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

JO 7110.65W CHG 3 4/27/17

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

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

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

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

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

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

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

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

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

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

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

Chapter 2. General Control

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

i Table of Contents 4/27/17 JO 7110.65W CHG 3 Paragraph Page 2 − 1 − 16. SURFACE AREAS 2 − 1 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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 − 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

2 − 1 − 30. “BLUE LIGHTNING” EVENTS 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ii Table of Contents JO 7110.65W CHG 3 4/27/17 Paragraph Page 2 − 4 − 3. PILOT ACKNOWLEDGMENT/READ BACK 2 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

2 − 4 − 11. PRIORITY INTERRUPTION 2 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2 − 6 − 6. HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) 2 − 6 − 5 . . . . . . . .

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

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

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

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

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

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

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

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

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

iii Table of Contents

4/27/17 JO 7110.65W CHG 3 Paragraph Page 2 − 10 − 2. TERMINAL RADAR/NONRADAR TEAM POSITION RESPONSIBILITIES 2 − 10 − 2 . . .

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

Chapter 3. Airport Traffic Control − Terminal

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

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

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

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

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

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

3 − 1 − 7. POSITION DETERMINATION 3 − 1 − 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 7110.65W CHG 3 4/27/17 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 20. RUNWAY STATUS LIGHTS (RWSL) 3 − 4 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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4/27/17 JO 7110.65W CHG 3 Section 10. Arrival Procedures and Separation Paragraph Page 3 − 10 − 1. LANDING INFORMATION 3 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Chapter 4. IFR

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

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

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

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

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

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

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

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

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

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

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

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

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

vi Table of Contents

JO 7110.65W CHG 3 4/27/17 Paragraph Page 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

4 − 3 − 4. DEPARTURE RESTRICTIONS, CLEARANCE VOID TIMES, HOLD FOR RELEASE, AND RELEASE TIMES 4 − 3 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

vii Table of Contents 4/27/17 JO 7110.65W CHG 3 Paragraph Page 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

4 − 8 − 4. ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE INSTRUMENT APPROACHES 4 − 8 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

Chapter 5. Radar

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

viii Table of Contents JO 7110.65W CHG 3 4/27/17 Paragraph Page 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. UNMANNED AIRCRAFT SYSTEMS (UAS) LOST LINK 5 − 2 − 3 . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

ix Table of Contents 4/27/17 JO 7110.65W CHG 3 Paragraph Page 5 − 5 − 2. TARGET SEPARATION 5 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

5 − 5 − 11. EDGE OF SCOPE 5 − 5 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

5 − 9 − 5. APPROACH SEPARATION RESPONSIBILITY 5 − 9 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 9 − 6. SIMULTANEOUS DEPENDENT APPROACHES 5 − 9 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

x Table of Contents JO 7110.65W CHG 3 4/27/17 Paragraph Page 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

xi Table of Contents 4/27/17 JO 7110.65W CHG 3 Paragraph Page 5 − 14 − 9. ERAM COMPUTER ENTRY OF HOLD INFORMATION 5 − 14 − 3 . . . . . . . . . . . . . . . . . . .

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

Section 15. Common Automated Radar Terminal Systems (CARTS) & Standard Terminal Automation Replacement System (STARS) − 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

Chapter 6. Nonradar

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

xii Table of Contents

JO 7110.65W CHG 3 4/27/17 Paragraph Page 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 2. APPROACH SEQUENCE 6 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

Chapter 7. Visual

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

xiii Table of Contents 4/27/17 JO 7110.65W CHG 3 Paragraph Page 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

xiv Table of Contents JO 7110.65W CHG 3 4/27/17 Paragraph Page 8 − 1 − 5. ALTIMETER SETTING 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Section 7. North Atlantic ICAO Region 8 − 7 − 1. APPLICATION 8 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 7 − 2. VERTICAL SEPARATION 8 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

8 − 7 − 4. LATERAL SEPARATION 8 − 7 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Section 8. Caribbean ICAO Region 8 − 8 − 1. APPLICATION 8 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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4/27/17 JO 7110.65W CHG 3 Section 9. Pacific ICAO Region Paragraph Page 8 − 9 − 1. APPLICATION 8 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

8 − 9 − 5. COMPOSITE SEPARATION MINIMA 8 − 9 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 9 − 6. COMPOSITE SEPARATION ALTITUDE ASSIGNMENT 8 − 9 − 3 . . . . . . . . . . . . . . . . . . . . .

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

8 − 9 − 8. PROCEDURES FOR WEATHER DEVIATIONS AND OTHER CONTINGENCIES IN OCEANIC CONTROLLED AIRSPACE 8 − 9 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 10. North American ICAO Region 8 − 10 − 1. APPLICATION 8 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 10 − 2. VERTICAL SEPARATION 8 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 10 − 3. LONGITUDINAL SEPARATION 8 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 10 − 4. LATERAL SEPARATION 8 − 10 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 9. Special Flights

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

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

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

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

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

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

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

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

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

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

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

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

9 − 2 − 10. 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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JO 7110.65W CHG 3 4/27/17 Section 3. Special Use, ATC − Assigned Airspace, and Stationary ALTRVs Paragraph Page 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

xvii Table of Contents 4/27/17 JO 7110.65W CHG 3 Paragraph Page 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 − 5 . . . . . . . . . . . . . . .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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JO 7110.65W CHG 3 4/27/17 Paragraph Page

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

11 − 1 − 3. TIME BASED FLOW MANAGEMENT (TBFM) 11 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 12. Canadian Airspace Procedures

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

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

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

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

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

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

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

Chapter 13. Decision Support Tools

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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4/27/17 JO 7110.65W CHG 3 Paragraph Page 13 − 2 − 6. TEAM RESPONSIBILITIES − MULTIPLE PERSON OPERATION 13 − 2 − 4 . . . . . . . . . . . .

Appendices

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

PILOT /CONTROLLER GLOSSARY PCG − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INDEX I − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xx Table of Contents

JO 7110.65W 12/10/15

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 7110.65W 6/25/15 12/10/15 be familiar with the provisions of this order that pertain to their operational responsibilities and to Change 1 12/10/15 5/26/16 exercise their best judgment if they encounter Change 2 5/26/16 11/10/16 situations that are not covered by it.

Change 3 11/10/16 4/27/17 JO 7110.65X 4/27/17 10/12/17 1 − 1 − 2. AUDIENCE 1 − 1 − 7. DELIVERY DATES This order applies to all ATO personnel and anyone a. If an FAA facility has not received the using ATO directives.

order/changes at least 30 days before the above effective dates, the facility must notify its service area office distribution officer.

1 − 1 − 3. WHERE TO FIND THIS ORDER b. If a military facility has not received the order/changes at least 30 days before the above This order is available on the FAA Web site at effective dates, the facility must notify its appropriate http://www.faa.gov/regulations_policies/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 Headquarters FAA Order JO 7110.65V, Air Traffic Control, dated U.S. Army 656 − 4868 (703) 806 − 4868 April 3, 2014, and all changes to it are canceled.

USAASA U.S. Air Force 884-5509 (405) 734-5509 HQ AFFSA 1 − 1 − 5. EXPLANATION OF CHANGES U.S. Navy 224 − 2638 (703) 614 − 2638 CNO (N980A) The significant changes to this order are identified in the Explanation of Changes page(s). It is advisable to 1 − 1 − 8. RECOMMENDATIONS FOR retain the page(s) throughout the duration of the basic PROCEDURAL CHANGES order.

The office of primary responsibility (OPR) for this order is: FAA Headquarters, Mission Support Services 1 − 1 − 6. SUBMISSION CUTOFF AND Air Traffic Procedures (AJV-8) EFFECTIVE DATES 600 Independence Avenue, SW Washington, DC 20597 This order and its changes are scheduled to be published to coincide with AIRAC dates. a. Personnel should submit recommended (See TBL 1 − 1 − 1.) changes in procedures to facility management.

Introduction 1 − 1 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 b. Recommendations from other sources should requestor and forward the response to the Air Traffic be submitted through appropriate FAA, military, or Procedures Directorate.

industry/user channels.

c. Interpretation requests from all other sources c. Proposed changes must be submitted, must be submitted, in writing, to the Air Traffic electronically, to the Air Traffic Procedures Procedures Directorate through the Air Traffic Correspondence Mailbox at Procedures correspondence mailbox.

9 − AJV − 8 − HQ − Correspondence@faa.gov. The NOTE − submission should include a description of the Interpretations can be accessed through the Air recommended change, and the proposed language to Traffic Control Interpretation link at the following be used in the order.

website: https://my.faa.gov/org/linebusiness/ato/ mission_support/air_traffic_procedures.html.

d. Procedural changes will not be made to this order until the operational system software has been adapted to accomplish the revised procedures 1 − 1 − 10. PROCEDURAL LETTERS OF AGREEMENT 1 − 1 − 9. REQUESTS FOR INTERPRETA- Procedures/minima which are applied jointly or TIONS OR CLARIFICATIONS TO THIS otherwise require the cooperation or concurrence of ORDER more than one facility/organization must be docu- mented in a letter of agreement. Letters of agreement a. Interpretation requests from field air traffic only supplement this order. Any minima they specify personnel must be submitted as follows: must not be less than that specified herein unless 1. The request must be submitted, in writing, by appropriate military authority has authorized applica- an Air Traffic Facility/District manager to their tion of reduced separation between military aircraft.

Service Area Director.

REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 1 , ATC Service.

2. The Service Area Director must review the FAAO JO 7210.3, Para 4 − 3 − 1, Letters of Agreement.

request and determine if more than one interpretation on the intent of the language can be inferred.

1 − 1 − 11. CONSTRAINTS GOVERNING 3. If it is determined that an interpretation is SUPPLEMENTS AND PROCEDURAL required, the Service Area Director must submit the DEVIATIONS request, in writing, to the Air Traffic Procedures a. Exceptional or unusual requirements may Directorate, for a response.

dictate procedural deviations or supplementary b. If a request does not require an interpretation procedures to this order. Prior to implementing but further clarification is needed it must be supplemental or any procedural deviation that alters forwarded to the Service Center Operations Support the level, quality, or degree of service, obtain prior Group for a response.

approval from the Vice President, Mission Support Services.

1. The Service Center Operations Support Group may consult with the Air Traffic Procedures b. If military operations or facilities are involved, Directorate when preparing their response.

prior approval by the following appropriate 2. The Service Center Operations Support headquarters is required for subsequent interface with Group must provide a written response to the FAA. (See TBL 1 − 1 − 3.)

Introduction 1 − 1 − 2 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 TBL 1 − 1 − 3 Risk assessment techniques and mitigations, as Military Operations Interface Offices appropriate, are intended for implementation of any planned safety significant changes within the NAS, as Branch Address directed by FAA Order 1100.161, Air Traffic Safety U.S. Navy Department of the Navy Oversight. Direction regarding the SMS and its Chief of Naval Operations application can be found in the FAA Safety N980A, NAATSEA Management System Manual and FAA 2000 Navy Pentagon (5D453) Order 1100.161. The SMS will be implemented Washington, D.C. 20350 − 2000 through a period of transitional activities. (Additional U.S. Air Force HQ AFFSA/Airfield Operations information pertaining to these requirements and Bldg 4 Room 240 processes can be obtained by contacting the service 6500 S. MacArthur Blvd area offices.)

Oklahoma City, OK 73169 Email: hqaffsa.xa@us.af.mil 1 − 1 − 13. REFERENCES TO FAA NON − AIR U.S. Army Director TRAFFIC ORGANIZATIONS USAASA (MOAS − AS) 9325 Gunston Road, Suite N319 When references are made to regional office Ft. Belvoir, VA 22060 − 5582 organizations that are not part of the Air Traffic Organization (i.e., Communications Center, Flight NOTE − Standards, Airport offices, etc.), the facility should Terminal: Headquarters Air Force Flight Standards contact the FAA region where the facility is Agency is the approval authority for any USAF procedures physically located − not the region where the or minima that differ from those specified herein and that involve military aircraft only. facility’s service area office is located.

REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 12, Military Procedures 1 − 1 − 14. DISTRIBUTION FAAO JO 7110.65, Para 3 − 1 − 3 , Use of Active Runways.

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

Introduction 1 − 1 − 3

JO 7110.65W 12/10/15

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 7110.65W 12/10/15 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 7110.65W 12/10/15 1 − 2 − 4. REFERENCES h. The annotation EXAMPLE provides a sample of the way the prescribed phraseology associated with As used in this order, references direct attention to an the preceding paragraph(s) will be used. If the additional or supporting source of information such preceding paragraph(s) does (do) not include specific as FAA, NWS, and other agencies’ orders, directives, prescribed phraseology, the EXAMPLE merely notices, CFRs, and Advisory Circulars (ACs).

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

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

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

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

As used in this manual, the following abbreviations have the meanings indicated. (See TBL 1 − 2 − 1.)

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

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

ACL . . . . . . . Aircraft list ACLS . . . . . . Automatic Carrier Landing System e. The annotation, USAF for the U.S. Air Force, ADC . . . . . . . Aerospace Defense Command USN for the U.S. Navy, and USA for the U.S. Army ADIZ . . . . . . Air Defense Identification Zone (to be denotes that the procedure immediately following the pronounced “AY DIZ”) annotation applies only to the designated service.

ADS . . . . . . . Automatic Dependent Surveillance REFERENCE − ADS − B . . . . . Automatic Dependent Surveillance FAAO JO 7110.65, Para 2 − 1 − 12, Military Procedures.

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

AFP . . . . . . . Airspace Flow Program 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 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 Abbreviation Meaning CEP . . . . . . . Central East Pacific AMB . . . . . . Ambiguity − A disparity greater than 2 miles Abbreviation Meaning exists between the position declared for a CERAP . . . . . Combined Center/RAPCON target by ATTS and another facility’s CFR . . . . . . . Code of Federal Regulations computer declared position during interfacility handoff CFR . . . . . . . Call for Release AMVER . . . . Automated Mutual Assistance Vessel CIC . . . . . . . . Controller − in − Charge Rescue System CNS . . . . . . . Continuous ANG . . . . . . . Air National Guard CPDLC . . . . . Controller Pilot Data Link APR . . . . . . . ATC preferred route Communications APREQ . . . . Approval Request CPME . . . . . . Calibration Performance Monitor Equipment ARINC . . . . . Aeronautical Radio Incorporated CTA . . . . . . . Control Area ARIP . . . . . . Air refueling initial point CTRD . . . . . . Certified Tower Radar Display ARSR . . . . . . Air route surveillance radar CVFP . . . . . . Charted Visual Flight Procedure ARTCC . . . . . Air Route Traffic Control Center ARTS . . . . . . Automated Radar Terminal System CWA . . . . . . . Center Weather Advisory DETRESFA . Distress Phase code (Alerting Service) ASD . . . . . . . Aircraft Situation Display ASDE . . . . . . Airport surface detection equipment DH . . . . . . . . Decision height ASDE − X . . . Airport Surface Detection Equipment DL . . . . . . . . Departure List System − Model X DME . . . . . . . Distance measuring equipment compatible ASF . . . . . . . Airport Stream Filters with TACAN ASOS . . . . . . Automated Surface Observing System DOE . . . . . . . Department of Energy ASR . . . . . . . Airport surveillance radar DP . . . . . . . . Instrument Departure Procedure ASSC . . . . . . Airport Surface Surveillance Capability DR . . . . . . . . Dead reckoning ATC . . . . . . . Air traffic control DRT . . . . . . . Diversion recovery tool ATCAA . . . . ATC assigned airspace DSR . . . . . . . Display System Replacement ATCSCC . . . . David J. Hurley Air Traffic Control System DTAS . . . . . . Digital Terminal Automation Systems Command Center DTM . . . . . . . Digital Terrain Map ATD . . . . . . . Along − Track Distance DVFR . . . . . . Defense Visual Flight Rules ATIS . . . . . . . Automatic Terminal Information Service DVRSN . . . . Diversion ATO . . . . . . . Air Traffic Organization EA . . . . . . . . Electronic Attack ATO COO . . Air Traffic Organization Chief Operating EAS . . . . . . . En Route Automation System Officer EBUS . . . . . . Enhanced Backup Surveillance System ATOP . . . . . . Advanced Technologies and Oceanic EDCT . . . . . . Expect Departure Clearance Time Procedures EDST . . . . . . En Route Decision Support Tool ATS . . . . . . . Air Traffic Service EFC . . . . . . . Expect further clearance AWOS . . . . . Automated Weather Observing System EFVS . . . . . . Enhanced Flight Vision System BAASS . . . . . Bigelow Aerospace Advanced Space Studies ELDB . . . . . . Enhanced Limited Data Block BASE . . . . . . Cloud base ELP . . . . . . . Emergency Landing Pattern CA . . . . . . . . Conflict Alert ELT . . . . . . . . Emergency locator transmitter CARCAH . . . Chief, Aerial Reconnaissance EOS . . . . . . . End Service Coordination, All Hurricanes EOVM . . . . . Emergency obstruction video map CARF . . . . . . Central Altitude Reservation Function ERAM . . . . . En Route Automation Modernization CARTS . . . . . Common ARTS ERIDS . . . . . En Route Information Display System CAT . . . . . . . Clear air turbulence ETA . . . . . . . Estimated time of arrival CDT . . . . . . . Controlled departure time FAA . . . . . . . Federal Aviation Administration CENRAP . . . Center Radar ARTS Presentation Terms of Reference 1 − 2 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 Abbreviation Meaning Abbreviation Meaning FAAO . . . . . . FAA Order LLWS . . . . . . Low Level Wind Shear FANS . . . . . . Future Air Navigation System L/MF . . . . . . Low/medium frequency FDB . . . . . . . Full Data Block LORAN . . . . Long Range Navigation System FDIO . . . . . . Flight Data Input/Output Mach . . . . . . Mach number FDP . . . . . . . Flight data processing MALS . . . . . Medium Intensity Approach Light System FIR . . . . . . . . Flight Information Region MALSR . . . . Medium Approach Light System with runway alignment indicator lights FL . . . . . . . . . Flight level MAP . . . . . . . Missed approach point FLIP . . . . . . . Flight Information Publication MARSA . . . . Military authority assumes responsibility FLM . . . . . . . Front − Line Manager for separation of aircraft FLY . . . . . . . Fly or flying MCA . . . . . . Minimum crossing altitude FMS . . . . . . . Flight Management System 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 HF/RO . . . . . High Frequency/Radio Operator MIRL . . . . . . Medium intensity runway lights 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 ISR . . . . . . . . Increased Separation Required NAS . . . . . . . National Airspace System ITWS . . . . . . Integrated Terminal Weather System NAT . . . . . . . ICAO North Atlantic Region JATO . . . . . . Jet assisted takeoff NAT HLA . . . North Atlantic High Level Airspace 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 Terms of Reference 1 − 2 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 Abbreviation Meaning Abbreviation Meaning RTQC . . . . . . Real − Time Quality Control NORAD . . . . North American Aerospace Defense Command RVR . . . . . . . Runway visual range NOS . . . . . . . National Ocean Service RVSM . . . . . . Reduced Vertical Separation Minimum NOTAM . . . . Notice to Airmen RVV . . . . . . . Runway visibility value NOWGT . . . .

No weight. The weight class or SAA . . . . . . . Special Activity Airspace wake category has not been SAR . . . . . . . Search and rescue determined SATCOM . . . Satellite Communication NRP . . . . . . . North American Route Program SDP . . . . . . . Surveillance Data Processing NRR . . . . . . . Nonrestrictive Route SELCAL . . . . Selective Calling System NRS . . . . . . . Navigation Reference System SFA . . . . . . . . Single frequency approach NTZ . . . . . . . No transgression zone SFO . . . . . . . Simulated flameout NWS . . . . . . . National Weather Service SID . . . . . . . . Standard Instrument Departure NWSOP . . . . National Winter Storm Operations Plan SIGMET . . . . Significant meteorological information ODALS . . . . Omnidirectional Approach Lighting SPA . . . . . . . . Special Posting Area System SPECI . . . . . . Nonroutine (Special) Aviation Weather ODP . . . . . . . Obstacle Departure Procedure Report OID . . . . . . . Operator Interface Device STAR . . . . . . Standard terminal arrival STARS . . . . . Standard Terminal Automation OS . . . . . . . . Operations Supervisor Replacement System OTR . . . . . . . Oceanic transition route STMC . . . . . . Supervisory Traffic Management PAPI . . . . . . . Precision Approach Path Indicators Coordinator PAR . . . . . . . Precision approach radar STMCIC . . . . Supervisory Traffic Management PAR . . . . . . . Preferred arrival route Coordinator − in − charge PBCT . . . . . . Proposed boundary crossing time STOL . . . . . . Short takeoff and landing P/CG . . . . . . . Pilot/Controller Glossary SURPIC . . . . Surface Picture PDAR . . . . . . Preferential departure arrival route SVFR . . . . . . Special Visual Flight Rules PDC . . . . . . . Pre − Departure Clearance TAA . . . . . . . Terminal arrival area PDR . . . . . . . Preferential departure route TAS . . . . . . . Terminal Automation Systems PPI . . . . . . . . Plan position indicator TACAN . . . . TACAN UHF navigational aid (omnidirectional course and distance PTP . . . . . . . . Point − to − point information) PVD . . . . . . . Plan view display TAWS . . . . . . Terrain Awareness Warning System RA . . . . . . . . Radar Associate TCAS . . . . . . Traffic Alert and Collision Avoidance RAIL . . . . . . Runway alignment indicator lights 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 RE . . . . . . . . Recent (used to qualify weather TMC . . . . . . . Traffic Management Coordinator 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 RNP . . . . . . . Required Navigation Performance Terms of Reference 1 − 2 − 6 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 Abbreviation Meaning UFO . . . . . . . Unidentified flying object UHF . . . . . . . Ultra high frequency USA . . . . . . . United States Army USAF . . . . . . United States Air Force USN . . . . . . . United States Navy UTC . . . . . . . Coordinated universal time UTM . . . . . . . Unsuccessful transmission message UUA . . . . . . . Urgent pilot weather report VCI . . . . . . . . Voice Communication Indicator VFR . . . . . . . Visual flight rules VHF . . . . . . . Very high frequency VMC . . . . . . Visual meteorological conditions VNAV . . . . . . Vertical Navigation VOR . . . . . . . VHF navigational aid (omnidirectional course information) VOR/DME . . Collocated VOR and DME navigational aids (VHF course and UHF distance information) VORTAC . . . Collocated VOR and TACAN navigation aids (VHF and UHF course and UHF distance information) VR . . . . . . . . VFR military training route VSCS . . . . . . Voice Switching and Control System WAAS . . . . . Wide Area Augmentation System WARP . . . . . Weather and Radar Processing WATRS . . . . . West Atlantic Route System WSO . . . . . . Weather Service Office WSP . . . . . . . Weather System Processor WST . . . . . . . Convective SIGMET Terms of Reference 1 − 2 − 7

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Chapter 2. General Control

Section 1. General

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

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

system also: REFERENCE − FAA Order JO 7110.65, Para 1 − 1 − 9 Procedural Letters of Agreement.

1. Provides a safe, orderly, and expeditious flow 3. A deviation is necessary to assist an aircraft of air traffic.

when an emergency has been declared.

2. Supports National Security and Homeland REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 6 Safety Alert.

Defense missions.

FAA Order JO 7110.65, Chapter 10 Emergencies.

FAA Order JO 7110.65, Para 5 − 1 − 8 Merging Target Procedures.

c. The ATC system must provide certain addition- e. Air Traffic Control services are not provided for al services to the extent permitted. The provision of model aircraft operating in the NAS.

additional services is not optional on the part of the controller, but rather required when the work NOTE − situation permits. It is recognized that the provision This does not relieve model aircraft operators from of these services may be precluded by various factors, the requirements of section 336 of Public Law 112 − 95 including, but not limited to: and 14 CFR Part 101 including the notification requirement.

1. Volume of traffic.

NOTE − This does not prohibit ATC from providing services to 2. Frequency congestion.

civil and public UAS.

3. Quality of surveillance.

REFERENCE − P/CG Term − Model Aircraft.

4. Controller workload.

2 − 1 − 2. DUTY PRIORITY 5. Higher priority duties.

a. Give first priority to separating aircraft and 6. The physical inability to scan and detect issuing safety alerts as required in this order. Good situations falling in this category.

judgment must be used in prioritizing all other provisions of this order based on the requirements of d. Controllers must provide air traffic control the situation at hand.

service in accordance with the procedures and REFERENCE − minima in this order, except when one or more of the FAA Order JO 7110.65, Para 2 − 1 − 6 Safety Alert.

following conditions exists: NOTE − Because there are many variables involved, it is virtually 1. A deviation is necessary to conform with impossible to develop a standard list of duty priorities that ICAO Documents, National Rules of the Air, or would apply uniformly to every conceivable situation.

special agreements where the U.S. provides air traffic Each set of circumstances must be evaluated on its own control service in airspace outside the U.S. and its merit, and when more than one action is required, possessions or: controllers must exercise their best judgment based on the facts and circumstances known to them. That action which NOTE − is most critical from a safety standpoint is performed first.

Pilots are required to abide by CFRs or other applicable b. Provide support to national security and regulations regardless of the application of any procedure homeland defense activities to include, but not be or minima in this order.

General 2 − 1 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 necessary, to enter a traffic pattern in sequence with limited to, reporting of suspicious and/or unusual arriving VFR aircraft.

aircraft/pilot activities.

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

all other air traffic.

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

accordance with procedures and requirements b. Provide priority handling to civilian air outlined in this order.

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

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

vital organs, or urgently needed medical materials.

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

a. Use automation procedures in preference to c. Provide priority handling and expedite the nonautomation procedures when workload, commu- movement of presidential aircraft and entourage and nications, and equipment capabilities permit.

any rescue support aircraft as well as related control b. Use radar separation in preference to nonradar messages when traffic conditions and communica- tions facilities permit.

separation when it will be to an operational advantage and workload, communications, and equipment NOTE − permit.

As used herein the terms presidential aircraft and entourage include aircraft and entourage of the President, c. Use nonradar separation in preference to radar Vice President, or other public figures when designated by separation when the situation dictates that an the White House.

operational advantage will be gained.

REFERENCE − FAA Order JO 7110.65, Para 2 − 4 − 20 Aircraft Identification.

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

One situation may be where vertical separation would FAA Order JO 7210.3, Para 5 − 1 − 1 Advance Coordination.

preclude excessive vectoring.

d. Provide priority handling and maximum assistance to SAR aircraft performing a SAR 2 − 1 − 4. OPERATIONAL PRIORITY mission.

REFERENCE − It is recognized that traffic flow may affect the FAA Order JO 7110.65, Para 10 − 1 − 3, Providing Assistance.

controller’s ability to provide priority handling.

e. Provide priority handling and maximum However, without compromising safety, good assistance to expedite the movement of interceptor judgment must be used in each situation to facilitate aircraft on active air defense missions until the the most expeditious movement of priority aircraft.

unknown aircraft is identified.

Provide air traffic control service to aircraft on a “first come, first served” basis as circumstances permit, f. Provide priority handling to NIGHT WATCH except the following: aircraft when NAOC (pronounced NA − YOCK) is indicated in the remarks section of the flight plan or NOTE − in air/ground communications.

It is solely the pilot’s prerogative to cancel an IFR flight plan. However, a pilot’s retention of an IFR flight plan does NOTE − not afford priority over VFR aircraft. For example, this The term “NAOC” will not be a part of the call sign but may does not preclude the requirement for the pilot of an be used when the aircraft is airborne to indicate a request arriving IFR aircraft to adjust his/her flight path, as for special handling.

General 2 − 1 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 REFERENCE − NOTE − FAA Order JO 7610.4, Para 12 − 1 − 1 Applications.

An OPEN SKIES Treaty (F and D) aircraft has priority over all “regular” air traffic. “Regular” is defined as all g. Provide priority handling to any civil or military aircraft traffic other than: aircraft using the code name “FLYNET.” 1. Emergencies REFERENCE − 2. Aircraft directly involved in presidential movement.

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

3. Forces or activities in actual combat.

FAA Order JO 7610.4, Para 12 − 4 − 1 “FLYNET” Flights, Nuclear 4. MEDEVAC, and active SAR missions.

Emergency Teams.

5. AIR EVAC and HOSP aircraft that have requested h. Provide priority handling to aircraft using the priority handling.

code name “Garden Plot” only when CARF notifies REFERENCE − you that such priority is authorized. Refer any FAA Order JO 7110.65, Para 9 − 2 − 22, OPEN SKIES Treaty Aircraft.

FAA Order JO 7210.3, Para 5 − 3 − 7, OPEN SKIES Treaty Aircraft questions regarding flight procedures to CARF for Priority Flight (F and D). Treaty on OPEN SKIES, Treaty Document, resolution.

102 − 37.

NOTE − m. Provide priority handling, as required to Garden Plot flights require priority movement and are expedite Flight Check aircraft.

coordinated by the military with CARF. State authority will contact the Regional Administrator to arrange for priority NOTE − It is recognized that unexpected wind conditions, weather, or heavy traffic of National Guard troop movements within a particular state. flows may affect controller’s ability to provide priority or special handling at the specific time requested.

i. Provide priority handling to USAF aircraft REFERENCE − engaged in aerial sampling missions using the code FAA Order JO 7110.65, Para 9 − 1 − 3, Flight Check Aircraft.

name “SAMP.” n. IFR aircraft must have priority over SVFR REFERENCE − aircraft.

FAA Order JO 7110.65, Para 9 − 2 − 17, SAMP.

FAA Order JO 7210.3, Para 5 − 3 − 4, Atmosphere Sampling For Nuclear REFERENCE − Contamination.

FAA Order JO 7110.65, Chapter 7, Section 5, Special VFR (SVFR).

FAA Order JO 7610.4, Para 12 − 4 − 3, Atmospheric Sampling For Nuclear Contamination.

o. Aircraft operating under the North American Route Program (NRP) and in airspace identified in j. Provide priority handling to Special Air Mission the High Altitude Redesign (HAR) program, are not aircraft when SCOOT is indicated in the remarks subject to route limiting restrictions (e.g., published section of the flight plan or used in air/ground preferred IFR routes, letter of agreement require- communications.

ments, standard operating procedures).

NOTE − REFERENCE − The term “SCOOT” will not be part of the call sign but may FAA Order JO 7110.65, Para 2 − 3 − 2, En Route Data Entries.

be used when the aircraft is airborne to indicate a request FAA Order JO 7110.65, Para 2 − 2 − 15, North American Route Program (NRP) Information.

for special handling.

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

REFERENCE − FAA Order JO 7210.3, Chapter 17, Section 16, North American Route FAA Order JO 7610.4, Para 12 − 6 − 1, Applications.

Program.

k. When requested, provide priority handling to p. If able, provide priority handling to diverted TEAL and NOAA mission aircraft.

flights. Priority handling may be requested via use of “DVRSN” in the remarks section of the flight plan or NOTE − by the flight being placed on the Diversion Recovery Priority handling may be requested by the pilot, or via Tool (DRT).

telephone from CARCAH or the 53rd Weather Reconnais- sance Squadron (53WRS) operations center personnel, or REFERENCE − in the remarks section of the flight plan.

FAA Order JO 7210.3, Para 17 − 4 − 5, Diversion Recovery.

REFERENCE − FAA Order JO 7110.65, Para 9 − 2 − 19, Weather Reconnaissance 2 − 1 − 5. EXPEDITIOUS COMPLIANCE Flights.

l. Provide priority handling to expedite the a. Use the word “immediately” only when movement of OPEN SKIES Treaty observation and expeditious compliance is required to avoid an demonstration (F and D) flights. imminent situation.

General 2 − 1 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 b. Use the word “expedite” only when prompt and, if the aircraft is not yet on final approach, compliance is required to avoid the development of an imminent situation. If an “expedite” climb or THE (as appropriate) MEA/MVA/MOCA/MIA IN YOUR descent clearance is issued by ATC, and subsequently AREA IS (altitude), the altitude to maintain is changed or restated without REFERENCE − an expedite instruction, the expedite instruction is P/CG Term − Final Approach − IFR canceled.

b. Aircraft Conflict/Mode C Intruder Alert.

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

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

factors in determining whether it is reasonable for the FAA Order JO 7110.65, Para 5 − 14 − 2, En Route Minimum Safe Altitude Warning (E − MSAW).

controller to observe and recognize such situations. While FAA Order JO 7110.65, Para 5 − 15 − 6, CA/MCI.

a controller cannot see immediately the development of FAA Order JO 7110.65, Para 5 − 2 − 24, Altitude Filters.

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

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

special handling desired.

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

complete failure of equipment, which may affect either safety, separation standards, and/or the ability of the flight a. Terrain/Obstruction Alert. Immediately issue/ to proceed under IFR, or in Reduced Vertical Separation initiate an alert to an aircraft if you are aware the Minimum (RVSM) airspace, in the ATC system. Control- aircraft is at an altitude that, in your judgment, places lers may expect reports from pilots regarding VOR, it in unsafe proximity to terrain and/or obstructions.

TACAN, ADF, GPS, RVSM capability, or low frequency Issue the alert as follows: navigation receivers, impairment of air − ground commu- PHRASEOLOGY − nications capability, or other equipment deemed LOW ALTITUDE ALERT (call sign), appropriate by the pilot (e.g., airborne weather radar).

Pilots should communicate the nature and extent of any CHECK YOUR ALTITUDE IMMEDIATELY. assistance desired from ATC.

General 2 − 1 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 b. Provide the maximum assistance possible 2. If the second aircraft reports normal consistent with equipment, workload, and any special operations, continue use and inform the first aircraft.

handling requested. Record the incident on FAA Form 7230 − 4 or appropriate military form.

c. Relay to other controllers or facilities who will 3. If the second aircraft confirms the malfunc- subsequently handle the aircraft, all pertinent details tion or in the absence of a second aircraft report, concerning the aircraft and any special handling activate the standby equipment or request the monitor required or being provided.

facility to activate.

4. If normal operation is reported after the 2 − 1 − 8. MINIMUM FUEL standby equipment is activated, continue use, record If an aircraft declares a state of “minimum fuel,” the incident on FAA Form 7230 − 4 or appropriate inform any facility to whom control jurisdiction is military form, and notify technical operations transferred of the minimum fuel problem and be alert personnel (the Systems Engineer of the ARTCC for any occurrence which might delay the aircraft when an en route aid is involved).

en route.

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

to be given in minimum fuel situations. If, at any time, the b. When an aircraft reports a GPS or WAAS remaining usable fuel supply suggests the need for traffic anomaly, request the following information and/or priority to ensure a safe landing, the pilot should declare take the following actions: an emergency and report fuel remaining in minutes.

1. Record the following minimum information: 2 − 1 − 9. REPORTING ESSENTIAL FLIGHT (a) Aircraft make, model, and call sign.

INFORMATION (b) Location or position, and altitude at the time where GPS or WAAS anomaly was observed.

Report as soon as possible to the appropriate FSS, airport manager’s office, ARTCC, approach control (c) Date/time of occurrence.

facility, operations office, or military operations 2. Request a report from a second aircraft.

office any information concerning components of the 3. Record the incident on FAA Form 7230 − 4 or NAS or any flight conditions which may have an appropriate military form.

adverse effect on air safety.

4. Inform other aircraft of the anomaly as NOTE − FSSs are responsible for classifying and disseminating specified in paragraph 4-8-1j or k, as applicable.

Notices to Airmen.

PHRASEOLOGY − REFERENCE − ATTENTION ALL AIRCRAFT, GPS REPORTED FAA Order JO 7110.65, Para 3 − 3 − 3, Timely Information.

UNRELIABLE (OR WAAS UNAVAILABLE) IN FAA Order JO 7110.65, Para 5 − 1 − 6, Service Limitations.

VICINITY/AREA (position).

FAA Order JO 7210.3, Para 3 − 1 − 2, Periodic Maintenance.

USN, See OPNAVINST 3721.30.

EXAMPLE − “Attention all aircraft, GPS reported unreliable (or WAAS unavailable) in the area 30 miles south of Waco VOR.” 2 − 1 − 10. NAVAID MALFUNCTIONS c. When a pilot reports a WAAS anomaly, a. When an aircraft reports a ground − based determine from the pilot what indications he or she NAVAID malfunction, take the following actions: observes and record the information in accordance 1. Request a report from a second aircraft. with sub-paragraph b above.

General 2 − 1 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 EXAMPLE − 2 − 1 − 11. USE OF MARSA 1. An FAA facility supports a USAF base exclusively; a. MARSA may only be applied to military USAF procedures are applied to all traffic at that base.

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

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

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

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

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

b. ATC facilities do not invoke or deny MARSA.

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

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

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

procedures. ATC is not responsible for determining When individual control is requested, issue advisory which military aircraft are authorized to enter information which will assist the pilots in attaining special-use airspace/ATCAAs.

separation. When pilot reports indicate separation has REFERENCE − been established, issue control instructions as FAA Order JO 7110.65, Para 9 − 2 − 13, Military Aerial Refueling.

required.

NOTE − 2 − 1 − 12. MILITARY PROCEDURES 1. Separation responsibility between aircraft within the formation during transition to individual control rests with Military procedures in the form of additions, the pilots concerned until approved separation has been modifications, and exceptions to the basic FAA attained.

procedure are prescribed herein when a common 2. Formation join-up and breakaway will be conducted in procedure has not been attained or to fulfill a specific VFR weather conditions unless prior authorization has requirement. They must be applied by: been obtained from ATC or individual control has been a. ATC facilities operated by that military service.

approved.

EXAMPLE − REFERENCE − FAA Order JO 7110.65, Para 5 − 5 − 8, Additional Separation for 1. An Air Force facility providing service for an Air Force Formation Flights.

base would apply USAF procedures to all traffic regardless P/CG Term − Formation Flight.

of class.

b. Military and civil formation flights in RVSM 2. A Navy facility providing service for a Naval Air Station airspace.

would apply USN procedures to all traffic regardless of class. 1. Utilize RVSM separation standards for a formation flight, which consists of all RVSM b. ATC facilities, regardless of their parent approved aircraft.

organization (FAA, USAF, USN, USA), supporting a designated military airport exclusively. This 2. Utilize non − RVSM separation standards for designation determines which military procedures a formation flight above FL 290, which does not are to be applied. consist of all RVSM approved aircraft.

General 2 − 1 − 6 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 3. If aircraft are requesting to form a formation 2 − 1 − 15. CONTROL TRANSFER flight to FL 290 or above, the controller who issues a. Transfer control of an aircraft in accordance the clearance creating the formation flight is with the following conditions: responsible for ensuring that the proper equipment suffix is entered for the lead aircraft. 1. At a prescribed or coordinated location, time, fix, or altitude; or, 4. If the flight departs as a formation, and is 2. At the time a radar handoff and frequency requesting FL 290 or above, the first center sector change to the receiving controller have been must ensure that the proper equipment suffix is completed and when authorized by a facility directive entered.

or letter of agreement which specifies the type and 5. If the formation flight is below FL 290 and extent of control that is transferred.

later requests FL 290 or above, the controller REFERENCE − receiving the RVSM altitude request must ensure the FAA Order JO 7110.65, Para 2 − 1 − 14, Coordinate Use of Airspace.

proper equipment suffix is entered.

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

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

6. Upon break − up of the formation flight, the b. Transfer control of an aircraft only after controller initiating the break − up must ensure that all eliminating any potential conflict with other aircraft aircraft or flights are assigned their proper equipment for which you have separation responsibility.

suffix.

c. Assume control of an aircraft only after it is in your area of jurisdiction unless specifically coordin- 2 − 1 − 14. COORDINATE USE OF AIRSPACE ated or as specified by letter of agreement or a facility a. Ensure that the necessary coordination has been directive.

accomplished before you allow an aircraft under your control to enter another controller’s area of 2 − 1 − 16. SURFACE AREAS jurisdiction.

a. Coordinate with the appropriate nonapproach b. Before you issue a control instruction directly to control tower on an individual aircraft basis before a pilot that will change the aircraft’s heading, route, issuing a clearance which would require flight within speed, or altitude, you must ensure that coordination a surface area for which the tower has responsibility has been completed with all controllers whose area of unless otherwise specified in a letter of agreement.

jurisdiction is affected by those instructions unless REFERENCE − otherwise specified by a letter of agreement or facility FAA Order JO 7210.3, Para 4 − 3 − 1, Letters of Agreement.

directive. If your control instruction will be relayed to 14 CFR Section 91.127, Operating on or in the Vicinity of an Airport in Class E Airspace.

the pilot through a source other than another radar P/CG Term − Surface Area.

controller (FSS, ARINC, another pilot, etc.), you are b. Coordinate with the appropriate control tower still responsible to ensure that all required coordina- for transit authorization when you are providing radar tion is completed.

traffic advisory service to an aircraft that will enter NOTE − another facility’s airspace.

1. It is good operating practice for controllers to confirm that required coordination has been/will be effected, NOTE − The pilot is not expected to obtain his/her own especially in unusual circumstances, such as recently authorization through each area when in contact with a modified sector configurations, airspace changes, route radar facility.

changes, etc.

2. Ensuring that all required coordination has been c. Transfer communications to the appropriate completed does not necessarily imply that the controller facility, if required, prior to operation within a surface issuing the control instruction directly to the pilot has to area for which the tower has responsibility.

perform the coordination action.

REFERENCE − REFERENCE − FAA Order JO 7110.65, Para 2 − 1 − 17, Radio Communications FAA Order JO 7110.65, Para 2 − 1 − 15, Control Transfer. Transfer.

FAA Order JO 7110.65, Para 5 − 5 − 10, Adjacent Airspace. FAA Order JO 7110.65, Para 3 − 1 − 11, Surface Area Restrictions.

FAA Order JO 7110.65, Para 5 − 4 − 5, Transferring Controller Handoff. FAA Order JO 7110.65, Para 7 − 6 − 1, Application.

FAA Order JO 7110.65, Para 5 − 4 − 6, Receiving Controller Handoff. 14 CFR Section 91.129, Operations in Class D Airspace.

General 2 − 1 − 7 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 NOTE − 2 − 1 − 17. RADIO COMMUNICATIONS AIM, para 5 − 3 − 1, ARTCC Communications, informs pilots a. Transfer radio communications before an that they are expected to maintain a listening watch on the transferring controller’s frequency until the time, fix, or aircraft enters the receiving controller’s area of altitude specified.

jurisdiction unless otherwise coordinated or specified PHRASEOLOGY − by a letter of agreement or a facility directive.

CONTACT (facility name or location name and terminal b. Transfer radio communications by specifying function), (frequency).

the following: If required, NOTE − Radio communications transfer procedures may be AT (time, fix, or altitude).

specified by a letter of agreement or contained in the route c. Controllers must, within a reasonable amount of description of an MTR as published in the DOD Planning time, take appropriate action to establish/restore AP/1B (AP/3).

communications with all aircraft for which a 1. The facility name or location name and communications transfer or initial contact to his/her terminal function to be contacted. TERMINAL : Omit sector is expected/required.

the location name when transferring communications NOTE − to another controller within your facility, or, when the For the purposes of this paragraph, a reasonable amount tower and TRACON share the same name (for of time is considered to be 5 minutes from the time the example, Phoenix Tower and Phoenix TRACON).

aircraft enters the controller’s area of jurisdiction or comes within range of radio/communications coverage. Commu- EXCEPTION. Controllers must include the name of nications include two − way VHF or UHF radio contact, the facility when instructing an aircraft to change data link, or high frequency (HF) radio through an approved third − party provider such as ARINC.

frequency for final approach guidance.

d. ERAM facilities, beginning with initial audio 2. Frequency to use except the following may be contact with an aircraft, must utilize the voice omitted: communication indicator to reflect the current status of voice communications.

(a) FSS frequency.

e. In situations where an operational advantage (b) Departure frequency if previously given will be gained, and following coordination with the or published on a SID chart for the procedure issued.

receiving controller, you may instruct aircraft on the ground to monitor the receiving controller’s (c) TERMINAL: frequency.

(1) Ground or local control frequency if in EXAMPLE − your opinion the pilot knows which frequency is in “Monitor Tower.” “Monitor Ground.” use.

“Monitor Ground Point Seven.” (2) The numbers preceding the decimal “Monitor Ground, One Two Zero Point Eight.” point if the ground control frequency is in the f. In situations where a sector has multiple 121 MHz bandwidth.

frequencies or when sectors are combined using EXAMPLE − multiple frequencies and the aircraft will remain “Contact Tower.” under your jurisdiction, transfer radio communica- “Contact Ground.” tion by specifying the following: “Contact Ground Point Seven.” PHRASEOLOGY − “Contact Ground, One Two Zero Point Eight.” (Identification) CHANGE TO MY FREQUENCY (state “Contact Huntington Radio.” frequency).

“Contact Departure.” “Contact Los Angeles Center, One Two Three Point Four.” EXAMPLE − “United two twenty-two change to my frequency one two 3. Time, fix, altitude, or specifically when to three point four.” contact a facility. You may omit this when REFERENCE − compliance is expected upon receipt.

AIM, Para 4 − 2 − 3, Contact Procedures.

General 2 − 1 − 8 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 and when necessary, g. Avoid issuing a frequency change to helicopters known to be single-piloted during air-taxiing, (reason and/or additional instructions.)

hovering, or low-level flight. Whenever possible, relay necessary control instructions until the pilot is d. State the words “STAND BY.” able to change frequency.

NOTE − “STAND BY” is not an approval or denial. The controller NOTE − acknowledges the request and will respond at a later time.

Most light helicopters are flown by one pilot and require REFERENCE − the constant use of both hands and feet to maintain control.

FAA Order JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

Although Flight Control Friction Devices assist the pilot, FAA Order JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments.

changing frequency near the ground could result in FAA Order JO 7110.65, Para 7 − 9 − 3, Methods.

inadvertent ground contact and consequent loss of control.

Pilots are expected to advise ATC of their single-pilot 2 − 1 − 19. WAKE TURBULENCE status if unable to comply with a frequency change.

a. Apply wake turbulence procedures to an aircraft REFERENCE − operating behind another aircraft when wake AIM, Para 4 − 3 − 14, Communications.

turbulence separation is required.

h. In situations where the controller does not want NOTE − the pilot to change frequency but the pilot is expecting Para 5 − 5 − 4, Minima, subparagraphs g and h specify the or may want a frequency change, use the following required radar wake turbulence separations. Time-based phraseology.

separations are contained in Para 3-9-6, Same Runway Separation, Para 3-9-7, Wake Turbulence Separation for PHRASEOLOGY − Intersection Departures, Para 3-9-8, Intersecting Runway REMAIN THIS FREQUENCY.

Separation, Para 3-9-9, Nonintersecting Converging REFERENCE − Runway Operations, Para 3-10-3, Same Runway Separa- FAA Order JO 7110.65, Para 4 − 7 − 1, Clearance Information.

tion, Para 3-10-4, Intersecting Runway Separation, Para FAA Order JO 7110.65, Para 5 − 12 − 9, Communication Transfer.

6-1-4, Adjacent Airport Operation, Para 6-1-5, Arrival Minima, and Para 6-7-5, Interval Minima.

2 − 1 − 18. OPERATIONAL REQUESTS b. The separation minima must continue to Respond to a request from another controller, a pilot touchdown for all IFR aircraft not making a visual or vehicle operator by one of the following verbal approach or maintaining visual separation.

means: REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 5, Approach Separation a. Restate the request in complete or abbreviated Responsibility.

terms followed by the word “APPROVED.” The 2 − 1 − 20. WAKE TURBULENCE phraseology “APPROVED AS REQUESTED” may CAUTIONARY ADVISORIES be substituted in lieu of a lengthy readback.

a. Issue wake turbulence cautionary advisories PHRASEOLOGY − including the position, altitude if known, and (Requested operation) APPROVED.

direction of flight to aircraft operating behind an or aircraft that requires wake turbulence separation when: APPROVED AS REQUESTED.

REFERENCE − AC 90 − 23, Aircraft Wake Turbulence, Pilot Responsibility, Para 11 b. State restrictions followed by the word FAA Order JO 7110.65, Para 5-5-4,Minima, Subparagraph g “APPROVED.” 1. TERMINAL. VFR aircraft not being radar PHRASEOLOGY − vectored are behind the larger aircraft.

(Restriction and/or additional instructions, requested 2. IFR aircraft accept a visual approach or visual operation) APPROVED.

separation.

c. State the word “UNABLE” and, time permit- REFERENCE − ting, a reason. FAA Order JO 7110.65, Para 7 − 4 − 1, Visual Approach.

3. TERMINAL. VFR arriving aircraft that have PHRASEOLOGY − previously been radar vectored and the vectoring has UNABLE (requested operation).

been discontinued.

General 2 − 1 − 9 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 NOTE − b. Issue cautionary information to any aircraft if in Relative movement includes closing, converging, parallel your opinion, wake turbulence may have an adverse same direction, opposite direction, diverging, overtaking, effect on it. When traffic is known to be a super crossing left to right, crossing right to left.

aircraft, include the word super in the description.

5. If known, type of aircraft and altitude.

When traffic is known to be a heavy aircraft, include REFERENCE − the word heavy in the description.

FAA Order JO 7110.65, Para 2 − 4 − 21, Description of Aircraft Types.

NOTE − PHRASEOLOGY − Wake turbulence may be encountered by aircraft in flight TRAFFIC, (number) O’CLOCK, as well as when operating on the airport movement area.

Because wake turbulence is unpredictable, the controller or when appropriate, is not responsible for anticipating its existence or effect.

Although not mandatory during ground operations, (direction) (number) MILES, (direction) − BOUND and/or controllers may use the words jet blast, propwash, or (relative movement), rotorwash, in lieu of wake turbulence , when issuing a caution advisory.

and if known, REFERENCE − AC 90 − 23, Aircraft Wake Turbulence.

(type of aircraft and altitude).

P/CG Term − Aircraft Classes.

P/CG Term − Wake Turbulence.

or PHRASEOLOGY − CAUTION WAKE TURBULENCE (traffic information).

When appropriate, REFERENCE − FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

(type of aircraft and relative position), (number of feet) FEET ABOVE/BELOW YOU.

2 − 1 − 21. TRAFFIC ADVISORIES If altitude is unknown, Unless an aircraft is operating within Class A airspace ALTITUDE UNKNOWN.

or omission is requested by the pilot, issue traffic 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 aircraft to be vectored is within your area of a. To radar identified aircraft: 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.

7. If unable to provide vector service, inform the 2. When rapidly maneuvering aircraft prevent pilot.

accurate issuance of traffic as in 1 above, specify the REFERENCE − direction from an aircraft’s position in terms of the FAA Order JO 7110.65, Para 2 − 1 − 18, Operational Requests.

eight cardinal compass points (N, NE, E, SE, S, SW, 8. Inform the pilot of the following when traffic W, and NW). This method must be terminated at the you have issued is not reported in sight: pilot’s request.

(a) The traffic is no factor.

3. Distance from aircraft in miles.

(b) The traffic is no longer depicted on radar.

4. Direction in which traffic is proceeding PHRASEOLOGY − and/or relative movement of traffic.

TRAFFIC NO FACTOR/NO LONGER OBSERVED, General 2 − 1 − 10 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 REFERENCE − FAA Order JO 7110.65, Para 3 − 1 − 6, Traffic Information.

or FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

FAA Order JO 7110.65, Para 7 − 6 − 10, VFR Departure Information.

(number) O’CLOCK TRAFFIC NO FACTOR/NO LONGER OBSERVED, 2 − 1 − 22. BIRD ACTIVITY INFORMATION a. Issue advisory information on pilot-reported, or tower-observed, or radar-observed and pilot-verified bird activity. Include position, species or size of birds, (direction) TRAFFIC NO FACTOR/NO LONGER if known, course of flight, and altitude. Do this for at OBSERVED.

least 15 minutes after receipt of such information b. To aircraft that are not radar identified: from pilots or from adjacent facilities unless visual observation or subsequent reports reveal the activity 1. Distance and direction from fix.

is no longer a factor.

2. Direction in which traffic is proceeding.

EXAMPLE − “Flock of geese, one o’clock, seven miles, northbound, last 3. If known, type of aircraft and altitude.

reported at four thousand.” “Flock of small birds, southbound along Mohawk River, 4. ETA over the fix the aircraft is approaching, last reported at three thousand.” if appropriate.

“Numerous flocks of ducks, vicinity Lake Winnebago, PHRASEOLOGY − altitude unknown.” TRAFFIC, (number) MILES/MINUTES (direction) OF b. Relay bird activity information to adjacent (airport or fix), (direction) − BOUND, facilities and to FSSs whenever it appears it will become a factor in their areas.

and if known, 2 − 1 − 23. TRANSFER OF POSITION (type of aircraft and altitude), RESPONSIBILITY ESTIMATED (fix) (time), The transfer of position responsibility must be accomplished in accordance with the “Standard or Operating Practice (SOP) for the Transfer of Position Responsibility,” and appropriate facility directives TRAFFIC, NUMEROUS AIRCRAFT VICINITY each time operational responsibility for a position is (location).

transferred from one specialist to another.

If altitude is unknown, 2 − 1 − 24. WHEELS DOWN CHECK ALTITUDE UNKNOWN.

USA/USAF/USN EXAMPLE − Remind aircraft to check wheels down on each “Traffic, one zero miles east of Forsythe V − O − R, approach unless the pilot has previously reported Southbound, M − D Eighty, descending to one six wheels down for that approach.

thousand.” NOTE − “Traffic, reported one zero miles west of Downey V − O − R, The intent is solely to remind the pilot to lower the wheels, northbound, Apache, altitude unknown, estimated Joliet not to place responsibility on the controller.

V − O − R one three one five.” a. Tower must issue the wheels down check at an “Traffic, eight minutes west of Chicago Heights V − O − R, westbound, Mooney, eight thousand, estimated Joliet appropriate place in the pattern.

V − O − R two zero three five.” PHRASEOLOGY − “Traffic, numerous aircraft, vicinity of Delia airport.” CHECK WHEELS DOWN.

c. For aircraft displaying Mode C, not radar b. Approach/arrival control, GCA must issue the wheels down check as follows: identified, issue indicated altitude.

1. To aircraft conducting ASR, PAR, or radar EXAMPLE − monitored approaches, before the aircraft starts “Traffic, one o’clock, six miles, eastbound, altitude descent on final approach.

indicates six thousand five hundred.” General 2 − 1 − 11 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 2. To aircraft conducting instrument approaches of the responding aircraft’s intended maneuvers.

and remaining on the radar facility’s frequency, Continue to provide control instructions, safety before the aircraft passes the outer marker/final alerts, and traffic advisories as appropriate to such approach fix. aircraft.

PHRASEOLOGY − c. Once the responding aircraft has begun a WHEELS SHOULD BE DOWN.

maneuver in response to an RA, the controller is not responsible for providing approved separation 2 − 1 − 25. SUPERVISORY NOTIFICATION between the aircraft that is responding to an RA and any other aircraft, airspace, terrain or obstructions.

Ensure supervisor/controller-in-charge (CIC) is Responsibility for approved separation resumes aware of conditions which impact sector/position when one of the following conditions are met: operations including, but not limited to, the following: 1. The responding aircraft has returned to its assigned altitude, or a. Weather.

2. A crew member informs you that the TCAS b. Equipment status.

maneuver is completed and you observe that c. Potential sector overload.

approved separation has been reestablished, or d. Emergency situations.

3. The responding aircraft has executed an alternate clearance and you observe that approved e. Special flights/operations.

separation has been reestablished.

f. Possible suspicious aircraft/pilot activity as NOTE − prescribed in FAA Order JO 7610.4, paragraph 1. AC 120 − 55C, Air Carrier Operational Approval and 7 − 3 − 1.

Use of TCAS II, suggests pilots use the following phraseology to notify controllers during TCAS events.

When a TCAS RA may affect an ATC clearance, inform 2 − 1 − 26. PILOT DEVIATION NOTIFICATION ATC when beginning the maneuver, or as soon as workload When it appears that the actions of a pilot constitute permits.

a pilot deviation, notify the pilot, workload EXAMPLE − permitting.

1. “ New York Center, United 321, TCAS climb.” PHRASEOLOGY − NOTE − (Identification) POSSIBLE PILOT DEVIATION ADVISE 2. When the RA has been resolved, the flight crew should YOU CONTACT (facility) AT (telephone number).

advise ATC they are returning to their previously assigned REFERENCE − clearance or subsequent amended clearance.

FAA Order 8020.11, Aircraft Accident and Incident Notification, EXAMPLE − Investigation, and Reporting, Para 84, Pilot Deviations.

2. “ New York Center, United 321, clear of conflict, returning to assigned altitude.” 2 − 1 − 27. TCAS RESOLUTION ADVISORIES a. When an aircraft under your control jurisdiction 2 − 1 − 28. RVSM OPERATIONS informs you that it is responding to a TCAS Controller responsibilities must include but not be Resolution Advisory (RA), do not issue control limited to the following: instructions that are contrary to the RA procedure that 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 1. Ensure non-RVSM aircraft are not permitted responding to the RA and all other aircraft under your in RVSM airspace unless they meet the criteria of control jurisdiction, as appropriate.

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), MEDEVAC, manufacturer aircraft being General 2 − 1 − 12 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 flown for development/certification, and Foreign ICAO equipment string in order to properly identify State aircraft. These exceptions are accommodated non − RVSM aircraft on the controller display.

on a workload or traffic-permitting basis.

NOTE − NOTE − Changing the equipment suffix instead of amending the equipment string may result in incorrect revisions to other The operations supervisor/CIC is responsible for system ICAO qualifiers.

acceptance of a non − RVSM aircraft beyond the initial sector − to − sector coordination following the pilot request REFERENCE − AIM Para 5 − 1 − 9, International Flight Plan (FAA Form 7233 − 4) IFR to access the airspace. Operations supervisor/CIC Flights (For Domestic or International Flights) responsibilities are defined in FAA Order JO 7210.3, AIM TBL 5 − 1 − 4 Aircraft COM, NAV, and Approach Equipment Chapter 6, Section 9, Reduced Vertical Separation Qualifiers Minimum (RVSM).

2. Ensure sector − to − sector coordination for all 2 − 1 − 29. TERRAIN AWARENESS WARNING non − RVSM aircraft operations within RVSM SYSTEM (TAWS) ALERTS airspace.

a. When an aircraft under your control jurisdiction 3. Inform the operational supervisor/CIC when informs you that it is responding to a TAWS (or other a non − RVSM exception flight is denied clearance on − board low altitude) alert, do not issue control into RVSM airspace or is removed from RVSM instructions that are contrary to the TAWS procedure airspace.

that a crew member has advised you that they are executing. Provide safety alerts regarding terrain or b. Non − RVSM aircraft transitioning RVSM air- obstructions and traffic advisories for the aircraft space.

responding to the TAWS alert and all other aircraft Ensure that operations supervisors/CICs are made under your control jurisdiction, as appropriate.

aware when non − RVSM aircraft are transitioning b. Once the responding aircraft has begun a through RVSM airspace.

maneuver in response to TAWS alert, the controller is c. Apply appropriate separation standards and not responsible for providing approved separation remove any aircraft from RVSM airspace that advises between the aircraft that is responding to a TAWS it is unable RVSM due to equipment while en route.

alert and any other aircraft, airspace, terrain or obstructions. Responsibility for approved separation d. Use “negative RVSM” in all verbal ground − to − resumes when one of the following conditions are ground communications involving non − RVSM met: aircraft while cleared to operate within RVSM airspace.

1. The responding aircraft has returned to its EXAMPLE − assigned altitude, or “Point out Baxter21 climbing to FL 360, negative RVSM.” 2. A crew member informs you that the TAWS e. For the following situations, use the associated maneuver is completed and you observe that phraseology: approved separation has been reestablished, or 1. To deny clearance into RVSM airspace.

3. The responding aircraft has executed an PHRASEOLOGY − alternate clearance and you observe that approved “UNABLE CLEARANCE INTO RVSM AIRSPACE.” separation has been reestablished.

2. To request a pilot to report when able to resume RVSM.

2 − 1 − 30. “BLUE LIGHTNING” EVENTS PHRASEOLOGY − Ensure that the supervisor/controller − in − charge “REPORT ABLE TO RESUME RVSM.” (CIC) is notified of reports of possible human f. In the event of a change to an aircraft’s RVSM trafficking. These may be referred to as “Blue eligibility, amend the RVSM qualifier (“W”) in the Lightning” events.

General 2 − 1 − 13

JO 7110.65W 12/10/15

Section 2. Flight Plans and Control Information

2 − 2 − 1. RECORDING INFORMATION 2 − 2 − 4. MILITARY DVFR DEPARTURES TERMINAL a. Record flight plan information required by the type of flight plan and existing circumstances. Use Forward departure times on all DVFR departures authorized abbreviations when possible.

from joint-use airports to the military operations NOTE − office.

Generally, all military overseas flights are required to NOTE − clear through a specified military base operations office 1. Details for handling air carrier and nonscheduled civil (BASOPS). Pilots normally will not file flight plans directly DVFR flight data are contained in FAA Order JO 7610.4, with an FAA facility unless a BASOPS is not available.

Special Operations.

BASOPS will, in turn, forward the IFR flight notification 2. Civil pilots departing DVFR from a joint-use airport message to the appropriate center.

will include the phrase “DVFR to (destination)” in their b. EN ROUTE. When flight plans are filed directly initial call-up to an FAA-operated tower.

with the center, record all items given by the pilot either on a flight progress strip/flight data entry or on 2 − 2 − 5. IFR TO VFR FLIGHT PLAN CHANGE a voice recorder. If the latter, enter in box 26 of the Request a pilot to contact the appropriate FSS if the initial flight progress strip the sector or position pilot informs you of a desire to change from an IFR number to identify where the information may be to a VFR flight plan.

found in the event search and rescue (SAR) activities become necessary.

2 − 2 − 6. IFR FLIGHT PROGRESS DATA REFERENCE − 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 7110.65W 12/10/15 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 7110.65W 12/10/15 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 7110.65W 12/10/15 d. EN ROUTE. Effect manual coordination on any time (or as bilaterally agreed) between any ACC and interfacility flight plan data that is not passed through ARTCC.

automated means.

b. International. Any route changes (except SIDs) must be forwarded to the appropriate Oceanic/Pre- e. EN ROUTE. When a controller receives a UTM oceanic ACC or ARTCC with an optimum lead time notification to an FDIO only facility, they must effect manual coordination for the flight plan data. In of 30 minutes or as soon as this information becomes available.

addition, the controller must verify the flight plan data to the receiving facility within three minutes of c. Initially, if a flight goes from U.S. airspace into the transfer of control point estimate.

Canadian airspace and returns to U.S. airspace, the NOTE − ACC will be responsible for forwarding the flight FDIO only facilities are facilities with FDIO but without plan data to the appropriate ARTCC by voice ARTS or STARS.

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: a. IFR flight plans and changes from VFR to IFR 2 − 2 − 14. TELETYPE FLIGHT DATA flight plans.

FORMAT − U.S. ARTCCs − CANADIAN ACCs b. Changes to an IFR flight plan as follows: EN ROUTE 1. Change in destination: The exchange of flight plan data between Canadian 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 (2) Error messages.

to military bases concerned and for use by centers in the 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: Flight Plans and Control Information 2 − 2 − 4 JO 7110.65W 12/10/15 returned to the original filed flight plan/altitude as soon as 1. NADIN II input format as described in NAS conditions warrant.

MDs for: b. If the route of flight is altered due to a pilot (a) Flight Plan Messages: request, “NRP” must be removed from the remarks (1) Active.

section of the flight plan.

(2) Proposed.

c. “NRP” must not be entered in the remarks (b) Amendment messages.

section of a flight plan, unless prior coordination is accomplished with the ATCSCC or as prescribed by (c) Cancellation messages.

international NRP flight operations procedures.

(d) Correction messages.

d. The en route facility within which an international flight entering the conterminous U.S.

2 − 2 − 15. NORTH AMERICAN ROUTE requests to participate in the NRP must enter “NRP” PROGRAM (NRP) INFORMATION in the remarks section of the flight plan.

a. “NRP” must be retained in the remarks section REFERENCE − of the flight plan if the aircraft is moved due to FAAO JO 7110.65, Para 2 − 1 − 4, Operational Priority.

weather, traffic, or other tactical reasons.

FAAO JO 7110.65, Para 2 − 3 − 2, En Route Data Entries.

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

NOTE − FAAO JO 7210.3, Chapter 17, Section 16, North American Route Every effort should be made to ensure the aircraft is Program.

Flight Plans and Control Information 2 − 2 − 5

JO 7110.65W 12/10/15

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 7110.65W 12/10/15 FIG 2 − 3 − 1 Standard Recording of Hand-printed Characters Hand Printed Hand Printed Typed Typed A T B U U C V D W E X Y F G Z H I 1 J K L M N O P 8 Q R S S Flight Progress Strips 2 − 3 − 2 JO 7110.65W 12/10/15 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 7110.65W 12/10/15 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 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 2 − 3 − 3. OCEANIC DATA ENTRIES FIG 2 − 3 − 3 a. The ATOP system displays information on Block Information Recorded electronic flight progress strips and, in the event of a 9. Requested flight level, if applicable.

catastrophic system failure, will print flight progress 10. Previously reported position.

strips with data in the corresponding numbered 11. Actual time over previously reported position.

spaces: 12. Last reported position.

TBL 2 − 3 − 2 13. Actual time over last reported position.

14. Next reporting position.

Block Information Recorded 15. In − conformance pilot’s estimate or 1. Mode 3/A beacon code, if applicable.

controller − accepted pilot’s estimate for next 2. Number of aircraft, if more than one, and type reporting position.

of aircraft.

16. Future reporting position(s).

3. Aircraft identification.

17. System estimate for future reporting 4. Reduced separation flags. position(s).

Indicators are available for: 18. Departure airport or point of origin.

M − Mach Number Technique (MNT), 19. Destination airport or filed point of flight R − Reduced MNT, termination.

D or 3 − Distance − based longitudinal 20. Indicators. Indicators and toggles for separation using 50 NM (D) or 30 NM (3), and displaying or suppressing the display of the W − Reduced Vertical Separation Minimum route of flight (F), second flight profile (2), (RVSM).

radar contact (A), annotations (&), degraded These flags are selectable for aircraft whose Required Navigation Performance (RNP, flight plans contain the required equipment indicator R) and clearance restrictions (X).

qualifiers for each separation criteria.

21. Coordination indicator(s).

5. Controlling sector number.

22. Annotations.

6. Filed airspeed or assigned Mach number/True airspeed.

23. Clearance restrictions and conditions (may be multiple lines).

7. Reported flight level. May contain an indicator for a flight that is climbing ( ↑ ) or descending 24. Strip number and total number of strips (printed ( ↓ ). Reports from Mode C, ADS or position strips only).

reports are displayed in that order of preference.

b. Standard annotations and abbreviations for 8. Cleared flight level. May contain an indicator Field 22 may be specified by facility directives.

for a future conditional altitude ( * ) that cannot be displayed.

Flight Progress Strips 2 − 3 − 5 JO 7110.65W 12/10/15 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 7110.65W 12/10/15 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 7110.65W 12/10/15 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 7110.65W 12/10/15 EXAMPLE − d. Air traffic managers at automated terminal “N12345.” radar facilities may waive the requirement to use “TN5552Q.” flight progress strips provided: “AAl192.” 1. Backup systems such as multiple radar “LN751B.” sites/systems or single site radars with CENRAP are NOTE − utilized.

The letter “L” is not to be used for air carrier/air taxi MEDEVAC aircraft.

2. Local procedures are documented in a facility b. Military Aircraft.

directive. These procedures should include but not be limited to: 1. Prefixes indicating branch of service and/or type of mission followed by the last 5 digits of the (a) Departure areas and/or procedures.

serial number (the last 4 digits for CFC and CTG).

(b) Arrival procedures.

(See TBL 2 − 3 − 6 and TBL 2 − 3 − 7.)

(c) Overflight handling procedures.

2. Pronounceable words of 3, 4, 5, and 6 letters followed by a 4 − , 3 − , 2 − , or 1 − digit number.

(d) Transition from radar to nonradar.

EXAMPLE − (e) Transition from ARTS to non − ARTS.

“SAMP Three One Six.” (f) Transition from ASR to CENRAP.

3. Assigned double-letter 2 − digit flight number.

(g) Transition to or from ESL.

4. Navy or Marine fleet and training command aircraft, one of the following: 3. No misunderstanding will occur as a result of no strip usage.

(a) The service prefix and 2 letters (use phonetic alphabet equivalent) followed by 2 or 4. Unused flight progress strips, facility de- 3 digits.

veloped forms and/or blank notepads shall be provided for controller use.

TBL 2 − 3 − 6 Branch of Service Prefix 5. Facilities shall revert to flight progress strip usage if backup systems referred to in subpara d1 are Prefix Branch not available.

A U.S. Air Force C U.S. Coast Guard e. Air traffic managers at FDIO locations may G Air or Army National Guard authorize reduced lateral spacing between fields so as R U.S. Army to print all FDIO data to the left of the strip perforation. When using FAA Form 7230 − 7.2, all VM U.S. Marine Corps items will retain the same relationship to each other VV U.S. Navy as they do when the full length strip (FAA CFC Canadian Forces Form 7230 − 7.1) is used.

CTG Canadian Coast Guard TBL 2 − 3 − 7 2 − 3 − 5. AIRCRAFT IDENTITY Military Mission Prefix Indicate aircraft identity by one of the following Prefix Mission using combinations not to exceed seven alphanumer- E Medical Air Evacuation ic characters: F Flight Check a. Civil aircraft, including the air-carrier letter-di- L LOGAIR (USAF Contract) git registration number which can include the letter RCH AMC (Air Mobility Command) “T” for air taxi, the letter “L” for MEDEVAC, or the S Special Air Mission 3-letter company designator specified in FAA Order JO 7340.2, Contractions, followed by the trip or flight (b) The service prefix and a digit and a letter number. Use the operating air carrier’s company (use phonetic alphabet equivalent) followed by 2 or name in identifying equipment interchange flights. 3 digits.

Flight Progress Strips 2 − 3 − 9 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 change the requirement to use the letter “Z” as a suffix to 5. Aircraft carrying the President, Vice the aircraft identification.

President, and/or their family members will use the REFERENCE − identifiers in the following tables. See TBL 2 − 3 − 8 FAAO JO 7110.65, Para 2 − 4 − 20, Aircraft Identification.

and TBL 2 − 3 − 9.

FAAO JO 7610.4, Chapter 12, Section 10, USAF Undergraduate Flying Training (UFT)/Pilot Instructor Training (PIT)/Introduction To TBL 2 − 3 − 8 Fighter Fundamentals.

President and Family 2 − 3 − 8. AIRCRAFT EQUIPMENT SUFFIX Service President Family Air Force AF1 EXEC1F a. Indicate, for both VFR and IFR operations, the Marine VM1 EXEC1F aircraft’s radar transponder, DME, or navigation Navy VV1 EXEC1F capability by adding the appropriate symbol, Army RR1 EXEC1F preceded by a slant. (See TBL 2 − 3 − 10.)

Coast Guard C1 EXEC1F b. GNSS-equipped aircraft: Guard G1 EXEC1F 1. Have an equipment suffix of /G, /L, /S, or /V.

Commercial EXEC1 EXEC1F 2. May be determined by executing an ICAO TBL 2 − 3 − 9 flight plan readout and verifying a filed “G” in the Vice President and Family ICAO equipment list.

Service Vice President Family 3. May be determined by verifying with the pilot Air Force AF2 EXEC2F that the aircraft is GNSS-equipped.

Marine VM2 EXEC2F c. When forwarding this information, state the Navy VV2 EXEC2F aircraft type followed by the word “slant” and the Army RR2 EXEC2F appropriate phonetic letter equivalent of the suffix.

Coast Guard C2 EXEC2F EXAMPLE − Guard G2 EXEC2F “Cessna Three − ten slant Tango.” Commercial EXEC2 EXEC2F “A − Ten slant November.” “F − Sixteen slant Papa.” c. Special-use. Approved special-use identifiers.

“Seven − sixty − seven slant Golf.” d. Utilize aircraft equipment suffix /H to indicate 2 − 3 − 6. AIRCRAFT TYPE “RVSM − capable, no transponder.” Use the approved aircraft type designator, in NOTE − accordance with FAA Order 7360.1, Aircraft Type /H is for ATC use only. Users are not authorized to file this Designators.

suffix.

2 − 3 − 7. USAF/USN UNDERGRADUATE 2 − 3 − 9. CLEARANCE STATUS PILOTS Use an appropriate clearance symbol followed by a To identify aircraft piloted by solo USAF/USN dash ( − ) and other pertinent information to clearly undergraduate student pilots (who may occasionally show the clearance status of an aircraft. To indicate request revised clearances because they normally are delay status use: restricted to flight in VFR conditions), the aircraft a. The symbol “H” at the clearance limit when identification in the flight plan shall include the letter holding instructions have been included in the “Z” as a suffix. Do not use this suffix, however, in aircraft’s original clearance. Show detailed holding ground-to-air communication.

information following the dash when holding differs NOTE − from the established pattern for the fix; i.e., turns, leg USAF solo students who have passed an instrument lengths, etc.

certification check may penetrate cloud layers in climb or b. The symbols “F” or “O” to indicate the descent only. Requests for revised clearances to avoid clearance limit when a delay is not anticipated.

clouds in level flight can still be expected. This does not Flight Progress Strips 2 − 3 − 10 JO 7110.65W 12/10/15 TBL 2 − 3 − 10 Aircraft Equipment Suffixes Navigation Capability Transponder Capability Suffix Failed transponder or Failed Mode Any /H C capability Transponder with Mode C No GNSS, No RNAV /W Transponder with Mode C RNAV, No GNSS /Z Transponder with Mode C GNSS /L RVSM No transponder /X No DME Transponder with no Mode C /T Transponder with Mode C /U No transponder /D DME Transponder with no Mode C /B Transponder with Mode C /A No transponder /M No RVSM TACAN Transponder with no Mode C /N Transponder with Mode C /P No transponder /Y RNAV, Transponder with no Mode C /C No GNSS Transponder with Mode C /I No transponder /V GNSS Transponder with no Mode C /S Transponder with Mode C /G Flight Progress Strips 2 − 3 − 11 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 TBL 2 − 3 − 12 2 − 3 − 10. CONTROL SYMBOLOGY Miscellaneous Abbreviations Use authorized control and clearance symbols or abbreviations for recording clearances, reports, and Abbreviation Meaning instructions. Control status of aircraft must always be BC Back course approach current. You may use: CT Contact approach a. Plain language markings when it will aid in FA Final approach understanding information.

FMS Flight management system approach b. Locally approved identifiers. Use these only GPS GPS approach within your facility and not on teletypewriter or I Initial approach interphone circuits.

ILS ILS approach c. Plain sheets of paper or locally prepared forms MA Missed approach to record information when flight progress strips are NDB Nondirectional radio beacon approach not used. (See TBL 2 − 3 − 11 and TBL 2 − 3 − 12.)

OTP VFR conditions − on − top PA Precision approach d. Control Information Symbols.

(See FIG 2 − 3 − 7 and FIG 2 − 3 − 8.) PT Procedure turn REFERENCE − RA Resolution advisory (Pilot reported FAAO JO 7110.65, Para 4 − 5 − 3, Exceptions.

TCAS event) TBL 2 − 3 − 11 RH Runway heading Clearance Abbreviations RNAV Area navigation approach Abbreviation Meaning RP Report immediately upon passing (fix/altitude) A Cleared to airport (point of intended landing) RX Report crossing SA Surveillance approach B Center clearance delivered C ATC clears (when clearance relayed SI Straight − in approach through non − ATC facility) TA TACAN approach CAF Cleared as filed TL Turn left D Cleared to depart from the fix TR Turn right F Cleared to the fix VA Visual approach H Cleared to hold and instructions issued VR VOR approach L Cleared to land N Clearance not delivered O Cleared to the outer marker PD Cleared to climb/descend at pilot’s discretion Q Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials or quadrants within a designated radius.

T Cleared through (for landing and takeoff through intermediate point) V Cleared over the fix X Cleared to cross (airway, route, radial) at (point) Z Tower jurisdiction Flight Progress Strips 2 − 3 − 12 JO 7110.65W 12/10/15 FIG 2 − 3 − 7 Control Information Symbols [Part 1] Flight Progress Strips 2 − 3 − 13 JO 7110.65W 12/10/15 FIG 2 − 3 − 8 Control Information Symbols [Part 2] Flight Progress Strips 2 − 3 − 14

JO 7110.65W 12/10/15

Section 4. Radio and Interphone Communications

pilots may acknowledge clearances, control instructions, 2 − 4 − 1. RADIO COMMUNICATIONS or other information by using “Wilco,” “Roger,” Use radio frequencies for the special purposes for “Affirmative,” or other words or remarks with their which they are intended. A single frequency may be aircraft identification.

b. Altitudes contained in charted procedures, such as used for more than one function except as follows: departure procedures, instrument approaches, etc., need TERMINAL. When combining positions in the tower, not be read back unless they are specifically stated by the do not use ground control frequency for airborne controller.

c. Initial read back of a taxi, departure or landing communications.

clearance should include the runway assignment, NOTE − including left, right, center, etc. if applicable.

Due to the limited number of frequencies assigned to 2. Until a pilot acknowledges a controller’s clearance or towers for the ground control function, it is very likely that instruction, a controller cannot know if a pilot will comply airborne use of a ground control frequency could cause with the clearance or remain as previously cleared.

interference to other towers or interference to your aircraft EXAMPLE − from another tower. When combining these functions, it is “Climbing to Flight Level three three zero, United Twelve” recommended combining them on local control. The ATIS or “November Five Charlie Tango, roger, cleared to land may be used to specify the desired frequency.

runway four left.” REFERENCE − 2 − 4 − 2. MONITORING P/CG Term – Air Traffic Clearance P/CG Term – ATC Instructions JO 7110.65, 3-7-2. Taxi and Ground Movement Operations Monitor interphones and assigned radio frequencies JO 7110.65, 10-4-4. Communications Failure continuously.

AIM Para 4-2-3, Contact Procedures AIM Para 4-4-7 Pilot Responsibility upon Clearance Issuance NOTE − AIM Para 6-4-1, Two-way Radio Communications Failure Although all FAA facilities, including RAPCONs and Federal Register, April 1, 1999 14 CFR Part 91 Pilot Responsibility for Compliance with ATC Clearances and Instructions RATCFs, are required to monitor all assigned frequencies continuously, USAF facilities may not monitor all unpublished discrete frequencies.

2 − 4 − 4. AUTHORIZED INTERRUPTIONS As necessary, authorize a pilot to interrupt his/her 2 − 4 − 3. PILOT ACKNOWLEDGMENT/READ communications guard.

BACK NOTE − Ensure pilots acknowledge all Air Traffic Clearances Some users have adopted procedures to ensure uninterrup- ted receiving capability with ATC when a pilot with only and ATC Instructions. When a pilot reads back an Air one operative communications radio must interrupt Traffic Clearance or ATC Instruction: his/her communications guard because of a safety related a. Ensure that items read back are correct.

problem requiring airborne communications with his/her company. In this event, pilots will request approval to b. Ensure the read back of hold short instructions, abandon guard on the assigned ATC frequency for a whether a part of taxi instructions or a LAHSO mutually agreeable time period. Additionally, they will clearance.

inform controllers of the NAVAID voice facility and the company frequency they will monitor.

c. Ensure pilots use call signs and/or registration numbers in any read back acknowledging an Air 2 − 4 − 5. AUTHORIZED TRANSMISSIONS Traffic Clearance or ATC Instruction.

Transmit only those messages necessary for air traffic NOTE − 1. ATC Clearance/Instruction Read Back guidance for control or otherwise contributing to air safety.

pilots in the AIM states: REFERENCE − a . Although pilots should read back the “numbers,” unless FAAO JO 7210.3, Para 3 − 2 − 2, Authorized Messages Not Directly otherwise required by procedure or controller request, Associated with Air Traffic Services.

Radio and Interphone Communications 2 − 4 − 1 JO 7110.65W 12/10/15 2 − 4 − 6. FALSE OR DECEPTIVE 2. Identification of ATC unit.

COMMUNICATIONS 3. Message (if any).

Take action to detect, prevent, and report false, 4. The word “over” if required.

deceptive, or phantom controller communications to b. Subsequent radio transmissions from the same an aircraft or controller. The following must be sector/position must use the same format, except the accomplished when false or deceptive communica- identification of the ATC unit may be omitted.

tions occur: TERMINAL. You may omit aircraft identification a. Correct false information.

after initial contact when conducting the final portion b. Broadcast an alert to aircraft operating on all of a radar approach.

frequencies within the area where deceptive or REFERENCE − phantom transmissions have been received. FAAO JO 7110.65, Para 2 − 4 − 20, Aircraft Identification.

EXAMPLE − 2 − 4 − 9. ABBREVIATED TRANSMISSIONS “Attention all aircraft. False ATC instructions have been received in the area of Long Beach Airport. Exercise Transmissions may be abbreviated as follows: extreme caution on all frequencies and verify a. Use the identification prefix and the last 3 digits instructions.” or letters of the aircraft identification after c. Collect pertinent information regarding the communications have been established. Do not incident.

abbreviate similar sounding aircraft identifications or d. Notify the operations supervisor of the false, the identification of an air carrier or other civil aircraft deceptive, or phantom transmission and report all having an FAA authorized call sign.

relevant information pertaining to the incident.

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

b. Omit the facility identification after communi- 2 − 4 − 7. AUTHORIZED RELAYS cation has been established.

a. Relay operational information to aircraft or c. Transmit the message immediately after the aircraft operators as necessary. Do not agree to handle callup (without waiting for the aircraft’s reply) when such messages on a regular basis. Give the source of the message is short and receipt is generally assured.

any such message you relay.

d. Omit the word “over” if the message obviously b. Relay official FAA messages as required.

requires a reply.

NOTE − The FAA Administrator and Deputy Administrator will 2 − 4 − 10. INTERPHONE TRANSMISSION sometimes use code phrases to identify themselves in PRIORITIES air-to-ground communications as follows: Administrator: “SAFEAIR ONE.” Give priority to interphone transmissions as follows: Deputy Administrator: “SAFEAIR TWO.” a. First priority. Emergency messages including EXAMPLE − essential information on aircraft accidents or “Miami Center, Jetstar One, this is SAFEAIR ONE, suspected accidents. After an actual emergency has (message).” passed, give a lower priority to messages relating to c. Relay operational information to military that accident.

aircraft operating on, or planning to operate on IRs.

b. Second priority. Clearances and control instructions.

2 − 4 − 8. RADIO MESSAGE FORMAT c. Third priority. Movement and control messages Use the following format for radio communications using the following order of preference when with an aircraft: possible: a. Sector/position on initial radio contact: 1. Progress reports.

1. Identification of aircraft. 2. Departure or arrival reports.

Radio and Interphone Communications 2 − 4 − 2 JO 7110.65W 12/10/15 Twenty − eight.” 3. Flight plans.

d. Fourth priority. Movement messages on VFR Receiver: “Northwest Three Twenty − eight direct Denver aircraft.

approved. H.F.” Caller: “G.M.” 2 − 4 − 11. PRIORITY INTERRUPTION 2.

Use the words “emergency” or “control” for Receiver: “Denver High, Go ahead override.” interrupting lower priority messages when you have an emergency or control message to transmit.

Caller: “R Twenty − five, Request direct Denver for Northwest Three Twenty − eight.” 2 − 4 − 12. INTERPHONE MESSAGE FORMAT Receiver: “Northwest Three Twenty − eight direct Denver Use the following format for interphone intra/interfa- approved. H.F.” cility communications: Caller: “G.M.” a. Both the caller and receiver identify their 3.

facility and/or position in a manner that ensures they Caller: (“Bolos” is a departure gate in Houston ARTCC’s will not be confused with another position.

Sabine sector) − “Bolos, Houston local.” NOTE − Other means of identifying a position, such as substituting Receiver: “Bolos.” departure or arrival gate/fix names for position identifica- tion, may be used. However, it must be operationally Caller: “Request Flight Level three five zero for American beneficial, and the procedure fully covered in a letter of Twenty − five.” agreement or a facility directive, as appropriate.

EXAMPLE − Receiver: “American Twenty − five Flight Level three five Caller: “Albuquerque Center Sixty Three, Amarillo zero approved, A.C.” Departure.” Caller: “G.M.” Receiver: “Albuquerque Center.” 4.

b. Between two facilities which utilize numeric Caller: “Sector Twelve, Ontario Approach, APREQ.” position identification, the caller must identify both Receiver: “Sector Twelve.” facility and position.

EXAMPLE − Caller: “Cactus Five forty − two heading one three zero and Caller: “Albuquerque Sixty Three, Fort Worth Eighty climbing to one four thousand.” Two.” c. Caller states the type of coordination to be Receiver: “Cactus Five forty − two heading one three zero accomplished when advantageous. For example, and climbing to one four thousand approved. B.N.” handoff or APREQ.

Caller: “A.M.” d. The caller states the message.

5.

e. The receiver states the response to the caller’s Caller: “Zanesville, Columbus, seventy − three line, message followed by the receiver’s operating initials.

handoff.” f. The caller states his or her operating initials.

Receiver: “Zanesville.” EXAMPLE − 1. Caller: “Five miles east of Appleton VOR, United Three Caller: “Denver High, R Twenty − five.” Sixty − six.” Receiver: “Denver High.” Receiver: “United Three Sixty − six, radar contact, A.Z.” Caller: “Request direct Denver for Northwest Three Caller: “M.E.” Radio and Interphone Communications 2 − 4 − 3 JO 7110.65W 12/10/15 g. Identify the interphone voice line on which the 3. In communications with or about super or call is being made when two or more such lines are heavy aircraft when the separation from a following collocated at the receiving operating position. aircraft may become less than 5 miles by approved procedure.

EXAMPLE − “Washington Center, Washington Approach on the Fifty 4. When issuing traffic advisories.

Seven line.” EXAMPLE − “Chicago Center, O’Hare Tower handoff on the Departure “United Fifty − Eight Heavy.” West line.” NOTE − h. TERMINAL. The provisions of subparas a, b, c, Most airlines will use the word “super” or “heavy” e, f, g, and para 2 − 4 − 13, Interphone Message following the company prefix and flight number when Termination, may be omitted provided: establishing communications or when changing frequen- cies within a terminal facility’s area.

1. Abbreviated standard coordination proce- dures are contained in a facility directive describing e. When in radio communications with “Air Force the specific conditions and positions that may utilize One” or “Air Force Two,” do not add the heavy an abbreviated interphone message format; and designator to the call sign. State only the call sign “Air Force One/Two” regardless of the type aircraft.

2. There will be no possibility of misunder- standing which positions are using the abbreviated procedures.

2 − 4 − 15. EMPHASIS FOR CLARITY 2 − 4 − 13. INTERPHONE MESSAGE Emphasize appropriate digits, letters, or similar TERMINATION sounding words to aid in distinguishing between Terminate interphone messages with your operating similar sounding aircraft identifications.

initials.

Additionally: a. Notify each pilot concerned when communicat- 2 − 4 − 14. WORDS AND PHRASES ing with aircraft having similar sounding identifications.

a. Use the words or phrases in radiotelephone and interphone communication as contained in the P/CG EXAMPLE − or, within areas where Controller Pilot Data Link “United Thirty − one United, Miami Center, U.S. Air Communications (CPDLC) is in use, the phraseology Thirty − one is also on this frequency, acknowledge.” contained in the applicable CPDLC message set.

“U.S. Air Thirty − one U.S. Air, Miami Center, United b. The word super must be used as part of the Thirty − one is also on this frequency, acknowledge.” identification in all communications with or about REFERENCE − super aircraft.

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

FAAO JO 7210.3, Para 2 − 1 − 13, Aircraft Identification Problems.

c. The word heavy must be used as part of the identification in all communications with or about b. Notify the operations supervisor − in-charge of heavy aircraft.

any duplicate flight identification numbers or phonetically similar-sounding call signs when the d. EN ROUTE. The use of the words super or aircraft are operating simultaneously within the same heavy may be omitted except as follows: sector.

1. In communications with a terminal facility REFERENCE − about super or heavy aircraft operations.

FAAO JO 7210.3, Para 2 − 1 − 13, Aircraft Identification Problems.

2. In communications with or about super or NOTE − heavy aircraft with regard to an airport where the en This is especially important when this occurs on a route center is providing approach control service.

repetitive, rather than an isolated, basis.

Radio and Interphone Communications 2 − 4 − 4 JO 7110.65W 12/10/15 2 − 4 − 16. ICAO PHONETICS 2 − 4 − 17. NUMBERS USAGE State numbers as follows: Use the ICAO pronunciation of numbers and individual letters. (See the ICAO radiotelephony a. Serial numbers. The separate digits.

alphabet and pronunciation in TBL 2 − 4 − 1.)

EXAMPLE − TBL 2 − 4 − 1 ICAO Phonetics Number Statement Character Word Pronunciation 11,495 “One one four niner five.” 20,069 “Two zero zero six niner.” 0 Zero ZE − RO 1 One WUN b. Altitudes or flight levels: 2 Two TOO 1. Altitudes. Pronounce each digit in the number 3 Three TREE of hundreds or thousands followed by the word 4 Four FOW − ER “hundred” or “thousand” as appropriate.

5 Five FIFE EXAMPLE − 6 Six SIX 7 Seven SEV − EN Number Statement 8 Eight AIT 9 Nine NIN − ER 10,000 “One zero thousand.” 11,000 “One one thousand.” A Alfa AL FAH 17,900 “One seven thousand niner hundred.” B Bravo BRAH VOH C Charlie CHAR LEE NOTE − D Delta DELL TAH Altitudes may be restated in group form for added clarity if the controller chooses.

E Echo ECK OH F Foxtrot FOKS TROT EXAMPLE − G Golf GOLF H Hotel HOH TELL Number Statement I India IN DEE AH 10,000 “Ten thousand.” J Juliett JEW LEE ETT 11,000 “Eleven thousand.” K Kilo KEY LOH 17,900 “Seventeen thousand niner hundred.” L Lima LEE MAH M Mike MIKE 2. Flight levels. The words “flight level” N November NO VEM BER followed by the separate digits of the flight level.

O Oscar OSS CAH EXAMPLE − P Papa PAH PAH Q Quebec KEH BECK Flight Level Statement R Romeo ROW ME OH 180 “Flight level one eight zero.” S Sierra SEE AIR AH 275 “Flight level two seven five.” T Tango TANG GO U Uniform YOU NEE FORM 3. MDA/DH Altitudes. The separate digits of V Victor VIK TAH the MDA/DH altitude.

W Whiskey WISS KEY EXAMPLE − X X − ray ECK SRAY Y Yankee YAN GKEY MDA/DH Altitude Statement Z Zulu ZOO LOO 1,320 “Minimum descent altitude, one three two zero.” NOTE − 486 “Decision height, four eight Syllables to be emphasized in pronunciation are in bold six.” face.

Radio and Interphone Communications 2 − 4 − 5 JO 7110.65W 12/10/15 c. Time: d. Field elevation. The words “field elevation” followed by the separate digits of the elevation.

1. General time information. The four separate digits of the hour and minute/s in terms of UTC. EXAMPLE − EXAMPLE − Elevation Statement 17 feet “Field elevation, one seven.” UTC Time (12 hour) Statement 817 feet “Field elevation, eight one seven.” 0715 1:15 a.m. CST “Zero seven one five.” 2,817 feet “Field elevation, two eight one seven.” 1915 1:15 p.m. CST “One niner one five.” 2. Upon request. The four separate digits of the e. The number “0” as “zero” except where it is hours and minute/s in terms of UTC followed by the used in approved “group form” for authorized aircraft local standard time equivalent; or the local time call signs, and in stating altitudes.

equivalent only. Local time may be based on the EXAMPLE − 24 − hour clock system, and the word “local” or the time zone equivalent must be stated when other than As Zero As Group UTC is referenced. The term “ZULU” may be used “Field elevation one six zero.” “Western five thirty.” to denote UTC.

“Heading three zero zero.” “EMAIR One Ten.” EXAMPLE − “One zero thousand five “Ten thousand five hundred.” hundred.” UTC Time Time Statement f. Altimeter setting. The word “altimeter” fol- (24 hour) (12 hour) lowed by the separate digits of the altimeter setting.

2230 1430 PST 2:30 p.m. “Two two three zero, one four three zero EXAMPLE − Pacific or Local.” or “Two − thirty P − M.” Setting Statement 3. Time check. The word “time” followed by the 30.01 “Altimeter, three zero zero one.” four separate digits of the hour and minutes, and nearest quarter minute. Fractions of a quarter minute g. Surface wind. The word “wind” followed by the less than eight seconds are stated as the preceding separate digits of the indicated wind direction to the quarter minute; fractions of a quarter minute of eight nearest 10 − degree multiple, the word “at” and the seconds or more are stated as succeeding quarter separate digits of the indicated velocity in knots, to minute.

include any gusts.

EXAMPLE − EXAMPLE − “Wind zero three zero at two five.” Time Statement “Wind two seven zero at one five gusts three five.” 1415:06 “Time, one four one five.” h. Heading. The word “heading” followed by the 1415:10 “Time, one four one five and three separate digits of the number of degrees, one − quarter.” omitting the word “degrees.” Use heading 360 degrees to indicate a north heading.

4. Abbreviated time. The separate digits of the minutes only.

EXAMPLE − EXAMPLE − Heading Statement Time Statement 5 degrees “Heading zero zero five.” 1415 “One five.” 30 degrees “Heading zero three zero.” 1420 “Two zero.” 360 degrees “Heading three six zero.” Radio and Interphone Communications 2 − 4 − 6 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 i. Radar beacon codes. The separate digits of the 3. Issue TACAN frequencies by stating the 4 − digit code. assigned two − or three − digit channel number.

EXAMPLE − l. Speeds.

Code Statement 1. The separate digits of the speed followed by 1000 “One zero zero zero.” “knots” except as required by para 5 − 7 − 2, Methods.

2100 “Two one zero zero.” EXAMPLE − j. Runways. The word “runway,” followed by the separate digits of the runway designation. For a parallel runway, state the word “left,” “right,” or Speed Statement “center” if the letter “L,” “R,” or “C” is included in the 250 “Two five zero knots.” designation.

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

1.5 “Mach one point five.” 1. The separate digits of the frequency, inserting 0.64 “Mach point six four.” the word “point” where the decimal point occurs.

0.7 “Mach point seven.” (a) Omit digits after the second digit to the right of the decimal point.

m. Miles. The separate digits of the mileage (b) When the frequency is in the L/MF band, followed by the word “mile.” include the word “kiloHertz.” EXAMPLE − EXAMPLE − “Three zero mile arc east of Nottingham.” “Traffic, one o’clock, two five miles, northbound, D − C Frequency Statement Eight, flight level two seven zero.” 126.55 MHz “One two six point five five.” 369.0 MHz “Three six niner point zero.” 121.5 MHz “One two one point five.” 2 − 4 − 18. NUMBER CLARIFICATION 135.275 MHz “One three five point two seven.” 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 7110.65W 12/10/15 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 7110.65W 12/10/15 EXAMPLE − (b) Special military operations. State one of “American Fifty − Two.” the following followed by the last 5 digits of the serial “Delta One Hundred.” number: “Eastern Metro One Ten.” (c) Air evacuation flights. “AIR EVAC,” “General Motors Thirty Fifteen.” “MARINE AIR EVAC,” or “NAVY AIR EVAC.” “United One Zero One.” “Delta Zero One Zero.” EXAMPLE − “TWA Ten Zero Four.” “Air Evac One Seven Six Five Two.” NOTE − (d) Rescue flights. (Service name) Air carrier and other civil aircraft having FAA authorized “RESCUE.” call signs may be pronounced using single digits if EXAMPLE − necessary for clarity.

“Air Force Rescue Six One Five Seven Niner.” EXAMPLE − (e) Air Mobility Command. “REACH.” “United Five One Seven.” “United Five Seven Zero.” EXAMPLE − “Reach Seven Eight Five Six Two.” 3. Air taxi and commercial operators not having (f) Special Air Mission. “SAM.” FAA authorized call signs. State the prefix “TANGO” EXAMPLE − on initial contact, if used by the pilot, followed by the “Sam Niner One Five Six Two.” registration number. The prefix may be dropped in subsequent communications.

(g) USAF Contract Aircraft “LOGAIR.” EXAMPLE − EXAMPLE − “Logair Seven Five Eight Two Six.” “Tango Mooney Five Five Five Two Quebec.” “Tango November One Two Three Four.” (h) Military tactical and training: 4. Air carrier/taxi ambulance. State the prefix (1) U.S. Air Force, Air National Guard, “MEDEVAC” if used by the pilot, followed by the Military District of Washington priority aircraft, and call sign and flight number in group form. USAF civil disturbance aircraft. Pronounceable words of 3 to 6 letters followed by a 1 to 5 digit EXAMPLE − number.

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

“Gaydog Four.” NOTE − EXAMPLE − When the “Z” suffix described in para 2 − 3 − 7, USAF/USN “MEDEVAC Two Six Four Six.” Undergraduate Pilots, is added to identify aircraft piloted by USAF undergraduate pilots, the call sign will be limited 6. U.S. military. State one of the following: to a combination of six characters.

(a) The service name, followed by the word (2) Navy or Marine fleet and training “copter,” when appropriate, and the last 5 digits of the command aircraft. The service name and 2 letters, or serial number.

a digit and a letter (use letter phonetic equivalents), followed by 2 or 3 digits.

EXAMPLE − “Navy Five Six Seven One Three.” EXAMPLE − “Coast Guard Six One Three Two Seven.” “Navy Golf Alfa Two One.” “Air Guard One Three Five Eight Six.” “Marine Four Charlie Two Three Six.” “Army Copter Three Two One Seven Six.” 7. Presidential aircraft and Presidential family NOTE − aircraft: If aircraft identification becomes a problem, the (a) When the President is aboard a military procedures reflected in 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 7110.65W 12/10/15 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 7110.65W 12/10/15 EXAMPLE − 2. Manufacturer’s name, or add color when “Canforce Five Six Two Seven.” considered advantageous.

“Brazilian Air Force Five Three Two Seven Six.” EXAMPLE − “Tri − Pacer.” 2 − 4 − 21. DESCRIPTION OF AIRCRAFT “P A Twenty − Two.” TYPES “Cessna Four − Oh − One.” “Blue and white King Air.” Except for super and heavy aircraft, describe aircraft “Airliner.” as follows when issuing traffic information.

“Sikorsky S − Seventy − Six.” a. Military: d. When issuing traffic information to aircraft following a super aircraft, specify the word s uper 1. Military designator, with numbers spoken in before the manufacturer’s name and model.

group form, or 2. Service and type, or e. When issuing traffic information to aircraft following a heavy aircraft, specify the word heavy 3. Type only if no confusion or misidentifica- before the manufacturer’s name and model.

tion is likely.

EXAMPLE − b. Air Carrier: “Super A-Three-Eighty” or “Super A-three-eighty-eight.” 1. Manufacturer’s model or type designator.

“Heavy C-Seventeen.” 2. Add the manufacturer’s name, company “Heavy Boeing Seven Forty-Seven.” name or other identifying features when confusion or REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

misidentification is likely.

EXAMPLE − 2 − 4 − 22. AIRSPACE CLASSES “L − Ten − Eleven.” “American MD − Eighty. Seven Thirty − Seven.” A, B, C, D, E, and G airspace are pronounced in the “Boeing Seven Fifty − Seven.” ICAO phonetics for clarification. The term “Class” NOTE − may be dropped when referring to airspace in Pilots of “interchange” aircraft are expected to inform the pilot/controller communications.

tower on the first radio contact the name of the operating company and trip number followed by the company name, EXAMPLE − as displayed on the aircraft, and the aircraft type.

“Cessna 123 Mike Romeo cleared to enter Bravo airspace.” c. General Aviation and Air Taxi: “Sikorsky 123 Tango Sierra cleared to enter New York 1. Manufacturer’s model or type designator.

Bravo airspace.” Radio and Interphone Communications 2 − 4 − 11

5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15

Section 5. Route and NAVAID Description

2 − 5 − 1. AIR TRAFFIC SERVICE (ATS) EXAMPLE − “Q One Forty − five.” ROUTES 2. Low Altitude − State the letter of the route Describe ATS routes as follows: phonetically, followed by the number of the route in group form.

a. VOR/VORTAC/TACAN airways or jet routes.

State the word “Victor” or the letter “J” followed by EXAMPLE − the number of the airway or route in group form.

“Tango Two Ten.” EXAMPLE − 2 − 5 − 2. NAVAID TERMS “Victor Twelve.” “J Five Thirty − Three.” a. Describe NAVAIDs as follows: b. VOR/VORTAC/TACAN alternate airways.

1. State the name or phonetic alphabet equival- State the word “Victor” followed by the number of the ent (location identifier) of a NAVAID when using it airway in group form and the alternate direction.

in a routing.

EXAMPLE − EXAMPLE − “Victor Twelve South.” “V6 Victor Whiskey Victor (Waterville) V45 Jackson” c. Colored/L/MF airways. State the color of the 2. When utilized as the clearance limit, state the airway followed by the number in group form.

name of the NAVAID followed by the type of NAVAID if the type is known.

EXAMPLE − “Blue Eighty − One.” PHRASEOLOGY − CLEARED TO (NAVAID name and type) d. Named Routes. State the words “North EXAMPLE − American Route” or “Bahama Route” followed by “Cleared to Grand Rapids VOR” the number of the route in group form.

b. Describe radials, arcs, courses, bearings, and EXAMPLE − quadrants of NAVAIDs as follows: “North American Route Sixty − Seven Bravo.” “Bahama Route Fifty − Five Victor.” 1. VOR/VORTAC/TACAN/GPS Waypoint.

State the name of the NAVAID or GPS Waypoint e. Air Traffic Service (ATS) routes. State the followed by the separate digits of the radial/azimuth/ letter(s) of the route phonetically, followed by the bearing (omitting the word “degrees”) and the word number of the route in group form.

“radial/azimuth/bearing.” EXAMPLE − EXAMPLE − “Romeo Twenty.” “Appleton Zero Five Zero Radial.” “Alfa Fifty.” “Golf Sixty − one.” 2. Arcs about VOR-DME/VORTAC/TACAN “Alfa Seven Hundred.” NAVAIDs. State the distance in miles from the NAVAID followed by the words “mile arc,” the f. Military Training Routes (MTRs). State the direction from the NAVAID in terms of the eight letters “I − R” or “V − R” followed by the number of the principal points of the compass, the word “of,” and route in group form.

the name of the NAVAID.

EXAMPLE − EXAMPLE − “I − R Five Thirty − one.” “Two Zero mile arc southwest of Kirksville VOR” “V − R Fifty − two.” 3. Quadrant within a radius of NAVAID. State g. Published RNAV routes.

direction from NAVAID in terms of the quadrant; 1. High Altitude − State the letter “Q” followed e.g., NE, SE, SW, NW, followed by the distance in by the route number in group form. miles from the NAVAID.

Route and NAVAID Description 2 − 5 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 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 word “degree,” followed by the words “course to” or Describe fixes determined by reference to a “bearing from,” the name of the radio beacon, and the radial/localizer/azimuth and distance from a words “radio beacon.” VOR-DME/VORTAC/TACAN/ILS-DME as follows: EXAMPLE − “Three Four Zero bearing from Randolph Radio Beacon.” a. When a fix is not named, state the name of the NAVAID followed by a specified radial/localizer/ 5. MLS. State the azimuth to or azimuth from azimuth, and state the distance in miles followed by the MLS, omitting the word “degree” followed by the the phrase “mile fix.” words “azimuth to” or “azimuth from,” the name of the MLS, and the term MLS.

EXAMPLE − “Appleton Zero Five Zero radial Three Seven mile fix.” EXAMPLE − “Reno localizer back course Four mile fix.” “Two Six Zero azimuth to Linburgh Runway Two Seven MLS.” b. When a fix is charted on a SID, STAR, en route 6. Navigation Reference System (NRS) Waypo- chart, or approach plate, state the name of the fix.

int. State the single letter corresponding to the ICAO Flight Information Region (FIR) identifier, followed c. Use specific terms to describe a fix. Do not use by the letter corresponding to the FIR subset (ARTCC expressions such as “passing Victor Twelve” or area for the conterminous U.S.), the latitude “passing J Eleven.” Route and NAVAID Description 2 − 5 − 2

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Section 6. Weather Information

2 − 6 − 1. FAMILIARIZATION 3. Thunderstorms and related phenomena.

4. Turbulence of moderate degree or greater.

Controllers must become familiar with pertinent weather information when coming on duty, and stay 5. Icing of light degree or greater.

aware of current and forecasted weather information 6. Wind shear.

needed to perform ATC duties.

7. Braking action reports.

NOTE − Every phase of flight has the potential to be impacted by 8. Volcanic ash clouds.

weather, and emphasis must be placed on gathering, reporting and disseminating weather information.

9. Detection of sulfur gases (SO2 or H2S), associated with volcanic activity, in the cabin.

2 − 6 − 2. PIREP SOLICITATION AND DISSEM- NOTE − INATION 1. The smell of sulfur gases in the cockpit may indicate volcanic activity that has not yet been detected or reported Emphasis must be placed on the solicitation and and/or possible entry into an ash − bearing cloud. SO2 is dissemination of PIREPs. Timely dissemination of identifiable as the sharp, acrid odor of a freshly struck PIREPs alerts pilots to significant weather reports.

match. H2S has the odor of rotten eggs.

PIREPS also provide information required by ATC to 2. Pilots may forward PIREPs regarding volcanic activity provide for the safe and efficient use of airspace. This using the format described in the Volcanic Activity includes reports of strong frontal activity, squall lines, Reporting Form (VAR) as depicted in the AIM, Appendix thunderstorms, light to severe icing, wind shear and 2.

turbulence (including clear air turbulence) of b. Record with the PIREPs: moderate or greater intensity, braking action, volcanic eruptions and volcanic ash clouds, detection 1. Time.

of sulfur gases in the cabin, and other conditions 2. Aircraft position.

pertinent to flight safety. Controllers must provide the information in sufficient detail to assist pilots in 3. Type aircraft.

making decisions pertinent to flight safety.

4. Altitude.

REFERENCE − FAA Order JO 7110.65, Para 3 − 1 − 8, Low Level Wind 5. When the PIREP involves icing include: Shear/Microburst Advisories.

FAA Order JO 7110.65, Para 3 − 3 − 4, Braking Action. (a) Icing type and intensity.

P/CG Term − Braking Action.

FAA Order JO 7210.3, Para 6 − 3 − 1, Handling of SIGMETs, CWAs, and (b) Air temperature in which icing is PIREPs.

occurring.

AIM, Para 7 − 5 − 9, Flight Operations in Volcanic Ash.

FAA Order JO 7210.3, Para 10 − 3 − 1, SIGMET and PIREP Handling c. Obtain PIREPs directly from the pilot, or if the FAA Order JO 7110.10, Chapter 9, Section 2, Pilot Weather Report PIREP has been requested by another facility, you (UA/UUA) may instruct the pilot to deliver it directly to that a. Solicit PIREPs when requested, deemed facility.

necessary or any of the following conditions exists or PHRASEOLOGY − is forecast for your area of jurisdiction: REQUEST/SAY FLIGHT CONDITIONS. Or if 1. Ceilings at or below 5,000 feet. These appropriate, PIREPs must include cloud base/top reports when REQUEST/SAY (specific conditions; i.e., ride, cloud, feasible. When providing approach control services, visibility, etc.) CONDITIONS.

ensure that at least one descent/climb − out PIREP, If necessary, OVER (fix), including cloud base(s), top(s), and other related phenomena, is obtained each hour.

or 2. Visibility (surface or aloft) at or less than 5 miles.

ALONG PRESENT ROUTE, Weather Information 2 − 6 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 1. Use the lower of the two observations (tower or or surface) for aircraft operations.

2. Forward tower visibility observations to the BETWEEN (fix) AND (fix).

weather observer.

d. Disseminate PIREPs as follows: 3. Notify the weather observer when the tower 1. Relay pertinent PIREP information to observes the prevailing visibility decrease to less than concerned aircraft in a timely manner. 4 miles or increase to 4 miles or more.

NOTE − b. Describe the wind as calm when the wind Use the word gain and/or loss when describing to pilots the velocity is less than three knots.

effects of wind shear on airspeed.

REFERENCE − FAA Order JO 7110.65, Para 3 − 5 − 3, Tailwind Components.

EXAMPLE − FAA Order JO 7110.65, Para 3 − 10 − 4, Intersecting “Delta Seven Twenty − one, a Boeing Seven Thirty − seven, Runway/Intersecting Flight Path Separation.

previously reported wind shear, loss of two five knots at c. Forward current weather changes to the four hundred feet.” appropriate control facility as follows: “Alaska One, a Boeing Seven Thirty − seven, previously reported wind shear, gain of two − five knots between niner 1. When the official weather changes to a hundred and six hundred feet, followed by a loss of five zero condition: knots between five hundred feet and the surface.” (a) Less than a 1,000 − foot ceiling or below REFERENCE − the highest circling minimum, whichever is greater.

AIM, Para 7 − 1 − 24, Wind Shear PIREPs.

(b) Where the visibility is less than 3 miles.

2. EN ROUTE. Relay all operationally signifi- cant PIREPs to the facility weather coordinator.

(c) Where conditions improve to values greater than those listed in (a) and (b).

3. TERMINAL. Relay all operationally signifi- cant PIREPs to: 2. When changes which are classified as special weather observations during the time that weather (a) The appropriate intra − facility positions.

conditions are below 1,000 − foot ceiling or the highest circling minimum, whichever is greater, or (b) The FLM/CIC for long line dissemination less than 3 miles visibility.

via an FAA approved electronic system (for example, AIS − R, or similar systems).

d. Towers at airports where military turbo − jet en route descents are routinely conducted must also (c) Outside Alaska: The overlying ARTCC’s report the conditions to the ARTCC even if it is not the Flight Data Unit for long − line dissemination; or, controlling facility.

(d) Alaska Only: The FSS serving the area in e. If the receiving facility informs you that weather which the report was obtained.

reports are not required for a specific time period, NOTE − discontinue the reports.

The FSS in Alaska is responsible for long line f. EN ROUTE. When you determine that weather dissemination.

reports for an airport will not be required for a specific REFERENCE − time period, inform the FSS or tower of this FAA Order JO 7110.65, Para 2 − 1 − 2, Duty Priority.

determination.

(e) Other concerned terminal or en route ATC REFERENCE − facilities, including non − FAA facilities.

FAA Order JO 7110.65, Para 3 − 10 − 2, Forwarding Approach Information by Nonapproach Control Facilities.

2 − 6 − 3. REPORTING WEATHER CONDI- 2 − 6 − 4. ISSUING WEATHER AND CHAFF TIONS AREAS a. When the prevailing visibility at the usual point a. Controllers must issue pertinent information on of observation, or at the tower level, is less than 4 observed/reported weather and chaff areas to miles, tower personnel must take prevailing visibility potentially affected aircraft. Define the area of observations and apply the observations as follows: coverage in terms of: Weather Information 2 − 6 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 REFERENCE − 1. Azimuth (by referring to the 12 − hour clock) P/CG Term − Precipitation Radar Weather Descriptions.

and distance from the aircraft and/or d. When precipitation intensity information is not 2. The general width of the area and the area of available.

coverage in terms of fixes or distance and direction PHRASEOLOGY − from fixes.

AREA OF PRECIPITATION BETWEEN (number) O’CLOCK AND (number) O’CLOCK, (number) MILES.

NOTE − MOVING (direction) AT (number) KNOTS, TOPS Weather significant to the safety of aircraft includes (altitude). AREA IS (number) MILES IN DIAMETER, conditions such as funnel cloud activity, lines of INTENSITY UNKNOWN.

thunderstorms, embedded thunderstorms, large hail, wind shear, microbursts, moderate to extreme turbulence EXAMPLE − (including CAT), and light to severe icing.

“Area of precipitation between one o’clock and three o’clock, three five miles moving south at one five knots, tops REFERENCE − AIM, Paragraph 7 − 1 − 14, ATC Inflight Weather Avoidance Assistance.

flight level three three zero. Area is three zero miles in diameter, intensity unknown.” PHRASEOLOGY − WEATHER/CHAFF AREA BETWEEN (number) NOTE − O’CLOCK AND (number) O’CLOCK (number) MILES, Phraseology using precipitation intensity descriptions is and/or (number) MILE BAND OF WEATHER/CHAFF only applicable when the radar precipitation intensity FROM (fix or number of miles and direction from fix) TO information is determined by NWS radar equipment or (fix or number of miles and direction from fix).

NAS ground based digitized radar equipment with weather capabilities. This precipitation may not reach the surface.

b. Inform any tower for which you provide e. EN ROUTE. When issuing Air Route Surveil- approach control services of observed precipitation lance Radar (ARSR) precipitation intensity use the on radar which is likely to affect their operations.

following: c. Use the term “precipitation” when describing 1. Describe the lowest displayable precipitation radar − derived weather. Issue the precipitation intensity as MODERATE.

intensity from the lowest descriptor (LIGHT) to the highest descriptor (EXTREME) when that informa- 2. Describe the highest displayable precipita- tion is available. Do not use the word “turbulence” in tion intensity as HEAVY to EXTREME.

describing radar − derived weather.

PHRASEOLOGY − AREA OF (Intensity) PRECIPITATION BETWEEN 1. LIGHT.

(number) O’CLOCK and (number) O’CLOCK, (number) MILES, MOVING (direction) AT (number) KNOTS, TOPS 2. MODERATE.

(altitude). If applicable, AREA IS (number) MILES IN 3. HEAVY.

DIAMETER.

EXAMPLE − 4. EXTREME.

1. “Area of moderate precipitation between ten o’clock NOTE − and one o’clock, three zero miles moving east at two zero Weather and Radar Processor (WARP) does not display knots, tops flight level three seven zero.

light intensity.

2. “Area of moderate precipitation between ten o’clock PHRASEOLOGY − and three o’clock, two zero miles. Area is two five miles in AREA OF (Intensity) PRECIPITATION BETWEEN diameter.” (number) O’CLOCK AND (number) O’CLOCK, (number) f. Controllers must ensure that the highest MILES, MOVING (direction) AT (number) KNOTS, TOPS available level of precipitation intensity within their (altitude). AREA IS (number) MILES IN DIAMETER.

area of jurisdiction is displayed unless operational/ EXAMPLE − equipment limitations exist.

1. “Area of heavy precipitation between ten o’clock and two o’clock, one five miles. Area is two five miles in g. When requested by the pilot, provide radar diameter.” navigational guidance and/or approve deviations around weather or chaff areas. In areas of significant 2. “Area of heavy to extreme precipitation between ten weather, plan ahead and be prepared to suggest, upon o’clock and two o’clock, one five miles. Area is two five pilot request, the use of alternative routes/altitudes.

miles in diameter.” Weather Information 2 − 6 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 1. An approval for lateral deviation authorizes of action that provides positive control for traffic the pilot to maneuver left or right within the limits of resolution and satisfies the pilot’s need to avoid the lateral deviation area. weather.

REFERENCE − PHRASEOLOGY − AIM, Paragraph 7 − 1 − 14b, 1. (a) ATC Inflight Weather Avoidance UNABLE REQUESTED DEVIATION, FLY HEADING Assistance (heading), ADVISE CLEAR OF WEATHER 2. If a pilot enters your area of jurisdiction or already deviating for weather, advise the pilot of any additional weather which may affect the route.

UNABLE REQUESTED DEVIATION, TURN (number of degrees) DEGREES (left or right) VECTOR FOR 3. If traffic and airspace (i.e., special use TRAFFIC, ADVISE CLEAR OF WEATHER, airspace boundaries, LOA constraints) permit, EXAMPLE − combine the approval for weather deviation with a “Unable requested deviation, turn thirty degrees right clearance on course.

vector for traffic, advise clear of weather.” PHRASEOLOGY − i. When forwarding weather deviation informa- DEVIATION (restrictions if necessary) APPROVED, tion, the transferring controller must clearly WHEN ABLE, PROCEED DIRECT (name of coordinate the nature of the route guidance service NAVAID/WAYPOINT/FIX) being provided. This coordination should include, or but is not limited to: assigned headings, suggested headings, pilot − initiated deviations. Coordination DEVIATION (restrictions if necessary) APPROVED, can be accomplished by: verbal, automated, or WHEN ABLE, FLY HEADING (degrees), VECTOR TO predetermined procedures. Emphasis should be made JOIN (airway) AND ADVISE.

between: controller assigned headings, suggested EXAMPLE − headings, or pilot initiated deviations.

1. “Deviation 20 degrees right approved, when able EXAMPLE − proceed direct O’Neill VORTAC and advise.” En Route: “(call sign) assigned heading three three zero for weather The corresponding fourth line entry is “D20R/ONL” or avoidance” “D20R/F.” “(call sign) deviating west, pilot requested … ” 2. “Deviation 30 degrees left approved, when able fly REFERENCE − FAA Order JO 7110.65 2 − 1 − 14 Coordinate Use Of Airspace heading zero niner zero, vector to join J324 and advise.” FAA Order JO 7110.65 5 − 4 − 5 Transferring Controller Handoff En Route: In this case the free text character limitation FAA Order JO 7110.65 5 − 4 − 6 Receiving Controller Handoff prevents use of fourth line coordination and verbal FAA Order JO 7110.65 5 − 4 − 10 Prearranged Coordination FAA Order JO 7110.65 5 − 4 − 11 En Route Fourth Line Data Block coordination is required.

Usage 4. If traffic or airspace prevents you from j. En Route Fourth Line Data Transfer clearing the aircraft on course at the time of the 1. The inclusion of a NAVAID, waypoint, or /F approval for a weather deviation, instruct the pilot to in the fourth line data indicates that the pilot has been advise when clear of weather.

authorized to deviate for weather and must rejoin the PHRASEOLOGY − route at the next NAVAID or waypoint in the route of DEVIATION (restrictions if necessary) APPROVED, flight.

ADVISE CLEAR OF WEATHER.

REFERENCE − EXAMPLE − FAA Order JO 7110.65, 5 − 4 − 11, En Route Fourth Line Data Block Usage “Deviation North of course approved, advise clear of weather.” EXAMPLE − En Route: In this case the corresponding fourth line entry “Deviation twenty degrees right approved, when able is “DN,” and the receiving controller must provide a proceed direct O’Neill VORTAC and advise.” In this case, clearance to rejoin the route in accordance with paragraph the corresponding fourth line entry is “D20R/ONL” or 2 − 1 − 15 c.

“D20R/F.” h. When a deviation cannot be approved as 2. The absence of a NAVAID, waypoint, or /F in requested because of traffic, take an alternate course the fourth line indicates that: Weather Information 2 − 6 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 NOTE − (a) The pilot has been authorized to deviate USAF controllers do not serve as official weather for weather only, and the receiving controller must observers.

provide a clearance to rejoin the route in accordance with paragraph 2 − 1 − 15c.

2. You have obtained the information from the official observer for the elements being reported.

EXAMPLE − “Deviation twenty degrees right approved, advise clear of 3. The weather report was composed or verified weather.” by the weather station.

(b) The free text character limitation prevents 4. The information is obtained from a FAA the use of fourth line coordination. Verbal coordina- approved automation surface weather system.

tion is required.

c. Differences between weather elements ob- EXAMPLE − served from the tower and those reported by the “Deviation 30 degrees left approved, when able fly weather station must be reported to the official heading zero niner zero, vector to join J324 and advise.” observer for the element concerned.

k. The supervisory traffic management coordinator − in − charge/operations supervisor/ 2 − 6 − 6. HAZARDOUS INFLIGHT WEATHER controller − in − charge must verify the digitized radar ADVISORY SERVICE (HIWAS) weather information by the best means available Controllers must advise pilots of hazardous weather (e.g., pilot reports, local tower personnel, etc.) if the that may impact operations within 150 NM of their weather data displayed by digitized radar is reported sector or area of jurisdiction. Hazardous weather as questionable or erroneous. Errors in weather radar information contained in HIWAS broadcasts includes presentation must be reported to the technical Airmen’s Meteorological Information (AIRMET), operations technician and the air traffic supervisor Significant Meteorological Information (SIGMET), must determine if the digitized radar derived weather Convective SIGMET (WST), Urgent Pilot Weather data is to be displayed and a NOTAM distributed.

Reports (UUA), and Center Weather Advisories NOTE − (CWA). Facilities must review alert messages to Anomalous propagation (AP) is a natural occurrence determine the geographical area and operational affecting radar and does not in itself constitute a weather impact for hazardous weather information broad- circuit failure.

casts. The broadcast is not required if aircraft on your frequency(s) will not be affected.

2 − 6 − 5. DISSEMINATING OFFICIAL WEATH- a. Controllers within commissioned HIWAS areas ER INFORMATION must broadcast a HIWAS alert on all frequencies, except emergency frequency, upon receipt of TERMINAL. Observed elements of weather informa- hazardous weather information. Controllers are tion must be disseminated as follows: required to disseminate data based on the operational a. General weather information, such as “large impact on the sector or area of control jurisdiction.

breaks in the overcast,” “visibility lowering to the NOTE − south,” or similar statements which do not include The inclusion of the type and number of weather advisory specific values, and any elements derived directly responsible for the HIWAS advisory is optional.

from instruments, pilots, or radar may be transmitted PHRASEOLOGY − to pilots or other ATC facilities without consulting the ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER weather reporting station.

INFORMATION (SIGMET, Convective SIGMET, AIRMET, Urgent Pilot Weather Report (UUA), or Center b. Specific values, such as ceiling and visibility, Weather Advisory (CWA), Number or Numbers) FOR may be transmitted if obtained by one of the (specific weather phenomenon) WITHIN (geographical following means: area) AVAILABLE ON HIWAS, OR FLIGHT SERVICE FREQUENCIES.

1. You are properly certificated and acting as official weather observer for the elements being b. Controllers outside of commissioned HIWAS reported. areas must: Weather Information 2 − 6 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 1. Advise pilots of the availability of hazardous hazardous weather information broadcasts as fol- weather advisories. Pilots requesting additional lows: Tower cab and approach control facilities may information should be directed to contact the nearest opt to broadcast hazardous weather information alerts Flight Service. only when any part of the area described is within 50 NM of the airspace under their jurisdiction.

2. Apply the same procedure when HIWAS REFERENCE − outlets, or outlets with radio coverage extending into AIM, Chapter 7, Section 1, Meteorology, Para 7 − 1 − 5 through Para your sector or airspace under your jurisdiction, are 7 − 1 − 9 .

out of service.

d. EN ROUTE. ERAM. Controllers must electron- PHRASEOLOGY − ically acknowledge hazardous weather information ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER messages after appropriate action has been taken.

INFORMATION FOR (specific weather phenomenon) NOTE − WITHIN (geographical area) AVAILABLE FROM EN ROUTE. While hazardous weather information is FLIGHT SERVICE.

commonly distributed via the SIGMET View, it is possible c. Terminal facilities have the option to limit to receive the information via the GI View.

Weather Information 2 − 6 − 6

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Section 7. Altimeter Settings

2 − 7 − 1. CURRENT SETTINGS is using and the pressure in the local area and better enable him/her to choose a more advantageous setting within the a. Current altimeter settings must be obtained limitations of 14 CFR Section 91.121.

from direct-reading instruments or directly from 2. TERMINAL. To all departures. Unless spe- weather reporting stations.

cifically requested by the pilot, the altimeter setting REFERENCE − need not be issued to local aircraft operators who have FAA Order JO 7210.3, Chapter 2, Section 10, Wind/Altimeter requested this omission in writing or to scheduled air Information.

carriers.

b. If a pilot requests the altimeter setting in REFERENCE − millibars, ask the nearest weather reporting station FAA Order JO 7110.65, Para 3 − 9 − 1, Departure Information.

for the equivalent millibar setting.

3. TERMINAL. To arriving aircraft on initial c. USAF/USA. Use the term “Estimated Altim- contact or as soon as possible thereafter. The tower eter” for altimeter settings reported or received as may omit the altimeter if the aircraft is sequenced or estimated.

vectored to the airport by the approach control having jurisdiction at that facility.

REFERENCE − FAA Order JO 7110.65, Para 3 − 9 − 1, Departure Information.

REFERENCE − FAA Order JO 7110.65, Para 3 − 10 − 1, Landing Information.

FAA Order JO 7110.65, Para 4 − 7 − 10, Approach Information.

FAA Order JO 7110.65, Para 4 − 7 − 10, Approach Information.

FAA Order JO 7110.65, Para 5 − 10 − 2, Approach Information.

4. EN ROUTE. For the destination airport to 2 − 7 − 2. ALTIMETER SETTING ISSUANCE arriving aircraft, approximately 50 miles from the BELOW LOWEST USABLE FL destination, if an approach control facility does not serve the airport.

a. TERMINAL. Identify the source of an altimeter setting when issued for a location other than the 5. In addition to the altimeter setting provided aircraft’s departure or destination airport.

on initial contact, issue changes in altimeter setting to aircraft executing a nonprecision instrument b. EN ROUTE. Identify the source of all altimeter approach as frequently as practical when the official settings when issued.

weather report includes the remarks “pressure falling PHRASEOLOGY − rapidly.” (If the altimeter is one hour old or less), d. If the altimeter setting must be obtained by the THE (facility name) ALTIMETER (setting).

pilot of an arriving aircraft from another source, or instruct the pilot to obtain the altimeter setting from that source.

(If the altimeter is more than one hour old), NOTE − THE (facility name) ALTIMETER (setting) MORE THAN 1. The destination altimeter setting, whether from a local ONE HOUR OLD.

or remote source, is the setting upon which the instrument approach is predicated.

c. Issue the altimeter setting: 2. Approach charts for many locations specify the source 1. To en route aircraft at least one time while of altimeter settings as non − FAA facilities, such as operating in your area of jurisdiction. Issue the setting UNICOMs.

for the nearest reporting station along the aircraft’s e. When issuing clearance to descend below the route of flight: lowest usable flight level, advise the pilot of the NOTE − altimeter setting of the weather reporting station 14 CFR Section 91.121(1) requires that the pilot set his/her nearest the point the aircraft will descend below that altimeter to the setting of a station along his/her route of flight level. Local directives may delegate this flight within 100 miles of the aircraft if one is available.

responsibility to an alternate sector when Optimized However, issuance of the setting of an adjacent station Profile Descents (OPD) commence in sectors during periods that a steep gradient exists will serve to consisting entirely of Class A airspace.

inform the pilot of the difference between the setting he/she Altimeter Settings 2 − 7 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 PHRASEOLOGY − f. Department of Defense (DOD) aircraft that are ALTIMETER, THREE ONE TWO FIVE, SET THREE ONE authorized to operate in restricted areas, MOAs, and ZERO ZERO UNTIL REACHING THE FINAL ATC assigned airspace areas on “single altimeter APPROACH FIX.

settings” (CFR Exemption 2861A) , must be issued altimeter settings in accordance with standard or procedures while the aircraft are en route to and from the restricted areas, MOAs, and ATC assigned ALTIMETER, THREE ONE ONE ZERO, SET airspace areas.

THREE ONE ZERO ZERO PRIOR TO REACHING ONE THOUSAND THREE HUNDRED.

NOTE − NOTE − The DOD is responsible for conducting all “single altimeter setting” operations within the boundaries of 1. Aircraft with Mode C altitude reporting will be displayed on the controller’s radar scope with a uniform MOAs, restricted areas, and ATCAAs. Under an LOA, the DOD provides safe altitude clearance between DOD altitude offset above the assigned altitude. With an actual altimeter of 31.28 inches Hg, the Mode C equipped aircraft aircraft and other aircraft operating within, above, and below the MOAs, restricted areas, and ATCAAs with will show 3,300 feet when assigned 3,000 feet. This will appropriate clearance of terrain. occur unless local directives authorize entering the altimeter setting 31.00 into the computer system regardless REFERENCE − of the actual barometric pressure.

FAA Order JO 7610.4, Appendix 22, Grant of Exemption No. 2861A - Single Altimeter Setting For Frequent Transit of FL180.

2. Flight Standards will implement high barometric pressure procedures by NOTAM defining the geographic g. When the barometric pressure is greater than area affected.

31.00 inches Hg., issue the altimeter setting and: 3. Airports unable to accurately measure barometric 1. En Route/Arrivals. Advise pilots to remain pressures above 31.00 inches Hg. will report the set on altimeter 31.00 until reaching final approach barometric pressure as “missing” or “in excess of segment.

31.00 inches of Hg.” Flight operations to or from those airports are restricted to VFR weather conditions.

2. Departures. Advise pilots to set altimeter REFERENCE − 31.00 prior to reaching any mandatory/crossing AIM, Para 7 − 2 − 2, Procedures.

altitude or 1,500 feet AGL, whichever is lower.

FAA Order JO 7110.65, Para 3 − 10 − 1, Landing Information.

Altimeter Settings 2 − 7 − 2

JO 7110.65W 12/10/15

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 7110.65W 12/10/15 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 7110.65W 12/10/15

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 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 REFERENCE − 2 − 9 − 3. CONTENT FAAO JO 7110.65, Para 10 − 2 − 13, MANPADS Alert.

FAAO JO 7210.3, Para 2 − 1 − 9, Handling MANPADS Incidents.

a. Include the following in ATIS broadcast as c. Terminal facilities must include reported appropriate: unauthorized laser illumination events on the ATIS 1. Airport/facility name.

broadcast for one hour following the last report.

Include the time, location, altitude, color, and 2. Phonetic letter code.

direction of the laser as reported by the pilot.

3. Time of the latest weather sequence (UTC ).

PHRASEOLOGY − UNAUTHORIZED LASER ILLUMINATION EVENT, 4. Weather information consisting of: (UTC time), (location), (altitude), (color), (direction).

(a) Wind direction and velocity.

EXAMPLE − UNAUTHORIZED LASER ILLUMINATION EVENT, AT (b) Visibility.

0100z, 8 MILE FINAL RUNWAY 18R AT 3,000 FEET, GREEN LASER FROM THE SOUTHWEST.

(c) Obstructions to vision.

REFERENCE − FAAO JO 7110.65, Para 10 − 2 − 14, Unauthorized Laser Illumination of (d) Present weather consisting of: sky condi- Aircraft.

tion, temperature, dew point, altimeter, a density FAAO JO 7210.3, Para 2 − 1 − 27, Reporting Unauthorized Laser altitude advisory when appropriate, and other Illumination of Aircraft.

pertinent remarks included in the official weather d. The ceiling/sky condition, visibility, and observation.

obstructions to vision may be omitted if the ceiling is above 5,000 feet and the visibility is more than 5. Instrument approach and runway in use.

5 miles.

Temperature and dew point should be reported from EXAMPLE − certified direct reading sensors when available.

A remark may be made, “The weather is better than Always include weather observation remarks of five thousand and five.” lightning, cumulonimbus, and towering cumulus e. Instrument/visual approach/es in use. Specify clouds.

landing runway/s unless the runway is that to which NOTE − the instrument approach is made. Before advertising ASOS/AWOS is to be considered the primary source of non-precision approaches, priority should be given to wind direction, velocity, and altimeter data for weather available precision, then APV approaches.

observation purposes at those locations that are so f. Departure runway/s (to be given only if different equipped. The ASOS Operator Interface Device (OID) from landing runway/s or in the instance of a displays the magnetic wind as “MAG WND” in the “departure only” ATIS).

auxiliary data location in the lower left − hand portion of the screen. Other OID displayed winds are true and are not to g. Taxiway closures which affect the entrance or be used for operational purposes.

exit of active runways, other closures which impact b. Man − Portable Air Defense Systems airport operations, other NOTAMs and PIREPs pertinent to operations in the terminal area. Inform (MANPADS) alert and advisory. Specify the nature and location of threat or incident, whether reported or pilots of where hazardous weather is occurring and observed and by whom, time (if known), and how the information may be obtained. Include available information of known bird activity.

notification to pilots to advise ATC if they need to divert.

REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 22, Bird Activity Information.

EXAMPLE − h. When a runway length has been temporarily or 1. “MANPADS alert. Exercise extreme caution.

permanently shortened, ensure that the word MANPADS threat reported by TSA, Chicago area.” “WARNING” prefaces the runway number, and that “Advise on initial contact if you want to divert.” the word “shortened” is also included in the text of the 2. “MANPADS alert. Exercise extreme caution.

message.

MANPADS attack observed by tower one − half mile 1. Available runway length, as stated in the northwest of airfield at one − two − five − zero Zulu.” “Advise NOTAM, must be included in the ATIS broadcast.

on initial contact if you want to divert.” Automatic Terminal Information Service Procedures 2 − 9 − 2 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 This information must be broadcast for the duration k. Low level wind shear/microburst when repor- of the construction project. ted by pilots or is detected on a wind shear detection system.

2. For permanently shortened runways, facilit- ies must continue to broadcast this information for a REFERENCE − FAAO JO 7110.65, Para 3 − 1 − 8, Low Level Wind Shear/Microburst minimum of 30 days or until the Chart Supplement Advisories.

U.S. has been updated, whichever is longer.

l. A statement which advises the pilot to read back PHRASEOLOGY − instructions to hold short of a runway. The air traffic WARNING, RUNWAY (number) HAS BEEN manager may elect to remove this requirement SHORTENED, (length in feet) FEET AVAILABLE.

60 days after implementation provided that removing EXAMPLE − the statement from the ATIS does not result in “Warning, Runway One-Zero has been shortened, increased requests from aircraft for read back of hold niner-thousand eight hundred and fifty feet available.” short instructions.

i. Runway braking action or friction reports when provided. Include the time of the report and a word m. Instructions for the pilot to acknowledge describing the cause of the runway friction problem.

receipt of the ATIS message by informing the PHRASEOLOGY − controller on initial contact.

RUNWAY (number) MU (first value, second value, third EXAMPLE − value) AT (time), (cause).

“Boston Tower Information Delta. One four zero zero Zulu.

EXAMPLE − Wind two five zero at one zero. Visibility one zero. Ceiling “Runway Two Seven, MU forty − two, forty − one, twenty − four thousand five hundred broken. Temperature three four.

eight at one zero one eight Zulu, ice.” Dew point two eight. Altimeter three zero one zero.

REFERENCE − ILS − DME Runway Two Seven Approach in use. Departing FAAO JO 7110.65, Para 3 − 3 − 5, Braking Action Advisories.

Runway Two Two Right. Hazardous Weather Information j. Other optional information as local conditions for (geographical area) available on HIWAS or Flight dictate in coordination with ATC. This may include Service Frequencies. Advise on initial contact you have such items as VFR arrival frequencies, temporary Delta.” airport conditions, LAHSO operations being con − ducted, or other perishable items that may appear only for a matter of hours or a few days on the ATIS message.

Automatic Terminal Information Service Procedures 2 − 9 − 3

5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15

Section 10. Team Position Responsibilities

2 − 10 − 1. EN ROUTE OR OCEANIC SECTOR (f) Assist the radar associate position in TEAM POSITION RESPONSIBILITIES coordination when needed.

(g) Scan radar display. Correlate with flight a. En Route or Oceanic Sector Team Concept and progress strip information or EDST data, as Intent: There are no absolute divisions of applicable.

responsibilities regarding position operations. The tasks to be completed remain the same whether one, (h) Ensure computer entries are completed on two, or three people are working positions within a instructions or clearances you issue or receive.

sector. The team, as a whole, has responsibility for the safe and efficient operation of that sector. (i) Ensure strip marking and/or electronic flight data entries are completed on instructions or b. Terms. The following terms will be used in clearances you issue or receive.

en route facilities for the purpose of standardization: (j) Adjust equipment at radar position to be 1. Sector. The area of control responsibility usable by all members of the team.

(delegated airspace) of the en route sector team, and the team as a whole. (k) The radar controller must not be respon- sible for G/G communications when precluded by 2. Radar Position (R). That position which is in VSCS split functionality.

direct communication with the aircraft and which (l) At ERAM facilities, ensure the situation uses radar information as the primary means of separation. display accurately reflects the status of all SAAs that impact their area of control responsibility.

3. Radar Associate (RA). That position some- times referred to as “D − Side” or “Manual 2. Radar Associate Position: Controller.” (a) Ensure separation.

4. Radar Coordinator Position (RC). That (b) Where available, use EDST to plan, position sometimes referred to as “Coordinator,” organize, and expedite the flow of traffic.

“Tracker,” or “Handoff Controller” (En Route).

(c) Initiate control instructions.

5. Radar Flight Data (FD). That position commonly referred to as “Assistant Controller” or (d) Operate interphones.

“A − Side” position.

(e) Accept and initiate nonautomated hand- 6. Nonradar Position (NR). That position which offs, and ensure radar position is made aware of the is usually in direct communication with the aircraft actions.

and which uses nonradar procedures as the primary (f) Assist the radar position by accepting or means of separation.

initiating automated handoffs which are necessary for c. Primary responsibilities of the En Route Sector the continued smooth operation of the sector, and Team Positions: ensure that the radar position is made immediately aware of any action taken.

1. Radar Position: (g) Coordinate, including pointouts.

(a) Ensure separation.

(h) Monitor radios when not performing (b) Initiate control instructions.

higher priority duties.

(c) Monitor and operate radios.

(i) Scan flight progress strips and/or EDST (d) Accept and initiate automated handoffs. data. Correlate with radar data.

(e) Assist the radar associate position with (j) Manage flight progress strips and/or nonautomated handoff actions when needed. electronic flight data.

Team Position Responsibilities 2 − 10 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 (k) Ensure computer entries are completed on (e) Request/receive and disseminate weather, instructions issued or received. Enter instructions NOTAMs, NAS status, traffic management, and issued or received by the radar position when aware Special Use Airspace status messages.

of those instructions.

(f) Manually prepare flight progress strips (l) As appropriate, ensure strip marking when automation systems are not available.

and/or EDST data entries are completed on (g) Enter flight data into computer.

instructions issued or received, and record instruc- (h) Forward flight data via computer.

tions issued or received by the radar position when aware of them.

(i) Assist facility/sector in meeting situation objectives.

(m) Adjust equipment at radar associate position to be usable by all members of the team.

5. En Route Nonradar Position: (n) Where authorized, perform EDST data (a) Ensure separation.

entries to keep the activation status of designated (b) Initiate control instructions.

Airspace Configuration Elements current.

(c) Monitor and operate radios.

(o) At ERAM facilities, scan the radar associate display for electronically distributed (d) Accept and initiate transfer of control, information, evaluate the information, and take communications, and flight data.

action as appropriate.

(e) Ensure computer entries are completed on 3. Radar Coordinator Position: instructions or clearances issued or received.

(a) Perform interfacility/intrafacility/sector/ (f) Ensure strip marking is completed on instructions or clearances issued or received.

position coordination of traffic actions.

(g) Facilities utilizing nonradar positions may (b) Advise the radar position and the radar modify the standards contained in the radar associate, associate position of sector actions required to radar coordinator, and radar flight data sections to accomplish overall objectives.

accommodate facility/sector needs, i.e., nonradar (c) Perform any of the functions of the coordinator, nonradar data positions.

en route sector team which will assist in meeting situation objectives.

2 − 10 − 2. TERMINAL RADAR/NONRADAR (d) The RC controller must not be responsible TEAM POSITION RESPONSIBILITIES for monitoring or operating radios when precluded by a. Terminal Radar Team Concept and Intent: VSCS split functionality.

There are no absolute divisions of responsibilities NOTE − regarding position operations. The tasks to be The Radar Position has the responsibility for managing the completed remain the same whether one, two, or overall sector operations, including aircraft separation three people are working positions within a and traffic flows. The Radar Coordinator Position assumes facility/sector. The team, as a whole, has responsibility for managing traffic flows and the Radar responsibility for the safe and efficient operation of Position retains responsibility for aircraft separation when that facility/sector.

the Radar Coordinator Position is staffed.

4. Radar Flight Data: b. Terms. The following terms will be used in terminal facilities for the purposes of standardization.

(a) Operate interphone.

1. Facility/Sector. The area of control responsi- (b) Assist Radar Associate Position in bility (delegated airspace) of the radar team, and the managing flight progress strips.

team as a whole.

(c) Receive/process and distribute flight 2. Radar Position (R). That position which is in progress strips.

direct communication with the aircraft and which (d) Ensure flight data processing equipment uses radar information as the primary means of is operational, except for EDST capabilities. separation.

Team Position Responsibilities 2 − 10 − 2 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 3. Radar Associate Position (RA). That position the continued smooth operation of the facility/sector commonly referred to as “Handoff Controller” or and ensure that the Radar Position is made “Radar Data Controller.” immediately aware of any actions taken.

4. Radar Coordinator Position (RC). That (g) Coordinate, including point outs.

position commonly referred to as “Coordinator,” (h) Scan flight progress strips. Correlate with “Tracker,” “Sequencer,” or “Overhead.” radar data.

5. Radar Flight Data (FD). That position (i) Manage flight progress strips.

commonly referred to as “Flight Data.” (j) Ensure computer entries are completed on 6. Nonradar Position (NR). That position which instructions issued or received, and enter instructions is usually in direct communication with the aircraft issued or received by the Radar Position when aware and which uses nonradar procedures as the primary of those instructions.

means of separation.

(k) Ensure strip marking is completed on c. Primary Responsibilities of the Terminal Radar instructions issued or received, and write instructions Team Positions: issued or received by the Radar Position when aware of them.

1. Radar Position: (l) Adjust equipment at Radar Associate (a) Ensure separation.

Position to be usable by all members of the Radar (b) Initiate control instructions.

Team.

(c) Monitor and operate radios.

3. Radar Coordinator Position: (d) Accept and initiate automated handoffs.

(a) Perform interfacility/sector/position coordination of traffic actions.

(e) Assist the Radar Associate Position with nonautomated handoff actions when needed.

(b) Advise the Radar Position and the Radar Associate Position of facility/sector actions required (f) Assist the Radar Associate Position in to accomplish overall objectives.

coordination when needed.

(c) Perform any of the functions of the Radar (g) Scan radar display. Correlate with flight Team which will assist in meeting situation progress strip information.

objectives.

(h) Ensure computer entries are completed on NOTE − instructions or clearances you issue or receive.

The Radar Position has the responsibility of managing the overall sector operations, including aircraft separation (i) Ensure strip marking is completed on and traffic flows. The Radar Coordinator Position assumes instructions or clearances you issue or receive.

responsibility for managing traffic flows and the Radar (j) Adjust equipment at Radar Position to be Position retains responsibility for aircraft separation when usable by all members of the team. the Radar Coordinator Position is staffed.

4. Radar Flight Data: 2. Radar Associate Position: (a) Operate interphones.

(a) Ensure separation.

(b) Process and forward flight plan (b) Initiate control instructions.

information.

(c) Operate interphones.

(c) Compile statistical data.

(d) Maintain awareness of facility/sector (d) Assist facility/sector in meeting situation activities.

objectives.

(e) Accept and initiate nonautomated 5. Terminal Nonradar Position: handoffs.

(a) Ensure separation.

(f) Assist the Radar Position by accepting or initiating automated handoffs which are necessary for (b) Initiate control instructions.

Team Position Responsibilities 2 − 10 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 (c) Monitor and operate radios. (a) Ensure separation.

(b) Initiate control instructions.

(d) Accept and initiate transfer of control, communications and flight data.

(c) Monitor and operate communications equipment.

(e) Ensure computer entries are completed on instructions or clearances issued or received.

(d) Utilize tower radar display(s).

(f) Ensure strip marking is completed on (e) Utilize alphanumerics.

instructions or clearances issued or received.

(f) Assist the Tower Associate Position with coordination.

(g) Facilities utilizing nonradar positions may modify the standards contained in the radar associate, (g) Scan tower cab environment.

radar coordinator, and radar flight data sections to (h) Ensure computer entries are completed accommodate facility/sector needs, i.e., nonradar for instructions or clearances issued or received.

coordinator, nonradar data positions.

(i) Ensure strip marking is completed for instructions or clearances issued or received.

2 − 10 − 3. TOWER TEAM POSITION (j) Process and forward flight plan RESPONSIBILITIES information.

a. Tower Team Concept and Intent: There are no (k) Perform any functions of the Tower Team absolute divisions of responsibilities regarding which will assist in meeting situation objectives.

position operations. The tasks to be completed remain the same whether one, two, or three people are 2. Tower Associate Position(s): working positions within a facility/sector. The team, (a) Ensure separation.

as a whole, has responsibility for the safe and efficient (b) Operate interphones.

operation of that facility/sector.

(c) Maintain awareness of tower cab b. Terms: The following terms will be used in activities.

terminal facilities for the purpose of standardization.

(d) Utilize alphanumerics.

1. Tower Cab: The area of control responsibility (delegated airspace and/or airport surface areas) of (e) Utilize tower radar display(s).

the tower team, and the team as a whole.

(f) Assist Tower Position by accepting/ initiating coordination for the continued smooth 2. Tower Position(s) (LC or GC): That position operation of the tower cab and ensure that the Tower which is in direct communications with the aircraft Position is made immediately aware of any actions and ensures separation of aircraft in/on the area of taken.

jurisdiction.

(g) Manage flight plan information.

3. Tower Associate Position(s): That position commonly referred to as “Local Assist,” “Ground (h) Ensure computer entries are completed Assist,” “Local Associate,” or “Ground Associate.” for instructions issued or received and enter instructions issued or received by a Tower Position.

4. Tower Cab Coordinator Position (CC): That (i) Ensure strip marking is completed for position commonly referred to as “Coordinator.” instructions issued or received and enter instructions 5. Flight Data (FD): That position commonly issued or received by a Tower Position.

referred to as “Flight Data.” 3. Tower Coordinator Position: 6. Clearance Delivery (CD): That position (a) Perform interfacility/position coordina- commonly referred to as “Clearance.” tion for traffic actions.

c. Primary responsibilities of the Tower Team (b) Advise the tower and the Tower Associate Positions: Position(s) of tower cab actions required to 1. Tower Position(s) (LC or GC): accomplish overall objectives.

Team Position Responsibilities 2 − 10 − 4 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 (c) Perform any of the functions of the Tower (f) Utilize alphanumerics.

Team which will assist in meeting situation 5. Clearance Delivery: objectives.

(a) Operate communications equipment.

NOTE − The Tower Positions have the responsibility for aircraft (b) Process and forward flight plan separation and traffic flows. The Tower Coordinator information.

Position assumes responsibility for managing traffic flows (c) Issue clearances and ensure accuracy of and the Tower Positions retain responsibility for aircraft pilot read back.

separation when the Tower Coordinator Position is staffed.

(d) Assist tower cab in meeting situation 4. Flight Data: objectives.

(a) Operate interphones.

(e) Operate tower equipment.

(b) Process and forward flight plan (f) Utilize alphanumerics.

information.

NOTE − (c) Compile statistical data.

The Tower Positions have the responsibility for aircraft separation and traffic flows. The Tower Coordinator (d) Assist tower cab in meeting situation Position assumes responsibility for managing traffic flows objectives.

and the Tower Positions retain responsibility for aircraft (e) Observe and report weather information. separation when the Tower Coordinator Position is staffed.

Team Position Responsibilities 2 − 10 − 5

JO 7110.65W 12/10/15

Chapter 3. Airport Traffic Control − Terminal

Section 1. General

REFERENCE − 3 − 1 − 1. PROVIDE SERVICE FAAO JO 7110.65, Para 1 − 1 − 11, Constraints Governing Supplements and Procedural Deviations.

Provide airport traffic control service based only FAAO JO 7210.3, Para 10 − 1 − 7, Use of Active Runways.

upon observed or known traffic and airport a. Ground control must obtain approval from local conditions.

control before authorizing an aircraft or a vehicle to NOTE − cross or use any portion of an active runway. The When operating in accordance with CFRs, it is the coordination must include the point/intersection at responsibility of the pilot to avoid collision with other the runway where the operation will occur.

aircraft. However, due to the limited space around terminal locations, traffic information can aid pilots in avoiding PHRASEOLOGY − collision between aircraft operating within Class B, CROSS (runway) AT (point/intersection).

Class C, or Class D surface areas and the terminal radar service areas, and transiting aircraft operating in b. When the local controller authorizes another proximity to terminal locations.

controller to cross an active runway, the local controller must verbally specify the runway to be crossed and the point/intersection at the runway 3 − 1 − 2. PREVENTIVE CONTROL where the operation will occur preceded by the word Provide preventive control service only to aircraft “cross.” operating in accordance with a letter of agreement.

PHRASEOLOGY − When providing this service, issue advice or CROSS (runway) AT (point/intersection).

instructions only if a situation develops which c. The ground controller must advise the local requires corrective action.

controller when the coordinated runway operation is NOTE − complete. This may be accomplished verbally or 1. Preventive control differs from other airport traffic through visual aids as specified by a facility directive.

control in that repetitious, routine approval of pilot action is eliminated. Controllers intervene only when they d. USA/USAF/USN NOT APPLICABLE. Autho- observe a traffic conflict developing.

rization for aircraft/vehicles to taxi/proceed on or 2. Airfield Operating instructions, Memorandums of along an active runway, for purposes other than Understanding, or other specific directives used exclus- crossing, must be provided via direct communica- ively by the Department of Defense (DOD) satisfies the tions on the appropriate local control frequency. This criteria in Paragraph 3-1-2 above.

authorization may be provided on the ground control frequency after coordination with local control is 3 − 1 − 3. USE OF ACTIVE RUNWAYS completed for those operations specifically described in a facility directive.

The local controller has primary responsibility for NOTE − operations conducted on the active runway and must The USA, USAF, and USN establish local operating control the use of those runways. Positive coordina- procedures in accordance with, respectively, USA, USAF, tion and control is required as follows: and USN directives.

NOTE − e. The local controller must coordinate with the Exceptions may be authorized only as provided in ground controller before using a runway not para 1 − 1 − 11, Constraints Governing Supplements and previously designated as active.

Procedural Deviations, and FAAO JO 7210.3, Facility Operation and Administration, para 10 − 1 − 7, Use of Active REFERENCE − Runways, where justified by extraordinary circumstances FAAO JO 7110.65, Para 3 − 1 − 4, Coordination Between Local and at specific locations. Ground Controllers.

General 3 − 1 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 ogy for instructing aircraft, vehicles, equipment, or 3 − 1 − 4. COORDINATION BETWEEN LOCAL personnel to cross or operate on a runway.

AND GROUND CONTROLLERS NOTE − Local and ground controllers must exchange Establishing hold lines/signs is the responsibility of the information as necessary for the safe and efficient use airport manager. Standards for surface measurements, of airport runways and movement areas. This may be markings, and signs are contained in the following accomplished via verbal means, flight progress strips, Advisory Circulars; AC 150/5300 − 13, Airport Design; AC 150/5340 − 1, Standards for Airport Markings, and other written information, or automation displays. As AC 150/5340 − 18, Standards for Airport Sign Systems. The a minimum, provide aircraft identification and operator is responsible to properly position the aircraft, applicable runway/intersection/taxiway information vehicle, or equipment at the appropriate hold line/sign or as follows: designated point. The requirements in para 3 − 1 − 12, Visually Scanning Runways, remain valid as appropriate.

a. Ground control must notify local control when a departing aircraft has been taxied to a runway other REFERENCE − FAAO JO 7110.65, Para 3 − 7 − 4, Runway Proximity.

than one previously designated as active.

FAAO JO 7110.65, Para 3 − 8 − 2, Touch-and-Go or Stop-and-Go or Low Approach.

REFERENCE − FAAO JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low Approach.

FAAO JO 7110.65, Para 3 − 1 − 3, Use of Active Runways.

AC 150/5300 − 13, Airport Design.

FAAO JO 7210.3, Para 10 − 1 − 6, Selecting Active Runways.

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

14 CFR Section 91.129, Operations in Class D Airspace.

b. Ground control must notify local control of any AIM, Para 2 − 2 − 3, Obstruction Lights.

aircraft taxied to an intersection for takeoff. This P/CG Term − Runway in Use/Active Runway/Duty Runway.

notification may be accomplished by verbal means or by flight progress strips.

3 − 1 − 6. TRAFFIC INFORMATION REFERENCE − a. Describe vehicles, equipment, or personnel on FAAO JO 7110.65, Para 3 − 9 − 7, Wake Turbulence Separation for Intersection Departures . or near the movement area in a manner which will assist pilots in recognizing them.

c. When the runways in use for landing/departing EXAMPLE − aircraft are not visible from the tower or the aircraft “Mower left of runway two seven.” using them are not visible on radar, advise the “Trucks crossing approach end of runway two five.” local/ground controller of the aircraft’s location “Workman on taxiway Bravo.” before releasing the aircraft to the other controller.

“Aircraft left of runway one eight.” b. Describe the relative position of traffic in an 3 − 1 − 5. VEHICLES/EQUIPMENT/ easy to understand manner, such as “to your right” or PERSONNEL NEAR/ON RUNWAYS “ahead of you.” EXAMPLE − a. Vehicles, equipment, and personnel in direct 1. “Traffic, U.S. Air MD − Eighty on downwind leg to your communications with the control tower may be left.” authorized to operate up to the edge of an active 2. “King Air inbound from outer marker on straight-in runway surface when necessary. Provide advisories approach to runway one seven.” as specified in Paragraph 3 − 1 − 6, Traffic Information, 3. “Traffic, Boeing 737 on 2 − mile final to the parallel and Paragraph 3 − 7 − 5, Precision Approach Critical runway, runway two six right, cleared to land. Caution Area, as appropriate.

wake turbulence.” PHRASEOLOGY − c. When using a CTRD , you may issue traffic PROCEED AS REQUESTED; (and if necessary, advisories using the standard radar phraseology prescribed additional instructions or information).

in para 2 − 1 − 21, Traffic Advisories.

b. Ensure that the runway to be used is free of all REFERENCE − FAAO JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low Approach.

known ground vehicles, equipment, and personnel before a departing aircraft starts takeoff or a landing 3 − 1 − 7. POSITION DETERMINATION aircraft crosses the runway threshold.

Determine the position of an aircraft before issuing NOTE − taxi instructions or takeoff clearance.

“PROCEED AS REQUESTED” is not approved phraseol- General 3 − 1 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 NOTE − (b) If multiple alerts are received, issue an The aircraft’s position may be determined visually by the advisory that there are wind shear alerts in controller, by pilots, or through the use of the ASDE.

two/several/all quadrants. After issuing the advisory, issue the airport wind in accordance with para 3 − 9 − 1, 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 NOTE − 20 minutes following the last report or indication of The requirements for issuance of wind information remain the wind shear/microburst.

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 the threshold or departure end of a runway. When of the aircraft heading at or below 1200’ AGL. Pilot reports may include warnings received from PWS systems. detected, the associated ribbon display allows the controller to read the displayed alert without any need REFERENCE − FAAO JO 7110.65, Para 2 − 6 − 2, PIREP Solicitation and for interpretation.

Dissemination.

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

(a) If a wind shear or microburst alert is FAAO JO 7110.65, Para 3 − 10 − 1, Landing Information.

received for the runway in use, issue the alert b. At facilities without ATIS, ensure that wind information for that runway to arriving and departing shear/microburst information is broadcast to all aircraft as it is displayed on the ribbon display.

arriving and departing aircraft for 20 minutes PHRASEOLOGY − following the last report or indication of wind (Runway) (arrival/departure) WIND SHEAR/ shear/microburst.

MICROBURST ALERT, (windspeed) KNOT GAIN/LOSS, (location).

1. At locations equipped with LLWAS, the local EXAMPLE − controller must provide wind information as follows: 17A MBA 40K − 3MF NOTE − PHRASEOLOGY − The LLWAS is designed to detect low level wind shear RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT conditions around the periphery of an airport. It does not LOSS 3 MILE FINAL.

detect wind shear beyond that limitation.

EXAMPLE − REFERENCE − 17D WSA 25K+ 2MD FAAO JO 7210.3, Para 10 − 3 − 3, Low Level Wind Shear/Microburst Detection Systems.

PHRASEOLOGY − RUNWAY 17 DEPARTURE WIND SHEAR ALERT (a) If an alert is received, issue the airport 25 KNOT GAIN 2 MILE DEPARTURE.

wind and the displayed field boundary wind.

(b) If requested by the pilot or deemed PHRASEOLOGY − appropriate by the controller, issue the displayed WIND SHEAR ALERT. AIRPORT WIND (direction) AT wind information oriented to the threshold or (velocity). (Location of sensor) BOUNDARY WIND departure end of the runway.

(direction) AT (velocity).

General 3 − 1 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 PHRASEOLOGY − regarding terrain or obstacles and traffic advisories (Runway) DEPARTURE/THRESHOLD WIND (direction) for the escape aircraft, as appropriate.

AT (velocity).

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 NOTE − Aircraft that execute a wind shear escape maneuver will system but may be unable to distinguish between a usually conduct a full power climb straight ahead and will wind shear and a microburst. A wind shear alert not accept any control instructions until onboard systems message will be displayed, followed by an asterisk, advise the crew or the pilot in command (PIC) advises ATC advising of a possible wind shear outside of the that the escape maneuver is no longer required.

system network.

REFERENCE − NOTE − P/CG Term – Wind Shear Escape LLWAS NE++ when associated with TDWR can detect 2. Unless advised by additional aircraft that they wind shear/microbursts outside the network if the TDWR are also performing an escape procedure, do not fails.

presume that other aircraft in the proximity of the PHRASEOLOGY − escape aircraft are responding to wind shear (Appropriate wind or alert information) POSSIBLE WIND alerts/events as well. Continue to provide control SHEAR OUTSIDE THE NETWORK.

instructions, safety alerts, and traffic advisories, as (d) If unstable conditions produce multiple appropriate.

alerts, issue an advisory of multiple wind shear/ 3. Once the responding aircraft has initiated a microburst alerts followed by specific alert or wind wind shear escape maneuver, the controller is not information most appropriate to the aircraft opera- responsible for providing approved separation tion.

between the aircraft that is responding to an escape PHRASEOLOGY − and any other aircraft, airspace, terrain, or obstacle.

MULTIPLE WIND SHEAR/MICROBURST ALERTS Responsibility for approved separation resumes (specific alert or wind information).

when one of the following conditions are met: (e) The LLWAS NE++ and LLWAS − RS are (a) Departures: designed to operate with as many as 50 percent of the (1) A crew member informs ATC that the total sensors inoperative. When all three remote wind shear escape maneuver is complete and ATC sensors designated for a specific runway arrival or observes that approved separation has been re-estab- departure wind display line are inoperative then the lished, or LLWAS NE++ and LLWAS − RS for that runway (2) A crew member informs ATC that the arrival/departure must be considered out of service.

escape maneuver is complete and has resumed a When a specific runway arrival or departure wind previously assigned departure clearance/routing.

display line is inoperative and wind shear/microburst activity is likely; (for example, frontal activity, (b) Arrivals: convective storms, PIREPs), the following statement (1) A crew member informs ATC that the must be included on the ATIS, “WIND SHEAR AND escape maneuver is complete, and MICROBURST INFORMATION FOR RUNWAY (2) The aircrew has executed an alternate (runway number) ARRIVAL/DEPARTURE NOT clearance or requested further instructions.

AVAILABLE.” NOTE − NOTE − When the escape procedure is complete, the flight crew The geographic situation display (GSD) is a supervisory must advise ATC they are returning to their previously planning tool and is not intended to be a primary tool for assigned clearance or request further instructions.

microburst or wind shear.

EXAMPLE − c. Wind Shear Escape Procedures.

“Denver Tower, United 1154, wind shear escape complete, resuming last assigned heading/(name) DP/clearance.” 1. If an aircraft under your control informs you Or that it is performing a wind shear escape, do not issue control instructions that are contrary to pilot actions. “Denver Tower, United 1154, wind shear escape complete, ATC should continue to provide safety alerts request further instructions.” General 3 − 1 − 4 JO 7110.65W 12/10/15 other associated radar services) are being provided when, 3 − 1 − 9. USE OF TOWER RADAR DISPLAYS in fact, they are not.

a. Uncertified tower display workstations must be 4. To provide information and instructions to used only as an aid to assist controllers in visually aircraft operating within the surface area for which locating aircraft or in determining their spatial the tower has responsibility.

relationship to known geographical points. Radar EXAMPLE − services and traffic advisories are not to be provided “TURN BASE LEG NOW.” using uncertified tower display workstations.

NOTE − General information may be given in an easy to Unless otherwise authorized, tower radar displays are understand manner, such as “to your right” or “ahead intended to be an aid to local controllers in meeting their of you.” responsibilities to the aircraft operating on the runways or 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 7110.65W 12/10/15 250 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 7110.65W 12/10/15 (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 7110.65W 12/10/15

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

5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15

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 systems and one of the runways is management or operator, issue a NOTAM publiciz- closed, the ILS associated with the closed runway ing an unsafe condition and inform the management should not be used for approaches unless not using the or operator as soon as practicable.

ILS 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 7110.65W 12/10/15 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 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 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. Issue the latest braking action report for the 1. Requested by a pilot.

runway in use to each arriving and departing aircraft early enough to be of benefit to the pilot. When NOTE − possible, include reports from super or heavy aircraft The standard emergency phraseology for a pilot requesting when the arriving or departing aircraft is a super or an arresting system to be raised for immediate engagement is: heavy .

2. If no report has been received for the runway “BARRIER − BARRIER − BARRIER” 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 3. Advise the airport management that runway manager, supervisor of flying, mobile control officer, braking action reports of “fair,” “poor,” or “nil” have etc.

been received.

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

USAF. Web barriers at the departure end of the runway may remain in the up position when requested by the senior 4. Solicit PIREPs of runway braking action.

operational commander. The IFR Enroute Supplement and REFERENCE − AP-1 will describe specific barrier configuration. ATC will FAAO JO 7110.65, Para 2 − 6 − 2, PIREP Solicitation and advise transient aircraft of the barrier configuration using Dissemination.

the phraseology in subpara c , below.

c. Include runway friction measurement/values 3. A military jet aircraft is landing with known received from airport management on the ATIS.

or suspected radio failure or conditions (drag Furnish the information when requested by the pilot chute/hydraulic/electrical failure, etc.) that indicate in accordance with para 3 − 3 − 4, Braking Action.

an arresting system may be needed. Exceptions are REFERENCE − authorized for military aircraft which cannot engage FAAO JO 7110.65, Para 2 − 9 − 3, Content.

an arresting system (C − 9, C − 141, C − 5, T − 39, etc.)

FAAO JO 7110.65, Para 3 − 9 − 1, Departure Information.

FAAO JO 7110.65, Para 3 − 10 − 1, Landing Information.

and should be identified in a letter of agreement FAAO JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

and/or appropriate military directive.

c. When requested by military authority due to 3 − 3 − 6. ARRESTING SYSTEM OPERATION freezing weather conditions or malfunction of the a. For normal operations, arresting systems activating mechanism, the barrier/cable may remain remotely controlled by ATC must remain in the in a raised position provided aircraft are advised.

retracted or down position.

PHRASEOLOGY − NOTE − YOUR DEPARTURE/LANDING WILL BE TOWARD/ 1. USN − Runway Arresting Gear − barriers are not OVER A RAISED BARRIER/CABLE ON RUNWAY operated by ATC personnel. Readiness/rigging of the (number), (location, distance, as appropriate).

equipment is the responsibility of the operations department.

d. Inform civil and U.S. Army aircraft whenever rubber supported cables are in place at the approach 2. A request to raise a barrier or hook cable means the end of the landing runway, and include the distance of barrier or cable on the departure end of the runway. If an the cables from the threshold. This information may approach end engagement is required, the pilot or military be omitted if it is published in the “Notices to authority will specifically request that the approach end Airmen” publication/DOD FLIP.

cable be raised.

Airport Conditions 3 − 3 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 EXAMPLE − the FFM remote status sensing unit indicates an “Runway One Four arresting cable one thousand feet from inoperative or an out-of-tolerance localizer signal; threshold.” e.g., the course may have shifted due to equipment malfunction or vehicle/aircraft encroachment into the e. When arresting system operation has been critical area.

requested, inform the pilot of the indicated barrier/cable position.

d. Operation of the FFM remote sensing unit will PHRASEOLOGY − be based on the prevailing weather. The FFM remote (Identification), BARRIER/CABLE INDICATES sensing unit must be operational when the weather is UP/DOWN. CLEARED FOR TAKEOFF/TO LAND.

below CAT I ILS minimums.

f. Time permitting, advise pilots of the availability e. When the remote status unit indicates that the of all arresting systems on the runway in question localizer FFM is in alarm (aural warning following when a pilot requests barrier information.

the preset delay) and: g. If an aircraft engages a raised barrier/cable, 1. The aircraft is outside the middle marker initiate crash alarm procedures immediately.

(MM) or in the absence of a MM, ½ mile final, check h. For preplanned practice engagements not for encroachment of those portions of the critical area associated with emergencies, crash alarm systems that can be seen from the tower. It is understood that need not be activated if, in accordance with local the entire critical area may not be visible due to low military operating procedures, all required notifica- ceilings and poor visibility. The check is strictly to tions are made before the practice engagement.

determine possible causal factors for the out-of-toler- ance situation. If the alarm has not cleared prior to the REFERENCE − FAAO JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

aircraft’s arriving at the MM or in the absence of a MM, ½ mile final, immediately issue an advisory that 3 − 3 − 7. FAR FIELD MONITOR (FFM) RE- the FFM remote status sensing unit indicates the MOTE STATUS UNIT localizer is unreliable.

a. To meet the demand for more facilities capable 2. The aircraft is between the MM or ½ mile of operating under CAT III weather, Type II final and the inner marker (IM), or if the IM is not equipment is being upgraded to Integrity Level 3.

installed, the CAT II Missed Approach Point (MAP), This integrity level will support operations which immediately issue an advisory that the FFM remote place a high degree of reliance on ILS guidance for status sensing unit indicates the localizer is positioning through touchdown.

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 or the CAT II equipment. The remote status indicating unit used in MAP (if the IM is not installed) there is no action conjunction with Type II equipment adds a third requirement. Although the FFM has been modified integrity test; thereby, producing an approach aid with filters which dampen the effect of false alarms, which has integrity capable of providing Level 3 you may expect alarms when aircraft are located service.

between the FFM and the localizer antenna either on c. The remote status sensing unit, when installed in landing or on takeoff.

the tower cab, will give immediate indications of REFERENCE − localizer out-of-tolerance conditions. The alarm in FAAO JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

Airport Conditions 3 − 3 − 4

JO 7110.65W 12/10/15

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 REFERENCE − subparas b and c above.

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 7110.65W 12/10/15 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 7110.65W 12/10/15 b. As requested by the pilot. 3 − 4 − 10. RUNWAY EDGE LIGHTS c. As you deem necessary, if not contrary to pilot’s Operate the runway edge light system/s serving the request.

runway/s in use as follows: TBL 3 − 4 − 6 a. Between sunset and sunrise, turn the lights on: Two Step MALS/One Step RAIL/Two Step ODALS 1. For departures. Before an aircraft taxies onto Settings Visibility the runway and until it leaves the Class B, Class C, or Day Night Class D surface area.

MALS/ODALS Hi Less than Less than 2. For arrivals: RAIL On 3 miles 3 miles MALS/ODALS Low When requested 3 miles or more (a) IFR aircraft − Before the aircraft begins RAIL Off final approach, or *At locations providing part − time control tower service, if (b) VFR aircraft − Before the aircraft enters duplicate controls are not provided in the associated FSS, the MALSR/ODALS must be set to low intensity during the hours the Class B, Class C, or Class D surface area, and of darkness when the tower is not staffed.

(c) Until the aircraft has taxied off the landing runway.

TBL 3 − 4 − 7 Three Step MALS/Three Step RAIL/ b. Between sunrise and sunset, turn the lights on as Three Step ODALS shown in subparas a1 and a2 when the surface Settings Visibility visibility is less than 2 miles.

Day Night c. As required by facility directives to meet local 3 Less than 2 miles Less than 1 mile conditions.

2 2 to 5 miles inclusive 1 to but not including 3 miles* d. Different from subparas a, b, or c above, when: 1 When requested 3 miles or more 1. You consider it necessary, or *At locations providing part − time control tower service, if duplicate controls are not provided in the FSS on the airport, 2. Requested by a pilot and no other known the air − to − ground radio link shall be activated during the hours aircraft will be adversely affected.

of darkness when the tower is unmanned. If there is no radio air − to − ground control, the MALSR/ODALS shall be set on NOTE − intensity setting 2 during the hours of darkness when the tower Pilots may request lights to be turned on or off contrary to is not staffed.

subparas a, b, or c. However, 14 CFR Part 135 operators REFERENCE − are required to land/takeoff on lighted runways/heliport 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 7110.65W 12/10/15 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 appropriate brightness.

centerline and touchdown zone lights in accordance 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 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 NOTE − 3 − 4 − 16. HIGH SPEED TURNOFF LIGHTS AC 150/5340-30, Design and Installation Details for Operate high speed turnoff lights: Airport Visual Aides, contains recommended brightness levels for variable setting taxiway lights.

a. Whenever the associated runway lights are used for arriving aircraft. Leave them on until the aircraft 3 − 4 − 18. OBSTRUCTION LIGHTS has either entered a taxiway or passed the last light.

If controls are provided, turn the lights on between b. As required by facility directives to meet local sunset and sunrise.

conditions.

c. As requested by the pilot.

3 − 4 − 19. ROTATING BEACON If controls are provided, turn the rotating beacon on: 3 − 4 − 17. TAXIWAY LIGHTS a. Between sunset and sunrise.

Operate taxiway lights in accordance with b. Between sunrise and sunset when the reported TBL 3 − 4 − 11, TBL 3 − 4 − 12, or TBL 3 − 4 − 13 except: ceiling or visibility is below basic VFR minima.

a. Where a facility directive specifies other settings or times to meet local conditions.

3 − 4 − 20. RUNWAY STATUS LIGHTS (RWSL) b. As requested by the pilot.

TERMINAL c. As you deem necessary, if not contrary to pilot RWSL is equipped with automatic intensity settings request.

and must be operated on a continuous basis except under the following conditions: TBL 3 − 4 − 11 Three Step Taxiway Lights a. If a pilot or vehicle report indicates any portion of the RWSL system is on and is not able to accept an Step Visibility ATC clearance; then Day Night 3 Less than 1 mile When requested 1. ATC must visually scan the entire runway. If 2 When requested Less than 1 mile the runway is observed to be clear and the lights are still illuminated, then the lights must be turned off and 1 When requested 1 mile of more clearance re-issued.

TBL 3 − 4 − 12 2. If a portion of the runway is not visible from Five Step Taxiway Lights the tower, ATC must visually scan the ASDE system.

If the runway is observed to be clear and the lights are Step Visibility still illuminated, then the lights must be turned off and Day Night clearance re-issued.

5 Less than 1 mile When requested 4 When requested Less than 1 mile b. When the RWSL Operational Status displays “Lost Comm with System,” consider the RWSL 3 When requested 1 mile or more system out of service until checked and confirmed to 1 & 2 When requested When requested be operational by technical operations personnel.

TBL 3 − 4 − 13 c. Once RWSL systems are turned off, they must One Step Taxiway Lights remain off until returned to service by technical operations personnel.

Day Night Less than 1 mile On d. Upon pilot request, adjust the light intensity.

Airport Lighting 3 − 4 − 5

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

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 − 3, Reporting Weather Conditions Runway Selection 3 − 5 − 1

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Section 6. Airport Surface Detection Procedures

3 − 6 − 1. EQUIPMENT USAGE 3 − 6 − 3. INFORMATION USAGE a. ASDE system derived information may be used a. The operational status of ASDE systems must to: be determined during the relief briefing, or as soon as possible after assuming responsibility for the 1. Formulate clearances and control instruc- associated position.

tions to aircraft and vehicles on the movement area.

REFERENCE − b. Use ASDE systems to augment visual observa- FAA Order JO 7210.3, Para 3 − 6 − 2, ATC Surveillance Source Use.

tion of aircraft landing or departing, and aircraft or 2. Position aircraft and vehicles using the vehicular movements on runways and taxiways, or movement area.

other parts of the movement area.

3. Determine the exact location of aircraft and 1. ASDE systems with safety logic must be vehicles, or spatial relationship to other aircraft/ operated continuously.

vehicles on the movement area.

2. ASDE systems without safety logic must be 4. Monitor compliance with control instructions operated: by aircraft and vehicles on taxiways and runways.

(a) Continuously between sunset and sunrise.

5. Confirm pilot reported positions.

(b) When visibility is less than the most 6. Provide directional taxi information, as distant point in the active movement area, or appropriate.

(c) When, in your judgment, its use will assist PHRASEOLOGY − you in the performance of your duties at any time.

TURN (left/right) ON THE TAXIWAY/RUNWAY YOU ARE APPROACHING.

b. Do not provide specific navigational guidance 3 − 6 − 2. IDENTIFICATION (exact headings to be followed) unless an emergency a. To identify an observed target/track on an exists or by mutual agreement with the pilot.

ASDE system display, correlate its position with one NOTE − or more of the following: It remains the pilot’s responsibility to navigate visually via 1. Pilot/vehicle operator position report. routes to the clearance limit specified by the controller and to avoid other parked or taxiing aircraft, vehicles, or 2. Controller’s visual observation.

persons in the movement area.

3. An identified target observed on the ASR or c. Do not allow an aircraft to begin departure roll CTRD.

or cross the landing threshold whenever there is an unidentified target/track displayed on the runway.

b. An observed target/track on an ASDE system display may be identified as a false target by visual 3 − 6 − 4. SAFETY LOGIC ALERT observation. If the area containing a suspected false RESPONSES target is not visible from the tower, an airport operations vehicle or pilots of aircraft operating in the When the system generates an alert, the controller area may be used to conduct the visual observation.

must immediately assess the situation visually and as presented on the ASDE system display, then take c. After positive verification that a target is false, appropriate action as follows: through pilot/vehicle operator position report or controller visual observation, the track may be a. When an arrival aircraft (still airborne, prior to temporarily dropped, which will remove the target the landing threshold) activates a warning alert, the from the display and safety logic processing. A controller must issue go − around instructions.

notation must be made to FAA Form 7230 − 4, Daily (Exception: Alerts involving known formation Record of Facility Operation, when a track is flights, as they cross the landing threshold, may be temporarily dropped. disregarded if all other factors are acceptable.)

Airport Surface Detection Procedures 3 − 6 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 REFERENCE − NOTE − FAA Order JO 7110.65, Para 3 − 9 − 8, Intersecting Runway/Intersecting The intent of this paragraph is that an aircraft does not land Flight Path Operations.

on the runway, on that approach, when the safety logic FAA Order JO 7110.65, Para 3 − 10 − 4, Intersecting system has generated a warning alert. A side − step Runway/Intersecting Flight Path Separation.

maneuver or circle to land on another runway satisfies this c. For other safety logic system alerts, issue requirement.

instructions/clearances based on good judgment and REFERENCE − evaluation of the situation at hand.

FAA Order JO 7110.65, Para 3 − 8 − 1, Sequence/Spacing Application.

FAA Order JO 7110.65, Para 3 − 9 − 6, Same Runway Separation.

FAA Order JO 7110.65, Para 3 − 10 − 3, Same Runway Separation.

3 − 6 − 5. RADAR − ONLY MODE P/CG Term − Go Around.

Radar − only mode is an enhancement of the ASDE − X b. When two arrival aircraft, or an arrival aircraft and ASSC systems which allows the system to stay and a departing aircraft activate an alert, the operational with safety logic processing, despite a controller will issue go − around instructions or take critical fault in the Multilateration (MLAT) subsys- appropriate action to ensure intersecting runway tem. The system stays in full core alert status under separation is maintained. radar − only mode without data block capability.

Airport Surface Detection Procedures 3 − 6 − 2

11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15

Section 7. Taxi and Ground Movement Procedures

2. “PROCEED AS REQUESTED” is not approved 3 − 7 − 1. GROUND TRAFFIC MOVEMENT phraseology for instructing aircraft, vehicles, equipment, Issue by radio or directional light signals specific or personnel to cross or operate on a runway.

instructions which approve or disapprove the c. Do not use the word “cleared” in conjunction movement of aircraft, vehicles, equipment, or with authorization for aircraft to taxi or equipment/ personnel on the movement area except where vehicle/personnel operations. Use the prefix “taxi,” permitted in an LOA.

“proceed,” or “hold,” as appropriate, for aircraft REFERENCE − instructions and “proceed” or “hold” for equipment/ FAAO JO 7210.3, Para 4 − 3 − 1, Letters of Agreement vehicles/personnel.

FAAO JO 7210.3, Para 4 − 3 − 2, Appropriate Subjects d. Intersection departures may be initiated by a a. Do not issue conditional instructions that are controller or a controller may authorize an dependent upon the movement of an arrival aircraft intersection departure if a pilot requests. Issue the on or approaching the runway or a departure aircraft measured distance from the intersection to the established on a takeoff roll. Do not say, “Line up and runway end rounded “down” to the nearest 50 feet to wait behind landing traffic,” or “Taxi/proceed across any pilot who requests and to all military aircraft, Runway Three − Six behind departing/landing Cita- unless use of the intersection is covered in tion.” The above requirements do not preclude appropriate directives.

issuing instructions to follow an aircraft observed to be operating on the movement area in accordance NOTE − with an ATC clearance/instruction and in such a 1. Exceptions are authorized where specific military manner that the instructions to follow are not aircraft routinely make intersection takeoffs and proced- ambiguous. ures are defined in appropriate directives. The authority exercising operational control of such aircraft ensures that b. Do not issue unconditional instructions when all pilots are thoroughly familiar with these procedures, authorizing movement on a runway/taxiway for the including the usable runway length from the applicable purpose of airfield checks or other airport operations.

intersection.

Instructions must ensure positive control with 2. Some airports publish “declared distances” for a specific instructions to proceed on a runway or particular runway. These are published in the Chart movement area, and as necessary, hold short Supplement U.S. or the Aeronautical Information instructions.

Publication (AIP) and there is no requirement that facility personnel be aware of them. These distances are a means REFERENCE − FAAO JO 7110.65, Para 3 − 1 − 3, USE OF ACTIVE RUNWAYS of satisfying airport design criteria and are intended to be FAAO JO 7110.65, Para 3 − 7 − 2, TAXI AND GROUND MOVEMENT used by pilots and/or operators for preflight performance OPERATIONS planning only. There are no special markings, signing, or EXAMPLE − lighting associated with declared distances and they do not “Airport 1, proceed on Runway 26R, hold short of Runway limit the actual runway available for use by an aircraft.

18L.” Therefore, they cannot be used for any air traffic control purpose. If pilots inquire about the existence of declared “Airport 1 proceed on taxi way B, hold short of distances, refer them to the Chart Supplement U.S. or AIP.

Runway18L.” PHRASEOLOGY − RUNWAY (number) AT (taxiway designator) “Airport 1 proceed on Runway 26R.” (additional INTERSECTION DEPARTURE (remaining length) FEET instructions as necessary.)

AVAILABLE.

REFERENCE − NOTE − FAAO JO 7110.65, Para 3 − 9 − 4, Line Up and Wait (LUAW).

1. The following are examples of unconditional instruc- e. Do not use the term “full length” when the tions and are not approved for use: “THE FIELD IS runway length available for departures has been YOURS,” “CLEARED ON ALL SURFACES,” “THE temporarily shortened. On permanently shortened AIRPORT IS YOURS,” and “PROCEED ON ALL runways, do not use the term “full length” until the RUNWAYS AND TAXIWAYS.” Taxi and Ground Movement Procedures 3 − 7 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 Chart Supplement U.S. is updated to include the or change(s).

REFERENCE − TO (location), 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 or (direction), 3 − 7 − 2. TAXI AND GROUND MOVEMENT OPERATIONS or Issue the route for the aircraft/vehicle to follow on the ACROSS RUNWAY (number), at (runway/taxiway).

movement area in concise and easy to understand terms. The taxi clearance must include the specific or route to follow. When a taxi clearance to a runway is issued to an aircraft, confirm the aircraft has the VIA (route), HOLD SHORT OF (location) correct runway assignment.

or NOTE − 1. A pilot’s read back of taxi instructions with the runway FOLLOW (traffic) (restrictions as necessary) assignment can be considered confirmation of runway assignment.

or 2. Movement of aircraft or vehicles on nonmovement areas is the responsibility of the pilot, the aircraft operator, BEHIND (traffic).

or the airport management.

EXAMPLE − a. When authorizing a vehicle to proceed on the “Cross Runway Two − Eight Left, at taxiway Alpha, hold movement area or an aircraft to taxi to any point other short of Runway Two − Eight Right.” than assigned takeoff runway, specify the route/taxi instructions, including specific instructions on where “Taxi/continue taxiing/proceed to the hangar.” to cross a runway. 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.

NOTE − CROSS (runway/taxiway), at (runway/taxiway) If the specific taxi route ends into a connecting taxiway with the same identifier (for example, taxiway “A” connects or with Taxiway “A1”) at the approach end of the runway, the connecting taxiway may be omitted from the clearance.

TAXI/CONTINUE TAXIING/PROCEED/VIA (route), PHRASEOLOGY − or RUNWAY (number), TAXI VIA (route as necessary).

ON (runway number or taxiways, etc.), or Taxi and Ground Movement Procedures 3 − 7 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 d. When an aircraft/vehicle is instructed to RUNWAY (number), TAXI VIA (route as necessary)(hold “follow” traffic and requires a runway crossing, issue short instructions as necessary).” a runway crossing clearance in addition to the follow instructions and/or hold short instructions, as EXAMPLE − applicable.

“Runway Three − Six Left, taxi via taxiway Alpha, hold short of taxiway Charlie.” EXAMPLE − “Follow (traffic), cross Runway Two − Seven Right, at or Taxiway Whiskey” “Runway Three − Six Left, taxi via Alpha, hold short of o r Charlie.” “Follow (traffic), cross Runway Two Seven − Right at or Taxiway Whiskey, hold short of Runway Two − Seven Left.” e. Vehicles must receive a clearance for each “Runway Three − Six Left, taxi via taxiway Alpha, hold runway their route crosses. A vehicle must have short of Runway Two − Seven Right.” crossed a previous runway before another runway or crossing clearance may be issued.

NOTE − “Runway Three − Six Left, taxi via Charlie, cross Runway A clearance is required for vehicles to operate on any Two − Seven Left, hold short of Runway Two − Seven Right.” active, inactive, or closed runway except for vehicles operating on closed runways in accordance with a Letter or of Agreement (LOA).

f. Crossing of active runway(s) by aircraft/vehi- “Runway Three − Six Left, taxi via Alpha, Charlie, cross cle(s): Runway One − Zero.” 1. During departure operations, ensure that c. Aircraft must receive a clearance for each aircraft/vehicles intending to cross a runway do not runway their route crosses. An aircraft must have cross the runway holding position markings until the crossed a previous runway before another runway controller visually observes the departure aircraft in crossing clearance may be issued. At those airports a turn, or the departure aircraft has passed the point where the taxi distance between runway centerlines where the crossing aircraft/vehicle is located, is 1,300 feet or less, multiple runway crossings may regardless of altitude, unless authorized in FAA Or- be issued with a single clearance. The air traffic der JO 7110.65, Para. 3 − 10 − 10, Altitude Restricted manager must submit a request to the appropriate Low Approach.

Service Area Director of Air Traffic Operations for REFERENCE − approval before authorizing multiple runway cross- AIM, Runway Position Holding Markings, Para 2 − 3 − 5a ings.

FAAO 7110.65, 3 − 10 − 10, Altitude Restricted Low Approach 2. During arrival operations, ensure the follow- NOTE − Controllers should avoid crossing points that are not ing: perpendicular or nearly perpendicular to the runway to be (a) An aircraft/vehicle has completed cross- crossed, (for example, reverse high speed taxiways).

ing prior to the arriving aircraft crossing the landing PHRASEOLOGY − threshold, or “Cross (runway) at( runway/taxiway), hold short of REFERENCE − (runway)”, or P/CG Term − Clear of Runway Cross (runways) at (runway/taxiway).

(b) A crossing aircraft/vehicle will not cross EXAMPLE − the runway holding position markings until the “Cross Runway One − Six Left at Taxiway Bravo, hold short arrival has landed and either: of Runway One − Six Right.” (1) The controller has confirmed by verbal “Cross Runway One − Six Left and Runway One − Six Right commitment from the pilot that the arriving aircraft at Taxiway Bravo.” will exit the runway prior to the point at which the REFERENCE − crossing is intended, or FAAO JO 7210.3, Para 10 − 3 − 10 Multiple Runway Crossings.

Taxi and Ground Movement Procedures 3 − 7 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 (2) The controller visually observes the 2. The specialist deems it necessary due to aircraft exiting the runway prior to the point at which traffic or field conditions, e.g., construction or closed the crossing is intended, or taxiways.

3. Necessary during reduced visibility, (3) The arriving aircraft has passed the point at which the crossing is intended . especially when the taxi route is not visible from the tower.

g. Request a read back of runway hold short NOTE − instructions when it is not received from the Progressive instructions may include step − by − step pilot/vehicle operator.

directions and/or directional turns.

PHRASEOLOGY − REFERENCE − READ BACK HOLD INSTRUCTIONS.

FAAO JO 7110.65, Para 3 − 7 − 4, Runway Proximity.

FAAO JO 7110.65, Para 3 − 11 − 1, Taxi and Ground Movement EXAMPLE − Operation.

1. “American Four Ninety Two, Runway Three Six Left, i. Issue instructions to expedite a taxiing aircraft or taxi via taxiway Charlie, hold short of Runway Two Seven a moving vehicle.

Right.” PHRASEOLOGY − or TAXI WITHOUT DELAY (traffic if necessary).

“American Four Ninety Two, Runway Three Six Left, taxi EXIT/PROCEED/CROSS (runway/taxiway) at via Charlie, hold short of Runway Two Seven Right.” (runway/taxiway) WITHOUT DELAY.

j. Issue instructions to aircraft/vehicle to hold “American Four Ninety Two, Roger.” short of an approach hold area.

PHRASEOLOGY − “American Four Ninety Two, read back hold instructions.” HOLD SHORT OF (runway) APPROACH 2. “Cleveland Tower, American Sixty Three is ready for departure.” 3 − 7 − 3. GROUND OPERATIONS “American Sixty Three, hold short of Runway Two Three WAKE TURBULENCE APPLICATION Left, traffic one mile final.” Avoid clearances which require: “American Sixty Three, Roger.” a. Super or heavy aircraft to use greater than “American Sixty Three, read back hold instructions.” normal taxiing power.

3. “OPS Three proceed via taxiway Charlie hold short of b. Small aircraft or helicopters to taxi in close Runway Two Seven.” proximity to taxiing or hover-taxi helicopters.

or NOTE − Use caution when taxiing smaller aircraft/helicopters in the vicinity of larger aircraft.

“OPS Three proceed via Charlie hold short of Runway Two Seven.” REFERENCE − AC 90 − 23, Aircraft Wake Turbulence, Para 10 and Para 11.

“OPS Three, Roger.” 3 − 7 − 4. RUNWAY PROXIMITY “OPS Three, read back hold instructions.” Hold a taxiing aircraft or vehicle clear of the runway NOTE − as follows: Read back hold instructions phraseology may be initiated a. Instruct aircraft or vehicle to hold short of a for any point on a movement area when the controller believes the read back is necessary. specific runway.

h. Issue progressive taxi/ground movement b. Instruct aircraft or vehicle to hold at a specified instructions when: point.

1. A pilot/operator requests. c. Issue traffic information as necessary.

Taxi and Ground Movement Procedures 3 − 7 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 PHRASEOLOGY − 1. LOCALIZER CRITICAL AREA HOLD SHORT OF/AT (runway number or specific point), (traffic or other information). (a) Do not authorize vehicle or aircraft operations in or over the area when an arriving NOTE − aircraft is inside the ILS OM or the fix used in lieu of Establishing hold lines/signs is the responsibility of the the OM when the official weather observation is a airport manager. The standards for surface measurements, ceiling of less than 800 feet or visibility less than 2 markings, and signs are contained in AC 150/5300 − 13, miles, except: Airport Design; AC 150/5340 − 1, Standards for Airport Markings, and AC 150/5340 − 18, Standards for Airport (1) A preceding arriving aircraft on the Sign Systems. The operator is responsible for properly same or another runway that passes over or through positioning the aircraft, vehicle, or equipment at the the area while landing or exiting the runway.

appropriate hold line/sign or designated point. The requirements in para 3 − 1 − 12, Visually Scanning Runways, (2) A preceding departing aircraft or remain valid as appropriate.

missed approach on the same or another runway that REFERENCE − passes through or over the area.

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. (b) In addition to subparagraph a1(a), when FAAO JO 7110.65, Para 3 − 1 − 5, Vehicles/Equipment/Personnel on the official weather observation indicates a ceiling of Runways.

less than 200 feet or RVR 2,000 feet, do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the middle marker, 1/2 final mile.

3 − 7 − 5. PRECISION APPROACH CRITICAL AREA 2. GLIDESLOPE CRITICAL AREA. Do not authorize vehicles or aircraft operations in or over the a. ILS critical area dimensions are described in area when an arriving aircraft is inside the ILS OM or FAA Order 6750.16, Siting Criteria for Instrument the fix used in lieu of the OM unless the arriving Landing Systems. Aircraft and vehicle access to the aircraft has reported the runway in sight or is circling ILS critical area must be controlled to ensure the to land on another runway when the official weather integrity of ILS course signals whenever the official observation indicates a ceiling of less than 800 feet or weather observation is a ceiling of less than 800 feet visibility less than 2 miles.

or visibility less than 2 miles. Do not authorize vehicles/aircraft to operate in or over the critical area, b. Operators commonly conduct “coupled” or except as specified in subparagraph a1, whenever an “autoland” approaches to satisfy maintenance, arriving aircraft is inside the ILS outer marker (OM) training, or reliability program requirements.

or the fix used in lieu of the OM unless the arriving Promptly issue an advisory if the critical area will not aircraft has reported the runway in sight or is circling be protected when an arriving aircraft advises that a to land on another runway.

“coupled,” “CATIII,” “autoland,” or similar type approach will be conducted and the official weather PHRASEOLOGY − observation indicates a ceiling of 800 feet or more, or HOLD SHORT OF (runway) ILS CRITICAL AREA.

the visibility is 2 miles or more.

NOTE − PHRASEOLOGY − All available weather sources METARs/SPECI/PIREPS/ ILS CRITICAL AREA NOT PROTECTED.

Controller observations are reported ceilings and/or visibilities and must be disseminated as described in c. The Department of Defense (DOD) is author- 7110.65 and 7210.3 ized to define criteria for protection of precision approach critical areas at military controlled airports.

REFERENCE − This protection is provided to all aircraft operating at FAAO JO 7110.65, Para 2 − 6 − 2 PIREP Solicitation and Dissemination FAAO JO 7210.3, Para 2 − 9 − 2, Receipt and Dissemination of Weather that military controlled airport. Waiver authority for Observations DOD precision approach critical area criteria rests FAAO JO 7210.3, Para 10 − 3 − 1, SIGMENT and PIREP Handling with the appropriate military authority.

FAAO JO 7900.5, Para 6.4d, Equipment for Sky Condition Taxi and Ground Movement Procedures 3 − 7 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 NOTE − 800 feet or visibility is less than 2 SM to protect Signs and markings are installed by the airport operator to aircraft executing a missed approach.

define the ILS critical area. No point along the longitudinal NOTE − axis of the aircraft is permitted past the hold line for 1. The POFZ and the close − in portion of the final holding purposes. The operator is responsible to properly approach obstacle clearance surfaces protect aircraft position the aircraft, vehicle, or equipment at the executing a missed approach.

appropriate hold line/sign or designated point. The requirements in Para 3 − 1 − 12, Visually Scanning Runways, 2. Vehicles that are less than 10 feet in height, necessary remain valid as appropriate.

for the maintenance of the airport and/or navigation facilities operating outside the movement area, are exempt.

REFERENCE − AC150/5340 − 1, Standards for Airport Markings.

c. If it is not possible to clear the POFZ or OCS prior to an aircraft reaching a point 2 miles from the 3 − 7 − 6. PRECISION OBSTACLE FREE ZONE runway threshold and the weather is less than (POFZ) AND FINAL APPROACH OBSTACLE described in subparas a or b above, issue traffic to the CLEARANCE SURFACES (OCS) landing aircraft.

a. Ensure the POFZ is clear of traffic (aircraft or NOTE − vehicles) when an aircraft on a vertically − guided The POFZ and/or OCS must be cleared as soon as final approach is within 2 miles of the runway practical.

threshold and the official weather observation PHRASEOLOGY − indicates the ceiling is below 300 feet or visibility is (ACID), IN THE EVENT OF MISSED APPROACH less than 3/4 SM to protect aircraft executing a missed (issue traffic).

approach .

TAXIING AIRCRAFT/VEHICLE LEFT/RIGHT OF NOTE − RUNWAY.

Only horizontal surfaces (e.g., the wings) can penetrate the POFZ, but not the vertical surfaces (e.g., fuselage or tail).

EXAMPLE − Three hundred feet (300) is used because ATC does not “United 623, in the event of missed approach, taxiing measure ceilings in fifty (50) foot increments.

aircraft right of runway.” b. Ensure the final approach OCS (e.g., ILS /LPV “Delta 1058, in the event of missed approach, vehicle left W, X, and Y surfaces) are clear of aircraft/vehicles of runway.” when an aircraft on the vertically − guided approach is REFERENCE − within 2 miles of the runway threshold and the official FAA Order JO 7110.65, Para 3 − 1 − 6, Traffic Information.

weather observation indicates the ceiling is below AC150/5300 − 13, Airport Design Taxi and Ground Movement Procedures 3 − 7 − 6 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 FIG 3 − 7 − 1 Precision Obstacle Free Zone (POFZ) Taxi and Ground Movement Procedures 3 − 7 − 7

11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15

Section 8. Spacing and Sequencing

3 − 8 − 1. SEQUENCE/SPACING or APPLICATION UNABLE OPTION, (alternate instructions).

Establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground or operation, as necessary, to achieve proper spacing.

UNABLE (type of option), OTHER OPTIONS PHRASEOLOGY − APPROVED.

CLEARED FOR TAKEOFF.

NOTE − CLEARED FOR TAKEOFF OR HOLD SHORT/HOLD IN 1. The “Cleared for the Option” procedure will permit an POSITION/TAXI OFF THE RUNWAY (traffic).

instructor pilot/flight examiner/pilot the option to make a touch-and-go, low approach, missed approach, stop- EXTEND DOWNWIND. and-go, or full stop landing. This procedure will only be used at those locations with an operational control tower MAKE SHORT APPROACH. and will be subject to ATC approval. After ATC approval of the option, the pilot should inform ATC as soon as NUMBER (landing sequence number), possible of any delay on the runway during their stop-and-go or full stop landing.

FOLLOW (description and location of traffic), 2. For proper helicopter spacing, speed adjustments may be more practical than course changes.

or if traffic is utilizing another runway, 3. Read back of hold short instructions apply when hold instructions are issued to a pilot in lieu of a takeoff TRAFFIC (description and location) LANDING RUNWAY clearance.

(number of runway being used).

REFERENCE − FAAO JO 7110.65, Para 3 − 7 − 2, Taxi and Ground Movement TRAFFIC (description and location) LANDING THE Operations.

PARALLEL RUNWAY AIM, Para 4 − 3 − 22, Option Approach CIRCLE THE AIRPORT.

3 − 8 − 2. TOUCH-AND-GO OR STOP-AND-GO OR LOW APPROACH MAKE LEFT/RIGHT THREE − SIXTY/TWO SEVENTY.

Consider an aircraft cleared for touch-and-go, GO AROUND (additional instructions as necessary).

stop-and-go, or low approach as an arriving aircraft until it touches down (for touch-and-go), or makes a CLEARED TO LAND.

complete stop (for stop-and-go), or crosses the CLEARED: landing threshold (for low approach), and thereafter as a departing aircraft.

TOUCH − AND − GO, REFERENCE − or FAAO JO 7110.65, Para 3 − 1 − 5, Vehicles/Equipment/Personnel on Runways.

FAAO JO 7110.65, Para 3 − 9 − 7, Wake Turbulence Separation for STOP − AND − GO, Intersection Departures.

or 3 − 8 − 3. SIMULTANEOUS SAME DIRECTION LOW APPROACH.

OPERATION CLEARED FOR THE OPTION, Authorize simultaneous, same direction operations on parallel runways, on parallel landing strips, or on or a runway and a parallel landing strip only when the following conditions are met: OPTION APPROVED, Spacing and Sequencing 3 − 8 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 a. Operations are conducted in VFR conditions 3 − 8 − 4. SIMULTANEOUS OPPOSITE unless visual separation is applied. DIRECTION OPERATION Authorize simultaneous opposite direction opera- b. Two-way radio communication is maintained tions on parallel runways, on parallel landing strips, with the aircraft involved and pertinent traffic or on a runway and a parallel landing strip only when information is issued.

the following conditions are met: c. The distance between the parallel runways or a. Operations are conducted in VFR conditions.

landing strips is in accordance with those specified in TBL 3 − 8 − 1. b. Two-way radio communication is maintained with the aircraft involved and pertinent traffic TBL 3 − 8 − 1 information is issued.

Same Direction Distance Minima PHRASEOLOGY − TRAFFIC (description) ARRIVING/DEPARTING/LOW Minimum distance (feet) APPROACH, OPPOSITE DIRECTION ON PARALLEL Aircraft category between parallel RUNWAY/LANDING STRIP.

Edges of Runway c. The distance between the runways or landing adjacent strips or centerlines runway and strip strips is in accordance with the minima in Category I or 300 200 TBL 3 − 8 − 2.

Category II TBL 3 − 8 − 2 If either aircraft is a 500 400 Opposite Direction Distance Minima Category III If either aircraft is a 700 600 Minimum distance (feet) Heavy Type of Operation between parallel Edges of NOTE − Runway adjacent strips 1. Aircraft Categories specified in Table 3 − 8 − 1 are Same centerlines or runway and Runway Separation (SRS) categories as indicated in strip Paragraph 3 − 9 − 6, Same Runway Separation.

Between sunrise and 1,400 1,400 sunset 2. When conducting Simultaneous Same Direction Between sunset and 2,800 Not authorized Operations (SSDO), applicable Wake Turbulence provi- sunrise sions apply.

Spacing and Sequencing 3 − 8 − 2

JO 7110.65W 12/10/15

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 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 PHRASEOLOGY − and wait, except as restricted in subpara g, when GATE HOLD PROCEDURES NO LONGER IN EFFECT.

takeoff clearances cannot be issued because of traffic.

Issue traffic information to any aircraft so authorized.

Traffic information may be omitted when the traffic 3 − 9 − 3. DEPARTURE CONTROL is another aircraft which has landed on or is taking off INSTRUCTIONS the runway and is clearly visible to the holding Inform departing IFR, SVFR, VFR aircraft receiving aircraft. Do not use conditional phrases such as radar service, and TRSA VFR aircraft of the “behind landing traffic” or “after the departing following: aircraft.” a. Before takeoff.

b. First state the runway number followed by the line up and wait clearance.

1. Issue the appropriate departure control frequency and beacon code. The departure control PHRASEOLOGY − frequency may be omitted if a SID has been or will be RUNWAY (number), LINE UP AND WAIT.

assigned and the departure control frequency is c. Procedures.

published on the SID.

1. At facilities without a safety logic system or PHRASEOLOGY − facilities with the safety logic system in the limited DEPARTURE FREQUENCY (frequency), SQUAWK configuration: (code).

(a) Do not issue a landing clearance to an 2. Inform all departing IFR military turboprop/ aircraft requesting a full − stop, touch − and − go, turbojet aircraft (except transport and cargo types) to stop − and − go, option, or unrestricted low approach on change to departure control frequency. If the local the same runway with an aircraft that is holding in controller has departure frequency override, transmit position or taxiing to line up and wait until the aircraft urgent instructions on this frequency. If the override in position starts takeoff roll.

capability does not exist, transmit urgent instructions on the emergency frequency.

PHRASEOLOGY − RUNWAY (number), CONTINUE, TRAFFIC HOLDING PHRASEOLOGY − IN POSITION, CHANGE TO DEPARTURE.

3. USAF. USAF control towers are authorized or to inform all departing IFR military transport/cargo type aircraft operating in formation flight to change RUNWAY (number) (pattern instructions as appropriate) TRAFFIC HOLDING IN POSITION.

to departure control frequency before takeoff.

EXAMPLE − b. After takeoff.

“American 528, Runway Two − Three continue, traffic 1. When the aircraft is about / mile beyond the holding in position.” runway end, instruct civil aircraft, and military “Twin Cessna Four Four Golf, Runway One − Niner Right, transport, and cargo types to contact departure base approved, traffic holding in position.” control, provided further communication with you is not required.

“Baron Two Five Foxtrot, Runway One − Niner, extend downwind, tower will call your base, traffic holding in 2. Do not request departing military turboprop/ position.” turbojet aircraft (except transport and cargo types) to make radio frequency or radar beacon changes before (b) Do not authorize an aircraft to LUAW if the aircraft reaches 2,500 feet above the surface.

an aircraft has been cleared to land, touch − and − go, REFERENCE − stop − and–go, option, or unrestricted low approach on FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

the same runway.

2. Except when reported weather conditions are 3 − 9 − 4. LINE UP AND WAIT (LUAW) less than ceiling 800 feet or visibility less than 2 a. The intent of LUAW is to position aircraft for an miles, facilities using the safety logic system in the imminent departure. Authorize an aircraft to line up full core alert mode: Departure Procedures and Separation 3 − 9 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 (a) May issue a landing clearance for a h. Do not authorize aircraft to simultaneously line full − stop, touch − and − go, stop − and − go, option, or up and wait on the same runway, between sunrise and unrestricted low approach to an arriving aircraft with sunset, unless the local assist/local monitor position an aircraft holding in position or taxiing to LUAW on is staffed.

the same runway, or i. USN . Do not authorize aircraft to line up and wait simultaneously on intersecting runways.

(b) May authorize an aircraft to LUAW when an aircraft has been cleared for a full stop, PHRASEOLOGY − touch − and − go, stop − and − go, option, or unrestricted CONTINUE HOLDING, low approach on the same runway.

or REFERENCE − FAAO JO 7110.65, Para 3 − 10 − 5, Landing Clearance.

TAXI OFF THE RUNWAY.

d. When an aircraft is authorized to line up and REFERENCE − wait, inform it of the closest traffic within 6 − flying FAAO JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low Approach.

miles requesting a full − stop, touch − and − go, stop − j. When aircraft are authorized to line up and wait and − go, option, or unrestricted low approach to the on runways that intersect, traffic must be exchanged same runway.

between that aircraft and the aircraft that is authorized to line up and wait, depart, or arrive to the intersecting EXAMPLE − “United Five, Runway One Eight, line up and wait. Traffic runway(s).

a Boeing Seven Thirty Seven, six mile final.

EXAMPLE − “United Five, Runway Four, line up and wait, traffic e. Do not authorize an aircraft to line up and wait holding Runway Three − One.” when the departure point is not visible from the tower, “Delta One, Runway Three − One, line up and wait, traffic unless the aircraft’s position can be verified by ASDE holding Runway Four.” or the runway is used for departures only.

Or, when issuing traffic information to an arrival aircraft f. An aircraft may be authorized to line up and wait and an aircraft that is holding on runway(s) that at an intersection between sunset and sunrise under intersect(s): the following conditions: “Delta One, Runway Four, line up and wait, traffic landing 1. The procedure must be approved by the Runway Three − One.” appropriate Service Area Director of Air Traffic “United Five, Runway Three − One, cleared to land. Traffic Operations.

holding in position Runway Four.” 2. The procedure must be contained in a facility Or, when issuing traffic information to a departing aircraft directive.

and an aircraft that is holding on runway(s) that intersect(s): 3. The runway must be used as a departure − only 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/Intersecting Flight Path Operations.

at INT of RWY (number) and TWY (name) IN FAAO JO 7110.65, Para 3 − 10 − 4, Intersecting Runway/Intersecting EFFECT” when using runway as a departure − only Flight Path Separation.

runway. “LUAW at INT of RWY (number) and TWY k. When a local controller delivers or amends an (name) SUSPENDED” when runway is not used as ATC clearance to an aircraft awaiting departure and a departure − only runway.

that aircraft is holding short of a runway or is holding g. Do not authorize an aircraft to line up and wait in position on a runway, an additional clearance must at anytime when the intersection is not visible from be issued to prevent the possibility of the aircraft the tower. inadvertently taxiing onto the runway and/or Departure Procedures and Separation 3 − 9 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 beginning takeoff roll. In such cases, append one of p. Whenever a runway length has been temporar- the following ATC instructions as appropriate: ily or permanently shortened, state the word “shortened” immediately following the runway 1. HOLD SHORT OF RUNWAY, or number as part of the line up and wait clearance.

2. HOLD IN POSITION.

1. The addition of “shortened” must be included in the line up and wait clearance for the duration of the l. USAF/USN. When issuing additional instruc- construction project when the runway is temporarily tions or information to an aircraft holding in takeoff shortened.

position, include instructions to continue holding or taxi off the runway, unless it is cleared for takeoff.

2. The addition of “shortened” must be included in the line up and wait clearance until the Chart PHRASEOLOGY − Supplement U.S . is updated to include the change(s) CONTINUE HOLDING, when the runway is permanently shortened.

or PHRASEOLOGY − RUNWAY (number) SHORTENED, LINE UP AND WAIT.

TAXI OFF THE RUNWAY.

EXAMPLE − REFERENCE − “Runway Two-Seven shortened, line up and wait.” FAAO JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low Approach.

REFERENCE − FAAO JO 7210.3, Para 10-3-11, Airport Construction m. When authorizing an aircraft to line up and FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to wait at an intersection, state the runway intersection.

Construction PHRASEOLOGY − RUNWAY (number) AT (taxiway designator), LINE UP 3 − 9 − 5. ANTICIPATING SEPARATION AND WAIT.

Takeoff clearance needs not be withheld until n. 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.)

o. 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 Chart Supplement U.S . is updated to include the Category II aircraft − 3,000 feet.

change(s).

3. When either the succeeding or both are NOTE − Category II aircraft − 4,500 feet.

The use of the term “full length” could be interpreted by the pilot(s) as the available runway length prior to the runway 4. When either is a Category III aircraft − being shortened . 6,000 feet.

Departure Procedures and Separation 3 − 9 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 FIG 3 − 9 − 3 5. When the succeeding aircraft is a helicopter, Preceding Landing Aircraft Clear of Runway visual separation may be applied in lieu of using distance minima.

FIG 3 − 9 − 1 Same Runway Separation [View 1] REFERENCE − P/CG Term − Clear of the Runway.

WAKE TURBULENCE APPLICATION c. Do not issue clearances which imply or indicate approval of rolling takeoffs by super or heavy aircraft except as provided in Para 3 − 1 − 14, Ground Operations When Volcanic Ash is Present.

FIG 3 − 9 − 2 Same Runway Separation d. Do not issue clearances to a small aircraft to line [View 2] up and wait on the same runway behind a departing super or heavy aircraft to apply the necessary intervals.

REFERENCE − AC 90 − 23, Aircraft Wake Turbulence.

e. The minima in Para 5 − 5 − 4, Minima, subpara- graph g, may be applied in lieu of the time interval requirements in subparagraphs f, g, and h. When Para 5 − 5 − 4, Minima, is applied, ensure that the appropriate radar separation exists at or prior to the time an aircraft becomes airborne.

REFERENCE − FAA Order JO 7210.3, Para 2–1–15, Authorization for Separation Services by Towers.

FAA Order JO 7210.3, Para 10–5–3, Functional Use of Certified NOTE − Tower radar Displays.

Aircraft same runway separation (SRS) categories are specified in FAA Order JO 7360.1, Aircraft Type NOTE − Designators and based upon the following definitions: 1. The pilot may request additional separation, but should make this request before taxiing on the runway.

CATEGORY I  small single − engine propeller driven 2. Takeoff clearance to the following aircraft should not be aircraft weighing 12,500 lbs. or less, and all helicopters.

issued until the time interval has passed after the preceding aircraft begins takeoff roll.

CATEGORY II  small twin − engine propeller driven aircraft weighing 12,500 lbs. or less.

f. Separate aircraft taking off from the same runway or a parallel runway separated by less than CATEGORY III  all other aircraft.

2,500 feet (See FIG 3 − 9 − 4.): b. A preceding landing aircraft is clear of the 1. Heavy, large, or small behind super − 3 runway. (See FIG 3 − 9 − 3.) minutes.

Departure Procedures and Separation 3 − 9 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 FIG 3 − 9 − 6 2. Heavy, large, or small behind heavy − 2 Parallel Runway Separated by Less than 700 Feet minutes.

FIG 3 − 9 − 4 Same Runway Separation 2. A parallel runway separated by 700 feet or more if projected flight paths will cross. (See FIG 3 − 9 − 7).

FIG 3 − 9 − 7 Parallel Runway Separated by 700 Feet or More g. Separate a small behind a B757 aircraft by 2 Projected Flight Paths Cross minutes when departing: 1. The same runway or a parallel runway separated by less than 700 feet. (See FIG 3 − 9 − 5 and FIG FIG 3 − 9 − 6.)

FIG 3 − 9 − 5 Same Runway Separation h. Separate aircraft departing from a parallel runway separated by 2,500 feet or more if projected flight paths will cross (See FIG 3 − 9 − 8): 1. Heavy, large, or small behind super − 3 minutes.

2. Heavy, large, or small behind heavy − 2 minutes.

Departure Procedures and Separation 3 − 9 − 6 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 FIG 3 − 9 − 8 l. Do not approve pilot requests to deviate from the Parallel Runways Separated by 2,500 feet or More required intervals contained in subparagraphs f through k.

PHRASEOLOGY − HOLD FOR WAKE TURBULENCE.

REFERENCE − FAAO JO 7110.65, Para 3 − 9 − 7, Wake Turbulence Separation for Intersection Departures.

m. Separate a small aircraft behind a large aircraft (except B757) that has departed or made a low/missed approach when utilizing opposite direction takeoffs on the same runway by 3 minutes unless a pilot has initiated a request to deviate from the time interval. In the latter case, issue a wake turbulence cautionary advisory before clearing the aircraft for takeoff. Controllers must not initiate or suggest a waiver of the time interval.

i. Separate aircraft when operating on a runway NOTE − with a displaced landing threshold if projected flight A request for takeoff does not initiate a waiver request.

paths will cross when either a departure follows an n. Inform aircraft when it is necessary to hold in arrival or an arrival follows a departure by the order to provide the required time interval.

following minima: 1. Heavy, large, or small behind super − 3 3 − 9 − 7. WAKE TURBULENCE SEPARATION minutes.

FOR INTERSECTION DEPARTURES 2. Heavy, large, or small behind heavy − 2 a. Apply the following wake turbulence criteria minutes.

for intersection departures: 1. Separate a small aircraft weighing 12,500 lbs.

3. Small behind B757 − 2 minutes.

or less taking off from an intersection on the same j. Separate an aircraft behind another aircraft that runway (same or opposite direction takeoff) behind a has departed or made a low/missed approach when departing small aircraft weighing more than 12,500 utilizing opposite direction takeoffs or landings on lbs. by ensuring that the aircraft does not start takeoff the same or parallel runways separated by less than roll until at least 3 minutes after the preceding aircraft 2,500 feet by the following minima: has taken off.

1. Heavy, large, or small behind super − 4 2. Separate a small aircraft taking off from an intersection on the same runway (same or opposite minutes.

direction takeoff) behind a departing large aircraft 2. Heavy, large, or small behind heavy − 3 (except B757) by ensuring that the aircraft does not minutes start takeoff roll until at least 3 minutes after the preceding aircraft has taken off.

k. Separate a small aircraft behind a B757 that has departed or made a low/missed approach by 3 3. Separate a small aircraft taking off from an intersection (same or opposite direction takeoff) minutes when utilizing opposite direction takeoffs or landings from: behind a preceding departing B757 aircraft by ensuring that the small aircraft does not start takeoff 1. The same runway or a parallel runway roll until at least 3 minutes after the B757 has taken separated by less than 700 feet.

off from: 2. A parallel runway separated by 700 feet or (a) The same runway or a parallel runway more if projected flight paths will cross. separated by lees than 700 feet.

Departure Procedures and Separation 3 − 9 − 7 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 (b) Parallel runways separated by 700 feet or separation, or an aircraft departing the same runway more, or parallel runways separated by 700 feet or that requires wake turbulence separation in more with the runway thresholds offset by 500 feet or accordance with subparagraphs a1, a2, a3, or a4 more, if projected flight paths will cross. (except for super aircraft), provided the pilot is maintaining visual separation/spacing behind the 4. Separate aircraft departing from an preceding aircraft. Issue a wake turbulence intersection on the same runway (same or opposite cautionary advisory and the position of the larger direction takeoff), parallel runways separated by less aircraft.

than 2,500 feet, and parallel runways separated by NOTE − less than 2,500 feet with the runway thresholds offset Not authorized with a Super as the lead or departure by 500 feet or more, by ensuring that the aircraft does aircraft.

not start take-off roll until the following intervals REFERENCE − exist after the preceding aircraft has taken off: FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.

FAAO JO 7110.65, Para 7-2-1, Visual Separation NOTE − Apply Para 3-9-6, Same Runway Separation, subpara- 4. If action is initiated to reduce the separation graph f to parallel runways separated by less than 2,500 between successive touch-and-go or stop-and-go feet with runway thresholds offset by less than 500 feet.

operations, apply the appropriate separation con- tained in subparagraph a1, a2, a3, or a4.

(a) Heavy, large, or small behind super - 4 minutes.

c. When applying the provision of subpara b: (b) Heavy, large, or small behind heavy - 3 1. Issue a wake turbulence advisory before minutes.

clearing the aircraft for takeoff.

2. Do not clear the intersection departure for an 5. Inform aircraft when it is necessary to hold in immediate takeoff.

order to provide the required time interval.

PHRASEOLOGY − 3. Issue a clearance to permit the trailing aircraft HOLD FOR WAKE TURBULENCE.

to deviate from course enough to avoid the flight path of the preceding aircraft when applying subpara b1 or NOTE − b2.

Aircraft conducting touch-and-go and stop-and-go operations are considered to be departing from an 4. Separation requirements in accordance with intersection.

Para 3 − 9 − 6, Same Runway Separation, must also REFERENCE − apply.

FAAO JO 7110.65, Para 3 − 8 − 2, Touch − and − Go or Stop − and − Go or Low Approach.

REFERENCE − FAAO JO 7110.65, Para 3 − 9 − 6, Same Runway Separation.

b. The time interval is not required when: 3 − 9 − 8. INTERSECTING RUNWAY/INTER- 1. A pilot has initiated a request to deviate from SECTING FLIGHT PATH OPERATIONS the time intervals contained in subparagraph a1 or a2.

NOTE − a. Issue traffic information to each aircraft A request for takeoff does not initiate a waiver request; the operating on intersecting runways.

request for takeoff must be accomplished by a request to b. Separate departing aircraft from another deviate from the time interval.

aircraft using an intersecting runway by ensuring that 2. USA NOT APPLICABLE. The intersection the departure does not begin takeoff roll until one of is 500 feet or less from the departure point of the the following exists: preceding aircraft and both aircraft are taking off in REFERENCE − the same direction.

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

3. Successive touch-and-go or stop-and-go 1. The preceding aircraft has departed and operations are conducted with any aircraft following passed the intersection or is turning to avert any an aircraft in the pattern that requires wake turbulence conflict. (See FIG 3 − 9 − 9).

Departure Procedures and Separation 3 − 9 − 8 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 FIG 3 − 9 − 9 (a) Heavy, large, or small behind super − 3 Intersecting Runway Separation minutes.

(b) Heavy, large, or small behind heavy − 2 minutes.

(c) Small behind B757 − 2 minutes.

FIG 3 − 9 − 11 Departure Behind Departure on Intersecting Runway 2. A preceding arriving aircraft is clear of the landing runway, completed the landing roll and will hold short of the intersection, or has passed the intersection. (See FIG 3 − 9 − 10) .

REFERENCE − P/CG Term − Clear of the Runway.

FIG 3 − 9 − 12 Departure Behind Arrival on Intersecting Runway FIG 3 − 9 − 10 Intersecting Runway Separation 4. Pilot requests to deviate from the required time intervals must not be approved if the preceding aircraft requires wake turbulence separation.

REFERENCE − WAKE TURBULENCE APPLICATION FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.

3 − 9 − 9. NONINTERSECTING CONVERGING 3. Separate aircraft taking off behind a departing or landing aircraft on an intersecting RUNWAY OPERATIONS runway if flight paths will cross (See FIG 3 − 9 − 11 and a. Separate departing aircraft from an aircraft FIG 3 − 9 − 12): using a nonintersecting runway when the flight paths intersect by ensuring that the departure does not begin NOTE − Takeoff clearance to the following aircraft should not be takeoff roll until one of the following exists: issued until the appropriate time interval has passed after REFERENCE − the preceding aircraft began takeoff roll. FAAO JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

Departure Procedures and Separation 3 − 9 − 9 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 FIG 3 − 9 − 15 1. The preceding aircraft has departed and Intersecting Runway Separation crossed the departure runway, or is turning to avert any conflict. (See FIG 3 − 9 − 13).

FIG 3 − 9 − 13 Intersecting Runway Separation b. If the extended centerline of a runway crosses a converging runway or the extended centerline of a converging runway at a distance on 1NM or less from 2. A preceding arriving aircraft has completed either departure end, apply the provisions of the landing roll and will hold short of the projected Paragraph 3 − 9 − 8, Intersecting Runway/ Intersecting Flight Path Operations, unless the facility is using intersection, passed the projected intersection, or has aids specified in a facility directive, (may include but crossed over the departure runway (See FIG 3 − 9 − 14 andFIG 3 − 9 − 15 ). are not limited to, Arrival/Departure Window (ADW), ASDE − X Virtual Runway Intersection Point FIG 3 − 9 − 14 (VRIP), cut − off points or automation). (See FIG Intersecting Runway Separation 3 − 9 − 16 and FIG 3 − 9 − 17.)

REFERENCE − FAAO JO 7210.3, Para 10-3-14, Go-Around/Missed Approach Departure Procedures and Separation 3 − 9 − 10 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 FIG 3 − 9 − 16 FIG 3 − 9 − 18 Intersecting Runway Separation Intersecting Runway Separation NOTE − Takeoff clearance to the following aircraft should not be issued until the time interval has passed from when the FIG 3 − 9 − 17 preceding aircraft began takeoff roll.

Intersecting Runway Separation d. Separate aircraft departing behind a landing aircraft on a crossing runway if the departure will fly through the airborne path of the arrival (See FIG 3 − 9 − 19): 1. Heavy, large, or small behind super − 3 minutes.

2. Heavy, large, or small behind heavy − 2 minutes.

3. Small behind B757 − 2 minutes.

FIG 3 − 9 − 19 Intersecting Runway Separation WAKE TURBULENCE APPLICATION c. Separate aircraft taking off behind a departing aircraft on a crossing runway if projected flight paths will cross (See FIG 3 − 9 − 18): 1. Heavy, large, or small behind super − 3 minutes.

2. Heavy, large, or small behind heavy − 2 e. Do not approve pilot requests to deviate from minutes.

the required time interval if the preceding aircraft 3. Small behind B757 − 2 minutes. requires wake turbulence separation .

Departure Procedures and Separation 3 − 9 − 11 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 REFERENCE − FIG 3 − 9 − 20 FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous Runway/Taxiway Proximity Departures.

FAAO JO 7110.65, Para 5-8-5, Departures and Arrivals on Parallel or Nonintersecting Diverging Runways.

FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.

3 − 9 − 10. TAKEOFF CLEARANCE a. When issuing a clearance for takeoff, first state the runway number followed by the takeoff clearance.

PHRASEOLOGY − RUNWAY (number), CLEARED FOR TAKEOFF.

EXAMPLE − “RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF.” NOTE − Turbine − powered aircraft may be considered ready for takeoff when they reach the runway unless they advise otherwise.

REFERENCE − 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.

e. At those airports where the airport configuration c. When two or more aircraft call the tower ready does not allow for an aircraft to completely cross one for departure, one or more at the full length of a runway and hold short of the departure runway and/or runway and one or more at an intersection, state the where airports do not have runway hold markings location of the aircraft at the full length of the runway between runways, state the runway to be crossed with when clearing that aircraft for takeoff.

the takeoff clearance if the aircraft is not able to PHRASEOLOGY − complete a runway crossing before reaching its RUNWAY (number), FULL LENGTH, CLEARED FOR departure runway.

TAKEOFF.

EXAMPLE − PHRASEOLOGY − “American Four Eighty Two, Runway Three Zero full CROSS RUNWAY (number), RUNWAY (number) length, cleared for takeoff.” CLEARED FOR TAKEOFF.

d. The controller must ensure that all runways along the taxi route that lead to the departure runway EXAMPLE − are crossed before the takeoff clearance is issued, “CROSS RUNWAY TWO FOUR LEFT, RUNWAY TWO except as stated in para 3 − 9 − 9e.

FOUR RIGHT, CLEARED FOR TAKEOFF.” Departure Procedures and Separation 3 − 9 − 12 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 FIG 3 − 9 − 21 U.S . is updated to include the change(s) when the Runway/Taxiway Proximity runway is permanently shortened.

PHRASEOLOGY − RUNWAY (number) SHORTENED, CLEARED FOR TAKEOFF.

EXAMPLE − “Runway Two-Seven shortened, cleared for takeoff.” PHRASEOLOGY − RUNWAY (number) AT (taxiway designator) INTERSECTION DEPARTURE SHORTENED, CLEARED FOR TAKEOFF.

EXAMPLE − “Runway Two-Seven at Juliet, intersection departure shortened, cleared for takeoff.” REFERENCE − 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, REFERENCE − inform it of the closest traffic within 6 miles on final FAAO JO 7210.3, Para 10 − 3 − 9, Takeoff Clearance.

P/CG Term − Clear of the Runway. approach to the same runway. If the approaching aircraft is on a different frequency, inform it of the f. Do not use the term “full length” when the departing aircraft.

runway length available for departure has been temporarily shortened. On permanently shortened i. USA/USN/USAF. Issue surface wind and runways, do not use the term “full length” until the takeoff clearance to aircraft.

Chart Supplement U.S . is updated to include the PHRASEOLOGY − change(s).

RUNWAY (number), WIND (surface wind in direction and NOTE − velocity). CLEARED FOR TAKEOFF.

The use of the term “full length” could be interpreted by the pilot(s) as the available runway length prior to the runway being shortened.

3 − 9 − 11. CANCELLATION OF TAKEOFF CLEARANCE g. Whenever a runway length has been temporar- ily or permanently shortened, state the word Cancel a previously issued clearance for takeoff and “shortened” immediately following the runway inform the pilot of the reason if circumstances number as part of the takeoff clearance. This require. Once an aircraft has started takeoff roll, information must be issued in conjunction with the cancel the takeoff clearance only for the purpose of takeoff clearance.

safety.

1. The addition of “shortened” must be included NOTE − in the takeoff clearance for the duration of the In no case should a takeoff clearance be canceled after an construction project when the runway is temporarily aircraft has started its takeoff roll solely for the purpose of shortened.

meeting traffic management requirements/EDCT.

2. The addition of “shortened” must be included PHRASEOLOGY − in the takeoff clearance until the Chart Supplement CANCEL TAKEOFF CLEARANCE (reason).

Departure Procedures and Separation 3 − 9 − 13

JO 7110.65W 12/10/15

Section 10. Arrival Procedures and Separation

3 − 10 − 1. LANDING INFORMATION sectional charts. This does not preclude the use of the legs of the traffic pattern as reporting points.

Provide current landing information, as appropriate, NOTE − to arriving aircraft. Landing information contained in At some locations, VFR checkpoints are depicted on the ATIS broadcast may be omitted if the pilot states sectional aeronautical and terminal area charts. In the appropriate ATIS code. Runway, wind, and selecting geographical fixes, depicted VFR checkpoints altimeter may be omitted if a pilot uses the phrase are preferred unless the pilot exhibits a familiarity with the “have numbers.” Issue landing information by local area.

including the following: h. Ceiling and visibility if either is below basic NOTE − VFR minima.

Pilot use of “have numbers” does not indicate receipt of the i. Low level wind shear or microburst advisories ATIS broadcast.

when available.

a. Specific traffic pattern information (may be REFERENCE − omitted if the aircraft is to circle the airport to the left).

FAAO JO 7110.65, Para 3 − 1 − 8 , Low Level Wind Shear/Microburst Advisories.

PHRASEOLOGY − j. Issue braking action for the runway in use as ENTER LEFT/RIGHT BASE.

received from pilots or the airport management when Braking Action Advisories are in effect.

STRAIGHT − IN.

REFERENCE − MAKE STRAIGHT − IN.

FAAO JO 7110.65, Para 3 − 3 − 5 , Braking Action Advisories.

k. If the pilot does not indicate the appropriate STRAIGHT − IN APPROVED.

ATIS code, and when a runway has been shortened, controllers must ensure that pilots receive the runway RIGHT TRAFFIC.

number combined with a shortened announcement for all arriving aircraft.

MAKE RIGHT TRAFFIC.

RIGHT TRAFFIC APPROVED.

3 − 10 − 2. FORWARDING APPROACH INFORMATION BY NONAPPROACH CONTINUE.

CONTROL FACILITIES NOTE − a. Forward the following, as appropriate, to the Additional information should normally be issued with control facility having IFR jurisdiction in your area.

instructions to continue. Example: “continue, report one You may eliminate those items that, because of local mile final”; “continue, expect landing clearance two mile conditions or situations, are fully covered in a letter final”; etc.

of agreement or a facility directive.

b. Runway in use.

1. When you clear an arriving aircraft for a c. Surface wind.

visual approach.

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 recognized from the air, preferably those depicted on 6. Weather as required.

Arrival Procedures and Separation 3 − 10 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 REFERENCE − FIG 3 − 10 − 2 FAAO JO 7110.65, Para 2 − 6 − 3, Reporting Weather Conditions , Same Runway Separation b. When the weather is below 1,000 feet or 3 miles or the highest circling minimums, whichever is greater, issue current weather to aircraft executing an instrument approach if it changes from that on the ATIS or that previously forwarded to the center/ approach control.

3 − 10 − 3. SAME RUNWAY SEPARATION a. Separate an arriving aircraft from another aircraft using the same runway by ensuring that the arriving aircraft does not cross the landing threshold (b) When a Category II aircraft is landing until one of the following conditions exists or unless behind a Category I or II − 4,500 feet.

authorized in para 3 − 10 − 10, Altitude Restricted Low (See FIG 3 − 10 − 3.)

Approach.

FIG 3 − 10 − 3 1. The other aircraft has landed and is clear of Same Runway Separation 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 behind a Category I or II − 3,000 feet . (c) When either is a category III aircraft − (See FIG 3 − 10 − 2.) 6,000 feet . (See FIG 3 − 10 − 5.)

Arrival Procedures and Separation 3 − 10 − 2 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 FIG 3 − 10 − 4 EXAMPLE − Same Runway Separation 1. “ Runway two seven left cleared to land, caution wake turbulence, heavy Boeing 747 departing runway two seven right.” 2. “Number two follow Boeing 757 on 2-mile final.

Caution wake turbulence.” 3. “Traffic, Boeing 737 on 2 − mile final to the parallel runway, runway two six right, cleared to land. Caution wake turbulence.” 3 − 10 − 4. INTERSECTING RUNWAY/INTER- SECTING FLIGHT PATH SEPARATION FIG 3 − 10 − 5 Issue traffic information to each aircraft operating on Same Runway Separation intersecting runways.

a. Separate an arriving aircraft using one runway from another aircraft using an intersecting runway or a nonintersecting runway when the flight paths intersect by ensuring that the arriving aircraft does not cross the landing threshold or flight path of the other aircraft until one of the following conditions exists: REFERENCE − 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 3. When the succeeding aircraft is a helicopter, turning to avert any conflict.

visual separation may be applied in lieu of using (See FIG 3 − 10 − 6 and FIG 3 − 10 − 7.)

distance minima.

FIG 3 − 10 − 6 WAKE TURBULENCE APPLICATION Intersecting Runway Separation b. Issue wake turbulence advisories, and the position, altitude if known, and the direction of flight of: 1. The super or heavy to aircraft landing behind a departing/arriving super or heavy on the same or parallel runways separated by less than 2,500 feet.

2. The B757/large aircraft to a small aircraft landing behind a departing/arriving B757/large aircraft on the same or parallel runways separated by less than 2,500 feet.

REFERENCE − AC 90 − 23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility.

FAAO JO 7110.65, Para 3 − 10 − 10, Altitude Restricted Low Approach.

Arrival Procedures and Separation 3 − 10 − 3 JO 7110.65W 12/10/15 FIG 3 − 10 − 7 FIG 3 − 10 − 9 Intersecting Runway Separation Intersection Runway Separation NOTE − When visual separation is being applied by the tower, appropriate control instructions and traffic advisories must be issued to ensure go around or missed approaches avert any conflict with the flight path of traffic on the other runway.

REFERENCE − FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation, subpara a2.

b. “USA/USAF/USN NOT APPLICABLE.” An aircraft may be authorized to takeoff from one 2. A preceding arriving aircraft is clear of the runway while another aircraft lands simultaneously landing runway, completed landing roll and will hold on an intersecting runway or an aircraft lands on one short of the intersection/flight path, or has passed the runway while another aircraft lands simultaneously intersection/flight path.

on an intersecting runway, or an aircraft lands to hold (See FIG 3 − 10 − 8 and FIG 3 − 10 − 9.)

short of an intersecting taxiway or some other predetermined point such as an approach/departure flight path using procedures specified in the current FIG 3 − 10 − 8 LAHSO directive. The procedure must be approved Intersection Runway Separation by the air traffic manager and be in accordance with a facility directive. The following conditions apply: NOTE − Application of these procedures does not relieve controllers from the responsibility of providing other appropriate separation contained in this order.

REFERENCE − 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 Arrival Procedures and Separation 3 − 10 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 listed in the current LAHSO directive, whose LAHSO directive, with no reports that braking action Available Landing Distance (ALD) does not exceed is less than good.

the landing distance requirement for the runway 7. There is no tailwind for the landing aircraft condition.

restricted to hold short of the intersection. The wind may be described as “calm” when appropriate.

PHRASEOLOGY − HOLD SHORT OF RUNWAY (runway number), (traffic, REFERENCE − type aircraft or other information).

FAAO JO 7110.65, Para 2 − 6 − 3, Reporting Weather Conditions NOTE − 8. The aircraft required landing distances are Pilots who prefer to use the full length of the runway or a listed in the current LAHSO directive.

runway different from that specified are expected to advise 9. STOL aircraft operations are in accordance ATC prior to landing.

with a letter of agreement with the aircraft 3. Issue traffic information to both aircraft operator/pilot or the pilot confirms that it is a STOL involved and obtain an acknowledgment from each.

aircraft.

Request a read back of hold short instructions when they are not received from the pilot of the restricted WAKE TURBULENCE APPLICATION aircraft.

c. Separate aircraft landing behind a departing EXAMPLE − aircraft on a crossing runway if the arrival will fly 1. “Runway one eight cleared to land, hold short of through the airborne path of the departure by the runway one four left, traffic, (type aircraft) landing runway appropriate radar separation or the following one four left.” interval: (See FIG 3-10-10): (When pilot of restricted aircraft responds with only 1. Heavy, large, or small behind super − 3 acknowledgment): minutes.

“Runway one four left cleared to land, traffic, (type 2. Heavy, large, or small behind heavy − 2 aircraft) landing runway one eight will hold short of the minutes.

intersection.” 3. Small behind B757 − 2 minutes.

“Read back hold short instructions.” d. Issue wake turbulence cautionary advisories, the position, altitude if known, and direction of flight 2. “Runway three six cleared to land, hold short of runway of the super, heavy, or B757 to: three three, traffic, (type aircraft) departing runway three three.” REFERENCE − AC 90 − 23, Aircraft Wake Turbulence, Para 11, Pilot Responsibility.

“Traffic, (type aircraft) landing runway three six will hold FIG 3 − 10 − 10 short of the intersection, runway three three cleared for Intersecting Runway Separation takeoff.” 4. Issue the measured distance from the landing threshold to the hold short point rounded “down” to the nearest 50 − foot increment if requested by either aircraft.

EXAMPLE − “Five thousand fifty feet available.” 5. The conditions in subparas b2, 3, and 4 must be met in sufficient time for the pilots to take other action, if desired, and no later than the time landing clearance is issued.

6. Land and Hold Short runways must be free of any contamination as described in the current Arrival Procedures and Separation 3 − 10 − 5 JO 7110.65W 12/10/15 FIG 3 − 10 − 12 1. All aircraft landing on a crossing runway Intersecting Runway Separation behind a departing super or heavy, or a small aircraft landing on a crossing runway behind a departing B757, if the arrival flight path will cross the takeoff path behind the departing aircraft rotation point. (See FIG 3 − 10 − 11.)

FIG 3 − 10 − 11 Intersecting Runway Separation EXAMPLE − “Runway niner cleared to land. Caution wake turbulence, Boeing Seven Fifty Seven landing runway three six.” REFERENCE − FAAO JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

3 − 10 − 5. LANDING CLEARANCE a. When issuing a clearance to land, first state the EXAMPLE − runway number followed by the landing clearance. If “Runway niner cleared to land. Caution wake turbulence, the landing runway is changed, controllers must heavy C − One Forty One departing runway one five.” preface the landing clearance with “Change to 2. All VFR aircraft landing on a crossing runway.” runway behind an arriving super or heavy, and VFR PHRASEOLOGY − small aircraft landing on a crossing runway behind a RUNWAY (number) CLEARED TO LAND.

B757 , if the arrival flight path s will cross. (See Or FIG 3 − 10 − 12.)

CHANGE TO RUNWAY (number) CLEARED TO LAND.

b. Procedures.

1. Facilities without a safety logic system or facilities with the safety logic system inoperative or in the limited configuration must not clear an aircraft for a full − stop, touch − and − go, stop − and − go, option, or unrestricted low approach when a departing aircraft has been instructed to line up and wait or is holding in position on the same runway. The landing clearance may be issued once the aircraft in position has started takeoff roll.

2. Facilities using safety logic in the full core alert runway configuration may issue a landing Arrival Procedures and Separation 3 − 10 − 6 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 EXAMPLE − clearance, full − stop, touch − and − go, stop − and − go, “Runway Two-Seven shortened, cleared to land.” option, or unrestricted low approach to an arriving aircraft with an aircraft holding in position or taxiing f. If landing clearance is temporarily withheld, to LUAW on the same runway except when reported insert the word “shortened” immediately after the weather conditions are less than ceiling 800 feet or runway number to advise the pilot to continue.

visibility less than 2 miles.

PHRASEOLOGY − RUNWAY (number) SHORTENED, CONTINUE.

c. Inform the closest aircraft that is requesting a full − stop, touch − and − go, stop − and − go, option, or EXAMPLE − “Runway TwoSeven shortened, continue.” unrestricted low approaches when there is traffic authorized to line up and wait on the same runway. REFERENCE − FAAO JO 7210.3, Para 10311, Airport Construction EXAMPLE − FAAO JO 7210.3, Para 10312, Change in Runway Length Due to Construction “Delta One, Runway One − Eight, continue, traffic holding in position.” 3 − 10 − 6. ANTICIPATING SEPARATION “Delta One, Runway One − Eight, cleared to land. Traffic a. Landing clearance to succeeding aircraft in a holding in position.” landing sequence need not be withheld if you observe “Twin Cessna Four Four Golf, Runway One-Niner base the positions of the aircraft and determine that approved, traffic holding in position.” prescribed runway separation will exist when the “Baron Two Five Foxtrot, Runway One-Niner Right extend downwind, tower will call your base, traffic holding in aircraft crosses the landing threshold. Issue traffic position.” information to the succeeding aircraft if a preceding arrival has not been previously reported and when d. USA/USN/USAF. Issue runway identifier traffic will be departing prior to their arrival.

along with surface wind when clearing an aircraft to land, touch and go, stop and go, low approach, or the EXAMPLE − “American Two Forty − Five, Runway One − Eight, cleared option.

to land, number two following a United Seven − Thirty − PHRASEOLOGY − Seven two mile final. Traffic will depart prior to your RUNWAY (number), WIND (surface wind direction and arrival.” velocity), CLEARED TO LAND.

NOTE − “American Two Forty − Five, Runway One − Eight, cleared A clearance to land means that appropriate separation on to land. Traffic will depart prior to your arrival.” the landing runway will be ensured. A landing clearance NOTE − does not relieve the pilot from compliance with any Landing sequence number is optional at tower facilities previously issued restriction.

where the arrival sequence to the runway is established by the approach control.

e. Whenever a runway length has been temporar- ily or permanently shortened, state the word b. Anticipating separation must not be applied “shortened” immediately following the runway when conducting LUAW operations, except as number as part of the landing clearance. This authorized in paragraph 3 − 10 − 5b2. Issue applicable information must be issued in conjunction with the traffic information when using this provision.

landing clearance.

EXAMPLE − “American Two Forty − Five, Runway One − Eight, cleared 1. The addition of “shortened” must be included to land. Traffic will be a Boeing Seven − Fifty − Seven in the landing clearance for the duration of the holding in position.” construction project when the runway is temporarily REFERENCE − shortened.

P/CG Term − Clear of the Runway.

2. The addition of “shortened” must be included 3 − 10 − 7. LANDING CLEARANCE WITHOUT in the landing clearance until the Chart Supplement VISUAL OBSERVATION U.S . is updated to include the change(s) when the runway is permanently shortened.

When an arriving aircraft reports at a position where he/she should be seen but has not been visually PHRASEOLOGY − observed, advise the aircraft as a part of the landing RUNWAY (number) SHORTENED, CLEARED TO LAND.

Arrival Procedures and Separation 3 − 10 − 7 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 “U.S. Air Ten Forty Two, turn right on Alfa/next taxiway, clearance that it is not in sight and restate the landing cross Bravo, hold short of Charlie, contact ground point runway.

seven.” PHRASEOLOGY − NOTE − NOT IN SIGHT, RUNWAY (number) CLEARED TO 1. An aircraft is expected to taxi clear of the runway unless LAND.

otherwise directed by ATC. Pilots must not exit the landing NOTE − runway on to an intersecting runway unless authorized by Aircraft observance on the CTRD satisfies the visually ATC. In the absence of ATC instructions, an aircraft should observed requirement.

taxi clear of the landing runway by clearing the hold position marking associated with the landing runway even if that requires the aircraft to protrude into or enter another 3 − 10 − 8. WITHHOLDING LANDING taxiway/ramp area. This does not authorize an aircraft to CLEARANCE cross a subsequent taxiway or ramp after clearing the Do not withhold a landing clearance indefinitely even landing runway.

though it appears a violation of Title 14 of the Code REFERENCE − P/CG Term − Clear of the Runway.

of Federal Regulations has been committed. The 2. The pilot is responsible for ascertaining when the apparent violation might be the result of an aircraft is clear of the runway by clearing the runway emergency situation. In any event, assist the pilot to holding position marking associated with the landing the extent possible.

runway.

c. Ground control and local control must protect a 3 − 10 − 9. RUNWAY EXITING taxiway/runway/ramp intersection if an aircraft is a. Instruct aircraft where to turn-off the runway required to enter that intersection to clear the landing after landing, when appropriate, and advise the runway.

aircraft to hold short of a runway or taxiway if REFERENCE − required for traffic.

FAAO JO 7210.3, Para 10 − 1 − 7, Use of Active Runways.

d. Request a read back of runway hold short PHRASEOLOGY − TURN LEFT/RIGHT (taxiway/runway), instructions when not received from the pilot.

EXAMPLE − or “American Four Ninety − two, turn left at Taxiway Charlie, hold short of Runway 27 Right.” IF ABLE, TURN LEFT/RIGHT (taxiway/runway) or and if required “American Four Ninety − two, turn left at Charlie, hold HOLD SHORT OF (runway).

short of Runway 27 Right.” NOTE − Runway exiting or taxi instructions should not normally be “American Four Ninety Two, Roger.” issued to an aircraft prior to, or immediately after, touchdown.

“American Four Ninety − two, read back hold instructions.” b. Taxi instructions must be provided to the NOTE − aircraft by the local controller when: Read back hold instructions phraseology may be initiated 1. Compliance with ATC instructions will be for any point on a movement area when the controller required before the aircraft can change to ground believes the read back is necessary.

control, or 3 − 10 − 10. ALTITUDE RESTRICTED LOW 2. The aircraft will be required to enter an active APPROACH runway in order to taxi clear of the landing runway.

A low approach with an altitude restriction of not less EXAMPLE − than 500 feet above the airport may be authorized “U.S. Air Ten Forty Two, turn right next taxiway, cross except over an aircraft in takeoff position or a runway two one, contact ground point seven.” departure aircraft. Do not clear aircraft for restricted Arrival Procedures and Separation 3 − 10 − 8 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 altitude low approaches over personnel unless airport a. Pattern altitude and direction of traffic. Omit authorities have advised these personnel that the either or both if standard or when you know the pilot approaches will be conducted. Advise the approach- is familiar with a nonstandard procedure.

ing aircraft of the location of applicable ground PHRASEOLOGY − traffic, personnel, or equipment.

PATTERN ALTITUDE (altitude). RIGHT TURNS.

NOTE − b. Request for report on initial approach.

1. The 500 feet restriction is a minimum. Higher altitudes PHRASEOLOGY − should be used when warranted. For example, 1,000 feet is REPORT INITIAL.

more appropriate for super or heavy aircraft operating over unprotected personnel or small aircraft on or near the c. “Break” information and request for pilot runway.

report. Specify the point of “break” only if 2. This authorization includes altitude restricted low nonstandard. Request the pilot to report “break” if approaches over preceding landing or taxiing aircraft.

required for traffic or other reasons.

Restricted low approaches are not authorized over aircraft PHRASEOLOGY − in takeoff position or departing aircraft.

BREAK AT (specified point).

PHRASEOLOGY − CLEARED LOW APPROACH AT OR ABOVE (altitude).

REPORT BREAK.

TRAFFIC (description and location).

d. Overhead maneuver patterns are developed at REFERENCE − airports where aircraft have an operational need to FAAO JO 7110.65, Para 3 − 1 − 5, Vehicles/Equipment/Personnel on Runways.

conduct the maneuver. An aircraft conducting an FAAO JO 7110.65, Para 3 − 1 − 6, Traffic Information.

overhead maneuver is VFR and the IFR flight plan is FAAO JO 7110.65, Para 3 − 2 − 1, Light Signals.

cancelled when the aircraft reaches the “initial point” FAAO JO 7110.65, Para 3 − 3 − 3, Timely Information.

FAAO JO 7110.65, Para 3 − 9 − 4, Line Up and Wait (LUAW).

on the initial approach portion of the maneuver. The FAAO JO 7110.65, Para 3 − 10 − 3, Same Runway Separation.

existence of a standard overhead maneuver pattern does not eliminate the possible requirement for an 3 − 10 − 11. CLOSED TRAFFIC aircraft to conform to conventional rectangular patterns if an overhead maneuver cannot be Approve/disapprove pilot requests to remain in approved.

closed traffic for successive operations subject to NOTE − local traffic conditions.

Aircraft operating to an airport without a functioning PHRASEOLOGY − control tower must initiate cancellation of the IFR flight LEFT/RIGHT (if required) CLOSED TRAFFIC plan prior to executing the overhead maneuver or after APPROVED. REPORT (position if required), landing.

or FIG 3 − 10 − 13 Overhead Maneuver UNABLE CLOSED TRAFFIC, (additional information as required).

NOTE − Segregated traffic patterns for helicopters to runways and other areas may be established by letter of agreement or other local operating procedures.

REFERENCE − FAAO JO 7110.65, Para 3 − 7 − 4, Runway Proximity.

FAAO JO 7110.65, Para 3 − 9 − 4, Line Up and Wait (LUAW).

FAAO JO 7110.65, Para 3 − 10 − 3, Same Runway Separation.

3 − 10 − 12. OVERHEAD MANEUVER Issue the following to arriving aircraft that will conduct an overhead maneuver: Arrival Procedures and Separation 3 − 10 − 9 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 EXAMPLE − 3. The high-key altitude or practice precaution- “Air Force Three Six Eight, Runway Six, wind zero seven ary approach maneuvering altitudes of the aircraft zero at eight, pattern altitude six thousand, report initial.” concerned are obtained prior to approving the approach. (See FIG 3 − 10 − 14 and FIG 3 − 10 − 16 .)

“Air Force Three Six Eight, break at midfield, report break.” NOTE − 1. Practice precautionary/SFO/ELP approaches are “Air Force Three Six Eight, cleared to land.” authorized only for specific aircraft. Any aircraft, however, might make precautionary approaches, when engine “Alfa Kilo Two Two, Runway Three One, wind three three failure is considered possible. The practice precautionary zero at one four, right turns, report initial.” approach maneuvering area/altitudes may not conform to the standard SFO/ELP maneuvering area/altitudes.

“Alfa Kilo Two Two, report break.” 2. SFO/ELP approaches generally require high descent rates. Visibility ahead and beneath the aircraft is greatly “Alfa Kilo Two Two, cleared to land.” restricted.

e. Timely and positive controller action is required 3. Pattern adjustments for aircraft conducting SFOs and to prevent a conflict when an overhead pattern could ELPs may impact the effectiveness of SFO and ELP extend into the path of a departing or a missed training.

approach aircraft. Local procedures and/or coordina- REFERENCE − tion requirements should be set forth in an FAAO JO 7110.65, Para 4 − 8 − 12, Low Approach and Touch-and-Go.

appropriate letter of agreement, facility directive, FAAO JO 7610.4, Para 9 − 3 − 7, Simulated Flameout (SFO)/Emergency base flying manual etc., when the frequency of Landing Pattern (ELP) Operations.

occurrence warrants.

b. For overhead SFO/ELP approaches: 1. Request a report at the entry point.

3 − 10 − 13. SIMULATED FLAMEOUT (SFO) APPROACHES/EMERGENCY LANDING PHRASEOLOGY − PATTERN (ELP) OPERATIONS/PRACTICE REPORT (high or low) KEY (as appropriate).

PRECAUTIONARY APPROACHES 2. Request a report at low key.

a. Authorize military aircraft to make SFO/ELP/ PHRASEOLOGY − practice precautionary approaches if the following REPORT LOW KEY.

conditions are met: 3. At low key, issue low approach clearance or 1. A letter of agreement or local operating alternate instructions.

procedure is in effect between the military flying REFERENCE − organization and affected ATC facility.

FAAO JO 7110.65, Para 3 − 8 − 1, Sequence/Spacing Application.

FAAO JO 7110.65, Para 10 − 1 − 7, Inflight Emergencies Involving (a) Include specific coordination, execution, Military Fighter-type Aircraft.

and approval procedures for the operation. FAAO JO 7610.4, Para 9 − 3 − 7, Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations .

(b) The exchange or issuance of traffic c. For straight − in simulation flameout information as agreed to in any interfacility letter of approaches: agreement is accomplished.

1. Request a position report from aircraft (c) Include a statement in the procedure that conducting straight − in SFO approaches.

clarifies at which points SFOs/ELPs may/may not be terminated. (See FIG 3 − 10 − 14 and FIG 3 − 10 − 16.)

PHRASEOLOGY − REPORT (distance) MILE SIMULATED FLAMEOUT 2. Traffic information regarding aircraft in radio FINAL.

communication with or visible to tower controllers which are operating within or adjacent to the 2. At the appropriate position on final (normally flameout maneuvering area is provided to the no closer than 3 miles), issue low approach clearance SFO/ELP aircraft and other concerned aircraft. or alternate instruction. (See FIG 3 − 10 − 15.)

Arrival Procedures and Separation 3 − 10 − 10 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 FIG 3 − 10 − 14 Simulated Flameout [1] Arrival Procedures and Separation 3 − 10 − 11 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 FIG 3 − 10 − 15 Simulated Flameout [2] FIG 3 − 10 − 16 Emergency Landing Pattern Arrival Procedures and Separation 3 − 10 − 12

JO 7110.65W 12/10/15

Section 11. Helicopter Operations

3 − 11 − 1. TAXI AND GROUND MOVEMENT AVOID (aircraft/vehicles/personnel).

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 7110.65W 12/10/15 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 7110.65W 12/10/15 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 7110.65W 12/10/15 3 − 11 − 6. HELICOPTER LANDING CAUTION (power lines, unlighted obstructions, wake tur- CLEARANCE bulence, etc.).

a. Issue landing clearances to helicopters going to CLEARED TO LAND.

movement areas other than active runways or from diverse directions to points on active runways, with b. If landing is requested to non-movement areas, additional instructions as necessary. Whenever an area not authorized for helicopter use, or an area possible, issue a landing clearance in lieu of extended off the airport, and, in your judgment, the operation hover − taxi or air − taxi operations.

appears to be reasonable, use the following phraseology instead of the landing clearance in PHRASEOLOGY − subpara a.

MAKE APPROACH STRAIGHT − IN/CIRCLING LEFT/ PHRASEOLOGY − RIGHT TURN TO (location, runway, taxiway, helipad, Maltese cross) ARRIVAL/ARRIVAL ROUTE (number, LANDING AT (requested location) WILL BE AT YOUR OWN RISK (additional instructions, as necessary). USE name, or code).

CAUTION (if applicable).

HOLD SHORT OF (active runway, extended runway c. Unless agreed to by the pilot, do not issue centerline, other).

downwind landings if the tailwind exceeds 5 knots.

REMAIN (direction/distance; e.g., 700 feet, 1 1/2 miles) NOTE − OF/FROM (runway, runway centerline, other helicopter/ A pilot request to land at a given point from a given aircraft). direction constitutes agreement.

Helicopter Operations 3 − 11 − 4

JO 7110.65W 12/10/15

Section 12. Sea Lane Operations

3 − 12 − 1. APPLICATION FIG 3 − 12 − 2 Sea Lane Departure Operations Where sea lanes are established and controlled, apply the provisions of this section.

3 − 12 − 2. DEPARTURE SEPARATION Separate a departing aircraft from a preceding departing or arriving aircraft using the same sea lane by ensuring that it does not commence takeoff until: a. The other aircraft has departed and crossed the end of the sea lane or turned to avert any conflict. (See FIG 3 − 12 − 1). If you can determine distances by reference to suitable landmarks, the other aircraft need only be airborne if the following minimum distance exists between aircraft: 1. When only Category I aircraft are involved − b. A preceding landing aircraft has taxied out of 1,500 feet.

the sea lane.

2. When a Category I aircraft is preceded by a NOTE − Category II aircraft − 3,000 feet.

Due to the absence of braking capability, caution should be exercised when instructing a float plane to hold a position 3. When either the succeeding or both are as the aircraft will continue to move because of prop Category II aircraft − 3,000 feet.

generated thrust. Therefore, clearance to line up and wait 4. When either is a Category III aircraft − should be followed by takeoff or other clearance as soon as is practical.

6,000 feet. (See FIG 3 − 12 − 2.)

FIG 3 − 12 − 1 3 − 12 − 3. ARRIVAL SEPARATION Sea Lane Departure Operations Separate an arriving aircraft from another aircraft using the same sea lane by ensuring that the arriving aircraft does not cross the landing threshold until one of the following conditions exists: a. The other aircraft has landed and taxied out of the sea lane. Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the sea lane if the following minimum distance from the landing threshold exists: Sea Lane Operations 3 − 12 − 1 JO 7110.65W 12/10/15 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

5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15

Chapter 4. IFR

Section 1. NAVAID Use Limitations

FIG 4 − 1 − 1 4 − 1 − 1. ALTITUDE AND DISTANCE Application of Altitude and Distance Limitations LIMITATIONS [Application 1] When specifying a route other than an established airway or route, do not exceed the limitations in the table on any portion of the route which lies within controlled airspace. (For altitude and distance limitations, see TBL 4 − 1 − 1, TBL 4 − 1 − 2, and TBL 4 − 1 − 3) (For correct application of altitude and distance limitations see FIG 4 − 1 − 1 and FIG 4 − 1 − 2.)

REFERENCE − FAAO JO 7110.65, Para 4 − 1 − 5, Fix Use.

FAAO JO 7110.65, Para 5 − 6 − 2, Methods.

TBL 4 − 1 − 1 VOR/VORTAC/TACAN NAVAIDs Normal Usable Altitudes and Radius Distances Distance Class Altitude (miles) FIG 4 − 1 − 2 T 12,000 and below 25 Application of Altitude and Distance Limitations L Below 18,000 40 [Application 2] H Below 14,500 40 H 14,500 − 17,999 100 H 18,000 − FL 450 130 H Above FL 450 100 TBL 4 − 1 − 2 L/MF Radio Beacon (RBN) Usable Radius Distances for All Altitudes Distance Class Power (watts) (miles) CL Under 25 15 MH Under 50 25 H 50 − 1,999 50 HH 2,000 or more 75 4 − 1 − 2. EXCEPTIONS TBL 4 − 1 − 3 ILS Altitude and distance limitations need not be applied Usable Height and Distance* when any of the following conditions are met: Height (feet) Distance a. Routing is initiated by ATC or requested by the above transmitter (miles from transmitter) pilot and radar monitoring is provided.

4,500 10 (for glideslope) 4,500 18 (for localizer) EXCEPTION- *Use the current flight check height/altitude limitations if GNSS equipped aircraft /G, /L, /S, and /V not on a different from the above minima.

random impromptu route.

NAVAID Use Limitations 4 − 1 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 NOTE − 4 − 1 − 5. FIX USE 1. Except for GNSS-equipped aircraft /G, /L, /S, and /V, not Request aircraft position reports only over fixes on a random impromptu route, Paragraph 5-5-1, shown on charts used for the altitude being flown, Application, requires radar separation be provided to except as follows: RNAV aircraft operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace.

NOTE − Waypoints filed in random RNAV routes automatically 2. When a clearance is issued beyond the altitude and/or become compulsory reporting points for the flight unless distance limitations of a NAVAID, in addition to being otherwise advised by ATC.

responsible for maintaining separation from other aircraft a. Unless the pilot requests otherwise, use only and airspace, the controller is responsible for providing those fixes shown on high altitude en route charts, aircraft with information and advice related to significant deviations from the expected flight path. high altitude instrument approach procedures charts, and SID charts when clearing military turbojet REFERENCE − FAAO JO 7110.65, Para 2-1-3, Procedural Preference. single-piloted aircraft.

FAAO JO 7110.65, Para 4-4-2, Route Structure Transitions.

b. Except for military single-piloted turbojet FAAO JO 7110.65, Para 5-1-10, Deviation Advisories.

FAAO JO 7110.65, Para 5-5-1, Application.

aircraft, unpublished fixes may be used if the name of FAAO JO 7110.65, Para 6-5-4, Minima Along Other Than Established the NAVAID and, if appropriate, the radial/course/ Airways or Routes.

AIM, Para 5-1-8c, Direct Flights azimuth and frequency/channel are given to the pilot.

AIM, Para 5-1-8d, Area Navigation (RNAV) An unpublished fix is defined as one approved and P/CG Term - Global Navigation Satellite System (GNSS)[ICAO].

planned for publication which is not yet depicted on b. Operational necessity requires and approval has the charts or one which is used in accord with the been obtained from the Frequency Management and following: Flight Inspection Offices to exceed them.

REFERENCE − FAAO 8260.3C, United States Standard for Terminal Instrument Procedures (TERPS), Chapter 17, Basic Holding Criteria..

c. Requested routing is via an MTR.

1. Unpublished fixes are formed by the en route REFERENCE − FAAO JO 7110.65, Para 5 − 6 − 2, Methods. radial and either a DME distance from the same NAVAID or an intersecting radial from an off-route VOR/VORTAC/TACAN. DME must be used in lieu 4 − 1 − 3. CROSSING ALTITUDE of off-route radials, whenever possible.

Use an altitude consistent with the limitations of the 2. Except where known signal coverage restric- tions exist, an unpublished fix may be used for ATC aid when clearing an aircraft to cross or hold at a fix.

purposes if its location does not exceed NAVAID REFERENCE − altitude and distance limitation, and when off-route FAAO JO 7110.65, Para 5 − 6 − 2, Methods.

radials are used, the angle of divergence meets the criteria prescribed below.

4 − 1 − 4. VFR-ON-TOP NOTE − Unpublished fixes should not negate the normal use of Use a route not meeting service volume limitations published intersections. Frequent routine use of an only if an aircraft requests to operate “VFR-on-top” unpublished fix would justify establishing a fix.

on this route.

REFERENCE − FAAO JO 7110.65, Para 4 − 1 − 1, Altitude and Distance Limitations.

NOTE − 3. Do not hold aircraft at unpublished fixes Aircraft equipped with TACAN only are expected to: below the lowest assignable altitude dictated by 1. Define route of flight between TACAN or VORTAC terrain clearance for the appropriate holding pattern NAVAIDs in the same manner as VOR-equipped aircraft.

airspace area (template) regardless of the MEA for the route being flown.

2. Except in Class A airspace, submit requests for 4. When the unpublished fix is located on an “VFR-on-top” flight where insufficient TACAN or off-route radial and the radial providing course VORTAC NAVAIDs exist to define the route.

guidance, it must be used consistent with the REFERENCE − following divergence angles: FAAO JO 7110.65, Para 5 − 6 − 2, Methods.

NAVAID Use Limitations 4 − 1 − 2 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 (a) When holding operations are involved c. Fixes contained in the route description of with respect to subparas (b) and (c) below, the angle MTRs are considered filed fixes.

of divergence must be at least 45 degrees.

d. TACAN-only aircraft (type suffix M, N, or P) (b) When both NAVAIDs involved are possess TACAN with DME, but no VOR or LF located within 30 NM of the unpublished fix, the navigation system capability. Assign fixes based on minimum divergence angle is 30 degrees.

TACAN or VORTAC facilities only.

(c) When the unpublished fix is located over NOTE − 30 NM from the NAVAID generating the off-course TACAN-only aircraft can never be held overhead the radial, the minimum divergence angle must increase NAVAID, be it TACAN or VORTAC.

1 degree per NM up to 45 NM; e.g., 45 NM would e. DME fixes must not be established within the require 45 degrees.

no-course signal zone of the NAVAID from which (d) When the unpublished fix is located inbound holding course information would be beyond 45 NM from the NAVAID generating the derived.

off-course radial, the minimum divergence angle REFERENCE − must increase / degree per NM; e.g., 130 NM would FAAO JO 7110.65, Para 2 − 5 − 3, NAVAID Fixes.

require 88 degrees.

FAAO JO 7110.65, Para 5 − 6 − 2, Methods.

NAVAID Use Limitations 4 − 1 − 3

JO 7110.65W 12/10/15

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 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 unchanged.” However, it must be understood where the previously cleared route is resumed. When necessary, “rest “Climb via SID except maintain Flight Level Two Three of route unchanged” may be used to clarify routing.

Zero.” 4. Issue the entire route by stating the NOTE − amendment. 1. Restating previously issued altitude to “maintain” is an amended clearance. If altitude to “maintain” is changed or EXAMPLE − restated, whether prior to departure or while airborne and (Cessna 21A has been cleared to the Airville Airport via previously issued altitude restrictions are omitted, altitude V41 Delta VOR V174 Alfa VOR, direct Airville Airport, restrictions are canceled, including SID/STAR altitude maintain 9000. After takeoff, the aircraft is rerouted via restrictions if any.

V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR.

2. Crossing altitudes and speed restrictions on The controller issues one of the following as an amended clearance): Obstacle Departure Procedure/s (ODP/s) cannot be canceled or amended by ATC.

1. “Cessna Two One Alfa change Victor Forty − One Delta c. Issue an amended clearance if a speed to read Victor Forty − One Frank, Victor Seventy − One restriction is declined because it cannot be complied Delta.” with concurrently with a previously issued altitude 2. “Cessna Two One Alfa cleared via Victor Forty − One restriction.

Frank, Victor Seventy − One Delta, rest of route un- EXAMPLE − changed.” (An aircraft is cleared to cross Gordonsville VOR at 11,000. Shortly thereafter he/she is cleared to reduce his/her airspeed to 300 knots. The pilot informs the 3. “Cessna Two One Alfa cleared via Victor Forty − One controller he/she is unable to comply with both clearances Frank, Victor Seventy − One Delta, Victor One Seventy − simultaneously. The controller issues an amended Four Alfa V − O − R, direct Airville airport, maintain Niner clearance as follows): Thousand.” “Cross Gordonsville VOR at One One Thousand. Then, b. When route or altitude in a previously issued reduce speed to Three Zero Zero.” clearance is amended, restate all applicable altitude restrictions.

NOTE − The phrase “do the best you can” or comparable phrases EXAMPLE − are not valid substitutes for an amended clearance with 1. (A departing aircraft is cleared to cross Ollis altitude or speed restrictions.

intersection at or above 3,000; Gordonsville VOR at or REFERENCE − above 12,000; maintain FL 200. Shortly after departure the FAAO JO 7110.65, Para 2 − 1 − 18, Operational Requests.

altitude to be maintained is changed to FL 240. Because FAAO JO 7110.65, Section 6, Vectoring, Para 5 − 6 − 2, Methods.

altitude restrictions remain in effect, the controller issues FAAO JO 7110.65, Section 7, Speed Adjustment, Para 5 − 7 − 2, Methods.

an amended clearance as follows): d. Air traffic control specialists should avoid route and/or altitude changes for aircraft participating in “Amend altitude. Cross Ollis intersection at or above the North American Route Program (NRP) and that Three Thousand; cross Gordonsville V − O − R at or above are displaying “NRP” in the remarks section of their One Two Thousand; maintain Flight Level Two Four flight plan. Specialists at facilities actively participat- Zero.” ing in the High Altitude Redesign (HAR) program should avoid route and/or altitude changes for aircraft (Shortly after departure, altitude restrictions are no longer applicable, the controller issues an amended clearance as participating in full HAR and high altitude follows): Point − to − point (PTP), and that are displaying “HAR,” or “PTP” in the remarks section of their “Climb and maintain Flight Level Two Four Zero.” flight plan.

2. (An aircraft is cleared to climb via a SID with published NOTE − altitude restrictions. Shortly after departure the top Air traffic control specialists retain the latitude necessary altitude is changed to FL 230 and compliance with the to tactically resolve conflicts. Every effort should be made altitude restrictions is still required, the controller issues to ensure the aircraft is returned to the original filed flight an amended clearance as follows): plan/altitude as soon as conditions warrant.

Clearances 4 − 2 − 2 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 REFERENCE − that they are unable to climb in VFR conditions to the FAAO JO 7110.65, Para 2 − 1 − 4, Operational Priority.

minimum IFR altitude: FAAO JO 7110.65, Para 2 − 2 − 15, North American Route Program (NRP) Information.

1. Before issuing a clearance, ask if the pilot is FAAO JO 7110.65, Para 2 − 3 − 2, En Route Data Entries.

FAAO JO 7210.3, Chapter 17, Section 16, North American Route able to maintain terrain and obstruction clearance Program.

during a climb to the minimum IFR altitude.

PHRASEOLOGY − 4 − 2 − 6. THROUGH CLEARANCES (Aircraft call sign), ARE YOU ABLE TO MAINTAIN YOUR OWN TERRAIN AND OBSTRUCTION You may clear an aircraft through intermediate stops.

CLEARANCE UNTIL REACHING (appropriate MVA/MIA/MEA/OROCA) PHRASEOLOGY − CLEARED THROUGH (airport) TO (fix).

NOTE − Pilots of pop − up aircraft are responsible for terrain and obstacle clearance until reaching minimum instrument 4 − 2 − 7. ALTRV CLEARANCE altitude (MIA) or minimum en route altitude (MEA). Pilot compliance with an approved FAA procedure or an ATC Use the phrase “via approved altitude reservation instruction transfers that responsibility to the FAA; flight plan,” if the aircraft will operate in an approved therefore, do not assign (or imply) specific course guidance ALTRV.

that will (or could) be in effect below the MIA or MEA.

PHRASEOLOGY − EXAMPLE − VIA APPROVED ALTITUDE RESERVATION (mission “November Eight Seven Six, are you able to provide your name) FLIGHT PLAN.

own terrain and obstruction clearance between your present altitude and six thousand feet?” NOTE − An ALTRV normally includes the departure, climb, cruise, 2. If the pilot is able to maintain their own and arrival phases of flight up to and including holding terrain and obstruction clearance, issue the appropri- pattern or point/time at which ATC provides separation ate IFR clearance as prescribed in Para 4 − 2 − 1, between aircraft.

Clearance Items, and Para 4 − 5 − 6, Minimum En REFERENCE − Route Altitudes.

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

3. If the pilot states that they are unable to maintain terrain and obstruction clearance, instruct 4 − 2 − 8. IFR − VFR AND VFR − IFR FLIGHTS the pilot to maintain VFR and to state intentions.

a. Clear an aircraft planning IFR operations for the 4. If appropriate, apply the provisions of initial part of flight and VFR for the latter part to the Para 10 − 2 − 7, VFR Aircraft In Weather Difficulty, or fix at which the IFR part ends.

Para 10 − 2 − 9, Radar Assistance Techniques, as b. Treat an aircraft planning VFR for the initial necessary.

part of flight and IFR for the latter part as a VFR departure. Issue a clearance to this aircraft when it 4 − 2 − 9. CLEARANCE ITEMS requests IFR clearance approaching the fix where it The following guidelines must be utilized to facilitate proposes to start IFR operations. The phraseology the processing of airfile aircraft: CLEARED TO (destination) AIRPORT AS FILED may be used with abbreviated departure clearance a. Ensure the aircraft is within your area of procedures.

jurisdiction unless otherwise coordinated.

REFERENCE − b. Obtain necessary information needed to FAAO JO 7110.65, Para 4 − 3 − 3, Abbreviated Departure Clearance.

provide IFR service.

c. When an aircraft changes from VFR to IFR, the c. Issue clearance to destination, short range controller must assign a beacon code to Mode-C clearance, or an instruction to the pilot to contact an equipped aircraft that will allow MSAW alarms.

FSS if the flight plan cannot be processed. If d. When VFR aircraft operating below the clearance is to destination airport, the phraseology minimum altitude for IFR operations requests an IFR CLEARED TO (destination) AIRPORT must be clearance and the pilot informs you, or you are aware, used. If clearance is to a NAVAID, state the name of Clearances 4 − 2 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 PHRASEOLOGY − the NAVAID followed by the type of NAVAID, if the (Call sign) REPORT CANCELLATION OF IFR ON type is known. If clearance is to an intersection or (frequency).

waypoint and the type is known, the type must follow the intersection or waypoint name.

2. Airports without an air/ground communica- NOTE − tions station: These procedures do not imply that the processing of PHRASEOLOGY − airfiles has priority over another ATC duty to be (Call sign) REPORT CANCELLATION OF IFR THIS performed.

FREQUENCY OR WITH FLIGHT SERVICE.

REFERENCE − Or FAAO JO 7110.65, Para 2 − 2 − 1, Recording Information.

(Call sign) REPORT CANCELLATION OF IFR THIS 4 − 2 − 10. CANCELLATION OF IFR FLIGHT FREQUENCY OR WITH (FSS serving the area or the ATC PLAN controlling facility).

a. If necessary, before instructing an IFR aircraft EXAMPLE − arriving at an airport not served by an air traffic “N13WA report cancellation of IFR this frequency or with control tower or flight service station to change to the McAlester Radio.” common traffic advisory frequency, provide the pilot with instructions on how to cancel his/her IFR flight b. Respond to a pilot’s cancellation of his/her IFR flight plan as follows: plan.

1. Airports with an air/ground communications PHRASEOLOGY − station: (Call sign) IFR CANCELLATION RECEIVED.

Clearances 4 − 2 − 4

11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15

Section 3. Departure Procedures

4 − 3 − 1. DEPARTURE TERMINOLOGY PHRASEOLOGY − 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 “fly” in clearances when necessary.

heading to be flown after takeoff as follows: REFERENCE − (a) Locations with Airport Traffic Control FAAO JO 7110.65, Para 3 − 9 − 9, Takeoff Clearance.

Service − Specify direction of takeoff/turn or initial FAAO JO 7110.65, Para 3 − 9 − 11, Cancellation of Takeoff Clearance.

heading as necessary, consistent with published departure procedures (DP) or diverse vector areas 4 − 3 − 2. DEPARTURE CLEARANCES (DVA), where applicable.

Include the following items in IFR departure NOTE − clearances: If an initial heading is assigned in lieu of an assigned/filed NOTE − Pilot Nav SID, and an ODP is published for that runway, When considered necessary, controllers or pilots may pilots may commence turn after reaching a safe altitude or initiate read backs of a clearance. Some pilots may be they may complete the ODP instructions for obstacle required by company rule to do so. clearance, based on the regulations they are operating under before turning to the assigned heading.

a. Always include the airport of departure when (b) Locations without Airport Traffic Control issuing a departure clearance for relay to an aircraft Service, but within a Class E surface area  specify by an FSS, dispatcher, etc.

direction of takeoff/turn or initial heading if b. Clearance Limit.

necessary. Obtain/solicit the pilot’s concurrence concerning a turn or heading before issuing them in 1. Specify the destination airport when practi- a clearance.

cable, even though it is outside controlled airspace.

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

Direction of takeoff and turn after takeoff can be obtained/solicited directly from the pilot, or relayed by an (a) When the clearance limit is an airport, the FSS, dispatcher, etc., as obtained/solicited from the pilot.

word “airport” must follow the airport name.

(c) At all other airports − Do not specify PHRASEOLOGY − direction of takeoff/turn after takeoff. If necessary to CLEARED TO (destination) AIRPORT specify an initial heading to be flown after takeoff, (b) When the clearance limit is a NAVAID issue the initial heading so as to apply only within and the NAVAID type is known, the type of NAVAID controlled airspace.

must follow the NAVAID name.

2. Where an obstacle departure procedure PHRASEOLOGY − (ODP) has been published for a location and pilot CLEARED TO (NAVAID name and type) compliance is necessary to ensure separation, include (c) When the clearance limit is an intersection the procedure as part of the ATC clearance.

or waypoint and the type is known, the type must EXAMPLE − follow the intersection or waypoint name.

“Depart via the (airport name)(runway number) departure procedure.” PHRASEOLOGY − Or CLEARED TO (intersection or waypoint name and type) “Depart via the (graphic ODP name) obstacle departure 2. For Air Force One (AF1) operations, do not procedure.” specify the destination airport.

NOTE − NOTE − Some aircraft are required by 14 CFR 91.175 to depart a Presidential detail is responsible for ensuring the accuracy runway under IFR using the ODP absent other instructions of the destination airport. from ATC.

Departure Procedures 4 − 3 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 NOTE − (a) Assign a SID (including transition if IFR takeoff minimums and obstacle departure procedures necessary). Assign a PDR or the route filed by the are prescribed for specific airports/runways and published pilot, only when a SID is not established for the in either a textual, or graphic form with the label departure route to be flown, or the pilot has indicated (OBSTACLE) in the procedure title, and documented on an that he/she does not wish to use a SID.

appropriate FAA Form 8260. To alert pilots of their NOTE − existence, instrument approach procedure charts are Departure procedure descriptive text contained within annotated with a symbol: parentheses (for example, “Jimmy One (RNAV) Departure”) is not included in departure clearance phraseology.

PHRASEOLOGY − (SID name and number) DEPARTURE.

3. Do not solicit use of the Visual Climb over Airport (VCOA) option.

(SID name and number) DEPARTURE, NOTE − (transition name) TRANSITION.

Pilots will specifically advise ATC of their intent to use the EXAMPLE − VCOA option.

“Stroudsburg One Departure.” “Stroudsburg One Departure, Sparta Transition.” 4. Compatibility with a procedure issued may be verified by asking the pilot if items obtained/ NOTE − solicited will allow him/her to comply with local If a pilot does not wish to use a SID issued in an ATC traffic pattern, terrain, or obstruction avoidance.

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

FLY RUNWAY HEADING.

(b) If it is necessary to assign a crossing altitude which differs from the SID altitude DEPART (direction or runway).

emphasize the change to the pilot.

TURN LEFT/RIGHT.

PHRASEOLOGY − (SID name and number) DEPARTURE, EXCEPT CROSS WHEN ENTERING CONTROLLED AIRSPACE (revised altitude information).

(instruction), FLY HEADING (degrees) UNTIL EXAMPLE − REACHING (altitude, point, or fix) BEFORE “Stroudsburg One Departure, except cross Quaker at PROCEEDING ON COURSE.

five thousand.” FLY A (degree) BEARING/AZIMUTH FROM/TO (fix) “Astoria Two Departure, except cross Astor waypoint at six UNTIL (time), thousand.” (c) Specify altitudes when they are not or included in the SID.

UNTIL REACHING (fix or altitude), PHRASEOLOGY − (SID name and number) DEPARTURE. CROSS (fix) AT and if required, (altitude).

EXAMPLE − BEFORE PROCEEDING ON COURSE.

“Stroudsburg One Departure. Cross Jersey intersection at EXAMPLE − four thousand. Cross Range intersection at six thousand.” “Verify right turn after departure will allow compliance with local traffic pattern,”or “Verify this clearance will “Engle Two departure. Cross Pilim waypoint at or above allow compliance with terrain or obstruction avoidance.” five thousand. Cross Engle waypoint at or above seven thousand. Cross Gorge waypoint at niner thousand.” NOTE − d. Route of flight. Specify one or more of the If a published IFR departure procedure is not included in an ATC clearance, compliance with such a procedure is the following: pilot’s prerogative.

1. Airway, route, course, heading, azimuth, arc, 5. SIDs: or vector.

Departure Procedures 4 − 3 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 a. The altitude or flight level assigned in the last ATC 2. The routing a pilot can expect if any part of clearance received.

the route beyond a short range clearance limit differs b. The minimum altitude (converted, if appropriate, to from that filed.

minimum flight level as prescribed in 14 CFR Sec- PHRASEOLOGY − tion 91.121(c)) for IFR operations. (This altitude should be EXPECT FURTHER CLEARANCE VIA (airways, routes, consistent with MEAs, MOCAs, etc.)

or fixes.)

c. The altitude or flight level ATC has advised may be expected in a further clearance.

e. Altitude. Use one of the following in the order of preference listed.

2. If the expected altitude is the highest of the preceding choices, the pilot should begin to climb to that expected NOTE − altitude at the time or fix specified in the clearance. The Turbojet aircraft equipped with afterburner engines may choice to climb to the expected altitude is not applicable if occasionally be expected to use afterburning during their the pilot has proceeded beyond the specified fix or if the climb to the en route altitude. When so advised by the pilot, time designated in the clearance has expired.

the controller may be able to plan his/her traffic to accommodate the high performance climb and allow the PHRASEOLOGY − pilot to climb to his/her planned altitude without CLIMB AND MAINTAIN (the altitude as near as possible restriction.

to the pilot’s requested altitude). EXPECT (the requested REFERENCE − altitude or an altitude different from the requested altitude) PCG, Climb Via, Top Altitude AT (time or fix), 1. To the maximum extent possible, Air Force and if applicable, One will be cleared unrestricted climb to: (a) 9,000’ AGL or higher.

(pilot’s requested altitude) IS NOT AVAILABLE.

EXAMPLE − (b) If unable 9,000’ AGL or higher, then the 1. A pilot has requested flight level 350. Flight level 230 highest available altitude below 9,000’ AGL.

is immediately available and flight level 350 will be 2. Assign the altitude requested by the pilot.

available at the Appleton zero five zero radial 35 mile fix.

The clearance will read: 3. Assign an altitude, as near as possible to the “Climb and maintain flight level two three zero. Expect altitude requested by the pilot, and flight level three five zero at Appleton zero five zero radial (a) Inform the pilot when to expect clearance three five mile fix.” to the requested altitude unless instructions are 2. A pilot has requested 9,000 feet. An altitude restriction contained in the specified SID, or is required because of facility procedures or requirements.

Assign the altitude and advise the pilot at what fix/time the (b) If the requested altitude is not expected to pilot may expect the requested altitude. The clearance be available, inform the pilot what altitude can be could read: expected and when/where to expect it.

“Climb and maintain five thousand. Expect niner 4. When a SID does not contain published thousand one zero minutes after departure.” crossing restrictions and/or is a SID with a Radar 3. A pilot has requested 17,000 feet which is unavailable.

Vector segment or a Radar Vector SID; or a SID is You plan 15,000 feet to be the pilot’s highest altitude prior constructed with a Radar Vector segment and to descent to the pilot’s destination but only 13,000 feet is contains published crossing restrictions after the available until San Jose VOR. Advise the pilot of the vector segment, instruct aircraft to “MAINTAIN expected altitude change and at what fix/time to expect (altitude).” clearance to 15,000 feet. The clearance will read: “Climb and maintain one three thousand. Expect one five thousand NOTE − at San Jose. One seven thousand is not available.” 1. 14 CFR Section 91.185, says that in the event of a two-way radio communication failure, in VFR conditions REFERENCE − FAAO JO 7110.65, Para 4 − 3 − 3, Abbreviated Departure Clearance.

or if VFR conditions are encountered after the failure, the FAAO JO 7110.65, Para 5 − 8 − 2, Initial Heading.

pilot must continue the flight under VFR and land as soon as practicable. That section also says that when the failure 5. Use one of the following when the SID occurs in IFR conditions the pilot must continue flight at contains published crossing restrictions: the highest of the following altitudes or flight levels for the (a) Instruct aircraft to “Climb via SID.” route segment being flown: Departure Procedures 4 − 3 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 (b) Instruct the aircraft to “Climb via SID 2. All ATC facilities concerned have sufficient except maintain (altitude)” when a top altitude is not route of flight information to exercise their control published or when it is necessary to issue an interim responsibilities.

altitude.

NOTE − The route of flight information to be provided may be EXAMPLE − covered in letters of agreement.

“Cleared to Johnston Airport, Scott One departure, Jonez transition, Q-One Forty-five. Climb via SID.” 3. When the flight will depart IFR, destination airport information is relayed between the facilities “Cleared to Johnston Airport, Scott One departure, concerned prior to departure.

Jonez transition, Q-One Forty-five, Climb via SID EXAMPLE − except maintain flight level one eight zero.” 1. A tower or flight service station relay of destination airport information to the center when requesting “Cleared to Johnston Airport, Scott One departure, clearance: Jonez transition, Q-One Forty-five, Climb Via SID “Request clearance for United Four Sixty-One to except maintain flight level one eight zero, expect O’Hare.” flight level three five zero one zero minutes after 2. A center relay to the tower or flight service station when departure.” initiating a clearance: NOTE − “Clearance for United Four Sixty-One to O’Hare.” 1. Use of “Climb via SID Except Maintain” to emphasize NOTE − a published procedural constraint is an inappropriate use Pilots are expected to furnish the facility concerned with of this phraseology.

destination airport information on initial radio call-up.

2. Considering the principle that the last ATC clearance This will provide the information necessary for detecting issued has precedence over the previous, the phraseology any destination airport differences on facility relay.

’maintain (altitude)’ alone cancels previously issued 4. The assigned altitude, according to the altitude restrictions, including SID/STAR altitude restric- provisions in para 4 − 3 − 2, Departure Clearances, tions, unless they are restated or modified.

subparagraph e, is stated in the clearance.

REFERENCE − FAA JO7110.65 Para 4-2-5 Route or Altitude Amendments b. If it is necessary to modify a filed route of flight AIM 4-4-10 Adherence to Clearance in order to achieve computer acceptance due, for example, to incorrect fix or airway identification, the contraction “FRC,” meaning “Full Route Clearance 4 − 3 − 3. ABBREVIATED DEPARTURE Necessary,” or “FRC/(fix),” will be added to the CLEARANCE remarks. “FRC” or “FRC/(fix)” must always be the first item of intra-center remarks. When “FRC” or a. Issue an abbreviated departure clearance if its “FRC/(fix)” appears on a flight progress strip, the use reduces verbiage and the following conditions are controller issuing the ATC clearance to the aircraft met: must issue a full route clearance to the specified fix, REFERENCE − or, if no fix is specified, for the entire route.

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

EXAMPLE − 1. The route of flight filed with ATC has not “Cleared to Missoula International Airport, Chief Two been changed by the pilot, company, operations Departure to Angley; direct Salina; then as filed; maintain officer, input operator, or in the stored flight plan one seven thousand.” program prior to departure.

NOTE − Changes, such as those made to conform with traffic flows NOTE − and preferred routings, are only permitted to be made by A pilot will not accept an abbreviated clearance if the route the pilot (or his/her operations office) or the controller of flight filed with ATC has been changed by him/her or the responsible for initiating the clearance to the aircraft.

company or the operations officer before departure.

He/she is expected to inform the control facility on initial c. Specify the destination airport in the clearance.

radio contact if he/she cannot accept the clearance. It is the d. When no changes are required in the filed route, responsibility of the company or operations officer to state the phrase: “Cleared to (destination) airport, inform the pilot when they make a change.

Departure Procedures 4 − 3 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 ([SID name and number] and SID transition, as CLEARED TO (destination) AIRPORT AS FILED.

appropriate); then, as filed.” If a SID is not assigned, MAINTAIN (altitude); follow with “As filed.” If required, add any additional instructions or information, including requested and if required, altitude if different than assigned.

(additional instructions or information).

e. Use one of the following when the SID contains published crossing restrictions: EXAMPLE − “Cleared to Reynolds Airport; David Two Departure, 1. Instruct aircraft to “Climb via SID.” Kingham Transition; then, as filed. Maintain niner thousand. Expect flight level four one zero, one zero 2. Instruct aircraft to “Climb via SID except minutes after departure.” maintain (altitude)” when a top altitude is not published or when it is necessary to issue an interim “Cleared to Reynolds Airport; David Two Departure, altitude.

Kingham Transition; then, as filed. Climb via SID.” NOTE − “Cleared to Reynolds Airport; David Two Departure, Use of “Climb via SID Except Maintain” to emphasize a Kingham Transition; then, as filed. Climb via SID except published procedural constraint is an inappropriate use of maintain flight level two four zero. Expect flight level four this phraseology.

one zero, one zero minutes after departure.

f. Instruct aircraft to MAINTAIN (altitude) when: “Cleared to Reynolds Airport as filed. Maintain niner 1. No SID is assigned.

thousand. Expect flight level four one zero , one zero 2. A SID does not contain published crossing minutes after departure.” restrictions and/or is a SID with a Radar Vector NOTE − segment or is a Radar Vector SID. 1. SIDs are excluded from “cleared as filed” procedures.

2. If a pilot does not wish to accept an ATC clearance to 3. A SID is constructed with a Radar Vector fly a SID, he/she is expected to advise ATC or state segment and contains published crossing restrictions “NO SID” in his/her flight plan remarks.

after the vector segment.

REFERENCE − PCG, Climb Via, Top Altitude PHRASEOLOGY − CLEARED TO (destination) AIRPORT; g. When a filed route will require revisions, the controller responsible for initiating the clearance to and as appropriate, the aircraft must either: 1. Issue a FRC/FRC until a fix.

(SID name and number) DEPARTURE, THEN AS FILED.

2. Specify the assigned altitude to maintain, or Climb Via SID, or Climb Via SID except maintain When the SID does not contain published crossing (altitude), as appropriate.

restrictions and/or is a SID with a Radar Vector segment or a Radar Vector SID; or is a SID with a radar vector PHRASEOLOGY − segment and contains published crossing restrictions after CLEARED TO (destination) AIRPORT.

the vector segment.

Or when the SID does not contain published crossing MAINTAIN (altitude); (additional instructions or restrictions and/ or is a SID with a Radar Vector segment information). or a Radar Vector SID Or when a SID contains published crossing restrictions, (SID name and number) DEPARTURE, (transition name) TRANSITION; THEN, AS FILED, CLIMB VIA SID. EXCEPT CHANGE ROUTE TO READ (amended route portion). MAINTAIN (altitude); CLIMB VIA SID EXCEPT MAINTAIN (altitude); (additional instructions or information). Or when the SID contains published crossing restrictions, If a SID is not assigned, CLIMB VIA SID Departure Procedures 4 − 3 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 PHRASEOLOGY − CLIMB VIA SID EXCEPT MAINTAIN (altitude). CLEARED TO (intersection or waypoint name and type) and if required, EXAMPLE − The filed route of flight is from Hutchins V10 Emporia, (additional instructions or information).

thence V10N and V77 to St. Joseph. The clearance will read: If a SID is not assigned, “Cleared to Watson Airport as filed via Emporia, maintain Seven Thousand.” CLEARED TO (destination) AIRPORT AS FILED, i. Do not apply these procedures when a pilot EXCEPT CHANGE ROUTE TO READ (amended route requests a detailed clearance or to military operations portion). MAINTAIN (altitude); conducted within ALTRV, stereo routes, operations and if required, above FL 600, and other military operations requiring special handling.

(additional instructions or information).

NOTE − EXAMPLE − Departure clearance procedures and phraseology for “Cleared to Reynolds Airport; South Boston One military operations within approved altitude reservations, Departure; then, as filed, except change route to read military operations above FL 600, and other military South Boston Victor Twenty Greensboro. Maintain operations requiring special handling are contained in eight thousand, report leaving four thousand.” separate procedures in this order or in a LOA, as appropriate.

“Cleared to Reynolds Airport; South Boston One REFERENCE − Departure; then, as filed, except change route to read South FAAO JO 7110.65, Para 4 − 2 − 7, ALTRV Clearance.

Boston Victor Twenty Greensboro; climb via SID.” FAAO JO 7110.65, Para 9 − 2 − 14, Military Operations Above FL 600.

“Cleared to Reynolds Airport; South Boston One 4 − 3 − 4. DEPARTURE RESTRICTIONS, Departure; then, as filed, except change route to read South CLEARANCE VOID TIMES, HOLD FOR Boston Victor Twenty Greensboro; climb via SID except RELEASE, AND RELEASE TIMES maintain flight level one eight zero, expect flight level three one zero one zero minutes after departure.” Assign departure restrictions, clearance void times, hold for release, or release times when necessary to “Cleared to Reynolds Airport as filed, except change route separate departures from other traffic or to restrict or to read South Boston Victor Twenty Greensboro. Maintain regulate the departure flow.

eight thousand, report leaving four thousand.” REFERENCE − FAAO JO 7110.65, Para 10 − 3 − 1, Overdue Aircraft.

“Cleared to Reynolds Airport via Victor Ninety-one FAAO JO 7110.65, Para 10 − 4 − 1, Traffic Restrictions.

Albany, then as filed. Maintain six thousand.” FAAO JO 7110.65, Para 10 − 4 − 3, Traffic Resumption.

a. Clearance Void Times.

h. In a nonradar environment specify one, two, or more fixes, as necessary, to identify the initial route 1. When issuing clearance void times at airports of flight.

not served by control towers, provide alternative instructions requiring the pilots to advise ATC of their 1. Specify the destination airport, when practic- intentions no later than 30 minutes after the clearance able, followed by the word “airport” even though it is 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. A void time issued using a specified number of minutes does not require 2. When the clearance limit is a NAVAID, the a time check.

type of NAVAID must follow the NAVAID name.

PHRASEOLOGY − PHRASEOLOGY − CLEARANCE VOID IF NOT OFF BY (clearance void CLEARED TO (NAVAID name and type) time), 3. When the clearance limit is an intersection or waypoint and the type is known, the type must follow and if required, the intersection or waypoint name.

Departure Procedures 4 − 3 − 6 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 IF NOT OFF BY (clearance void time), ADVISE (facility) 1. Release times must be issued to pilots when NOT LATER THAN (time) OF INTENTIONS.

necessary to specify the earliest time an aircraft may depart.

TIME (time in hours, minutes, and the nearest quarter minute). NOTE − A release time is a departure restriction issued to a pilot or (either directly or through authorized relay) to separate a departing aircraft from other traffic.

CLEARANCE VOID IF NOT OFF IN (number of minutes) 2. The facility issuing a release time to a pilot MINUTES must issue a time check. A release time using a specified number of minutes does not require a time and if required, check.

IF NOT OFF IN (number of minutes) MINUTES, ADVISE PHRASEOLOGY − (facility) OF INTENTIONS WITHIN (number of minutes) (Aircraft identification) RELEASED FOR DEPARTURE MINUTES.

AT (time in hours and/or minutes), b. Hold For Release (HFR).

and if required, 1. “Hold for release” instructions must be used when necessary to inform a pilot or a controller that IF NOT OFF BY (time), ADVISE (facility) NOT LATER a departure clearance is not valid until additional THAN (time) OF INTENTIONS.

instructions are received.

TIME (time in hours, minutes, and nearest quarter minute).

REFERENCE − P/CG Term − Hold for Release.

(Aircraft identification) RELEASED FOR DEPARTURE 2. When issuing hold for release instructions, IN (number of minutes) MINUTES include departure delay information.

and if required, PHRASEOLOGY − (Aircraft identification) CLEARED TO (destination) IF NOT OFF IN (number of minutes) MINUTES, ADVISE AIRPORT AS FILED, MAINTAIN (altitude), (facility) OF INTENTIONS WITHIN (number of minutes) MINUTES.

and if required, d. When expect departure clearance times (additional instructions or information).

(EDCT) are assigned through traffic management programs, excluding overriding call for release HOLD FOR RELEASE, EXPECT (time in hours and/or (CFR) operations as described in subparagraph e, the minutes) DEPARTURE DELAY.

departure terminal must, to the extent possible, plan 3. When conditions allow, release the aircraft as ground movement of aircraft destined to the affected soon as possible.

airport(s) so that flights are sequenced to depart no earlier than 5 minutes before, and no later than 5 PHRASEOLOGY − minutes after the EDCT. Do not release aircraft on To another controller, their assigned EDCT if a ground stop (GS) applicable (aircraft identification) RELEASED.

to that aircraft is in effect, unless approval has been received from the originator of the GS.

To a flight service specialist, e. Call for Release (CFR). When CFR is in effect, ADVISE (aircraft identification) RELEASED FOR release aircraft so they are airborne within a window DEPARTURE.

that extends from 2 minutes prior and ends 1 minute after the assigned time, unless otherwise coordinated.

To a pilot at an airport not served by a control tower, NOTE − (aircraft identification) RELEASED FOR DEPARTURE.

1. Subparagraph (e) applies to all facilities.

c. Release Times.

2. Coordination may be verbal, electronic, or written.

Departure Procedures 4 − 3 − 7 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 1. If an aircraft has begun to taxi or requests taxi 4 − 3 − 8. COORDINATION WITH RECEIVING in a manner consistent with meeting the EDCT, the FACILITY aircraft must be released. Additional coordination is a. Coordinate with the receiving facility before the not required.

departure of an aircraft if the departure point is less 2. If an aircraft requests taxi or clearance for than 15 minutes flying time from the transferring departure inconsistent with meeting the EDCT facility’s boundary unless an automatic transfer of window, ask the pilot to verify the EDCT. data between automated systems will occur, in which case, the flying time requirement may be reduced to (a) If the pilot’s EDCT is the same as the FAA 5 minutes or replaced with a mileage from the EDCT, the aircraft is released consistent with the boundary parameter when mutually agreeable to both EDCT.

facilities.

(b) If the pilot’s EDCT is not the same as the NOTE − FAA EDCT, refer to Trust and Verify Note below. Agreements requiring additional time are encouraged between facilities that need earlier coordination. However, 3. If an aircraft requests taxi too late to meet the when agreements establish mandatory radar handoff EDCT, contact the ATCSCC through the appropriate procedures, coordination needs only be effected in a timely TMU.

manner prior to transfer of control.

REFERENCE − NOTE − FAAO JO 7110.65, Chapter 5, Section 4, Transfer of Radar (Trust & Verify) EDCTs are revised by Air Carriers and Identification, Para 5 − 4 − 1, Application.

Traffic Management for changing conditions en route or at b. The actual departure time or a subsequent strip affected airport(s). Terminal controllers’ use of aircraft reported EDCT for departure sequencing should be posting time must be forwarded to the receiving verified with the appropriate TMU prior to departure if this facility unless assumed departure times are agreed can be accomplished without the aircraft incurring delay upon and that time is within 3 minutes of the actual beyond the EDCT reported by the aircraft. The preferred departure time.

method for verification is the Flight Schedule Monitor (FSM). If the EDCT cannot be verified without incurring additional delay, the aircraft should be released based on 4 − 3 − 9. VFR RELEASE OF IFR DEPARTURE the pilot reported EDCT. The aircraft operator is responsible for operating in a manner consistent to meet When an aircraft which has filed an IFR flight plan the EDCT. requests a VFR departure through a terminal facility, FSS, or air/ground communications station: 4 − 3 − 5. GROUND STOP a. After obtaining, if necessary, approval from the facility/sector responsible for issuing the IFR Do not release an aircraft if a ground stop (GS) clearance, you may authorize an IFR flight planned applicable to that aircraft is in effect, without the aircraft to depart VFR. Inform the pilot of the proper approval of the originator of the GS.

frequency and, if appropriate, where or when to contact the facility responsible for issuing the clearance.

4 − 3 − 6. DELAY SEQUENCING PHRASEOLOGY − When aircraft elect to take delay on the ground before VFR DEPARTURE AUTHORIZED. CONTACT (facility) departure, issue departure clearances to them in the ON (frequency) AT (location or time if required) FOR order in which the requests for clearance were CLEARANCE.

originally made if practicable.

b. If the facility/sector responsible for issuing the clearance is unable to issue a clearance, inform the pilot, and suggest that the delay be taken on the 4 − 3 − 7. FORWARD DEPARTURE DELAY ground. If the pilot insists upon taking off VFR and INFORMATION obtaining an IFR clearance in the air, inform the Inform approach control facilities and/or towers of facility/sector holding the flight plan of the pilot’s anticipated departure delays. intentions and, if possible, the VFR departure time.

Departure Procedures 4 − 3 − 8 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 4 − 3 − 10. FORWARDING DEPARTURE TIMES the departure sequence.

NOTE − TERMINAL 1. Letters of agreement prescribing assumed departure times or mandatory radar handoff procedures are Unless alternate procedures are prescribed in a letter alternatives for providing equivalent procedures.

of agreement or automatic departure messages are 2. The letters “DM” flashing in the data block signify being transmitted between automated facilities, unsuccessful transmission of a departure message.

forward departure times to the facility from which REFERENCE − you received the clearance and also to the terminal FAAO JO 7210.3, Para 11 − 2 − 6, Automatic Acquisition/Termination departure controller when that position is involved in Areas.

Departure Procedures 4 − 3 − 9

JO 7110.65W 12/10/15

Section 4. Route Assignment

4 − 4 − 1. ROUTE USE PHRASEOLOGY − VIA; Clear aircraft via routes consistent with the altitude (name of NAVAID) (specified) RADIAL/COURSE/ stratum in which the operation is to be conducted by AZIMUTH, one or more of the following: or NOTE − Except for certain NAVAIDs/routes used by scheduled air (fix) AND (fix), carriers or authorized for specific uses in the control of IFR aircraft, Air Traffic Service (ATS) routes, and NAVAIDs or established for use at specified altitudes are shown on U.S. government charts or DOD FLIP charts.

RADIALS OF (ATS route) AND (ATS route).

REFERENCE − c. Random routes.

FAAO JO 7110.65, Para 2 − 5 − 2, NAVAID Terms.

FAAO JO 7110.65, Para 4 − 1 − 2, Exceptions.

1. When not being radar monitored, FAAO JO 7110.65, Para 4 − 5 − 6, Minimum En Route Altitudes.

FAAO JO 7110.65, Para 5 − 6 − 1, Application.

GNSS-equipped RNAV aircraft on random RNAV routes must be cleared via or reported to be a. Designated ATS routes.

established on a point-to-point route.

PHRASEOLOGY − (a) The points must be published NAVAIDs, VIA: waypoints, fixes or airports recallable from the aircraft’s navigation database. The points must be VICTOR (color) (airway number)(the word Romeo when displayed on controller video maps or depicted on the RNAV for existing Alaska routes), controller chart displayed at the control position.

When applying nonradar separation the maximum or distance between points must not exceed 500 miles.

J (route number) (the word Romeo when RNAV for existing (b) Protect 4 miles either side of the route Alaska routes), centerline.

or (c) Assigned altitudes must be at or above the highest MIA along the projected route segment being Q (route number) flown, including the protected airspace of that route segment.

or 2. Impromptu Tango (route number) PHRASEOLOGY − DIRECT (name of NAVAID/waypoint/fix/airport) or NOTE − A random impromptu routing is a direct course initiated by SUBSTITUTE (ATS route) FROM (fix) to (fix), ATC or requested by the pilot during flight. Aircraft are cleared from their present position to a NAVAID, waypoint, fix, or airport.

or 3. Point-to-Point IR (route number).

PHRASEOLOGY − After (fix) proceed direct (fix) CROSS/JOIN VICTOR/(color) (airway number), (number NOTE − of miles) MILES (direction) OF (fix).

A point-to-point route segment begins and ends with a published NAVAID, waypoint, fix, or airport.

b. Radials, courses, azimuths to or from NAVAIDs. d. DME arcs of NAVAIDS.

Route Assignment 4 − 4 − 1 JO 7110.65W 12/10/15 DIRECT TO THE (facility) (radial) (distance) FIX.

e. Radials, courses, azimuths, and headings of departure or arrival routes.

OFFSET(distance) RIGHT/LEFT OF (route).

f. SIDs/STARs.

EXAMPLE − g. Vectors. “Direct SUNOL.” “Direct to the Appleton three one zero radial two five mile h. Fixes defined in terms of degree-distance from fix.” NAVAIDs for special military operations.

“Offset eight miles right of Victor six.” REFERENCE − i. Courses, azimuths, bearings, quadrants, or FAAO JO 7110.65, Para 2-3-8 Aircraft Equipment Suffix.

radials within a radius of a NAVAID.

FAAO JO 7110.65, Para 2-5-3 NAVAID Fixes FAAO JO 7110.65, Para 4-1-2, Exceptions PHRASEOLOGY − FAAO JO 7110.65, Para 5-5-1, Application CLEARED TO FLY (general direction from NAVAID) OF FAAO JO 7110.65, Para 6-5-4, Minima Along Other Than Established (NAVAID name and type) BETWEEN (specified) Airways or Routes.

COURSES TO/BEARINGS FROM/RADIALS (NAVAID P/CG Term - Global Navigation Satellite System (GNSS)[ICAO].

name when a NDB) WITHIN (number of miles) MILE RADIUS, 4 − 4 − 2. ROUTE STRUCTURE TRANSITIONS or To effect transition within or between route structures, clear an aircraft by one or more of the CLEARED TO FLY (specified) QUADRANT OF (NAVAID following methods, based on NAVAIDs or RNAV: name and type) WITHIN (number of miles) MILE RADIUS.

a. Vector aircraft to or from radials, courses, or EXAMPLE − azimuths of the ATS route assigned.

1. “Cleared to fly east of Allentown VORTAC between the zero four five and the one three five radials within four zero b. Assign a SID/STAR.

mile radius.” c. Clear departing or arriving aircraft to climb or 2. “Cleared to fly east of Crystal Lake radio beacon descend via radials, courses, or azimuths of the ATS between the two two five and the three one five courses to route assigned.

Crystal Lake within three zero mile radius.” d. Clear departing or arriving aircraft directly to or 3. “Cleared to fly northeast quadrant of Philipsburg between the NAVAIDs forming the ATS route VORTAC within four zero mile radius.” assigned.

j. Fixes/waypoints defined in terms of: e. Clear aircraft to climb or descend via the ATS 1. Published name; or route on which flight will be conducted.

2. Degree-distance from NAVAIDs; or f. Clear aircraft to climb or descend on specified 3. Latitude/longitude coordinates, state the radials, courses, or azimuths of NAVAIDs.

latitude and longitude in degrees and minutes g. Clear RNAV aircraft between designated or including the direction from the axis such as North or established ATS routes via random RNAV routes to West; or a NAVAID, waypoint, airport or fix on the new route.

PHRASEOLOGY − h. Provide radar monitoring to RNAV equipped “32 DEGREES, 45 MINUTES NORTH, aircraft transitioning via random RNAV routes.

105 DEGREES, 37 MINUTES WEST.” 4. Offset from published or established ATS EXCEPTION. GNSS equipped aircraft /G, /L, /S, route at a specified distance and direction for random and /V not on a random impromptu route.

(impromptu) RNAV Routes.

REFERENCE − FAAO JO 7110.65, Para 4-1-2, Exceptions.

PHRASEOLOGY − FAAO JO 7110.65, Para 4-4-1, Route Use.

DIRECT (fix/waypoint) FAAO JO 7110.65, Para 5-5-1, Application.

P/CG Term − Global Navigation Satellite System (GNSS)[ICAO].

Route Assignment 4 − 4 − 2 JO 7110.65W 12/10/15 4 − 4 − 3. DEGREE-DISTANCE ROUTE b. The following special military operations are DEFINITION FOR MILITARY OPERATIONS authorized to define routes, or portions of routes, by degree-distance fixes: EN ROUTE 1. Airborne radar navigation, radar bomb a. Do not accept a military flight plan whose route scoring (RBS), and airborne missile programming or route segments do not coincide with designated conducted by the USAF, USN, and RAF.

airways or jet routes or with a direct course between 2. Celestial navigation conducted by the USAF, NAVAIDs unless it is authorized in subpara b and USN, and RAF.

meets the following degree-distance route definition and procedural requirements: 3. Target aircraft operating in conjunction with air defense interceptors, and air defense interceptors 1. The route or route segments must be defined while en route to and from assigned airspace.

in the flight plan by degree-distance fixes composed 4. Missions conducted above FL 450.

of: 5. USN fighter and attack aircraft operating in (a) A location identifier; positive control airspace.

(b) Azimuth in degrees magnetic; and 6. USN/USMC aircraft, TACAN equipped, (c) Distance in miles from the NAVAID used.

operating within the Honolulu FIR/Hawaiian airways area.

EXAMPLE − “MKE 030025.” 7. USAF/USN/USMC aircraft flight planned to operate on MTRs.

2. The NAVAIDs selected to define the degree-distance fixes must be those authorized for 8. USAF Air Mobility Command (AMC) use at the altitude being flown and at a distance within aircraft operating on approved station-keeping the published service volume area.

equipment (SKE) routes in accordance with the conditions and limitations listed in FAA Exemption 3. The distance between the fixes used to define No. 4371 to 14 CFR Section 91.177(a)(2) and the route must not exceed: 14 CFR Section 91.179(b)(1).

(a) Below FL 180 − 80 miles; 4 − 4 − 4. ALTERNATIVE ROUTES (b) FL 180 and above − 260 miles; and When any part of an airway or route is unusable (c) For celestial navigation routes, all because of NAVAID status, clear aircraft that are not altitudes − 260 miles.

RNAV capable via one of the following alternative 4. Degree-distance fixes used to define a route routes: must be considered compulsory reporting points a. A route depicted on current U.S. Government except that an aircraft may be authorized by ATC to charts/publications. Use the word “substitute” omit reports when traffic conditions permit.

immediately preceding the alternative route in issuing the clearance.

5. Military aircraft using degree-distance route definition procedures must conduct operations in b. A route defined by specifying NAVAID radials, accordance with the following: courses, or azimuths.

(a) Unless prior coordination has been c. A route defined as direct to or between effected with the appropriate air traffic control NAVAIDs.

facility, flight plan the departure and the arrival d. Vectors.

phases to conform with the routine flow of traffic NOTE − when operating within 75 miles of the departure and Inform area navigation aircraft that will proceed to the the arrival airport. Use defined routes or airways or NAVAID location of the NAVAID outage.

direct courses between NAVAIDs or as otherwise required to conform to the normal flow of traffic.

4 − 4 − 5. CLASS G AIRSPACE (b) Flight plans must be filed at least 2 hours Include routes through Class G airspace only when before the estimated time of departure. requested by the pilot.

Route Assignment 4 − 4 − 3 JO 7110.65W 12/10/15 NOTE − (a) ATCS: with TMU.

1. Flight plans filed for random RNAV routes through (b) Terminal facility TMU: with overlying Class G airspace are considered a request by the pilot.

ARTCC TMU.

2. Flight plans containing MTR segments in/through (c) ARTCC TMU (for amendments outside Class G airspace are considered a request by the pilot.

their facility): with ATCSCC.

b. EN ROUTE . Do not issue revised routing 4 − 4 − 6. DIRECT CLEARANCES clearances that will take an aircraft off its flight plan a. Unless operational necessity dictates, do not route past the last fix in your facility’s airspace, unless issue a routing clearance that will take an aircraft off requested by the pilot or operational necessity of its flight plan route if: dictates.

1. The aircraft is part of a known traffic NOTE − management initiative. Nothing in this paragraph must preclude a controller from issuing a routing clearance that conforms to a letter of 2. The part of the route under consideration for agreement or standard operating procedure within their the direct routing is within a protected segment. If a own facility or between facilities, is required to maintain flight routing within a protected segment is amended, separation or comply with traffic flow management coordination must be accomplished as follows: initiatives.

Route Assignment 4 − 4 − 4

JO 7110.65W 12/10/15

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 4 − 5 − 2. FLIGHT DIRECTION anchors flight level 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 7110.65W 12/10/15 1. Aircraft remain within a facility’s area and 4 − 5 − 5. ADJUSTED MINIMUM FLIGHT prior approval is obtained from other affected LEVEL positions or sectors or the operations are covered in When the prescribed minimum altitude for IFR a Facility Directive.

operations is at or above 18,000 feet MSL and the atmospheric pressure is less than 29.92”, add the 2. Aircraft will proceed beyond the facility’s appropriate adjustment factor from TBL 4 − 5 − 3 to the area and specific operations and procedures flight level equivalent of the minimum altitude in feet permitting random altitude assignment are covered in to determine the adjusted minimum flight level.

a letter of agreement between the appropriate TBL 4 − 5 − 3 facilities.

Minimum FL Adjustment b. Military aircraft are operating on random routes Altimeter Setting Adjustment Factor and prior approval is obtained from the facility 29.92” or higher None concerned.

29.91” to 29.42” 500 feet c. For meteorological conditions, take this action 29.41” to 28.92” 1,000 feet only if you obtain prior approval from other affected 28.91” to 28.42” 1,500 feet positions or sectors within your facility and, if 28.41” to 27.92” 2,000 feet necessary, from the adjacent facility concerned.

4 − 5 − 6. MINIMUM EN ROUTE ALTITUDES d. For aircraft operational limitations, take this Except as provided in subparas a and b below, assign action only if the pilot informs you the available altitudes at or above the MEA for the route segment appropriate altitude exceeds the operational limita- tions of his/her aircraft and only after you obtain prior being flown. When a lower MEA for subsequent segments of the route is applicable, issue the lower approval from other affected positions or sectors MEA only after the aircraft is over or past the within your facility and, if necessary, from the adjacent facility concerned. Fix/NAVAID beyond which the lower MEA applies unless a crossing restriction at or above the higher e. For mission requirements, take this action only MEA is issued.

when the aircraft is operating on an MTR.

a. An aircraft may be cleared below the MEA but not below the MOCA for the route segment being REFERENCE − FAAO JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

flown if the altitude assigned is at least 300 feet above FAAO JO 7110.65, Para 9 − 3 − 2, Separation Minima.

the floor of controlled airspace and one of the following conditions are met: NOTE − 4 − 5 − 4. LOWEST USABLE FLIGHT LEVEL Controllers must be aware that in the event of radio communications failure, a pilot will climb to the MEA for If a change in atmospheric pressure affects a usable the route segment being flown.

flight level in your area of jurisdiction, use 1. Nonradar procedures are used only within TBL 4 − 5 − 2 to determine the lowest usable flight 22 miles of a VOR, VORTAC, or TACAN.

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.

b. An aircraft may be cleared to operate on jet REFERENCE − routes below the MEA (but not below the prescribed FAAO JO 7110.65, Para 9 − 3 − 2, Separation Minima.

Altitude Assignment and Verification 4 − 5 − 2 JO 7110.65W 12/10/15 minimum altitude for IFR operations) or above the e. Where MEAs have not been established, clear maximum authorized altitude if, in either case, radar an aircraft at or above the minimum altitude for IFR service is provided. operations prescribed by 14 CFR Section 91.177.

REFERENCE − NOTE − FAAO JO 7110.65, Para 4 − 2 − 8, IFR-VFR and VFR-IFR Flights.

Minimum en route and maximum authorized altitudes for FAAO JO 7110.65, Para 4 − 4 − 1, Route Use.

certain jet route segments have been established above the FAAO JO 7110.65, Chapter 5, Section 6, Para 5 − 6 − 1, Application.

floor of the jet route structure due to limitations on FAAO JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

navigational signal coverage.

4 − 5 − 7. ALTITUDE INFORMATION c. Where a higher altitude is required because of an MEA, the aircraft must be cleared to begin climb to Issue altitude instructions as follows: the higher MEA as follows: REFERENCE − FAAO JO 7110.65, Para 4 − 2 − 1, Clearance Items.

1. If no MCA is specified, prior to or immediately after passing the fix where the higher a. Altitude to maintain or cruise. When issuing MEA is designated. (See FIG 4 − 5 − 1.)

cruise in conjunction with an airport clearance limit and an unpublished route will be used, issue an FIG 4 − 5 − 1 appropriate crossing altitude to ensure terrain No MCA Specified clearance until the aircraft reaches a fix, point, or route where the altitude information is available to the pilot. When issuing a cruise clearance to an airport which does not have a published instrument approach, a cruise clearance without a crossing restriction may be issued.

PHRASEOLOGY − MAINTAIN/CRUISE (altitude). MAINTAIN (altitude) UNTIL (time, fix, waypoint), or 2. If a MCA is specified, prior to the fix so as to (number of miles or minutes) MILES/MINUTES PAST (fix, cross the fix at or above the MCA. (See FIG 4 − 5 − 2.)

waypoint).

FIG 4 − 5 − 2 CROSS (fix, point, waypoint), MCA Specified or INTERCEPT (route) AT OR ABOVE (altitude), CRUISE (altitude).

NOTE − 1. The crossing altitude must assure IFR obstruction clearance to the point where the aircraft is established on a segment of a published route or instrument approach procedure.

2. When an aircraft is issued a cruise clearance to an airport which does not have a published instrument approach procedure, it is not possible to satisfy the d. GNSS MEAs may be approved on published requirement for a crossing altitude that will ensure terrain ATS routes. Air traffic may assign GNSS MEAs to clearance until the aircraft reaches a fix, point, or route GNSS − equipped aircraft where established.

where altitude information is available to the pilot. Under NOTE − those conditions, a cruise clearance without a crossing On high altitude ATS routes, the GNSS MEA is FL180 restriction authorizes a pilot to determine the minimum unless published higher. IFR altitude as prescribed in 14 CFR Section 91.177 and Altitude Assignment and Verification 4 − 5 − 3 JO 7110.65W 12/10/15 descend to it at pilot discretion if it is lower than the altitude CLIMB/DESCEND TO REACH (altitude) specified in the cruise clearance. AT (time (issue time check) or fix, waypoint), b. Instructions to climb or descend including or restrictions, as required. Specify a time restriction reference the UTC clock reading with a time check. AT (time). CLIMB/DESCEND AND MAINTAIN (altitude) If you are relaying through an authorized communic- WHEN ESTABLISHED AT LEAST (number of miles or minutes) MILES/MINUTES PAST (fix, waypoint) ON THE ations provider, such as ARINC, FSS, etc., advise the (NAVAID) (specified) RADIAL.

radio operator to issue the current time to the aircraft CLIMB/DESCEND TO REACH (altitude) AT (time or fix, when the clearance is relayed. The requirement to waypoint), issue a time check must be disregarded if the clearance is issued via Controller Pilot Data Link or Communications (CPDLC).

A POINT (number of miles) MILES (direction) OF (name EXCEPTION. If you are in direct, two-way, of DME NAVAID), VHF/UHF voice communication with the pilot and the aircraft is in radar contact, you may specify an or elapsed time interval restriction, in full minute increments only, without any reference to the UTC MAINTAIN (altitude) UNTIL (time (issue time check), fix, clock. The time restriction begins once the clearance waypoint), THEN CLIMB/DESCEND AND MAINTAIN has been acknowledged by the pilot . (altitude).

EXAMPLE − Through relay: 1. “United Four Seventeen, climb to reach one three thousand at two two one five.” CLIMB TO REACH (altitude) AT (time) (issue a time “Time two two one one and one − quarter.” check).

The pilot is expected to be level at 13,000 feet at 2215 UTC.

Or 2. Through Relay − “Speedbird Five, climb to reach flight level three − five zero at one − two − one − five, time” (Issue a Using a time interval while in radar contact and in direct time check).

controller to pilot, two-way, VHF/UHF voice 3. In radar contact and in direct controller to pilot, communication: two-way, VHF/UHF voice communication - “United Four Seventeen, descend to reach flight level three five zero CLIMB/DESCEND TO REACH/LEAVE (altitude) within two minutes.” The time restriction begins once the WITHIN (number) MINUTES, MAINTAIN (altitude).

Or clearance has been acknowledged by the pilot.

4. “United Four Seventeen climb to leave flight level three CLIMB/DESCEND TO REACH/LEAVE (altitude) IN three zero within two minutes, maintain flight level three (number) MINUTES OR LESS, MAINTAIN (altitude).

five zero.” c. Specified altitude for crossing a specified fix or REFERENCE − FAAO JO 7110.65, Para 1 − 2 − 1, Word Meanings.

waypoint; or, specified altitude for crossing a FAAO JO 7110.65, Para 2 − 4 − 17, Numbers Usage.

distance (in miles) and direction from a specified fix PHRASEOLOGY − or waypoint.

CLIMB/DESCEND AND MAINTAIN (altitude).

PHRASEOLOGY − If required, CROSS (fix, waypoint) AT (altitude).

CROSS (fix, waypoint) AT OR ABOVE/BELOW (altitude).

AFTER PASSING (fix, waypoint), CROSS (number of miles) MILES (direction) OF (name of fix, waypoint) AT (altitude).

or CROSS (number of miles) MILES (direction) OF (name of fix, waypoint) AT OR ABOVE/BELOW (altitude).

AT (time) (time in hours, minutes, and nearest quarter d. A specified altitude over a specified fix for that minute).

portion of a descent clearance where descent at pilot’s Altitude Assignment and Verification 4 − 5 − 4 JO 7110.65W 12/10/15 NOTE − discretion is permissible. At any other time it is 1. A descent clearance which specifies a crossing altitude practicable, authorize climb/descent at pilot’s authorizes descent at pilot’s discretion for that portion of discretion.

the flight to which the crossing altitude restriction applies.

PHRASEOLOGY − 2. Any other time that authorization to descend at pilot’s CLIMB/DESCEND AT PILOT’S DISCRETION.

discretion is intended, it must be specifically stated by the EXAMPLE − controller.

“United Four Seventeen, descend and maintain six thou- 3. The pilot may need to know of any future restrictions sand.” that might affect the descent, including those that may be NOTE − issued in another sector, in order to properly plan a descent The pilot is expected to commence descent upon receipt of at pilot’s discretion.

the clearance and to descend at the suggested rates 4. Controllers need to be aware that the descent rates in specified in the AIM, para 4 − 4 − 10, Adherence to the AIM are only suggested and aircraft will not always Clearance, until reaching the assigned altitude of descend at those rates.

6,000 feet.

REFERENCE − EXAMPLE − P/CG Term − Pilot’s Discretion.

“United Four Seventeen, descend at pilot’s discretion, e. When a portion of a climb/descent may be maintain six thousand.” authorized at the pilot’s discretion, specify the NOTE − altitude the aircraft must climb/descend to followed The pilot is authorized to conduct descent within the by the altitude to maintain at the pilot’s discretion.

context of the term “at pilot’s discretion” as described in PHRASEOLOGY − the AIM.

CLIMB/DESCEND NOW TO (altitude), THEN EXAMPLE − CLIMB/DESCEND AT PILOT’S DISCRETION “United Four Seventeen cross Lakeview V − O − R at or MAINTAIN (altitude).

above flight level two zero zero, descend and maintain EXAMPLE − six thousand.” “United Three Ten, descend now to flight level two eight NOTE − zero, then descend at pilot’s discretion maintain flight level The pilot is authorized to conduct descent “at pilot’s two four zero.” discretion” until reaching Lakeview VOR. The pilot must NOTE − comply with the clearance provision to cross the Lakeview 1. The pilot is expected to commence descent upon receipt VOR at or above FL 200, and after passing Lakeview VOR, of the clearance and to descend as prescribed in the AIM, the pilot is expected to descend at the rates specified in the para 4 − 4 − 10, Adherence to Clearance, until FL 280. At AIM until reaching the assigned altitude of 6,000 feet.

that point, the pilot is authorized to continue descent to EXAMPLE − FL 240 within context of the term “at pilot’s discretion” as “United Four Seventeen, cross Lakeview V − O − R at and described in the AIM.

maintain six thousand.” 2. Controllers need to be aware that the descent rates are NOTE − only suggested and aircraft will not always descend at The pilot is authorized to conduct descent “at pilot’s those rates.

discretion,” but must comply with the clearance provision f. When the “pilot’s discretion” portion of a to cross Lakeview VOR at 6,000 feet.

climb/descent clearance is being canceled by EXAMPLE − assigning a new altitude, inform the pilot that the new “United Four Seventeen, descend now to flight level two altitude is an “amended altitude.” seven zero, cross Lakeview V − O − R at or below one zero EXAMPLE − thousand, descend and maintain six thousand.” “American Eighty Three, amend altitude, descend and NOTE − maintain Flight Level two six zero.” The pilot is expected to promptly execute and complete NOTE − descent to FL 270 upon receipt of the clearance. After American Eighty Three, at FL 280, has been cleared to reaching FL 270, the pilot is authorized to descend “at descend at pilot’s discretion to FL 240. Subsequently, the pilot’s discretion” until reaching Lakeview VOR. The pilot altitude assignment is changed to FL 260. Therefore, pilot’s must comply with the clearance provision to cross discretion is no longer authorized.

Lakeview VOR at or below 10,000 feet. After Lakeview g. Altitude assignments involving more than one VOR, the pilot is expected to descend at the rates specified in the AIM until reaching 6,000 feet. altitude.

Altitude Assignment and Verification 4 − 5 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 PHRASEOLOGY − until the aircraft is established on the lateral and vertical MAINTAIN BLOCK (altitude) THROUGH (altitude). path of the SID.

3. Once established on the depicted departure, to climb and h. Instructions to vertically navigate on a to meet all published or assigned altitude and speed STAR/SID with published crossing restrictions.

restrictions.

PHRASEOLOGY − REFERENCE − DESCEND VIA (STAR name and number). FAAO JO 7110.65, Para 4-4-2, Route Structure Transitions FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes FAAO JO 7110.65, Para 5-5-9, Separation From Obstructions TERMINAL: DESCEND VIA (STAR name and number and PCG, Climb Via, Descend Via.

runway number).

NOTE − Pilots cleared for vertical navigation using the phraseo- CLIMB VIA (SID name and number).

logy “descend via” or “climb via” must inform ATC, upon EXAMPLE − initial contact, of the altitude leaving, the runway “Descend via the Eagul Five arrival.” transition or landing direction if assigned (STARs), and “Cross Gramm at or above flight level one eight zero, then any assigned restrictions not published on the procedure.

descend via the Riivr Two arrival.” EXAMPLE − “Delta One Twenty One leaving flight level one niner zero, TERMINAL: “Descend via the Lendy One Arrival, descending via the Eagul Five arrival runway two-six Runway 22 left.” transition.” “Climb via the Dawgs Four Departure.” “Delta One Twenty One leaving flight level one niner zero NOTE − for one two thousand, descending via the Eagul Five When cleared for STARs that contain published speed arrival, runway two-six transition.” restrictions, the pilot must comply with those speed restrictions independent of any descend via clearance.

“JetBlue six zero two leaving flight level two one zero Clearance to “descend via” authorizes pilots: descending via the Ivane Two arrival landing south.” 1. To descend at pilot discretion to meet published restrictions and laterally navigate on a STAR. Pilots “Cactus Seven Eleven leaving two thousand climbing via navigating on a STAR must maintain the last assigned the Laura Two departure.” altitude until receiving clearance to descend via. Once departing an altitude the pilot may not return to that “Cactus Seven Eleven leaving two thousand for one-six altitude without an ATC clearance.

thousand, climbing via the Laura Two departure.” 2. When cleared to a waypoint depicted on a STAR, to REFERENCE − descend from a previously assigned altitude at pilot’s AIM, Para 5-2-8, Instrument Departure Procedures (DP) − Obstacle discretion to the altitude depicted for that waypoint. ATC Departure Procedures (ODP) and Standard Instrument Departures assigned altitudes must ensure obstacle clearance. (SID) PCG, Top Altitude, Bottom Altitude 3. Once established on the depicted arrival, to descend and AIM, Para 5-4-1, Standard Terminal Arrival (STAR) Procedures.

to meet all published or assigned altitude and/or speed restrictions. Where speed restrictions are published at the 1. Assign an altitude to cross the waypoint/fix, waypoint/fix pilots will begin slowing to comply with the if no altitude is depicted at the waypoint/fix, for restrictions prior to reaching the waypoint/fix.

aircraft on a direct routing to a STAR or SID NOTE − waypoint/fix.

When cleared for SIDs that contain published speed EXAMPLE − restrictions, the pilot must comply with those speed 1. “Proceed direct Denis, cross Denis at or above flight restrictions independent of any “climb via” clearance.

level two zero zero, then descend via the Mmell One Clearance to “climb via” authorizes pilots: arrival.” 1. When used in the IFR departure clearance, in a PDC, DCL or when subsequently cleared after departure to a NOTE − waypoint depicted on a SID, to join a procedure after In Example 1 the aircraft will maintain FL200 or higher departure or resume a procedure. until reaching Denis. The pilot will then comply with the 2. When vertical navigation is interrupted and an altitude Mmell One arrival lateral path and published speed is assigned to maintain which is not contained on the restrictions and will descend at pilot discretion to comply published procedure, to climb from that previously-as- with published altitude restrictions. The aircraft may begin signed altitude at pilot’s discretion to the altitude depicted slowing prior to Denis to comply with any published speed for the next waypoint. ATC must ensure obstacle clearance restrictions at that waypoint.

Altitude Assignment and Verification 4 − 5 − 6 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 EXAMPLE − altitude restrictions and climb so as to cross Mkala at or 2. “Proceed direct Rockr, cross Rockr at or above one-zero above 7,000; remainder of the departure must be flown as thousand, climb via the Bizee Two departure.” published.

NOTE − EXAMPLE − In Example 2 the aircraft will join the Bizee Two departure 2. (There is a published altitude at Dvine WP): “Proceed at Rockr and will then comply with departure published direct Dvine, Climb via the Suzan Two departure except lateral path, published speed and altitude restrictions.

cross Mkala at or above seven thousand.” 2. A “descend via” clearance must not be used NOTE − I n Example 2, the aircraft will join the Suzan Two departure where procedures contain only published “expect” at Dvine, at the published altitude, and then comply with altitude and/or speed restrictions.

the published lateral path and any published speed or NOTE − altitude restrictions. The aircraft will climb so as to cross Pilots are not expected to comply with published “expect” Mkala at or above 7,000; remainder of the departure must restrictions in the event of lost communications, unless be flown as published.

ATC has specifically advised the pilot to expect these 6. When an aircraft has been issued an interim restrictions as part of a further clearance.

altitude and after departure ATC can subsequently 3. “Descend via” may be used on procedures clear the aircraft to climb to the original top altitude that contain both “expect” and required altitude and published in a SID that contains published crossing speed restrictions only if altitude and/or speed restrictions, instruct aircraft to “climb via SID.” restrictions or alternate restrictions are issued for the When issuing a different altitude and compliance fix/waypoint associated with all expect restrictions.

with published restrictions is still required , instruct 4. “Descend via” clearances may also be issued aircraft to “climb via SID except maintain (altitude).” if an aircraft is past all fixes/waypoints that have PHRASEOLOGY − expect restrictions.

CLIMB VIA SID.

5. If it is necessary to assign a crossing altitude CLIMB VIA SID except maintain (altitude).

which differs from the STAR or SID altitude, emphasize the change to the pilot.

EXAMPLE − 1. (An aircraft was issued the Teddd One departure, “climb PHRASEOLOGY − via SID” in the IFR departure clearance. An interim DESCEND VIA (STAR name and number) ARRIVAL, altitude of 10,000 was issued instead of the published top EXCEPT CROSS (fix, point, waypoint) , (revised altitude altitude of FL 230; after departure ATC is able to issue the information).

published top altitude): “Climb via SID.” EXAMPLE − NOTE − “United 454 descend via the Haris One Arrival, except In Example 1, the aircraft will track laterally and vertically cross Haris at or above one six thousand.” on the Teddd One departure and initially climb to 10,000; NOTE − Once re-issued the “climb via” clearance the interim The aircraft should track laterally and vertically on the altitude is cancelled aircraft will continue climb to FL230 Haris One Arrival and should descend so as to cross Haris while complying with published restrictions.

at or above 16,000; remainder of the arrival must be flown EXAMPLE − as published.

2. (Using Example 1, after departure ATC is able to issue PHRASEOLOGY − an altitude higher than the published top altitude): “Climb CLIMB VIA SID, EXCEPT CROSS (fix, point, waypoint), via SID except maintain flight level two six zero.” (revised altitude information).

NOTE − In Example 2, the aircraft will track laterally and vertically CLIMB VIA (SID name and number), EXCEPT CROSS on the Teddd One departure and initially climb to 10,000; (fix, point, waypoint), (revised altitude information).

once issued “climb via” clearance to FL260 the aircraft EXAMPLE − will continue climb while complying with published 1. “Climb via SID except cross Mkala at or above seven restrictions.

thousand.” 7. If it is necessary to assign an interim altitude NOTE − or assign a bottom or top altitude not contained on a In Example 1, the aircraft will comply with the assigned STAR or SID, the provisions of subparagraph 4-5-7h SID departure lateral path and any published speed and Altitude Assignment and Verification 4 − 5 − 7 JO 7110.65W 12/10/15 to deviate from an ATC clearance “that has been may be used in conjunction with subparagraph obtained...unless an amended clearance is obtained” 4-5-7a.

(except when an emergency exists).

PHRASEOLOGY − 2. A pilot is therefore expected to advise the controller if DESCEND VIA THE (STAR name and number) ARRIVAL a clearance cannot be accepted when the clearance is EXCEPT AFTER (fix) MAINTAIN (revised altitude issued. “We will try” and other such acknowledgements do information).

not constitute pilot acceptance of an ATC clearance.

EXAMPLE − 3. Controllers are expected to issue ATC clearances which “United 454 descend via the Eagul Five Arrival, except conform with normal aircraft operational capabilities and after Geeno maintain one zero thousand.” do not require “last minute” amendments to ensure NOTE − approved separation.

The aircraft should track laterally and vertically on the 4. “Expedite” is not to be used in lieu of appropriate Eagul Five Arrival and should descend so as to comply restrictions to ensure separation.

with all speed and altitude restrictions until reaching REFERENCE − Geeno and then maintain 10,000. Upon reaching 10,000, FAAO JO 7110.65, Para 10 − 1 − 3, Providing Assistance.

aircraft should maintain 10,000 until cleared by ATC to continue to descend.

4 − 5 − 8. ANTICIPATED ALTITUDE CHANGES REFERENCE − FAAO JO 7110.65, Para 4 − 7 − 1, Clearance Information.

If practicable, inform an aircraft when to expect climb AIM, Para 5 − 4 − 1, Standard Terminal Arrival (STAR) Procedures.

or descent clearance or to request altitude change PHRASEOLOGY − from another facility.

CLIMB VIA SID EXCEPT AFTER (waypoint name), MAINTAIN (altitude).

PHRASEOLOGY − EXPECT HIGHER/LOWER IN (number of miles or EXAMPLE − minutes) MILES/MINUTES, “Climb via SID except after Baret, maintain flight level one niner zero.” or NOTE − 1. Considering the principle that the last ATC clearance AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL issued has precedence over the previous, the phraseology CHANGE FROM (name of facility).

“maintain (altitude)” alone cancels previously issued altitude restrictions, including SID/STAR altitude If required, restrictions unless they are restated or modified, and authorizes an unrestricted climb or descent. Speed AT (time, fix, or altitude).

restrictions remain in effect unless the controller explicitly REFERENCE − cancels the speed restrictions.

FAAO JO 7110.65, Para 2 − 2 − 6, IFR Flight Progress Data.

2. Restate “climb/descend via” and then use “except” or “except maintain” phraseology to modify published 4 − 5 − 9. ALTITUDE CONFIRMATION − restrictions or assign a new top/bottom altitude. Use NONRADAR “resume” phraseology with “maintain” to rejoin a route a. Request a pilot to confirm assigned altitude on and assign a new altitude where compliance with published initial contact and when position reports are received altitude restrictions is not required.

unless: REFERENCE − FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments NOTE − FAAO JO 7110.65, Para 5-6-2, Methods For the purpose of this paragraph, “initial contact” means AIM 4-4-10 Adherence to Clearance a pilot’s first radio contact with each sector/position.

AIM, Para 5 − 2 − 8. Instrument Departure Procedures (DP) − Obstacle Departure Procedures (ODP) and Standard Instrument Departures 1. The pilot states the assigned altitude, or (SID).

2. You assign a new altitude to a climbing or i. When a pilot is unable to accept a clearance, descending aircraft, or issue revised instructions to ensure positive control and approved separation.

3. TERMINAL. The aircraft was transferred to you from another sector/position within your facility NOTE − (intrafacility).

1. 14 CFR Section 91.123 states that a pilot is not allowed Altitude Assignment and Verification 4 − 5 − 8 JO 7110.65W 12/10/15 PHRASEOLOGY − VERIFY ASSIGNED FLIGHT LEVEL (flight level).

(In level flight situations), b. USA. Reconfirm all pilot altitude read backs.

VERIFY AT (altitude/flight level).

PHRASEOLOGY − (In climbing/descending situations), (If altitude read back is correct), AFFIRMATIVE (altitude).

(if aircraft has been assigned an altitude below the lowest useable flight level), (If altitude read back is not correct), NEGATIVE. CLIMB/DESCEND AND MAINTAIN VERIFY ASSIGNED ALTITUDE (altitude). (altitude), (If aircraft has been assigned a flight level at or above the or lowest useable flight level), NEGATIVE. MAINTAIN (altitude).

Altitude Assignment and Verification 4 − 5 − 9

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Section 6. Holding Aircraft

NOTE − 4 − 6 − 1. CLEARANCE TO HOLDING FIX Additional delay information is not used to determine pilot action in the event of two-way communications failure.

Consider operational factors such as length of delay, Pilots are expected to predicate their actions solely on the holding airspace limitations, navigational aids, provisions of 14 CFR Section 91.185.

altitude, meteorological conditions when necessary PHRASEOLOGY − to clear an aircraft to a fix other than the destination EXPECT FURTHER CLEARANCE (time), airport. Issue the following: and if required, a. Clearance limit (if any part of the route beyond a clearance limit differs from the last routing cleared, ANTICIPATE ADDITIONAL (time in minutes/hours) issue the route the pilot can expect beyond the MINUTE/HOUR DELAY AT (fix), clearance limit).

or PHRASEOLOGY − EXPECT FURTHER CLEARANCE VIA (routing).

ANTICIPATE ADDITIONAL (time in minutes/hours) EXAMPLE − MINUTE/HOUR EN ROUTE DELAY.

“Expect further clearance via direct Stillwater V − O − R, EXAMPLE − Victor Two Twenty-Six Snapy intersection, direct Newark.” 1. “Expect further clearance one niner two zero, anticipate additional three zero minute delay at Sweet.” b. Holding instructions.

2. “Expect further clearance one five one zero, anticipate 1. Holding instructions may be eliminated when additional three zero minute en route delay.” you inform the pilot that no delay is expected.

2. When additional holding is expected in an approach control area, state the total additional 2. When the assigned procedure or route being terminal delay.

flown includes a charted pattern, you may omit all PHRASEOLOGY − holding instructions except the charted holding EXPECT FURTHER CLEARANCE (time), direction and the statement “as published.” Always issue complete holding instructions when the pilot and if required, requests them.

ANTICIPATE ADDITIONAL (time in minutes/hours) NOTE − MINUTE/HOUR TERMINAL DELAY.

The most generally used holding patterns are depicted on U.S. Government or commercially produced low/high 3. TERMINAL. When terminal delays exist or altitude en route, area, and STAR Charts.

are expected, inform the appropriate center or approach control facility so that the information can PHRASEOLOGY − be forwarded to arrival aircraft.

CLEARED TO (fix), HOLD (direction), AS PUBLISHED, 4. When delay is expected, issue items in or subparas a and b at least 5 minutes before the aircraft is estimated to reach the clearance limit. If the traffic CLEARED TO (fix), NO DELAY EXPECTED.

situation requires holding an aircraft that is less than c. EFC. Do not specify this item if no delay is 5 minutes from the holding fix, issue these items expected. immediately.

NOTE − 1. When additional holding is expected at any 1. The AIM indicates that pilots should start speed other fix in your facility’s area, state the fix and your reduction when 3 minutes or less from the holding fix. The best estimate of the additional delay. When more than additional 2 minutes contained in the 5 − minute require- one fix is involved, state the total additional en route ment are necessary to compensate for different delay (omit specific fixes).

pilot/controller ETAS at the holding fix, minor differences Holding Aircraft 4 − 6 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 in clock times, and provision for sufficient planning and routing to the new clearance limit is valid and reaction times.

verbiage will be reduced.

2. When holding is necessary, the phrase “delay PHRASEOLOGY − indefinite” should be used when an accurate estimate of the VIA LAST ROUTING CLEARED.

delay time and the reason for the delay cannot immediately 3. Assigned altitude if different from present be determined; i.e., disabled aircraft on the runway, altitude.

terminal or center sector saturation, weather below landing minimums, etc. In any event, every attempt should NOTE − be made to provide the pilot with the best possible estimate Except in the event of a two-way communications failure, of his/her delay time and the reason for the delay. when a clearance beyond a fix has not been received, pilots Controllers/supervisors should consult, as appropriate, are expected to hold as depicted on U.S. Government or commercially produced (meeting FAA requirements) with personnel (other sectors, weather forecasters, the low/high altitude en route and area or STAR charts. If no airport management, other facilities, etc.) who can best holding pattern is charted and holding instructions have provide this information.

not been issued, pilots should ask ATC for holding PHRASEOLOGY − instructions prior to reaching the fix. If a pilot is unable to DELAY INDEFINITE, (reason if known), EXPECT obtain holding instructions prior to reaching the fix, the FURTHER CLEARANCE (time). (After determining the pilot is expected to hold in a standard pattern on the course reason for the delay, advise the pilot as soon as possible.)

on which the aircraft approached the fix and request further clearance as soon as possible.

EXAMPLE − “Cleared to Drewe, hold west, as published, expect further clearance via direct Sidney V − O − R one three one five, 4 − 6 − 3. DELAYS anticipate additional two zero minute delay at Woody.” a. Advise your supervisor or flow controller as “Cleared to Aston, hold west on Victor two twenty-five, soon as possible when you delay or expect to delay seven mile leg, left turns, expect further clearance one aircraft.

niner two zero, anticipate additional one five minute b. When arrival delays reach or are anticipated to terminal delay.” reach 30 minutes, take the following action: “Cleared to Wayne, no delay expected.” 1. EN ROUTE. The center responsible for transferring control to an approach control facility or, “Cleared to Wally, hold north, as published, delay for a nonapproach control destination, the center in indefinite, snow removal in progress, expect further whose area the aircraft will land must issue total delay clearance one one three zero.” information as soon as possible after the aircraft enters the center’s area. Whenever possible, the delay 4 − 6 − 2. CLEARANCE BEYOND FIX information must be issued by the first center controller to communicate with the aircraft.

a. If no delay is expected, issue a clearance beyond REFERENCE − the clearance limit as soon as possible and, whenever FAAO7110.65, Para 5-14-9, ERAM Computer Entry of Hold possible, at least 5 minutes before the aircraft reaches Information the fix.

2. TERMINAL. When tower en route control b. Include the following items when issuing service is being provided, the approach control clearance beyond a clearance limit: facility whose area contains the destination airport must issue total delay information as soon as possible 1. Clearance limit or approach clearance.

after the aircraft enters its approach control area.

Whenever possible, the delay information must be 2. Route of flight. Specify one of the following: issued by the first terminal controller to communicate (a) Complete details of the route (airway, with the aircraft.

route, course, fix(es), azimuth course, heading, arc, or 3. Unless a pilot requests delay information, the vector.)

actions specified in subparas 1 and 2 above may be (b) The phrase “via last routing cleared.” Use omitted when total delay information is available to this phrase only when the most recently issued pilots via ATIS.

Holding Aircraft 4 − 6 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 PHRASEOLOGY − EXAMPLE − (Airport) ARRIVAL DELAYS (time in minutes/hours). Due to turbulence, a turboprop requests to exceed the recommended maximum holding airspeed. ATCS may clear the aircraft into a pattern that protects for the 4 − 6 − 4. HOLDING INSTRUCTIONS airspeed request, and must advise the pilot of the maximum holding airspeed for the holding pattern airspace area.

When issuing holding instructions, specify: PHRASEOLOGY − “MAXIMUM HOLDING AIRSPEED IS TWO ONE ZERO a. Direction of holding from the fix/waypoint.

KNOTS.” b. Holding fix or waypoint.

4 − 6 − 5. VISUAL HOLDING POINTS NOTE − The holding fix may be omitted if included at the beginning You may use as a holding fix a location which the pilot of the transmission as the clearance limit.

can determine by visual reference to the surface if he/she is familiar with it.

c. Radial, course, bearing, track, azimuth, airway, or route on which the aircraft is to hold. PHRASEOLOGY − HOLD AT (location) UNTIL (time or other condition.)

d. Leg length in miles if DME or RNAV is to be REFERENCE − used. Specify leg length in minutes if the pilot FAAO JO 7110.65, Para 7 − 1 − 4, Visual Holding of VFR Aircraft.

requests it or you consider it necessary.

4 − 6 − 6. HOLDING FLIGHT PATH DEVIATION e. Direction of holding pattern turns only if left turns are to be made, the pilot requests it, or you Approve a pilot’s request to deviate from the consider it necessary. prescribed holding flight path if obstacles and traffic conditions permit.

PHRASEOLOGY − HOLD (direction) OF (fix/waypoint) ON (specified radial, 4 − 6 − 7. UNMONITORED NAVAIDs course, bearing, track, airway, azimuth(s), or route.)

Separate an aircraft holding at an unmonitored If leg length is specified, NAVAID from any other aircraft occupying the course which the holding aircraft will follow if it does (number of minutes/miles) MINUTE/MILE LEG.

not receive signals from the NAVAID.

If direction of turn is specified, 4 − 6 − 8. ILS PROTECTION/CRITICAL AREAS LEFT/RIGHT TURNS.

When the official weather observation indicates a f. Issue maximum holding airspeed advisories ceiling of less than ceiling 800 feet or visibility of 2 when an aircraft is: miles, do not authorize aircraft to hold below 5,000 feet AGL inbound toward the airport on or within 1 1. Approved to exceed the maximum airspeed statute mile of the localizer between the ILS OM or of a pattern, and is cleared into a holding pattern that the fix used in lieu of the OM and the airport. USAF.

will protect for the greater speed; or The holding restriction applies only when an arriving 2. Observed deviating from the holding pattern aircraft is between the ILS OM or the fix used in lieu airspace area; or of the OM and the runway.

REFERENCE − 3. Cleared into an airspeed restricted holding FAAO 8260.3C, United States Standard for Terminal Instrument pattern in which the icon has not been published.

Procedures (TERPS), Chapter 17, Basic Holding Criteria.

Holding Aircraft 4 − 6 − 3

JO 7110.65W 12/10/15

Section 7. Arrival Procedures

2. Arrival procedure descriptive text contained within 4 − 7 − 1. CLEARANCE INFORMATION parentheses (for example, “Devine One (RNAV) Arrival”) Clear an arriving aircraft to a clearance limit by are not included in arrival clearance phraseology.

specifying the following: c. Altitude instructions, as follows: a. Name of fix or airport.

1. Assigned altitude; or PHRASEOLOGY − 2. Instructions to vertically navigate on the CLEARED TO (destination) AIRPORT.

STAR/FMSP or STAR/FMSP transition.

Or EXAMPLE − CLEARED TO (NAVAID name and type if known).

“Bayview Three Arrival, Helen Transition, maintain Flight Or Level Three Three Zero.” CLEARED TO (intersection or waypoint name and type if “Descend via the Civit One Arrival.” known).

“Descend via the Lendy One Arrival, Runway 22 left.” b. Route of flight including a STAR/RNAV STAR/FMSP and STAR/RNAV STAR/FMSP trans- “Cross JCT at Flight Level Two Four Zero.” “Descend via the Coast Two Arrival.” ition, if appropriate. Assign a STAR/RNAV “Civit One Arrival, Descend and Maintain Flight Level STAR/FMSP and STAR/RNAV STAR/FMSP trans- Two Four Zero.” ition to any aircraft in lieu of other routes; e.g., REFERENCE − airways or preferential arrival routes when the FAAO JO 7110.65, Para 4 − 5 − 7, Altitude Information.

routings are the same. The clearance must include the AIM, Para 5 − 4 − 1, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for name and transition, if necessary, of the STAR/RNAV Arrivals.

STAR/FMSP to be flown.

d. Issue holding instructions, EFC, and additional TERMINAL : When the STAR/RNAV STAR/FMSP delay information as required.

transition is designed to provide course guidance to e. Instructions regarding further communications multiple runways, the facility must state intended as appropriate.

runway number on initial contact, or as soon as REFERENCE − practical. If the runway assignment, or any FAAO JO 7110.65, Para 2 − 1 − 17, Radio Communications Transfer.

subsequent runway change, is not issued prior to 10 NM from the runway transition waypoint, radar 4 − 7 − 2. ADVANCE DESCENT CLEARANCE vectors to final must be provided.

EN ROUTE PHRASEOLOGY − Take the following action when exercising control of (STAR/RNAV STAR/FMSP name and number) ARRIVAL.

aircraft landing at an airport located in an adjacent (STAR/RNAV STAR/FMSP name and number) ARRIVAL, (transition name) TRANSITION. center’s control area near the common boundary: CHANGE/AMEND TRANSITION TO (runway number).

a. Coordinate with the receiving facility for a CHANGE/AMEND TRANSITION TO (runway number) lower altitude and issue a clearance to the aircraft as TURN LEFT/RIGHT or HEADING (heading) FOR appropriate.

VECTOR TO FINAL APPROACH COURSE.

b. Initiate this action at a distance sufficient from EXAMPLE − destination to allow for normal descent and speed “Rosewood One arrival.” “Rosewood One arrival, Delta transition.” reduction.

“Change transition to Runway 09 right.” “Amend transition to Runway 22 left, turn right heading 4 − 7 − 3. SINGLE FREQUENCY 180 for vector to final approach course.” APPROACHES (SFA) NOTE − TERMINAL 1. If a civil pilot does not wish to use a STAR issued in an Where SFA procedures for military single-piloted ATC clearance or any other STAR published for that turbojet aircraft on an IFR flight plan are contained in location, the pilot is expected to advise ATC.

Arrival Procedures 4 − 7 − 1 JO 7110.65W 12/10/15 a letter of agreement, do not require a radio frequency c. If practicable, use a frequency common to both change after the aircraft begins approach or after the GCA unit and approach control to minimize initial contact during an en route descent until a frequency changes.

landing or low approach has been completed except d. When a GCA unit is not able to communicate on under the following conditions: a common frequency, a change to a GCA frequency may be authorized.

REFERENCE − FAAO JO 7610.4, Special Operations, Para 9 − 3 − 6, Single Frequency e. When a nonradar approach will be made, Approach (SFA).

P/CG Term − Single-Piloted Aircraft.

aircraft may be instructed to change to tower frequency when: a. During daylight hours while the aircraft is in VFR conditions. 1. The reported ceiling is at or above 1,500 feet and visibility is 5 statute miles or more.

b. On pilot request.

2. The aircraft reports able to proceed by visual c. When pilot cancels IFR flight plan.

reference to the surface.

3. The aircraft requests and is cleared for a d. In an emergency situation.

contact approach.

e. When aircraft is cleared for visual approach.

4. The aircraft is cleared for a visual approach.

f. Avoid making frequency/radar beacon changes 4 − 7 − 4. RADIO FREQUENCY AND RADAR after an aircraft begins a high altitude approach.

BEACON CHANGES FOR MILITARY g. In the event of a missed approach, do not require AIRCRAFT a frequency/radar beacon change before the aircraft reaches the missed approach altitude, the MEA, or the When military single-piloted turbojet aircraft will MVA.

conduct an approach wholly or partly in IFR REFERENCE − conditions or at night, take the following action: FAAO JO 7110.65, Para 5 − 2 − 6, Function Code Assignments.

NOTE − 4 − 7 − 5. MILITARY TURBOJET EN ROUTE It is known that the mental distraction and the inadvertent movement of aircraft controls resulting from the pilot’s DESCENT turning, reaching, or leaning to change frequencies can Provide military turbojet aircraft the same arrival induce spatial disorientation (vertigo).

procedures that are provided for nonmilitary turbojet a. Avoid radio frequency and radar beacon aircraft except: changes to the maximum extent that communications NOTE − capabilities and traffic will permit. However, when It is the responsibility of the pilot to request a high altitude changes are required: approach if he/she does not want normal arrival handling.

a. An en route descent may be used in a nonradar 1. Give instructions early enough to allow the environment; however, radar capability should exist change before the aircraft reaches the approach fix or which will permit the aircraft to be vectored to the handoff point.

final approach course of a published high altitude 2. Keep frequency/radar beacon changes to a instrument approach procedure or PAR/ASR minimum below 2,500 feet above the surface.

approach. Do not use this procedure if other than normal vectoring delays are anticipated.

3. Avoid requiring frequency/radar beacon b. Prior to issuance of a descent clearance below changes during the time the aircraft is making a turn.

the highest initial approach fix altitude established for b. When traffic volume requires, a frequency any high altitude instrument approach procedure for other than the one used by aircraft making approaches the destination airport inform the aircraft: may be assigned for use in transferring control to the 1. Type of approach to expect.

approach control facility.

EXAMPLE − TERMINAL “Expect V − O − R approach to runway three two.” Arrival Procedures 4 − 7 − 2 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 2. Radar vectors will be provided to the final Class E surface area and any altitude restrictions that approach course. were issued; or EXAMPLE − 6. For aircraft executing a contact approach the “Expect surveillance/precision approach to runway one position of the aircraft.

seven; radar vectors to final approach course.” NOTE − 3. Current weather whenever the ceiling is Specific time requirements are usually stated in a letter of 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 approach to runway eight; radar vectors to NOTE − localizer course. Weather (reported weather).” Transfer points are usually specified in a letter of agreement.

c. If ATIS is provided and the pilot advises he/she has received the current ATIS broadcast before the 1. Aircraft identification.

descent clearance in subpara b is issued, omit those 2. Type of aircraft and appropriate aircraft items in subpara b that are contained in the broadcast.

equipment suffix.

d. To avoid requiring an aircraft to fly at low 3. ETA or actual time, and proposed or actual altitudes for an excessive distance, descent clearance altitude over clearance limit. The ETA need not be should be issued at a point determined by adding 10 given if the arrival information is being forwarded to the first two digits of the flight level.

during a radar handoff.

EXAMPLE − 4. Clearance limit (when other than the For FL 370, 37  10 = 47 miles.

destination airport) and EFC issued to the aircraft.

NOTE − Clearance limit may be omitted when provided for in Turbojet en route descents are based on a rate of descent a letter of agreement.

of 4,000 to 6,000 feet per minute.

5. Time, fix, or altitude when control responsi- e. Do not terminate the en route descent of an bility is transferred to the approach control facility.

aircraft without the consent of the pilot except as This information may be omitted when provided for required by radar outage or an emergency situation.

in a letter of agreement.

REFERENCE − 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 Arrival Procedures 4 − 7 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 special weather observations to an arriving aircraft the clearance limit does not indicate which will be prior to or as part of the approach clearance when: used.

2. Runway if different from that to which the a. It is transmitted directly to the pilot via center instrument approach is made.

controller-to-pilot communications.

3. Surface wind.

b. It is relayed through a communications station other than an air carrier company radio or through a 4. Ceiling and visibility if the reported ceiling at nonapproach control facility. You may do this by the airport of intended landing is below 1,000 feet or telling the station or nonapproach control facility to below the highest circling minimum, whichever is issue current weather.

greater, or the visibility is less than 3 miles.

5. Altimeter setting for the airport of intended 4 − 7 − 8. BELOW MINIMA REPORT BY PILOT landing.

REFERENCE − If an arriving aircraft reports weather conditions are FAAO JO 7110.65, Chapter 2, Section 7, Altimeter Settings.

below his/her landing minima: b. Upon pilot request, controllers must inform NOTE − pilots of the frequency where automated weather data Determination that existing weather/visibility is adequate may be obtained and, if appropriate, that airport for approach/landing is the responsibility of the weather is not available.

pilot/aircraft operator.

PHRASEOLOGY − a. Issue appropriate instructions to the aircraft to (Airport) AWOS/ASOS WEATHER AVAILABLE ON hold or proceed to another airport.

(frequency).

b. Adjust, as necessary, the position in the landing 1. ASOS/AWOS must be set to provide one sequence of any other aircraft desiring to make minute weather at uncontrolled airports that are approaches and issue approach clearances accord- without ground − to − air weather broadcast capability ingly.

by a CWO, NWS or FSS observer.

2. Controllers will consider the long − line 4 − 7 − 9. TRANSFER OF JURISDICTION disseminated weather from an automated weather system at an uncontrolled airport as trend information Transfer radio communications and control respons- only and must rely on the pilot for the current weather ibility early enough to allow the receiving facility to information for that airport.

clear an aircraft beyond the clearance limit before the aircraft reaches it. 3. Controllers must issue the last long − line disseminated weather to the pilot if the pilot is unable to receive the ASOS/AWOS broadcast.

4 − 7 − 10. APPROACH INFORMATION NOTE − a. Both en route and terminal approach control Aircraft destined to uncontrolled airports, which have sectors must provide current approach information to automated weather data with broadcast capability, should aircraft destined to airports for which they provide monitor the ASOS/AWOS frequency to ascertain the current weather at the airport. The pilot should advise the approach control services. This information must be controller when he/she has received the broadcast weather provided on initial contact or as soon as possible and state his/her intentions.

thereafter. Approach information contained in the ATIS broadcast may be omitted if the pilot states the c. Issue any known changes classified as special appropriate ATIS code. For pilots destined to an weather observations as soon as possible. Special airport without ATIS, items 3 − 5 below may be weather observations need not be issued after they are omitted after the pilot advises receipt of the included in the ATIS broadcast and the pilot states the automated weather; otherwise, issue approach appropriate ATIS code.

information by including the following: d. Advise pilots when the ILS on the runway in use 1. Approach clearance or type approach to be is not operational if that ILS is on the same frequency expected if two or more approaches are published and as an operational ILS serving another runway.

Arrival Procedures 4 − 7 − 4 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 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 cold temperature compensation The local controller has the responsibility to determine or the airport surface environment other than the landing whether or not conditions are adequate for the use of ATTS area(s) or obstruction information for aircraft that will be Arrival Procedures 4 − 7 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 cleared for an instrument approach. Accordingly, D 1. Before or when an approach clearance is NOTAMs that contain the keywords TAXIWAY (TWY), issued.

RAMP, APRON, or SERVICE (SVC) are not required to be 2. Before an en route descent clearance is issued. Additionally, Obstruction NOTAMs (OBST) are not issued.

required to be issued if an aircraft will be cleared for an instrument approach.

3. Prior to departure.

2. When advised of special use airspace (SUA) or military 4. As soon as possible after receipt of any training route (MTR) activation, appropriate action is subsequent changes in previously issued RCR taken to separate nonparticipating IFR aircraft from those activities when required, and/or to issue applicable information.

advisories as warranted. When meeting this requirement, NOTE − there is no requirement for controllers to additionally issue 1. USAF has established RCR procedures for determining the associated D NOTAM activating that SUA or MTR to the average deceleration readings of runways under the pilot. Accordingly, D NOTAMs for SUA that contain the conditions of water, slush, ice, or snow. The use of RCR accountability codes SUAE, SUAC, and SUAW are not code is dependent upon the pilot having a “stopping required to be issued.

capability chart” specifically applicable to his/her aircraft.

b. TERMINAL. On first contact or as soon as 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 − FAAO JO 7110.65, Para 3 − 3 − 1, Landing Area Condition.

airport conditions that you know of which might restrict an approach or landing. This information may be omitted if it is contained in the ATIS broadcast and 4 − 7 − 13. SWITCHING ILS 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 at c. TERMINAL. Where RCRs are provided, trans- airports equipped with multiple systems which are mit this information to USAF and ANG aircraft in not used simultaneously, coordinate with the accordance with one of the following. Issue the RCR facilities which use the fixes formed by reference to to other aircraft upon pilot request. these NAVAIDs.

Arrival Procedures 4 − 7 − 6

11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15

Section 8. Approach Clearance Procedures

4 − 8 − 1. APPROACH CLEARANCE CLEARED (specific procedure to be flown) APPROACH.

a. Clear aircraft for “standard” or “special” instrument approach procedures only.

(To authorize a pilot to execute an ILS or an LDA approach when the glideslope is out of service) 1. To require an aircraft to execute a particular instrument approach procedure, specify in the CLEARED (ILS/LDA) APPROACH, GLIDESLOPE approach clearance the name of the approach as UNUSABLE.

published on the approach chart. Where more than (When the title of the approach procedure contains “or one procedure is published on a single chart and a LOC”) specific procedure is to be flown, amend the approach CLEARED LOCALIZER APPROACH clearance to specify execution of the specific approach to be flown. If only one instrument (When it is necessary to cancel a previously issued approach of a particular type is published, the approach clearance) approach needs not be identified by the runway reference.

CANCEL APPROACH CLEARANCE (additional 2. An aircraft conducting an ILS or LDA instructions as necessary) approach must be advised at the time an approach clearance is issued when the glideslope is reported out EXAMPLE − of service, unless the title of the published approach “Cleared Approach.” procedure allows (for example, ILS or LOC Rwy 05).

“Cleared (V-O-R/I-L-S/Localizer) Approach.” “Cleared L-D-A Runway Three-Six Approach.” 3. Standard instrument approach procedures “Cleared Localizer Back Course Runway One-Three (SIAP) must begin at an initial approach fix (IAF) or Approach.” an intermediate fix (IF) if there is not an IAF.

“Cleared (GPS/RNAV Z) Runway Two-Two Approach.” “Cleared BRANCH ONE Arrival and (ILS/RNAV) Runway 4. Where adequate radar coverage exists, radar One-Three Approach.” facilities may vector aircraft to the final approach “Cleared I-L-S Runway Three-Six Approach, glideslope course in accordance with Paragraph 5-9-1, Vectors unusable.” to Final Approach Course, and Paragraph 5-9-2, Final “Cleared S-D-F Approach.” Approach Course Interception.

“Cleared G-L-S Approach.” 5. Where adequate radar coverage exists, radar NOTE − facilities may clear an aircraft to any fix 3 NM or more 1. Clearances authorizing instrument approaches are prior to the FAF, along the final approach course, at issued on the basis that, if visual contact with the ground an intercept angle not greater than 30 degrees.

is made before the approach is completed, the entire approach procedure will be followed unless the pilot 6. Controllers must not disapprove a pilot receives approval for a contact approach, is cleared for a request to cold temperature compensate in conjunc- visual approach, or cancels their IFR flight plan.

tion with the issuance of an approach clearance.

2. Approach clearances are issued based on known traffic.

PHRASEOLOGY − The receipt of an approach clearance does not relieve the CLEARED (type) APPROACH.

pilot of his/her responsibility to comply with applicable Parts of Title 14 of the Code of Federal Regulations and the (To authorize a pilot to execute his/her choice of instrument notations on instrument approach charts which levy on the approach), pilot the responsibility to comply with or act on an instruction; for example, “Straight-in minima not CLEARED APPROACH.

authorized at night,” “Procedure not authorized when (Where more than one procedure is published on a single glideslope/glidepath not used,” “Use of procedure limited chart and a specific procedure is to be flown), to aircraft authorized to use airport,” or “Procedure not Approach Clearance Procedures 4 − 8 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 authorized at night” or Snowflake icon with associated altitude compensation, unless authorized, when assigned temperature. an altitude prior to an approach clearance. Consideration should be given to vectoring aircraft at or above the 3. In some cases, the name of the approach, as published, requested compensating altitude if possible. This is used to identify the approach, even though a component eliminates pilots having to climb once on the approach.

of the approach aid, other than the localizer on an ILS is REFERENCE − inoperative.

FAAO 8260.3, United States Standard for Terminal Instrument Procedures (TERPS).

4. Where more than one procedure to the same runway is P/CG Term – Cold Temperature Compensation published on a single chart, each must adhere to all final AIM, Paragraph 5-1-17, Cold Temperature Operations approach guidance contained on that chart, even though AIM, Paragraph 5-5-4, Instrument Approach each procedure will be treated as a separate entity when 11. There are some systems, for example, Enhanced Flight authorized by ATC.

Vision System (EFVS), which allow aircraft to descend 5. The use of alphabetical identifiers in the approach below published final approach minimums.

name with a letter from the end of the alphabet; for REFERENCE − 14 CFR § 91.175(l) example, X, Y, Z, such as “HI TACAN Z Rwy 6L or P/CG Term  EFVS RNAV(GPS) Y Rwy 04”, denotes multiple straight-in approaches to the same runway that use the same approach b. For aircraft operating on unpublished routes, aid. issue the approach clearance only after the aircraft is: 6. Alphabetical suffixes with a letter from the beginning of 1. Established on a segment of a published route the alphabet; for example, A, B, C, denote a procedure that or instrument approach procedure, or (See does not meet the criteria for straight-in landing minimums FIG 4 − 8 − 1) authorization.

EXAMPLE − 7. 14 CFR Section 91.175(j) requires a pilot to receive a The aircraft is established on a segment of a published clearance to conduct a procedure turn when vectored to a route at 5,000 feet. “Cleared V-O-R Runway Three Four final approach course or fix, conducting a timed approach, Approach.” or when the procedure specifies “NO PT . ” FIG 4 − 8 − 1 8. An aircraft which has been cleared to a holding fix and Approach Clearance Example prior to reaching that fix is issued a clearance for an approach, but not issued a revised routing; that is, “proceed direct to....” may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated\ with the beginning of a feeder route to be used, the aircraft is expected to commence the approach using the published feeder route to the IAF or from the IAF as appropriate; that is, the aircraft would not be expected to overfly and return to the IAF or feeder route.

9. Approach name items contained within parenthesis; for example, RNAV (GPS) Rwy 04, are not included in approach clearance phraseology.

10. Pilots are required to advise ATC when intending to apply cold temperature compensation to instrument 2. Assigned an altitude to maintain until the approach segments. Pilots must advise ATC of the amount aircraft is established on a segment of a published of compensation required for each affected segment on route or instrument approach procedure. (See FIG initial contact or as soon as possible. Pilots are not 4 - 8 - 2.)

required to advise ATC when correcting on the final segment only. Controllers may delay the issuance of an EXAMPLE − approach clearance to comply with approved separation Aircraft 1 is cleared direct LEFTT. The MVA in the area is requirements when informed that a pilot will apply cold 3,000 feet, and the aircraft is at 4,000 feet. “Cross LEFTT temperature compensation (CTC). Pilots will not apply at or above three thousand five hundred, cleared RNAV Approach Clearance Procedures 4 − 8 − 2 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 REFERENCE − Runway One Eight Approach.” FAAO 8260.3 United States Standard for Terminal Instrument Procedures (TERPS), Para 10-2 The MVA in the area is 3,000 feet and Aircraft 2 is at 3,000 c. Except for visual approaches, do not clear an feet. “Cleared direct LEFTT direct CENTR, maintain three aircraft direct to the FAF unless it is also an IAF, thousand until CENTR, cleared straight-in RNAV Runway One Eight Approach.” wherein the aircraft is expected to execute the depicted procedure turn or hold-in-lieu of procedure FIG 4 − 8 − 2 turn.

Approach Clearance Example d. Intercept angles greater than 90 degrees may be used when a procedure turn, a hold-in-lieu of procedure turn pattern, or arrival holding is depicted and the pilot will execute the procedure.

e. If a procedure turn, hold-in-lieu of procedure turn, or arrival holding pattern is depicted and the angle of intercept is 90 degrees or less, the aircraft must be instructed to conduct a straight-in approach if ATC does not want the pilot to execute a procedure turn or hold-in-lieu of procedure turn. (See FIG 4 − 8 − 3) PHRASEOLOGY − CLEARED STRAIGHT-IN (type) APPROACH NOTE − 1. Restate “cleared straight-in” in the approach clear- ance even if the pilot was advised earlier to expect a straight-in approach.

NOTE − 2. Some approach charts have an arrival holding pattern 1. The altitude assigned must assure IFR obstruction depicted at the IAF using a “thin line” holding symbol. It clearance from the point at which the approach clearance is charted where holding is frequently required prior to is issued until established on a segment of a published route starting the approach procedure so that detailed holding or instrument approach procedure.

instructions are not required. The arrival holding pattern is not authorized unless assigned by ATC.

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 “Cleared direct SECND, maintain at or above three pilot to circle to descend so as to cross the final approach thousand until SECND, cleared straight-in ILS Runway fix at an altitude that would permit landing.

One-Eight approach.” REFERENCE − 3. An aircraft is not established on an approach until at or AIM, Paragraph 5-4-5, Instrument Approach Procedure Charts above an altitude published on that segment of the AIM, Paragraph 5-4-9, Procedure Turn and Hold-in-lieu of Procedure approach.

Turn Approach Clearance Procedures 4 − 8 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 FIG 4 − 8 − 3 with RF legs only after the aircraft is: (See FIG Approach Clearance Example 4 − 8 − 4).

For Aircraft On a Conventional Approach 1. Established on a heading or course direct to the IAF at an intercept angle not greater than 90 degrees and is assigned an altitude in accordance with b2. Radar monitoring is required to the IAF for RNAV (RNP) approaches when no hold − in − lieu of procedure turn is executed.

EXAMPLE − Aircraft 1 can be cleared direct to CENTR. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR, section 91.177) along the flight path to the IAF is 3,000 feet. If a hold in lieu of procedure turn pattern is depicted at an IAF and a TAA is not defined, the aircraft must be instructed to conduct a straight-in approach if ATC does not want the pilot to execute a hold-in-lieu procedure turn. “Cleared direct CENTR, maintain at or above three thousand until CENTR, cleared straight-in RNAV Runway One-Eight Approach.” 2. Established on a heading or course direct to the IF at an angle not greater than 90 degrees, provided the following conditions are met: (a) Assign an altitude in accordance with b2 that will permit a normal descent to the FAF.

NOTE − Controllers should expect aircraft to descend at approximately 150-300 feet per nautical mile when EXAMPLE − applying guidance in subpara h2(a).

Aircraft 1 can be cleared direct to XYZ VORTAC, or SECND because the intercept angle is 90 degrees or less.

(b) Radar monitoring is provided to the IF.

(c) The SIAP must identify the intermediate Aircraft 2 cannot be cleared to XYZ VORTAC because the intercept angle is greater than 90 degrees. fix with the letters “IF.” (d) For procedures where an IAF is pub- Aircraft 2 can be cleared to SECND if allowed to execute lished, the pilot is advised to expect clearance to the the hold-in-lieu of procedure turn pattern.

IF at least 5 miles from the fix.

f. Except when applying radar procedures, timed EXAMPLE − or visual approaches, clear an aircraft for an approach “Expect direct CENTR for RNAV Runway One-Eight to an airport when the preceding aircraft has landed Approach.” or canceled IFR flight plan.

3. Established on a heading or course direct to a g. Where instrument approaches require radar fix between the IF and FAF, at an intercept angle not monitoring and radar services are not available, do greater than 30 degrees, and assigned an altitude in not use the phraseology “cleared approach,” which accordance with b2.

allows the pilot his/her choice of instrument EXAMPLE − approaches.

Aircraft 1 is more than 5 miles from SHANN. The minimum altitude for IFR operations (14 CFR Section 91.177) along RNAV APPLICATION the flight path to SHANN is 3,000 feet. SHANN is a step down fix between the IF/IAF (CENTR) and the FAF. To h. For RNAV − equipped aircraft operating on clear Aircraft 1 to SHANN, ATC must ensure the intercept unpublished routes, issue approach clearance for angle for the intermediate segment at SHANN is not conventional or RNAV SIAP including approaches greater than 30 degrees and must be cleared to an altitude Approach Clearance Procedures 4 − 8 − 4 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 that will allow a normal descent to the FAF. “Cleared direct i. Clear RNAV − equipped aircraft conducting SHANN, cross SHANN at or above three thousand, cleared RNAV instrument approach procedures that contain RNAV Runway One-Eight Approach.” radius to fix (RF) legs: REFERENCE − 1. Via published transitions, or FAAO 7110.65, Par 5-6-2, Methods FAAO 7110.65, Chapter 5, Section 9, Radar Arrivals 2. In accordance with paragraph h.

3. Do not clear aircraft direct to any waypoint FIG 4 − 8 − 4 Approach Clearance Example beginning or within an RF leg.

For RNAV Aircraft 4. Do not assign fix/waypoint crossing speeds in excess of charted speed restrictions.

NOTE − 1. RNAV approaches (containing RF legs) that commence at 10,000 feet or above require special procedures that will be site specific and specified in a facility directive.

2. An RF leg is defined as a curved segment indicating a constant radius circular path about a defined turn center that begins at a waypoint. RF legs may have maximum airspeeds charted for procedural containment that must be followed.

3. If an aircraft is vectored off the procedure, expect the aircraft to request a return to an IAF.

FIG 4 − 8 − 5 Radius to Fix (RF) and Track to Fix (TF) EXAMPLE − Aircraft 2 cannot be cleared direct to CENTR unless the aircraft is allowed to execute the hold-in-lieu of procedure turn. The intercept angle at that IF/IAF is greater than 90 degrees. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. “Cleared direct CENTR, maintain at or above three thousand until CENTR, cleared RNAV Runway One-Eight approach.” The pilot is expected to proceed direct CENTR and execute the hold-in-lieu of procedure turn.

Aircraft 2 can be cleared direct LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. “Cleared direct LEFTT, NOTE − maintain at or above three thousand until LEFTT, cleared 1. The segment between THIRD and FORTH in FIG RNAV Runway One-Eight Approach.” The pilot does not 4-8-5 is an RF leg.

have to be cleared for a straight-in approach since no 2. The straight segments between waypoints in FIG 4-8-5 hold-in-lieu of procedure turn pattern is depicted at are TF legs.

LEFTT.

j. Where a terminal arrival area (TAA) has been REFERENCE − established to support RNAV approaches, use the FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals Approach Clearance Procedures 4 − 8 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 procedures under subparagraph b above. (See k. When GPS TESTING NOTAMs are published FIG 4 − 8 − 6.) and testing is actually occurring, inform pilots requesting or cleared for a RNAV approach that GPS NOTE − may not be available and request intentions. Do not 1. Aircraft that are within the lateral boundary of a TAA, resume RNAV approach operations until certain that and at or above the TAA minimum altitude, are established GPS interference is no longer a factor or such GPS on the approach and may be issued an approach clearance testing exercise has ceased.

without an altitude restriction.

2. The TAA minimum altitude may be higher than the l. During times when pilots report GPS anomalies, MVA/MIA. If an aircraft is below the TAA minimum request the pilot’s intentions and/or clear that aircraft altitude, it must either be assigned an altitude to maintain for an alternative approach, if available and until established on a segment of a published route or operational. Announce to other aircraft requesting an instrument approach procedure, or climbed to the TAA RNAV approach that GPS is reported unavailable and altitude.

request intentions.

EXAMPLE − REFERENCE − Aircraft 1: The aircraft is at or above the minimum TAA FAAO JO 7110.65, Para 2 − 1 − 10, NAVAID Malfunctions.

FAAO JO 7110.65, Para 4 − 7 − 12, Airport Conditions.

altitude and within the lateral boundary of the TAA.

“Cleared R − NAV Runway One Eight Approach.” m. When clearing an aircraft for an RNAV Aircraft 2: The MVA is 3000 feet and the aircraft is level at approach, and a GPS NOTAM is published (a WAAS 4000 feet. The TAA minimum altitude is 4200 feet. The NOTAM is not issued), both GPS and WAAS may aircraft must be assigned an altitude to maintain until become unavailable. Therefore, when a GPS established on a segment of the approach. “Cross RIGHT at or above three thousand, cleared R − NAV Runway One anomaly is reported, request the pilot’s intentions.

Eight Approach.” NOTE − Aircraft 3: The aircraft is inbound to the CHARR IAF on an WAAS UNAVAILABLE NOTAMs are published to indicate unpublished direct route at 7,000 feet. The minimum IFR a failure of a WAAS system component. Airborne altitude for IFR operations (14 CFR Section 91.177) along GPS/WAAS equipment may revert to GPS − only operation this flight path to the IAF is 5,000 feet. “Cleared direct which satisfies the requirements for basic RNAV (GPS) CHARR, maintain at or above five thousand until entering approaches to the airport of intended landing or filed the TAA, cleared RNAV Runway One − Eight Approach.” alternate airport, if airborne equipment is approved for such operations.

FIG 4 − 8 − 6 Basic “T” and TAA Design 4 − 8 − 2. CLEARANCE LIMIT Issue approach or other clearances, as required, specifying the destination airport as the clearance limit if airport traffic control service is not provided even though this is a repetition of the initial clearance.

PHRASEOLOGY − CLEARED TO (destination) AIRPORT 4 − 8 − 3. RELAYED APPROACH CLEARANCE TERMINAL Include the weather report, when it is required and available, when an approach clearance is relayed through a communication station other than an air carrier company radio. You may do this by telling the station to issue current weather.

Approach Clearance Procedures 4 − 8 − 6 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT 4 − 8 − 4. ALTITUDE ASSIGNMENT FOR BASE/DOWNWIND TO RUNWAY (number).

MILITARY HIGH ALTITUDE INSTRUMENT APPROACHES NOTE − Where standard instrument approach procedures (SIAPs) Altitudes above those shown on the high altitude authorize circling approaches, they provide a basic instrument approach procedures chart may be minimum of 300 feet of obstacle clearance at the MDA specified when required for separation. within the circling area considered. The dimensions of these areas, expressed in distances from the runways, vary NOTE − for the different approach categories of aircraft. In some To preclude the possibility of aircraft exceeding cases a SIAP may otherwise restrict circling approach rate-of-descent or airspeed limitations, the maximum maneuvers.

altitudes which may be assigned for any portion of the high c. Do not issue clearances, such as “extend altitude instrument approach procedure will be determined through coordination between the ATC facility concerned downwind leg,” which might cause an aircraft to and the military authority which originated the high exceed the circling approach area distance from the altitude instrument approach procedure.

runways within which required circling approach REFERENCE − obstacle clearance is assured.

FAAO JO 7110.65, Para 4 − 7 − 5, Military Turbojet En Route Descent.

4 − 8 − 7. SIDE − STEP MANEUVER 4 − 8 − 5. SPECIFYING ALTITUDE TERMINAL Specify in the approach clearance the altitude shown Side-step Maneuver. When authorized by an instru- in the approach procedures when adherence to that ment approach procedure, you may clear an aircraft altitude is required for separation. When vertical for an approach to one runway and inform the aircraft separation will be provided from other aircraft by that landing will be made on a parallel runway.

pilot adherence to the prescribed maximum, EXAMPLE − minimum, or mandatory altitudes, the controller may “Cleared I − L − S Runway seven left approach. Side-step to omit specifying the altitude in the approach runway seven right.” clearance.

NOTE − NOTE − Side-step maneuvers require higher weather minima/ Use FAA or NGA instrument approach procedures charts MDA. These higher minima/MDA are published on the appropriate for the aircraft executing the approach.

instrument approach charts.

REFERENCE − FAAO JO 7110.65, Para 3 − 3 − 2, Closed/Unsafe Runway Information.

4 − 8 − 6. CIRCLING APPROACH P/CG Term − Side − step Maneuver.

a. Circling approach instructions may only be 4 − 8 − 8. COMMUNICATIONS RELEASE given for aircraft landing at airports with operational control towers. If an IFR aircraft intends to land at an airport not served by a tower or FSS, approve a change to the b. Include in the approach clearance instructions advisory service frequency when you no longer to circle to the runway in use if landing will be made require direct communications.

on a runway other than that aligned with the direction PHRASEOLOGY − of instrument approach. When the direction of the CHANGE TO ADVISORY FREQUENCY APPROVED.

circling maneuver in relation to the airport/runway is NOTE − required, state the direction (eight cardinal compass An expeditious frequency change permits the aircraft to points) and specify a left or right base/downwind leg receive timely local airport traffic information in as appropriate.

accordance with AC 90 − 42, Traffic Advisory Practices at PHRASEOLOGY − Airports Without Operating Control Towers.

CIRCLE TO RUNWAY (number), 4 − 8 − 9. MISSED APPROACH or Except in the case of a VFR aircraft practicing an instrument approach, an approach clearance automat- CIRCLE (direction using eight cardinal compass points) Approach Clearance Procedures 4 − 8 − 7 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 ically authorizes the aircraft to execute the missed f. Applicable notations on instrument approach approach procedure depicted for the instrument charts which levy on the pilot the responsibility to approach being flown. An alternate missed approach comply with or act on an instruction; for example, procedure as published on the appropriate FAA “Straight-in minima not authorized at night,” Form 8260 or appropriate military form may be “Procedure not authorized when glideslope/glidepath assigned when necessary. Once an aircraft com- not used,” “Use of procedure limited to aircraft mences a missed approach, it may be radar vectored. authorized to use airport,” “Procedure not authorized at night,” or a Snowflake icon indicating mandatory NOTE − cold temperature compensation.

1. Alternate missed approach procedures are published on the appropriate FAA Form 8260 or appropriate military REFERENCE − AIM, Paragraph 5-1-17, Cold Temperature Operations form and require a detailed clearance when they are issued AIM, Paragraph 5-5-4, Instrument Approach to the pilot.

AIM, Paragraph 5-5-5, Missed Approach 2. In the event of a missed approach involving a turn, unless otherwise cleared, the pilot will proceed to the 4 − 8 − 11. PRACTICE APPROACHES missed approach point before starting that turn.

3. Pilots must advise ATC when intending to apply cold Except for military aircraft operating at military temperature compensation and of the amount of airfields, ensure that neither VFR nor IFR practice compensation required. Pilots will not apply altitude approaches disrupt the flow of other arriving and compensation, unless authorized, when assigned an departing IFR or VFR aircraft. Authorize, withdraw altitude if provided an initial heading to fly or radar vectors authorization, or refuse to authorize practice in lieu of published missed approach procedures.

approaches as traffic conditions require. Normally, Consideration should be given to vectoring aircraft at or approaches in progress should not be terminated.

above the requested compensating altitude if possible.

NOTE − REFERENCE − The priority afforded other aircraft over practice FAAO JO 7110.65, Para 4 − 8 − 11, Practice Approaches.

instrument approaches is not intended to be so rigidly FAAO JO 7110.65, Para 5 − 6 − 3, Vectors Below Minimum Altitude.

FAAO JO 7110.65, Para 5 − 8 − 3, Successive or Simultaneous applied that it causes grossly inefficient application of Departures.

services.

FAAO 8260.19, Flight Procedures and Airspace, Paras 404 and 815.

FAAO 8260.3, United States Standard for Terminal Instrument a. Separation.

Procedures (TERPS), Paras 275, 278, 943, 957, and 997.

AIM, Paragraph 5-5-5, Missed Approach 1. IFR aircraft practicing instrument ap- proaches must be afforded approved separation in 4 − 8 − 10. APPROACH INFORMATION accordance with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and Chapter 7 minima until: Specify the following in the approach clearance when the pilot says he/she is unfamiliar with the procedure: (a) The aircraft lands, and the flight is terminated, or a. Initial approach altitude.

(b) The pilot cancels the flight plan.

b. Direction and distance from the holding fix within which procedure turn is to be completed. 2. Where procedures require application of IFR separation to VFR aircraft practicing instrument c. Altitude at which the procedure turn is to be approaches, IFR separation in accordance with made.

Chapter 3, Chapter 4, Chapter 5, Chapter 6, and Chapter 7 must be provided. Controller responsibility d. Final approach course and altitude.

for separation begins at the point where the approach e. Missed approach procedures if considered clearance becomes effective. Except for super or necessary.

heavy aircraft, 500 feet vertical separation may be applied between VFR aircraft and between a VFR PHRASEOLOGY − INITIAL APPROACH AT (altitude), PROCEDURE TURN and an IFR aircraft.

AT (altitude), (number) MINUTES/MILES (direction), REFERENCE − FINAL APPROACH ON (name of NAVAID) (specified) FAAO JO 7210.3, Para 6 − 4 − 4, Practice Instrument Approaches.

COURSE/RADIAL/AZIMUTH AT (altitude). FAAO JO 7210.3, Para 10 − 4 − 5, Practice Instrument Approaches.

Approach Clearance Procedures 4 − 8 − 8 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 REFERENCE − 3. Where separation services are not provided to FAAO JO 7110.65, Para 4 − 8 − 9, Missed Approach.

VFR aircraft practicing instrument approaches, the 2. VFR aircraft are not automatically authorized controller must; to execute the missed approach procedure. This (a) Instruct the pilot to maintain VFR.

authorization must be specifically requested by the pilot and approved by the controller. When a missed (b) Advise the pilot that separation services approach has been approved, separation must be are not provided.

provided throughout the missed approach.

PHRASEOLOGY − REFERENCE − “(Aircraft identification) MAINTAIN VFR, PRACTICE FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

APPROACH APPROVED, NO SEPARATION SERVICES PROVIDED.” 4 − 8 − 12. LOW APPROACH AND TOUCH- (c) Provide traffic information or advise the AND-GO pilot to contact the appropriate facility.

Consider an aircraft cleared for a touch-and-go, low approach, or practice approach as an arriving aircraft 4. If an altitude is assigned, including at or until that aircraft touches down or crosses the landing above/below altitudes, the altitude specified must threshold; thereafter, consider the aircraft as a meet MVA, minimum safe altitude, or minimum IFR departing aircraft. Before the aircraft begins its final altitude criteria.

descent, issue the appropriate departure instructions REFERENCE − the pilot is to follow upon completion of the approach FAAO JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

(in accordance with para 4 − 3 − 2, Departure 5. All VFR aircraft must be instructed to Clearances). Climb-out instructions must include a maintain VFR on initial contact or as soon as possible specific heading or a route of flight and altitude, thereafter.

except when the aircraft will maintain VFR and contact the tower.

NOTE − This advisory is intended to remind the pilot that even EXAMPLE − though ATC is providing IFR-type instructions, the pilot is “After completing low approach, climb and maintain six responsible for compliance with the applicable parts of the thousand. Turn right, heading three six zero.” CFR governing VFR flight.

“Maintain VFR, contact tower.” b. Missed Approaches.

1. Unless alternate instructions have been (Issue other instructions as appropriate.)

issued, IFR aircraft are automatically authorized to NOTE − execute the missed approach depicted for the Climb-out instructions may be omitted after the first instrument approach being flown. approach if instructions remain the same.

Approach Clearance Procedures 4 − 8 − 9

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Chapter 5. Radar

Section 1. General

5 − 1 − 1. PRESENTATION AND EQUIPMENT 5 − 1 − 3. ATC SURVEILLANCE SOURCE USE PERFORMANCE Use approved ATC Surveillance Sources.

Provide radar service only if you are personally REFERENCE − FAAO JO 7110.65, Para 5 − 1 − 4, Beacon Range Accuracy.

satisfied that the radar presentation and equipment FAAO JO 7110.65, Para 5 − 2 − 16, Inoperative or Malfunctioning performance is adequate for the service being Interrogator.

provided.

a. Secondary radar may be used as the sole display NOTE − source as follows: The provision of radar service is not limited to the distance 1. In Class A airspace.

and altitude parameters obtained during the commission- REFERENCE − ing flight check.

FAAO JO 7110.65, Para 5 − 2 − 17, Failed Transponder in Class A Airspace.

14 CFR Section 91.135, Operations in Class A Airspace.

5 − 1 − 2. ALIGNMENT ACCURACY CHECK 2. Outside Class A airspace, or where mix of Class A airspace/non − Class A airspace exists, only TERMINAL when: a. At locations not equipped with Digital Terminal (a) Additional coverage is provided by Automation Systems (DTAS), during relief briefing, secondary radar beyond that of the primary radar, or or as soon as possible after assuming responsibility for a control position, check the operating equipment (b) The primary radar is temporarily unusable for alignment accuracy and display acceptability.

or out of service. Advise pilots when these conditions Recheck periodically throughout the watch.

exist, or REFERENCE − PHRASEOLOGY − FAA Order JO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, PRIMARY RADAR UNAVAILABLE (describe location).

and Chapter 11.

RADAR SERVICES AVAILABLE ON TRANSPONDER Comparable Military Directives.

EQUIPPED AIRCRAFT ONLY.

1. Check the alignment of the radar video NOTE − display by assuring that the video/digital map or 1. Advisory may be omitted when provided on ATIS and overlay is properly aligned with a permanent target of pilot indicates having ATIS information.

known range and azimuth on the radar display. Where 2. This provision is to authorize secondary radar only possible, check one permanent target per quadrant.

operations where there is no primary radar available and the condition is temporary.

2. Accuracy of the radar video display must be verified for digitized radar systems by using the (c) A secondary radar system is the only moving target indicator (MTI) reflectors, fixed source of radar data for the area of service. When the location beacon transponders (Parrots), beacon system is used for separation, beacon range accuracy real − time quality control (RTQC) symbols or is assured, as provided in para 5 − 1 − 4, Beacon Range calibration performance monitor equipment (CPME) Accuracy. TERMINAL. Advise pilots when these beacon targets. conditions exist.

REFERENCE − NOTE − FAA Order JO 7210.3, Para 3 − 7 − 1, Tolerance for Radar Fix Accuracy.

Advisory may be omitted when provided on ATIS or by other appropriate notice to pilots.

3. Digital Terminal Automation Systems (DTAS) conduct continuous self − monitoring of b. TERMINAL. Do not use secondary radar only alignment accuracy; therefore, controller alignment to conduct surveillance (ASR) final approaches checks are not required. unless an emergency exists and the pilot concurs.

General 5 − 1 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 c. All procedures and requirements relating to 5 − 1 − 5. ELECTRONIC ATTACK (EA) ATC services using secondary radar targets apply to ACTIVITY ATC services provided to targets derived from a. Refer all EA activity requests to the appropriate ADS-B and WAM.

center supervisor.

NOTE − REFERENCE − Targets derived from ADS-B and/or WAM cannot be used FAAO JO 7610.4, Chapter 2, Section 7, Electronic Attack (EA) and Testing Coordination.

to provide 3NM separation in the EAS. 3NM targets are not derived from ADS-B and/or WAM within the EAS.

NOTE − EA activity can subsequently result in a request to apply REFERENCE − JO 7110.65, Para4-1-2, Exceptions.

EA videos to the radar system which may necessitate the JO 7110.65, Para 4-4-2, Route Structure Transitions decertification of the narrowband search radar. The JO 7110.65, Para 5-5-1, Application Systems Engineer should be consulted concerning the JO 7110.65, Para 6-5-4, Minima Along Other Than Established effect of EA on the operational use of the narrowband radar Airways or Routes JO 7110.65, Chapter 6, Nonradar prior to approving/disapproving requests to conduct JO 7110.65, Para 5-5-4, Minima EA activity.

JO 7210.3 3-6-2 ATC Surveillance Source Use b. When EA activity interferes with the opera- tional use of radar: 5 − 1 − 4. BEACON RANGE ACCURACY 1. EN ROUTE. Request the responsible mili- a. You may use beacon targets for separation tary unit or aircraft, if initial request was received purposes if beacon range accuracy is verified by one directly from pilot, to suspend the activity.

of the following methods: 2. TERMINAL. Request suspension of the NOTE − activity through the ARTCC. If immediate cessation 1. The check for verification of beacon range accuracy of the activity is required, broadcast the request accomplished by correlation of beacon and primary radar directly to the EA aircraft on the emergency targets of the same aircraft is not a check of display frequency. Notify the ARTCC of direct broadcast as accuracy. Therefore, it is not necessary that it be done using soon as possible.

the same display with which separation is being provided, nor the same targets being separated.

c. When previously suspended activity will no 2. Narrowband and Full Digital Automation Systems: longer interfere: Technical operations personnel verify beacon range 1. EN ROUTE. Inform the NORAD unit or accuracy for automated narrowband display equipment aircraft that it may be resumed.

and Full Digital Terminal Automation Systems. Con- sequently, further verification by the controller is 2. TERMINAL. Inform the ARTCC or aircraft unnecessary.

that it may be resumed. Obtain approval from the ARTCC prior to broadcasting a resume clearance 1. Correlate beacon and primary targets of the directly to the aircraft.

same aircraft (not necessarily the one being provided separation) to assure that they coincide.

d. In each stop request, include your facility name, type of EA activity (chaff dispensing − 2. When beacon and primary targets of the same “stream”/“burst” or electronic jamming − “buzzer”), aircraft do not coincide, correlate them to assure that radar band affected and, when feasible, expected any beacon displacement agrees with the specified duration of suspension.

distance and direction for that particular radar PHRASEOLOGY − system.

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 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 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.

3. Presidential aircraft regardless of altitude.

1. Separating identified aircraft targets.

b. Issue traffic information to those aircraft listed 2. Vectoring aircraft to intercept a PAR final in subpara a whose targets appear likely to merge approach course.

unless the aircraft are separated by more than the 3. Providing radar service in areas that ensure no appropriate vertical separation minima.

confliction with traffic on airways, other ATC areas EXAMPLE − of jurisdiction, restricted or prohibited areas, terrain, “Traffic twelve o’clock, seven miles, eastbound, MD − 80, at etc.

one seven thousand.” b. EN ROUTE. When the position symbol “United Sixteen and American Twenty-five, traffic associated with the data block falls more than one twelve o’clock, one zero miles, opposite direction, history behind the actual aircraft target or there is no eastbound seven twenty seven at flight level three three target symbol displayed, the Mode C information in zero, westbound MD − Eighty at flight level three one zero.” the data block must not be used for the purpose of c. When both aircraft in subpara b are in RVSM determining separation.

airspace, and vertically separated by 1,000 feet, if either pilot reports they are unable to maintain RVSM c. Report radar malfunctions immediately for due to turbulence or mountain wave, vector either corrective action and for dispatch of a Notice to aircraft to avoid merging with the target of the other Airmen. Advise adjacent ATC facilities when aircraft.

appropriate.

EXAMPLE − REFERENCE − “Delta One Twenty Three, fly heading two niner zero, FAAO JO 7110.65, Para 2 − 1 − 9, Reporting Essential Flight Information.

vector for traffic. Traffic twelve o’clock, one zero miles, FAAO JO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, and opposite direction, MD − 80 eastbound at flight level three Chapter 11 Section 2.

two zero.” d. If the pilot requests, vector his/her aircraft to 5 − 1 − 7. ELECTRONIC CURSOR avoid merging with the target of previously issued traffic.

TERMINAL NOTE − Aircraft closure rates are so rapid that when applying a. An electronic cursor may be used to aid in merging target procedures, controller issuance of traffic identifying and vectoring an aircraft and to give finer must be commenced in ample time for the pilot to decide if delineation to a video map. Do not use it as a a vector is necessary.

substitute for a video map or map overlay; e.g., to form intersections, airway boundaries, final approach e. If unable to provide vector service, inform the courses, etc. pilot.

General 5 − 1 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 NOTE − 5 − 1 − 12. POSITION REPORTING The phraseology “Unable RVSM due turbulence (or If necessary, you may request an aircraft to provide an mountain wave)” is only intended for severe turbulence or estimate or report over a specific fix. After an aircraft other weather encounters with altitude deviations of receives the statement “radar contact” from ATC, it approximately 200 feet or more.

discontinues reporting over compulsory reporting points. It resumes normal position reporting when 5 − 1 − 9. HOLDING PATTERN ATC informs it “radar contact lost” or “radar service SURVEILLANCE terminated.” Provide radar surveillance of outer fix holding pattern REFERENCE − P/CG Term − Radar Contact.

airspace areas, or any portions thereof, shown on your radar scope (displayed on the video map or scribed on a. When required, inform an aircraft of its position the map overlay) whenever aircraft are holding there.

with respect to a fix or airway.

Attempt to detect any aircraft that stray outside the PHRASEOLOGY − area. If you detect an aircraft straying outside the area, OVER/PASSING (fix).

assist it to return to the assigned airspace.

(Number of miles) MILES FROM (fix).

5 − 1 − 10. DEVIATION ADVISORIES (Number of miles) MILES (direction) OF (fix, airway, or location).

Inform an aircraft when it is observed in a position and on a track which will obviously cause the aircraft CROSSING/JOINING/DEPARTING (airway or route).

to deviate from its protected airspace area. If necessary, help the aircraft to return to the assigned INTERCEPTING/CROSSING (name of NAVAID) protected airspace.

(specified) RADIAL.

NOTE − 1. RNAV ATS routes have a width of 8 miles and laterally 5 − 1 − 13. RADAR SERVICE TERMINATION protected airspace of 4 miles on each side of the route a. Inform aircraft when radar service is centerline terminated.

2. Navigation system performance requirements for operations on RNAV ATS routes require the aircraft system PHRASEOLOGY − RADAR SERVICE TERMINATED (nonradar routing if be capable of remaining within 2 miles of the route required).

centerline. Aircraft approaching this limit may be experiencing a navigation system error or failure.

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 − FAAO 7400.2, Para 20-5-3. Lateral Protected Airspace Criteria for 1. Termination of radar monitoring when conducting RNAV En Route Segments simultaneous ILS approaches is prescribed in Para 5 − 9 − 7, AC90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Simultaneous Independent Approaches − Dual & Triple.

Operations, Para 8a. Navigation System Accuracy 2. Termination of radar monitoring where PAR equipment is used to monitor approaches is prescribed in 5 − 1 − 11. RADAR FIX POSTING para 5 − 13 − 3, Monitor Information.

EN ROUTE 1. An aircraft cancels its IFR flight plan, except within Class B airspace, Class C airspace, TRSA, or A controller is required to manually record at least where basic radar service is provided.

once the observed or reported time over a fix for each controlled aircraft in their sector of responsibility 2. An aircraft conducting an instrument, visual, only when the flight progress recording components or contact approach has landed or has been instructed of the EAS FDP are not operational.

to change to advisory frequency.

REFERENCE − 3. At tower-controlled airports where radar FAAO JO 7210.3, Para 6 − 1 − 6, Flight Progress Strip Usage.

coverage does not exist to within / mile of the end FAAO JO 7210.3, Para 10 − 1 − 8, Flight Progress Strip Usage.

General 5 − 1 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 of the runway, arriving aircraft must be informed 5. TERMINAL. An aircraft completes a radar when radar service is terminated. approach.

REFERENCE − REFERENCE − FAAO JO 7210.3, Para 10 − 5 − 6, Radar Tolerances.

FAAO JO 7110.65, Para 7 − 6 − 12, Service Provided When Tower is Inoperative.

4. TERMINAL. An arriving VFR aircraft re- ceiving radar service to a tower-controlled airport within Class B airspace, Class C airspace, TRSA, or where basic radar service is provided has landed, or to all other airports, is instructed to change to tower or advisory frequency.

General 5 − 1 − 5

JO 7110.65W 12/10/15

Section 2. Beacon Systems

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

whose flight plan will terminate in another facility’s area, cancels ATC service or does not activate the flight plan, 1. Mode 3/A is designated as the common ensure that appropriate action is taken to remove strips (RS military/civil mode for air traffic control use.

message) on that aircraft.

2. Make radar beacon code assignments to only b. Make handoffs to other positions/sectors on the Mode 3/A transponder-equipped aircraft.

computer-assigned code.

b. Unless otherwise specified in a directive or a c. Coastal facilities accepting “over” traffic that letter of agreement, make code assignments to will subsequently be handed-off to an oceanic departing, en route, and arrival aircraft in accordance ARTCC must reassign a new discrete beacon code to with the procedures specified in this section for the an aircraft when it first enters the receiving facility’s radar beacon code environment in which you are airspace. The code reassignment must be accom- providing ATC service. Give first preference to the plished by inputting an appropriate message into the use of discrete beacon codes.

computer and issued to the pilot while operating in the first sector/position in the receiving facility’s PHRASEOLOGY − airspace.

SQUAWK THREE/ALFA (code), NOTE − or Per an agreement between FAA and the Department of Defense, 17 Code subsets in the NBCAP have been SQUAWK (code).

reserved for exclusive military use outside NBCAP NOTE − airspace. To maximize the use of these subsets, they have been allocated to ARTCC’s underlying NBCAP airspace A code environment is determined by an operating position’s/sector’s equipment capability to decode radar that do not abut an oceanic ARTCC’s area. To preclude a beacon targets using either the first and second or all potential situation where two aircraft might be in the same airspace at the same time on the same discrete code, it is four digits of a beacon code.

necessary to reassign an aircraft another code as specified REFERENCE − in subpara c.

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 7110.65W 12/10/15 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 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 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 PHRASEOLOGY − ATC.

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

aircraft, except military turbojet aircraft as specified REFERENCE − FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

in para 4 − 7 − 4, Radio Frequency and Radar Beacon Changes for Military Aircraft: c. The following must be accomplished on a Mode C equipped VFR aircraft which is in NOTE − emergency but no longer requires the assignment of FL 180 may be used in lieu of FL 240 where the base of Code 7700 : Class A airspace and the base of the operating sector are at FL 180, and for inter-facility handoff the receiving 1. TERMINAL. Assign a beacon code that will sector is also stratified at FL 180.

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 must be made to ensure en route MSAW (EMSAW) 2. Code 1500 may be assigned for descents into alarm processing.

and while within the strata below FL 240, or with prior coordination the specific code utilized by the destination controller, or the code currently assigned 5 − 2 − 8. RADIO FAILURE when descent clearance is issued.

When you observe a Code 7600 display, apply the 3. The applicable en route code for the holding procedures in para 10 − 4 − 4, Communications Failure.

altitude if holding is necessary before entering the NOTE − terminal area and the appropriate code in subparas 1 Should a transponder-equipped aircraft experience a loss or 2.

of two-way radio communications capability, the pilot can be expected to adjust his/her transponder to Code 7600 .

REFERENCE − FAAO JO 7110.65, Para 4 − 2 − 8 , IFR-VFR and VFR-IFR Flights.

REFERENCE − FAAO JO 7110.65, Para 5 − 2 − 3 , Nondiscrete Environment.

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

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

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

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

5 − 2 − 9. UNMANNED AIRCRAFT SYSTEMS (UAS) LOST LINK 5 − 2 − 7. EMERGENCY CODE ASSIGNMENT Code 7400 may be displayed by unmanned aircraft systems (UAS) when the control link between the Assign codes to emergency aircraft as follows: aircraft and the pilot is lost. Lost link procedures are a. Code 7700 when the pilot declares an programmed into the flight management system and emergency and the aircraft is not radar identified. associated with the flight plan being flown.

Beacon Systems 5 − 2 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 When you observe a Code 7400 display, do the 1. If the aircraft is outside of your area of following: responsibility and an operational benefit will be gained by retaining the aircraft on your frequency for a. Determine the lost link procedure, as outlined in the purpose of providing services, ensure that the Special Airworthiness Certificate or Certificate of coordination has been effected: Waiver or Authorization (COA).

(a) As soon as possible after positive b. Coordinate, as required, to allow UAS to identification, and execute the lost link procedure.

(b) Prior to issuing a control instruction or c. Advise Front Line Manager (FLM), when providing a service other than a safety alert/traffic feasible, so the event can be documented.

advisory.

NOTE − d. If you observe or are informed by the PIC that Safety alerts/traffic advisories may be issued to an aircraft the UAS is deviating from the programmed Lost Link prior to coordination if an imminent situation may be procedure, or is encountering another anomaly, treat averted by such action. Coordination should be effected as the situation in accordance with FAA Order soon as possible thereafter.

J0 7110.65 Chapter 10, Section 1,Para 10 − 1 − 1(c).

b. Instruct IFR aircraft which cancel an IFR flight NOTE − plan and are not requesting radar advisory service and 1. The available lost link procedure should, at a minimum, VFR aircraft for which radar advisory service is being include lost link route of flight, lost link orbit points, lost terminated to squawk the VFR code.

link altitudes, communications procedures and preplanned flight termination points if the event recovery of the UAS is PHRASEOLOGY − deemed unfeasible.

SQUAWK VFR.

2. Each lost link procedure may differ and is dependent or upon airframe and operation. These items are contained in the flight’s Certificate of Authorization or Waiver (COA) SQUAWK 1200.

and must be made available to ATC personnel in their NOTE − simplest form at positions responsible for Unmanned 1. Aircraft not in contact with an ATC facility may squawk Aircraft (UAs).

1255 in lieu of 1200 while en route to/from or within the 3. Some UA airframes (Global Hawk) will not be designated fire fighting area(s).

programmed upon the NAS Automation roll out to squawk 2. VFR aircraft which fly authorized SAR missions for the 7400. These airframes will continue to squawk 7600 should USAF or USCG may be advised to squawk 1277 in lieu of a lost link occur. The ATC Specialist must apply the same 1200 while en route to/from or within the designated search procedures described above.

area.

3. Gliders not in contact with an ATC facility should 5 − 2 − 10. VFR CODE ASSIGNMENTS squawk 1202 in lieu of 1200. Gliders operate under some flight and maneuvering limitations. They may go from a. For VFR aircraft receiving radar advisories, essentially stationary targets while climbing and thermal- assign an appropriate function code or computer- ing to moving targets very quickly. They can be expected to assigned code for the code environment in which you make radical changes in flight direction to find lift and are providing service.

cannot hold altitude in a response to an ATC request.

Gliders may congregate together for short periods of time NOTE − to climb together in thermals and may cruise together in 1. Para 5 − 2 − 2 , Discrete Environment; para 5 − 2 − 3 , loose formations while traveling between thermals.

Nondiscrete Environment, and para 5 − 2 − 4, Mixed Environment, specify code assignment procedures to REFERENCE − FAAO 7110.66, National Beacon Code Allocation Plan.

follow for the three code environments.

c. When an aircraft changes from VFR to IFR, the 2. Para 5 − 2 − 6 , Function Code Assignments, specifies the controller must assign a beacon code to Mode C function code allocation from which an appropriate code equipped aircraft that will allow MSAW alarms.

for the aircraft indicated in subpara a should be selected.

In the terminal environment, additional function codes may REFERENCE − be authorized by the appropriate service area office. FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

Beacon Systems 5 − 2 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 5 − 2 − 11. BEACON CODE FOR PRESSURE 5 − 2 − 13. STANDBY OR LOW SENSITIVITY SUIT FLIGHTS AND FLIGHTS ABOVE OPERATION FL 600 You may instruct an aircraft operating on an assigned code to change transponder to “standby” or “low a. Mode 3/A, Code 4400 , and discrete Codes sensitivity” position: 4440 through 4465 are reserved for use by R − 71, F − 12, U − 2, B − 57, pressure suit flights, and aircraft NOTE − operations above FL 600.

National standards no longer require improved transpon- der to be equipped with the low sensitivity feature.

NOTE − Therefore, aircraft with late model transponders will be The specific allocation of the special use codes in unable to respond to a request to “squawk low.” subset 4400 is in FAAO 7110.66, National Beacon Code Allocation Plan.

a. When approximately 15 miles from its destination and you no longer desire operation of the b. Ensure that aircraft remain on Code 4400 or one transponder.

of the special use discrete codes in the 4400 subset if filed as part of the flight plan. Except when b. When necessary to reduce clutter in a unforeseen events, such as weather deviations, multi-target area, or to reduce “ring-around” or other equipment failure, etc., cause more than one aircraft phenomena, provided you instruct the aircraft to with same Mode 3/A discrete beacon codes to be in return to “normal sensitivity” position as soon as the same or adjacent ARTCC’s airspace at the same possible thereafter.

time, a controller may request the pilot to make a code PHRASEOLOGY − change, squawk standby, or to stop squawk as SQUAWK STANDBY, appropriate.

or NOTE − Due to the inaccessibility of certain equipment to the flight SQUAWK LOW/NORMAL.

crews, Code 4400 or a discrete code from the 4400 subset REFERENCE − is preset on the ground and will be used throughout the FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

flight profile including operations below FL 600.

Controllers should be cognizant that not all aircraft may be 5 − 2 − 14. CODE MONITOR able to accept the transponder changes identified in the exception. Emergency Code 7700, however, can be Continuously monitor the Mode 3/A radar beacon activated.

codes assigned for use by aircraft operating within REFERENCE − your area of responsibility when nonautomated FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

beacon decoding equipment (e.g., 10 − channel decoder) is used to display the target symbol.

5 − 2 − 12. AIR DEFENSE EXERCISE BEACON REFERENCE − CODE ASSIGNMENT FAAO JO 7110.65, Para 5 − 2 − 6 , Function Code Assignments.

EN ROUTE NOTE − In addition to alphanumeric and control symbology Ensure exercise FAKER aircraft remain on the processing enhancements, the MEARTS and STARS exercise flight plan filed discrete beacon code.

systems are equipped with automatic beacon decoders.

Therefore, in facilities where the automatic beacon NOTE − 1. NORAD will ensure exercise FAKER aircraft flight decoders are providing the control slash video, there is no requirement to have the non − automated decoding plans are filed containing discrete beacon codes from the Department of Defense code allocation specified in FAA equipment operating simultaneously.

Order JO 7610.4, Special Operations, Appendix 6.

REFERENCE − FAAO JO 7210.3, Para 3 − 7 − 4, Monitoring of Mode 3/A Radar Beacon 2. NORAD will ensure that those FAKER aircraft assigned Codes.

the same discrete beacon code are not flight planned in the a. This includes the appropriate IFR code actually same or any adjacent ARTCC’s airspace at the same time.

assigned and, additionally, Code 1200 , Code 1202, (Simultaneous assignment of codes will only occur when Code 1255 , and Code 1277 unless your area of operational requirements necessitate.)

responsibility includes only Class A airspace. During REFERENCE − periods when ring-around or excessive VFR target FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

Beacon Systems 5 − 2 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 REFERENCE − presentations derogate the separation of IFR traffic, FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

the monitoring of VFR Code 1200 , Code 1202, Code 1255 , and Code 1277 may be temporarily discontin- 5 − 2 − 16. INOPERATIVE OR ued.

MALFUNCTIONING INTERROGATOR b. Positions of operation which contain a Inform aircraft concerned when the ground interro- restricted or warning area or VR route within or gator appears to be inoperative or malfunctioning.

immediately adjacent to their area of jurisdiction must monitor Code 4000 and any other code used in PHRASEOLOGY − (Name of facility or control function) BEACON lieu of 4000 within the warning/restricted area or INTERROGATOR INOPERATIVE/MALFUNCTIONING.

VR route. If by local coordination with the REFERENCE − restricted/warning area or VR route user a code other FAAO JO 7110.65, Para 5 − 1 − 3 , Radar Use.

than 4000 is to be exclusively used, then this code FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

must be monitored.

5 − 2 − 17. FAILED TRANSPONDER IN CLASS c. If a normally assigned beacon code disappears, check for a response on the following codes in the A AIRSPACE order listed and take appropriate action: Disapprove a request or withdraw previously issued NOTE − approval to operate in Class A airspace with a failed When Codes 7500 and/or 7600 have been preselected, it transponder solely on the basis of traffic conditions or will be necessary for the ID − SEL − OFF switches for these other operational factors.

codes to be left in the off position so that beacon target for REFERENCE − an aircraft changing to one of these codes will disappear, FAAO JO 7110.65, Para 5 − 1 − 3 , Radar Use.

thereby alerting the controller to make the check. This FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

check will not be required if automatic alerting capability exists.

5 − 2 − 18. VALIDATION OF MODE C 1. Code 7500 (hijack code).

READOUT REFERENCE − Ensure that Mode C altitude readouts are valid after FAAO JO 7110.65, Para 10 − 2 − 6 , Hijacked Aircraft.

accepting an interfacility handoff, initial track start, 2. Code 7600 (loss of radio communications track start from coast/suspend tabular list, missing, or code).

unreasonable Mode C readouts. When an X is displayed adjacent to the Mode C, the Mode C 5 − 2 − 15. FAILURE TO DISPLAY ASSIGNED altitude readout must be validated after the X is no BEACON CODE OR INOPERATIVE/ longer displayed in the data block. (CTRD equipped MALFUNCTIONING TRANSPONDER tower cabs are not required to validate Mode C readouts after receiving interfacility handoffs from a. Inform an aircraft with an operable transponder TRACONs according to the procedures in Para 5-4-3, that the assigned beacon code is not being displayed.

Methods, subpara a4.)

PHRASEOLOGY − a. Consider an altitude readout valid when: (Identification) RESET TRANSPONDER, SQUAWK (appropriate code).

1. It varies less than 300 feet from the pilot b. Inform an aircraft when its transponder appears reported altitude, or to be inoperative or malfunctioning.

PHRASEOLOGY − (If aircraft is known to be operating below the lowest PHRASEOLOGY − useable flight level), (Identification) YOUR TRANSPONDER APPEARS INOPERATIVE/MALFUNCTIONING, RESET, SQUAWK SAY ALTITUDE.

(appropriate code).

c. Ensure that the subsequent control position in or the facility or the next facility, as applicable, is notified when an aircraft transponder is malfunction- (If aircraft is known to be operating at or above the lowest ing/inoperative.

useable flight level), Beacon Systems 5 − 2 − 6 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 PHRASEOLOGY − SAY FLIGHT LEVEL. VERIFY USING TWO NINER NINER TWO AS YOUR ALTIMETER SETTING.

2. You receive a continuous readout from an aircraft on the airport and the readout varies by less (If aircraft is known to be operating at or above the lowest useable flight level), than 300 feet from the field elevation, or NOTE − VERIFY FLIGHT LEVEL.

A continuous readout exists only when the altitude filter 2. If the Mode C readout continues to be invalid: limits are set to include the field elevation.

(a) Instruct the pilot to turn off the altitude- REFERENCE − reporting part of his/her transponder and include the FAAO JO 7110.65, Para 5 − 2 − 24 , Altitude Filters.

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

reason; and FAAO JO 7210.3, Para 11 − 2 − 3 , Display Data.

(b) Notify the operational supervisor-in- 3. You have correlated the altitude information charge of the aircraft call sign.

in your data block with the validated information in PHRASEOLOGY − a data block generated in another facility (by verbally STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY coordinating with the other controller) and your (number of feet) FEET.

readout is exactly the same as the readout in the other e. Whenever possible, inhibit altitude readouts on data block.

all consoles when a malfunction of the ground equipment causes repeated invalid readouts.

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

5 − 2 − 19. ALTITUDE CONFIRMATION − MODE C c. Whenever you observe an invalid Mode C readout below FL 180: Request a pilot to confirm assigned altitude on initial contact unless: 1. Issue the correct altimeter setting and confirm NOTE − the pilot has accurately reported the altitude.

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

PHRASEOLOGY − (Location) ALTIMETER (appropriate altimeter), VERIFY a. The pilot states the assigned altitude, or ALTITUDE.

b. You assign a new altitude to a climbing or a descending aircraft, or 2. If the altitude readout continues to be invalid: c. The Mode C readout is valid and indicates that (a) Instruct the pilot to turn off the altitude- the aircraft is established at the assigned altitude, or reporting part of his/her transponder and include the d. TERMINAL. The aircraft was transferred to reason; and you from another sector/position within your facility (intrafacility).

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

PHRASEOLOGY − (In level flight situations),VERIFY AT (altitude/flight PHRASEOLOGY − level).

STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY (number of feet) FEET.

(In climbing/descending situations), d. Whenever you observe an invalid Mode C (if aircraft has been assigned an altitude below the lowest readout at or above FL 180, unless the aircraft is useable flight level), descending below Class A airspace: VERIFY ASSIGNED ALTITUDE (altitude).

1. Verify 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 − 7 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 (If aircraft has been assigned a flight level at or above the PHRASEOLOGY − lowest useable flight level), SQUAWK ALTITUDE, VERIFY ASSIGNED FLIGHT LEVEL (flight level). or REFERENCE − STOP ALTITUDE SQUAWK.

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

NOTE − Controllers should be aware that not all aircraft have a 5 − 2 − 20. ALTITUDE CONFIRMATION − capability to disengage the altitude squawk independently NON − MODE C from the beacon code squawk. On some aircraft both functions are controlled by the same switch.

a. Request a pilot to confirm assigned altitude on REFERENCE − initial contact unless: FAAO JO 7110.65, Para 5 − 2 − 18 , Validation of Mode C Readout.

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

NOTE − P/CG Term − Automatic Altitude Report.

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

5 − 2 − 22. INFLIGHT DEVIATIONS FROM 1. The pilot states the assigned altitude, or TRANSPONDER/MODE C REQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET 2. You assign a new altitude to a climbing or a descending aircraft, or Apply the following procedures to requests to deviate from the Mode C transponder requirement by aircraft 3. TERMINAL. The aircraft was transferred to operating in the airspace of the 48 contiguous states you from another sector/position within your facility and the District of Columbia at and above 10,000 feet (intrafacility).

MSL and below 18,000 feet MSL, excluding the PHRASEOLOGY − airspace at and below 2,500 feet AGL.

(In level flight situations),VERIFY AT (altitude/flight NOTE − level).

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

registered civil aircraft must be equipped with an operable, (In climbing/descending situations),VERIFY ASSIGNED coded radar beacon transponder when operating in the ALTITUDE/FLIGHT LEVEL (altitude/flight level).

altitude stratum listed above. Such transponders must have b. USA. Reconfirm all pilot altitude read backs.

a Mode 3/A 4096 code capability, replying to Mode 3/A interrogation with the code specified by ATC, or a Mode S PHRASEOLOGY − capability, replying to Mode 3/A interrogations with the (If the altitude read back is correct), code specified by ATC. The aircraft must also be equipped with automatic pressure altitude reporting equipment AFFIRMATIVE (altitude).

having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude (If the altitude read back is not correct), information in 100 − foot increments.

NEGATIVE. CLIMB/DESCEND AND MAINTAIN 2. The exception to 14 CFR Section 91.215 (b) is 14 CFR (altitude), Section 91.215(b)(5) which states: except balloons, gliders, and aircraft without engine − driven electrical or systems.

REFERENCE − NEGATIVE. MAINTAIN (altitude).

FAAO JO 7210.3, Chapter 19 , Temporary Flight Restrictions.

REFERENCE − a. Except in an emergency, do not approve inflight FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

requests for authorization to deviate from 14 CFR Section 91.215(b)(5)(i) requirements originated by 5 − 2 − 21. AUTOMATIC ALTITUDE aircraft without transponder equipment installed.

REPORTING b. Approve or disapprove other inflight deviation Inform an aircraft when you want it to turn on/off the requests, or withdraw approval previously issued to automatic altitude reporting feature of its such flights, solely on the basis of traffic conditions transponder. and other operational factors.

Beacon Systems 5 − 2 − 8 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 c. Adhere to the following sequence of action 1,000 feet above the highest altitude for which the when an inflight VFR deviation request is received controller is responsible. In those stratified positions, from an aircraft with an inoperative transponder or set the lower limit to 1,000 feet or more below the Mode C, or is not Mode C equipped: lowest altitude for which the controller is responsible.

When the position’s area of responsibility includes 1. Suggest that the aircraft conduct its flight in down to an airport field elevation, the facility will airspace unaffected by the CFRs.

normally set the lower altitude filter limit to encompass the field elevation so that provisions of 2. Suggest that the aircraft file an IFR flight para 2 − 1 − 6, Safety Alert, and para 5 − 2 − 18, Valida- plan.

tion of Mode C Readout, subpara a2 may be applied.

3. Suggest that the aircraft provide a VFR route Air traffic managers may authorize temporary of flight and maintain radio contact with ATC.

suspension of this requirement when target clutter is excessive.

d. Do not approve an inflight deviation unless the aircraft has filed an IFR flight plan or a VFR route of flight is provided and radio contact with ATC is 5 − 2 − 25. INOPERATIVE OR maintained.

MALFUNCTIONING ADS-B TRANSMITTER e. You may approve an inflight deviation request Inform an aircraft when the ADS-B transmitter which includes airspace outside your jurisdiction appears to be inoperative or malfunctioning. Notify without the prior approval of the adjacent ATC the FLM/CIC of the aircraft call sign and location of sector/facility providing a transponder/Mode C status aircraft.

report is forwarded prior to control transfer.

PHRASEOLOGY − f. Approve or disapprove inflight deviation (Aircraft ID) YOUR ADS-B TRANSMITTER APPEARS requests within a reasonable period of time or advise TO BE INOPERATIVE / MALFUCTIONING.

when approval/disapproval can be expected.

REFERENCE − 5 − 2 − 26. ADS − B ALERTS FAAO JO 7110.65, Para 5 − 3 − 3 , Beacon Identification Methods.

a. Call Sign Mis − Match (CSMM). A CSMM alert will occur when the ADS − B broadcast call sign does 5 − 2 − 23. BEACON TERMINATION not match the flight plan call sign.

Inform an aircraft when you want it to turn off its PHRASEOLOGY − transponder.

(Aircraft ID) YOUR ADS − B CALL SIGN DOES NOT PHRASEOLOGY − MATCH YOUR FLIGHT PLAN CALL SIGN.

b. Duplicate ICAO Address. If the broadcast STOP SQUAWK.

ICAO address is shared with one or more flights in the same ADS − B Service Area (regardless of altitude), (For a military aircraft when you do not know if the military service requires that it continue operating on another and radar reinforcement is not available, target mode), resolution may be lost on one or both targets. Notify the FLM/CIC of the aircraft call sign and location of STOP SQUAWK (mode in use).

aircraft.

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

1. If this occurs controllers should ensure targets remain radar reinforced or at least 6 NMs apart.

5 − 2 − 24. ALTITUDE FILTERS 2. Duplicate ICAO Address Alerts appear as “DA” and are associated with the Data Block (DB) on STARS and TERMINAL CARTS systems. Duplicate ICAO Address Alerts appear as Set altitude filters to display Mode C altitude readouts “DUP” and are associated with the DB on MEARTS to encompass all altitudes within the controller’s systems. Duplicate ICAO Address Alerts appear as jurisdiction. Set the upper limits no lower than “Duplicate 24 − bit Address” on ERAM systems.

Beacon Systems 5 − 2 − 9

JO 7110.65W 12/10/15

Section 3. Radar Identification

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

except as provided in Paragraph 5-5-1, Application, c. Observing a target make an identifying turn or subparagraphs b2, b3 and in Paragraph 8-5-5, Radar turns of 30 degrees or more, provided the following Identification Application.

conditions are met: REFERENCE − NOTE − FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.

FAAO JO 7110.65, Para 5-1-1, Presentation and Equipment Use of identifying turns or headings which would cause the Performance.

aircraft to follow normal IFR routes or known VFR flight paths might result in misidentification. When these circumstances cannot be avoided, additional methods of 5 − 3 − 2. PRIMARY RADAR IDENTIFICATION identification may be necessary.

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

a. Observing a departing aircraft target within 1 mile of the takeoff runway end at airports with an 2. Only one aircraft is observed making these operating control tower, provided one of the turns.

following methods of coordination is accomplished.

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

you issue a heading.

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

a manual or electronic “drop tube” or automation.

FAAO JO 7110.65, Para 5 − 12 − 11, Surveillance Unusable.

b. Observing a target whose position with respect to a fix (displayed on the video map, scribed on the 5 − 3 − 3. BEACON IDENTIFICATION map overlay, or displayed as a permanent echo) or a METHODS visual reporting point (whose range and azimuth from When using only Mode 3/A radar beacon to identify the radar antenna has been accurately determined and a target, use one of the following methods: made available to the controller) corresponds with a direct position report received from an aircraft, and a. Request the aircraft to activate the “IDENT” the observed track is consistent with the reported feature of the transponder and then observe the heading or route of flight. If a TACAN/VORTAC is identification display.

located within 6,000 feet of the radar antenna, the NOTE − TACAN/VORTAC may be used as a reference fix for 1. At facilities where the single-slash “IDENT” modifica- radar identification without being displayed on the tion is installed or other decoder modifications have been video map or map overlay.

made which increase the number of “blooming” target displays, it will be necessary to exercise additional care to NOTE − preclude the possibility of misidentification.

1. Establishment of radar identification through use of 2. TERMINAL. When automated displays are operated in DME position information can be complicated by the fact that some military TACANs are not collocated with the analog mode, the “IDENT” return is displayed as a frequency − paired VORs and might be separated from them double slash and the emergency return as a single bloomer by as much as 31 miles. whenever the beacon control head is in the “fail” position.

Radar Identification 5 − 3 − 1 JO 7110.65W 12/10/15 PHRASEOLOGY − 1. The radar or beacon identification procedures IDENT.

have been used to confirm the identity of the tagged SQUAWK (code) AND IDENT.

target.

b. Request the aircraft to change to a specific 2. The aircraft is being handed off using a NAS discrete or nondiscrete code, as appropriate, and then automated system and one of the following does not observe the target or code display change. If a code appear in the data block: “CST”, “NAT”, “NT”, change is required in accordance with Section 2, “AMB”, “OLD”, “NB”, “TU”, “AM”, “OL”, or Beacon Systems, of this chapter, use the codes “TRK”.

specified therein.

b. Use the data block to maintain target identity c. Request the aircraft to change transponder to unless it is in a coast status or displaced from the “standby.” After you observe the target disappear for appropriate target.

sufficient scans to assure that loss of target resulted c. A displaced data block must be updated at all from placing the transponder in “standby” position, times.

request the aircraft to return transponder to normal REFERENCE − operation and then observe the reappearance of the FAAO JO 7110.65, Para 3 − 1 − 9, Use of Tower Radar Displays.

target.

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

target identification.

d. EN ROUTE. An aircraft may be considered b. If identification is questionable for any reason, identified when the full data block is automatically take immediate action to reidentify the aircraft or associated with the beacon target symbol of an terminate radar service. Identify the aircraft as aircraft that is squawking a discrete code assigned by follows: the computer.

1. As described in para 5 − 3 − 2, Primary Radar NOTE − Identification Methods, or para 5 − 3 − 3, Beacon Paired LDBs in ERAM do not display a beacon code.

Identification Methods.

PHRASEOLOGY − 2. En route. Ensure that all primary targets are SQUAWK (4 digit discrete code), AND IF YOUR displayed when radar identification is lost or is ALTITUDE REPORTING EQUIPMENT IS TURNED questionable.

OFF, SQUAWK ALTITUDE.

REFERENCE − NOTE − FAAO JO 7110.65, Para 5 − 4 − 3, Methods.

The AIM informs pilots to adjust Mode C transponders with altitude reporting capability activated unless deactivation 5 − 3 − 6. POSITION INFORMATION is requested by ATC. Squawk altitude is included to provide applicable phraseology.

Inform an aircraft of its position whenever radar REFERENCE − identification is established by means of identifying FAAO JO 7110.65, Para 3 − 1 − 9, Use of Tower Radar Displays.

turns or by any of the beacon identification methods FAAO JO 7110.65, Para 5 − 3 − 6, Position Information.

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 7110.65W 12/10/15 1. Initial radar identification in the ATC system 5 − 3 − 9. TARGET MARKERS is established.

TERMINAL 2. Subsequent to loss of radar contact or a. Retain data blocks that are associated with the terminating radar service, radar identification is appropriate target symbol in order to maintain reestablished.

continuous identity of aircraft. Retain the data block PHRASEOLOGY − until the aircraft has exited the sector or delegated RADAR CONTACT (position if required).

airspace, and all potential conflicts have been b. Inform an aircraft when radar contact is lost. resolved; including an aircraft that is a point out. The data block must display flight identification and PHRASEOLOGY − altitude information, as a minimum.

RADAR CONTACT LOST (alternative instructions when required).

NOTE − Where delegated airspace extends beyond Class B and/or Class C airspace, the following will apply: If a VFR 5 − 3 − 8. TARGET MARKERS aircraft is clear of Class B and Class C airspace and radar EN ROUTE services have been terminated then retention of the data block is no longer required.

Retain data blocks that are associated with the b. During prearranged coordination procedures, appropriate target symbol in order to maintain continuous identity of aircraft. Retain the data block the controllers who penetrate another controller’s airspace must display data block information of that until the aircraft has exited the sector or delegated controller’s aircraft which must contain, at a airspace, and all potential conflicts have been minimum, the position symbol and altitude resolved; including an aircraft that is a point out. The information.

data block must display flight identification and altitude information, as a minimum. The displayed REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 14, Coordinate Use of Airspace.

altitude may be assigned, interim, or reported.

FAAO JO 7110.65, Para 5 − 4 − 3, Methods.

FAAO JO 7110.65, Para 5 − 4 − 8, Automated Information Transfer ERAM: When you have separation responsibility for (AIT).

an aircraft and a paired track exists, display a full data FAAO JO 7110.65, Para 5 − 4 − 10, Prearranged Coordination.

block (FDB). FAAO JO 7210.3, Para 3 − 7 − 7, Prearranged Coordination.

Radar Identification 5 − 3 − 3

JO 7110.65W 12/10/15

Section 4. Transfer of Radar Identification

5 − 4 − 1. APPLICATION 1. In response to a handoff or point out; 2. In anticipation of a handoff or point out; or To provide continuous radar service to an aircraft and facilitate a safe, orderly, and expeditious flow of 3. In conjunction with a request for control of an traffic, it is often necessary to transfer radar aircraft.

identification of an aircraft from one controller to f. Traffic Observed. The term used to inform the another. This section describes the terms, methods, controller issuing the traffic restrictions that the and responsibilities associated with this task.

traffic is identified and that the restrictions issued are Interfacility and intrafacility transfers of radar understood and will be complied with.

identification must be accomplished in all areas of radar surveillance except where it is not operationally 5 − 4 − 3. METHODS feasible. Where such constraints exist, they must be: a. Transfer the radar identification of an aircraft by a. Covered in letters of agreement which clearly at least one of the following methods: state that control will not be based upon a radar 1. Physically point to the target on the receiving handoff, or controller’s display.

b. Coordinated by the transferring and receiving 2. Use landline voice communications.

controllers for a specified period of time.

3. Use automation capabilities.

REFERENCE − FAAO JO 7110.65, Para 4 − 3 − 8, Coordination with Receiving Facility.

NOTE − Automated handoff capabilities are only available when FDP is operational.

5 − 4 − 2. TERMS 4. TERMINAL. Use the “Modify” or “Quick a. Handoff. An action taken to transfer the radar Look” functions for data transfer between the identification of an aircraft from one controller to TRACON and tower cab only if specific procedures another controller if the aircraft will enter the are established in a facility directive. The local receiving controller’s airspace and radio communica- controller has the responsibility to determine whether tions with the aircraft will be transferred.

or not conditions are adequate for the use of ARTS/STARS data on the BRITE/DBRITE/TDW.

b. Radar Contact. The term used to inform the controller initiating a handoff that the aircraft is REFERENCE − FAAO JO 7210.3, Para 11 − 2 − 4, Use of Modify and Quick Look identified and approval is granted for the aircraft to Functions.

enter the receiving controller’s airspace.

FAAO JO 7210.3, Para 11 − 8 − 4, Use of Stars Quick Look Functions.

b. When making a handoff, point-out, or issuing c. Point Out. An action taken by a controller to traffic restrictions, relay information to the receiving transfer the radar identification of an aircraft to controller in the following order: another controller and radio communications will not be transferred.

1. The position of the target relative to a fix, map symbol, or radar target known and displayed by both d. Point Out Approved. The term used to inform the receiving and transferring controller. Mileage the controller initiating a point out that the aircraft is from the reference point may be omitted when identified and that approval is granted for the aircraft relaying the position of a target if a full data block to enter the receiving controller’s airspace, as associated with the target has been forced on the coordinated, without a communications transfer or receiving controller’s radar display.

the appropriate automated system response.

EXAMPLE − e. Traffic. A term used to transfer radar “Point out, Southwest of Richmond VOR . . ..” identification of an aircraft to another controller for 2. The aircraft identification, as follows: the purpose of coordinating separation action. Traffic is normally issued: (a) The aircraft call sign, or Transfer of Radar Identification 5 − 4 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 applicable) POINT-OUT APPROVED, (b) The discrete beacon code of the aircraft during interfacility point-outs only, if both the or receiving and the transferring controllers agree.

NOTE − TRAFFIC OBSERVED, Acceptance of a point-out using the discrete beacon code as the aircraft’s identification constitutes agreement.

or (c) EN ROUTE. The Computer Identification UNABLE (appropriate information, as required).

Number (CID) during intra-facility point-outs.

d. If any doubt as to target identification exists EXAMPLE − after attempting confirmation in accordance with this “Point Out, Southwest of Richmond VOR, C-I-D 123 … ” section, apply the provisions of para 5 − 3 − 5, 3. The assigned altitude, appropriate Questionable Identification.

restrictions, and information that the aircraft is REFERENCE − climbing or descending, if applicable, except when FAAO JO 7110.65, Para 5 − 2 − 18, Validation of Mode C Readout.

inter/intrafacility directives ensure that the altitude information will be known by the receiving 5 − 4 − 4. TRAFFIC controller.

a. When using the term “traffic” for coordinating NOTE − separation, the controller issuing traffic must issue When physically pointing to the target, you do not have to appropriate restrictions.

state the aircraft position.

b. The controller accepting the restrictions must 4. Advise the receiving controller of pertinent be responsible to ensure that approved separation is information not contained in the data block or maintained between the involved aircraft.

available flight data unless covered in an LOA or facility directive. Pertinent information may include: 5 − 4 − 5. TRANSFERRING CONTROLLER (a) Assigned heading.

HANDOFF (b) Speed/altitude restrictions.

The transferring controller must: (c) Observed track or deviation from the last a. Complete a radar handoff prior to an aircraft’s route clearance.

entering the airspace delegated to the receiving controller.

(d) Any other pertinent information.

REFERENCE − PHRASEOLOGY − 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 flight path, altitude, speed, or data block information (discrete beacon code point-out only) (altitude, while the handoff is being initiated or after restrictions, and other pertinent information, if acceptance, unless otherwise specified by a LOA or applicable).

a facility directive.

c. When receiving a handoff, point-out, or traffic c. Ensure that, prior to transferring restrictions, respond to the transferring controller as communications: follows: PHRASEOLOGY − 1. Potential violations of adjacent airspace and (Aircraft ID) (restrictions, if applicable) RADAR potential conflicts between aircraft in their own area CONTACT, of jurisdiction are resolved.

2. Coordination has been accomplished with all or controllers through whose area of jurisdiction the aircraft will pass prior to entering the receiving (aircraft ID or discrete beacon code) (restrictions, if Transfer of Radar Identification 5 − 4 − 2 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 controller’s area of jurisdiction unless otherwise l. Issue restrictions to the receiving controller specified by a LOA or a facility directive. which are necessary to maintain separation from other aircraft within your area of jurisdiction before 3. Restrictions issued to ensure separation are releasing control of the aircraft.

passed to the receiving controller.

m. Consider the target being transferred as d. After transferring communications, continue to identified on the receiving controller’s display when comply with the requirements of subparas c1 and 2.

the receiving controller acknowledges receipt verbally or has accepted an automated handoff.

e. Comply with restrictions issued by the receiving controller unless otherwise coordinated.

n. Accomplish the necessary coordination with any intervening controllers whose area of jurisdiction f. Comply with the provisions of para 2 − 1 − 17, is affected by the receiving controller’s delay in the Radio Communications Transfer, subparas a and b.

climb or the descent of an aircraft through the vertical To the extent possible, transfer communications limits of your area of jurisdiction when the receiving when the transfer of radar identification has been controller advises you of that delay before accepting accepted.

the transfer of radar identification unless otherwise NOTE − specified by a LOA or a facility directive.

Before the ARTS/STARS “modify/quick look” function is used to transfer radar identification, a facility directive 5 − 4 − 6. RECEIVING CONTROLLER which specifies communication transfer points is required.

HANDOFF g. Advise the receiving controller of pertinent The receiving controller must: information not contained in the data block or flight progress strip unless covered in a LOA or facility a. Ensure that the target position corresponds with directive. Pertinent information includes: the position given by the transferring controller or that there is an appropriate association between an 1. Assigned heading.

automated data block and the target being transferred 2. Air speed restrictions.

before accepting a handoff.

REFERENCE − 3. Altitude information issued.

FAAO JO 7110.65, Para 2 − 1 − 14, Coordinate Use of Airspace.

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

4. Observed track or deviation from the last FAAO JO 7110.65, Para 5 − 4 − 5, Transferring Controller Handoff.

route clearance.

b. Issue restrictions that are needed for the aircraft 5. The beacon code if different from that to enter your sector safely before accepting the normally used or previously coordinated.

handoff.

6. Any other pertinent information. c. Comply with restrictions issued by the transferring controller unless otherwise coordinated.

h. Ensure that the data block is associated with the d. After accepting a handoff from another appropriate target.

controller, confirm the identity of primary target by i. Initiate verbal coordination to verify the position advising the aircraft of its position, and of a beacon of primary or nondiscrete targets when using the target by observing a code change, an “ident” reply, automated handoff functions except for intrafacility or a “standby” squawk unless one of these was used handoffs using single-sensor systems or multisensor during handoff. These provisions do not apply at systems operating in a mosaic RDP mode.

those towers and GCAs which have been delegated the responsibility for providing radar separation j. Initiate verbal coordination before transferring within designated areas by the parent approach control of a track when “CST,” “FAIL,” “NONE,” control facility and the aircraft identification is “NB,” “NX,” “IF,” “NT”, or “TRK” is displayed in assured by sequencing or positioning prior to the the data block.

handoff.

k. Advise the receiving controller if radar REFERENCE − monitoring is required.

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

Transfer of Radar Identification 5 − 4 − 3 5/26/16 JO 7110.65W CHG 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 e. When using appropriate equipment, consider a 5 − 4 − 7. POINT OUT discrete beacon target’s identity to be confirmed a. The transferring controller must: when: 1. Obtain verbal approval before permitting an 1. The data block associated with the target aircraft to enter the receiving controller’s delegated being handed off indicates the computer assigned airspace. TERMINAL. Automated approval may be discrete beacon code is being received, or utilized in lieu of verbal, provided the appropriate automation software is operational (automated point 2. You observe the deletion of a discrete code out function), and the procedures are specified in a that was displayed in the data block, or facility directive/LOA.

NOTE − When the aircraft generated discrete beacon code does not 2. Obtain the receiving controller’s approval match the computer assigned beacon code, the code before making any changes to an aircraft’s flight path, generated will be displayed in the data block. When the altitude, speed, or data block information after the aircraft changes to the assigned discrete code, the code point out has been approved.

disappears from the data block. In this instance, the 3. Comply with restrictions issued by the observance of code removal from the data block satisfies confirmation requirements. receiving controller unless otherwise coordinated.

3. You observe the numeric display of a discrete 4. Be responsible for subsequent radar handoffs code that an aircraft has been instructed to squawk or and communications transfer, including flight data reports squawking.

revisions and coordination, unless otherwise agreed to by the receiving controller or as specified in a LOA.

f. Take the identified action prior to accepting b. The receiving controller must: control of a track when the following indicators are displayed in the data block: 1. Ensure that the target position corresponds with the position given by the transferring controller 1. “AMB” and “AM”: advise the other facility or that there is an association between a computer that a disparity exists between the position declared data block and the target being transferred prior to by their computer and that declared by your approving a point out.

CARTS/PIDP/STARS system.

2. Be responsible for separation between point 2. “NAT”, “NT,” or “TU”: advise the other out aircraft and other aircraft for which he/she has facility if a disparity exists between the position separation responsibility.

declared by their computer and the actual target position.

3. Issue restrictions necessary to provide separation from other aircraft within his/her area of 3. “DATA”, “CST”, “NONE”, “NX”, “OLD”, jurisdiction.

or “OL”: initiate verbal coordination.

5 − 4 − 8. AUTOMATED INFORMATION g. ERAM: Notify the FLM when a MISM is TRANSFER (AIT) displayed in the data block.

Transfer radar identification, altitude control, and/or h. Advise the transferring controller, prior to en route fourth line control information, without accepting the transfer of radar identification, that you verbal coordination under the following conditions: will delay the climb or the descent of an aircraft through the vertical limits of the transferring a. During radar handoff; and controller’s area of jurisdiction, unless otherwise b. Via information displayed in full data blocks; specified in a LOA or a facility directive.

and i. If you decide, after accepting the transfer of c. Within the same facility, except as provided in radar identification, to delay the aircraft’s climb or Paragraph 5 − 4 − 9, Interfacility Automated descent through the vertical limits of the transferring Information Transfer; and controller’s area of jurisdiction, advise the transferring controller of that decision as soon as d. When following procedures specified in your possible. facility AIT directive.

Transfer of Radar Identification 5 − 4 − 4 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 REFERENCE − 5 − 4 − 11. EN ROUTE FOURTH LINE DATA FAAO JO 7110.65, Para 5 − 4 − 11, En Route Fourth Line Data Block BLOCK USAGE Usage.

a. The fourth line of the data block must be displayed. When used for forwarding control 5 − 4 − 9. INTERFACILITY AUTOMATED information, only the specified messages listed in this INFORMATION TRANSFER section may be used. Any additional control information must be forwarded via other EN ROUTE communications methods. Free text may be used by individual sector teams for recording information the Transfer radar identification without verbal team deems appropriate for managing the sector, but coordination under the following conditions: must be removed prior to initiation of identification a. During radar handoff; and transfer.

REFERENCE − b. Via information displayed in full data blocks; FAAO JO 7110.65, Para 5 − 4 − 5, Transferring Controller Handoff, subpara b.

and FAAO JO 7110.65, Para 5 − 4 − 8, Automated Information Transfer (AIT).

c. On aircraft at assigned altitude in level flight; FAAO JO 7110.65, Para 5 − 4 − 9, Interfacility Automated Information Transfer.

and b. The en route fourth line data block area must be d. Only the first sector within the receiving facility used for coordination purposes only in association must utilize the procedure; and with radar identified aircraft.

c. When automated information transfer (AIT) e. When following procedures specified in your procedures are applied, en route fourth line usage for facility AIT directive and LOA.

transfer of control information must be specifically defined within facility AIT directive.

5 − 4 − 10. PREARRANGED COORDINATION REFERENCE − FAAO JO 7110.65, Para 5 − 4 − 8, Automated Information Transfer (AIT).

Prearranged coordination allowing aircraft under FAAO JO 7210.3, Para 4 − 3 − 8, Automated Information Transfer (AIT).

your control to enter another controller’s area of d. Coordination format for assigned headings jurisdiction may only be approved provided must use the designation character “H” preceding a procedures are established and published in a facility three − digit number.

directive/LOA in accordance with FAAO JO 7210.3, EXAMPLE − Paragraph 3 − 6 − 7, Prearranged Coordination.

H080, H270 NOTE − e. Aircraft assigned a heading until receiving a fix Under no circumstances may one controller permit an or joining a published route must be designated with aircraft to enter another’s airspace without proper assigned heading format followed by the fix or route.

coordination. Coordination can be accomplished by EXAMPLE − several means; i.e., radar handoff, automated information transfer, verbal, point − out, and by prearranged H080/ALB, 080/J121, PH/ALB coordination procedures identified in a facility directive NOTE − that clearly describe the correct application. Airspace 1. The notation “PH” may be used to denote present boundaries should not be permitted to become barriers to heading.

the efficient movement of traffic. In addition, complete 2. The character “H” may be omitted as a prefix to the coordination, awareness of traffic flow, and understanding heading assignment only if necessary due to character field of each position’s responsibility concerning penetration of limitations, and it does not impede understanding.

another’s airspace cannot be overemphasized.

f. Coordination format for weather deviations REFERENCE − must use the designated characters: FAAO JO 7110.65, Para 2 − 1 − 14, Coordinate Use of Airspace.

FAAO JO 7110.65, Para 5 − 4 − 3, Methods.

D-deviation FAAO JO 7110.65, Para 5 − 4 − 8, Automated Information Transfer L-left (AIT).

R-right FAAO JO 7210.3, Para 3 − 6 − 7, Prearranged Coordination.

Transfer of Radar Identification 5 − 4 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 EXAMPLE − N-north M80, M80+, M80 − E-east REFERENCE − S-south FAAO JO 7110.65, Para 5 − 4 − 11, En Route Fourth Line Data Block W-west Usage, subpara gNOTE.

/F – direct next NAVAID/waypoint i. Aircraft authorized to conduct celestial D+2 headings – deviate between.

navigation training within 30 NM of the route NOTE − centerline specified within the en route clearance.

1. Two digits specify turns in degrees and must include EXAMPLE − direction character(s). Three digits specify heading(s).

CELNAV 2. The inclusion of a /NAVAID, /waypoint, or /F indicates j. Coordination format for aircraft requesting an that the pilot has been authorized to deviate for weather altitude change must use the designation characters and must rejoin the route at the next NAVAID, waypoint, or “RQ” preceding a three − digit number.

fix in the route of flight in accordance with the phraseology in paragraph 2-6-4.

EXAMPLE − RQ170, RQ410 EXAMPLE − D90/ATL, DL/KD75U, D090/F k. Coordination format for aircraft requesting a route change must use the designation “RQ/” 3. The absence of a NAVAID, waypoint, or /F indicates that preceding a specific fix identifier.

the pilot has been authorized to deviate for weather only, EXAMPLE − and the receiving controller must provide a clearance to RQ/LAX, RQ/NEUTO rejoin the route in accordance with paragraph 2-1-15c.

l. The acceptance of a handoff by the receiving EXAMPLE − controller must constitute receipt of the information DN, D20L, D30R, D080+120 contained within the en route fourth line data block.

g. Coordination format for assigned airspeeds This information must not be modified outside of the must use the designation character “S” preceding a controller’s area of jurisdiction unless verbally three − digit number.

coordinated or specified in a Letter of Agreement or NOTE − Facility Directive. It is the responsibility of the A “+” notation may be added to denote an assigned speed receiving controller to advise the transferring at or greater than the displayed value. A “ − ” notation may controller if any information is not understood, or be added to denote an assigned speed at or less than the needs to be revised.

displayed value.

NOTE − EXAMPLE − Due to system and character limitations the usage of these S210, S250, S250+, S280 − standardized entries may require additional support via facility directive in order to provide complete coordination.

h. Aircraft assigned a Mach number must use the designation “M” preceding the two − digit assigned m. All other control information must be value. coordinated via other methods.

Transfer of Radar Identification 5 − 4 − 6

JO 7110.65W 12/10/15

Section 5. Radar Separation

5 − 5 − 1. APPLICATION (3) Narrowband radar operations − 10 miles; and a. Radar separation must be applied to all RNAV (d) Radar separation is maintained between aircraft operating at and below FL450 on Q routes or the radar-identified aircraft and all observed primary, random RNAV routes, excluding oceanic airspace.

ASR − 9/Full Digital Radar Primary Symbol, and EXCEPTION. GNSS-equipped aircraft /G, /L, /S, secondary radar targets until nonradar separation is and /V not on a random impromptu route.

established from the aircraft not radar identified; and REFERENCE − (e) When the aircraft involved are on the same FAAO JO 7110.5, Para 238, Aircraft Equipment Suffixes.

FAAO JO 7110.5, TBL 2310, Aircraft Equipment Suffixes relative heading, the radar-identified aircraft is FAAO JO 7110.65, Para 441, Route Use.

vectored a sufficient distance from the route of the AIM, Para 518d., Area Navigation (RNAV).

aircraft not radar identified to assure the targets are AIM, Para 534a.3. Area Navigation (RNAV) Routes.

P/CG Term Global Navigation Satellite System (GNSS)[ICAO].

not superimposed prior to issuing the clearance to P/CG Term Global Positioning Satellite/ Wide Area Augmentation climb/descend.

Minimum En Route IFR Altitude (GPS/WAAS MEA).

P/CG Term – Parallel Offset Route.

REFERENCE − AC 90101A, U.S. Terminal and En Route Area Navigation (RNAV) FAAO JO 7110.65, Para 4 − 1 − 2, Exceptions.

Operations, Para 8a, Navigation System Accuracy.

FAAO JO 7110.65, Para 4 − 4 − 1, Route Use.

FAAO JO 7110.65, Para 5 − 3 − 1, Application.

b. Radar separation may be applied between: FAAO JO 7110.65, Para 5 − 5 − 8, Additional Separation for Formation Flights.

1. Radar identified aircraft.

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

2. An aircraft taking off and another radar 4. A radar-identified aircraft and one not identified aircraft when the aircraft taking off will be radar-identified that is in transit from oceanic radar-identified within 1 mile of the runway end. airspace or non-radar offshore airspace into an area of known radar coverage where radar separation is 3. A radar-identified aircraft and one not applied as specified in Paragraph 8-5-5, Radar radar-identified when either is cleared to climb/ Identification Application, until the transiting aircraft descend through the altitude of the other provided: is radar-identified or the controller establishes other approved separation in the event of a delay or (a) The performance of the radar system is inability to establish radar identification of the adequate and, as a minimum, primary radar targets or transiting aircraft.

ASR − 9/Full Digital Radar Primary Symbol targets are being displayed on the display being used within REFERENCE − FAAO JO 7110.65, Para 2-2-6, IFR Flight Progress Data.

the airspace within which radar separation is being FAAO JO 7110.65, Para 5-1-1, Presentation and Equipment applied; and Performance.

FAAO JO 7110.65, Para 5-3-1, Application.

(b) Flight data on the aircraft not radar- FAAO JO 7110.65, Para 8-1-8, Use of Control Estimates.

identified indicate it is a type which can be expected FAAO JO 7110.65, Para 8-5-5, Radar Separation.

to give adequate primary/ASR − 9/Full Digital Radar Primary Symbol return in the area where separation 5 − 5 − 2. TARGET SEPARATION is applied; and Apply radar separation: (c) The airspace within which radar separa- tion is applied is not less than the following number a. Between the centers of primary radar targets; of miles from the edge of the radar display: however, do not allow a primary target to touch another primary target or a beacon control slash.

(1) When less than 40 miles from the antenna − 6 miles; b. Between the ends of beacon control slashes.

(2) When 40 miles or more from the c. Between the end of a beacon control slash and antenna − 10 miles ; the center of a primary target.

Radar Separation 5 − 5 − 1 JO 7110.65W 12/10/15 d. All − digital displays. Between the centers of 1. Fusion target symbol – 3 miles.

digitized targets. Do not allow digitized targets to 2. When displaying ISR in the data block- 5 touch.

miles.

REFERENCE − NOTE − FAAO JO 7110.65, Para 5 − 9 − 7, Simultaneous Independent Approaches − Dual & Triple.

In the event of an unexpected ISR on one or more aircraft, the ATCS working that aircraft must transition from 3-mile to 5-mile separation, or establish some other form of 5 − 5 − 3. TARGET RESOLUTION approved separation (visual or vertical) as soon as feasible. This action must be timely, but taken in a a. A process to ensure that correlated radar targets reasonable fashion, using the controller’s best judgment, or digitized targets do not touch.

as not to reduce safety or the integrity of the traffic situation. For example, if ISR appears when an aircraft is b. Mandatory traffic advisories and safety alerts established on final with another aircraft on short final, it must be issued when this procedure is used.

would be beneficial from a safety perspective to allow the NOTE − trailing aircraft to continue the approach and land rather This procedure must not be provided utilizing mosaic radar than terminate a stabilized approach.

systems.

3. If TRK appears in the data block, handle in c. Target resolution must be applied as follows: accordance with Paragraph 5-3-7, Identification Status, subparagraph b, and take appropriate steps to 1. Between the edges of two primary targets or establish non-radar separation.

the edges of primary digitized targets.

4. ADS-B may be integrated as an additional 2. Between the end of the beacon control slash surveillance source when operating in FUSION and the edge of a primary target or primary digitized mode. The display of ADS-B targets is permitted and target.

does not require radar reinforcement.

3. Between the ends of two beacon control NOTE − slashes.

ADS-B surveillance must only be used when operating in FUSION.

5 − 5 − 4. MINIMA 5. The use of ADS-B only information may be used to support all radar requirements associated with Separate aircraft by the following minima: any published instrument procedure that is annotated a. TERMINAL . Single Sensor ASR or Digital “Radar Required”.

Terminal Automation System (DTAS): 6. The ADS-B Computer Human Interface NOTE − (CHI) may be implemented by facilities on a sector by Includes single sensor long range radar mode.

sector or facility wide basis when the determination is made that utilization of the ADS-B CHI provides 1. When less than 40 miles from the antenna − an operational advantage to the controller.

3 miles .

c. EBUS, Terminal Mosaic/Multi-Sensor Mode 2. When 40 miles or more from the antenna − 5 miles .

NOTE − Mosaic/Multi − Sensor Mode combines radar input from 2 3. For single sensor ASR − 9 with Mode S, when to 16 sites into a single picture utilizing a mosaic grid less than 60 miles from the antenna − 3 miles .

composed of radar sort boxes.

4. For single sensor ASR − 11 MSSR Beacon, 1. Below FL 600 − 5 miles.

when less than 60 miles from the antenna − 3 miles .

2. At or above FL 600 − 10 miles.

NOTE − 3. Facility directives may specify 3 miles for Wake turbulence procedures specify increased separation areas meeting all of the following conditions: minima required for certain classes of aircraft because of the possible effects of wake turbulence.

(a) Radar site adaptation is set to single b. TERMINAL. FUSION: sensor.

Radar Separation 5 − 5 − 2 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 (b) Significant operational advantages can be 4. When transitioning from terminal to en route obtained. control, 3 miles increasing to 5 miles or greater, provided: (c) Within 40 miles of the antenna.

(a) The aircraft are on diverging routes/ (d) Up to and including FL 230.

courses, and/or (e) Facility directives specifically define the (b) The leading aircraft is and will remain area where the separation can be applied and define faster than the following aircraft; and the requirements for displaying the area on the (c) Separation constantly increasing and the controller’s display.

first center controller will establish 5 NM or other REFERENCE − appropriate form of separation prior to the aircraft FAAO JO 7210.3, Para 8-2-1, Three Mile Airspace Operations FAAO JO 7210.3, Para 11-8-15, Single Site Coverage ATTS departing the first center sector; and Operations (d) The procedure is covered by a letter of 4. When transitioning from terminal to en route agreement between the facilities involved and limited control, 3 miles increasing to 5 miles or greater, to specified routes and/or sectors/positions.

provided: REFERENCE − (a) The aircraft are on diverging routes/ FAAO JO 7210.3, Para 8-2-1, Three Mile Airspace Operations FAAO JO 7210.3, Para 11-8-15, Single Site Coverage ATTS courses, and/or Operations (b) The leading aircraft is and will remain e. MEARTS Mosaic Mode: faster than the following aircraft; and 1. Below FL 600- 5 miles.

(c) Separation constantly increasing and the 2. At or above FL 600- 10 miles.

first center controller will establish 5 NM or other appropriate form of separation prior to the aircraft 3. For areas meeting all of the following departing the first center sector; and conditions – 3 miles : (d) The procedure is covered by a letter of (a) Radar site adaptation is set to single sensor agreement between the facilities involved and limited mode.

to specified routes and/or sectors/positions.

NOTE − 1. Single Sensor Mode displays information from the d. ERAM: radar input of a single site.

1. Below FL 600- 5 miles.

2. Procedures to convert MEARTS Mosaic Mode to MEARTS Single Sensor Mode at each PVD/MDM will be 2. At or above FL 600- 10 miles established by facility directive.

3. Up to and including FL 230 where all the (b) Significant operational advantages can be following conditions are met – 3 miles: obtained.

(a) Significant operational advantages can be (c) Within 40 miles of the antenna.

obtained.

(d) Below FL 180.

(b) Within 40 miles of the preferred sensor, and within the 3 NM separation area. (e) Facility directives specifically define the area where the separation can be applied and define (c) The preferred sensor is providing reliable the requirements for displaying the area on the beacon targets.

controller’s PVD/MDM.

(d) Facility directives specifically define the 4. MEARTS Mosaic Mode Utilizing Single 3 NM separation area.

Source Polygon (San Juan CERAP and Honolulu (e) The 3 NM separation area is displayable Control Facility only) when meeting all of the on the video map. following conditions– 3 miles : (f) Involved aircraft are displayed using the 3 (a) Less than 40 miles from the antenna, NM target symbol. below FL180, and targets are from the adapted sensor.

Radar Separation 5 − 5 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 (b) The single source polygon must be (3) Small - 8 miles.

displayed on the controller’s PVD/MDM.

(b) EN ROUTE. Behind super - 5 miles, unless the super is operating at or below FL240 and (c) Significant operational advantages can be obtained. below 250 knots, then: (1) Heavy - 6 miles.

(d) Facility directives specifically define the single source polygon area where the separation can (2) Large - 7 miles.

be applied and specify procedures to be used.

(3) Small - 8 miles.

(e) Controller must commence a transition to (c) Behind heavy: achieve either vertical separation or 5 mile lateral separation in the event that either target is not from (1) Heavy - 4 miles.

the adapted sensor.

(2) Large or small - 5 miles.

f. STARS Multi − Sensor Mode: 2. Separate small aircraft behind a B757 by 4 NOTE − miles when operating within 2,500 feet of the flight 1. In Multi − Sensor Mode, STARS displays targets as filled path of the leading aircraft over the surface of the and unfilled boxes, depending upon the target’s distance earth and/or less than 500 feet below.

from the radar site providing the data. Since there is presently no way to identify which specific site is providing 3. TERMINAL. When departing parallel data for any given target, utilize separation standards for runways separated by less than 2,500 feet, the 2,500 targets 40 or more miles from the antenna.

feet requirement in subparagraph 2 is not required 2. When operating in STARS Single Sensor Mode, if TRK when a small departs the parallel runway behind a appears in the data block, handle in accordance with B757. Issue a wake turbulence cautionary advisory para 5 − 3 − 7, Identification Status, subpara b, and take and instructions that will establish lateral separation appropriate steps to establish nonradar separation.

in accordance with subparagraph 2. Do not issue 3. TRK appears in the data block whenever the aircraft is instructions that will allow the small to pass behind being tracked by a radar site other than the radar currently the B757.

selected. Current equipment limitations preclude a target NOTE − from being displayed in the single sensor mode; however, 1. The application of Paragraph 5-8-3, Successive or a position symbol and data block, including altitude Simultaneous Departures, satisfies this requirement.

information, will still be displayed. Therefore, low altitude 2. Consider runways separated by less than 700 feet as a alerts must be provided in accordance with para 2 − 1 − 6 , single runway because of the possible effects of wake Safety Alert.

turbulence.

WAKE TURBULENCE APPLICATION WAKE TURBULENCE APPLICATION g. Separate aircraft operating directly behind or h. In addition to subpara g, separate an aircraft following an aircraft conducting an instrument landing behind another aircraft on the same runway, approach by the minima specified and in accordance or one making a touch-and-go, stop-and-go, or low with the following: approach by ensuring the following minima will exist NOTE − at the time the preceding aircraft is over the landing Consider parallel runways less than 2,500 feet apart as a threshold: single runway because of the possible effects of wake NOTE − turbulence.

Consider parallel runways less than 2,500 feet apart as a 1. When operating within 2,500 feet of the flight single runway because of the possible effects of wake path of the leading aircraft over the surface of the turbulence.

earth and less than 1,000 feet below: 1. Small behind large − 4 miles .

(a) TERMINAL. Behind super: 2. Small behind heavy − 6 miles.

(1) Heavy - 6 miles.

If the landing threshold cannot be determined, apply (2) Large - 7 miles. the above minima as constant or increasing at the Radar Separation 5 − 5 − 4 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 closest point that can be determined prior to the b. Assign an altitude to an aircraft after the aircraft landing threshold. previously at that altitude has been issued a climb/descent clearance and is observed (valid i. TERMINAL. When NOWGT is displayed in an Mode C), or reports leaving the altitude.

aircraft data block, provide 10 miles separation NOTE − behind the preceding aircraft and 10 miles separation 1. Consider known aircraft performance characteristics, to the succeeding aircraft.

pilot furnished and/or Mode C detected information which j. TERMINAL . 2.5 nautical miles (NM) separa- indicate that climb/descent will not be consistent with the tion is authorized between aircraft established on the rates recommended in the AIM.

final approach course within 10 NM of the landing 2. It is possible that the separation minima described in runway when operating in single sensor slant range para 4 − 5 − 1 , Vertical Separation Minima, para 7 − 7 − 3 , mode and aircraft remains within 40 miles of the Separation, para 7 − 8 − 3 , Separation, or para 7 − 9 − 4 , antenna and: Separation, might not always be maintained using subpara b. However, correct application of this procedure 1. The leading aircraft’s weight class is the same will ensure that aircraft are safely separated because the or less than the trailing aircraft; first aircraft must have already vacated the altitude prior to the assignment of that altitude to the second aircraft.

2. Super and heavy aircraft are permitted to participate in the separation reduction as the trailing REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 3 , Procedural Preference.

aircraft only; FAAO JO 7110.65, Para 4 − 5 − 1 , Vertical Separation Minima.

FAAO JO 7110.65, Para 5 − 2 − 18 , Validation of Mode C Readout.

3. An average runway occupancy time of FAAO JO 7110.65, Para 6 − 6 − 1 , Application.

50 seconds or less is documented; 4. CTRDs are operational and used for quick 5 − 5 − 6. EXCEPTIONS glance references; a. Do not use Mode C to effect vertical separation REFERENCE − with an aircraft on a cruise clearance, contact FAAO JO 7110.65, Para 3 − 1 − 9 , Use of Tower Radar Displays.

approach, or as specified in para 5 − 15 − 4, System 5. Turnoff points are visible from the control Requirements, subpara e3.

tower.

REFERENCE − REFERENCE − FAAO JO 7110.65, Para 6 − 6 − 2 , Exceptions.

FAAO JO 7110.65, Para 2 − 1 − 19 , Wake Turbulence. FAAO JO 7110.65, Para 7 − 4 − 6 , Contact Approach.

P/CG Term − Cruise.

FAAO JO 7110.65, Para 3 − 9 − 6 , Same Runway Separation.

FAAO JO 7110.65, Para 5 − 5 − 7 , Passing or Diverging.

b. Assign an altitude to an aircraft only after the FAAO JO 7110.65, Para 5 − 5 − 9 , Separation from Obstructions.

FAAO JO 7110.65, Para 5 − 8 − 3 , Successive or Simultaneous aircraft previously at that altitude is observed at or Departures.

passing through another altitude separated from the FAAO JO 7110.65, Para 5 − 9 − 5 , Approach Separation Responsibility.

first by the appropriate minima when: FAAO JO 7110.65, Para 7 − 6 − 7 , Sequencing.

FAAO JO 7110.65, Para 7 − 7 − 3 , Separation.

1. Severe turbulence is reported.

FAAO JO 7110.65 Para 7 − 8 − 3 , Separation.

FAAO JO 7210.3, Para 10 − 4 − 11 , Reduced Separation on Final.

2. Aircraft are conducting military aerial refueling.

5 − 5 − 5. VERTICAL APPLICATION REFERENCE − FAAO JO 7110.65, Para 9 − 2 − 13 , Military Aerial Refueling.

Aircraft not laterally separated, may be vertically separated by one of the following methods: 3. The aircraft previously at that altitude has been issued a climb/descent at pilot’s discretion.

a. Assign altitudes to aircraft, provided valid Mode C altitude information is monitored and the 5 − 5 − 7. PASSING OR DIVERGING applicable separation minima is maintained at all times.

a. TERMINAL . In accordance with the following REFERENCE − criteria, all other approved separation may be FAAO JO 7110.65, Para 4 − 5 − 1 , Vertical Separation Minima.

discontinued and passing or diverging separation FAAO JO 7110.65, Para 5 − 2 − 18 , Validation of Mode C Readout.

FAAO JO 7110.65, Para 7 − 7 − 3 , Separation. applied when: FAAO JO 7110.65, Para 7 − 8 − 3 , Separation.

1. Single Site ASR or FUSION Mode FAAO JO 7110.65, Para 7 − 9 − 4 , Separation.

Radar Separation 5 − 5 − 5 JO 7110.65W 12/10/15 (a) Aircraft are on opposite/reciprocal opposite courses as defined in para 1 − 2 − 2, Course courses and you have observed that they have passed Definitions; and each other; or aircraft are on same or crossing 1. You are in communications with both aircraft courses/assigned radar vectors and one aircraft has involved; and crossed the projected course of the other, and the angular difference between their courses/assigned 2. You tell the pilot of one aircraft about the radar vectors is at least 15 degrees.

other aircraft, including position, direction, type; and NOTE − 3. One pilot reports having seen the other Two aircraft, both assigned radar vectors with an angular aircraft and that the aircraft have passed each other; difference of at least 15 degrees, is considered a correct and application of this paragraph.

4. You have observed that the radar targets have (b) The tracks are monitored to ensure that the passed each other; and primary targets, beacon control slashes, FUSION 5. You have advised the pilots if either aircraft target symbols, or full digital terminal system primary and/or beacon target symbols will not touch. is classified as a super or heavy aircraft.

REFERENCE − 6. Although vertical separation may be discon- FAAO JO 7110.65, Para 1 - 2 - 2 , Course Definitions.

tinued, the requirements of Para 5 − 5 − 4, Minima, subparagraph g must be applied when wake 2. Single Site ARSR or FUSION Mode when turbulence separation is required.

target refresh is only from an ARSR or when in FUSION Mode − ISR is displayed. EXAMPLE − “Traffic, twelve o’clock, Boeing Seven Twenty Seven, (a) Aircraft are on opposite/reciprocal opposite direction. Do you have it in sight?” courses and you have observed that they have passed (If the answer is in the affirmative): each other; or aircraft are on same or crossing courses/assigned radar vectors and one aircraft has “Report passing the traffic.” crossed the projected course of the other, and the angular difference between their courses/assigned (When pilot reports passing the traffic and the radar radar vectors is at least 45 degrees.

targets confirm that the traffic has passed, issue appropriate control instructions.)

NOTE − Two aircraft, both assigned radar vectors with an angular difference of at least 45 degrees, is considered a correct 5 − 5 − 8. ADDITIONAL SEPARATION FOR application of this paragraph.

FORMATION FLIGHTS (b) The tracks are monitored to ensure that the Because of the distance allowed between formation primary targets, beacon control slashes, FUSION aircraft and lead aircraft, additional separation is target symbols, or full digital terminal system necessary to ensure the periphery of the formation is primary and/or beacon target symbols will not touch.

adequately separated from other aircraft, adjacent airspace, or obstructions. Provide supplemental 3. Although approved separation may be separation for formation flights as follows: discontinued, the requirements of Para 5-5-4, Minima, subparagraph g must be applied when wake a. Separate a standard formation flight by adding turbulence separation is required.

1 mile to the appropriate radar separation minima.

REFERENCE − REFERENCE − FAAO JO 7110.65, Para 1 − 2 − 2 , Course Definitions.

FAAO JO 7110.65, Para 2 − 1 − 13 , Formation Flights.

FAAO JO 7110.65, Para 5 − 5 − 1 , Application.

NOTE − FAAO JO 7110.65, Para 7 − 7 − 3 , Separation.

Apply en route separation rules when using multi − sensor P/CG Term − Formation Flight.

mode.

b. Separate two standard formation flights from b. EN ROUTE. Vertical separation between each other by adding 2 miles to the appropriate aircraft may be discontinued when they are on separation minima.

Radar Separation 5 − 5 − 6 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 c. Separate a nonstandard formation flight by 2. When 40 miles or more from the antenna − applying the appropriate separation minima to the 2 / miles.

perimeter of the airspace encompassing the 3. EAS: nonstandard formation or from the outermost aircraft (a) Below Flight Level 600 − 2 / miles .

of the nonstandard formation whichever applies. 2 (b) Flight Level 600 and above − 5 miles .

d. If necessary for separation between a nonstandard formation and other aircraft, assign an b. Separate radar-controlled aircraft from the appropriate beacon code to each aircraft in the boundary of airspace in which nonradar separation is formation or to the first and last aircraft in-trail.

being used by the following minima: NOTE − 1. When less than 40 miles from the antenna − The additional separation provided in Paragraph 5 − 5 − 8, 3 miles .

Additional Separation for Formation Flights, is not normally added to wake turbulence separation when a 2. When 40 miles or more from the antenna − formation is following a heavier aircraft since none of the 5 miles .

formation aircraft are likely to be closer to the heavier 3. EAS: aircraft than the lead aircraft (to which the prescribed wake turbulence separation has been applied).

(a) Below Flight Level 600 − 5 miles.

REFERENCE − (b) Flight Level 600 and above − 10 miles.

FAAO JO 7110.65, Para 9 − 2 − 13 , Military Aerial Refueling.

c. The provisions of subparas a and b do not apply 5 − 5 − 9. SEPARATION FROM to VFR aircraft being provided Class B, Class C, or OBSTRUCTIONS TRSA services. Ensure that the targets of these aircraft do not touch the boundary of adjacent a. TERMINAL. Separate aircraft from prominent airspace.

obstructions depicted on the radar display by the d. VFR aircraft approaching Class B, Class C, following minima: Class D, or TRSA airspace which is under the 1. When less than 40 miles from the antenna − control jurisdiction of another air traffic control 3 miles.

facility should either be provided with a radar handoff 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, b. TERMINAL. Vertical separation of aircraft if known, for the airspace to be entered. These actions above a prominent obstruction depicted on the radar should be accomplished in sufficient time for the pilot display and contained within a buffer area may be to obtain the required ATC approval prior to entering discontinued after the aircraft has passed the the airspace involved, or to avoid the airspace.

obstruction.

c. EAS. Apply the radar separation minima 5 − 5 − 11. EDGE OF SCOPE specified in Para 5-5-4, Minima.

Separate a radar-controlled aircraft climbing or descending through the altitude of an aircraft that has 5 − 5 − 10. ADJACENT AIRSPACE been tracked to the edge of the scope/display by the following minima until nonradar separation has been a. If coordination between the controllers established: concerned has not been effected, separate radar-controlled aircraft from the boundary of a. When less than 40 miles from the antenna − adjacent airspace in which radar separation is also 3 miles from edge of scope.

being used by the following minima: b. When 40 miles or more from the antenna − REFERENCE − 5 miles from edge of scope.

FAAO JO 7110.65, Para 2 − 1 − 14 , Coordinate Use of Airspace.

c. EAS: 1. When less than 40 miles from the antenna − 1 / miles. 1. Below Flight Level 600 − 5 miles .

Radar Separation 5 − 5 − 7 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 2. Flight Level 600 and above − 10 miles . airspace, obstructions, or terrain, add a 1 mile correction factor to the applicable minima. The maximum allowable beacon target displacement 5 − 5 − 12. BEACON TARGET which may be specified by the facility air traffic DISPLACEMENT manager is / mile.

When using a radar target display with a previously REFERENCE − specified beacon target displacement to separate a FAAO JO 7210.3, Para 3 − 7 − 4, Monitoring of Mode 3/A Radar Beacon beacon target from a primary target, adjacent Codes.

Radar Separation 5 − 5 − 8

5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15

Section 6. Vectoring

FLY HEADING (degrees).

5 − 6 − 1. APPLICATION Vector aircraft: FLY PRESENT HEADING.

a. In controlled airspace for separation, safety, DEPART (fix) HEADING (degrees).

noise abatement, operational advantage, confidence maneuver, or when a pilot requests.

2. The number of degrees, in group form, to turn and the direction of turn, or b. In Class G airspace only upon pilot request and PHRASEOLOGY − as an additional service.

TURN (number of degrees) DEGREES LEFT/RIGHT.

c. At or above the MVA or the minimum IFR 3. For NO-GYRO procedures, the type of altitude except as authorized for radar approaches, vector, direction of turn, and when to stop turn.

special VFR, VFR operations, or by Para 5 − 6 − 3, Vectors Below Minimum Altitude.

PHRASEOLOGY − THIS WILL BE A NO-GYRO VECTOR, NOTE − VFR aircraft not at an altitude assigned by ATC may be TURN LEFT/RIGHT.

vectored at any altitude. It is the responsibility of the pilot to comply with the applicable parts of CFR Title 14.

STOP TURN.

REFERENCE − 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.

purpose, and if appropriate, what to expect when FAAO JO 7110.65, Para 7 − 5 − 4, Altitude Assignment.

FAAO JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

radar navigational guidance is terminated.

14 CFR Section 91.119, Minimum Safe Altitudes: General.

PHRASEOLOGY − d. In airspace for which you have control VECTOR TO (fix or airway).

jurisdiction, unless otherwise coordinated.

VECTOR TO INTERCEPT (name of NAVAID) (specified) e. So as to permit it to resume its own navigation RADIAL.

within radar coverage.

f. Operating special VFR only within Class B, VECTOR FOR SPACING.

Class C, Class D, or Class E surface areas.

(if appropriate) EXPECT DIRECT (NAVAID, waypoint, g. Operating VFR at those locations where a fix) special program is established, or when a pilot requests, or you suggest and the pilot concurs.

VECTOR TO FINAL APPROACH COURSE, REFERENCE − FAAO JO 7110.65, Para 4 − 4 − 1, Route Use. or if the pilot does not have knowledge of the type of FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

approach, FAAO JO 7110.65, Para 7 − 5 − 3, Separation.

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

VECTOR TO (approach name) FINAL APPROACH FAAO JO 7110.65, Para 9 − 4 − 4, Separation Minima.

COURSE.

FAAO JO 7210.3, Chapter 11, Section 1, Terminal VFR Radar Services.

NOTE − Determine optimum routing based on factors such as wind, 5 − 6 − 2. METHODS weather, traffic, pilot requests, noise abatement, adjacent sector requirement, and letters of agreement.

a. Vector aircraft by specifying: c. When vectoring or approving course deviations, 1. Direction of turn, if appropriate, and assign an altitude to maintain when: magnetic heading to be flown, or 1. The vector or approved deviation is off an PHRASEOLOGY − assigned procedure which contains altitude TURN LEFT/RIGHT HEADING (degrees).

instructions, i.e., instrument approach, etc.

Vectoring 5 − 6 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 2. The previously issued clearance included must be issued/reissued all applicable restrictions or crossing restrictions. be instructed to Climb Via/Descend Via.

REFERENCE − PHRASEOLOGY − FAAO JO 7110.65, Para 4 − 2 − 5, Route or Altitude Amendments.

PROCEED DIRECT (NAVAID, fix, waypoint) CROSS (NAVAID, fix, waypoint) AT/AT OR ABOVE/AT OR 3. The vector or approved deviation is off an BELOW (altitude), then CLIMB VIA/DESCEND VIA assigned procedure that contains published altitude (SID/STAR) restrictions, i.e., SID, STAR, and a clearance to Climb EXAMPLE − Via/Descend Via has been issued.

“Cleared direct Luxor, then descend via the Ksino One d. When vectoring or approving an aircraft to arrival.” “Cleared direct HITME, cross HITME at or above one one deviate off of a procedure that includes published thousand, then climb via the Boach Five departure.” altitude restrictions, advise the pilot if you intend on clearing the aircraft to resume the procedure.

g. Aircraft may not be vectored off an Obstacle Departure Procedure (ODP), or issued an altitude PHRASEOLOGY − lower than published altitude on an ODP, until at or FLY HEADING (degrees), MAINTAIN (altitude), above the MVA/MIA, at which time the ODP is EXPECT TO RESUME (SID, STAR, etc.).

cancelled.

DEVIATION (restrictions if necessary) APPROVED, NOTE − MAINTAIN (altitude) EXPECT TO RESUME (SID, STAR, Once an aircraft has been vectored off an Obstacle etc.) AT (NAVAID, fix, waypoint) Departure Procedure, the procedure is cancelled and ATC cannot clear the aircraft to resume the ODP.

NOTE − After a Climb Via or Descend Via clearance has been REFERENCE − issued, a vector/deviation off of a SID/STAR cancels the P/CG − Obstacle Departure Procedure altitude restrictions on the procedure. The aircraft’s Flight h. Aircraft vectored off an RNAV route must be Management System (FMS) may be unable to process recleared to the next waypoint or as requested by the crossing altitude restrictions once the aircraft leaves the pilot.

SID/STAR lateral path. Without an assigned altitude, the aircraft’s FMS may revert to leveling off at the altitude set i. When flight data processing is available, update by the pilot, which may be the SID/STAR’s published top or the route of flight in the computer unless an bottom altitude.

operational advantage is gained and coordination is accomplished.

e. Provide radar navigational guidance until the aircraft is: j. Inform the pilot when a vector will take the aircraft across a previously assigned nonradar route.

1. Established within the airspace to be PHRASEOLOGY − protected for the nonradar route to be flown, or EXPECT VECTOR ACROSS (NAVAID radial) 2. On a heading that will, within a reasonable (airway/route/course) FOR (purpose).

distance, intercept the nonradar route to be flown, and REFERENCE − FAAO JO 7110.65, Para 7 − 6 − 1, Application.

3. Informed of its position unless the aircraft is RNAV, FMS, or DME equipped and being vectored 5 − 6 − 3. VECTORS BELOW MINIMUM toward a VORTAC/TACAN or waypoint and within ALTITUDE the service volume of the NAVAID.

a. Except in en route automated environments in PHRASEOLOGY − areas where more than 3 miles separation minima is (Position with respect to course/fix along route), RESUME required, you may vector a departing IFR aircraft, or OWN NAVIGATION, FLY HEADING (degrees). WHEN one executing a missed approach, within 40 miles of ABLE, PROCEED DIRECT (name of fix), RESUME (SID/ the radar antenna and before it reaches the minimum STAR/transition/procedure).

altitude for IFR operations if separation from REFERENCE − prominent obstacles shown on the radar scope is FAAO JO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations.

applied in accordance with the following: FAAO JO 7110.65,Paragraph 4-5-7, Altitude Information f. Aircraft instructed to resume a procedure which 1. If the flight path is 3 miles or more from the contains published crossing restrictions (SID/STAR) obstacle and the aircraft is climbing to an altitude at Vectoring 5 − 6 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 REFERENCE − least 1,000 feet above the obstacle, vector the aircraft P/CG Term − Obstacle.

to maintain at least 3 miles separation from the P/CG Term − Obstruction.

obstacle until the aircraft reports leaving an altitude P/CG Term − Prominent Obstacle.

above the obstacle.

b. At those locations where diverse vector areas 2. If the flight path is less than 3 miles from the (DVA) have been established, radar facilities may obstacle and the aircraft is climbing to an altitude at vector aircraft below the MVA/MIA within the DVA least 1,000 feet above the obstacle, vector the aircraft described in facility directives.

to increase lateral separation from the obstacle until REFERENCE − the 3 mile minimum is achieved or until the aircraft FAAO JO 7210.3, Para 3 − 8 − 5, Establishing Diverse Vector Area/s reports leaving an altitude above the obstacle.

(DVA).

Vectoring 5 − 6 − 3

11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15

Section 7. Speed Adjustment

5 − 7 − 1. APPLICATION (d) Ensure that aircraft are allowed to operate in a clean configuration as long as circumstances Keep speed adjustments to the minimum necessary to permit.

achieve or maintain required or desired spacing.

(e) Keep the number of speed adjustments per Avoid adjustments requiring alternate decreases and aircraft to the minimum required to achieve and increases. Terminate speed adjustments when no maintain spacing.

longer needed.

b. Do not assign speed adjustment to aircraft: NOTE − It is the pilot’s responsibility and prerogative to refuse 1. At or above FL 390 without pilot consent.

speed adjustment that he/she considers excessive or contrary to the aircraft’s operating specifications.

2. Executing a published high altitude instru- ment approach procedure.

a. Consider the following when applying speed control: 3. In a holding pattern.

REFERENCE − 1. Determine the interval required and the point FAAO JO 7110.65, Para 4 − 6 − 4, Holding Instructions.

at which the interval is to be accomplished.

4. Inside the final approach fix on final or a point 2. Implement speed adjustment based on the 5 miles from the runway, whichever is closer to the following principles.

runway.

c. At the time approach clearance is issued, (a) Priority of speed adjustment instructions is determined by the relative speed and position of the previously issued speed adjustments must be restated aircraft involved and the spacing requirement. if required.

d. Approach clearances cancel any previously (b) Speed adjustments are not achieved assigned speed adjustment. Pilots are expected to instantaneously. Aircraft configuration, altitudes, make their own speed adjustments to complete the and speed determine the time and distance required to approach unless the adjustments are restated.

accomplish the adjustment.

e. If feasible, when issuing speed adjustments to 3. Use the following techniques in speed control aircraft cleared along a route or procedure that has situations: published speed restrictions, advise aircraft where to (a) Compensate for compression when resume published speed.

assigning air speed adjustment in an in-trail situation f. Express speed adjustments in terms of knots by using one of the following techniques: based on indicated airspeed (IAS) in 5 − knot increments. At or above FL 240, speeds may be (1) Reduce the trailing aircraft first.

expressed in terms of Mach numbers in 0.01 incre- (2) Increase the leading aircraft first.

ments for turbojet aircraft with Mach meters (i.e., Mach 0.69, 0.70, 0.71, etc.).

(b) Assign a specific airspeed if required to NOTE − maintain spacing.

1. Pilots complying with speed adjustment instructions (c) Allow increased time and distance to should maintain a speed within plus or minus 10 knots or achieve speed adjustments in the following 0.02 Mach number of the specified speed.

situations: 2. When assigning speeds to achieve spacing between aircraft at different altitudes, consider that ground speed (1) Higher altitudes.

may vary with altitude. Further speed adjustment may be necessary to attain the desired spacing.

(2) Greater speed.

REFERENCE − (3) Clean configurations.

FAAO JO 7110.65, Para 5 − 7 − 2, Methods.

Speed Adjustment 5 − 7 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 U.S. Flight Information Region, in offshore Class E 5 − 7 − 2. METHODS airspace below 10,000 feet MSL. However, in airspace a. Instruct aircraft to: underlying a Class B airspace area designated for an airport, or in a VFR corridor designated through such a 1. Maintain present/specific speed.

Class B airspace area, pilots are expected to comply with 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 TO MACH (Mach number), Speed Adjustment 5 − 7 − 2 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 3. Issuing speed adjustments to aircraft flying procedures or with published speed restrictions may impact the pilot’s ability to fly the intended flight profile of the procedure.

(number of knots) KNOTS.

EXAMPLE − NOTE − 1. “Cross Alisa at two two zero knots, then climb via the When specifying descent prior to speed reduction, consider TIMMY One departure.” the maximum speed requirements specified in 14 CFR NOTE − Section 91.117. It may be necessary for the pilot to level off The aircraft will maintain the ATC assigned speed until temporarily and reduce speed prior to descending below Alisa waypoint and will then comply with the speed 10,000 feet MSL.

restrictions on the TIMMY One departure d. Specify combined speed/altitude fix crossing EXAMPLE − 2 . “Cross Alisa at one zero thousand, then climb via the restrictions.

TIMMY One departure, except maintain two two zero PHRASEOLOGY − knots.” CROSS (fix) AT AND MAINTAIN (altitude) AT (specified NOTE − speed) KNOTS.

The aircraft will maintain the ATC assigned speed of two EXAMPLE − two zero knots and will not meet any published speed “Cross Robinsville at and maintain six thousand at restrictions. Aircraft will meet all published altitude two three zero knots.” restrictions after Alisa.

REFERENCE − EXAMPLE − FAAO JO 7110.65, Para 2 − 4 − 17, Numbers Usage.

3 . “Maintain two two zero knots until BALTR then resume FAAO JO 7110.65, Para 4 − 5 − 7, Altitude Information.

published speed.” e. When issuing speed adjustments to aircraft NOTE − cleared on procedures with published speed The ATC assigned speed assignment of two two zero knots restrictions specify the point at which the issued would apply until BALTR. The aircraft would then comply restriction begins, ends, or changes the published with the published speed restrictions.

restrictions.

EXAMPLE − 4 . “Descend via the KEPEC Two arrival, except after PHRASEOLOGY − NIPZO maintain one eight zero knots.” CROSS (fix/waypoint) AT (speed).

NOTE − MAINTAIN (speed) UNTIL (fix/waypoint), The aircraft will comply with all published restrictions.

After NIPZO, the aircraft will continue to comply with THEN (additional instructions). altitude restrictions, but will comply with the ATC assigned speed adjustment.

RESUME PUBLISHED SPEED. REFERENCE − FAAO JO 7110.65, Para 2417, Numbers Usage FAAO JO 7110.65, Para 457, Altitude Information COMPLY WITH SPEED RESTRICTIONS.

FAAO JO 7110.65, Para 571, Application EXCEPT (if required) 5 − 7 − 3. SPEED ASSIGNMENTS When assigning airspeeds, use the following: DELETE SPEED RESTRICTIONS.

a. To aircraft operating between FL 280 and CLIMB/DESCEND VIA (SID/STAR name and number) 10,000 feet, a speed not less than 250 knots or the (transition if required.)

equivalent Mach number.

NOTE − NOTE − 1. Aircraft will meet all published speed restrictions when 1. On a standard day the Mach numbers equivalent to on any route or procedure with published speed restrictions 250 knots CAS (subject to minor variations) are: regardless of climb via or descend via clearance.

FL 240 − 0.6 2. Due to variations of aircraft types, Flight Management FL 250 − 0.61 Systems, and environmental conditions, ATC should FL 260 − 0.62 anticipate that aircraft will begin speed adjustments at FL 270 − 0.64 varying locations along cleared routes or procedures that FL 280 − 0.65 contain published speed restrictions. FL 290 − 0.66.

Speed Adjustment 5 − 7 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 2. A pilot will advise if unable to comply with the speed 3. The phrases “maintain maximum forward speed” and assignment. “maintain slowest practical speed” are primarily intended for use when sequencing a group of aircraft. As the b. To aircraft operating beneath Class B airspace sequencing plan develops, it may be necessary to or in a VFR corridor designated through Class B determine the specific speed and/or make specific speed airspace: assign a speed not more than 200 knots.

assignments.

c. To arrival aircraft operating below 10,000 feet: REFERENCE − FAAO JO 7110.65, Para 5 − 7 − 2, Methods.

14 CFR Sections 91.117(c) and 91.703.

1. Turbojet aircraft: (a) Assign a speed not less than 210 knots, 5 − 7 − 4. TERMINATION except for the aircraft as specified in subparagraph b Advise aircraft when speed adjustments are no longer above, or needed.

(b) Assign a speed not less than 170 knots a. Advise aircraft to “resume normal speed” when when the aircraft is within 20 flying miles of the ATC-assigned speed adjustments are no longer runway threshold.

required and no published speed restrictions apply.

2. Reciprocating and turboprop aircraft: PHRASEOLOGY − RESUME NORMAL SPEED.

(a) Assign a speed not less than 200 knots, or NOTE − (b) Assign a speed not less than 150 knots “Resume normal speed” is only used where there is no when the aircraft is within 20 flying miles of the underlying published speed restriction. It does not delete runway threshold.

speed restrictions on upcoming segments of flight and does not relieve the pilot of those speed restrictions which are d. To departures: applicable to 14 CFR Section 91.117.

1. Turbojet aircraft: assign a speed not less than b. Instruct aircraft to “comply with speed 230 knots.

restrictions” applicable to the charted procedure or route being flown.

2. Reciprocating and turboprop aircraft: assign a speed not less than 150 knots.

PHRASEOLOGY − COMPLY WITH SPEED RESTRICTIONS e. To helicopters: Assign a speed not less than 60 NOTE − knots.

The phraseology “comply with restrictions” requires REFERENCE − compliance with all altitude and/or speed restrictions FAAO JO 7110.65, Para 5 − 7 − 2, Methods.

depicted on the procedure.

f. Lower speeds may be assigned when opera- REFERENCE − tionally advantageous. FAAO JO 7110.65, Para 5-6-2, Methods c. Advise aircraft to “resume published speed” NOTE − when aircraft have been assigned an unpublished 1. A pilot operating at or above 10,000 feet MSL on an assigned speed adjustment greater than 250 knots is speed and ATC wants aircraft to meet subsequent expected to comply with 14 CFR Section 91.117(a) when published speed restrictions on the route or cleared below 10,000 feet MSL, within domestic airspace, procedure.

without notifying ATC. Pilots are expected to comply with PHRASEOLOGY − the other provisions of 14 CFR Section 91.117 without RESUME PUBLISHED SPEED notification.

REFERENCE − 2. Speed restrictions of 250 knots do not apply to aircraft FAAO JO 7110.65, Para 4-5-7, Altitude Information operating beyond 12 NM from the coastline within the d. Advise aircraft when either ATC assigned speed U.S. Flight Information Region, in offshore Class E adjustments or published speed restrictions are no airspace below 10,000 feet MSL. However, in airspace longer required.

underlying a Class B airspace area designated for an PHRASEOLOGY − airport, or in a VFR corridor designated through such a DELETE SPEED RESTRICTIONS Class B airspace area, pilots are expected to comply with the 200 knot speed limit specified in 14 CFR Section NOTE − 91.117(c). (See 14 CFR Sections 91.117(c) and 91.70). When deleting published restrictions, ATC must ensure Speed Adjustment 5 − 7 − 4 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 obstacle clearance until aircraft are established on a route where no published restrictions apply. This does not relieve the pilot of those speed restrictions which are applicable to 14 CFR Section 91.117.

REFERENCE − FAAO JO 7110.65, Para 5-7-1, Application Speed Adjustment 5 − 7 − 5

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Section 8. Radar Departures

5 − 8 − 1. PROCEDURES 2. The SID transition is not restated as it is contained in the ATC clearance.

Use standard departure routes and channelized 3. Aircraft cleared via RNAV SIDs designed to begin with altitudes whenever practical to reduce coordination.

a vector to the initial waypoint are assigned a heading Do not, however, assign these routes solely to provide before departure.

for possible radar or communication failure.

REFERENCE − FAAO JO 7110.65, Para 3-9-9, Takeoff Clearance FAAO JO 7110.65, Para 4-3-2, Departure Clearances 5 − 8 − 2. INITIAL HEADING AIM, Para 5 − 2 − 7. Departure Control a. Before departure, assign the initial heading to be 5 − 8 − 3. SUCCESSIVE OR SIMULTANEOUS flown if a departing aircraft is to be vectored DEPARTURES immediately after takeoff.

TERMINAL PHRASEOLOGY − FLY RUNWAY HEADING.

Separate aircraft departing from the same airport/ TURN LEFT/RIGHT, HEADING (degrees).

heliport or adjacent airports/heliports in accordance NOTE − with the following minima provided radar identifica- 1. TERMINAL. A purpose for the heading is not tion with the aircraft will be established within 1 mile necessary, since pilots operating in a radar environment of the takeoff runway end/helipad and courses will associate assigned headings with vectors to their planned diverge by 15 degrees or more.

route of flight.

NOTE − 2. ATC assumes responsibility for terrain and obstacle 1. FAAO 8260.46, Departure Procedure (DP) Program, avoidance when IFR aircraft are below the minimum IFR and FAAO 8260.3, United States Standard for Terminal altitude (MVA, MIA, MEA) and are taken off departure/ Instrument Procedures (TERPS), Volume 4, establishes missed approach procedures, or are issued go − around guidelines for IFR departure turning procedures which instructions, except when utilizing a Diverse Vector Area assumes a climb to 400 feet above the departure end of (DVA) with an aircraft departing from the surface.

runway (DER) elevation before a turn is commenced.

REFERENCE − TERPS criteria ensures obstacle clearance with a climb FAAO JO 7110.65, Para 4 − 3 − 2, Departure Clearances.

gradient of 200 feet per nautical mile from the DER.

FAAO JO 7110.65, Para 5 − 6 − 3, Vectors Below Minimum Altitude.

“Immediately after departure” is considered to be any turn b. Issue an altitude to maintain with the initial that provides at least 15 degrees of divergence that commences no later than 2 miles from the DER.

heading when the heading will take the aircraft off a departure procedure that contains both a published 2. Consider known aircraft performance characteristics lateral path to a waypoint and crossing restrictions.

when applying initial separation to successive departing aircraft.

c. When conducting simultaneous parallel runway 3. When one or both of the departure surfaces is a helipad, departures utilizing RNAV SIDs, advise aircraft of use the takeoff course of the helicopter as a reference, the initial fix/waypoint on the RNAV route.

comparable to the centerline of a runway and the helipad PHRASEOLOGY − center as the threshold.

RNAV to (fix/waypoint), RUNWAY (number), CLEARED a. Between aircraft departing the same runway/ FOR TAKEOFF.

helipad or parallel runways/helicopter takeoff EXAMPLE − courses separated by less than 2,500 feet − 1 mile if “RNAV to MPASS, Runway Two − Six Left, cleared for courses diverge by 15 degrees or more immediately takeoff.” after departure or 10 degrees or more when both NOTE − aircraft are departing the same runway and both are 1. TERMINAL. A purpose for an initial waypoint advisory flying an RNAV SID. (See FIG 5 − 8 − 1, FIG 5 − 8 − 2, is not necessary since pilots associate this advisory with the and FIG 5 − 8 − 3.)

flight path to their planned route of flight. Pilots must immediately advise ATC if a different RNAV SID is entered NOTE − in the aircraft FMS. RNAV SIDs specific to this paragraph are those SIDs Radar Departures 5 − 8 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 constructed with a specific lateral path that begins at the b. Between aircraft departing from diverging DER.

runways: FIG 5 − 8 − 1 1. Nonintersecting runways. Authorize simul- Successive Departures taneous takeoffs if runways diverge by 15 degrees or more. (See FIG 5 − 8 − 4.)

FIG 5 − 8 − 4 Nonintersecting Runway Departures FIG 5 − 8 − 2 Simultaneous Departures 2. Intersecting runways and/or helicopter takeoff courses which diverge by 15 degrees or more. Authorize takeoff of a succeeding aircraft when the preceding aircraft has passed the point of runway and/or takeoff course intersection. When applicable, apply the procedure in para 3 − 9 − 5, Anticipating Separation. (See FIG 5 − 8 − 5 and FIG 5 − 8 − 6.)

FIG 5 − 8 − 3 FIG 5 − 8 − 5 Simultaneous Departures Intersecting Runway Departures NOTE − This procedure does not apply when wake turbulence separation is required.

REFERENCE − FAAO JO 7110.65, Para 3 − 9 − 7, Wake Turbulence Separation for NOTE − Intersection Departures.

This procedure does not apply when wake turbulence FAAO JO 7110.65, Para 3 − 9 − 8, Intersecting Runway/Intersecting separation is required.

Flight Path Operations.

FAAO JO 7110.65, Para 5 − 5 − 4, Minima. REFERENCE − FAAO JO 7110.65, Para 554, Minima, Subparagraph g. FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.

Radar Departures 5 − 8 − 2 JO 7110.65W 12/10/15 FIG 5 − 8 − 6 FIG 5 − 8 − 8 Intersecting Helicopter Course Departures Parallel Helicopter Course Departures 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 c. Between aircraft departing in the same direction minimum of 3 miles (5 miles when 40 miles or more from parallel runways/helicopter takeoff courses.

from the antenna) within 1 minute after takeoff.

Authorize simultaneous takeoffs if the centerlines/ NOTE − takeoff courses are separated by at least 2,500 feet and 1. This procedure permits a departing aircraft to be courses diverge by 15 degrees or more immediately released so long as an arriving aircraft is no closer than after departure or 10 degrees or more when both 2 miles from the runway at the time. This separation is aircraft are flying an RNAV SID. (See FIG 5 − 8 − 7 and determined at the time the departing aircraft commences FIG 5 − 8 − 8.) takeoff roll.

2. Consider the effect surface conditions, such as ice, NOTE − snow, and other precipitation, may have on known aircraft RNAV SIDs specific to this paragraph are those SIDs performance characteristics, and the influence these constructed with a specific lateral path that begins at the conditions may have on the pilot’s ability to commence DER.

takeoff roll in a timely manner.

5 − 8 − 5. DEPARTURES AND ARRIVALS ON FIG 5 − 8 − 7 PARALLEL OR NONINTERSECTING Parallel Runway Departures DIVERGING RUNWAYS TERMINAL. Authorize simultaneous operations between an aircraft departing on a runway and an aircraft on final approach to another parallel or nonintersecting diverging runway if the departure course diverges immediately by at least 30 degrees from the missed approach course until separation is applied and provided one of the following conditions are met: NOTE − When one or both of the takeoff/landing surfaces is a helipad, consider the helicopter takeoff course as the runway centerline and the helipad center as the threshold.

Radar Departures 5 − 8 − 3 JO 7110.65W 12/10/15 FIG 5 − 8 − 11 a. When parallel runway thresholds are even, the Parallel Thresholds are Staggered runway centerlines are at least 2,500 feet apart.

(See FIG 5 − 8 − 9 and FIG 5 − 8 − 10.)

FIG 5 − 8 − 9 Parallel Thresholds are Even FIG 5 − 8 − 12 Parallel Thresholds are Staggered FIG 5 − 8 − 10 Parallel Thresholds are Even NOTE − In the event of a missed approach by an aircraft requiring wake turbulence separation behind it, apply the procedures in Para 3-9-6, Same Runway Separation, Para 3-9-8, Intersecting Runway/Intersecting Flight Path Operations, b. When parallel runway thresholds are staggered ensure that the larger aircraft does not overtake or cross in and: front of an aircraft departing from the adjacent parallel runway.

1. The arriving aircraft is approaching the nearer runway: the centerlines are at least 1,000 feet REFERENCE − FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph f.

apart and the landing thresholds are staggered at least 500 feet for each 100 feet less than 2,500 the 2. The arriving aircraft is approaching the centerlines are separated. (See FIG 5 − 8 − 11 and farther runway: the runway centerlines separation FIG 5 − 8 − 12.) exceeds 2,500 feet by at least 100 feet for each Radar Departures 5 − 8 − 4 JO 7110.65W 12/10/15 FIG 5 − 8 − 14 500 feet the landing thresholds are staggered.

Diverging Nonintersecting Runways (See FIG 5 − 8 − 13.)

FIG 5 − 8 − 13 Parallel Thresholds are Staggered d. When the aircraft on takeoff is a helicopter, hold the helicopter until visual separation is possible or c. When nonintersecting runways diverge by apply the separation criteria in subparas a, b, or c.

15 degrees or more and runway edges do not touch.

REFERENCE − (See FIG 5 − 8 − 14.)

FAAO JO 7110.65, Para 5 − 8 − 4, Departure and Arrival.

Radar Departures 5 − 8 − 5

5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15

Section 9. Radar Arrivals

5 − 9 − 1. VECTORS TO FINAL APPROACH scope; for a precision approach, the line length must COURSE extend at least the maximum range of the localizer; for a nonprecision approach, the line length must Except as provided in para 7 − 4 − 2, Vectors for Visual extend at least 10NM outside the approach gate; and Approach, vector arriving aircraft to intercept the 2. The maximum range selected on the radar final approach course: display is 150 NM; or a. At least 2 miles outside the approach gate unless 3. An adjacent radar display is set at 125 NM or one of the following exists: less, configured for the approach in use, and is 1. When the reported ceiling is at least 500 feet utilized for the vector to the final approach course.

above the MVA/MIA and the visibility is at least 4. If unable to comply with subparas 1, 2, or 3 3 miles (report may be a PIREP if no weather is above, issue the clearance in accordance with reported for the airport), aircraft may be vectored to Para 4 − 8 − 1, Approach Clearance.

intercept the final approach course closer than 2 miles REFERENCE − outside the approach gate but no closer than the FAAO JO 7110.65, Para 4 − 8 − 1, Approach Clearance.

approach gate. FAAO JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

2. If specifically requested by the pilot, aircraft 5 − 9 − 2. FINAL APPROACH COURSE may be vectored to intercept the final approach INTERCEPTION course inside the approach gate but no closer than the a. Assign headings that will permit final approach final approach fix.

course interception on a track that does not exceed the EXCEPTION. Conditions 1 and 2 above do not interception angles specified in TBL 5 − 9 − 1.

apply to RNAV aircraft being vectored for a GPS or TBL 5 − 9 − 1 RNAV approach.

Approach Course Interception Angle b. Provide a minimum of 1,000 feet vertical Distance from interception Maximum interception separation between aircraft on opposite base legs point to approach gate angle unless another form of approved separation is Less than 2 miles or triple 20 degrees established during turn-on to final approach.

simultaneous approaches in use c. For a precision approach, at an altitude not 2 miles or more 30 degrees above the glideslope/glidepath or below the (45 degrees for helicopters) minimum glideslope intercept altitude specified on the approach procedure chart. b. If deviations from the final approach course are observed after initial course interception, apply the d. For a nonprecision approach, at an altitude following: which will allow descent in accordance with the 1. Outside the approach gate: apply procedures published procedure.

in accordance with subpara a, if necessary, vector the NOTE − aircraft for another approach.

A pilot request for an “evaluation approach,” or a “coupled approach,” or use of a similar term, indicates the 2. Inside the approach gate: inform the pilot of pilot desires the application of subparas a and b.

the aircraft’s position and ask intentions.

PHRASEOLOGY − e. EN ROUTE. The following provisions are (Ident) (distance) MILE(S) FROM THE AIRPORT, required before an aircraft may be vectored to the (distance) MILE(S) RIGHT/LEFT OF COURSE, SAY final approach course: INTENTIONS.

1. The approach gate and a line (solid or NOTE − broken), depicting the final approach course starting The intent is to provide for a track course intercept angle at or passing through the approach gate and extending judged by the controller to be no greater than specified by away from the airport, be displayed on the radar this procedure.

Radar Arrivals 5 − 9 − 1 JO 7110.65W 12/10/15 REFERENCE − 1. Established on a segment of a published route FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals, and or instrument approach procedure, or s ee FIG 5 − 9 − 1 Section 10, Radar Approaches − Terminal.

Example 1.

c. EN ROUTE. When using a radar scope range above 125 NM, the controller must solicit and receive FIG 5 − 9 − 1 a pilot report that the aircraft is established on the Arrival Instructions final approach course. If the pilot has not reported established by the final approach gate, inform the pilot of his/her observed position and ask intentions.

NOTE − It may be difficult to accurately determine small distances when using very large range settings.

5 − 9 − 3. VECTORS ACROSS FINAL APPROACH COURSE Inform the aircraft whenever a vector will take it across the final approach course and state the reason for such action.

NOTE − In the event you are unable to so inform the aircraft, the pilot is not expected to turn inbound on the final approach course unless approach clearance has been issued.

PHRASEOLOGY − EXPECT VECTORS ACROSS FINAL FOR (purpose).

EXAMPLE − “EXPECT VECTORS ACROSS FINAL FOR SPACING.” REFERENCE − 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 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 EXAMPLE − FIG 5 − 9 − 2 1. Aircraft 1 was vectored to the final approach course but Arrival Instruction s clearance was withheld. It is now at 4,000 feet and established on a segment of the instrument approach procedure. “Seven miles from X-RAY. Cleared I − L − S runway three six approach.” (See FIG 5 − 9 − 1.)

2. Aircraft 2 is being vectored to a published segment of the final approach course, 4 miles from LIMA at 2,000 feet.

The MVA for this area is 2,000 feet. “Four miles from LIMA. Turn right heading three four zero. Maintain two thousand until established on the localizer. Cleared I − L − S runway three six approach.” (See FIG 5 − 9 − 1.)

3. Aircraft 3 is being vectored to intercept the final approach course beyond the approach segments, 5 miles from Alpha at 5,000 feet. the MVA for this area is 4,000 feet.

“Five miles from Alpha. Turn right heading three three zero. Cross Alpha at or above four thousand. Cleared I − L − S runway three six approach.” (See FIG 5 − 9 − 1.)

4. Aircraft 4 is established on the final approach course beyond the approach segments, 8 miles from Alpha at 6,000 feet. The MVA for this area is 4,000 feet. “Eight miles from Alpha. Cross Alpha at or above four thousand.

Cleared I − L − S runway three six approach.” (See FIG 5 − 9 − 1.)

2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure.

EXAMPLE − The aircraft is being vectored to the intermediate fix FORRE for an RNAV approach. “Seven miles from 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 arrival over the final approach fix which may require the pilot to circle to descend so as to cross the final approach fix at an altitude that would permit landing.

3. Aircraft being vectored to the intermediate fix in FIG 5 − 9 − 2 must meet all the provisions described in subpara 4 − 8 − 1h2.

Radar Arrivals 5 − 9 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 2. Aircraft 2: The aircraft is in the left base area of the TAA.

d. Instructions to do one of the following: “One five miles from LEFTT, Cleared R-NAV Runway One NOTE − Eight Approach.” The principal purpose of this paragraph is to ensure that 3. Aircraft 3: The aircraft is in the right base area of the frequency changes are made prior to passing the final TAA. “Four miles from RIGHT, Cleared R-NAV Runway approach fix. However, at times it will be desirable to retain One Eight Approach.” an aircraft on the approach control frequency to provide a single-frequency approach or other radar services. When FIG 5 − 9 − 3 this occurs, it will be necessary to relay tower clearances Basic “T” Design or instructions to preclude changing frequencies prior to landing or approach termination.

1. Monitor local control frequency, reporting to the tower when over the approach fix.

2. Contact the tower on local control frequency.

REFERENCE − FAAO JO 7110.65, Para 4 − 8 − 8, Communications Release.

3. Contact the final controller on the appropriate frequency if radar service will be provided on final on a different frequency.

REFERENCE − FAAO JO 7110.65, Para 5 − 10 − 8, Final Controller Changeover.

4. When radar is used to establish the final approach fix, inform the pilot that after being advised that he/she is over the fix he/she is to contact the tower on local control frequency.

EXAMPLE − “Three miles from final approach fix. Turn left heading zero one zero. Maintain two thousand until established on the localizer. Cleared I − L − S runway three six approach. I will advise when over the fix.” “Over final approach fix. Contact tower one one eight point one.” NOTE − ARSR may be used for establishment of initial approach 5 − 9 − 5. APPROACH SEPARATION and intermediate approach fixes only. ASR must be used to RESPONSIBILITY establish the final approach fix.

REFERENCE − a. The radar controller performing the approach FAAO JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

control function is responsible for separation of radar FAAO JO 7110.65, Para 5 − 9 − 7, Simultaneous Independent arrivals unless visual separation is provided by the Approaches − Dual & Triple.

tower, or a letter of agreement/facility directive e. Where a Terminal Arrival Area (TAA) has been authorizes otherwise. Radar final controllers ensure established to support RNAV approaches, inform the that established separation is maintained between aircraft of its position relative to the appropriate IAF aircraft under their control and other aircraft and issue the approach clearance. (See FIG 5 − 9 − 3.)

established on the same final approach course.

EXAMPLE − NOTE − 1. Aircraft 1: The aircraft is in the straight in area of the The radar controller may be a controller in an ARTCC, a TAA. “Seven miles from CENTR, Cleared R − NAV Runway terminal facility, or a tower controller when authorized to One Eight Approach.” perform the approach control function in a terminal area.

Radar Arrivals 5 − 9 − 4 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 REFERENCE − EXAMPLE − FAAO JO 7110.65, Para 2 − 1 − 19, Wake Turbulence.

In FIG 5 − 9 − 4, Aircraft 2 is 1.0 mile from Aircraft 1.

FAAO JO 7110.65, Section 5, Radar Separation, Para 5 − 5 − 1, Approved radar separation must be maintained between Application.

Aircraft 1 and Aircraft 3.

FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

FAAO JO 7110.65, Para 5 − 5 − 4, Minima.

3. Provide a minimum of 1.5 miles radar FAAO JO 7210.3, Para 2 − 1 − 15, Authorization for Separation Services by Towers.

separation diagonally between successive aircraft on b. When timed approaches are being conducted, adjacent final approach courses when runway the radar controller must maintain the radar centerlines are more than 3,600 feet but no more than separation specified in Para 6 − 7 − 5, Interval Minima, 8,300 feet apart.

until the aircraft is observed to have passed the final FIG 5 − 9 − 5 approach fix inbound (nonprecision approaches) or Simultaneous Dependent Approaches the OM or the fix used in lieu of the outer marker (precision approaches) and is within 5 miles of the runway on the final approach course or until visual separation can be provided by the tower.

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

FAAO JO 7110.65, Para 5 − 9 − 2, Final Approach Course Interception.

FAAO JO 7110.65, Para 5 − 9 − 6, Parallel Dependent Approaches.

FAAO JO 7110.65, Para 6 − 7 − 2, Approach Sequence.

5 − 9 − 6. SIMULTANEOUS DEPENDENT APPROACHES TERMINAL a. Apply the following minimum separation when conducting simultaneous dependent 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 mile radar separation diagonally between successive aircraft on adjacent final approach courses when runway centerlines are at least 2,500 feet but no more than 3,600 feet apart.

FIG 5 − 9 − 4 Simultaneous Dependent Approaches Radar Arrivals 5 − 9 − 5 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 EXAMPLE − 2. Simultaneous dependent approaches may only be In FIG 5 − 9 − 5, Aircraft 2 is 1.5 miles from Aircraft 1, and conducted where instrument approach charts specifically Aircraft 3 is 1.5 miles or more from Aircraft 2. Approved authorize simultaneous approaches to adjacent runways.

radar separation must be maintained between aircraft on 1. Apply this separation standard only after the same final.

aircraft are established on the parallel final approach 4. Provide a minimum of 2 miles radar course.

separation diagonally between successive aircraft on 2. Straight-in landings will be made.

adjacent final approach courses where runway 3. Missed approach procedures do not conflict.

centerlines are more than 8,300 feet but no more than 9,000 feet apart.

4. Aircraft are informed that approaches to both runways are in use. This information may be provided FIG 5 − 9 − 6 through the ATIS.

Simultaneous Dependent Approaches 5. Approach control must have the interphone capability of communicating directly with the local controller at locations where separation responsibility has not been delegated to the tower.

NOTE − The interphone capability is an integral part of this procedure when approach control has the sole separation responsibility.

REFERENCE − FAAO JO 7110.65, Para 5 − 9 − 5 , Approach Separation Responsibility.

FAAO JO 7210.3, Para 2 − 1 − 15, Authorization for Separation Services by Towers.

c. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight, such as surface wind direction and velocity, wind shear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course.

Weather conditions in the vicinity of the final approach course may dictate a change of approach in use.

EXAMPLE − In FIG 5 − 9 − 6, Aircraft 2 is 2 miles from heavy Aircraft 1. REFERENCE − FAAO JO 7110.65, Para 5 − 9 − 2 , Final Approach Course Interception.

Aircraft 3 is a small aircraft and is 6 miles from Aircraft 1.

*The resultant separation between Aircraft 2 and 3 is at least 4.7 miles. 5 − 9 − 7. SIMULTANEOUS INDEPENDENT APPROACHES − DUAL & TRIPLE 5. Provide the minimum approved radar separa- tion between aircraft on the same final approach TERMINAL course.

a. Apply the following minimum separation when REFERENCE − conducting simultaneous independent approaches: FAAO JO 7110.65, Section 5, Radar Separation, Para 5 − 5 − 4 , Minima.

1. Provide a minimum of 1,000 feet vertical or b. The following conditions are required when a minimum of 3 miles radar separation between applying the minimum radar separation on adjacent aircraft during turn-on to parallel final approach.

final approach courses allowed in subparagraph a: NOTE − NOTE − 1. During triple parallel approaches, no two aircraft will 1. Simultaneous dependent approaches involving an be assigned the same altitude during turn-on. All RNAV approach may only be conducted when (GPS) three aircraft will be assigned altitudes which differ by a appears in the approach title or a chart note states that minimum of 1,000 feet. Example: 3,000, 4,000, 5,000; GPS is required. 7,000, 8,000, 9,000.

Radar Arrivals 5 − 9 − 6 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 2. Communications transfer to the tower controller’s c. FUSION must be discontinued on the FMA frequency must be completed prior to losing vertical displays and set to a single-sensor, when conducting separation between aircraft.

final monitoring activities.

2. Dual parallel runway centerlines are at least REFERENCE − FAAO JO 7110.65, Para 5 − 5 − 4, Minima.

3,600 feet apart, or dual parallel runway centerlines are at least 3,000 feet apart with a 2.5  to 3.0  offset d. The following conditions must be met when approach to either runway and the airport field conducting dual or triple simultaneous independent elevation is 2,000 feet MSL or less.

approaches: NOTE − NOTE − Airport field elevation requirement does not apply to dual Simultaneous independent approaches may only be parallel runways that are 4,300 feet or more apart.

conducted where instrument approach charts specifically authorize simultaneous approaches.

3. Triple parallel approaches may be conducted under one of the following conditions: REFERENCE − FAAO JO 7210.3, Para 10-4-6, Simultaneous Approaches (a) Parallel runway centerlines are at least (Dependent/Independent) 3,900 feet apart and the airport field elevation is 2,000 1. Straight-in landings will be made.

feet MSL or less; or (b) Parallel runway centerlines are at least 2. All appropriate communication, navigation, 3,000 feet apart, a 2.5  to 3.0  offset approach to both and surveillance systems are operating normally.

outside runways, and the airport field elevation is 3. Inform aircraft that simultaneous 2,000 feet MSL or less; or independent approaches are in use, or when runway centerlines are less than 4,300 feet PRM approaches (c) Parallel runway centerlines are at least are in use, prior to aircraft departing an outer fix. This 3,000 feet apart, a single 2.5  to 3.0  offset approach information may be provided through the ATIS.

to either outside runway while parallel approaches to REFERENCE − the remaining two runways are separated by at least P/CG Term − Precision Runway Monitor (PRM) System.

3,900 feet, and the airport field elevation is 2,000 feet 4. Clear the aircraft to descend to the MSL or less.

appropriate glideslope/glidepath intercept altitude 4. Provide the minimum applicable radar soon enough to provide a period of level flight to separation between aircraft on the same final dissipate excess speed. Provide at least 1 mile of approach course.

straight flight prior to the final approach course b. A color digital display set to a 4 to 1 (4:1) aspect intercept.

ratio (AR) with visual and aural alerts, such as the NOTE − STARS final monitor aid (FMA), and a surveillance Not applicable to approaches with RF legs.

update rate at least 4.8 seconds must be used to 5. An NTZ at least 2,000 feet wide is established monitor approaches where: an equal distance between extended runway final 1. Dual parallel runway centerlines are at least approach courses and must be depicted on the 3,000 and less than 4,300 feet apart.

monitor display. The primary responsibility for navigation on the final approach course rests with the 2. Triple parallel runway centerlines are at least pilot. Control instructions and information are issued 3,000 but less than 5,000 feet apart and the airport only to ensure separation between aircraft and to field elevation is 2,000 feet MSL or less.

prevent aircraft from penetrating the NTZ.

3. Triple parallel approaches to airports where 6. Monitor all approaches regardless of weather.

the airport field elevation is more than 2,000 feet Monitor local control frequency to receive any MSL require use of the FMA system and an approved aircraft transmission. Issue control instructions as FAA aeronautical study.

necessary to ensure aircraft do not enter the NTZ.

NOTE − NOTE − FMA is not required to monitor the NTZ for runway 1. Separate monitor controllers, each with transmit/ centerlines 4,300 feet or greater for dual runways, and receive and override capability on the local control 5,000 feet or greater for triple operations. frequency, must ensure aircraft do not penetrate the Radar Arrivals 5 − 9 − 7 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 depicted NTZ. Facility directives must define responsibility independent approaches are being conducted to for providing the minimum applicable longitudinal parallel runways. Factors include, but are not limited separation between aircraft on the same final approach to, wind direction/velocity, windshear alerts/reports, course.

severe weather activity, etc. Closely monitor weather 2. The aircraft is considered the center of the primary activity that could impact the final approach course.

radar return for that aircraft, or, if an FMA or other color Weather conditions in the vicinity of the final final monitor aid is used, the center of the digitized target approach course may dictate a change of approach in of that aircraft, for the purposes of ensuring an aircraft use.

does not penetrate the NTZ. The provisions of para 5 − 5 − 2, REFERENCE − Target Separation, apply also.

FAAO JO 7110.65, Para 5 − 1 − 13 , Radar Service Termination.

FAAO JO 7110.65, Para 5 − 9 − 2 , Final Approach Course Interception.

e. The following procedures must be used by the final monitor controllers: 5 − 9 − 8. SIMULTANEOUS INDEPENDENT 1. Instruct the aircraft to return to the correct CLOSE PARALLEL APPROACHES –PRECI- final approach course when aircraft are observed to SION RUNWAY MONITOR (PRM) overshoot the turn-on or to continue on a track which APPROACHES will penetrate the NTZ.

TERMINAL PHRASEOLOGY − a. PRM approaches may only be conducted when YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND charted in the approach title, and where instrument RETURN TO THE FINAL APPROACH COURSE, approach charts specifically authorize simultaneous or approaches.

TURN (left/right) AND RETURN TO THE FINAL REFERENCE − APPROACH COURSE.

P/CG- Precision Runway Monitor (PRM) System P/CG-Simultaneous Close Parallel Approaches 2. Instruct aircraft on the adjacent final approach course to alter course to avoid the deviating b. PRM approaches must be assigned when conducting instrument approaches to dual and triple aircraft when an aircraft is observed penetrating or in parallel runways with runway centerlines separated your judgment will penetrate the NTZ.

by less than 4,300 feet.

PHRASEOLOGY − TRAFFIC ALERT, (call sign), TURN (right/left) c. Provide a minimum of 1,000 feet vertical or a IMMEDIATELY HEADING (degrees), CLIMB AND minimum of 3 miles radar separation between aircraft MAINTAIN (altitude).

during turn-on to parallel or offset final approach.

3. Terminate radar monitoring when one of the NOTE − following occurs: Communications transfer to the tower controller’s frequency must be completed prior to losing vertical (a) Visual separation is applied.

separation between aircraft.

(b) The aircraft reports the approach lights or d. Provide the minimum applicable radar separa- runway in sight.

tion between aircraft on the same final approach course.

(c) The aircraft is 1 mile or less from the runway threshold, if procedurally required and REFERENCE − FAAO JO 7110.65, Para 5 − 5 − 4 , Minima.

contained in facility directives.

e. The following conditions must be met when 4. Do not inform the aircraft when radar conducting dual and triple PRM approaches: monitoring is terminated.

1. Straight-in landings will be made.

5. Do not apply the provisions of Paragraph 5-13-1, Monitor on PAR Equipment, for simultan- 2. All appropriate communication, navigation, eous independent approaches. and surveillance systems are operating normally.

f. Consideration should be given to known factors 3. Inform aircraft that PRM approaches are in that may in any way affect the safety of the instrument use prior to aircraft departing an outer fix. This approach phase of flight when simultaneous information may be provided through the ATIS.

Radar Arrivals 5 − 9 − 8 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 or 4. Clear the aircraft to descend to the TURN (left/right) AND RETURN TO THE FINAL appropriate glideslope/glidepath intercept altitude APPROACH COURSE.

soon enough to provide a period of level flight to dissipate excess speed. Provide at least 1 mile of 3. Instruct aircraft on the adjacent final straight flight prior to the final approach course approach course to alter course to avoid the deviating intercept. aircraft when an aircraft is observed penetrating or in your judgment will penetrate the NTZ.

NOTE − Not applicable to approaches with RF legs. NOTE − An instruction that may include a descent to avoid the 5. An NTZ at least 2,000 feet wide is established deviating aircraft should only be used when there is no an equal distance between extended runway final other reasonable option available to the controller. In such approach courses and must be depicted on the a case, the descent must not put the aircraft below the MVA.

monitor display. The primary responsibility for PHRASEOLOGY − navigation on the final approach course rests with the TRAFFIC ALERT, (call sign), TURN (left/right) pilot. Control instructions and information are issued IMMEDIATELY HEADING (DEGREES), CLIMB AND only to ensure separation between aircraft and to MAINTAIN (altitude).

prevent aircraft from penetrating the NTZ.

4. Terminate radar monitoring when one of the following occurs: 6. Monitor all approaches regardless of weather.

Monitor local control frequency to receive any (a) Visual separation is applied.

aircraft transmission. Issue control instructions as (b) The aircraft reports the approach lights or necessary to ensure aircraft do not enter the NTZ.

runway in sight.

7. Separate monitor controllers, each with (c) The aircraft is 1 mile or less from the transmit/receive and override capability on the local runway threshold, if procedurally required, and control frequency, must ensure aircraft do not contained in facility directives.

penetrate the depicted NTZ. Facility directives must 5. Do not inform the aircraft when radar define the responsibility for providing the minimum monitoring is terminated.

applicable longitudinal separation between aircraft on the same final approach course.

6. Do not apply the provisions of Paragraph 5-13-1, Monitor on PAR Equipment, for PRM NOTE − approaches.

The aircraft is considered the center of the digitized target for the purposes of ensuring an aircraft does not penetrate g. Consideration should be given to known factors the NTZ.

that may in any way affect the safety of the instrument f. The following procedures must be used by the approach phase of flight when PRM approaches are final monitor controllers: being conducted to parallel runways. Factors include, but are not limited to, wind direction/velocity, 1. Provide position information to an aircraft windshear alerts/reports, severe weather activity, etc.

that is (left/right) of the depicted final approach Closely monitor weather activity that could impact course centerline, and in your judgment is continuing the final approach course. Weather conditions in the on a track that may penetrate the NTZ.

vicinity of the final approach course may dictate a PHRASEOLOGY − change of the approach in use.

( Aircraft call sign) I SHOW YOU (left/right) OF THE REFERENCE − FINAL APPROACH COURSE.

FAAO JO 7110.65, Para 5 − 1 − 13 , Radar Service Termination.

FAAO JO 7110.65, Para 5 − 9 − 2 , Final Approach Course Interception.

2. Instruct the aircraft to return immediately to the correct final approach course when aircraft are 5 − 9 − 9. SIMULTANEOUS OFFSET observed to overshoot the turn-on or continue on a INSTRUMENT APPROACHES (SOIA) − HIGH track which will penetrate the NTZ.

UPDATE RADAR PHRASEOLOGY − TERMINAL YOU HAVE CROSSED THE FINAL APPROACH a. Simultaneous offset independent approaches COURSE. TURN (left/right) IMMEDIATELY AND (SOIA) may be conducted at FAA designated RETURN TO THE FINAL APPROACH COURSE.

Radar Arrivals 5 − 9 − 9 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 airports that have an authorization issued by the begins prior to the point where adjacent inbound Director, Operations - Headquarters, AJT-2, in co- aircraft first lose vertical separation and extends to a ordination with AFS with parallel runways that have point coincident with the location of the offset centerlines separated by less than 3,000 feet with one approach MAP. The primary responsibility for final approach course offset by 2.5 to 3.0 degrees navigation on the final approach course rests with the using a high update rate surveillance system with a pilot. Control instructions and information are issued 1.0 − second radar update; and only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ.

1. Provide a minimum of 1,000 feet vertical or 6. Monitor all approaches regardless of weather.

a minimum of 3 miles radar separation between Monitor local control frequency to receive any aircraft during turn − on to final approaches.

aircraft transmission. Issue control instructions as NOTE − necessary to ensure aircraft do not enter the NTZ.

Communications transfer to the tower controller’s frequency must be completed prior to losing vertical 7. Separate monitor controllers, each with separation between aircraft.

transmit/receive and override capability on the local control frequency, must ensure aircraft do not 2. Provide the minimum applicable radar penetrate the depicted NTZ. Facility directives must separation between aircraft on the same final define the responsibility for providing the minimum approach course.

applicable longitudinal separation between aircraft 3. Provide the minimum applicable radar on the same final approach course and the minimum separation between the trailing offset aircraft of a applicable longitudinal separation between the leading SOIA pair and the lead straight-in aircraft in trailing offset aircraft of a leading SOIA pair and the the subsequent SOIA pair when the parallel runways lead straight in aircraft in the subsequent SOIA pair have centerlines separated by less than 2,500 feet.

when the parallel runways have centerlines separated REFERENCE − by less than 2,500 feet.

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 between lead for that aircraft for the purposes of ensuring an aircraft straight-in and offset trailing approaches with does not penetrate the NTZ.

glideslope courses or vertical navigation authorized c. The following procedures must be used by the in subparagraph a above: final monitor controllers: 1. Straight − in landings will be made.

1. Provide position information to an aircraft that is (left/right) of the depicted final approach 2. All appropriate communication, navigation, course centerline, and in your judgment is continuing and surveillance systems are operating normally.

on a track that may penetrate the NTZ.

3. Inform aircraft that PRM approaches are in PHRASEOLOGY − use prior to aircraft departing an outer fix. This (Aircraft call sign) I SHOW YOU (left/right) OF THE information may be 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.

straight flight prior to the final approach course PHRASEOLOGY − intercept.

YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND NOTE − RETURN TO FINAL APPROACH COURSE.

Not applicable to approaches with RF legs.

5. A No Transgression Zone (NTZ) at least or 2,000 feet wide is established an equal distance between extended runway final approach courses and TURN (left/right) AND RETURN TO THE FINAL must be depicted on the monitor display. The NTZ APPROACH COURSE.

Radar Arrivals 5 − 9 − 10 5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15 3. Instruct aircraft on the adjacent final that the flight crew can remain separated from that approach course to alter course to avoid the deviating traffic visually from the offset approach MAP to the aircraft when an aircraft is observed penetrating or in runway threshold.

your judgment will penetrate the NTZ.

NOTE − After accepting a clearance for an offset PRM approach, NOTE − pilots must remain on the offset approach course until An instruction that may include a descent to avoid the passing the offset approach MAP prior to alignment with deviating aircraft should only be used when there is no the runway centerline. Between the offset approach MAP other reasonable option available to the controller. In such and the runway threshold, the pilot of the offset approach a case, the descent must not put the aircraft below the MVA.

aircraft assumes visual separation responsibility from the PHRASEOLOGY − aircraft on the straight-in approach, which means TRAFFIC ALERT, (call sign), TURN (left/right) maneuvering the aircraft as necessary to avoid the straight IMMEDIATELY HEADING (DEGREES), CLIMB AND in approach traffic until landing, and providing wake MAINTAIN (altitude).

turbulence avoidance, if necessary.

4. Terminate radar monitoring when one of the f. In the visual segment between the offset following occurs: approach MAP and the runway threshold, if the pilot (a) The lead straight in aircraft passes the end of the trailing offset aircraft loses visual contact with of the NTZ nearest the runway threshold.

the lead straight-in traffic, the pilot must advise ATC as soon as practical and follow the published missed (b) The trailing offset aircraft passes the end approach procedure. If necessary, issue alternate of the NTZ nearest the runway threshold and has missed approach instructions.

reported the lead straight in aircraft in sight.

g. Wake turbulence requirements between aircraft (c) The aircraft begins the visual segment of on adjacent final approach courses inside the offset the approach.

approach MAP are as follows (standard in-trail wake 5. Do not inform the aircraft when radar separation must be applied between aircraft on the monitoring is terminated.

same approach course): 6. Do not apply the provisions of paragraph 1. When runways are at least 2,500 feet apart, 5-13-1, Monitor on PAR Equipment, for simultan- there are no wake turbulence requirements between eous approaches. aircraft on adjacent final approach courses.

d. Advise the pilot of the trailing offset aircraft of 2. For runways less than 2,500 feet apart, traffic on the adjacent lead straight-in approach whenever the ceiling is greater than or equal to course, if that traffic will be a factor in the visual 500 feet above the MVA, wake vortex spacing segment of the approach. The provisions of between aircraft on adjacent final approach courses Paragraphs 7-2-1, Visual Separation, subparagraph need not be applied.

a2 , concerning visual separation between aircraft 3. For runways less than 2,500 feet apart, being provided by the tower must not be applied to whenever the ceiling is less than 500 feet above the aircraft conducting SOIAs.

MVA, wake vortex spacing between aircraft on NOTE − adjacent final approach courses, as described in Para Once advised, the pilot is authorized to continue past the 5 − 5 − 4, Minima, must be applied unless acceptable offset approach MAP if all of the following conditions are mitigating techniques and operational procedures met: The pilot has the straight-in approach traffic in sight have been documented and verified by an AFS safety and expects the traffic to remain in sight; the pilot advises assessment and authorized by the Director, Opera- ATC that the traffic is in sight; and the pilot has the runway tions-Headquarters, AJT-2. The wake turbulence environment in sight. Otherwise, it is the pilot’s mitigation techniques employed will be based on responsibility to execute a missed approach at the offset each airport’s specific runway geometry and approach MAP.

meteorological conditions and implemented through e. Ensure that the trailing offset aircraft is local facility directives.

positioned to facilitate the flight crew’s ability to see the lead straight in traffic from the nominal 4. Issue all applicable wake turbulence clear-of-clouds point to the offset approach MAP so advisories.

Radar Arrivals 5 − 9 − 11 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 REFERENCE − must be conducted so that the approach courses do not FAAO JO 8260.49, Para 13.0, Wake Turbulence Requirements.

overlap.

FAAO JO 7210.3, Para 10 − 4 − 6, Simultaneous Independent Approaches.

REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 20 , Wake Turbulence Cautionary FAAO JO 7210.3, Paragraph 10-4-7, Simultaneous Advisories.

Widely-Spaced Parallel Operations FAAO JO 7110.65, Para 5 − 5 − 4 , Minima.

2. Provide the minimum applicable radar h. Consideration should be given to known factors separation between aircraft on the same final that may in any way affect the safety of the instrument approach course.

approach phase of flight when conducting SOIA to REFERENCE − parallel runways. Factors include but are not limited FAAO JO 7110.65, para 5-5-4, Minima.

to wind direction/velocity, wind − shear alerts/reports, c. The following conditions are required when severe weather activity, etc. Closely monitor weather applying the minimum separation on widely − spaced activity that could impact the final approach course.

parallel courses allowed in subpara b: Weather conditions in the vicinity of the final approach course may dictate a change of the approach 1. Straight-in landings will be made.

in use.

2. The approach system, radar, and appropriate REFERENCE − frequencies are operating normally.

FAAO JO 7110.65, Para 5 − 1 − 13 , Radar Service Termination.

FAAO JO 7110.65, Para 5 − 9 − 2 , Final Approach Course Interception.

3. Inform aircraft that simultaneous approaches are in use prior to aircraft departing an outer fix. This 5 − 9 − 10. SIMULTANEOUS INDEPENDENT information may be provided through the ATIS.

APPROACHES TO WIDELY-SPACED PARALLEL RUNWAYS WITHOUT FINAL 4. Clear an aircraft to descend to the appropriate glideslope/glidepath intercept altitude soon enough MONITORS to provide a period of level flight to dissipate excess TERMINAL speed. Provide at least 1 mile of straight flight prior to the final approach course intercept.

a. Simultaneous independent approaches to widely-spaced parallel runways may only be NOTE − conducted where instrument approach charts spe- Not applicable to approaches with RF legs.

cifically authorize simultaneous approaches.

5. Separate final and local controllers are b. Apply the following minimum separation when required for each final. Aircraft on the final must be conducting simultaneous independent approaches to on the appropriate final controller frequency for that runway centerlines that are separated by more than runway.

9,000 feet with a field elevation at or below 5,000 feet 6. Transfer of communication to the tower MSL, or 9,200 feet between runway centerlines with controller’s frequency must be specified in a facility a field elevation above 5,000 feet MSL: directive and/or Letter of Agreement.

1. Provide a minimum of 1,000 feet vertical or d. The following procedures must be used by the a minimum of 3 miles radar separation between final approach controllers: aircraft: NOTE − (a) during turn-on to parallel final approach, There is no requirement for establishment of a NTZ.

or 1. Instruct the aircraft to return to the correct (b) conducting an RNAV (RNP) approach final approach course when that aircraft is observed that contains a Radius-to-Fix (RF) leg and an aircraft to overshoot the turn-on or continue on a track which conducting a straight-in ILS/RNAV with vertical deviates from the final approach course in the guidance/GLS or another RNAV (RNP) approach direction of the adjacent approach course.

with an RF leg until both aircraft are established on PHRASEOLOGY − their respective approach procedures. Ensure dual YOU HAVE CROSSED THE FINAL APPROACH RNAV (RNP) approaches that contain RF legs are COURSE. TURN (left/right) IMMEDIATELY AND limited to aircraft approaching from opposite RETURN TO THE FINAL APPROACH COURSE, downwinds or base legs and all approach pairings or Radar Arrivals 5 − 9 − 12 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 TURN (left/right) AND RETURN TO THE FINAL Weather conditions in the vicinity of the final APPROACH COURSE.

approach course may dictate a change of approach in use.

2. Instruct aircraft on adjacent final approach course to alter course to avoid the deviating aircraft REFERENCE − FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.

when an aircraft is observed, or in the controller’s judgment, has deviated from the final approach 5 − 9 − 11. TRANSITIONAL PROCEDURE course in the direction of the adjacent approach course.

When aircraft are conducting simultaneous PHRASEOLOGY − dependent, independent, or any approaches allowing TRAFFIC ALERT, (call sign), TURN (left/right) for reduced separation, and one of the aircraft IMMEDIATELY HEADING (degrees), CLIMB AND executes a go-around or has its approach clearance MAINTAIN (altitude) terminated and prior to losing the approved reduced e. Consideration should be given to known factors separation, control instructions must be expeditiously that may in any way affect the safety of the instrument issued to increase separation between the applicable approach phase of flight when simultaneous aircraft. These control instructions must establish approaches are being conducted to parallel runways. approved separation (for example, altitude and/or Factors include, but are not limited to, wind lateral separation via divergence). In addition, wake direction/velocity, wind-shear alerts/reports, severe turbulence cautionary advisories must be issued in weather activity, etc. Closely monitor weather accordance with FAAO JO 7110.65, Paragraph activity that could impact the final approach course. 2-1-20, Wake Turbulence Cautionary Advisories.

Radar Arrivals 5 − 9 − 13

11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15

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 b. A radar approach may be given to any aircraft appropriate ATIS broadcast code.

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.

FAAO JO 7110.65, Para 4 − 8 − 1a, Approach Clearance which a helicopter must be able to proceed to the landing P/CG Term  EFVS 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 7110.65W 12/10/15 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 7110.65W 12/10/15 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 PROCEED WITH (nonradar approach), MAINTAIN starting final approach.

(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 7110.65W 12/10/15 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 7110.65W 12/10/15 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.” REFERENCE − 2. The aircraft is in visual flight rules (VFR) 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 7110.65W 12/10/15

Section 11. Surveillance Approaches − Terminal

5 − 11 − 1. ALTITUDE INFORMATION NOTE − Pilots are normally expected to furnish the aircraft Provide recommended altitudes on final approach if approach category to the controller when it is determined that the surveillance approach will terminate in a circle to the pilot requests. If recommended altitudes are land maneuver. If this information is not voluntarily given, requested, inform the pilot that recommended solicit the aircraft approach category from the pilot, and altitudes which are at or above the published MDA then issue him/her the applicable circling MDA.

will be given for each mile on final.

PHRASEOLOGY − REFERENCE − PREPARE TO DESCEND IN (number) MILE(S).

FAAO JO 7210.3, Para 10 − 5 − 7, Recommended Altitudes for Surveillance Approaches.

for straight-in approaches, FAAO JO 7110.65, Para 5 − 11 − 5, Final Approach Guidance.

PHRASEOLOGY − MINIMUM DESCENT ALTITUDE (altitude).

RECOMMENDED ALTITUDES WILL BE PROVIDED FOR EACH MILE ON FINAL TO MINIMUM DESCENT for circling approaches, ALTITUDE/CIRCLING MINIMUM DESCENT ALTITUDE.

REQUEST YOUR AIRCRAFT APPROACH CATEGORY.

(Upon receipt of aircraft approach category), PUBLISHED CIRCLING MINIMUM DESCENT 5 − 11 − 2. VISUAL REFERENCE REPORT ALTITUDE (altitude).

Aircraft may be requested to report the runway, 5 − 11 − 4. DESCENT INSTRUCTIONS approach/runway lights, or airport in sight. Heli- When an aircraft reaches the descent point, issue one copters making a “point-in-space” approach may be requested to report when able to proceed to the of the following as appropriate: landing area by visual reference to a prescribed REFERENCE − 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 7110.65W 12/10/15 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 continuously during radar approaches to preclude a PHRASEOLOGY − 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 as required.)

“SLOWLY” as appropriate.

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 runway, airport/heliport, or MAP, as appropriate, a missed approach unless the runway or approach/ 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 7110.65W 12/10/15

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 7110.65W 12/10/15 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 − 11 − 4, Descent Instructions.

Issue communications transfer instructions.

b. If the elevation portion of the PAR equipment is PHRASEOLOGY − inoperative before starting a precision approach, CONTACT (terminal control function) (frequency, if apply subpara a2.

required) AFTER LANDING.

PAR Approaches − Terminal 5 − 12 − 2 JO 7110.65W 12/10/15 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

5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15

Section 13. Use of PAR for Approach

Monitoring − Terminal

PHRASEOLOGY − 5 − 13 − 1. MONITOR ON PAR EQUIPMENT (Reason), RADAR MONITORING NOT AVAILABLE, USAF not applicable. Aircraft conducting precision (alternative instructions).

or nonprecision approaches must be monitored by NOTE − PAR equipment if the PAR final approach course Approach monitoring is a vital service, but during the coincides with the NAVAID final approach course approach, the controller acts primarily as a safety observer from the final approach fix to the runway and one of and does not actually guide the aircraft. Loss of the radar the following conditions exists: monitoring capability (and thus availability) is no reason to terminate an otherwise good instrument approach.

NOTE − Advise the pilot that radar contact has been lost (or other 1. The provisions of this section do not apply to monitoring reason as appropriate), that radar monitoring is not simultaneous approaches.

available, and of actions for the pilot to take in either 2. This procedure is used in PAR facilities operated by the proceeding with or breaking off the approach; i.e., contact FAA and other military services at joint-use civil/military tower, remain on PAR frequency, etc.

locations and military installations during the operational hours of the PAR.

5 − 13 − 3. MONITOR INFORMATION a. The reported weather is below basic VFR When approaches are monitored, take the following minima.

action: 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 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 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 1 5/26/16 JO 7110.65W 12/10/15 PHRASEOLOGY − d. If, after repeated advisories, the aircraft is (Position with respect to course or glidepath). IF NOT observed proceeding outside the safety limits or a VISUAL, ADVISE YOU EXECUTE MISSED APPROACH radical target deviation is observed, advise the (alternative instructions).

aircraft if unable to proceed visually, to execute a missed approach. Issue a specific altitude and e. Provide monitor information until the aircraft is heading if a procedure other than the published over the landing threshold or commences a circling missed approach is to be executed. approach.

Use of PAR for Approach Monitoring − Terminal 5 − 13 − 2

JO 7110.65W 12/10/15

Section 14. Automation − En Route

5 − 14 − 1. CONFLICT ALERT (CA) AND 3. The CA/MCI alert may not be suppressed or MODE C INTRUDER (MCI) ALERT inhibited at or for another control position without being coordinated.

a. When a CA or MCI alert is displayed, evaluate the reason for the alert without delay and take 5 − 14 − 2. EN ROUTE MINIMUM SAFE appropriate action.

ALTITUDE WARNING (E-MSAW) REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 6, Safety Alert.

a. When an E-MSAW alert is displayed, immedi- ately analyze the situation and take the appropriate b. If another controller is involved in the alert, action to resolve the alert.

initiate coordination to ensure an effective course of action. Coordination is not required when immediate NOTE − action is dictated.

Caution should be exercised when issuing a clearance to an aircraft in reaction to an E-MSAW alert to ensure that c. Suppressing/Inhibiting CA/MCI alert.

adjacent MIA areas are not a factor.

1. The controller may suppress the display of a REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 6, Safety Alert.

CA/MCI alert from a control position with the application of one of the following suppress/inhibit b. The controller may suppress the display of an E-MSAW alert from his/her control position with the computer functions: application of one of the following suppress/inhibit (a) The Conflict Suppress (CO) function may computer functions: be used to suppress the CA/MCI display between 1. The specific alert suppression message may specific aircraft for a specific alert.

be used to inhibit the E-MSAW alerting display on a NOTE − single flight for a specific alert.

See NAS − MD − 678 for the EARTS conflict suppress message.

2. The indefinite alert suppression message must be used exclusively to inhibit the display of (b) The Group Suppression (SG) function E-MSAW alerts on aircraft known to be flying at an must be applied exclusively to inhibit the displaying altitude that will activate the alert feature of one or of alerts among military aircraft engaged in special more MIA areas within an ARTCC.

military operations where standard en route separa- tion criteria does not apply.

NOTE − 1. The indefinite alert suppression message will remain in NOTE − effect for the duration of the referenced flight’s active status Special military operations where the SG function would within the ARTCC unless modified by controller action.

typically apply involve those activities where military 2. The indefinite alert suppression message would aircraft routinely operate in proximities to each other that are less than standard en route separation criteria; i.e., air typically apply to military flights with clearance to fly refueling operations, ADC practice intercept operations, low-level type routes that routinely require altitudes below etc. established minimum IFR altitudes.

2. The computer entry of a message suppressing c. The computer entry of a message suppressing or a CA/MCI alert constitutes acknowledgment for the inhibiting E-MSAW alerts constitutes acknowledg- alert and signifies that appropriate action has or will ment for the alert and indicates that appropriate action be taken. has or will be taken to resolve the situation.

Automation − En Route 5 − 14 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 5 − 14 − 3. COMPUTER ENTRY OF FLIGHT 5 − 14 − 4. ENTRY OF REPORTED ALTITUDE PLAN INFORMATION Whenever Mode C altitude information is either not available or is unreliable, enter reported altitudes into a. Altitude the computer as follows: 1. The altitude field(s) of the data block must NOTE − always reflect the current status of the aircraft unless Altitude updates are required to assure maximum accuracy otherwise specified in an appropriate facility in applying slant range correction formulas.

directive.

a. When an aircraft reaches the assigned altitude.

2. Unless otherwise specified in a facility b. When an aircraft at an assigned altitude is issued directive or letter of agreement, do not modify a clearance to climb or descend.

assigned or interim altitude information prior to c. A minimum of each 10,000 feet during climb to establishing communication with an aircraft that is outside your area of jurisdiction unless verbal or descent from FL 180 and above.

coordination identifying who will modify the data block has been accomplished.

5 − 14 − 5. SELECTED ALTITUDE LIMITS NOTE − The display of Mode C targets and limited data blocks 1. A local interim altitude (LIA) can be used as a means of is necessary for application of Merging Target recording interfacility coordination.

Procedures. Sectors must ensure the display of 2. Conflict probe in EDST does not probe for the LIA.

Mode C targets and data blocks by entering appropriate altitude limits and display filters to 3. Whenever an aircraft is cleared to maintain an include, as a minimum, the altitude stratum of the altitude different from that in the flight plan database, sector plus: enter into the computer one of the following: a. 1,200 feet above the highest and below the (a) The new assigned altitude if the aircraft lowest altitude or flight level of the sector where will (climb or descend to and) maintain the new 1,000 feet vertical separation is applicable; and altitude, or b. 2,200 feet above the highest and below the (b) An interim altitude if the aircraft will lowest flight level of the sector where 2,000 feet (climb or descend to and) maintain the new altitude vertical separation is applicable.

for a short period of time and subsequently be NOTE − recleared to the altitude in the flight plan database or 1. The data block, for purposes of this paragraph, must a new altitude or a new interim altitude, or contain the Mode C altitude and call sign or beacon code at a minimum.

(c) Where appropriate for interfacility hand- 2. Exception to these requirements may be authorized for offs, an LIA when the assigned altitude differs from specific altitudes in certain ARTCC sectors if defined in the coordinated altitude unless verbally coordinated appropriate facility directives and approved by the or specified in a letter of agreement or facility En Route and Oceanic Operations Area Director.

directive.

REFERENCE − NOTE − FAAO JO 7110.65, Para 5 − 1 − 2, Alignment Accuracy Check.

A facility directive may be published, in accordance with JO 7210.3, Paragraph 8-2-7, Waiver to Interim Altitude 5 − 14 − 6. SECTOR ELIGIBILITY Requirements, deleting the interim altitude computer entry requirements of subpara 3(b).

The use of the OK function is allowed to override sector eligibility only when one of the following b. Flight Plan Route Data conditions is met: This information must not be modified outside of the a. Prior coordination is effected.

controller’s area of jurisdiction unless verbally coordinated or specified in a Letter of Agreement or b. The flight is within the control jurisdiction of Facility Directive. the sector.

Automation − En Route 5 − 14 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 5 − 14 − 7. COAST TRACKS 1. Enter a hold message.

Do not use coast tracks in the application of either 2. Maintain a paired track.

radar or nonradar separation criteria.

3. Enter an EFC time via a hold message, the Hold Data Menu, or the Hold View.

5 − 14 − 8. CONTROLLER INITIATED COAST 4. Enter non-published holding instructions via TRACKS a hold message or the Hold Data Menu .

a. Initiate coast tracks only in Flight Plan Aided NOTE − Tracking (FLAT) mode, except “free” coast tracking The ERAM hold message allows automatic calculation and may be used as a reminder that aircraft without reporting of aggregate delays.

corresponding computer-stored flight plan informa- b. Unless otherwise specified in a facility tion are under your control.

directive, verbally coordinate non-published holding NOTE − instructions when handing off an aircraft in hold 1. To ensure tracks are started in FLAT mode, perform a status to another ERAM sector.

start track function at the aircraft’s most current reported position, then immediately “force” the track into coast c. An EFC time entered into the Hold Data Menu, tracking by performing another start function with “CT” Hold View, or the hold message constitutes option in field 64. Making amendments to the stored route coordination of the EFC between ERAM sectors.

with trackball entry when the aircraft is rerouted, and REFERENCE − repositioning the data block to coincide with the aircraft’s FAAO JO 7210.3, Para 8-2-9, ERAM Hold Information Facility position reports are methods of maintaining a coast track Directive Requirements in FLAT mode.

2. EBUS does not have the capability to initiate coast 5 − 14 − 10. ERAM VISUAL INDICATOR OF tracks .

SPECIAL ACTIVITY AIRSPACE (SAA) STATUS b. Prior to initiating a coast track, ensure that a departure message or progress report corresponding Sector controllers shall ensure the situation display with the aircraft’s current position is entered into the accurately reflects the status of all SAAs that impact computer.

their area of control responsibility. When “SAA DOWN” is displayed in the Outage View, manually c. As soon as practicable after the aircraft is in create visual indicators on the situation display to radar surveillance, initiate action to cause radar tracking to begin on the aircraft. reflect changes to airspace status.

NOTE − The “SAA DOWN” message in the Outage View means that 5 − 14 − 9. ERAM COMPUTER ENTRY OF SAA status is no longer being updated. The status of each HOLD INFORMATION SAA at the time of the failure, whether “on” or “off”, will a. When an aircraft is issued holding instructions, continue to be displayed. Status changes will not be the delay is ATC initiated, and the EFC is other than automatically updated on the display until the outage is “no delay expected:” resolved.

Automation − En Route 5 − 14 − 3

JO 7110.65W 12/10/15

Section 15. Common Automated Radar

Terminal Systems (CARTS) & Standard

Terminal Automation Replacement System

(STARS) − Terminal

5 − 15 − 1. APPLICATION a. Inform all appropriate positions before termin- ating or reinstating use of the terminal automation CARTS/STARS may be used for identifying aircraft system at a control position. When terminating the assigned a discrete beacon code, maintaining identity use of terminal automation systems, all pertinent of targets, and performing handoffs of these targets flight data of that position must be transferred or between controllers. All procedures for the terminal terminated.

domain related to air traffic control services using b. Inform other interfaced facilities of scheduled CARTS or STARS apply to the FUSION target.

and unscheduled shutdowns.

c. Initiate a track/tag on all aircraft to the 5 − 15 − 2. RESPONSIBILITY maximum extent possible. As a minimum, aircraft This equipment does not relieve the controller of the identification should be entered, and automated responsibility to ensure proper identification, main- handoff functions should be used.

tenance of identity, handoff of the correct target d. Assigned altitude, if displayed, must be kept associated with the alphanumeric data, and separa- current at all times. Climb and descent arrows, where tion of aircraft.

available, must be used to indicate other than level flight.

5 − 15 − 3. FUNCTIONAL USE e. When operating in FUSION mode, the assigned or pilot reported altitude must be displayed and kept In addition to other uses specified herein, terminal current when the aircraft is in level flight.

automation may be used for the following functions: f. The automatic altitude readout of an aircraft a. Tracking.

under another controller’s jurisdiction may be used b. Tagging.

for vertical separation purposes without verbal coordination provided: c. Handoff.

1. Operation is conducted using single-site d. Altitude information.

radar coverage or when operating in FUSION mode.

REFERENCE − FAAO JO 7110.65, Para 5 − 2 − 24, Altitude Filters. 2. Prearranged coordination procedures are contained in a facility directive in accordance with e. Coordination.

para 5 − 4 − 10, Prearranged Coordination, and f. Ground speed.

FAAO 7210.3, para 3 − 7 − 7, Prearranged Coordi- nation.

g. Identification.

3. Do not use Mode C to effect vertical separation within a Mosaic radar configuration.

5 − 15 − 4. SYSTEM REQUIREMENTS Use terminal automation systems as follows: 5 − 15 − 5. INFORMATION DISPLAYED NOTE − a. Two-letter ICAO designators or three-letter Locally developed procedures, operating instructions, and designators, as appropriate, must be used unless training material are required because of differences in program limitations dictate the use of a single letter equipment capability. Such locally developed procedures alpha prefix.

must be supplemental to those contained in this section and b. Use of the inhibit/select functions to remove must be designed to make maximum use of the ARTS displayed information no longer required must be in equipment.

Common Automated Radar Terminal Systems (CARTS) & Standard Terminal Automation 5 − 15 − 1 Replacement System (STARS) − Terminal JO 7110.65W 12/10/15 accordance with local directives, which should alert and signifies that appropriate action has or will ensure maximum required use of the equipment. be taken.

c. Information displayed must be in accordance 4. CA/MCI alert may not be suppressed or with national orders and specified in local directives.

inhibited at or for another control position without being coordinated.

5 − 15 − 6. CA/MCI 5 − 15 − 7. INHIBITING MINIMUM SAFE a. When a CA or MCI alert is displayed, evaluate ALTITUDE WARNING (MSAW) the reason for the alert without delay and take appropriate action.

a. Inhibit MSAW processing of VFR aircraft and REFERENCE − aircraft that cancel instrument flight rules (IFR) flight FAAO JO 7110.65, Para 2 − 1 − 6, Safety Alert.

plans unless the pilot specifically requests otherwise.

b. If another controller is involved in the alert, REFERENCE − initiate coordination to ensure an effective course of 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 action. Coordination is not required when immediate Weather Difficulty.

action is dictated.

b. A low altitude alert may be suppressed from the c. Suppressing/Inhibiting CA/MCI alert.

control position. Computer entry of the suppress message constitutes an acknowledgment for the alert 1. The suppress function may be used to and indicates that appropriate action has or will be suppress the display of a specific CA/MCI alert.

taken.

2. The inhibit function must only be used to inhibit the display of CA for aircraft routinely 5 − 15 − 8. TRACK SUSPEND FUNCTION engaged in operations where approved separation criteria do not apply.

Use the track suspend function only when data block NOTE − overlap in holding patterns or in proximity of the final Examples of operations where approved separation approach create an unworkable situation. If necessary criteria do not apply are ADC practice intercept operations to suspend tracks, those which are not displaying and air shows.

automatic altitude readouts must be suspended. If the 3. Computer entry of a message suppressing a condition still exists, those displaying automatic CA/MCI alert constitutes acknowledgment for the altitude readouts may then be suspended.

Common Automated Radar Terminal Systems (CARTS) & Standard Terminal Automation 5 − 15 − 2 Replacement System (STARS) − Terminal

JO 7110.65W 12/10/15

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 a. Separate IFR aircraft landing behind an arriving aircraft to the same runway: The ATC facility having control jurisdiction at 1. Behind super: adjacent airports must separate arriving or departing (a) Heavy or large − 3 minutes.

IFR aircraft on a course that will cross the flight path of an aircraft requiring wake turbulence separation in (b) Small − 4 minutes.

accordance with the following: 2. Behind heavy: a. Heavy, large, or small behind super − 3 minutes. (a) Heavy or large − 2 minutes.

(b) Small − 3 minutes.

b. Heavy, large, or small behind heavy − 2 3. Small behind B757 − 3 minutes.

minutes.

b. Separate IFR aircraft landing behind an arriving c. Small behind B757 - 2 minutes. aircraft to a parallel runway separated by less than General 6 − 1 − 1 JO 7110.65W 12/10/15 FIG 6 − 1 − 3 2,500 feet, or a crossing runway if projected flight Arrival Minima Landing Behind an Arriving paths will cross: Aircraft Requiring Wake Turbulence Separation 1. Heavy, large, or small behind super − 3 minutes.

2. Heavy, large, or small behind heavy − 2 minutes.

3. Small behind B757 − 2 minutes.

General 6 − 1 − 2

JO 7110.65W 12/10/15

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 7110.65W 12/10/15 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 7110.65W 12/10/15 (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

11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15

Section 3. Initial Separation of Departing

and Arriving Aircraft

6 − 3 − 1. SEPARATION MINIMA e. When takeoff direction is other than in subpara c, the departing aircraft takes off so that it is Separate a departing aircraft from an arriving aircraft established on a course diverging by at least making an instrument approach to the same airport by 45 degrees from the reciprocal of the final approach using one of the following minima until vertical or course 5 minutes before the arriving aircraft is lateral separation is achieved: estimated at the airport or before it starts procedure a. TERMINAL. When takeoff direction differs by turn. (See FIG 6 − 3 − 2 and FIG 6 − 3 − 3.)

at least 45 degrees from the reciprocal of the final approach course, the departing aircraft takes off FIG 6 − 3 − 2 before the arriving aircraft leaves a fix inbound not Separation Minima less than 4 miles from the airport.

b. TERMINAL. When takeoff direction is other than in subpara a, the departing aircraft takes off so that it is established on a course diverging by at least 45 degrees from the reciprocal of the final approach course before the arriving aircraft leaves a fix inbound not less than 4 miles from the airport.

c. TERMINAL . When the absence of an appropri- ate fix precludes the application of subparas a or b and at airports where approach control service is not provided, the separation in subparas d or e must be applied.

d. When takeoff direction differs by at least 45 degrees from the reciprocal of the final approach FIG 6 − 3 − 3 course, the departing aircraft takes off 3 minutes Separation Minima before the arriving aircraft is estimated at the airport.

(See FIG 6 − 3 − 1.)

FIG 6 − 3 − 1 Separation Minima Initial Separation of Departing and Arriving Aircraft 6 − 3 − 1

JO 7110.65W 12/10/15

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 7110.65W 12/10/15 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 7110.65W 12/10/15 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 7110.65W 12/10/15 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 7110.65W 12/10/15 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 7110.65W 12/10/15 defined by a navigation station requiring extended radio communication with each other concur, you usable distance limitations beyond 130 miles. may authorize the following aircraft to maintain longitudinal separation of 10 minutes; or 20 miles d. An aircraft utilizing RNAV and an aircraft between DME equipped aircraft; RNAV equipped utilizing VOR have reported passing the same aircraft using ATD; and between DME and ATD position and the RNAV aircraft is at least 4 miles aircraft provided the DME aircraft is either beyond the reported position when operating along a 10,000 feet or below or outside of 10 miles from the route that is 8 miles or less in width; 9 miles beyond DME NAVAID.

the point when operating along an expanded route; PHRASEOLOGY − except that 15 miles must be applied if operating MAINTAIN AT LEAST ONE ZERO MINUTES/ along that portion of any route segment defined by a TWO ZERO MILES SEPARATION FROM (ident).

navigation station requiring extended usable distance limitation beyond 130 miles; or 3 minutes apart 6 − 4 − 5. RNAV AIRCRAFT ALONG VOR whichever is greater.

AIRWAYS/ROUTES NOTE − Advise the pilot to use DME distances when applying Except for GNSS-equipped aircraft /G, /L, /S, and /V, not on DME separation to an RNAV aircraft operating along a random impromptu route, Paragraph 5-5-1, Application, requires radar separation be provided to RNAV aircraft VOR airways/routes.

operating at and below FL450 on Q routes or random PHRASEOLOGY − RNAV routes, excluding oceanic airspace.

USE DME DISTANCES.

NOTE − ATD derived from area navigation devices having 6 − 4 − 4. SEPARATION BY PILOTS slant-range correction will not coincide with the direct When pilots of aircraft on the same course in direct DME readout.

Longitudinal Separation 6 − 4 − 6

JO 7110.65W 12/10/15

Section 5. Lateral Separation

separation until reaching the 6 − mile point. Reversing 6 − 5 − 1. SEPARATION METHODS direction, the same aircraft would require vertical Separate aircraft by one of the following methods: separation before passing the 6 − mile point. Due to the nature of GPS equipment, issue crossing restrictions in a. Clear aircraft on different airways or routes reference to the next waypoint, since the pilot receives whose widths or protected airspace do not overlap.

tracking “to” data rather than tracking “from” the last waypoint.

b. Clear aircraft below 18,000 to proceed to and report over or hold at different geographical locations b. Use TBL 6 − 5 − 1 and TBL 6 − 5 − 2 to determine determined visually or by reference to NAVAIDs.

the distance required for various divergence angles to clear the airspace to be protected. For divergence that c. Clear aircraft to hold over different fixes whose falls between two values, use the lesser divergence holding pattern airspace areas do not overlap each value to obtain the distance.

other or other airspace to be protected.

d. Clear departing aircraft to fly specified TBL 6 − 5 − 1 headings which diverge by at least 45 degrees.

Non − DME Divergence Distance Minima 6 − 5 − 2. MINIMA ON DIVERGING RADIALS Divergence (Degrees) Distance (NM) a. Consider separation to exist between aircraft: 15 16 20 12 1. Established on radials of the same NAVAID 25 10 that diverge by at least 15 degrees when either aircraft 30 8 is clear of the airspace to be protected for the other aircraft.

35 7 45 6 2. With non − VOR/DME based navigational 55 5 equipment established on tracks of the same waypoint that diverge by at least 15 degrees when 90 4 either aircraft is clear of the airspace to be protected NOTE: This table is for non − DME application only.

for the other aircraft.

TBL 6 − 5 − 2 FIG 6 − 5 − 1 Divergence Minima on Diverging Radials Distance Minima Divergence Distance (NM) (Degrees) Fl 180 through Below FL 180 FL 450 15 17 18 20 13 15 25 11 13 30 9 11 35 8 11 45 7 11 55 6 11 NOTE − 90 5 11 The procedure may be applied to converging as well as NOTE: This table is for DME application and diverging aircraft. (See FIG 6 − 5 − 1.) The aircraft depicted compensates for DME slant-range error.

6 miles from the NAVAID/waypoint would require vertical Lateral Separation 6 − 5 − 1 JO 7110.65W 12/10/15 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 7110.65W 12/10/15 projected along the route of flight, then issue a clearance.

(b) FL 180 to FL 600 inclusive − 10 miles on “Verify when you are established on the XYZ to ABC route each side of the route.

segment at or above 6,000 feet.” REFERENCE − 3. Via degree-distance fixes for RNAV flights FAAO JO 7110.65, Para 4-4-2, Route Structure Transitions above FL 450 − 10 miles on each side of the route.

FAAO JO 7110.65, Para 5-5-1, Application NOTE − b. When course change is 16 degrees through Except for GNSS-equipped aircraft /G, /L, /S, and /V, not on 90 degrees, protect the airspace on the overflown side a random impromptu route, Paragraph 5-5-1, Application, beginning at the point where the course changes as requires radar separation be provided to RNAV aircraft follows: (See FIG 6 − 5 − 5.)

operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace.

FIG 6 − 5 − 5 Overflown Side Minima REFERENCE − FAAO JO 7110.65, Para 4-4-2, Route Structure Transitions.

16 to 90 Degrees FAAO JO 7110.65, Para 5-5-1, Application.

P/CG Term - Global Navigation Satellite System (GNSS)[ICAO].

4. GNSS-equipped RNAV aircraft provided non-radar separation on random RNAV routes must be cleared via or reported to be established on point-to-point route segments.

(a) The points must be published NAVAIDs, waypoints, fixes, or airports recallable from the aircraft’s navigation database. The points must be displayed on controller video maps or depicted on the controller chart displayed at the control position. The maximum distance between points must not exceed 500 miles.

(b) Protect 4 miles either side of the route centerline.

(c) Assigned altitudes must be at or above the highest MIA along the projected route segment being flown, including the protected airspace of that route segment.

1. Below FL 180 − same as subparas a1 or 2.

(d) When the GNSS aircraft is being provided 2. FL 180 to FL 230 inclusive − 14 miles.

radar service and is transitioning to non-radar airspace, provide clearance direct to the named point 3. Above FL 230 to FL 600 inclusive − 17 miles.

in non-radar airspace in accordance with subpara- graphs a4(a) through (c). c. When course change is 91 degrees through 180 degrees, protect the airspace on the overflown EXAMPLE − side beginning at the point where the course changes A pilot has filed a point-to-point route from XYZ to ABC at as follows: (See FIG 6 − 5 − 6.)

13,000 feet. Departure procedures from the originating airport place the aircraft a significant distance from XYZ; 1. Below FL 180 − same as subparas a1 or 2.

however, the aircraft can establish itself along the route segment from XYZ to ABC. Ascertain when the pilot is 2. FL 180 to FL 230 inclusive − 28 miles.

established on the point-to-point route segment and at an 3. Above FL 230 to FL 600 inclusive − 34 miles .

altitude, which meets or exceeds the highest MVA/MIA Lateral Separation 6 − 5 − 3 JO 7110.65W 12/10/15 FIG 6 − 5 − 6 FIG 6 − 5 − 7 Overflown Side Minima RNAV Minima 91 to 180 Degrees a. When operating along a route that is 8 miles or less in width − 4 miles.

b. When operating along an expanded route − 9 miles, except that 15 miles must be applied along that portion of any route segment requiring extended d. After the course changes specified in sub- usable distance limitation beyond 130 miles of the paras b or c have been completed and the aircraft is reference facility.

back on course, the appropriate minima in subpara a NOTE − may be used.

Except for GNSS-equipped aircraft /G, /L, /S, and /V, not on a random impromptu route, Paragraph 5-5-1, Application, 6 − 5 − 5. RNAV MINIMA − DIVERGING/ requires radar separation be provided to RNAV aircraft CROSSING COURSES operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace.

Consider lateral separation to exist when an RNAV aircraft is beyond the point where the lateral protected FIG 6 − 5 − 8 RNAV Minima airspace of that aircraft has ceased to overlap the lateral protected airspace of another by at least: (See FIG 6 − 5 − 7 and FIG 6 − 5 − 8.)

Lateral Separation 6 − 5 − 4

JO 7110.65W 12/10/15

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 7110.65W 12/10/15

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 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 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 a. Except as provided in Subparagraph b, use a FIG 6 − 7 − 2 2 − minute or a 5 − mile radar interval as the minimum Timed Approach Procedures Using a Bearing on an between successive approaches .

NDB and Longitudinal and Vertical Separation REFERENCE − FAA Order JO 7110.65, Para 5 − 9 − 5, Approach Separation Responsibility.

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

FAA Order JO 7110.65, Para 6 − 7 − 2, Approach Sequence.

WAKE TURBULENCE APPLICATION b. Use the following time or radar interval as the minimum interval: 1. Behind super: (a) Heavy − 3 minutes or 6 miles.

(b) Large − 3 minutes or 7 miles.

(c) Small − 4 minutes or 8 miles.

2. Small behind heavy − 3 minutes or 6 miles.

NOTE − FIG 6 − 7 − 2 depicts the application of timed approach c. Increase the interval, as necessary, taking into procedures using a holding/approach fix on a bearing of an account the: NDB and applying a combination of longitudinal and vertical separation. The #3 aircraft has been instructed to 1. Relative speeds of the aircraft concerned.

descend to 2,000 after the #2 aircraft has reported 2. Existing weather conditions.

departing the holding/approach fix inbound and leaving 2,000 at point A. The #2 aircraft has departed the 3. Distance between the approach fix and the holding/approach fix inbound at the designated time, airport.

maintaining 2,000 until cleared for approach at point A.

4. Type of approach being made.

The #1 aircraft has been sighted, enabling the controller to issue approach clearance to the #2 aircraft at point A.

6 − 7 − 6. TIME CHECK c. Release the aircraft to the tower before it reaches Issue a time check to an aircraft before specifying a the final approach fix.

time to leave the approach fix inbound unless the aircraft is vectored to the final approach course.

6 − 7 − 3. SEQUENCE INTERRUPTION Interrupt the established timed approach sequence if 6 − 7 − 7. MISSED APPROACHES necessary to allow an aircraft to execute a different a. If weather conditions are such that an aircraft type of approach.

will likely miss an approach, issue an alternative missed approach procedure to the next aircraft.

6 − 7 − 4. LEVEL FLIGHT RESTRICTION b. If an aircraft misses an approach, allow the next If the weather report indicates an aircraft will be in aircraft to continue the approach if it has been IFR conditions over the final approach fix assigned an alternative missed approach procedure.

(nonprecision approach) or the outer marker or the fix Retain radar control or hold any remaining aircraft at used in lieu of the outer marker (precision approach) assigned altitudes until traffic conditions permit the when para 6 − 7 − 2, Approach Sequence, subpara b is issuance of approach clearances.

Timed Approaches 6 − 7 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 c. When para 6 − 7 − 2, Approach Sequence, sub- para b is applied and the first aircraft misses an approach, retain radar control or clear the second aircraft to maintain the last assigned altitude (minimum holding altitude) and return to the holding/approach fix to hold until traffic conditions permit the issuance of approach clearances.

Timed Approaches 6 − 7 − 3

JO 7110.65W 12/10/15

Chapter 7. Visual

Section 1. General

7 − 1 − 1. CLASS A AIRSPACE 7 − 1 − 3. APPROACH CONTROL SERVICE RESTRICTIONS FOR VFR ARRIVING AIRCRAFT Issue the following where procedures have been Do not apply visual separation or issue VFR or established for arriving VFR aircraft to contact “VFR-on-top” clearances in Class A airspace.

approach control for landing information: a. Wind, runway, and altimeter setting at the airport of intended landing. This information may be 7 − 1 − 2. VFR CONDITIONS omitted if contained in the ATIS broadcast and the pilot states the appropriate ATIS code or if the pilot uses the phrase, “have numbers.” a. You may clear aircraft to maintain “VFR conditions” if one of the following conditions exists: NOTE − Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast.

1. The pilot of an aircraft on an IFR flight plan requests a VFR climb/descent.

b. Traffic information on a workload permitting basis.

2. TERMINAL . The clearance will result in c. Time or place at which the aircraft is to contact noise abatement benefits where part of the IFR the tower on local control frequency for further departure route does not conform to an FAA- landing information.

approved noise abatement route or altitude.

d. An aircraft may be instructed to contact PHRASEOLOGY − approach control for landing and traffic information MAINTAIN VFR CONDITIONS.

upon initial contact with the tower.

REFERENCE − MAINTAIN VFR CONDITIONS UNTIL (time or fix).

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 7110.65W 12/10/15 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

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Section 2. Visual Separation

7 − 2 − 1. VISUAL SEPARATION 2. Pilot-applied visual separation.

Visual separation may be applied when other (a) Maintain communication with at least one approved separation is assured before and after the of the aircraft involved and ensure there is an ability application of visual separation. To ensure that other to communicate with the other aircraft.

separation will exist, consider aircraft performance, (b) The pilot sees another aircraft and is wake turbulence, closure rate, routes of flight, known instructed to maintain visual separation from the weather conditions, and aircraft position. Weather aircraft as follows: conditions must allow the aircraft to remain within sight until other separation exists. Visual separation (1) Tell the pilot about the other aircraft.

is not authorized when the lead aircraft is a super.

Include position, direction, type, and, unless it is REFERENCE − obvious, the other aircraft’s intention.

FAAO JO 7110.65, Para 2 − 1 − 20, Wake Turbulence Cautionary Advisories.

(2) Obtain acknowledgment from the pilot FAAO JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

that the other aircraft is in sight.

FAAO JO 7110.65, Para 3 − 1 − 9, Use of Tower Radar Displays.

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

(3) Instruct the pilot to maintain visual FAAO JO 7110.65, Para 7 − 4 − 1, Visual Approach.

FAAO JO 7110.65, Para 7 − 4 − 2, Vectors for Visual Approach.

separation from that aircraft.

FAAO JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

P/CG Term − Visual Approach.

PHRASEOLOGY − P/CG Term − Visual Separation.

(ACID), TRAFFIC, (clock position and distance), (direction) BOUND, (type of aircraft), (intentions and a. TERMINAL. Visual separation may be applied other relevant information).

between aircraft up to but not including FL180 under the following conditions: If required, 1. Tower-applied visual separation. (ACID), REPORT TRAFFIC IN SIGHT or DO YOU HAVE IT IN SIGHT?

(a) Maintain communication with at least one of the aircraft involved or ensure there is an ability to If the pilot reports traffic in sight, or the answer is in the communicate immediately with applicable military affirmative, aircraft as prescribed in Paragraph 3-9-3, Departure (ACID), MAINTAIN VISUAL SEPARATION Control Instructions, subparagraph a2.

NOTE − (b) The tower visually observes the aircraft, Towers must use the procedures contained in Paragraph issues timely traffic advisories, and provides visual 3-1-6, Traffic Information, Subparagraph b or c, as separation between the aircraft.

appropriate.

(c) Issue control instructions as necessary to (c) If the pilot reports the traffic in sight and ensure continued separation between the applicable will maintain visual separation from it (the pilot must aircraft.

state both), the controller may “approve” the operation instead of restating the instructions.

(d) Do not apply visual separation between successive departures when departure routes and/or PHRASEOLOGY − aircraft performance preclude maintaining separa- (ACID), APPROVED.

tion.

NOTE − (e) The use of tower-applied visual separation Pilot-applied visual separation between aircraft is achieved when the controller has instructed the pilot to is not authorized when wake turbulence separation is maintain visual separation and the pilot acknowledges required.

with their call sign or when the controller has approved (f) Adjacent airports with operating ATCTs pilot-initiated visual separation.

are not authorized to apply visual separation between REFERENCE − their traffic and the other ATCT’s traffic.

FAAO JO 7110.65, Para 5-4-5, Transferring Controller Handoff Visual Separation 7 − 2 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 (d) If aircraft are on converging courses, (d) If the pilot reports the traffic in sight and inform the other aircraft of the traffic and that visual will maintain visual separation (the pilot must state separation is being applied. both), the controller may “approve” the operation instead of restating the instructions.

PHRASEOLOGY − (ACID), TRAFFIC, (clock position and distance), PHRASEOLOGY − (direction) BOUND, (type of aircraft), HAS YOU IN (ACID), APPROVED.

SIGHT AND WILL MAINTAIN VISUAL SEPARATION.

NOTE − Pilot-applied visual separation between aircraft is (e) Advise the pilots if the targets appear achieved when the controller has instructed the pilot to likely to merge.

maintain visual separation and the pilot acknowledges NOTE − with their call sign or when the controller has approved Issue this advisory in conjunction with the instruction to pilot-initiated visual separation.

maintain visual separation, the advisory to the other (e) If the aircraft are on converging courses, aircraft of the converging course, or thereafter if the inform the other aircraft of the traffic and that visual controller subsequently becomes aware that the targets are merging. separation is being applied.

EXAMPLE − (f) Advise the pilots if the radar targets appear “Targets appear likely to merge.” likely to merge.

(f) Control of aircraft maintaining visual NOTE − separation may be transferred to an adjacent Issue this advisory in conjunction with the instruction to position/sector/facility. Coordination procedures maintain visual separation, the advisory to the other aircraft of the converging course, or thereafter if the must be specified in an LOA or facility directive.

controller subsequently becomes aware that the targets are REFERENCE − merging.

FAAO JO 7210.3, Para 4-3-1, Letters of Agreement EXAMPLE − b. EN ROUTE. Visual separation may be used up “Radar targets appear likely to merge.” to but not including FL 180 when the following PHRASEOLOGY − conditions are met: (ACID) TRAFFIC, (clock position and distance), 1. Direct communication is maintained with one (direction) − BOUND, (type of aircraft), ON of the aircraft involved and there is an ability to CONVERGING COURSE, HAS YOU IN SIGHT AND WILL MAINTAIN VISUAL SEPARATION.

communicate with the other.

REFERENCE − 2. A pilot sees another aircraft and is instructed FAAO JO 7110.65, Para 7 − 4 − 1, Visual Approach.

to maintain visual separation from it as follows: FAAO JO 7110.65, Para 7 − 4 − 2, Vectors for Visual Approach.

(g) Advise the pilots if either aircraft is a (a) Tell the pilot about the other aircraft heavy.

including position, direction, and type. If it is not obvious, include the other aircraft’s intentions.

(h) Issue wake turbulence cautionary REFERENCE − advisories in accordance with para 2 − 1 − 20.

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

c. Nonapproach control towers may be authorized (b) Obtain acknowledgment from the pilot to provide visual separation between aircraft within that the other aircraft is in sight.

surface areas or designated areas when approved separation is provided before and after the application (c) Instruct the pilot to maintain visual of visual separation. The nonapproach control tower separation from that aircraft.

must apply the procedures contained in subparagraph PHRASEOLOGY − a1 or a2, when applying visual separation.

(ACID), TRAFFIC, (clock position and distance), (direction) BOUND, (type of aircraft), (intentions and PHRASEOLOGY − other relevant information). If required, (ACID), REPORT VISUAL SEPARATION APPROVED BETWEEN (ACID) TRAFFIC IN SIGHT or DO YOU HAVE IT IN SIGHT? If AND (ACID), the pilot reports traffic in sight, or the answer is in the affirmative, (ACID), MAINTAIN VISUAL SEPARATION and for departing aircraft, Visual Separation 7 − 2 − 2 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 aircraft when IFR, Class B, Class C or TRSA separation (departing/succeeding aircraft) (ACID), RELEASED. services are required.

REFERENCE − d. If the nonapproach control tower controller FAAO JO 7110.65, Para 4 − 8 − 11, Practice Approaches.

states to the radar controller that they will provide FAAO JO 7110.65, Para 5 − 6 − 1, Application.

visual separation between arrivals, departures/ar- FAAO JO 7110.65, Para 7 − 4 − 2, Vectors for Visual Approach.

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

rivals and/or successive departures, and states the call FAAO JO 7110.65, Para 7 − 7 − 1, Application.

signs of all aircraft involved, the radar controller can FAAO JO 7110.65, Para 7 − 7 − 2, Issuance of EFC.

approve the application of visual separation as FAAO JO 7110.65, Para 7 − 7 − 3, Separation.

FAAO JO 7110.65, Para 7 − 7 − 4, Helicopter Traffic.

requested.

FAAO JO 7110.65, Para 7 − 7 − 5, Altitude Assignments.

FAAO JO 7110.65, Para 7 − 7 − 6, Approach Interval.

PHRASEOLOGY − FAAO JO 7110.65, Para 7 − 7 − 7, TRSA Departure Information.

VISUAL SEPARATION APPROVED and for FAAO JO 7110.65, Para 7 − 8 − 2, Class C Services.

departing/succeeding aircraft, (ACIDs) RELEASED FAAO JO 7110.65, Para 7 − 8 − 3, Separation.

FAAO JO 7110.65, Para 7 − 8 − 4, Establishing Two − Way NOTE − Communications.

A nonapproach control tower by accepting authorization FAAO JO 7110.65, Para 7 − 8 − 5, Altitude Assignments.

for visual separation becomes responsible for ensuring FAAO JO 7110.65, Para 7 − 8 − 6, Exceptions.

FAAO JO 7110.65, Para 7 − 9 − 1, Application.

that separation. Separation of IFR aircraft before and after FAAO JO 7110.65, Para 7 − 9 − 3, Methods.

application of visual separation is an IFR control function FAAO JO 7110.65, Para 7 − 9 − 4, Separation.

that must be applied by the Approach/Departure/En Route FAAO JO 7110.65, Para 7 − 9 − 6, Helicopter Traffic.

facility. Separation requirements also apply to VFR FAAO JO 7110.65, Para 7 − 9 − 7, Altitude Assignments.

Visual Separation 7 − 2 − 3

JO 7110.65W 12/10/15

Section 3. VFR-On-Top

7 − 3 − 1. VFR-ON-TOP PHRASEOLOGY − CLIMB TO AND REPORT REACHING VFR-ON-TOP, a. You may clear an aircraft to maintain “VFR-on-top” if the pilot of an aircraft on an IFR and flight plan requests the clearance.

TOPS REPORTED (altitude), PHRASEOLOGY − MAINTAIN VFR-ON-TOP.

or NOTE − 1. When an aircraft has been cleared to maintain NO TOPS REPORTS.

“VFR-on-top,” the pilot is responsible to fly at an appropriate VFR altitude, comply with VFR visibility and IF NOT ON TOP AT (altitude), MAINTAIN (altitude), AND distance from cloud criteria, and to be vigilant so as to see ADVISE.

and avoid other aircraft. The pilot is also responsible to comply with instrument flight rules applicable to the flight MAINTAIN VFR-ON-TOP.

(e.g., adherence to ATC clearances).

c. Do not clear an aircraft to maintain “VFR-on- 2. Although IFR separation is not applied, controllers top” between sunset and sunrise to separate holding must continue to provide traffic advisories and safety alerts, and apply merging target procedures to aircraft aircraft from each other or from en route aircraft operating VFR-on-top.

unless restrictions are applied to ensure the REFERENCE − appropriate IFR vertical separation.

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 7110.65W 12/10/15 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

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Section 4. Approaches

7 − 4 − 1. VISUAL APPROACH (If appropriate) A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually and WEATHER NOT AVAILABLE.

clear of clouds to the airport of intended landing. A NOTE − visual approach is not a standard instrument approach At airports where weather information is not available, a procedure and has no missed approach segment. An pilot request for a visual approach indicates that descent aircraft unable to complete a landing from a visual and flight to the airport can be made visually and clear of clouds.

approach must be handled as any go − around and appropriate IFR separation must be provided until the REFERENCE − FAAO JO 7110.65, Para 5 − 9 − 1, Vectors to Final Approach Course.

aircraft lands or the pilot cancels their IFR flight plan.

FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

FAAO JO 7110.65, Para 7 − 4 − 3, Clearance for Visual Approach.

a. At airports with an operating control tower, FAAO JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

aircraft executing a go − around may be instructed to FAAO JO 7110.65, Para 7 − 6 − 7, Sequencing.

FAAO JO 7110.65, Para 7 − 7 − 3, Separation.

enter the traffic pattern for landing and an altitude assignment is not required. The pilot is expected to 7 − 4 − 3. CLEARANCE FOR VISUAL climb to pattern altitude and is required to maintain APPROACH terrain and obstruction clearance. ATC must maintain applicable separation from other aircraft.

ARTCCs and approach controls may clear aircraft for visual approaches using the following procedures: b. At airports without an operating control tower, aircraft executing a go − around are expected to NOTE − complete a landing as soon as possible or contact ATC Towers may exercise this authority when authorized by a for further clearance. ATC must maintain separation LOA with the facility that provides the IFR service, or by a facility directive at collocated facilities.

from other IFR aircraft.

REFERENCE − a. Controllers may initiate, or pilots may request, FAA Order JO 7110.65, Para 2 − 1 − 4, Operational Priority.

a visual approach even when an aircraft is being FAA Order JO 7110.65, Para 2 − 1 − 20, Wake Turbulence Cautionary vectored for an instrument approach and the pilot Advisories.

FAA Order JO 7110.65, Para 3 − 10 − 2, Forwarding Approach subsequently reports: Information by Nonapproach Control Facilities.

FAA Order JO 7110.65, Para 7 − 2 − 1, Visual Separation.

1. The airport or the runway in sight at airports FAA Order JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

with operating control towers.

FAA Order JO 7210.3, Para 10 − 3 − 14, Go − around/Missed Approach.

P/CG Term – Go − around.

2. The airport in sight at airports without a AIM, Para 5 − 4 − 23, Visual Approach.

control tower.

b. Resolve potential conflicts with all other 7 − 4 − 2. VECTORS FOR VISUAL APPROACH 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 PHRASEOLOGY − VISUAL APPROACH RUNWAY (number); (Ident) FLY HEADING OR TURN RIGHT/LEFT HEADING (degrees) VECTOR FOR VISUAL or APPROACH TO (airport name).

Approaches 7 − 4 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 (Call sign) (control instructions as required) CLEARED g. In those instances where airports are located in VISUAL APPROACH TO (airport name) close proximity, also provide the location of the airport that may cause the confusion.

(and if appropriate) EXAMPLE − “Cessna Five Six November, Cleveland Burke Lakefront WEATHER NOT AVAILABLE OR VERIFY THAT YOU Airport is at 12 o’clock, 5 miles. Cleveland Hopkins HAVE THE (airport) WEATHER.

Airport is at 1 o’clock 12 miles. Report Cleveland Hopkins REFERENCE − in sight.” FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

REFERENCE − c. Clear an aircraft for a visual approach when: FAAO JO 7110.65, Para 7 − 4 − 4, Approaches to Multiple Runways.

1. The aircraft is number one in the approach 7 − 4 − 4. APPROACHES TO MULTIPLE sequence, or RUNWAYS 2. The aircraft is to follow a preceding aircraft a. All aircraft must be informed that approaches and the pilot reports the preceding aircraft in sight and are being conducted to parallel, intersecting, or is instructed to follow it, or converging runways. This may be accomplished through use of the ATIS.

NOTE − The pilot need not report the airport/runway in sight.

b. When conducting visual approaches to multiple runways ensure the following: 3. The pilot reports the airport or runway in sight but not the preceding aircraft. Radar separation must 1. Do not permit the respective aircrafts’ be maintained until visual separation is provided.

primary radar targets to touch unless visual separation is being applied.

d. All aircraft following a heavy, or a small aircraft following a B757, must be informed of the airplane 2. When the aircraft flight paths intersect, manufacturer and/or model.

ensure approved separation is maintained until visual separation is provided.

EXAMPLE − “Cessna Three Four Juliet, following a Boeing 757, 12 c. In addition to the requirements in para 7 − 2 − 1, o’clock, six miles.” Visual Separation, para 7 − 4 − 1, Visual Approach, para 7 − 4 − 2, Vectors for Visual Approach, and or para 7 − 4 − 3, Clearance for Visual Approach, the following conditions apply to visual approaches “Cessna Three Four Juliet, following a Seven fifty seven, being conducted simultaneously to parallel, intersect- 12 o’clock, six miles.” ing, and converging runways, as appropriate: REFERENCE − FAAO JO 7110.65, Para.2 − 4 − 21, Description of Aircraft Types.

1. Parallel runways separated by less than 2,500 feet. Unless approved separation is provided by ATC, NOTE − Visual separation is not authorized when the lead aircraft an aircraft must report sighting a preceding aircraft is a super.

making an approach (instrument or visual) to the adjacent parallel runway. When an aircraft reports REFERENCE − FAAO JO 7110.65, Para 7-2-1.

another aircraft in sight on the adjacent final approach course and visual separation is applied, controllers e. Inform the tower of the aircraft’s position prior must advise the succeeding aircraft to maintain visual to communications transfer at controlled airports.

separation. However, do not permit a super or heavy ARTS/STARS functions may be used provided a aircraft to overtake another aircraft. Do not permit a facility directive or LOA specifies control and B757 or other large aircraft to overtake a small communication transfer points.

aircraft.

f. In addition to the requirements of para 7 − 4 − 2, 2. Parallel runways separated by at least Vectors for Visual Approach, and subparas a, b, c, d, 2,500 feet, but less than 4,300 feet.

and e, ensure that the location of the destination airport is provided when the pilot is asked to report (a) Approved separation is provided until the the destination airport in sight. aircraft are: Approaches 7 − 4 − 2 4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15 (1) Established on a heading or established are conducted simultaneously to other runways, on a direct course to a fix or cleared on an RNAV/ provided the conditions of subpara (a) are met.

instrument approach procedure which will intercept (c) Provided the aircraft flight paths do not the extended centerline of the runway at an angle not intersect, when the provisions of subparas (a) and (b) greater than 30 degrees, and, are met, it is not necessary to apply any other type of (2) Issued an approach clearance and one separation with aircraft on the adjacent final approach pilot has acknowledged receipt of a visual approach course.

clearance, and, (d) Each aircraft must either be assigned a (3) The other pilot has acknowledged heading or established on a direct course to a fix or receipt of a visual or instrument approach clearance.

cleared on an RNAV/instrument approach procedure which will allow the aircraft to intercept the extended NOTE − centerline of the runway at an angle not greater than 1. The intent of the 30 degree intercept angle is to reduce 30 degrees.

the potential for overshoots of the extended centerline of the runway and preclude side-by-side operations with one NOTE − or both aircraft in a “belly-up” configuration during the 1. The intent of the 30 degree intercept angle is to reduce turn. Aircraft performance, speed, and the number of the potential for overshoots of the extended centerline of degrees of the turn are factors to be considered when the runway and preclude side-by-side operations with one vectoring aircraft to parallel runways.

or both aircraft in a “belly-up” configuration during the turn. Aircraft performance, speed, and the number of 2. Variances between heading assigned to intercept the degrees of the turn are factors to be considered when extended centerline of the runway and aircraft ground vectoring aircraft to parallel runways.

track are expected due to the effect of wind and course corrections after completion of the turn and pilot 2. Variances between heading assigned to intercept the acknowledgment of a visual approach clearance.

extended centerline of the runway and aircraft ground track are expected due to the effect of wind and course 3. Procedures using Radius-to-Fix legs that intercept final corrections after completion of the turn and pilot may be used in lieu of 30-degree intercept provisions acknowledgment of a visual approach clearance.

contained in this paragraph.

REFERENCE − 3. Procedures using Radius-to-Fix legs that intercept final FAA Publication, Pilot’s Handbook of Aeronautical Knowledge, may be used in lieu of 30-degree intercept provisions Chapter 15 “Effect of Wind.” contained in this paragraph.

(b) Visual approaches may be conducted to REFERENCE − one runway while visual or instrument approaches FAA Publication, Pilot’s Handbook of Aeronautical Knowledge, Chapter 15 “Effect of Wind.” are conducted simultaneously to other runways, provided the conditions of subpara (a) are met.

4. Intersecting and converging runways. Visual approaches may be conducted simultaneously with (c) Provided aircraft flight paths do not visual or instrument approaches to other runways, intersect, and when the provisions of subparas (a) and provided: (b) are met, it is not necessary to apply any other type of separation with aircraft on the adjacent final (a) Approved separation is maintained until approach course.

the aircraft conducting the visual approach has been issued, and the pilot has acknowledged receipt of, the 3. Parallel runways separated by 4,300 feet or visual approach clearance.

more.

(b) When aircraft flight paths intersect, (a) When aircraft flight paths do not intersect, approved separation must be maintained until visual visual approaches may be conducted simultaneously, separation is provided.

provided approved separation is maintained until one of the aircraft has been issued and the pilot has NOTE − Although simultaneous approaches may be conducted to acknowledged receipt of the visual approach intersecting runways, staggered approaches may be clearance.

necessary to meet the airport separation requirements (b) Visual approaches may be conducted to specified in Para 3 − 10 − 4, Intersecting Runway/Intersect- one runway while visual or instrument approaches ing Flight Path Separation.

Approaches 7 − 4 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 REFERENCE − to descend, climb, and/or fly a circuitous route to the FAAO 7110.79, Charted Visual Flight Procedures.

airport to maintain cloud clearance and/or terrain/ FAAO JO 7110.65, Para 7 − 4 − 5, Charted Visual Flight Procedures obstruction clearance. It is not in any way intended that (CVFP). USA/USN Not Applicable.

controllers will initiate or suggest a contact approach to a FAAO JO 7110.65, Para 7 − 7 − 3, Separation.

pilot.

7 − 4 − 5. CHARTED VISUAL FLIGHT b. The reported ground visibility is at least PROCEDURES (CVFP). USA/USN NOT 1 statute mile.

APPLICABLE c. A standard or special instrument approach Clear an aircraft for a CVFP only when the following procedure has been published and is functioning for conditions are met: the airport of intended landing.

a. There is an operating control tower.

d. Approved separation is applied between aircraft so cleared and other IFR or SVFR aircraft.

b. The published name of the CVFP and the When applying vertical separation, do not assign a landing runway are specified in the approach fixed altitude but clear the aircraft at or below an clearance, the reported ceiling at the airport of altitude which is at least 1,000 feet below any IFR intended landing is at least 500 feet above the traffic but not below the minimum safe altitude MVA/MIA, and the visibility is 3 miles or more, prescribed in 14 CFR Section 91.119.

unless higher minimums are published for the particular CVFP.

NOTE − 14 CFR Section 91.119 specifies the minimum safe altitude c. When using parallel or intersecting/converging to be flown: runways, the criteria specified in Para 7 − 4 − 4, (a) Anywhere.

Approaches to Multiple Runways, are applied.

(b) Over congested areas.

(c) Other than congested areas. To provide for an d. An aircraft not following another aircraft on the emergency landing in the event of power failure and approach reports sighting a charted visual landmark, without undue hazard to persons or property on the or reports sighting a preceding aircraft landing on the surface.

same runway and has been instructed to follow that (d) Helicopters. May be operated at less than the aircraft.

minimums prescribed in paras (b) and (c) above if the operation is conducted without hazard to persons or PHRASEOLOGY − property on the surface.

(Ident) CLEARED (name of CVFP) APPROACH.

e. An alternative clearance is issued when weather 7 − 4 − 6. CONTACT APPROACH conditions are such that a contact approach may be impracticable.

Clear an aircraft for a contact approach only if the following conditions are met: PHRASEOLOGY − CLEARED CONTACT APPROACH, a. The pilot has requested it.

NOTE − And if required, When executing a contact approach, the pilot is AT OR BELOW (altitude) (routing).

responsible for maintaining the required flight visibility, cloud clearance, and terrain/obstruction clearance. IF NOT POSSIBLE, (alternative procedures), AND Unless otherwise restricted, the pilot may find it necessary ADVISE.

Approaches 7 − 4 − 4

JO 7110.65W 12/10/15

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 cannot be maintained.

REFERENCE − 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 14 CFR Part 91 has been granted and an associated conditions at the controlling airport are not required to be 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.

3. Only when requested by the pilot. EXAMPLE − 1. A SVFR aircraft has been cleared to enter a Class B, 4. On the basis of weather conditions reported at Class C, Class D, or Class E surface area and subsequently the airport of intended landing/departure.

an IFR aircraft is ready to depart or is in position to begin an approach. Less overall delay might accrue to the IFR REFERENCE − FAAO JO 7110.65, Para 7 − 5 − 6, Climb to VFR. aircraft if the SVFR aircraft is allowed to proceed to the 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 7110.65W 12/10/15 7 − 5 − 3. SEPARATION the surface and adhere to the following aircraft separation minima: a. Apply non-radar or visual separation between: 1. Between a SVFR helicopter and an arriving or departing IFR aircraft: 1. SVFR fixed wing aircraft.

(a) / mile. If the IFR aircraft is less than 2. SVFR fixed-wing aircraft and SVFR 1 mile from the landing airport.

Helicopters.

(b) 1 mile. If the IFR aircraft is 1 mile or 3. SVFR fixed-wing aircraft and IFR aircraft.

more from the airport.

NOTE − 2. 1 mile between SVFR helicopters. This 1. Vertical separation is authorized between SVFR fixed separation may be reduced to 200 feet if: wing aircraft and IFR aircraft as prescribed in FAA (a) Both helicopters are departing simultan- JO 7110.65, Paragraph 7-5-4 Altitude Assignments eously on courses that diverge by at least 30 degrees 2. Due to the requirements for SVFR fixed-wing aircraft to and: maintain 1-mile flight visibility and to remain clear of (1) The tower can determine this separation clouds, radar separation is not authorized during SVFR fixed-wing operations. Radar vectors are authorized, as by reference to surface markings; or prescribed in para 5-6-1, Application, subparagraph f, to (2) One of the departing helicopters is expedite the entrance, exit, and transition of SVFR instructed to remain at least 200 feet from the other.

fixed-wing aircraft through the appropriate surface area.

NOTE − REFERENCE − 1. Vertical separation is authorized between SVFR FAAO JO 7110.65, Chapter 6, Nonradar helicopters and IFR aircraft as prescribed in FAAO FAAO JO 7110.65, para 7-2-1 Visual Separation FAAO JO 7110.65, para 7-5-4 Altitude Assignment 7110.65, 7-5-4, Altitude Assignments.

2. Radar separation as prescribed in Chapter 5 may be b. Apply non-radar, visual, or IFR radar applied provided that the facility conducting the operation separation between: is authorized to provide radar separation services in accordance with FAAO 7210.3, paragraph 10-5-3, 1. SVFR Helicopters.

Functional Use of Certified Tower Radar Displays 2. SVFR Helicopters and IFR aircraft. (CTRD), subparagraph b5, and subparagraph d. Facilities that are not delegated airspace or separation responsibil- NOTE − ity must use CTRDs in accordance with FAAO 7110.65, 1. Vertical separation is authorized between SVFR paragraph 3-1-9, Use of Tower Radar Displays, helicopters and IFR aircraft as prescribed in FAA subparagraph b.

JO 7110.65, Paragraph 7-5-4 Altitude Assignments REFERENCE − 2. Radar separation as prescribed in Chapter 5 may be FAAO JO 7110.65, Para 2 − 1 − 4, Operational Priority.

FAAO JO 7110.65, para 7-2-1, Visual Separation applied provided that the facility conducting the operation FAAO JO 7110.65, para 7-5-4 Altitude Separation is authorized to provide radar separation services in FAAO JO 7110.65, Chapter 6, Nonradar accordance with FAAO 7210.3, paragraph 10-5-3, FAAO JO 7210.3, para 10-5-3, Functional Use of Certified Tower Radar Displays Functional Use of Certified Tower Radar Displays (CTRD), subparagraph b5, and subparagraph d. Facilities 7 − 5 − 4. ALTITUDE ASSIGNMENT that are not delegated airspace or separation responsibil- ity must use CTRDs in accordance with FAAO 7110.65, Do not assign a fixed altitude when applying vertical paragraph 3-1-9, Use of Tower Radar Displays, separation, but clear the SVFR aircraft at or below an subparagraph b.

altitude which is at least 500 feet below any conflicting IFR traffic but not below the MSA c. Alternate SVFR helicopter separation minima prescribed in 14 CFR Section 91.119.

may be established when warranted by the volume and/or complexity of local helicopter operations.

PHRASEOLOGY − Alternate SVFR helicopter separation minima must MAINTAIN SPECIAL V − F − R CONDITIONS AT OR BELOW (altitude).

be established with an LOA with the helicopter operator which must specify, as a minimum, that NOTE − SVFR helicopters are to maintain visual reference to 1. SVFR aircraft are not assigned fixed altitudes to Special VFR (SVFR) 7 − 5 − 2 JO 7110.65W 12/10/15 maintain because of the clearance from clouds 7 − 5 − 7. GROUND VISIBILITY BELOW ONE requirement.

MILE 2. The MSAs are: 14 CFR Part 91 does not prohibit helicopter SVFR (a) Over congested areas, an altitude at least 1,000 feet flight when the visibility is less than 1 mile. Treat above the highest obstacle, and requests for SVFR fixed wing operations as follows (b) Over other than congested areas, an altitude at least when the ground visibility is officially reported at an 500 feet above the surface.

airport as less than 1 mile: (c) Helicopters may be operated at less than the minimum altitudes prescribed in (a) and (b) above.

a. Inform departing aircraft that ground visibility is less than 1 mile and that a clearance cannot be REFERENCE − FAAO JO 7110.65, Para 2 − 1 − 4, Operational Priority.

issued.

FAAO JO 7110.65, Para 5 − 6 − 1, Application.

14 CFR Section 91.119, Minimum Safe Altitudes: General.

b. Inform arriving aircraft, operating outside of a Class B, Class C, Class D, or Class E surface area, that 7 − 5 − 5. LOCAL OPERATIONS ground visibility is less than 1 mile and that, unless an emergency exists, a clearance cannot be issued.

a. Authorize local SVFR operations for a specified c. Inform arriving aircraft, operating VFR/SVFR period (series of landings and takeoffs, etc.) upon request if the aircraft can be recalled when traffic or within a Class B, Class C, Class D, or Class E surface weather conditions require. Where warranted, LOAs area, that ground visibility is less than 1 mile and request the pilot to advise intentions.

may be consummated.

PHRASEOLOGY − PHRASEOLOGY − (Name of airport) VISIBILITY LESS THAN ONE MILE.

LOCAL SPECIAL V − F − R OPERATIONS IN THE ADVISE INTENTIONS.

IMMEDIATE VICINITY OF (name) AIRPORT ARE AUTHORIZED UNTIL (time). MAINTAIN SPECIAL NOTE − V − F − R CONDITIONS.

Clear an aircraft to land at an airport with an operating control tower, traffic permitting, if the pilot reports the REFERENCE − FAAO JO 7210.3, Para 4 − 3 − 2, Appropriate Subjects.

airport in sight. The pilot is responsible to continue to the airport or exit the surface area. 14 CFR Section 91.157 b. Control facilities may also authorize an FSS to prohibits VFR aircraft (other than helicopters) from transmit SVFR clearances so that only one aircraft at landing at any airport within a surface area when ground a time operates in the Class B, Class C, Class D, or visibility is less than 1 mile. A pilot could inadvertently Class E surface areas unless pilots agree that they encounter conditions that are below SVFR minimums after will maintain visual separation with other aircraft entering a surface area due to rapidly changing weather.

operating in the Class B, Class C, Class D, or Class E The pilot is best suited to determine the action to be taken surface areas. Such authorization concerning visual since pilots operating under SVFR between sunrise and separation by pilots must be contained in a LOA sunset are not required to be instrument rated, and the between the control facility and the FSS. possibility exists that flight visibility may not be the same as ground visibility. 14 CFR Section 91.3 authorizes a pilot REFERENCE − encountering an inflight emergency requiring immediate FAAO JO 7210.3, Para 4 − 3 − 3, Developing LOA.

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

action to deviate from any rule of 14 CFR Part 91 to the extent required to meet that emergency. Flight into adverse weather conditions may require the pilot to execute the 7 − 5 − 6. CLIMB TO VFR emergency authority granted in 14 CFR Section 91.3 and Authorize an aircraft to climb to VFR upon request if continue inbound to land.

the only weather limitation is restricted visibility.

d. Authorize scheduled air carrier aircraft in the PHRASEOLOGY − U.S. to conduct operations if ground visibility is not CLIMB TO V − F − R WITHIN (name) SURFACE less than / statute mile.

AREA/WITHIN (a specified distance) MILES FROM NOTE − (airport name) AIRPORT, MAINTAIN SPECIAL V − F − R 14 CFR Part 121 permits landing or takeoff by domestic CONDITIONS UNTIL REACHING V − F − R.

scheduled air carriers where a local surface restriction to REFERENCE − visibility is not less than 1/2 statute mile, provided all turns FAAO JO 7110.65, Para 2 − 1 − 4, Operational Priority.

after takeoff or before landing and all flights beyond FAAO JO 7110.65, Para 2 − 4 − 22, Airspace Classes.

FAAO JO 7110.65, Para 7 − 5 − 1, Authorization. 1 statute mile from the airport boundary can be Special VFR (SVFR) 7 − 5 − 3 JO 7110.65W 12/10/15 accomplished above or outside the area so restricted. The a clearance cannot be issued unless an emergency pilot is solely responsible for determining if the nature of exists.

the visibility restriction will permit compliance with the provisions of 14 CFR Part 121.

c. Request the intentions of an arriving aircraft e. Clear an aircraft to fly through the Class B, operating within a Class B, Class C, Class D, or Class C, Class D, or Class E surface area if the Class E surface area.

aircraft reports flight visibility is at least 1 statute mile.

NOTE − REFERENCE − Clear an aircraft to land at an airport with an operating FAAO JO 7110.65, Para 2 − 1 − 4, Operational Priority.

control tower, traffic permitting, if the pilot reports the FAAO JO 7110.65, Para 7 − 5 − 1, Authorization.

airport in sight. The pilot is responsible to continue to the airport or exit the surface area. 14 CFR Section 91.157 7 − 5 − 8. FLIGHT VISIBILITY BELOW ONE prohibits VFR aircraft (other than helicopters) from MILE landing at any airport within a surface area when flight visibility is less than 1 mile. A pilot could inadvertently Treat requests for SVFR fixed-wing operations as encounter conditions that are below SVFR minimums after follows when weather conditions are not reported at entering a surface area due to rapidly changing weather.

an airport and the pilot advises the flight visibility is The pilot is best suited to determine the action to be taken less than 1 mile: since pilots operating under SVFR between sunrise and sunset are not required to be instrument rated, and the NOTE − possibility exists that flight visibility may not be the same 14 CFR Part 91 prescribes the visibility for basic VFR and as ground visibility. 14 CFR Section 91.3 authorizes a pilot SVFR operations as the official reported ground visibility encountering an inflight emergency requiring immediate at airports where provided and landing or takeoff “flight action to deviate from any rule of 14 CFR Part 91 to the visibility” where there is no official reported ground extent required to meet that emergency. Flight into adverse visibility.

weather conditions may require the pilot to execute the a. Inform departing aircraft that a clearance cannot emergency authority granted in 14 CFR Section 91.3 and be issued.

continue inbound to land.

b. Inform arriving aircraft operating outside of a REFERENCE − Class B, Class C, Class D or Class E surface area that FAAO JO 7110.65, Para 2 − 1 − 4, Operational Priority.

Special VFR (SVFR) 7 − 5 − 4

JO 7110.65W 12/10/15

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 in addition to the radar services prescribed in an approach sequence.

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 service may be fitted into the landing sequence by the sequence. Inform the pilot of the aircraft to follow 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 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 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 Paragraph 5-5-4, Minima, subparagraphs g and h.

7 − 6 − 10. VFR DEPARTURE INFORMATION 2. When parallel runways are less than 2,500 Inform departing VFR aircraft who request radar feet apart, do not permit a super or heavy aircraft to traffic advisories when to contact departure control overtake any aircraft, nor a B757 or other large and the frequency to use. Provide traffic advisories in aircraft to overtake a small aircraft established on accordance with para 2 − 1 − 21, Traffic Advisories, final within the 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 7110.65W 12/10/15 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

11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15

Section 7. Terminal Radar Service

Area (TRSA) − Terminal

7 − 7 − 1. APPLICATION 7 − 7 − 5. ALTITUDE ASSIGNMENTS Apply TRSA procedures within the designated a. Altitude information contained in a clearance, TRSA in addition to the basic services described in instruction, or advisory to VFR aircraft must meet Chapter 7, Visual, Section 6, Basic Radar Service to MVA, MSA, or minimum IFR altitude criteria.

VFR Aircraft − Terminal.

REFERENCE − FAAO JO 7110.65, Para 4 − 5 − 2, Flight Direction.

REFERENCE − FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation. FAAO JO 7110.65, Para 4 − 5 − 3, Exceptions.

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

b. If required, issue altitude assignments, consis- 7 − 7 − 2. ISSUANCE OF EFC tent with the provisions of 14 CFR Section 91.119.

Inform the pilot when to expect further clearance NOTE − when VFR aircraft are held either inside or outside the The MSAs are: TRSA.

1. Over congested areas, an altitude at least 1,000 feet REFERENCE − above the highest obstacle; and FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

2. Over other than congested areas, an altitude at least 500 feet above the surface.

7 − 7 − 3. SEPARATION c. When necessary to assign an altitude for Separate VFR aircraft from VFR/IFR aircraft by any separation purposes to VFR aircraft contrary to one of the following: 14 CFR Section 91.159, advise the aircraft to resume a. Visual separation, as specified in para 7 − 2 − 1, altitudes appropriate for the direction of flight when Visual Separation, para 7 − 4 − 2, Vectors for Visual the altitude assignment is no longer needed for Approach, and para 7 − 6 − 7, Sequencing.

separation or when leaving the TRSA.

NOTE − PHRASEOLOGY − Issue wake turbulence cautionary advisories in accor- RESUME APPROPRIATE VFR ALTITUDES.

dance with para 2 − 1 − 20, Wake Turbulence Cautionary REFERENCE − Advisories.

FAAO JO 7110.65, Para 4 − 8 − 11, Practice Approaches.

FAAO JO 7110.65, Para 5 − 6 − 1, Application.

b. 500 feet vertical separation.

FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

c. Target resolution, except when ISR is being displayed.

7 − 7 − 6. APPROACH INTERVAL NOTE − Apply the provisions of Paragraph 5-5-4, Minima, The tower must specify the approach interval.

subparagraphs g and h, when wake turbulence separation REFERENCE − is required.

FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

REFERENCE − FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

7 − 7 − 7. TRSA DEPARTURE INFORMATION 7 − 7 − 4. HELICOPTER TRAFFIC a. At controlled airports within the TRSA, inform a departing aircraft proposing to operate within the Helicopters need not be separated from other TRSA when to contact departure control and the helicopters. Traffic information must be exchanged, as necessary. frequency to use. If the aircraft is properly equipped, ground control or clearance delivery must issue the REFERENCE − appropriate beacon code.

FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

Terminal Radar Service Area (TRSA) − Terminal 7 − 7 − 1 JO 7110.65W 12/10/15 NOTE − d. Aircraft departing satellite controlled airports Departing aircraft are assumed to want TRSA service that will penetrate the TRSA should be provided the unless the pilot states, “negative TRSA service,” or makes same service as those aircraft departing the primary a similar comment. Pilots are expected to inform the airport. Procedures for handling this situation must be controller of intended destination and/or route of flight and covered in a letter of agreement or facility directives, altitude.

as appropriate.

b. Provide separation until the aircraft leaves the e. Procedures for handling aircraft departing TRSA.

uncontrolled satellite airports must be advertised in a c. Inform VFR participating aircraft when leaving facility bulletin and service provided accordingly.

the TRSA.

REFERENCE − PHRASEOLOGY − FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

LEAVING THE (name) TRSA, and as appropriate, RESUME OWN NAVIGATION, REMAIN THIS FREQUENCY FOR TRAFFIC ADVISORIES, RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO ZERO.

Terminal Radar Service Area (TRSA) − Terminal 7 − 7 − 2

11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15

Section 8. Class C Service − Terminal

7 − 8 − 1. APPLICATION NOTE − Limited radar coverage in one portion of a Class C area Apply Class C service procedures within the does not justify denial of Class C radar service in the entire designated Class C airspace and the associated outer area.

area. Class C services are designed to keep ATC REFERENCE − FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

informed of all aircraft within Class C airspace, not to exclude operations. Two-way radio communica- 7 − 8 − 3. SEPARATION tions and operational transponder are normally required for operations within Class C airspace, but Separate VFR aircraft from IFR aircraft by any one of operations without radio communications or the following: transponder can be conducted by LOA, facility a. Visual separation as specified in para 7 − 2 − 1, directive, or special arrangement with Class C Visual Separation, para 7 − 4 − 2, Vectors for Visual airspace controlling facility.

Approach, and para 7 − 6 − 7, Sequencing.

REFERENCE − FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

NOTE − 14 CFR Section 91.215, ATC Transponder and Altitude Reporting Issue wake turbulence cautionary advisories in accord- Equipment and Use.

ance with para 2 − 1 − 20, Wake Turbulence Cautionary Advisories.

7 − 8 − 2. CLASS C SERVICES b. 500 feet vertical separation; a. Class C services include the following: c. Target resolution, except when ISR is being displayed.

1. Sequencing of all aircraft to the primary airport. NOTE − Apply the provisions of Paragraph 5-5-4, Minima, 2. Standard IFR services to IFR aircraft.

subparagraphs g and h, when wake turbulence separation is required.

3. Separation, traffic advisories, and safety REFERENCE − alerts between IFR and VFR aircraft.

FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

4. Mandatory traffic advisories and safety alerts 7 − 8 − 4. ESTABLISHING TWO-WAY between VFR aircraft.

COMMUNICATIONS b. Provide Class C services to all aircraft operating Class C service requires pilots to establish two-way within Class C airspace.

radio communications before entering Class C c. Provide Class C services to all participating airspace. If the controller responds to a radio call aircraft in the outer area.

with, “(a/c call sign) standby,” radio communications have been established and the pilot can enter Class C d. Aircraft should not normally be held. However, airspace. If workload or traffic conditions prevent if holding is necessary, inform the pilot of the immediate provision of Class C services, inform the expected length of delay.

pilot to remain outside Class C airspace until e. When an outage occurs, affecting the preferred conditions permit the services to be provided.

radar sensor, advise aircraft that Class C services are PHRASEOLOGY − not available and, if appropriate, when to contact the (A/c call sign) REMAIN OUTSIDE CHARLIE AIRSPACE tower, except when other radar resources are AND STANDBY.

available and to the extent that coverage is sufficient, REFERENCE − continue to provide radar services.

FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation.

Class C Service − Terminal 7 − 8 − 1 JO 7110.65W 12/10/15 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 7110.65W 12/10/15

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 7110.65W 12/10/15 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 aircraft/ helicopter/rotorcraft that weigh more than a. Provide mandatory traffic advisories and safety 19,000 pounds and turbojets by no less than: alerts, between all aircraft.

1. 1 / miles separation, or b. Apply merging target procedures in accordance NOTE − with para 5 − 1 − 8, Merging Target Procedures.

When ISR is being displayed, discontinue 1 1/2 − NM separation.

7 − 9 − 6. HELICOPTER TRAFFIC 2. 500 feet vertical separation, or VFR helicopters need not be separated from VFR or NOTE − IFR helicopters. Traffic advisories and safety alerts Apply the provisions of paragraph 5 − 5 − 4, Minima, when must be issued as appropriate.

wake turbulence separation is required.

3. Visual separation, as specified in 7 − 9 − 7. ALTITUDE ASSIGNMENTS paragraph 7 − 2 − 1, Visual Separation, paragraph 7 − 4 − 2, Vectors for Visual Approach, and a. Altitude information contained in a clearance, paragraph 7 − 6 − 7, Sequencing.

instruction, or advisory to VFR aircraft must meet NOTE − MVA, MSA, or minimum IFR altitude criteria.

Issue wake turbulence cautionary advisories in accor- b. Issue altitude assignments, if required, consis- dance with paragraph 2 − 1 − 20, Wake Turbulence tent with the provisions of 14 CFR Section 91.119.

Cautionary Advisories.

NOTE − c. For the application of Class Bravo airspace The MSAs are: separation requirements, the V-22 Osprey must be 1. Over congested areas, an altitude at least 1,000 feet treated as a helicopter/rotorcraft.

above the highest obstacle, 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 by a minimum of: REFERENCE − FAAO JO 7110.65, Para 4 − 5 − 2, Flight Direction.

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

1. Target resolution, except when ISR is being FAAO JO 7110.65, Para 4 − 5 − 6, Minimum En Route Altitudes.

displayed, 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 7110.65W 12/10/15

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 When a position report affecting separation is not Provide air traffic control service in offshore airspace received, take action to obtain the report no later than areas in accordance with procedures and minima in 10 minutes after the control estimate, unless this chapter. For those situations not covered by this otherwise specified.

chapter, the provisions in this Order must apply.

8 − 1 − 7. OCEANIC ERROR REPORT 8 − 1 − 3. VFR FLIGHT PLANS PROCEDURES VFR flights in Oceanic FIRs may be conducted in FAAO 7110.82 establishes procedures for reporting meteorological conditions equal to or greater than Gross Navigation Errors (GNE), height errors, those specified in 14 CFR Section 91.155, Basic VFR time(longitudinal) errors, intervention, and Special weather minimums. Operations on a VFR flight plan Area of Operations (SAO) verification in oceanic are permitted only between sunrise and sunset and airspace. This data is needed for risk modeling only within: activities to support separation standard reductions.

a. Miami, Houston, and San Juan Oceanic Control Areas (CTAs) below FL 180.

8 − 1 − 8. USE OF CONTROL ESTIMATES b. Within the Oakland FIR when operating less Control estimates are the estimated position of than 100 NM seaward from the shoreline within aircraft, with reference to time as determined by the controlled airspace.

ATC automation system in use or calculated by the controller using known wind patterns, previous c. All Oceanic FIR airspace below the Oceanic aircraft transit times, pilot progress reports, and pilot CTAs.

estimates. These estimates may be updated through the receipt of automated position reports and/or 8 − 1 − 4. TYPES OF SEPARATION manually updated by the controller. Control estimates must be used when applying time − based separation Separation must consist of at least one of the minima.

following: a. Vertical separation; 8 − 1 − 9. RVSM OPERATIONS b. Horizontal separation, either; Controller responsibilities for non − RVSM aircraft operating in RVSM airspace must include but not be 1. Longitudinal; or limited to the following: 2. Lateral; a. Ensure non − RVSM aircraft are not permitted in c. Composite separation; RVSM airspace unless they meet the criteria of General 8 − 1 − 1 JO 7110.65W 12/10/15 excepted aircraft and are previously approved by the 3. Aircraft being utilized for mercy or operations supervisor/CIC. humanitarian purposes; b. In addition to those aircraft listed in Chapter 2, 4. Within the Oakland, Anchorage, and Arctic Section 1, Paragraph 2-1-28 RVSM Operations in this FIR’s, an aircraft transporting a spare engine order, the following aircraft operating within oceanic mounted under the wing.

airspace or transiting to/from oceanic airspace are excepted: (a) These exceptions are accommodated on a 1. Aircraft being initially delivered to the State workload or traffic-permitting basis.

of Registry or Operator; (b) All other requirements contained in 2. Aircraft that was formerly RVSM approved paragraph 2-1-28 are applicable to this section.

but has experienced an equipment failure and is being flown to a maintenance facility for repair in order to REFERENCE − meet RVSM requirements and/or obtain approval; FAAO JO 7110.65, Para 2-1-28, RVSM Operations General 8 − 1 − 2

JO 7110.65W 12/10/15

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 7110.65W 12/10/15

Section 3. Longitudinal Separation

FIG 8 − 3 − 1 8 − 3 − 1. APPLICATION Same Courses a. Longitudinal separation must be applied so that the spacing between the estimated positions of the aircraft being separated is never less than a prescribed minimum.

NOTE − Consider separation to exist when the estimated positions of the aircraft being separated are never less than a prescribed minimum.

b. In situations where one aircraft requires a different time − based longitudinal standard than another, apply the larger of the two standards between the aircraft concerned.

c. Longitudinal separation expressed in distance may be applied as prescribed in Chapter 6, Nonradar.

d. In situations where an update to a control estimate indicates that the minimum being applied no 2. Crossing tracks. Ensure that the estimated longer exists, controllers must ensure that separation spacing at the point of intersection is not less than the is reestablished. Issue traffic information as applicable minimum required. (See FIG 8 − 3 − 2.)

necessary.

FIG 8 − 3 − 2 Crossing Courses 8 − 3 − 2. SEPARATION METHODS a. For the purpose of application of longitudinal separation, the terms same track must be considered identical to same course , reciprocal tracks must be considered identical to reciprocal courses , and crossing tracks , must be considered identical to crossing courses .

NOTE − Refer to para 1 − 2 − 2, Course Definitions.

b. Separate aircraft longitudinally in accordance with the following: 1. Same track. Ensure that the estimated spacing between aircraft is not less than the applicable minimum required. (See FIG 8 − 3 − 1.)

Longitudinal Separation 8 − 3 − 1 JO 7110.65W 12/10/15 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 7110.65W 12/10/15 (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 7110.65W 12/10/15

Section 4. Lateral Separation

8 − 4 − 1. APPLICATION 2. When reduced route protected airspace is applicable, and the protected airspace of the flight Separate aircraft by assigning different flight paths paths do not overlap; or (See FIG 8 − 4 − 2.)

whose widths or protected airspace do not overlap.

FIG 8 − 4 − 2 Within that portion of the Gulf of Mexico Low Separation Methods Offshore airspace, use 12 NM between aircraft whose flight paths are defined by published Grid System waypoints.

NOTE − 1. The Grid System is defined as those waypoints contained within the Gulf of Mexico Low Offshore airspace and published on the IFR Vertical Flight Reference Chart.

2. Lateral separation minima is contained in: Section 7, North Atlantic ICAO Region.

Section 8, Caribbean ICAO Region.

Section 9, Pacific ICAO Region.

Section 10, North American ICAO Region − 3. When aircraft are crossing an oceanic Arctic CTA.

boundary and are entering an airspace with a larger lateral minimum than the airspace being exited; and 8 − 4 − 2. SEPARATION METHODS (a) The smaller separation exists at the boundary; and Lateral separation exists for: (b) Flight paths diverge by 15  or more until a. Nonintersecting flight paths: the larger minimum is established. (See FIG 8 − 4 − 3.)

1. When the required distance is maintained FIG 8 − 4 − 3 between the flight paths; or (See FIG 8 − 4 − 1.)

Separation Methods FIG 8 − 4 − 1 Separation Methods Lateral Separation 8 − 4 − 1 JO 7110.65W 12/10/15 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 7110.65W 12/10/15 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 7110.65W 12/10/15 8 − 4 − 4. TRACK SEPARATION 2. NDB: (a) Consider separation to exist between Apply track separation between aircraft by requiring aircraft established on tracks of the same NAVAID aircraft to fly specified tracks or radials and with that diverge by at least 30 degrees and one aircraft is specified spacings as follows: at least 15 miles from the NAVAID. This separation must not be used when one or both aircraft are a. Same NAVAID: inbound to the aid unless the distance of the aircraft 1. VOR/VORTAC/TACAN. Consider separa- from the facility can be readily determined by tion to exist between aircraft established on radials of reference to the NAVAID. Use TBL 8 − 4 − 2 to the same NAVAID that diverge by at least 15 degrees determine the flight distance required for various when either aircraft is clear of the airspace to be divergence angles to clear the airspace to be protected for the other aircraft. Use TBL 8 − 4 − 1 to protected. For divergence that falls between determine the flight distance required for various two values, use the lesser value to obtain the distance.

divergence angles and altitudes to clear the airspace (See FIG 8 − 4 − 11.)

to be protected. (See FIG 8 − 4 − 10.)

TBL 8 − 4 − 2 Divergence-Distance Minima (NDB) TBL 8 − 4 − 1 Divergence-Distance Minima Distance (mile) VOR/VORTAC/TACAN Divergence (degrees) FL 240 FL 230 and through Distance (mile) below FL 450 Divergence (degrees) Fl 240 FL 230 and 30 15 17 through below 45 13 14 FL 450 60 9 10 15 − 25 17 18 75 7 8 26 − 35 11 13 90 6 7 36 − 90 8 11 Note: This table compensates for DME slant range Note: This table compensates for DME slant range error.

error.

FIG 8 − 4 − 11 FIG 8 − 4 − 10 Track Separation NDB Track Separation VOR Lateral Separation 8 − 4 − 4 JO 7110.65W 12/10/15 (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 − 13 FIG 8 − 4 − 12 Track Separation Track Separation Dead Reckoning Different NAVAIDs Lateral Separation 8 − 4 − 5

JO 7110.65W 12/10/15

Section 5. Offshore/Oceanic Transition Procedures

8 − 5 − 1. ALTITUDE/FLIGHT LEVEL b. The aircraft are horizontally radar separated and TRANSITION separation is increasing at the edge of known radar coverage.

When vertical separation is applied between aircraft crossing the offshore/oceanic airspace boundary below FL 180, control action must be taken to ensure that differences between the standard altimeter 8 − 5 − 3. OPPOSITE DIRECTION setting (QNE) and local altimeter setting (QNH) do not compromise separation. (See FIG 8 − 5 − 1.)

When transitioning from an offshore airspace area to oceanic airspace, an aircraft may climb through FIG 8 − 5 − 1 opposite direction oceanic traffic provided vertical Standard and Local Altimeter Setting Differences separation above that traffic is established: a. Before the outbound crosses the offshore/ oceanic boundary; and b. 15 minutes before the aircraft are estimated to pass. (See FIG 8 − 5 − 2.)

FIG 8 − 5 − 2 Transitioning From Offshore to Oceanic Airspace Opposite Direction 8 − 5 − 2. COURSE DIVERGENCE When aircraft are entering oceanic airspace, separation will exist in oceanic airspace when: a. Aircraft are established on courses that diverge by at least 15 degrees until oceanic lateral separation is established, and Offshore/Oceanic Transition Procedures 8 − 5 − 1 JO 7110.65W 12/10/15 8 − 5 − 4. SAME DIRECTION 8 − 5 − 5. RADAR IDENTIFICATION APPLICATION When transitioning from an offshore airspace area to oceanic airspace or while within oceanic airspace, Radar separation standards may be applied between apply 5 minutes minimum separation when a radar identified aircraft and another aircraft not yet following aircraft on the same course is climbing identified that is in transit from oceanic airspace or through the altitude of the preceding aircraft if the non-radar offshore airspace into an area of known following conditions are met: radar coverage where radar separation is applied provided: a. The preceding aircraft is level at the assigned altitude and is maintaining a speed equal to or greater a. Direct radio communications is maintained than the following aircraft; and with one of the aircraft involved and there is an ability to communicate with the other; b. The minimum of 5 minutes is maintained between the preceding and following aircraft; and b. The transiting aircraft is RNAV equipped; c. The following aircraft is separated by not more c. The performance of the radar/system is than 4,000 feet from the preceding aircraft when the adequate; climb clearance is issued; and REFERENCE − d. The following aircraft commences climb within FAA Order JO 7110.65, Para 5-1-1, Presentation and Equipment Performance 10 minutes after passing: d. Flight data on the aircraft that has not been radar 1. An exact reporting point (DME fix or identified indicate that it is equipped with a standard intersection formed from NAVAIDs) which the transponder and there is no known information that preceding aircraft has reported; or the transponder is not operating; 2. A radar observed position over which the e. Radar separation standards are maintained preceding aircraft has been observed; and between the radar identified aircraft and any other e. The following aircraft is in direct observed targets until the transitioning aircraft is communication with air traffic control until vertical radar identified or non-radar separation is estab- separation is established. (See FIG 8 − 5 − 3.)

lished; FIG 8 − 5 − 3 f. The facility has identified areas of known radar Transitioning From Offshore to Oceanic Airspace coverage, incorporated those areas into facility Same Direction standard operating procedures (SOP), and provided training to the controllers.

g. This procedure is also applicable to aircraft in transit from oceanic airspace into Guam Control Area (CTA), San Juan CTA and Honolulu CTA radar coverage areas.

h. EXCEPTION: This procedure is not authorized if there is insufficient time for the controller to establish other approved separation in the event of a delay or inability to establish radar identification of the transiting aircraft taking into consideration factors such as aircraft performance characteristics, type, and speed; weather, traffic conditions; workload; frequency congestion; etc.

REFERENCE − FAAO JO 7110.65, Para 2-2-6,IFR Flight Progreass Data, Subpara2-2-6.b.

FAAO JO 7110.65, Para8-1-8, use of Control Estimates Offshore/Oceanic Transition Procedures 8 − 5 − 2

JO 7110.65W 12/10/15

Section 6. Separation from Airspace Reservations

8 − 6 − 1. TEMPORARY STATIONARY FIG 8 − 6 − 2 Temporary Stationary Airspace Reservations AIRSPACE RESERVATIONS Vertical Separation Separate aircraft from a temporary stationary reservation by one of two methods: a. Laterally: Clear aircraft so that the protected airspace along the route of flight does not overlap the geographical area of the stationary reservation.

(See FIG 8 − 6 − 1.)

FIG 8 − 6 − 1 Temporary Stationary Airspace Reservations Lateral Separation 8 − 6 − 2. REFUSAL OF AVOIDANCE CLEARANCE If a pilot refuses to accept a clearance to avoid a reservation, inform him/her of the potential hazard, advise him/her that services will not be provided while the flight is within the reservation and, if possible, inform the appropriate using agency.

8 − 6 − 3. TEMPORARY MOVING AIRSPACE RESERVATIONS Separate aircraft from a temporary moving airspace b. Vertically: Clear aircraft so that vertical reservation by one of the following methods: separation exists while the aircraft is within a a. Laterally: Clear aircraft so that the protected geographical area defined as the stationary reserva- airspace along the route of flight does not overlap the tion plus a buffer around the perimeter equivalent to (time-dependent) geographical area of the moving one-half the lateral separation minimum.

airspace reservation.

(See FIG 8 − 6 − 2.)

b. Longitudinally: Clear aircraft so that the appropriate longitudinal minimum exists ahead of the first or behind the last aircraft operating within the reservation.

c. Vertically: Clear aircraft so that vertical separation exists while the aircraft is within a (time-dependent) geographical area defined as the moving airspace reservation plus a buffer around the perimeter equivalent to one-half the lateral separation minimum.

Separation from Airspace Reservations 8 − 6 − 1

5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15

Section 7. North Atlantic ICAO Region

8 − 7 − 1. APPLICATION (a) At least 10 minutes longitudinal separa- tion exists at the point where the tracks diverge; and Provide air traffic control services in the North (b) At least 5 minutes longitudinal separation Atlantic ICAO Region with the procedures and will exist where minimum lateral separation is minima contained in this section except when noted achieved (whichever is estimated to occur first) ; otherwise.

(1) At or before the next significant point (normally within ten degrees of longitude along 8 − 7 − 2. VERTICAL SEPARATION track(s)), or Provide vertical separation in accordance with (2) Within 90 minutes of the time the Chapter 4, IFR, Section 5, Altitude Assignment and following aircraft passes the common point, or Verification.

(3) Within 600 NM of the common point.

3. Apply 15 minutes between all other turbojet 8 − 7 − 3. LONGITUDINAL SEPARATION aircraft.

In accordance with Chapter 8, Offshore/Oceanic c. Nonturbojet operations: Procedures, Section 3, Longitudinal Separation, apply the following: 1. Apply 20 minutes between aircraft operating in the West Atlantic Route System (WATRS), or a. Supersonic flight: 2. Apply 30 minutes between aircraft operating 1. 10 minutes provided that: outside of the WATRS.

(a) both aircraft are in level flight at the same NOTE − Mach number or the aircraft are of the same type and The WATRS area is defined as beginning at a point 27  00’N/77  00’W direct to 20  00’N/67  00’W direct to are both operating in cruise climb, and one of the 18  00’N/62  00’W direct to 18  00’N/60  00’W direct to following; 38  30’N/60  00’W direct to 38  30’N/69  15’W, thence (1) The aircraft concerned have reported counterclockwise along the New York Oceanic CTA/FIR over a common point; or, boundary to the Miami Oceanic CTA/FIR boundary, thence southbound along the Miami Oceanic CTA/FIR (2) If the aircraft have not reported over a boundary to the point of beginning.

common point, the appropriate time interval being d. Clear an aircraft for an ADS-B In Trail applied between aircraft exists and will exist at the Procedure (ITP) climb or descent provided the common point; or, following conditions are satisfied: (3) If a common point does not exist, the 1. The ITP climb or descent has been requested appropriate time interval being applied between by the pilot; aircraft exists and will exist at significant points along 2. The aircraft identification of each reference each track.

aircraft in the ITP request exactly matches the Item 7 2. 15 minutes between aircraft in supersonic - aircraft identification of the corresponding aircraft’s flight not covered in subpara a1 above.

filed flight plan; b. Turbojet operations (subsonic flight) : 3. The reported ITP distance between the ITP aircraft and any reference aircraft is 15 NM or more; 1. Apply the prescribed minima in accordance with para 8 − 3 − 3, Mach Number Technique; or 4. Both the ITP aircraft and reference aircraft are either on: 2. Where tracks diverge from the common point and the following aircraft is maintaining a greater (a) same identical tracks and any turn at a Mach Number than the preceding aircraft: waypoint shall be limited to less than 45 degrees; or North Atlantic ICAO Region 8 − 7 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 (b) same tracks with no turns permitted that 2. Aircraft on reciprocal tracks may be cleared reduce required separation during the ITP. to climb or descend to or through the altitude(s) occupied by another aircraft provided: NOTE − Same identical tracks are where the angular difference is (a) An ADS-C position report on at least one zero degrees.

of the aircraft has been received beyond the passing point, and 5. No speed or route change clearance shall be (b) The aircraft have passed each other by the issued to the ITP aircraft until the ITP climb or descent is completed; applicable separation minimum.

NOTE − 6. The altitude difference between the ITP ATOP has been designed to check for the above criteria aircraft and any reference aircraft shall be 2000 ft or prior to allowing the minima to be provided.

less; 3. When an ADS-C periodic or waypoint 7. No instruction to amend speed, altitude or change event report is overdue by 3 minutes , the route shall be issued to any reference aircraft until the controller must take action to obtain an ADS-C ITP climb or descent is completed; report.

4. If no report is received within 6 minutes of the 8. The maximum closing speed between the ITP time the original report was due, the controller must aircraft and each reference aircraft shall be Mach take action to apply another form of separation.

0.06; and 5. Aircraft on the same track may be cleared to 9. The ITP aircraft shall not be a reference climb or descend through the level of another aircraft aircraft in another ITP clearance.

provided: NOTE − (a) The longitudinal distance between the ATOP is designed to check for the above criteria prior to aircraft is determined from near simultaneous allowing the minima to be provided.

ADS − C demand reports and the ATOP software is e. Minima based on distance using Automatic used to ensure the following conditions are met; Dependent Surveillance – Contract (ADS-C): (b) The longitudinal distance between the aircraft, as determined in a) above, is not less than: 1. Apply the minima as specified in TBL 8-7-1 between aircraft on the same track within airspace (1) 15 NM when the preceding aircraft is at designated for Required Navigation Performance the same speed or faster than the following aircraft; (RNP), provided: or (a) Direct controller/pilot communication via (2) 25 NM when the following aircraft is voice or Controller Pilot Data Link Communications not more than Mach 0.02 faster than the preceding (CPDLC) is established, and aircraft (c) The altitude difference between aircraft is (b) The required ADS-C periodic reports are not more than 2000 ft; maintained and monitored by an automated flight data processor (for example, ATOP).

(d) The clearance is for a climb or descent of 4000 ft or less; FIG 8 − 7 − 1 (e) Both aircraft are filed as single flights not ADS − C Criteria flying in formation with other aircraft; Maximum ADS-C (f) Both aircraft are in level flight at a single Minima RNP Periodic Reporting altitude; Interval (g) Both aircraft are same direction; 50 NM 10 27 minutes 50 NM 4 32 minutes (h) Neither aircraft are on a weather devia- 30 NM 4 10 minutes tion; North Atlantic ICAO Region 8 − 7 − 2 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 (i) Neither aircraft have an open CPDLC d. 90 NM or 1 and 1/2 degrees latitude between request for a weather deviation; aircraft not approved for RNP 4 or RNP 10 and which: (j) Neither aircraft are on an offset with a 1. Operate on routes or in areas within WATRS, rejoin clearance; and the San Juan CTA/FIR or the Atlantic portion of the (k) The clearance is issued with a restriction Miami CTA/FIR; that ensures vertical separation is re − established 2. Operate between points in the U.S. or within 15 minutes from the first demand report Canada, and Bermuda; request.

3. Operate west of 55  West between the U.S., Canada, or Bermuda and points in the Caribbean 8 − 7 − 4. LATERAL SEPARATION ICAO Region.

In accordance with Chapter 8, Offshore/Oceanic e. 120 NM or 2 degrees latitude between aircraft Procedures, Section 4, Lateral Separation, apply the not covered by subparas a, c or d above.

following: NOTE − a. 30 NM to RNP-4 approved aircraft operating Tracks may be spaced with reference to their difference in within airspace designated for RNP-4 when direct latitude, provided that in any interval of 10 degrees of controller/pilot communications, via voice or longitude the change in latitude of at least one of the tracks Controller Pilot Data Link Communications does not exceed 3 degrees when operating south of 58  North.

(CPDLC), and the required ADS-C contracts are maintained and monitored by an automated flight data processor (e.g., ATOP).

8 − 7 − 5. PROCEDURES FOR WEATHER DEVIATIONS IN NORTH ATLANTIC (NAT) b. 50 NM between Required Navigation Perform- AIRSPACE ance (RNP 4 or RNP 10) approved aircraft which: Aircraft must request an ATC clearance to deviate.

1. Operate on routes or in areas within WATRS, Since aircraft will not fly into known areas of the San Juan CTA/FIR or the Atlantic portion of the weather, weather deviation requests should take Miami Oceanic CTA/FIR; or priority over routine requests. If there is no traffic in the horizontal dimension, ATC must issue clearance 2. Operate in the New York Oceanic CTA/FIR to deviate from track; or if there is conflicting traffic outside of WATRS.

in the horizontal dimension, ATC separates aircraft NOTE − by establishing vertical separation. If there is This reduced lateral separation must not be used if conflicting traffic and ATC is unable to establish the track − keeping capability of the aircraft has been reduced required separation, ATC must: for any reason.

a. Advise the pilot unable to issue clearance for c. 60 NM or 1 degree latitude between: requested deviation; 1. Supersonic aircraft operating above FL 275.

b. Advise the pilot of conflicting traffic; and 2. Aircraft which have MNPS or NAT HLA c. Request pilot’s intentions.

authorization and which: PHRASEOLOGY − (a) Operate within NAT HLA; or UNABLE (requested deviation), TRAFFIC IS (call sign, position, altitude, direction), ADVISE INTENTIONS.

(b) Are in transit to or from NAT HLA; or NOTE − (c) Operate for part of their flight within, 1. The pilot will advise ATC of intentions by the most above, or below NAT HLA .

expeditious means available.

2. In the event that pilot/controller communications NOTE − This reduced lateral separation must not be used if cannot be established or a revised ATC clearance is not track − keeping capability of the aircraft has been reduced available, pilots will follow the procedures outlined in the for any reason. Regional Supplementary Procedures, ICAO Doc. 7030.

North Atlantic ICAO Region 8 − 7 − 3

5/26/16 JO 7110.65W CHG 1 JO 7110.65W 12/10/15

Section 8. Caribbean ICAO Region

8 − 8 − 1. APPLICATION (a) At least 10 minutes longitudinal separa- tion exists at the point where the tracks diverge; and Provide air traffic control services in the Caribbean ICAO Region with the procedures and minima (b) At least 5 minutes longitudinal separation contained in this section except when noted will exist where minimum lateral separation is otherwise. achieved (whichever is estimated to occur first) ; (1) At or before the next significant point 8 − 8 − 2. VERTICAL SEPARATION (normally within ten degrees of longitude along track(s)), or Provide vertical separation in accordance with Chapter 4, IFR, Section 5, Altitude Assignment and (2) Within 90 minutes of the time the Verification.

following aircraft passes the common point, or (3) Within 600 NM of the common point; or 8 − 8 − 3. LONGITUDINAL SEPARATION 3. Apply 15 minutes between all other turbojet Provide longitudinal separation between aircraft as aircraft.

follows: c. Turbojet operations below FL 200 (subsonic a. Supersonic flight: flight) : 1. 10 minutes provided both aircraft are in level Apply 20 minutes between turbojet aircraft operating flight at the same Mach number or the aircraft are of below FL 200 in the San Juan Oceanic (outside the the same type and are both operating in cruise climb, WATRS area) , Miami Oceanic and Houston Oceanic and one of the following; CTAs/FIRs.

(a) Both aircraft have reported over a d. Nonturbojet operations.

common point; or, 1. Apply 20 minutes between aircraft operating (b) If both aircraft have not reported over a in the WATRS; or common point, the appropriate time interval being applied between aircraft exists and will exist at the 2. Apply 20 minutes between aircraft operating common point; or, below FL 200 in the Miami Oceanic, Houston Oceanic and San Juan CTAs/FIRs; or (c) If a common point does not exist, the appropriate time interval being applied between 3. Apply 30 minutes between aircraft operating aircraft exists and will exist at significant points along outside of the WATRS in the New York CTA/FIR.

each track.

NOTE − 2. 15 minutes between all other aircraft.

The WATRS area is defined as beginning at a point 27  00’N/77  00’W direct to 20  00’N/67  00’W direct to b. Turbojet operations at or above FL 200 in the 18  00’N/62  00’W direct to 18  00’N/60  00’W direct to Miami Oceanic, Houston Oceanic and San Juan 38  30’N/60  00’W direct to 38  30’N/69  15’W, thence CTAs/FIRs and all altitudes in the West Atlantic counterclockwise along the New York Oceanic CTA/FIR Route System (WATRS) and New York Oceanic boundary to the Miami Oceanic CTA/FIR boundary, CTA/FIR (subsonic flight) : thence southbound along the Miami Oceanic CTA/FIR boundary to the point of beginning.

1. Apply the prescribed minima in accordance e. Clear an aircraft for an ADS-B In Trail with para 8 − 3 − 3, Mach Number Technique; or Procedure (ITP) climb or descent provided the 2. In the New York CTA/FIR, where tracks following conditions are satisfied: diverge from the common point and the following aircraft is maintaining a greater Mach number than 1. The ITP climb or descent has been requested the preceding aircraft: by the pilot; Caribbean ICAO Region 8 − 8 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 3 4/27/14 JO 7110.65W 12/10/15 FIG 8 − 8 − 1 2. The aircraft identification of each reference ADS − C Criteria aircraft in the ITP request exactly matches the Item 7 - aircraft identification of the corresponding aircraft’s Maximum ADS-C filed flight plan; Minima RNP Periodic Reporting Interval 3. The reported ITP distance between the ITP 50 NM 10 27 minutes aircraft and any reference aircraft is 15 NM or more; 50 NM 4 32 minutes 4. Both the ITP aircraft and reference aircraft 30 NM 4 10 minutes are either on: 2. Aircraft on reciprocal tracks may be cleared (a) same identical tracks and any turn at a to climb or descend to or through the altitude(s) waypoint shall be limited to less than 45 degrees; or occupied by another aircraft provided: (b) same tracks with no turns permitted that (a) An ADS-C position report on at least one reduce required separation during the ITP.

of the aircraft has been received beyond the passing NOTE − point, and Same identical tracks are where the angular difference is (b) The aircraft have passed each other by the zero degrees.

applicable separation minimum.

5. No speed or route change clearance shall be NOTE − issued to the ITP aircraft until the ITP climb or ATOP has been designed to check for the above criteria descent is completed; prior to allowing the minima to be provided.

6. The altitude difference between the ITP 3. When an ADS-C periodic or waypoint aircraft and any reference aircraft shall be 2000 ft or change event report is overdue by 3 minutes , the less; controller must take action to obtain an ADS-C report.

7. No instruction to amend speed, altitude or route shall be issued to any reference aircraft until the 4. If no report is received within 6 minutes of the ITP climb or descent is completed; time the original report was due, the controller must take action to apply another form of separation.

8. The maximum closing speed between the ITP aircraft and each reference aircraft shall be Mach 5. Aircraft on the same track may be cleared to 0.06; and climb or descend through the level of another aircraft provided: 9. The ITP aircraft shall not be a reference aircraft in another ITP clearance.

(a) The longitudinal distance between the aircraft is determined from near simultaneous NOTE − ADS − C demand reports and the ATOP software is ATOP is designed to check for the above criteria prior to used to ensure the following conditions are met; allowing the minima to be provided.

(b) The longitudinal distance between the f. Minima based on distance using Automatic aircraft, as determined in a) above, is not less than: Dependent Surveillance – Contract (ADS-C): (1) 15 NM when the preceding aircraft is at 1. Apply the minima as specified in TBL 8-8-1 the same speed or faster than the following aircraft; between aircraft on the same track within airspace or designated for Required Navigation Performance (RNP), provided: (2) 25 NM when the following aircraft is not more than Mach 0.02 faster than the preceding (a) Direct controller/pilot communication via aircraft voice or Controller Pilot Data Link Communications (CPDLC) is established, and (c) The altitude difference between aircraft is not more than 2000 ft; (b) The required ADS-C periodic reports are maintained and monitored by an automated flight (d) The clearance is for a climb or descent of data processor (for example, ATOP). 4000 ft or less; Caribbean ICAO Region 8 − 8 − 2 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 (e) Both aircraft are filed as single flights not c. 60 NM between: flying in formation with other aircraft; 1. Supersonic aircraft operating above FL 275 within the New York oceanic CTA/FIR.

(f) Both aircraft are in level flight at a single altitude; 2. Supersonic aircraft operating at or above FL 450 not covered in subpara 1 above.

(g) Both aircraft are same direction; 3. Aircraft which have MNPS or NAT HLA (h) Neither aircraft are on a weather devia- authorization and which: tion; (a) Operate within NTA HLA; or (i) Neither aircraft have an open CPDLC request for a weather deviation; (b) Are in transit to or from NAT HLA; or (j) Neither aircraft are on an offset with a (c) Operate for part of their flight within, rejoin clearance; and above, or below NAT HLA.

NOTE − (k) The clearance is issued with a restriction This reduced lateral separation must not be used if that ensures vertical separation is re − established track − keeping capability of the aircraft has been reduced within 15 minutes from the first demand report for any reason.

request.

d. 90 NM between aircraft not approved for RNP 4 or RNP 10 and which: 8 − 8 − 4. LATERAL SEPARATION 1. Operate within WATRS ; or In accordance with Chapter 8, Offshore/Oceanic 2. Operate west of 55  West between the U.S., Procedures, Section 4, Lateral Separation, apply the Canada, or Bermuda and points in the Caribbean following: ICAO Region.

a. 30 NM to RNP-4 approved aircraft operating e. 100 NM between aircraft operating west of within airspace designated for RNP-4 when direct 55  West not covered by subparas a, c or d above.

controller/pilot communications, via voice or Con- troller Pilot Data Link Communications (CPDLC), f. 120 NM between aircraft operating east of and the required ADS-C contracts are maintained and 55  West.

monitored by an automated flight data processor (e.g., ATOP).

8 − 8 − 5. VFR CLIMB AND DESCENT b. 50 NM between Required Navigation Perform- a. In the Houston, Miami, and San Juan CTAs, IFR ance (RNP 4 or RNP 10) approved aircraft which: flights may be cleared to climb and descend in VFR conditions only: 1. Operate on routes or in areas within WATRS, the San Juan CTA/FIR or the Atlantic portion of the 1. When requested by the pilot; and Miami Oceanic CTA/FIR; or 2. Between sunrise and sunset.

2. Operate in the New York Oceanic CTA/FIR b. Apply the following when the flight is cleared: outside of WATRS; or 1. If there is a possibility that VFR conditions 3. Operate in the Houston Oceanic CTA/FIR or may become impractical, issue alternative the Gulf of Mexico portion of the Miami CTA/FIR.

instructions.

NOTE − 2. Issue traffic information to aircraft that are This reduced lateral separation must not be used if not separated in accordance with the minima in this track − keeping capability of the aircraft has been reduced for any reason. section.

Caribbean ICAO Region 8 − 8 − 3

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Section 9. Pacific ICAO Region

8 − 9 − 1. APPLICATION - aircraft identification of the corresponding aircraft’s filed flight plan; Provide air traffic control services in the Pacific 3. The reported ITP distance between the ITP ICAO Region with the procedures and minima aircraft and any reference aircraft is 15 NM or more; contained in this section except when noted otherwise.

4. Both the ITP aircraft and reference aircraft are either on: (a) Same identical tracks and any turn at a 8 − 9 − 2. VERTICAL SEPARATION waypoint shall be limited to less than 45 degrees; or Provide vertical separation in accordance with (b) same tracks with no turns permitted that Chapter 4, IFR, Section 5, Altitude Assignment and reduce required separation during the ITP.

Verification, except when aircraft operate within NOTE − airspace where composite separation and procedures Same identical tracks are where the angular difference is are authorized, apply the minima specified in zero degrees.

para 8 − 9 − 5, Composite Separation Minima .

5. No speed or route change clearance shall be issued to the ITP aircraft until the ITP climb or 8 − 9 − 3. LONGITUDINAL SEPARATION descent is completed; In accordance with Chapter 8, Offshore/Oceanic 6. The altitude difference between the ITP Procedures, Section 3, Longitudinal Separation, aircraft and any reference aircraft shall be 2000 ft or apply the following: less; 7. No instruction to amend speed, altitude or a. Minima based on time: route shall be issued to any reference aircraft until the 1. 15 minutes between aircraft; or ITP climb or descent is completed; 2. 10 minutes between turbojet aircraft whether 8. The maximum closing speed between the ITP in level, climbing or descending flight, provided that aircraft and each reference aircraft shall be Mach the aircraft concerned follow the same track or 0.06; and continuously diverging tracks until some other form 9. The ITP aircraft shall not be a reference of separation is provided; or aircraft in another ITP clearance.

3. The prescribed minima in accordance with NOTE − para 8 − 3 − 3, Mach Number Technique. ATOP is designed to check for the above criteria prior to allowing the minima to be provided.

4. Reciprocal track aircraft − Where lateral c. Minima based on distance using Automatic separation is not provided, vertical separation must Dependent Surveillance − Contract (ADS − C): be provided at least 10 minutes before and after the time the aircraft are estimated to pass or are estimated 1. Apply the minima as specified in TBL 8 − 9 − 1, to have passed. ADS − C Criteria, between aircraft on the same track within airspace designated for Required Navigation b. Clear an aircraft for an ADS-B In Trail Performance (RNP), provided: Procedure (ITP) climb or descent provided the (a) Direct controller/pilot communication via following conditions are satisfied: voice or Controller Pilot Data Link Communications 1. The ITP climb or descent has been requested (CPDLC) is established, and by the pilot; (b) The required ADS − C periodic reports are 2. The aircraft identification of each reference maintained and monitored by an automated flight aircraft in the ITP request exactly matches the Item 7 data processor (e.g., ATOP); Pacific ICAO Region 8 − 9 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 TBL 8 − 9 − 1 (e) Both aircraft are filed as single flights not ADS − C Criteria flying in formation with other aircraft; (f) Both aircraft are in level flight at a single Minima RNP Maximum ADS − C Periodic Reporting altitude; Interval (g) Both aircraft are same direction; 50 NM 10 27 minutes (h) Neither aircraft are on a weather devia- 50 NM 4 32 minutes tion; 30 NM 4 14 minutes (i) Neither aircraft have an open CPDLC 2. Aircraft on reciprocal tracks may be cleared request for a weather deviation; to climb or descend to or through the altitude(s) (j) Neither aircraft are on an offset with a occupied by another aircraft provided that: rejoin clearance; and (a) An ADS − C position report on at least one (k) The clearance is issued with a restriction of the aircraft has been received beyond the passing that ensures vertical separation is re − established point, and within 15 minutes from the first demand report (b) The aircraft have passed each other by the request.

applicable separation minimum.

d. Minima based on distance without ADS − C: NOTE − 1. Apply 50 NM between aircraft cruising, ATOP has been designed to check for the above criteria climbing or descending on the same track or prior to allowing the minima to be provided.

reciprocal track that meet the requirements for and 3. When an ADS − C periodic or waypoint are operating within airspace designated for RNP − 10 change event report is overdue by 3 minutes , the operations provided: controller must take action to obtain an ADS − C (a) Direct controller/pilot communication via report.

voice or CPDLC is maintained; and 4. If no report is received within 6 minutes of the (b) Separation is established by ensuring that time the original report was due, the controller must at least 50 NM longitudinal separation minima exists take action to apply another form of separation.

between aircraft positions as reported by reference to 5. Aircraft on the same track may be cleared to the same waypoint.

climb or descend through the level of another aircraft (1) Same track aircraft − whenever pos- provided: sible ahead of both; or (a) The longitudinal distance between the (2) Reciprocal track aircraft − provided aircraft is determined from near simultaneous that it has been positively established that the aircraft ADS − C demand reports and the ATOP software is have passed each other.

used to ensure the following conditions are met; 2. Distance verification must be obtained from (b) The longitudinal distance between the each aircraft at least every 24 minutes to verify that aircraft, as determined in a) above, is not less than: separation is maintained.

(1) 15 NM when the preceding aircraft is at 3. If an aircraft fails to report its position within the same speed or faster than the following aircraft; 3 minutes after the expected time, the controller must or take action to establish communication. If commu- (2) 25 NM when the following aircraft is nication is not established within 8 minutes after the not more than Mach 0.02 faster than the preceding time the report should have been received, the controller must take action to apply another form of aircraft separation.

(c) The altitude difference between aircraft is NOTE − not more than 2000 ft; When same track aircraft are at, or are expected to reduce (d) The clearance is for a climb or descent of to, the minima, speed control techniques should be applied 4000 ft or less; in order to maintain the required separation.

Pacific ICAO Region 8 − 9 − 2 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 e. Minima based on DME/RNAV: c. When aircraft operate within airspace where composite separation and procedures are authorized, Apply the following DME/RNAV minima in apply the minimum specified in para 8 − 9 − 5, Control 1234H, Control 1487H and the Norton Composite Separation Minima .

Sound High Control areas to turbojet aircraft d. Apply 100 NM to aircraft not covered by established on or transitioning to the North Pacific subparas a, b or c.

(NOPAC) Route System.

1. 30 NM between aircraft when DME reports or 8 − 9 − 5. COMPOSITE SEPARATION MINIMA radar observations are used to establish the distance, Provide composite separation within the Central East otherwise at least 40 NM based on RNAV must be Pacific (CEP) and North Pacific (NOPAC) composite applied; and route systems and where designated by facility 2. Unless both aircraft are radar identified, both directive in the Pacific Organized Track System aircraft must provide DME/RNAV distance reports (PACOTS) at and above FL 290 as follows: via direct voice that indicates the appropriate a. 1,000 feet vertical separation; and separation exists; and b. 50 NM lateral separation.

3. Application of DME/RNAV separation without direct voice communications may not 8 − 9 − 6. COMPOSITE SEPARATION continue for more than 90 minutes; and ALTITUDE ASSIGNMENT 4. The preceding aircraft is assigned the same a. Aircraft operating at or above FL 300 in a or greater Mach number than the following aircraft; composite route system may be cleared at even flight and levels. Additionally, aircraft may be cleared at even flight levels while joining, crossing, or leaving a 5. Both aircraft must be advised of the other composite route system provided such aircraft aircraft involved, including the distance relative to leaving the system are cleared to an appropriate odd the flights.

cardinal flight level when noncomposite vertical or lateral separation is achieved.

EXAMPLE − “Maintain Mach point eight four, same direction traffic, b. Aircraft (operating at or above FL 300) leaving twelve o’clock, three five miles.” a composite route system at an even cardinal flight REFERENCE − level do not have to be assigned an odd cardinal flight FAAO JO 7110.65, Para 2 − 1 − 21, Traffic Advisories.

level provided: 1. The aircraft is being provided radar service; 8 − 9 − 4. LATERAL SEPARATION and 2. The aircraft will be cleared for descent and In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 4, Lateral Separation, apply the approach to an airport within the facility’s domestic FIR; and following: 3. There is an operational advantage.

a. Within areas where Required Navigation Performance 10 (RNP − 10) separation and proced- c. Aircraft operating on unidirectional routes or ures are authorized, apply 50 NM to RNP − 10 traffic flows may be assigned altitudes other than the approved aircraft.

appropriate altitude for direction of flight provided that 2,000 feet vertical separation is maintained b. Apply 30 NM to RNP − 4 approved aircraft between aircraft operating on the same route.

operating within airspace designated for RNP − 4 when direct controller/pilot communications, via 8 − 9 − 7. COMPOSITE SEPARATION voice or Controller Pilot Data Link Communications APPLICATION (CPDLC), and the required ADS − C contracts are maintained and monitored by an automated flight Provide composite separation in the CEP and the data processor (e.g., ATOP). North Pacific (NOPAC) composite route systems and Pacific ICAO Region 8 − 9 − 3 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 where designated by facility directive in the Pacific 2. Composite separation is maintained between Organized Track System (PACOTS) as follows: that aircraft and any other aircraft within the composite route system; and a. Clear an aircraft to join an outer route of the NOTE − composite route system at other than the normal entry An aircraft is within the confines of a composite route point provided: system when the aircraft joins or crosses the outer route of the composite route system or passes a composite route 1. Longitudinal or noncomposite vertical sepa- entry point.

ration exists between that aircraft and any other 3. Composite separation is maintained between aircraft on that route; and that aircraft and any other aircraft on adjacent OTRs.

2. Composite separation exists between that f. Clear an aircraft to change altitude on a route if aircraft and any other aircraft on the next adjacent noncomposite separation exists between that aircraft route.

and others operating on that route regardless of other aircraft operating on adjacent routes in the system.

b. Clear an aircraft to leave an outer route of the Pilot’s discretion climbs and descents are not composite route system at other than the normal exit authorized when applying composite separation.

point provided its course diverges so that lateral NOTE − spacing from the route system increases until Although composite separation is not applied between noncomposite separation exists between that aircraft aircraft on different tracks at FL 280 and FL 290, this and any other aircraft in the composite route system.

paragraph applies to climbs and descents between FL 280 and altitudes within the composite altitude stratum c. Clear an aircraft to change from one route to an (FL 300 and above).

adjacent route within the composite route system provided: 8 − 9 − 8. PROCEDURES FOR WEATHER DEVIATIONS AND OTHER 1. Longitudinal or noncomposite vertical sepa- CONTINGENCIES IN OCEANIC ration is maintained between that aircraft and any CONTROLLED AIRSPACE other aircraft on the route being vacated until that Aircraft must request an ATC clearance to deviate.

aircraft is established on the route to which it is Since aircraft will not fly into known areas of proceeding; and weather, weather deviation requests should take 2. Longitudinal or noncomposite vertical sepa- priority over routine requests. If there is no traffic in ration exists between that aircraft and any other the horizontal dimension, ATC must issue clearance aircraft on the route to which that aircraft is to deviate from track; or if there is conflicting traffic proceeding; and in the horizontal dimension, ATC separates aircraft by establishing vertical separation. If there is 3. Composite separation exists between that conflicting traffic and ATC is unable to establish aircraft and any other aircraft on the next adjacent approved separation, ATC must: route.

a. Advise the pilot unable to issue clearance for requested deviation; d. Clear an aircraft to cross the composite route system provided longitudinal or noncomposite b. Advise the pilot of conflicting traffic; and vertical or lateral separation exists between that c. Request pilot’s intentions.

aircraft and any other aircraft in the composite route PHRASEOLOGY − system.

UNABLE (requested deviation), TRAFFIC IS (call sign, position, altitude, direction), SAY INTENTIONS.

e. Clear aircraft to transition to or from the NOTE − composite route system from an Oceanic Transition 1. The pilot will advise ATC of intentions by the most Route (OTR) provided: expeditious means available.

1. The OTR is charted on aeronautical charts; 2. In the event that pilot/controller communications and cannot be established or a revised AT clearance is not Pacific ICAO Region 8 − 9 − 4 11/10/16 JO 7110.65W CHG 2 JO 7110.65W 12/10/15 available, pilots will follow the procedures outlined in the Regional Supplementary Procedures, ICAO Doc 7030 and Chart Supplements.

Pacific ICAO Region 8 − 9 − 5

4/27/17 JO 7110.65W CHG 3 JO 7110.65W 12/10/15

Section 10. North American ICAO Region

8 − 10 − 1. APPLICATION (b) same tracks with no turns permitted that reduce required separation during the ITP.

Provide air traffic control services in the North NOTE − American ICAO Region with the procedures and Same identical tracks are where the angular difference is minima contained in this section.

zero degrees.

5. No speed or route change clearance shall be 8 − 10 − 2. VERTICAL SEPARATION issued to the ITP aircraft until the ITP climb or Provide vertical separation in accordance with: descent is completed; a. Chapter 4, IFR, Section 5, Altitude Assignment 6. The altitude difference between the ITP and Verification; and aircraft and any reference aircraft shall be 2000 ft or less; b. Facility directives depicting the transition between flight levels and metric altitudes. 7. No instruction to amend speed, altitude or route shall be issued to any reference aircraft until the ITP climb or descent is completed; 8 − 10 − 3. LONGITUDINAL SEPARATION 8. The maximum closing speed between the ITP In accordance with Chapter 8, Offshore/Oceanic aircraft and each reference aircraft shall be Mach Procedures, Section 3, Longitudinal Separation, 0.06; and apply the following: 9. The ITP aircraft shall not be a reference a. Minima based on time: aircraft in another ITP clearance.

1. 15 minutes between turbojet aircraft.

NOTE − ATOP is designed to check for the above criteria prior to 2. The prescribed minima in accordance with allowing the minima to be provided.

Paragraph 8 − 3 − 3, Mach Number Technique.

c. Minima based on distance using Automatic 3. 20 minutes between other aircraft.

Dependent Surveillance – Contract (ADS-C) in the b. Clear an aircraft for an ADS-B In Trail Anchorage Oceanic and Anchorage Continental Procedure (ITP) climb or descent provided the CTAs only: following conditions are satisfied: NOTE − The minima described in this paragraph are not applicable 1. The ITP climb or descent has been requested within airspace in the Anchorage Arctic CTA.

by the pilot; 1. Apply the minima as specified in TBL 8-10-1 2. The aircraft identification of each reference between aircraft on the same track within airspace in aircraft in the ITP request exactly matches the Item 7 the Anchorage Oceanic and Anchorage Continental - aircraft identification of the corresponding aircraft’s CTAs designated for Required Navigation filed flight plan; Performance (RNP), provided: 3. The reported ITP distance between the ITP (a) Direct controller/pilot communication via aircraft and any reference aircraft is 15 NM or more; voice or Controller Pilot Data Link Communications 4. Both the ITP aircraft and reference aircraft (CPDLC) is established, and are either on: (b) The required ADS-C periodic reports are (a) same identical tracks and any turn at a maintained and monitored by an automated flight waypoint shall be limited to less than 45 degrees; or data processor (for example, ATOP).

North American ICAO Region 8 − 10 − 1 3/15/07 7110.65R CHG 2 JO 7110.65W CHG 2 11/10/16 JO 7110.65W 12/10/15 TBL 8 − 10 − 1 (2) 25 NM when the following aircraft is ADS − C Criteria not more than Mach 0.02 faster than the preceding aircraft.

Minima RNP Maximum ADS − C (c) The altitude difference between aircraft is Periodic Reporting not more than 2000 ft; Interval (d) The clearance is for a climb or descent of 50 NM 10 27 minutes 4000 ft or less; 50 NM 4 32 minutes (e) Both aircraft are filed as single flights not 30 NM 4 10 minutes flying in formation with other aircraft; (f) Both aircraft are in level flight at a single 2. Aircraft on reciprocal tracks in the altitude; Anchorage Oceanic and Anchorage Continental CTAs may be cleared to climb or descend to or (g) Both aircraft are same direction; through the altitude(s) occupied by another aircraft (h) Neither aircraft are on a weather devia- provided: tion; (a) (a) An ADS-C position report on at least (i) Neither aircraft have an open CPDLC one of the aircraft has been received beyond the request for a weather deviation; passing point, and (j) Neither aircraft are on an offset with a (b) (b) The aircraft have passed each other by rejoin clearance; and the applicable separation minimum.

(k) The clearance is issued with a restriction NOTE − that ensures vertical separation is re − established ATOP has been designed to check for the above criteria within 15 minutes from the first demand report prior to allowing the minima to be provided.