuing to squawk 7700) to the altitude filed in the flight plan. Subsequent transponder THE NUMBER OF REENTRIES.

operations will be in accordance with para 10−4−4 , Communications Failure. Air traffic controller action from f. Forward estimates for exit/alternate exit fixes, the exit fix is as prescribed in para 10−1−1 , Emergency requested altitude after exit, and, if applicable, the Determinations.

number of reentries on the STR.

(c) Proceed in accordance with the lost g. Apply the procedures of para 6−1−2, Nonre- communication procedure contained in letters of ceipt of Position Report, based upon the pilot’s agreement.

estimate for the route exit fix.

2. Continue to monitor the last ATC assigned discrete code.

h. Clearance may be issued to amend or restrict operations on a route for ATC considerations. Where NOTE− a route has been designated MARSA in accordance Pilots who experience a two-way radio failure will adjust with subpara c, ATC must not amend or restrict their transponder to Code 7700 during climb/descent to operations in such a manner as to compromise altitude filed for the next leg of the flight plan; then change to Code 7600 for a period of 15 minutes. At the end of each MARSA provisions.

15−minute period, he/she will squawk 7700 for a period of NOTE− 1 minute; all other times he/she will squawk 7600.

When MARSA is provided through route scheduling and j. Impose delays, if needed, to eliminate conflict circumstances prevent the pilot from entering the route with nonparticipating IFR aircraft when necessary to within established time limits, it must be the responsibility preclude denial of IR usage. Advise the pilot of the of the pilot to inform the ATC facility and advise his/her expected length and reason for delay.

intentions.

Special Operations 9−2−3 JO 7110.65U 2/9/12 9−2−8. INTERCEPTOR OPERATIONS communications, flight planning, and an operational transponder on an assigned code are required for Provide maximum assistance to expedite the operations in the designated area.

movement of interceptor aircraft on active air defense a. When the assigned code is observed, advise the (scrambles) missions until the unknown aircraft is aircraft to proceed on course/as requested but to identified in accordance with the policies and remain outside of Class B, C, and/or D airspace as procedures published in FAAO JO 7610.4, Special appropriate.

Operations.

PHRASEOLOGY− NOTE− (ACID) TRANSPONDER OBSERVED PROCEED ON The FAA and the military have mutually agreed to the COURSE/AS REQUESTED; REMAIN OUTSIDE (class) implementation of policies and procedures for control of AIRSPACE.

air defense interceptor operations. Effective coordination and cooperation between FAA and the military at all levels 1. Maintain continuous security tracking of are essential if policy objectives are to be met.

VFR aircraft operating in the designated area to assist security forces in situational awareness. Immediately a. The ADCF initiating the SCRAMBLE must identify the mission as an active air defense mission. report all instances of loss of radio communication or the inability to conduct security tracking of an aircraft b. ATC services must be used for active air defense to the front line manager (FLM)/CIC and wait for missions insofar as the circumstances and situation instructions.

permits.

2. Basic separation services to aircraft, for c. Upon request, the ATC facility must expedite example, IFR, SVFR, Class B, Class C, TRSA, do not transfer of the control jurisdiction of the interceptors apply to ATC security tracking.

to the requesting ADCF.

3. Aircraft with operating transponders, but without operating Mode C (altitude), require specific 9−2−9. SPECIAL INTEREST SITES authorization from ATC to operate in the SFRA. ATC a. Relay immediately to supervisory/CIC person- must coordinate with the Domestic Events Network nel any reports or information regarding unusual (DEN) before approval.

aircraft activities in the vicinity of special interest 4. Aircraft flying too low for radar coverage sites such as nuclear power plants, power plants, must be instructed to report landing or exiting the dams, refineries, etc. Supervisory/CIC personnel SFRA. Keep flight progress strips on these aircraft may also receive reports/information from the until pilot reports landing or exiting the SFRA. If a Nuclear Regulatory Commission or other sources.

flight progress strip does not exist for the aircraft, b. Supervisory/CIC personnel must immediately record the call sign, transponder code, entry point (for notify local law enforcement authorities of these example, north, northeast, east), and time of entry reports/information as well as notifying the overlying into the SFRA.

air traffic facility of any of these reports and the action PHRASEOLOGY− taken.

(Call sign), REPORT LANDING OR LEAVING THE SFRA.

c. ARTCCs must promptly advise the Domestic Events Network (DEN) of any actions taken in 5. United States military, law enforcement, and accordance with this paragraph. aeromedical flights are exempt from filing flight plans.

9−2−10. WASHINGTON, DC, SPECIAL b. Establishing two−way Communications.

FLIGHT RULES AREA (DC SFRA)/ATC 1. Pilots must establish two−way radio SECURITY SERVICES communications with ATC prior to entering the Provide ATC security services at locations where security service area. Responding to a radio call with, procedures are required for tracking aircraft in “(a/c call sign) standby,” establishes radio security services airspace. ATC security services are communications and the pilot may enter the area, designed to support the national security mission of provided all other security requirements have been the FAA and other agencies. Two−way radio satisfied.

Special Operations 9−2−4 JO 7110.65U 2/9/12 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 must 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, Para 2−7−7, 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 JO 7110.65U 2/9/12 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 2−1−1 1, Use of MARSA.

paired with your normal communications frequen- FAAO JO 7110.65, Para 5−5−8 , 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 must keep COMMENCING AT (altitude), DESCENDING TO receiver aircraft within 3 miles of the tanker until MARSA (altitude). is terminated.

Special Operations 9−2−6 JO 7110.65U 2/9/12 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.

2 minutes 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. FL 600 f. Approve requests by the tanker pilot for vectors Control aircraft operating above FL 600 using the or alternative routes or altitudes as follows: following procedures: 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 must 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 90 degrees or more will be designated.

mission before submission of such requests to the center.

c. Elapsed times from takeoff to the first fix in each 3. Normally, aircraft conducting aerial refueling opera- ARTCC area must be included in the route of flight.

tions will utilize at least three consecutive altitudes.

d. The ARTCC which originates the flight plan g. Unless a vector or alternative route has been must 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 JO 7110.65U 2/9/12 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 34 miles 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 JO 7110.65U 2/9/12 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 must be applied in all cases.

14 ounces (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 must 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 must 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 must 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 JO 7110.65U 2/9/12 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 the flight number and a one−letter mission suffix.

and EXAMPLE− (number of miles) EITHER SIDE OF CENTERLINE, OSY123D 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 (F and D) Treaty aircraft, while operations.

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

controlling agency.

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

the SUA 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 JO 7110.65U 2/9/12 (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 must 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 (15) minutes after the F and D Treaty 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 7110.65U 2/9/12

Section 3. Special Use and ATC Assigned Airspace

9−3−1. APPLICATION least 500 feet (above FL 290−1000 feet) above/below the upper/lower limit of the Prohibited/Restricted/ Apply the procedures in this section to aircraft Warning Area/MOA/ATCAA.

operating in proximity to special use or ATC assigned REFERENCE− airspace (ATCAA) unless the airspace is designated FAAO JO 7210.3, Para 2−1−17, Prohibited/Restricted Areas.

an Alert Area/Controlled Firing Area or one of the b. Provide radar separation of 3 miles (En route following conditions exist: Stage A/DARC, FL 600 and above − 6 miles) from the NOTE− special use airspace peripheral boundary.

These procedures are not applicable to Alert Areas or Controlled Firing Areas.

c. Clear aircraft on airways or routes whose widths or protected airspace do not overlap the peripheral REFERENCE− P/CG Term− Special Use Airspace.

boundary.

a. The pilot informs you that permission has been d. Exception. Some Prohibited/Restricted/Warn- obtained from the using agency to operate in the ing Areas are established for security reasons or to airspace.

contain hazardous activities not involving aircraft operations. Where facility management has identi- b. The using agency informs you they have given fied these areas as outlined in FAAO JO 7210.3, permission for the aircraft to operate in the airspace.

Facility Operation and Administration, vector NOTE− aircraft to remain clear of the peripheral boundary.

Using agency permission may be relayed to the pilot.

NOTE− c. The Restricted/Warning Area, MOA, or Nonparticipating aircraft refers to those aircraft for which ATCAA has been released to the controlling agency.

you have separation responsibility and which have not been authorized by the using agency to operate in/through d. The aircraft is on an approved ALTRV, unless the special use airspace or ATCAA in question.

the airspace area in question is an ATCAA.

NOTE− 9−3−3. VFR-ON-TOP Mission project officers are responsible for obtaining approval for ALTRV operations within Prohibited/ If the aircraft’s route, track, or altitude may cause it Restricted/Warning Areas and MOAs.

to enter an active Prohibited/Restricted/Warning REFERENCE− Area, MOA, or ATCAA: FAAO JO 7110.65, Para 9−3−4 , Transiting Active SUA/ATCAA.

a. Inform the pilot to conduct flight “VFR−on− e. Operations in special use airspace located in top” at least 500 feet above the upper limit or below offshore/oceanic airspace will be conducted in the lower limit of the airspace (subject to para 7−3−1, accordance with the procedures in Chapter 8, VFR−on−top); or Offshore/Oceanic Procedures.

PHRASEOLOGY− MAINTAIN VFR-ON-TOP AT LEAST 500 FEET 9−3−2. SEPARATION MINIMA ABOVE/BELOW (upper/lower limit of airspace) ACROSS (name or number of airspace) BETWEEN (fix) AND (fix); Unless clearance of nonparticipating aircraft in/ through/adjacent to a Prohibited/Restricted/Warning and if the airspace is an ATCAA, Area/MOA/ATCAA is provided for in a Letter of Agreement (LOA) or Letter of Procedure (LOP), (name of ATCAA) IS ATC ASSIGNED AIRSPACE.

separate nonparticipating aircraft from active special REFERENCE− use airspace by the following minima: FAAO JO 7110.65, Para 7−1−1 , Class A Airspace Restrictions.

a. Assign an altitude consistent with para 4−5−2, b. Clear the aircraft via a routing which provides Flight Direction, and 4−5−3, Exceptions, which is at approved separation from the airspace.

Special Use and ATC Assigned Airspace 9−3−1 JO 7110.65U 2/9/12 c. Exception: Some Prohibited/Restricted Areas a. Comply with the instruction/clearances issued are established for security reasons or to contain by the Using Agency and provide the applicable hazardous activities not involving aircraft operations. separation minima between aircraft when two or The addition of 500 (or 1,000) feet to the upper/lower more aircraft are transiting the area; or limit of these Prohibited/Restricted Areas is not NOTE− required if the areas have been identified by facility Some Using Agencies are also air traffic control facilities.

management.

b. If unable to comply with instructions/clear- REFERENCE− ances, clear the aircraft in accordance with FAAO JO 7210.3, Para 2−1−17, Prohibited/Restricted Areas.

para 9−3−2, Separation Minima.

NOTE− 9−3−4. TRANSITING ACTIVE SUA/ATCAA The FAA has no jurisdictional authority over the use of If a LOA/LOP has been coordinated with the Using nonjoint use prohibited/restricted/warning area airspace; Agency and permission has been granted to transit the therefore, clearance cannot be issued for flight therein area: without the appropriate approval.

Special Use and ATC Assigned Airspace 9−3−2

JO 7110.65U 2/9/12

Section 4. Fuel Dumping

9−4−1. INFORMATION REQUIREMENTS 2. 2,000 feet below it.

When information is received that an aircraft plans to 3. 5 miles radar.

dump fuel, determine the route and altitude it will fly and the weather conditions in which the operation 4. 5 miles laterally.

will be conducted.

b. VFR radar-identified aircraft by 5 miles and in accordance with para 5−6−1, Application.

9−4−2. ROUTING Except when it is dumping fuel for emergency reasons, an aircraft in either VFR or IFR conditions 9−4−5. INFORMATION DISSEMINATION may be requested to fly a different route.

a. If you are in contact with an aircraft when it starts dumping fuel, inform other controllers and 9−4−3. ALTITUDE ASSIGNMENT facilities which might be concerned. Facilities If an aircraft is dumping fuel in IFR conditions, assign concerned must broadcast an advisory on appropriate an altitude at least 2,000 feet above the highest radio frequencies at 3−minute intervals until the obstacle within 5 miles of the route or pattern being dumping stops.

flown.

PHRASEOLOGY− ATTENTION ALL AIRCRAFT.

9−4−4. SEPARATION MINIMA FUEL DUMPING IN PROGRESS OVER (location) AT (altitude) BY (type aircraft) (flight direction).

Separate known aircraft from the aircraft dumping fuel as follows: b. Broadcast a terminating advisory when the fuel a. IFR aircraft by one of the following: dumping operation is completed.

1. 1,000 feet above it; or in accordance with PHRASEOLOGY− para 4−5−1, Vertical Separation Minima, whichever ATTENTION ALL AIRCRAFT.