[PDF] Order 7110.65P - FAA

711O.65P 2/19/04

Table of Contents

Chapter 1. Introduction

Section 1. General Page Paragraph 1-1-1 1-1-1. PURPOSE .

1-1-2. DISTRIBUTION . 1-1-1 1-1-3. CANCELLATION . 1-1-1 1-1-1 1-1-4. EXPLANATIONOFMAJORCHANGES .

1-1-5. EFFECTIVEDATE . 1-1-1 1-1-1 1-1-6. RECOMMENDATIONS FOR PROCEDURAL CHANGES .

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

1-1-8. PROCEDURAL LETTERS OF AGREEMENT . 1-1-2 1-1-9. CONSTRAINTS GOVERNING SUPPLEMENTS AND PROCEDURAL 1-1-2 DEVIATIONS .

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. ATCSERVICE . 2-1-1 2-1-2. DUTY PRIORITY . 2-1-1 2-1-3. PROCEDURAL PREFERENCE . 2-1-1 2-1-4. OPERATIONAL PRIORITY . 2-1-2 2-1-5. EXPEDITIOUS COMPLIANCE . 2-1-3 2-1-6. SAFETY ALERT . 2-1-3 2-1-7. INFLIGHTEQUIPMENTMALFUNCTIONS . 2-1-4 2-1-8. MINIMUM FUEL . 2-1-4 2-1-9. REPORTING ESSENTIAL FLIGHT INFORMATION . 2-1-5 2-1-10. NAVAIDMALFUNCTIONS . 2-1-5 2-1-11. USEOFMARSA .

2-1-5 2-1-12. MILITARY PROCEDURES . 2-1-6 2-1-13. FORMATION FLIGHTS . 2-1-6 2-1-14. COORDINATE USE OF AIRSPACE . 2-1-6 2-1-15. CONTROL TRANSFER . 2-1-7 2-1-16. SURFACEAREAS . 2-1-7 2-1-17. RADIO COMMUNICATIONS TRANSFER . 2-1-7 2-1-18. OPERATIONAL REQUESTS . 2-1-8 2-1-19. WAKE TURBULENCE . 2-1-9 2-1-20. WAKE TURBULENCE CAUTIONARY ADVISORIES . 2-1-9 2-1-21. TRAFFIC ADVISORIES . 2-1-9 2-1-22. BIRD ACTIVITY INFORMATION . 2-1-10 Table of Contents 711O.65P 2/19/04 Paragraph Page 2-1-23. TRANSFEROFPOSITIONRESPONSIBIUTY .

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

2-1-11 2-1-25. SUPERVISORY NOTIFICATION .

2-1-11 •

2-1-26. PILOTDEVIATlONNOTIFICATION .

2-1-11 2-1-27. TCAS RESOLUTlON ADVISORlES .

2-1-11 Section 2. Flight Plans and Control Infonnation 2-2-1. RECORDINGINFORMATlON .

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

2-2-1 2-2-3. FORWARDING VFR DATA .

2-2-1 2-2-4. MIUTARY DVFR DEPARTURES .

2-2-1 2-2-5. IFR TO VFR FUGHT 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. ALTRVINFORMATION . 2-2-2 2-2-9. COMPUTER MESSAGE VERlFICATION .

2-2-2 2-2-10. TRANSMIT PROPOSED FUGHT PLAN .

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

2-2-3 2-2-12. AIRBORNE MIUTARY FLIGHTS .

2-2-4 2-2-13. FORWARDING FLIGHT PLAN DATA BETWEEN U.S. ARTCCs AND CANADIAN ACes .

2-2-4 2-2-14. TELETYPE FUGHT DATA FORMAT - U.S. ARTCCs - CANADIAN ACCs .

2-2-4 2-2-15. NORTH AMERlCAN ROUTE PROGRAM (NRP) INFORMATION 2-2-5 Section 3. Flight Progress Strips

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2-3-1. GENERAL .

2-3-1 2-3-2. ENROUTEDATAENTRlES .

2-3-3 2-3-3. TERMINALDATAENTRlES .

2-3-5 2-3-4. AIRCRAFT IDENTITY . 2-3-8 2-3-5. AIRCRAFT TYPE .

2-3-9 2-3-6. USAF/USN UNDERGRADUATE PILOTS . 2-3-9 2-3- 7. AIRCRAFT EQUIPMENT SUFFIX .

2-3-9 2-3-8. CLEARANCE STATUS .

2-3-9 2-3-9. CONTROL SYMBOLOGY .

2-3-9 Section 4. Radio and Interphone Communications 2-4-1. RADlO COMMUNICATIONS . 2-4-1 2-4-2. MONITORING .

2-4-1 2-4-3. PILOT ACKNOWLEDGMENTjREAD BACK .

2-4-1 2-4-4. AUTHORlZED INTERRUPTIONS .

2-4-1 2-4-5. AUTHORlZED TRANSMISSlONS .

2-4-1 2-4-6. FALSE OR DECEPTIVE COMMUNICATlONS .

2-4-1 2-4- 7. AUTHORIZED RELAYS .

2-4-2 2-4-8. RADlO MESSAGE FORMAT . 2-4-2 2-4-9. ABBREVIATED TRANSMISSIONS .

2-4-2 2-4-10. INTERPHONE TRANSMISSlONPRlORlTIES .

2-4-2 2-4-11. PRlORITY INTERRUPTlON .

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ii Table of Contents 7110.65P 2/19/04 Page Paragraph 2-4-3 2-4-12. INTERPHONE MESSAGE FORMAT .

2-4-4 2-4-13. INTERPHONE MESSAGE TERMINATION .

2-4-4 2-4-14. WORDS AND PHRASES .

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

2-4-5 2-4-16. ICAO PHONETICS .

2-4-5 2-4-17. NUMBERS USAGE ····· 2-4-8 2-4-18. NUMBER CLARIFICATION .

2-4-8 2-4-19. FACILITY IDENTIFICATION .

2-4-8 2-4-20. AIRCRAFT IDENTIFICATION .

2-4-11 2-4-21. DESCRlPTION OF AIRCRAFT TYPES .

2-4-11 2-4-22. AIRSPACE ClASSES .

Section 5. Route and NAVAID Description 2-5-1. AIRWAYS AND ROUTES . 2-5-1 2-5-1 2-5-2. NAVAID TERMS .

2-5-3. NAVAID FIXES . 2-5-2 Section 6. Weather Information 2-6-1. FAMILIARlZATION . 2-6-1 2-6-1 2-6-2. HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) ..

2-6-1 2-6-3. PIREP INFORMATION .

2-6-4. WEATHER AND CHAFF SERVICES . 2-6-2 2-6-3 2-6-5. CALM WIND CONDITIONS .

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

2-6-7. DISSEMINATING WEATHER INFORMATION . 2-6-4 Section 7. Altimeter Settings 2-7.-1 2- 7 -1. CURRENT SETTINGS .

2-7-1 2- 7 -2. ALTIMETER SETTING ISSUANCE BELOW LOWEST USABLE FL Section 8. Runway Visibility Reporting- Terminal 2-8-1. FURNISH RVR/RVV VALUES . 2-8-1 2-8-2. ARRlVAUDEPARTURERUNWAYVISIBILITY . 2-8-1 2-8-1 2-8-3. TERMINOLOGY .

Section 9. Automatic Terminal Information Service Procedures 2-9-1. APPLICATION . 2-9-1 2-9-2. OPERATING PROCEDURES . 2-9-1 2-9-1 2-9-3. CONTENT .

Table of Contents iii

7110.65P 2/19/04 Section 10. Team Position Responsibilities Paragraph Page 2-10-1. EN ROUTE SECTOR TEAM POSITION RESPONSIBILITIES .

2-10-1 2-10-2. TERMINALRADAR/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/PERSONNELONRUNWAYS .

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

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

3-1-3 3-1-8. LOW LEVEL WIND SHEAR ADVISORIES .

3-1-3 3-1-9. USE OF TOWER RADAR DISPLAYS .

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

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

3-1-5 3-1-12. VISUALLYSCANNING RUNWAYS .

3-1-5 3-1-13. ESTABLISHING TWO- WAY COMMUNICATIONS .

3-1-5 3-1-14. GROUND OPERATIONS WHEN VOLCANIC ASH IS PRESENT .

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 (PPM) 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. APPROACH LIGHTS .

3-4-1 3-4-5. ALS INTENSITY SETTINGS .

3-4-2 3-4-6. SEQUENCED FLASHING LIGHTS (SFL) . 3-4-2 3-4-7. MALSR/ODALS . 3-4-2 3-4-8. ALSF-2/SSALR .

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iv Table of Contents 7110.65P 2/19/04 Page Paragraph 3-4-3 3-4-9. RUNWAY EDGE LIGHTS .

3-4-10. HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE, AND 3-4-3 TOUCHDOWN ZONE LIGHTS .

3-4-3 3-4-11. HIRL ASSOCIATED WITH MALSR .

3-4-4 3-4-12. HIRL CHANGES AFFECTING RVR .

3-4-4 3-4-13. MEDIUM INTENSITY RUNWAY LIGHTS .

3-4-14. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT 3-4-4 OPERATION .

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

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

3-4-5 3-4-17. OBSTRUCTION LIGHTS .

3-4-5 3-4-18. ROTATING BEACON .

Section S. Runway Selection 3-5-1 3-5-1. SELECTION ······························· 3-5-1 3-5-2. STOL RUNWAYS .

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

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

3-6-1 3-6-2. INFORMiITIONUSAGE .

3-6-1 3-6-3. IDENTIFICATION ···· 3-6-1 3-6-4. AMASS ALERT RESPONSES .

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

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

3-7-3 3- 7 -3. GROUND OPERATIONS .

3-7-4 3-7-4. RUNWAY PROXIMITY .

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

Section 8. Spacing and Sequencing 3-8-1 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 .

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

Section 9. Departure Procedures and Separation 3-9-1 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. TAXI INTO POSITION AND HOLD (TIPH) .

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

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

3-9-7. WAKE TURBULENCE SEPARATION FOR INTERSECTION 3-9-5 DEPARTURES .

v Table of Contents 7110.65P 2/19/04 Paragraph Page 3-9-8. INTERSECTING RUNWAY SEPARATION .

3-9-6 3-9-9. TAKEOFF CLEARANCE .

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

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Section 10. Arrival Procedures and Separation 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 SEPARATION .

3-10-3 3-10-5. LANDING CLEARANCE .

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

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

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

3-10-7 3-10-9. RUNWAY EXITING .

3-10-7 3-10-10. ALTITUDE RESTRICTED LOW APPROACH .

3-10-8 3-10-11. CLOSED TRAFFIC .

3-10-8 3-10-12. OVERHEAD MANEUVER .

3-10-8 3-10-13. SIMULATED FLAMEOUT (SFO~ APPROACHES/EMERGENCY ~.ill¥I~JnW'J,~i~2J~:r.1~~.S~~~~~~~ .

3-10-9 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. HELICOPTERARRIVALSEPARATION .

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

3-11-3 3-11-6. HELICOPTER LANDING CLEARANCE .

3-11-4 Section 12. Sea Lane Operations 3-12-1. APPLICATION .

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

3-12-1 3-12-3. ARRIVAL SEPARATION .

3-12-1

Chapter 4. IFR

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

4-1-1 4-1-2. EXCEPTIONS .

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

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

4-1-2 4-1-5. FIXUSE .

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vi Table of Contents

711O.65P 2/19/04 Section 2. Clearances Page Paragraph 4-2-1 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 .

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

4-2-2 4-2-7. ALTRV CLEARANCE .

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

4-2-3 4-2-9. CLEARANCE ITEMS .

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

4-3-1 4-3-2. DEPARTURE CLEARANCES .

4-3-3 4-3-3. ABBREVIATED DEPARTURE CLEARANCE .

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

4-3-6 4-3-5. GROUND STOP .

4-3-6 4-3-6. DELAY SEQUENCING .

4-3-6 4-3-7. FORWARD DEPARTURE DELAY INFORMATION .

4-3-6 4-3-8. COORDINATION WITH RECEIVING FACILITY .

4-3-7 4-3-9. VFR RELEASE OF IFR DEPARTURE .

4-3-7 4-3-10. FORWARDING DEPARTURE TIMES .

Section 4. Route Assignment 4-4-1 4-4-1. ROUTE USE · 4-4-2 4-4-2. ROUTE STRUCTURE TRANSITIONS .

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

4-4-3 4-4-4. ALTERNATIVE ROUTES .

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

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

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

4-5-2 4-5-3. EXCEPTIONS .

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

4-5-5. ADJUSTED MINIMUM FLIGHT LEVEL . 4-5-2 4-5-3 4-5-6. MINIMUM EN ROUTE ALTITUDES ..

4-5-3 4-5-7. ALTITUDE INFORMATION .

4-5-8. ANTICIPATED ALTITUDE CHANGES . 4-5-7 4-5-9. ALTITUDE CONFIRMATION- NONRADAR . 4-5-7 vii Table of Contents

71m65P 2/19/04 Section 6. Holding Aircraft Paragraph Page 4-6-1. CLEARANCE TO HOLDING FIX .

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4-6-2. CLEARANCE BEYOND FIX .

4-6-2 4-6-3. DELAyS .

4-6-2 4-6-4. HOLDING INSTRUCTIONS .

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

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

4-6-3 4-6- 7. UNMONITORED NAVAIDs .

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

4-6-3 Section 7. Arrival Procedures 4-7-1. CLEARANCE INFORMATION .

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

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

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

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

4-7-2 4-7-6. ARRIVAL INFORMATION .

4-7-3 4-7-7. WEATHER INFORMATION .

4-7-3 4-7-8. BELOW MINIMA REPORT BY PILOT .

4-7-3 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 .

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

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

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

4-8-1 4-8-2. CLEARANCE LIMIT .

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

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

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

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

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

4-8-4 4-8-8. COMMUNICATIONS RELEASE .

4-8-5 4-8-9. MISSED APPROACH .

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

4-8-5 4-8-11. PRACTICE APPROACHES .

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

4-8-6

Chapter 5. Radar

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

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

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

5-1-1 5-1-4. BEACONRANGEACCURACY .

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viii Table of Contenls 7110.65P 2/19/04 Page Paragraph 5-1-2 5-1-5. ECM/ECCMACTIVITY .

5-1-3 5-1-6. SERVICE UMITATIONS .

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 ..

Section 2. Beacon Systems 5-2-1 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 .

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

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

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

5-2-3 5-2-8. RADIO FAILURE .

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

5-2-10. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS 5-2-4 ABOVE FL 600 .

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

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

5-2-5 5-2-13. CODE MONITOR .

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

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

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

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

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

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

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

5-2-21. INFUGHT DEVIATIONS FROM TRANSPONDER/MODE C REQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET . 5-2-8 5-2-22. BEACON TERMINATION . 5-2-8 5-2-8 5-2-23. ALTITUDE FILTERS .

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

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

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

5-3-2 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 .

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

5-3-3 5-3-9. TARGET MARKERS .

ix Table of Contents

7110.65P 2/19/04 Section 4. Transfer of Radar Identification Paragraph Page 5-4-1. APPLICATION .

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5-4-2. TERMS .

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

5-4-1 5-4-4. TRAFFIC .

5-4-2 5-4-5. TRANSFERRINGCONTROLLERHANDOFF .

5-4-2 5-4-6. RECEIVING CONTROLLER HANDOFF .

5-4-3 5-4- 7. POINT OUT .

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

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

5-4-5 5-4-10. PREARRANGED COORDINATION .

5-4-5 Section 5. Radar Separation 5-5-1. APPLICATION .

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

5-5-1 5-5-3. TARGET RESOLUTION .

5-5-1 5-5-4. MINIMA .

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

5-5-3 5-5-6. EXCEPTIONS .

5-5-3 5-5-7. PASSING OR DIVERGING .

5-5-4 5-5-8. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS .

5-5-4 5-5-9. SEPARATION FROM OBSTRUCTIONS .

5-5-5 5-5-IO. ADJACENT AIRSPACE .

5-5-5 5-5-11. EDGE OF SCOPE .

5-5-5 5-5-12. BEACON TARGET DISPLACEMENT .

5-5-5 5-5-13. GPAI02/103 CORRECTIONFACTOR .

5-5-6 Section 6. Vectoring 5-6-1. APPLICATION .

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

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

5-6-2 Section 7. Speed Adjustment 5-7-1. APPLICATION ..

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

5-7-2 5-7-3. MINIMA .

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

5-7-3 Section 8. Radar Departures 5-8-1. PROCEDURES .

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

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

5-8-1 5-8-4. DEPARTUREANDARRIVAL .

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

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x Table of Contents

7110.65P 2/19/04 Section 9. Radar Arrivals Page Paragraph 5-9-1 5-9-1. VECTORS TO FINAL APPROACH COURSE .

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

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

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

5-9-5 5-9-5. APPROACH SEPARATION RESPONSIBILITY .

5-9-5 5-9-6. PARAUELDEPENDENTILS/MLSAPPROACHES ., .

5-9-7. SIMULTANEOUS INDEPENDENT ILS/MLS APPROACHES- 5-9-8 DUAL & TRIPLE .

5-9-8. SIMULTANEOUS INDEPENDENT DUAL ILS/MLS APPROACHES- 5-9-9 mGH UPDATE RADAR .

Section 10. Radar Approaches- Terminal 5-10-1 5-10-1. APPLICATION ·············· 5-10-1 5 -10- 2. APPROACH INFORMATION .

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

5-10-2 5-10-4. LOST COMMUNICATIONS .

5-10-3 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 .

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

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

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

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

5-11-1 5-11-3. DESCENT NOTIFICATION .

5-11-1 5-11-4. DESCENT INSTRUCTIONS .

5-11-2 5-11-5. FINALAPPROACHGUIDANCE ..

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

Section 12. PAR Approaches- 'Ierminal 5-12-1 5-12-1. GLIDEPATHNOTIFICATION ..

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

5-12-1 5-12-3. DESCENT INSTRUCTION .

5-12-1 5-12-4. GLIDEPATHANDCOURSEINFORMATION .

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 .

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

5-12-2 5-12-9. COMMUNICATION TRANSFER .

xi Table of Contents 7110.65P 2/19/04 Paragraph Page 5-12-10. ELEVATIONFAlLURE .

5-12-2 5-12-11. SURVEILLANCE UNUSABLE .

5-12-3

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

5-13-1 5-13-2. MONITOR AVAlLABILITY .

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

5-13-1 Section 14. Automation- En Route 5-14-1. CONFLICT ALERT (CA) AND MODE C INTRUDER (MCI) ALERT .

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

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

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

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

5-14-2 5-14-6. SECTOR ELIGIBILITY .

5-14-2 5-14-7. COASTTRACKS .

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

5-14-3 Section 15. Automated Radar Terminal Systems (ARTS)- Terminal 5-15-1. APPLICATION .

5-15-1 5-15-2. RESPONSIBILITy .

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

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

5-15-1

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5-15-5. INFORMATION DISPLAYED .

5-15-1 5-15-6. CA/MCI .

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

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

5-15-2 Section 16. TPX-42- Terminal 5-16-1. APPLICATION .

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

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

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

5-16-1 5-16-5. INFORMATION DISPLAYED .

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

5-16-1

Chapter 6. Nonradar

Section 1. General 6-1-1. DISTANCE .

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

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

6-1-1 6-1-4. ADJACENT AlRPORT OPERATION .

6-1-1 6-1-5. ARRIVAL MINIMA .

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xii Table of Contents

711O.65P 2/19/04 Section 2. Initial Separation of Successive Departing Aircraft Page Paragraph 6-2-1 6-2-1. MINIMA ON DIVERGING COURSES .

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

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

Section 4. Longitudinal Separation 6-4-1 6-4-1. APPUCATION .

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

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

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

6-4-6 6-4-5. RNAV AIRCRAFr ALONG VOR AIRWAYSjROUTES .

Section 5. Lateral Separation 6-5-1. SEPARPJIONMETHODS . 6-5-1 6-5-1 6-5-2. MINIMA ON DIVERGING RADIALS .

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

6-5-4. MINIMA ALONG OTHER THAN ESTABUSHED AIRWAYS OR 6-5-2 ROUTES .

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

Section 6. Vertical Separation 6-6-1. APPUCATION . 6-6-1 6-6-1 6-6-2. EXCEPTIONS .

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

Section 7. Timed Approaches 6-7-1. APPUCATION . 6-7-1 6-7-1 6-7-2. APPROACH SEQUENCE .

6-7-3. SEQUENCE INTERRUPTION . 6-7-2 6-7-2 6-7 -4. LEVEL FUGHT RESTRICTION .

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

6-7-6. TIME CHECK . 6-7-2 6-7-7. MISSED APPROACHES . 6-7-2 xiii Table of Contents

7110.65P 2/19/04

Chapter 7. Visual

Section 1. General Paragraph Page 7-1-1. CLASS A AIRSPACE RESTRICTIONS .

7-1-1 7-1-2. VFRCONDITIONS .

7-1-1 7-1-3. APPROACH CONTROL SERVICE FOR VFRARRIVINGAIRCRAFT .

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 FUGHT .

7-3-1 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). USNUSN NOT APPUCABLE .

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

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

7-5-1 7-5-2. PRIORITy .

7-5-1 7-5-3. SEPARATION .

7-5-2 7-5-4. ALTITUDE ASSIGNMENT .

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

7-5-2 7-5-6. CUMBTOVFR .

7-5-3 7-5-7. GROUND VISIBIUTY BELOW ONE MILE .

7-5-3 7-5-8. FLIGHT VISIBIUTY BELOW ONE MILE . 7-5-3 Section 6. Basic Radar Service to VFR Aircraft- Terminal 7-6-1. APPUCATION .

7-6-1 7-6-2. SERVICEAVAILABIUTY .. 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. ABANDONEDAPPROACH .

7-6-2 xiv Table of Contents 7110.65P 2/19/04 Page Paragraph 7-6-10. VFRDEPARTUREINFORMATION . 7-6-2 7-6-11. TERMINATION OF SERVICE . 7-6-2 7-6-3 7-6-12. SERVICE PROVIDED WHEN TOWER IS INOPERATIVE .

Section 7. Terminal Radar Service Area (TRSA) - Terminal 7-7-1. APPLICATION . 7-7-1 7-7-1 7-7-2. ISSUANCEOFEFC .

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

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. TRSADEPARTUREINFORMATION . 7-7-1 Section 8. Class C Service- Terminal 7-8-1. APPLICATION . 7-8-1 7-8-1 7- 8 -2. CLASS C SERVICES .

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

7 -8-4. ESTABLISHING TWO-WAY COMMUNICATIONS . 7-8-1 7-8-1 7-8-5. ALTITUDE ASSIGNMENTS .

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. VFRAIRCRAFTINCLASSBAIRSPACE . 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. ATCSERVICE . 8-1-1 8-1-2. OPERATIONS IN OFFSHORE AIRSPACE AREAS . 8-1-1 8-1-3. VFRFLIGHTPLANS . 8-1-1 8-1-4. TYPES OF SEPARATION . 8-1-1 8-1-5. ALTIMETER SETTING . 8-1-1 8-1-6. RECEIPT OF POSITION REPORTS . 8-1-1 8-1-7. OCEANIC NAVIGATIONAL ERROR REPORTING (ONER) PROCEDURES . 8-1-1 8-1-8. USE OF CONTROL ESTIMATES . 8-1-1 Table of Contents xv

7110.65P 2/19/04 Section 2. Coordination Paragraph Page 8-2-1. GENERAL .

8-2-1

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

8-2-1 8-2-3. AIR TRAFFIC SERVICES INTERFACIUTY DATA COMMUNICATIONS (AIDC) .

8-2-1 Section 3. Longitudinal Separation 8-3-1. APPUCATION .

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. APPUCATION .

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

8-4-1 8-4-3. REDUCTION OF ROUTE PROTECTED AIRSPACE .

8-4-3 8-4-4. TRACK SEPARATION .

8-4-4 Section 5. Offshore/Oceanic Transition Procedures 8-5-1. ALTITUDE/FLIGHT LEVEL TRANSITION .

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

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

8-5-1 8-5-4. SAME DIRECTION .

8-5-2 Section 6. Separation from Airspace Reservations 8-6-1. TEMPORARY STATIONARY AIRSPACE RESERVATIONS .

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

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

8-6-1 Section 7. North Atlantic ICAO Region 8-7-1. APPUCATION .

8-7-1 8-7-2. VERTICAL SEPARATION .

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

8-7-1 8-7-4. LATERALSEPARATION .

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

8-7-3 Section 8. Caribbean ICAO Region 8-8-1. APPUCATION .

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 CUMB AND DESCENT .

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xvi Table of Contents

2/19/04 711O.65P Section 9. Pacific ICAO Region Paragraph Page 8-9-1. APPLICATION . 8-9-1 8-9-2. VERTICAL SEPARATION . 8-9-1 8-9-1 8-9-3. LONGITUDINAL SEPARATION .

8-9-4. LATERAL SEPARATION . 8-9-1 8-9-1 8-9-5. COMPOSITE SEPARATION MINIMA .

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

8-9- 7. COMPOSITE SEPARATION APPLICATION . 8-9-2 8-9-8. VFR CLIMB AND DESCENT . 8-9-2 8-9-9. PROCEDURES FOR WEATHER DEVIATIONS AND OTHER 8-9-3 CONTINGENCIES IN OCEANIC CONTROLLED AIRSPACE .

Section 10. North American ICAO Region- Arctic CTA 8-10-1. APPLICATION . 8-10-1 8-10-2. VERTICAL SEPARATION . 8-10-1 8-10-3. LONGITUDINAL SEPARATION .

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

Chapter 9. Special Flights

Section 1. General 9-1-1. GENERAL . 9-1-1 9-1-2. SPECIALHANDLING . 9-1-1 9-1-3. FLIGHT CHECK AIRCRAFT . 9-1-1 Section 2. Special Interest Flights 9-2-1. GENERAL . 9-2-1 9-2-2. APPLICATION .

9-2-1 9-2-3. EMERGENCY OR UNSCHEDULED LANDINGS . 9-2-2 Section 3. Special Operations 9-3-1. AIRCRAFT CARRYING DANGEROUS MATERIALS . 9-3-1 9-3-2. CELESTIAL NAVIGATION TRAINING . 9-3-1 9-3-3. DEPARTMENT OF ENERGY (DOE) SPECIAL FLIGHTS . 9-3-1 9-3-4. EXPERIMENTAL AIRCRAFT OPERATIONS . 9-3-2 9-3-5. FAA RESEARCH AND DEVELOPMENT FLIGHTS .

9-3-2 9-3-6. FLYNET .

9-3-2 9-3-7. IFR MILITARY TRAINING ROUTES . 9-3-2 9-3-8. INTERCEPTOR OPERATIONS " 9-3-4 9-3-9. SPECIAL INTEREST SITES . 9-3-4 9-3- 10. LAW ENFORCEMENT OPERATIONS BY CIVIL AND MILITARY ORGANIZATIONS . 9-3-4 9-3-11. MILITARY AERIAL REFUELING .

9-3-5 9-3-12. MILITARY OPERATIONS ABOVE FL600 .

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

9-3-7 Table of Contents xvii 7110.65P 2/19/04 Paragraph Page 9-3-15. SAMP .

9-3-7 9-3-16. AWACS/NORAD SPECIAL FLIGHTS .

9-3-7 9-3-17. WEATHER RECONNAISSANCE FLIGHTS .

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9-3-18. EVASIVE ACTION MANEUVER .

9-3-8 9-3-19. NONSTANDARD FORMATION/CELL OPERATIONS .

9-3-9 9-3-20. OPEN SKIES TREATY AIRCRAFT . 9-3-9 Section 4. Special Use and ATe Assigned Airspace 9-4-1. APPLICATION . 9-4-1 9-4-2. SEPARATION MINIMA .

9-4-1 9-4-3. VFR-ON-TOP . 9-4-1 9-4-4. TRANSITING ACTIVE SUNATCAA .

9-4-2 Section 5. Fuel Dumping 9-5-1. INFORMATION REQUIREMENTS .

9-5-1 9-5-2. ROUTING . 9-5-1 9-5-3. ALTITUDE ASSIGNMENT .

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

9-5-1 Section 6. Jettisoning of External Stores 9-6-1. JETTISONING OF EXTERNAL STORES . 9-6-1 Section 7. Unmanned Free Balloons

•

9-7-1. APPLICATION . 9-7-1 9-7-2. DERELICT BALLOONS . 9-7-2 Section 8. Parachute Operations 9-8-1. COORDINATION . 9-8-1 9-8- 2. CLASS A, CLASS B, AND CLASS C AIRSPACE . 9-8-1 9-8-3. CLASS D AIRSPACE . 9-8-1 9-8-4. OTHER CONTROL AIRSPACE .

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

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

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xviii Table of Contents 2/19/04 7110.65P Paragraph Page 10-1-5. COORDINATION .

10-1-2 10-1-6. AIRPORT GROUND EMERGENCy . 10-1-2 10-1- 7. INFUGHT EMERGENCIES INVOLVING MIUTARY FIGHTER-TYPE AIRCRAFT . 10-1-2 Section 2. Emergency Assistance 10-2-1. INFORMATION REQUIREMENTS . 10-2-1 10-2-2. FREQUENCY CHANGES . 10-2-1 10-2-3. AIRCRAFT ORIENTATION . 10-2-1 10-2-4. ALTITUDE CHANGE FOR IMPROVED RECEPTION . 10-2-1 10-2-5. EMERGENCY SITUATIONS . 10-2-1 10-2-6. HIJACKED AIRCRAFT .

10-2-2 10-2-7. VFRAIRCRAFTINWEATHERDIFFICULTY . 10-2-2 10-2-8. RADAR ASSISTANCE TO VFR AIRCRAFT IN WEATHER DIFFICULTY 10-2-3 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. EXPLOSIVEDETECTIONK-9TEAMS .

10-2-5 10-2-13. EMERGENCY AIRPORT RECOMMENDATION .

10-2-6 10-2-14. GUIDANCE TO EMERGENCY AIRPORT .

10-2-6 10-2-15. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM) . 10-2-6 10-2-16. VOLCANICASH .

10-2-6 Section 3. Overdue Aircraft 10-3-1. OVERDUE AIRCRAFT .

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

10-3-1 10-3-4. ALNOT .

10-3-2 10-3-5. RESPONSIBIUTY TRANSFER TO RCC . 10-3-2 10-3-6. AIRCRAFT POSITION PLOTS . 10-3-2 10-3-7. ALNOT CANCELLATION . 10-3-2 Section 4. Control Actions 10-4-1. TRAFFIC RESTRICTIONS . 10-4-1 10-4-2. LIGHTING REQUIREMENTS .

10-4-1 10-4-3. TRAFFIC RESUMPTION .

10-4-1 10-4-4. COMMUNICATIONS FAILURE .

10-4-1 Section 5. Miscellaneous Operations 10-5-1. NAVY FLEET SUPPORT MISSIONS . 10-5-1 10-5-2. EXPLOSIVE CARGO .

10-5-1 Section 6. Oceanic Emergency Procedures 10-6-1. APPLICATION . 10-6-1 10-6-2. PHASES OF EMERGENCY .

10-6-1 10-6-3. ALERTING SERVICE AND SPECIAL ASSISTANCE . 10-6-1 Table of Contents xix 711O.65P 2/19/04 Paragraph Page 10-6-4. INFLIGHT CONTINGENCIES .

10-6-2 10-6-5. SERVICES TO RESCUE AIRCRAFT . 10-6-3

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Section 7. Ground Missile Emergencies 10-7-1. INFORMATION RELAY . 10-7-1 10-7-2. IFR AND SVFRMINIMA . 10-7-1 10-7-3. VFRMINIMA . 10-7-1 10-7 -4. SMOKE COLUMN AVOIDANCE . 10-7-1 10-7-5. EXTENDED NOTIFICATION . 10-7-1

Chapter 11. Traffic Management Procedures

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

Chapter 12. Canadian Airspace Procedures

Section 1. General Control 12-1-1. APPLICATION . 12-1-1 12-1-2. AIRSPACE CLASSIFICATION .

12-1-1 12-1-3. ONE THOUSAND-ON-TOP . 12-1-1 12-1-4. SEPARATION . 12-1-1 12-1-5. DEPARTURE CLEARANCE/COMMUNICATION FAILURE . 12-1-2 12-1-6. PARACHUTE JUMPING . 12-1-2 12-1-7. SPECIAL VFR (SVFR) . 12-1-2

Chapter 13. Decision Support Tools

Section 1. User Request Evaluation Tool (URET) - En Route 13-1-1. DESCRIPTION . 13-1-1 13-1-2. CONFLICT DETECTION AND RESOLUTION . 13-1-1 13-1-3. TRIAL PLANNING . 13-1-1 13-1-4. URET-BASED CLEARANCES .

13-1-1 13-1-5. THE AIRCRAFT LIST (ACL) AND FLIGHT DATA MANAGEMENT . 13-1-2 13-1-6. RECORDING OF CONTROL DATA . 13-1-2 13-1-7. ACKNOWLEDGEMENT OF AUTOMATED NOTIFICATION . 13-1-2 13-1-8. CURRENCY OF TRAJECTORY INFORMATION . 13-1-2 13-1-9. DELAYREPORTING . 13-1-2 13-1-10. OVERDUE AIRCRAFT .

13-1-3 13-1-11. USE OF GRAPIDCS PLAN DISPLAY (GPD) . 13-1-3 13-1-12. FORECAST WINDS . 13-1-3 13-1-13. INTERFACILITYCONNECTIVITY . 13-1-3 13-1-14. HOST OUTAGES . 13-1-3

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xx Table of Contents

2/19/04 711O.65P Section 2. Ocean21 - Oceanic Paragraph Page 13-2-1. DESCRIPTION . 13-2-1 13-2-2. CONFLICT DETECTION AND RESOLUTION .

13-2-1 13-2-3. INFORMATION MANAGEMENT .

13-2-2 13-2-4. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC) . 13-2-3 13-2-5. COORDINATION .

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

13-2-4

Appendices

APPENDIX A. AIRCRAFT INFORMATION . A-I APPENDIX B. AIRCRAFT INFORMATION HELICOPTERS/ROTORCRAFTS .

B-1 APPENDIX C. AIRCRAFT INFORMATION SPECIFIC HOMEBUILT/EXPERIMENTAL AIRCRAFT .

C-l APPENDIX D. STANDARD OPERATING PRACTICE (SOP) FOR THE TRANSFER OF POSITION RESPONS1BILlTY .

D-l PILOT/CONTROLLER GLOSSARY .

PCG-1 INDEX . I-I OFFICES OF PRIMARY INTEREST .

OPI-l Table of Contents xxi

2/19/04 711O.65P

Chapter 1. Introduction

Section 1. General

1-1-1. PURPOSE b. Recommendations from other sources should be submitted through appropriate FAA, military, or This order prescribes air traffic control procedures industry/user channels to Headquarters, FAA, and phraseology for use by persons providing air Director of Air Traffic, AAT-1, attention: ATP-I00.

traffic control services. Controllers are required to be familiar with the provisions of this order that pertain 1-1-7. PUBLICATION AND DELIVERY DATES to their operational responsibilities and to exercise their best judgment if they encounter situations that a. This order and its changes are scheduled to be are not covered by it.

published according to TBL 1-1-1.

TBL 1-1-1 1-1-2. DISTRIBUTION Publications Timetable This order is distributed to selected offices in Basic or Cutoff Date for EffectiveDate Washington Headquarters, Regional Offices, the Change Submission of Publication Technical Center, and the Aeronautical Center. Also, 7110.65P Basic 8n/03 2/19/04 copies are sent to all air traffic control facilities, all Change 1 2/19/04 8/5/04 international aviation field offices, and the interested aviation public. Change 2 8/5/04 2/17/05 Change3 2/17/05 8/4/05 7110.65R Basic 8/4/05 2/16106 1-1-3. CANCELLATION FAA Order 711O.65N, Air Traffic Control, dated b. If an FAA facility has not received the order/changes at least 30 days before the above February 21, 2002, and all changes to it are canceled.

effective dates, the facility shall notify its regional distribution officer.

1-1-4. EXPLANATION OF MAJOR CHANGES c. If a military facility has not received the The significant changes to this order are identified in order/changes at least 30 days before the above the Explanation of Changes pagers ).It is advisable to effective dates, the facility shall notify its appropriate retain the pagers) throughoutthe duration of the basic military headquarters. (See TBL 1-1-2.)

order. If further information is desired, direct questions through the appropriate facility/region staff TBLI-I-2 to the office shown in parentheses following the Military Distribution Contacts change.

Military DSN Commercial Headquarters 1-1-5. EFFECTIVE DATE U.S.Army 656-4868 (703) 806-4868 USAASA • This order is effective February 19,2004.

U.S. Air Force Contact Local •NIMA CustomerAccount 1-1-6. RECOMMENDATIONS FOR Representative PROCEDURAL CHANGES U.S. Navy 224-2710 (703) 614-2710 CNO (N885F) a. Personnel should submit recommended *NIMA-National Imagery and Mapping Agency changes in procedures to facility management.

General 1-1-1 7110.65P 2/19/04 TBL 1-1-3 1-1-8. PROCEDURAL LEITERS OF AGREEMENT Military Operations Interface Offices Procedures/minima which are applied jointly or Branch Address otherwise require the cooperation or concurrence of U.S. Navy CNO more than one facility/organization must be docu- Officeof the Chiefof Naval mented in a letter of agreement. Letters of agreement Operations (N885F) only supplement this order. Any minima they specify 2000 The Pentagoo must not be less than that specified herein unless Washington,D.C. 20350-2000 appropriate military authority has authorizedapplica- U.S. Air Force HQAFFSNXA tion of reduced separation between military aircraft. 1535 Command Drive Suite 0302 REFERENCE- AndrewsAFB,MD 20762-7002 FAAO 7110.65,A1L Service, Para 2-1-1.

FAAO 7210.3, Letters o/Agreement, Para 4-3-1.

U.S. Array Director USAASA (MOAS-AS) 1-1-9. CONSTRAINTS GOVERNING 9325 Gunston Road, Suite N319 Ft. Belvoir, VA 22060-5582 SUPPLEMENTS AND PROCEDURAL DEVIATIONS NOTE- a. Exceptional or unusual requirements may Terminal: Headquarters USAF has delegated to Major Air dictate procedural deviations or supplementary Command, Directors of Operations (MAJCOMIDOs) procedures to this order. Prior to implementing authority to reduce same runway separation standards for supplemental or any procedural deviation that alters military aircraft. These are specified and approved by the level, quality, or degree of service, obtain prior affected ATC and user units. When applied, appropriate advisories may be required; e.g., "(AIC call sign) continue approval from the Director of Air Traffic, AAT -l.

straight ahead on right side; F -16 landing behind on left. " b. If military operations or facilities are involved, "(AIC call sign) holdposition on right side; F - 5 behind on prior approval by the following appropriate head- left. " quarters is required for subsequent interface with REFERENCE- FAA. (See TBL 1-1-3.) FAAO 7110.65, Use of Active Runways, Para 3-1-3.

•

General 1-1-2

711O.65P 2/19/04

Section 2. Terms of Reference

1-2-1. WORD MEANINGS applicable to helipads with accompanying takeoff!

landing courses. (See Pilot/Controller Glossary As used in this manual: term- Runway.)

a. Shall, or an action verb in the imperative sense, n, Flight operations in accordance with the options means a procedure is mandatory.

of due regard or operational obligates the authorized EXAMPLE- state aircraft commander to: The transferring controller shall forward this data to the receiving controller.

1. Separate his/her aircraft from all other air traffic; and Issue an alternative clearance.

2. Assure that an appropriate monitoring agency Authorize the aircraft to taxi.

assumes responsibility for search and rescue actions; and Do not clear an aircraft to land on or takeoff from a closed runway. 3. Operate under at least one of the following conditions: b. Should means a procedure is recommended.

(a) In visual meteorological conditions c. Mayor need not means a procedure is optional.

(YMC); or d. Will means futurity, not a requirement for the (b) Within radar surveillance and radio application of a procedure.

communications of a surface radar facility; or e. Singular words include the plural.

(c) Be equipped with airborne radar that is f. Plural words include the singular.

sufficient to provide separation between his/her aircraft and any other aircraft he/she may be g. Aircraft means the airframe, crew members, or controlling and other aircraft; or both.

(d) Operate within Class G airspace.

h. Approved separation means separation in accordance with the applicable minima in this (e) An understanding between the pilot and manual.

controller regarding the intent of the pilot and the slatus of the flight should be arrived at before the l, Altitude means indicated altitude mean sea level aircraft leaves ATC frequency.

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

NOTE- j. Miles means nautical miles unless otherwise 1. A pilot's use of the phrase "Going Tactical" does not specified, and means statute miles in conjunction indicate "Due Regard. " An understanding between the with visibility.

pilot and controller regardingthe intent of thepilot and the status of the flight should be arrived at before the aircraft k. Course, bearing, azimuth, heading, and wind leaves air traffic control (ATC) frequency.

direction information shall always be magnetic unless specifically stated otherwise.

2. The above conditions provide for a level of safety equivalent to that normally given by International Civil I. Time when used for ATC operational activities, Aviation Organization (ICAO) ATC agencies and fulfills is the hour and the minute in Coordinated Universal U.S. Government obligations under Article 3 of the Time (UTC). Change to the next minute is made at the Chicago Convention of 1944 (Reference (d)), which minute plus 30 seconds, except time checks are given stipulates there must be "due regard for the safety of to the nearest quarter minute.

navigation of civil aircraft" when flight is not being conducted under ICAO flight procedures.

m. Runway means the runway used by aircraft, and in discussions of separation standards is o, CFR means Code of Federal Regulations.

Terms of Reference 1-2-1 2/19/04 711O.65P FIG 1-2-1 Divergence

•

~

~

135° 45° Crossing

k

~

45° Thru 135° P p S 136° Thru 180° LessThan 45° Reference 0 a 180° s m Course J36° Thru 180 LessThan 45° i e I

+

e 45° Thru 135°

~

-

Crossing 135°

~

45°

~

~

b. CROSSING COURSES are intersecting courses 1-2-2. COURSE DEFINITIONS whose angular difference is 45 through 135 degrees The following definitions shall 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, I' 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 separation is ensured.

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

notes.

(See FIG 1-2-1.)

•

Terms of Reference 1-2-2 711O.65P 2/19/04 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 extentpractical, 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 As used in this manual, the following abbreviations b. A page that does not require a change is have the meanings indicated. (See TBL 1-2-1.)

reprinted in its original form.

TBL 1-2-1 c. Bold vertical lines in the margin of changed FAA Order 7110.65Abbreviations pages indicate the location of substantive revisions to Abbreviation Meaning the order. Bold vertical lines adjacent to the title of a AAR ....... Airport acceptance rate chapter, section, or paragraph means that extensive AAT-l

changes have been made to that chapter, section, or ..... Director of Air Traffic

paragraph.

AC ........ Advisory Circular

ACC ....... Area Control Center d. Paragraphs/sections annotated with EN ACL ....... Aircraft list ROUTE or TERMINAL are only to be applied by the ACLS ...... Automatic Carrier Landing System designated type facility. When they are not so ADC ....... Aerospace Defense Command designated, the paragraphs/sections apply to both types of facilities (en route and terminal). ADIZ ......

Air Defense Identification Zone (to be pronounced "AY DIZ") e. The annotation, USAF for the U.S. Air Force, ADS ....... Automatic Dependent Surveillance USN for the U.S. Navy, and USA for the U.S. Army ADS-A ..... Automatic Dependent Surveillance denotes that the procedure immediately following the Addressable annotation applies only to the designated service.

ADS-B ..... Automatic Dependent Surveillance Broadcast REFERENCE· FAAO 7110.65, Military Procedures, Para 2-1-12.

AlDC ...... ATS Interfacility Data Communications AIM ....... Aeronautical Information Manual f. WAKE TURBULENCE APPLICATION in- AlRMET ... Airmen's meteorological information serted within a paragraph means that the remaining information in the paragraph requires the application ALERFA ... Alert phase code (Alerting Service) of wake turbulence procedures.

ALNOT ... , Alert notice

ALS ....... Approach Light System g. The annotation PHRASEOLOGY denotes the ALTRV ..... Altitude reservation prescribed words and/or phrases to be used in

AMASS . ... Airport Movement Area Safety System

communications.

AMB ...... Ambiguity-A disparity greater than 2 miles

NOTE- exists between the position declared for a target by ADS and another facility's Controllers may, after first using the prescribed computer declared position during phraseology for a specific procedure, rephrase the interfacility handoff message to ensure the content is understood. Good AMVER ....

judgement shall be exercised when using nonstandard Automated Mutual Assistance Vessel Rescue System phraseology.

Terms of Reference 1-2-3 711O.65P 2/19/04 Abbreviation Meaning Abbreviation Meaning ANG ....... Air National Guard DME ....... Distancemeasuring equipment compatible with TACAN APR ....... ATe preferred route DOE ....... Department of Energy

•

ARINC ..... Aeronautical Radio Incorporated DP ....... . Instrument Departure Procedure ARIP ....... Air refueling initial point DR ........ Dead reckoning

ARS ...... . Air TrafficSystem Requirements Service

DRT . ..... . Diversionrecoverytool

ARSR ...... Air route surveillance radar DSR ...... .

Display System Replacement ARTCC ..... Air Route Traffic Control Center DVFR ...... Defense Visual Flight Rules ARTS ...... Automated Radar Terminal System DVRSN . ...

Diversion ASD ....... Aircraft Situation Display ECM ....... Electronic countermeasure ASDE ...... Airport surfacedetectionequipment EDARC .... Enhanced Direct Access Radar Channel ASDE-X .. . Airport surface detection equipment - Xray EDCT ...... Expect Departure Clearance Time

ASR ...... . Airport surveillance radar

EFC ...... . Expect further clearance

ATA .... - . . Air TrafficAirspace Management Program

ELP ....... Emergency Landing Pattern ATC ...... . Air trafficcontrol ELT. ....... Emergency locator transmitter ATCAA ... . ATC assigned airspace

EOS ...... . End Service

ATCSCC .... Air Traffic Control System Command

Center EOVM .... . Emergency obstruction video map

Estimated time of arrival ATIS ....... Automatic Terminal Information Service ETA ...... .

ATP ...... . Air TrafficPlanningand Procedures FAA ....... Federal Aviation Administration

ATS ....... Air Traffic Service FAAO ...... FAA Order ATTS ...... Automated Terminal Tracking Systems FANS . ..... Future Air Navigation System BASE .... .. Cloud base FOIO ..... . Flight Data Input/Output FOP Flight data processing CARCAH ... Chief, Aerial Reconnaissance ..... " Coordination. All Hurricanes FIR ........ Flight Information Region

•

CARF ...... Central Altitude Reservation Function FL ...... '" Flight level CAT ...... . Clearair turbulence Fill ....... Flight Information Publication

CDT ...... . Controlled departure time

FLY . ...... Fly or flying

CENRAP ... Center Radar ARTS Presentation

Flight Management System FMS . ......

CEP ...... . Central EastPacific

FMSP ...... Flight Management System Procedure CERAP ..... Combined Center/RAPCON FSM ....... Flight Schedule Monitor Code of Federal Regulations CFR ...... .

FSS ........ Flight Service Station Continuous CNS ...... .

GCA ....... Ground controlled approach Controller Pilot DataLink CPDLC .....

GNSS ...... Global NavigationSatellite System Communications

GPD ...... . Graphics Plan Display

Calibration Performance Monitor CPME ......

GPS ...... . Global Positioning System

Equipment

GS . ...... . Ground stop

Control Area CfA .......

I

HERT ...... Host Embedded Route Text Certified Tower Radar Display CTRD ......

... . . High Frequency/Radio Operator

HF/RO CVFP ...... Charted Visual Flight Procedure HIRL ...... High intensity runway lights CWA ....... Center Weather Advisory ICAO . ..... International Civil Aviation Organization DirectAccess Radar Channel DARC ......

!DENT ..... Aircraft identification DETRESFA. Distress Phase code (Alerting Service) IFR ........ Instrument flight rules

DF ...... .. Direction finder

IFSS ....... International Flight Service Station DH ....... . Decision height US ........ Instrument Landing System

•

Terms of Reference 1-2-4 7110.65P 2/19/04 Abbreviation Meaning Abbreviation Meaning INCERFA ... Uncertainty Phase code (AlertingService) NOB ....... Nondirectional radiobeacon INREQ ..... Information request NHOP ...... National Hurricane Operations Plan INS ........

Inertial Navigation System NIDS . .... . National Institute for Discovery Sciences NM ........ Nauticalmile IR ......... IFR military training route

NOAA . .. - . National Oceanicand Atmospheric

IRU ........

Inertial Reference Unit Administration JATO ...... Jet assisted takeoff NOPAC ..... North Pacific

LAHSO .. -, Land andHold Short Operations

NORAD .... North American Aerospace Defense LOA Letter of Agreement Command LLWAS ..... Low Level Wind ShearAlertSystem NOS ....... National Ocean Service UMF ..... . Low/medium frequency NOTAM ....

Notice to Airmen LORAN ....

Long Range Navigation System NRP ....... North American Route Program LID ....... Along Track Distance NTZ . ...... No transgression zone Mach ....... Mach number NWS ....... National Weather Service MALS ...... Medium Intensity Approach Light System

NWSOP .. . . National Winter Storm Operations Plan

MALSR .... Medium Approach light System with ODALS .... Omnidirectional Approach Lighting runway alignment indicator lights System MAP ....... Missed approach point OID ........ Operator Interface Device MARSA .... Military authority assumes responsibility for separation of aircraft ONER ...... OceanicNavigational Error Report MCA .......

Minimum crossing altitude OS . ....... Operations Supervisor MCI ...... . MOOe C Intruder OTR ....... Oceanic transition route

MDA ..... . Minimumdescent altitude

PAR ....... Precision approach radar MDM ..... . Main display monitor PAR ....... Preferred arrival route

e

MEA .......

Minimumen route(IFR) altitude PBCT ......

Proposed boundary crossing time

MEARTS ... MicroEn Route Automated Radar

P/CG ..... . . Pilot/Controller Glossary Tracking System

I PDAR ...... Preferential departure arrival route

MIA .......

Minimum IFR altitude PDR ....... Preferential departure route MIRL ...... Medium intensity runway lights PIDP ....... Programmable indicator data processor MLS ....... Microwave LandingSystem PPI ........ Plan position indicator MNPS ...... Minimum Navigation Performance PVD ....... Plan view display Specification RA ........ Radar Associate MNT ....... Mach Number Technique RDP ....... Radar dataprocessing

MOA .... . . Military operations area

RAIL ...... Runway alignment indicator lights MOCA ..... Minimum obstruction clearance altitude RAPCON ... Radar Approach Control Facility (USAF) MRA ....... Minimum reception altitude RATCF ..... Radar Air Traffic Controi Facility (USN) MSAW .....

Minimum Safe Altitude Warning RBS ....... Radar bombscoring MSL .......

Meansea level RCC ....... Rescue Coordination Center MTI ....... Moving target indicator RCLS ...... Runway Centerline System MTR ....... Military training route RCR .......

Runway condition reading MVA ....... Minimumvectoring altitude RE ........ Recent (used to qualify weather NADIN ..... National Airspace Data Interchange phenomena such as rain, e.g. recent rain = Network RERA) NAS ...... . National AirspaceSystem REIL ....... Runway end identifier lights NAT .... - .. ICAO North Atlantic Region RNAV ...... Area navigation NBCAP ... .

National Beacon CodeAllocation Plan RNP .......

Required Navigation Performance Terms of Reference 1-2-5 7110.65P 2/19/04 Abbreviation Meaning Abbreviation Meaning RTQC ...... Real-Time Quality Cuntrol TMC .......

Traffic Management Coordinator RVR ....... Runway visual range TMU ....... Traffic Management Unit

•

RVSM ......

Reduced Vertical Separation Minimum TRACON ... Terminal Radar Approach Control RW ....... Runway visibility value TRSA ......

Terminal radar service area UFO . ...... Unidentified flying object SAR ....... Search andrescue UHF ....... Ultra high frequency SATCOM '" Satellite Communication URET ......

User request evaluation tool SELCAL .... Selective Calling System USA ....... United States Army SFA ........ Single frequency approach USAF ...... UnitedStatesAir Force SFO ....... Simulated flameout USN UnitedStatesNavy ...... .

SID ........

Standard Instrument Departure

I

UTe ....... Coordinated universal time SIGMET .... Significantmeteorological information UTM ....... Unsuccessful transmission message STAR ...... Standard terminal arrival UUA ....... Urgentpilot weather report STARS ..... Standard Terminal Automation

VFR ...... . Visualflight rules

Replacement System VHF . ...... Very high frequency STMC ...... Supervisory Traffic Management Coordinator VMC ....... Visualmeteorological conditions STMCIC .... Supervisory Traffic Management VNAV ...... Vertical Navigation Coordinator-in-charge VOR ....... VHF navigational aid (omnidirectional STOL ...... Short takeoff and landing course information) SURPIC .... Surface Picture VOR/DME .. CollocatedVOR andDME navigational aids (VHF course andUHF distance SVFR ...... Special Visual Flight Rules information) TAA ....... Terminal arrival area

VORTAC ... Collocated VOR and TACAN navigation

TACAN .... TACANUHF navigational aid aids (VIIF and UHF course and UHF (omnidirectional course anddistance distance information) information)

•

VR ....... . VFR military training route TCAS ...... TrafficAlert and Collision Avoidance System VSCS ...... Voice Switching and Control System TCDD ...... Tower cab dlgltal display WAAS . ... . WideAreaAugmentation System

I

TDW ....... WATRS ..... WestAtlantic Route System Tower display workstation WSO . ..... Weather Service Office TDZL ...... Touchdown Zone Light System WST ....... Convective SIGMET

•

1-2-6 Terms of Reference

711O.65P 2/19/04

Chapter 2. General Control

Section 1. General

REFERENCE· 2-1-1. ATCSERVICE FAAO 7110.65, Safety Alert, Para 2-]-6.

FAAO 7110.65, Emergencies, Chapter 10 The primary purpose of the ATC system is to prevent FAAO 7110.65, Merging Target Procedures, Para 5-1-8.

a collision between aircraft operating in the system and to organize and expedite the flow of traffic. In 2-1-2. DUTY PRIORITY addition to its primary function, the ATC system has the capability to provide (with certain limitations) a. Give first priority to separating aircraft and additional services. The ability to provide additional issuing safety alerts as requited in this order. Good services is limited by many factors, such as the judgment shall be used in prioritizing all other volume of traffic, frequency congestion, quality of provisions of this order based on the requirements of radar, controller workload, higher priority duties, and the situation at hand.

the pure physical inability to scan and detect those REFERENCE· situations that fall in this category. It is recognized FAAO 7110.65, Safety Alert, Para 2-1-6.

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

service procedures to the extent permitted by higher Each set of circumstances must be evaluated on its own priority duties and other circumstances. The merit, and when more than one action is required, provision of additional services is not optional on the controllers shall exercise their best judgment based on the part ofthe controller, but rather is required when the facts and circumstances known to them. That action which work situation permits. Provide air traffic control is most critical from a safety standpoint is performed first.

service in accordance with the procedures and b. Provide additional services to the extent minima in this order except when: possible, contingent only upon higher priority duties a. A deviation is necessary to conform with ICAO and other factors including limitations of radar, Documents, National Rules of the Air, or special volume of traffic, frequency congestion, and agreements where the U.S. provides air traffic control workload.

service in airspace outside the U.S. and its possessions or: 2-1-3. PROCEDURAL PREFERENCE NOTE- Pilots are required to abide by CFRs or other applicable a. Use automation procedures in preference to regulations regardless of the application of any procedure nonautomation procedures when workload, commu- or minima in this order.

nications, and equipment capabilities permit.

b. Other procedures/minima are prescribed in a b. Use radar separation in preference to nonradar letter of agreement, FAA directive, or a military separation when it will be to an operational advantage document, or: and workload, communications, and equipment NOTE- permit.

These procedures may include altitude reservations, air c. Use nonradar separation in preference to radar refueling, fighter interceptor operations, law enforcement, separation when the situation dictates that an etc.

operational advantage will be gained.

REFERENCE- FAAO 7110.65. Procedural Leuers of Agreement, Para 1-1-8.

NOTE· C. A deviation is necessary to assist an aircraft One situation may be where vertical separation would preclude excessive vectoring.

when an emergency has been declared.

2-1-1 General 7110.65P 2/19/04 2-1-4. OPERATIONAL PRIORITY REFERENCE· FAAO 7110.65, Aircraft Identification, Para 2-4-20.

FAAO 7110.65, Departure Clearances, Para 4-3-2.

Provide air traffic control service to aircraft on a "first FAAO 7210.3, Advance Coordination, Para 5-1-1.

come, first served" basis as circumstances permit, e. Provide special handling, as required to except the following: expedite Flight Check aircraft.

NOTE- NOTE· It is solely the pilot's prerogative to cancel an IFR flight It is recognized that unexpected wind conditions, weather; plan. However, apilot's retention of an IFR flight plan does or heavy traffic flows may affect controller's ability to not afford priority over VFR aircraft. For example, this provide priority or special handling at the specific time does not preclude the requirement for the pilot of an requested.

arriving IFR aircraft to adjust hislher flight path, as REFERENCE· necessary, to enter a traffic pattern in sequence with FAAO 7110.65, F/ightCheckAircra[t. Para 9-1-3.

arriving VFR aircraft.

f. Expedite movement of NIGHT WATCH aircraft a. An aircraft in distress has the right of way over when NAOC (pronounced NA- YOCK) is indicated all other air traffic.

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

REFERENCE- 14 CFR Section 91.113(c).

NOTE· Theterm "NAOC" willnol be apartof the callsign butmay b. Provide priority to civilian air ambulance be used when the aircraft is airborne to indicate a request flights "LIFEGUARD." Air carrier/taxi usage of the for special handling.

"LIFEGUARD" call sign, indicates that operational REFERENCE· priority is requested. When verbally requested, FAAO 7610A,Applications, Para 12-1-1.

provide priority to military air evacuation flights g. Provide expeditious handling for any civil or (AIR EVAC, MED EVAC) and scheduled air military aircraft using the code name "FLYNET."

carrier/air taxi flights. Assist the pilots of air REFERENCE· ambulance/evacuation aircraft to avoid areas of FAAO 7110.65, FLYNET, Para 9-3-6.

significant weather and tnrbulent conditions. When FAAO 7610.4, "FLYNET" Flights, Nuclear Emergency Teams, requested by a pilot, provide notifications to expedite Para 12-4-1.

ground handling of patients, vital organs, or urgently h. Provide expeditious handling of aircraft using needed medical materials.

the code name "Garden Plot" only when CARF notifies you that such priority is authorized. Refer any NOTE· questions regarding flight procedures to cARF for It is recognized that heavy traffic flow may affect the controller's ability to provide priority handling. However, resolution.

without compromising safety, good judgement shall be NOTE· used in each situation to facilitate the most expeditious Garden Plot flights require priority movement and. are movement of a lifeguard aircraft.

coordinated by the military with CARP. State authority will contact the RegionalAdministrator to arrange for priority c. Provide maximum assistance to SAR aircraft of National Guard troop movements within a particular performing a SAR mission.

state.

REFERENCE- l, Provide special handling for USAF aircraft FAAO 7110.65, Providing Assistance; Para 10-1-3.

engaged in aerial sampling missions using the code d. Expedite the movement of presidential aircraft name "SAMP.~' and entourage and any rescue support aircraft as well REFERENCE- as related control messages when traffic conditions FAAO 7110.65. SAMp, Para 9-3-15.

FAAO 7210.3, Atmosphere Sampling For Nuclear Contamination, and communications facilities permit.

Para 5-3-4.

FAAO 7610.4, Atmospheric Sampling For Nuclear Contamination; NOTE· Para 12-4-3.

As used herein the terms presidential aircraft and j. Provide maximum assistance to expedite the entourage include aircraft and entourage of the President, Wee President, or other public figures when designated by movement ofinterceptor aircraft on active air defense the White House.

missions until the unknown aircraft is identified.

•

2-1-2 General

2/19/04 7110.65P k, Expedite movement of Special Air Mission p. If able, provide priority handling to diverted aircraft when SCOOT is indicated in the remarks flights. Priority handling may be requested via use of section of the flight plan or in air/ground "DVRSN" in the remarks section of the flight plan or communications. by the flight being placed on the Diversion Recovery Tool (DRT).

NOTE- REFERENCE- The term" SCOOT" will not be part of the callsign but may FAAO 7210.3, Diversion Recovery, Para 17-4-6.

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

2-1-5. EXPEDITIOUS COMPLIANCE REFERENCE· FAAO 7110.65, Law Enforcement Operations by Civil and Military 3. Use the word "immediately" only when Organizations, Para 9-3-10.

expeditious compliance is required to avoid an FAAO 7610.4, Applications, Para 12-7-1.

imminent situation.

I. When requested, provide priority handling to b. Use the word "expedite" only when prompt TEAL and NOAA mission aircraft.

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

canceled.

REFERENCE· FAAO 7110.65, Weather Reconnaissance Flights, Para 9-3-17. c. In either case, iftime permits, include the reason for this action.

m. IFR aircraft shall have priority over SVFR aircraft.

2-1-6. SAFETY ALERT REFERENCE· FAAO 7110.65, Chapter 7, Section 5, Special VFR (SVFR). Issue a safety alert to an aircraft if you are aware the aircraft is in a position/altitude which, in your • n, Providing priority and special handling to judgment, places it in unsafe proximity to terrain, expedite the movement of OPEN SKIES observation obstructions, or other aircraft. Once the pilot informs and demonstration flights.

you action is being taken to resolve the situation, you NOTE- may discontinue the issuance of further alerts. Do not An OPEN SKIES aircraft has priority over all "regular" assume that because someone else has responsibility air traffic. "Regular" is defined as all aircraft traffic other for the aircraft that the unsafe situation has been than: observed and the safety alert issued; inform the 1. Emergencies.

appropriate controller.

2. Aircraftdirectly involvedinpresidentialmovement.

3. Forces or activities in actual combat.

If a TRACON has given control of an aircraft to one 4. Lifeguard, MED EVAC, AIR EVAC and active SAR of its remote towers, and the tower has aural and • missions.

visual MSAW alert capability, the TRACON does not REFERENCE· have to inform the tower controller if an alert is FAAO 7110.65 OPEN SKIES Treaty Aircraft, Para 9-3-20.

observed for that aircraft.

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

Treaty on OPEN SKIES, Treaty Document, 102-37.

NOTE- 1. The issuance of a safety alert is a first priority (see o. Aircraft operating under the North American para 2-1-2, Duty Priority) once the controller observes Route Program (NRP) are not subj ect to route and recognizes a situation of unsafe aircraft proximity to limiting restrictions (e.g., published preferred IFR terrain, obstacles, or other aircraft. Conditions, such as routes, letter of agreement requirements, standard workload, traffic volume, the quality/limitations of the operating procedures).

radar system, and the available lead time to react are REFERENCE· factors in determining whether it is reasonable for the FAAO 7110.65, En Route Data Entries, Para 2-3-2.

controller to observe and recognize such situations. While FAAO 7110.65, North American Route Program (NRP) Information, a controller cannot see immediately the development of Para 2-2-15.

every situation where a safety alert must be issued, the FAAO 7110.65, RouteorA/titudeAmendments, Para 4-2-5.

FAAO 7210.3, Chapter 17, Section 17, NorthAmerkanRouteProgram.

General 2-1-3 2/19/04 7110.65P REFERENCE- controller must remain vigilant for such situations and FAAO 7110.65, ConflictAlert (CA) and Mode C Intruder (Mel) Alert, issue a safety alert when the situation is recognized.

Para 5-14-1.

FAAO 7110.65, En Route Minimum SafeAJJitude Warning (E-MSA""'I, 2. Recognition of situations of unsafeproximity may result Para 5-14-2.

FAAO 7110.65, CAIMel, Para 5-15-6.

fromMSAW/E-M&4 WILAAS, automatic altitude readouts, FAAO 7110.65, Altitude Filters, Para 5-2-23.

Conflict/Mode C Intruder Alert, observations on a PAR scope, or pilot reports.

2-1-7. INFLIGHT EQUIPMENT MALFUNCTIONS 3. Once the alert is issued, it is solely the pilot's prerogative to determine what course of action, if any, will 8. When a pilot reports an inflight equipment be taken.

malfunction, determine the nature and extent of any special handling desired.

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

safety andlor the ability of the flight to proceed under IFR Issue the alert as follows: in the ATC system. Controllers may expect reports from pilots regarding VOR, TACAN, ADF, GPS, or low PHRASEOLOGY· frequency navigation receivers, impairment of air-ground (Identification) LOW ALTITUDE ALERT, communications capability, or other equipment deemed appropriate by the pilot (e.g. airborne weather radar).

CHECK YOUR ALTITUDE IMMEDIATELY.

Pilots should communicate the nature and extent of any assistance desired from ATe.

THE (as appropriate) MEAIMVA/MOCAIMIA IN YOUR AREA IS (altitude), b. Provide the maximum assistance possible consistent with equipment, workload, and any special or if an aircraft is past the final approach fix handling requested.

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

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

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

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

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

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

2-1-4 General 7110.65P 2/19/04 2-1-9. REPORTING ESSENTIAL FLIGHT (a) Aircraft call sign and type.

INFORMATION (b) Location.

Report as soon as possible to the appropriate FSS, (c) Altitude.

airport manager's office, ARTCC, approach control (d) Date/time of occurrence.

facility, operations office, or military operations 2. Record the incident on FAA Form 7230-4 or office any information concerning components ofthe NAS or any flight conditions which may have an appropriate military form.

adverse effect on air safety.

3. Broadcast the anomaly report to other aircraft as necessary.

NOTE- FSSs are responsible for classifying and disseminating PHRASEOLOGY· Notices to Airmen.

ATTENTION ALL AIRCRAFT, GPS REPORTED REFERENCE· UNRELIABLE IN VICINITY/AREA (position).

FAAO 7110.65, Timely lrformation; Para 3-3-3.

EXAMPLE· FAAO 7110.65, Service Limitations, Para 5-1-6.

"Attention all aircraft, GPS reported unreliable in the area FAAO 7210.3, Periodic Maintenance, Para 3-1-2.

USN, See OPNA VINST 3721.30.

30 miles south of Waco VOR."

c. When an aircraft reports a Wide Area 2-1-10. NAVAJO MALFUNCTIONS Augmentation System (WAAS) anomaly, request the following information and/or take the following a. When an aircraft reports a ground-based actions: NAVAlD malfunction, take the following actions: 1. Determine if the pilot has lost all WAAS 1. Request a report from a second aircraft.

service.

2. If the second aircraft reports normal PHRASEOLOGY· operations, continue use and inform the first aircraft. ARE YOU RECENING ANY WAAS SERVICE?

Record the incident on FAA Form 7230-4 or 2. If the pilot reports receipt of any WAAS appropriate military form.

service, acknowledge the report and continue normal operations.

3. If the second aircraft confirms the malfunc- tion or in the absence of a second aircraft report, 3. If the pilot reports loss of all WAAS service, activate the standby equipment or request the monitor report as a GPS anomaly using procedures in facility to activate.

subpara 2-1-lOb.

4. If normal operation is reported after the 2-1-11. USEOFMARSA standby equipment is activated, continue use, record a. MARSA may only be applied to military the incident on FAA Form 7230-4 or appropriate operations specified in a letter of agreement or other military form, and notify Airway Facilities (AF) appropriate FAA or military document.

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

NOTE· Application of MARSA is a military command prerogative.

5. If continued malfunction is reported after the It will not be invoked indiscriminately by individual units standby equipment is activated or the standby or pilots. It will be used only for IFR operations requiring equipment cannot be activated, inform AF personnel its use. Commands authorizing M4.RSA will ensure that its and request advice on whether or not the aid should implementation and terms of use are documented and be shut down. In the absence of a second aircraft coordinated with the control agency having jurisdiction over the area in which the operations are conducted. Terms report, advise the AF personnel of the time of the of use will assign responsibility and provide for separation initial aircraft report and the estimated time a second among participating aircraft.

aircraft report could be obtained.

b. ATC facilities do not invoke or deny MARSA.

b. When an aircraft reports a GPS anomaly, Their sale responsibility concerning the use of request the following information and/or take .the

•

MARSA is to provide separation between military following actions: aircraft engaged in MARSA operations and other 1. Record the following minimum informalion: nonparticipating IFR aircraft.

2-1-5 General 7110.65P 2/19/04 c. DOD shall ensure that military pilots requesting EXAMPLE· special-use airspace/ATCAAs have coordinated with A USAF unit is using a civil airport supported by an FAA facility- USAF procedures will be applied as specified in the scheduling agency, have obtained approval for a Ietier of agreement between the unit and the FAA facility entry, and are familiar with the appropriate MARSA to the aircraft of the USAF unit. Basic FAA procedures will procedures. ATC is not responsible for determining be applied to all other aircraft.

which military aircraft are authorized to enter special-use airspace/ATCAAs.

2-1-13. FORMATION FLIGHTS REFERENCE· FAAO 7110.65, MilitaryAerialRefueling. Para 9-3-11.

Control formation flights as a single aircraft. When individual control is requested, issue advisory information which will assist the pilots in attaining 2-1-12. MILITARY PROCEDURES separation. When pilot reports indicate separation has been established, issue control instructions as Military procedures in the form of additions, required.

modifications, and exceptions to the basic FAA NOTE- procedure are prescribed herein when a common 1. Separation responsibility between aircraft within the procedure has not been attained or to fulfill a specific formation during transition to individual control rests with requirement. They shall be applied by: the pilots concerned until standard separation has been attained.

a. ATC facilities operated by that military service.

2. Formation join-up and breakaway will be conducted in EXAMPLE· VFR weather conditions unless prior authorization has 1. AnAir Force facility providing service for an Air Force been obtained from ATe or individual control has been base would apply USAFprocedures to all traffic regardless approved.

of class.

REFERENCE- FAAO' 7110.65, Additional Separation for Formation Flights, 2. A Navy facility providing service for aNavalAirStation Para 5-5-8.

would apply USN procedures to all traffic regardless of P/CG Tenn- Formation Flight.

class.

2-1-14. COORDINATE USE OF AIRSPACE b. ATC facilities, regardless of their parent organization (FAA, USAF, USN, USA), supporting a. Ensure that the necessary coordination has been a designated military airport exclusively. This accomplished before you allow an aircraft under your designation determines which military procedures control to enter another controller's area of are to be applied.

jurisdiction.

EXAMPLE· b. Before you issue control instructions directly or 1. An FAA facility supports a USAF base exclusively; relay through another source to an aircraft which is USAF procedures are applied to all traffic at that base.

within another controller's area of jurisdiction that will change that aircraft's heading, route, speed, or 2. An FAA facility provides approach control service for a altitude, ensure that coordination has been accom- Naval Air Station as well as supporting a civil airport; plished with each of the controllers listed below basic FAA procedures are applied at both locations by the whose area of jurisdiction is affected by those FAA facility.

instructions unless otherwise specified by a letter of agreement or a facility directive: 3. A USAF facility supports a USAF base and provides approach control service to a satellite civilian airport; 1. The controller within whose area of jurisdic- USAF procedures are applied at both locations by the tion the control instructions will be issued.

USAF facility.

2. The controller receiving the transfer of REFERENCE· FAAO 7110.65, Annotations, Para 1-2-5.

control.

c. Other ATCfacilities when specified in a letter of 3. Any intervening controller(s) through whose agreement.

area of jurisdiction the aircraft will pass.

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2-1-6 General 7110.65P 2/19/04 traffic advisory service to an aircraft that will enter c. If you issue control instructions to an aircraft another facility's airspace.

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

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

facility, if required, prior to operation within asurface REFERENCE- area for which the tower has responsibility.

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

FAAO 7110.65, Adjacent Airspace, Para 5-5-10. REFERENCE- FAAO 7110.65, Transferring Controller Handoft. Para 5-4-5. FAAO 7110.65, Radio Communications Transfer, Para 2-1-17.

FMO 7110.65, Surface Area Restrictions, Para 3-1-11.

FAAO 7110.65, Receiving Controller Handoff, Para 5-4-6.

FAAO 7110.65, Application, Para 7-6-1.

14 CFR Section 91.129, Operations in Class DAirspace.

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

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

Radio communications transfer procedures may be specified by a letter of agreement or contained in the route REFERENCE- FAAO 7110.65, Coordinate Use of Airspace, Para 2-1-14.

description of an MIR as published in the DOD Planning FAAO 7110.65, Transferring COn/roller Handoff, Para 5-4-5.

AP/lB (AP/3).

FAAO 7110.65, Receiving Controller Randolf, Para 5-4-6.

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

to another controller within your facility; except .. c. Assume control of an aircraft only after it is in when instructing the aircraft to change frequency for your area of jurisdiction unless specifically coordi- final approach guidance include the name of the nated or as specified by letter of agreement or a facility.

facility directive.

2. Frequency to use exceptthefollowing may be omitted: 2-1-16. SURFACE AREAS (a) FSS frequency.

a. Coordinate with the appropriate nonapproach (b) Departure frequency if previously given control tower on an individual aircraft basis before or published on a DP chart for the procedure issued.

issuing a clearance which would require flight within a surface area for which the tower has responsibility (c) TERMINAL: unless otherwise specified in a letter of agreement.

(1) Ground orlocal controlfrequency ifin REFERENCE· your opinion the pilot knows which frequency is in FAAO 7210.3, Letters a/Agreement, Para 4-3-1.

14 CFR Section 91.127, Operating on or in the Vicinity of an Airport in use.

Class E Airspace.

P/CG Term- Surface Area.

(2) The numbers preceding the decimal point if the ground control frequency is in the 121 b. Coordinate with the appropriate control tower MHz bandwidth.

for transit authorization when you are providing radar 2-1-7 General 7110.65P 2/19/04 EXAMPLE- relay necessary control instructions until the pilot is "Contact Tower."

able to change frequency.

"Contact Ground. n If Can/act Ground Point Seven. ,. NOTE- Most light helicopters are flown by one pilot and require "Contact Ground, One Tho Zero Point Eight. " the constant use of both hands and feet to maintain control.

"Contact Huntington Radio. " "Contact Departure. " Although Flight Control Friction Devices assist the pilot, "Contact LosAngeles Center, One Tho Three Point Four. " changing frequency near the ground could result in inadvertent ground contact and consequent loss of control.

3. Time, fix, altitude, or specifically when to Pilots are expected to advise ATC of their single-pilot contact a facility. You may omit this when status if unable to comply with a frequency change.

compliance is expected upon receipt.

REFERENCE- AIM. Communications, Para 4-3-14.

NOTE- AIM, para 5-3-1, ARTCCCommunications, informs pilots

r. In situations where the controller does not want

that they are expected to maintain a listening watch on the the pilotto changefrequency butthe pilot is expecting transferring controller's frequency until the time, fix, or or may want a frequency change, use the following altitude specified.

phraseology.

PHRASEOLOGY· PHRASEOLOGY- REMAIN THIS FREQUENCY.

CONTACT (facility name or location name and terminal REFERENCE- [unction), (frequency).

FAAo 7110.65, Clearancelnfonnation, Para 4-7-1.

FAAO 7110.65, Communication Transfer, Para 5-12-9.

If required, 2-1-18. OPERATIONAL REQUESTS AT (time, fix, or altitude).

Respond to a request from another controller, a pilot c. In situations where an operational advantage or vehicle operator by one of the following verbal will be gained, and following coordination with the means: receiving controller, you may instruct aircraft on the ground to monitor the receiving controller's a. Restate the request in complete or abbreviated frequency.

terms followed by the word "APPROVED." The EXAMPLE- phraseology "APPROVED AS REQUESTED" may "Monitor Tower: " be substituted in lieu of a lengthy readback.

"Monitor Ground. " PHRASEOLOGY- "Monitor Ground Point Seven. J, (Requested operation) APPROVED.

"Monitor Ground, One Tho Zero Point Eight."

d. In situations where a sector has multiple or frequencies or when sectors are combined using APPROVED AS REQUESTED.

multiple frequencies and the aircraft will remain under your jurisdiction, transfer radio communica- b. State restrictions followed by the word tion by specifying the following: "APPROVED."

PHRASEOLOGY- PHRASEOLOGY- (Identification) CHANGE TO MY FREQUENCY (state (Restriction and/or additional instructions, requested frequency).

operation) APPROVED.

EXAMPLE· c. State the word "UNABLE" and, time permit- "United two twenty-two change to my frequency one two ting, a reason.

three point four. " PHRASEOLOGY· REFERENCE- UNABLE (requested operation).

AiM, Contact Procedures, Para 4-2-3.

e. Avoidissuing a frequency change to helicopters and when necessary, known to be single-piloted during air-taxiing, hovering, or low-level flight. Whenever possible, (reason and/or additional instructions.)

2-1-8 General 711O.65P 2/19104 controllers may use the words jet blast, propwash, or d. State the words "STAND BY."

rotorwash, in lieu of wake turbulence, when issuing a NOTE- caution advisory.

"STAND BY" is not an approval or denial. The controller REFERENCE· acknowledges the request and will respond at a later time.

AC 90-23, Aircraft Wake Turbulence.

PIca Term- Aircraft Classes.

REFERENCE- PIca Term- Wake Turbulence.

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

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

PHRASEOLOGY- FAAO 7110.65, Methods, Para 7-9-3.

CAUTION WAKE TURBULENCE (traffic information).

REFERENCE- 2-1-19. WAKE TURBULENCE FAAO 7110.65, VLSual Separation. Para 7-2-1.

a. Apply wake turbulence procedures to aircraft 2-1-21. TRAFFIC ADVISORIES operating behind heavy jets/B757s and, where indicated, to small aircraft behind large aircraft. Unless an aircraft is operating within Class A airspace or omission is requested by the pilot, issue traffic NOTE- advisories to all aircraft (IFR or VFR) on your Para 5-5-4, Minima, specifies increased radar separation frequency when, in your judgment, their proximity for small type aircraft landing behind large, heavy, or B757 aircraft because of the possible effects of wake turbulence. may diminish to less than the applicable separation minima. Where no separation minima applies, such b. The separation minima shall continue to as for VFR aircraft outside of Class BIClass C touchdown for all IFR aircraft not making a visual airspace, or a TRSA, issue traffic advisories to those approach or maintaining visual separation.

aircraft on your frequency when in your judgment REFERENCE- their proximity warrants it. Provide this service as FAAO 7110.65, Approach Separation Responsibility, Para 5-9-5.

follows: 2-1-20. WAKE TURBULENCE CAUTIONARY a. To radar identified aircraft: ADVISORIES 1. Azimuth from aircraft in terms ofthe 12-hour a. Issue wake turbulence cautionary advisories clock, or and the position, altitude if known, and direction of 2. When rapidly maneuvering aircraft prevent flight of the heavy jet or B757 to: accurate issuance of traffic as in 1 above, specify the REFERENCE- direction from an aircraft's position in terms of the AC 90-23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12.

eight cardinal compass points (N, NE, E, SE, S, SW, 1. TERMINAL. VFR aircraft not being radar W, and NW). This method shall be terminated at the vectored but are behind heavy jets or B757s.

pilot's request.

2. IFR aircraft that accept a visual approach or 3. Distance from aircraft in miles.

visual separation.

4. Direction in which traffic is proceeding REFERENCE- and/or relative movement of traffic.

FAAO 7110.65, visual Approach;Para 7-4-1.

NOTE- 3. TERMINAL. VFR arriving aircraft that have Relative movement includes closing, converging, parallel previously been radar vectored and the vectoring has same direction, opposite direction, diverging, overtaking, been discontinued.

crossing left to right, crossing right to left.

b. Issue cautionary information to any aircraft ifin 5. If known, type of aircraft and altitude.

your opinion, wake turbulence may have an adverse REFERENCE· effect on it. When traffic is known to be a heavy FAAO 7110.65. Description of Aircraft Types, Para 2-4-21.

aircraft, include the word heavy in the description.

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

Because wake turbulence is unpredictable, the controller (direction) (number) MILES, (direction)-BOUND andlor is not responsible for anticipating its existence or effect.

(relative movement), Although not mandatory during ground operations, 2-1-9 General 7110.65P 2/19/04 1. Distance and direction from fix.

and if known, 2. Direction in which traffic is proceeding.

(type of aircraft and altitude).

3. If known, type of aircraft and altitude.

•

4. ETA over the fix the aircraft is approaching, or if appropriate.

When appropriate, PHRASEOLOGY- TRAFFIC, (number) MILES/MINUTES (direction) OF (type of aircraft and relative position), (number of feet) (airport or fix), (direction)-BOUND, FEET ABOVE/BELOW YOU.

and if known, If altitude is unknown, (type of aircraft and altitude), ALTITUDE UNKNOWN.

ESTIMATED (fix) (time), EXAMPLE- "Traffic, eleven o'clock, one zero miles, southbound, or converging, Boeing Seven Twenty Seven, one seven thousand. " TRAFFIC, NUMEROUS AIRCRAFT VICINITY "Traffic, twelve o'clock, one five miles, opposite direction, (location).

altitude unknown. " '(Traffic, ten o'clock, one two miles, southeast bound, one If altitude is unknown, thousand feet below you. " ALTITUDE UNKNOWN.

6. When requested by the pilot, issue radar vectors to assist in avoiding the traffic, provided the EXAMPLE- "Traffic, one zero miles east of Forsythe V-O-R, aircraft to be vectored is within your area of Southbound, M-D Eighty, descending to one six jurisdiction or coordination has been effected with thousand. " the sector/facility in whose area the aircraft is "Traffic, reported one zero miles west of Downey V-O-R, operating.

northbound, Apache, altitude unknown, estimated Joliet

•

V-O-R one three one five. " 7. If unable to provide vector service, inform the "Traffic, eight minutes west of Chicago Heights V-O-R, pilot.

westbound, Mooney, eight thousand, estimated Joliet REFERENCE· V-O-R two zero three five."

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

'(Traffic, numerous aircraft, vicinity of Delia airport. " 8. Inform the pilot of the following when traffic c. For aircraft displaying Mode C, not radar you have issued is not reported in sight: identified, issue indicated altitude.

EXAMPLE- (a) The traffic is no factor.

"Traffic, one o'clock, six miles, eastbound, altitude (b) The traffic is no longer depicted on radar. indicates six thousand five hundred. " REFERENCE- PHRASEOLOGY- FAAO 7110.65, Traffic Information, Para 3-1-6.

TRAFFIC NO FACTOR/NO LONGER OBSERVED, FAAO 7110.65, Yisual Separation; Para 7-2-1.

FAAO 7110.65, VFRDeparture Information, Para 7-6-10.

or 2-1-22. BIRD ACTIVITY INFORMATION (number) O'CLOCK TRAFFIC NO FACTOR/NO a. Issue advisory information on pilot-reported, LONGER OBSERVED, tower-observed, or radar-observed and pilot-verified bird activity. Include position, species or size of birds, or if known, course of flight, and altitude. Do this for at least 15 minutes after receipt of such information (direction) TRAFFIC NO FACTOR/NO LONGER from pilots or from adjacent facilities unless visual OBSERVED.

observation or subsequent reports reveal the activity b. To aircraft that are not radar identified: is no longer a factor.

•

2-1-10 General 7110.65P 2/19/04 2-1-25. SUPERVISORY NOTIFICATION EXAMPLE- "Flock of geese,one o'clock, seven miles,northbound, last Ensure supervisor/controller-in-charge (CrC) is reported at four thousand. " aware of conditions which impact sector/position "Flock of small birds, southbound along Mohawk River, operations including, but not limited to, the last reported at three thousand. " following: "Numerous flocks of ducks, vicinity Lake Winnebago, altitude unknown. " a. Weather.

b. Relay bird activity information to adjacent b. Equipment status.

facilities and to FSSs whenever it appears it will c. Potential sector overload.

become a factor in their areas.

d. Emergency situations.

e. Special flights/operations.

2-1-23. TRANSFER OF POSITION RESPONSIBILITY 2-1-26. PILOT DEVIATION NOTIFICATION The transfer of position responsibility shall be When it appears that the actions of a pilot constitute accomplished in accordance with the "Standard a pilot deviation, notify the pilot, workload Operating Practice (SOP) for the Transfer of Position permitting.

Responsibility," and appropriate facility directives PHRASEOLOGY- each time operational responsibility for a position is (Identification) POSSIBLE PILOT DEVIATION ADVISE transferred from one specialist to another.

YOU CONTACT (facility) AT (telephone number).

REFERENCE· FAAO 8020.11, Aircraft Accident and Incident Notification, 2-1-24. WHEELS DOWN CHECK Investigation, and Reporting, Pilot Deviations, Para 84.

USA/USAF/USN 2-1-27. TCAS RESOLUTION ADVISORIES Remind aircraft to check wheels down on each a. When an aircraft under your controljurisdiction approach unless the pilot has previously reported informs you that it is responding to a TCAS wheels down for that approach. Resolution Advisory (RA), do not issue control instructions that are contrary tothe RA procedure that NOTE· a crew member has advised you that they are The intent is solely to remind the pilot to lower the wheels, executing. Provide safety alerts regarding terrain or not to place responsibility on the controller.

obstructions and traffic advisories for the aircraft a. Tower shall issue the wheels down check at an responding to the RA and all other aircraft under your appropriate place in the pattern.

control jurisdiction, as appropriate.

b. Unless advised by other aircraft that they are PHRASEOLOGY- CHECK WHEELS DOWN.

also responding to a TCAS RA, do not assume that other aircraft in the proximity of the responding b. Approach/arrival control, GCA shall issue the aircraft are involved in the RA maneuver or are aware wheels down check as follows: of the responding aircraft's intended maneuvers.

Continue to provide control instructions, safety 1. To aircraft conducting ASR, PAR, or radar alerts, and traffic advisories as appropriate to such monitored approaches, before the aircraft starts aircraft.

descent on final approach.

c. Once the responding aircraft has begun a 2. Toaircraft conducting instrument approaches maneuver in response to an RA, the controller is not and remaining on the radar facility's frequency, responsible for providing standard separation before the aircraft passes the outer marker/final between the aircraft that is responding to an RA and approach fix.

any other aircraft, airspace, terrain or obstructions.

Responsibility for standard separation resumes when PHRASEOLOGY· one of the following conditions are met: WHEELS SHOUW BE DOWN.

2-1-11 General 711O.65P 2/19/04 1. The responding aircraft has returned to its phraseology to notify controllers during TCAS events.

assigned altitude, or When a TCAS RA may affect an ATC clearance, inform ATC whenbeginningthe maneuver, or as soon as workload 2. A crew member informs you that the TeAS permits.

maneuver is completed and you observe that standard EXAMPLE· separation has been reestablished, or 1. "New York Center, United 321, TCAS climb."

NOTE- 3. The responding aircraft has executed an 2. When the RA has been resolved, the flight crew should alternate clearance and you observe that standard adviseATC they are returning to theirpreviously assigned separation has been reestablished.

clearance or subsequent amended clearance.

NOTE- EXAMPLE· 1. AC 120-55A, Air Carrier Operational Approval and 2. "New York Center, United 321, clear of conflict, Use of TCAS II, suggests pilots use the following returning to assigned altitude. " 2-1-12 General

7110.65P 2/19/04

Section 2. Flight Plans and Control Information

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

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

Generally, all military overseas flights are required to NOTE- clear through a specified military base operations office 1. Detailsfor handling air carrier, nonscheduledcivil, and (BASOPS). Pilots normally will not file flight plans directly military DVFRflight data are contained in FAAO 7610.4, with an FAA facility unless a BASOPS is not available.

Special Military Operations.

BASOPS will, in turn, forward the IFR flight notification message to the appropriate center.

2. Military pilots departing DVFRfrom a joint-use airport 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 initial flight progress strip the sector or position Request a pilot to contact the appropriate FSS if the number to identify where the information may be pilot informs you of a desire to change from an lFR found in the event search and rescue (SAR) activities to a VFR flight plan.

become necessary.

REFERENCE- 2-2-6. IFR FLIGHT PROGRESS DATA FAAO 7110.65, En Route Data Entries. Para 2-3-2.

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.

a. Except during NAS Stage A operation, forward Where appropriate, use computer equipment in lieu the flight plan information to the appropriate ATe of manual coordination procedures. Do not use the facility, FSS, or BASOPS and record the time offiling remarks section of flight progress strips in lieu of and delivery on the form.

voice coordination to pass control information.

Ensure that flight plan and control information is b. EN ROUTE. During NAS Stage A operation, correct and up-to-date. When covered by a letter of the above manual actions are required in cases where agreement/facility directive, the time requirements of the data is not forwarded automatically by the subpara a may be reduced, and the time requirements computer.

of subpara b1 and para 2-2-11, Forwarding NOTE- Amended and UTM Data, subpara a may be increased DuringNAS StageA operation, data is exchanged between up to 15 minutes when facilitated by automated interfaced automated facilities and both the data and time systems or mandatory radar handoffs; or if a/transmission are recorded automatically.

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- I. The procedures for preparing flight plan and control 2-2-3. FORWARDING VFR DATA information related to altitude reservations (ALTRVs) are contained in FAAO 7210.3, Facility Operation and TERMINAL Administration, para 8-1-2, 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.

2-2-1 Flight Plans and Control Information 7110.65P 2/19/04 2. The term facility in thisparagraph refers to centers and having less than 10 minutes separation at the terminal facilities when operating in an en route capacity.

facilities' boundary.

a. Forward the following information at least 13. Any additional nonroutine operational 15 minntes before the aircraft is estimated to enter the

•

information pertinent to flight safety.

receiving facility's area: NOTE- 1. Aircraft identification.

EN ROUTE. This includes alerting the receiving controller that the flight is conducting celestial navigation training.

2. Nnmber of aircraft if more than one, heavy REFERENCE- aircraft indicator "HI" if appropriate, type of aircraft, FAAO 7110.65, Celestial Navigation Training, Para 9-3-2.

and aircraft equipment suffix.

I

b. Forward position report over last reporting 3. Assigned altitude and ETAoverlast reporting point in the transferring facility's area if any of the point/fix in transferring facility's area or assumed following conditions exist: departure time when the departure point is the last 1. Time differs more than 3 minutes from point/fix in the transferring facility's area.

estimate given.

4. Altitude at which aircraft will enter the 2. Requested by receiving facility.

receiving facility's area if other than the assigned altitude.

3. Agreed to between facilities.

5. True airspeed.

2-2-7. MANUALINPUT OF 6. Point of departure.

COMPUTER-ASSIGNED BEACON CODES 7. Route of flight remaining.

When a flight plan is manually entered into the computer and a computer-assigned beacon code has 8. Destination airport and clearance limit if been forwarded with the flight plan data, insert the other than destination airport.

beacon code in the appropriate field as part of the 9. ETA at destination airport (not required for inpnt message.

military or scheduled air carrier aircraft).

2-2-8. ALTRV INFORMATION 10. Altitude requested by the aircraft if assigned altitude differs from requested altitude (within a ENROUTE facility only).

When an aircraft is a part of an approved ALTRV, NOTE- forward only those items necessary to properly When an aircraft has crossed one facility's area and identify the flight, update flight data contained in the assignment at a differenr altitude is still desired, the pilot ALTRV APVL, or revise previously given informa- will reinitiate the request with the next facility.

tion.

REFERENCE- FAAO 7110.65, AnncipotedA/titude Changes, Para 4-5-8.

2-2-9. COMPUTER MESSAGE VERIFICATION 11. When flight plan data must be forwarded manually and an aircraft has been assigned a beacon ENROUTE code by the computer, include the code as part of the flight plan. Unless yonr facility is equipped to automatically obtain acknowledgment of receipt of transferred data, NOTE- when you transfer control information by computer When an IFR aircraft, or a VFR aircraft that has been message, obtain, via Service F, acknowledgmentthat assigned a beacon code by the host computer and whose the receiving center has received the message and flight plan will terminate in another facility's area cancels verification of the following: ATe service or does not activate the flight plan, send a remove strips (RS) message on that aircraft via the host a. Within the time limits specified by a letter of keyboard, the FDIO keyboard or call via service F.

agreement or when not covered by a letter of 12. Longitudinal separation being used between agreement, at least 15 minutes before the aircraft is aircraft at the same altitude if it results in these aircraft estimated to enter the receiving facility's area, or at 2-2-2 Flight Plans and Control Information 7110.65P 2/19/04 2-2-11. FORWARDING AMENDED AND UTM the time of a radar handoff, or coordination for DATA transfer of control: a. Forward any amending data concerning pre- 1. Aircraft identification.

viously forwarded flight plans exceptthatrevisions to ETA information in para 2- 2-6, IFR Flight Progress 2. Assigned altitude.

Data, need only be forwarded when the time differs by more than 3 minutes from the estimate given.

3. Departure or coordination fix time.

PHRASEOLOGY· (Identification), REVISED (revised information).

b. Any cancellation of IFR or HOST generated VFR flight plan. EXAMPLE· "American Two, revised flight level, three three zero. n REFERENCE· FAAO 71.IO.65./FRFJight Progress Data, Para 2-2-6.

"United Eight Ten, revised estimate, Front Royal two zero zero five."

2-2-10. TRANSMIT PROPOSED FLIGHT PLAN «Douglas Five Zero One Romeo, revised altitude, eight thousand. ,J ENROUTE "U.S. Air Eleven Fifty-one, revised type, heavy Boeing Seven Sixty-seven. " a. Transmit proposed flight plans which fall REFERENCE· within an ARTCC's Proposed Boundary Crossing FAAO 7110.65, fFR Flight Progress Data, Para 2-2-6.

Time (pBCf)parameter to adjacentARTCC'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 NAS Stage A operations, the flight of any proposed flight plan exceeds 20 ele- amendment data are considered acknowledged on ments external to the originating ARTCC's area, receipt of a Computer Readout Device (CRD) update NADIN shall be used to forward the data to all message or a computer-generated flight progress strip affected centers.

containing the amended data.

b. During nonautomated operation, the proposed NOTE· flight plans shall be sent via NADIN to the other 1. The successful utilization of automation equipment centers involved when any of the following requires timely and accurate insertion of changes and/or conditions are met: new data.

2. If a pilot is not issued a computer-generated 1. The route of flight external to the originating PDR/PDAR/PAR and ifamendment data is not entered into center's area consists of 10 or more elemeuts and the the computer, the next controller will have incorrect route flight will enter 3 or more other center areas.

information.

NOTE· c. Forward any amended control information and An element is defined as either a fix or route as specified in record the action on the appropriate flight progress FAAO 7110.10, Flight Services, para 6-3-3, IFR Flight strip. Additionally, when a route or altitude in a Plan Control Messages.

previously issued clearance is amended within 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 shall exit from the originating center's area consists of 10 coordinate the amendment with the receiving facility or more elements, which are primarily fixes via verbal AND automared 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 entered.

NOTE· 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 intended aircraft/pilot.

interphone transmission.

2-2-3 Flight Plans and Control Information 7110.65P 2119/04 d. EN ROUTE. Effect manual coordination on any transmission except for flights which traverse interfacility flight plan data that is not passed through mutually agreed on airways/fixes. These air- automated means.

ways/fixes will be determined on a case-by-case basis andwill be based on time and distance considerations at the regional level.

2-2-12. AIRBORNE MILITARY FLIGHTS Forward to FSSs the following information received 2-2-14. TELETYPE FLIGHT DATA FORMAT- from airborne military aircraft: U.S. ARTCCs - CANADIAN ACCs a. IFR flight plans and changes from VFR to IFR ENROUTE flight plans.

The exchange of flight plan data between Canadian b. Changes to an IFR flight plan as follows: ACes and U.S. ARTCes shall be made as follows: 1. Change in destination: a. The U.S. ARTCCs will transmit flight data to (a) Aircraft identification and type.

the Canadian ACes in one of the following formats: (b) Departure point.

1. NADIN II input format as described in the NAS Management Directives (MDs) for: (c) Original destination.

(a) Flight Plan Messages: (d) Position and time.

(e) New destination. (1) Active.

(1) ETA.

(2) Proposed.

(g) Remarks including change in fuel exhaus- (b) Amendment messages.

tion time.

(c) Cancellation messages.

(h) Revised ETA.

(d) Response Messages to Canadian Input: 2. Change in fuel exhaustion time.

(1) Acknowledgment messages.

NOTE-

•

(2) Error messages.

This makes current information available to FSSs for relay to military bases concerned and for use by centers in the (3) Rejection messages.

event of two-way radio communications failure.

2. Transport Canada (TC) ACC Flight Strip Format: Where the data to be printed on the ACCstrip 2-2-13. FORWARDING FLIGHT PLAN DATA BETWEEN U.S. ARTCCs AND CANADIAN ACCs form exceeds the strip form field size, the NADIN II input format in 1 above will be used. Input ENROUTE sequentially fields 1 through 8 in para 2-2-6, IFR a. Domestic. (Continental U.S./Canadian airspace Flight Progress Data, subpara a.

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 ARTCes in the following format: time (or as bilaterally agreed) between any ACC and ARTCC.

1. NADIN II input format as described in NAS MDsfor: b. International. Any route changes (except DPs) must be forwarded to the appropriate Oceanic/Pre- (a) Flight Plan Messages: oceanic ACC or ARTCC with an optimum lead time (1) Active.

of 30 minutes or as soon as this information becomes available.

(2) Proposed.

c. Initially, if a flight goes from U.S. airspace into (b) Amendment messages.

Canadian airspace and returns to U.S. airspace, the (c) Cancellation messages.

ACC will be responsible for forwarding the flight plan data to the appropriate ARTCC by voice (d) Correction messages.

2-2-4 Flight Plans and Control Information

7110.65P 2/19/04 2-2-15. NORTH AMERICAN ROUTE PROGRAM c. "NRP" shall not be entered in the remarks (NRP) INFORMATION section of a flight plan, unless prior coordination is accomplished with the ATCSCC or as prescribed by 3. "NRP" shall be retained in the remarks section international NRP flight operations procedures.

of the flight plan if the aircraft is moved due to weather, traffic, or other tactical reasons.

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

NOTE- Every effort should be made to ensure the aircraft is requests to participate in the NRP shall enter "NRP" returned to the original filed flight plan/altitude as soon as in the remarks section of the flight plan.

conditions warrant.

REFERENCE- FAAO 7110.65, Operational Priority; Para 2-1-4.

b. If the route of flight is altered due to a pilot FAAO 7110.65, EnRoute Data Entries, Para 2 -3-2.

request, "NRP" shall be removed from the remarks FAAO 7110.65, Route or Altitude Amendments, Para 4-2-5.

section of the flight plan. FAAO7210.3, Chapter 17, Section 17,NorthAmericanRouteProgram.

2-2-5 Flight Plans and Control Information

7110.65P 2/19/04

Section 3. Flight Progress Strips

reported or is observed (valid Mode C) leaving the 2-3-1. GENERAL altitude.

Unless otherwise authorized in a facility directive, use flight progress strips to post current data on air 3. Preplanning may be accomplished in red traffic and clearances required for control and other pencil.

air traffic control services. To prevent misinterpreta- b. Manually prepared strips shall conform to the tion when data is hand printed, use standard format of machine-generated strips and manual strip hand -printed characters.

preparation procedures will be modified simulta- En route: Flight progress strips shall be posted.

neously with the operational implementation of REFERENCE- changes in the machine-generated format.

FAAO 7210.3, Flight Progress Strip Usage, Para 6-1-6.

(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 thousands of feet provided the procedure is when no longer required for control purposes. To authorized by the facility manager, and is defined in correct, update, or preplan information: 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.B.

"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 handwrittenportions offlight 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.

2-3-1 Flight Progress Strips 7110.65P 2/19/04 FIG 2-3-1 Standard Recording of Hand-printed Characters

•

Hand Printed Hand Printed Typed Typed A

A T T

B ""B U u..

c

C V

V

D. D

w W

E

E X

X

y

y

F F

(,

G Z

Z

H

H

I

I

I

J

J

2 2..

K

K 3

L L U.

S;

M 5

M N

N ~

0 7

P P 8

, Q Q

CJ

0 0

R

R

.a

S

2-3-2 Flight Progress Strips 711O.65P 2/19/04 2-3-2. EN ROUTE DATA ENTRIES FIG 2-3·2 Flight Progress Strip (7230-19) 15 27 2 II 16 20 21 25 I 12 22 6 13 7 8 9 17 18

I

10 J4a 19 24 29 30 20a I 7HQ 30 330 FLU 14 ENO 000212 DAL542 CODPHL 2675 H/B753/A T468 G555 16 16

I

RAh828 -zc»

PXT a. Information recorded on the flight progress strips (FAA Forms 7230-19) shall be enlered in the correspondingly numbered spaces: TBL 2·3·1 Block Information Recorded 14. Actual time over previous fix, or actual Block Information Recorded departure time enleredon first fix posting after 1. Verification symbol if required.

departure.

2. Revision number.

14a. Plus time expressed in minutes from the DSR-Not used.

previous fix to the posted fix.

3. Aircraft identification.

15. Center-estimated time over fix (in hours and 4. Number of aircraft if more than one, heavy minutes), or clearance information for aircraft indicator "H," if appropriate. type of departing aircraft.

aircraft, and aircraft equipmentsuffix.

I

16. Arrows to indicate if aircraft is departing (t) or 5. Filed true airspeed.

arriving (I).

6. Sector number.

17. Pilot-estimated time over fix.

7. Computer identification number if required.

18. Actual lime over fix, time leaving holding fix, arrival time at nonapproach control airport, or 8. Estimated ground speed.

symbol indicating cancellation of IFR flight Revised ground speed or strip request (SR) 9.

plan for arriving aircraft, or departure time originator.

(actual or assumed).

10. Strip number.

19. Fix. For departing aircraft, add proposed DSR- Strip number/Revision number.

departure time.

Previous fix.

11.

20. Altitude information (in hundreds offeet) or as 12. Estimated time over previous fix.

noted below.

13. Revised estimated time over previous fix.

NOTE· Altitude information may be written in thousands of feet provided the procedure is authorized by the facility manager, and is defined in afacility directive, i.e.FL 330 as 33, 5,000 feet as 5, and 2,800 as 2.8.

2-3-3 Flight Progress Strips 711O.65P 2/19/04 Block Infonnation 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

•

arenotoperating andstrips are being use at the accordance with para 2-2-1, Recording facility. This space is used to record reported Information), or NRP.

RA events. The lelters RA followed by a climb 27. Mode 3/A beacon code if applicable.

or descent arrow (if the climb or descent action 28. Miscellaneous control data (expected further is reported) and the time (hhmm) the event is clearance time, time cleared for approach.

reported.

etc.).

2l. Next posted fix or coordination fix, 29-30.

Transfer of control data and coordination 22.

Pilot's estimated time over next fix.

indicators.

23. Arrows to indicate north (t), south (+), east b. Lalitudellongitude coordinates may be used to (-), or west (-) direction of flight if required.

define waypoints and may be substituted for 24. Requested altitude.

nonadapted NAVAIDs in space 25 of domestic en NOTE· Altitude information may be written in route flight progress strips provided it is necessary to thousands of feet provided the procedure is accommodate a random RNAV or GNSS route authorized by the facility manager, and is request.

defined in afacility directive,i.e., FL 330 as 33, 5,000 feet as 5, and 2,800 as 2.8.

c. Facility Air Traffic managers may authorize the optional use of spaces 13, 14, 14a, 22, 23, 24, and 28 25.

Point of origin, route as required for control and data relay, and destination. for point out information, radar vector information, speed adjustment information, or transfer of control data.

•

•

2-3-4 Flight Progress Strips 2/19/04 711O.65P 2-3-3. TERMINAL DATA ENTRIES a. Arrivals: Information recorded on the flight progress strips (FAA Forms 7230-7.1, 7230-7.2, and 7230-8) shall be entered in the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and 10-18, if no misunderstanding will result. These omissions and/or optional uses shall be specified in a facility directive.

FIG 2-3-3 I 5 8 9B 10 12 9 II 2A 13 14 15 8A 16 17 18 7 8B 9A 9C TBL2-3-2 Block Information Recorded 8B. OPTIONAL USE, when voice recorders are Block Information Recorded operational; 1. Aircraft identification.

REQUIRED USE, when the voice recorders 2. Revision number (FDIO locations only).

are not operating and strips are being used at Strip request originator. (At FDIO locations the facility. This space is used to record 2A.

reported RA events when the voice recorders this indicates the sector or position that requested a strip be printed.) are not operational and stripsarebeing used at the facility. The letters RA followed by a climb Number of aircraft if more than one, heavy 3.

or descent arrow (ifthe climb or descent action aircraft indicator "HI" if appropriate, type of is reported) and the time (hhmm) the event is aircraft, and aircraft equipment suffix.

reported.

4. Computer identification number if required.

9. Altitude (in hundreds of feet) and remarks.

5. Secondary radar (beacon) code assigned.

NOTE· Altitude information may be written in 6. (FDIO Locations.) The previous fix will be thousands of feet provided the procedure is printed.

authorized by the facility manager, and is (Non-FDIO Locations.) Use of the inbound defined in a facility directive, i. e., FL 230 as airway. This function is restricted to facilities 23, 5,000 feet as 5, and 2,800 as 2.8.

where flight data is received via interphone Minimum fuel, destination airport/point 9A.

when agreed upon by the center and terminal out/radar vector/speed adjustment informa- facilities.

tion. Air Traffic managers may authorize in a 7. Coordination fix.

facility directive lhe omission of any of these Estimated lime of arrival at the coordination 8.

items, except minimum fuel, if no misunder- fix or destination airport.

standing will result.

8A. OPTIONAL USE.

NOTE- Authorized omissions and optional use of spaces shall be specified in the facility directive concerning strip marking proce- dures.

9B. OPTIONAL USE.

OPTIONAL USE.

9C.

10-18. Enter data as specified by a facility directive.

Radar facility personnel need not enter dala in these spaces except when nonradar procedures areused or when radiorecording equipmentis inoperative.

Flight Progress Strips 2-3-5 7110.65P 2/19/04 b. Departures: Information recorded on the flight progress strips (FAA Forms 7230-7.1,7230-7.2, and 7230-8) shall be entered in the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 88, 9A, 98, 9C, and 10-18, if no misunderstanding will result. These omissions and/or optional uses shall be specified in a facility directive.

FIG 2-3-4 1 5 9 10 11 12 2A 8A 13 15 16 17 18 7 8B 4 9A 9C TBL2-3-3 Block Information Recorded Block Information Recorded 8B. OPTIONAL USE, when voice recorders are operational; 1. Aircraft identification.

REQUIRED USE, when the voice recorders 2. Revision number (FDIO locations only).

are not operating and strips are being used at 2A.

Strip request originator. (At FDIO locations the facility. This space is used to record this indicates the sector or position that reported RA events when the voice recorders requested a strip be printed.)

arenotoperational and strips arebeing used at the facility. The letters RA followed by a climb 3. Number of aircraft if more than one, heavy or descent arrow (if the climb or descent action aircraft indicator "HI" if appropriate, type of is reported) and the time (hhmm) the event is aircraft, and aircraft equipment suffix.

I

reported.

4. Computer identification number if required.

9. Computer-generated: Route, destination, 5. Secondary radar (beacon) code assigned.

and remarks. Manually enter altitude/altitude 6. Proposed departure time.

restrictions in the orderflown, if appropriate, and remarks.

7. Requested altitude.

9. Hand-prepared: Clearance limit, route, NOTE- Altitude information may be written in altitude/altitude restrictions in the order flown, thousands of feet provided the procedure is if appropriate, and remarks.

authorized by the facility manager, and is defined in a facility directive, i. e., FL 230 as NOTE- Altitude information may be written in 23, 5,000 feet as 5, and 2,800 as 2.8.

thousands of feet provided the procedure is authorized by the facility manager, and is 8. Departure airport.

defined in afacility directive,i.e.,FL 230 as23, 8A. OPTIONAL USE.

5,000 feet as 5, and 2,800 as 2.8.

9A. OPTIONAL USE.

9B. OPTIONAL USE.

9C. OPTIONAL USE.

10-18. Enter data as specified by a facility directive.

Items,suchas departure time, runway usedfor takeoff, check marks to indicate information forwarded or relayed, may be entered in these spaces.

•

2-3-6 Flight Progress Strips 2/19/04 7110.65P c. Overflights: Information recorded on the flight progress strips (FAA Forms 7230-7.1, 7230-7.2, and 7230-8) shall be entered in the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and 10-18, if no misunderstanding will result. These omissions and/or optional uses shall be specified in a facility directive.

FIG 2·3·5 1 5 9B 10 II 12 2A 13 15 8A 16 18 7 8B 9A 9C TBL2·3·4 Information Recorded Block Block Information Recorded 8B. OYTIONAL USE, when voice recorders are operational; Aircraft identification.

1.

REQUIRED USE, when the voice recorders 2. Revision number (FDIO locations only).

are not operating and strips are beiog used at the facility. This space is used to record 2A. Strip request originator. (At FDIO locations reported RA events when the voice recorders this indicates the sector or position that are not operational and strips are being used at requested a strip be printed.)

the facility. The letters RA followed by a climb 3. Number of aircraft if more than one, heavy or descent arrow (if the climb or descent action aircraft indicator "Hf' if appropriate, type of is reported) and the time (hhmm) the event is aircraft, and aircraft equipment suffix.

I

reported.

4. Computer identification number if required.

9. Altitude and route of flight through the 5. Secondary radar (beacon) code assigned.

terminal area.

Coordination fix.

6.

e

NOTE- Altitude information may be written in Overflight coordination indicator (FDIO 7.

thousands of feet provided the procedure is locations only).

authorized by the facility manager, and is defined in afacility directive, i.e., FL 230 as 23, NOTE- The overflight coordination indicator 5,000 feet as 5, and 2,800 as 2.8.

identifies the facility to which flight data has been forwarded.

9A. OYTIONAL USE.

8. Estimated time of arrival at the coordination 9B. OYTIONAL USE.

fix.

9C. OYTIONAL USE.

OPTIONAL USE.

8A.

10-18. Enter data as specified by a facility directive.

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 2-3-7 2/19/04 711O.65P EXAMPLE- d. Air traffic managers at automated terminal uN12345."

radar facilities may waive the requirement to use "TN5552Q. " flight progress strips provided: uAA1192. " 1. Backup systems such as multiple radar 1'LN751B. n sites/systems or single site radars with CENRAP are NOTE- utilized.

The letter "L" is not to be used for air carrier/air taxi lifeguard 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 CAF/CAM/CTG).

(b) Arrival procedures.

(See TBL2-3-1 and TBL2-3-2.)

(c) Overflight handling procedures.

2. Pronounceable words of 3, 4, 5, and 6 letters followed by a 4-, 3-, 2-, or I-digit number.

(d) Transition from radar to nonradar.

EXAMPLE- (e) Transition from ARTS to non-ARTS.

tlSAMP 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 (a) The service prefix and 2 letters (use no strip usage.

phonetic alphabet equivalent) followed by 2 or 3 4. Unused flight progress strips, facility devel- digits.

oped forms and/or blank notepads shall be provided for controller use.

TBL2-3-l Branch of Service Prelix 5. Facilities shall revert to flight progress strip

Branch •

usage if backup systems referred to in subpara dl are Prelix 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 VM U.S. Marine Corps perforation. When using FAA Form 7230-7.2, all W U.S. Navy items will retain the same relationship to each other CAF Canadian Armed Force as they do when the full length strip (FAA Form 7230-7.1) is used. Canadian Armed Force (Transport Command) CAM CfG Canadian Coast Guard 2-3-4. AIRCRAFT IDENTITY TBL2-3-2 Indicate aircraft identity by one of the following Military Mission Preflx using combinations not to exceed seven alphanumer- Prefix Mission ic characters: E Medical Air Evacuation a. Civil aircraft, including air-carrier aircraft F Flight Cheek letter-digit registration number including the letter L LOGAIR (USAF Contract) "T" prefix for air taxi aircraft, the letter "L" for RCH AMC (Air Mobility Command) lifeguard aircraft, 3-letter aircraft company designa- S Special Air Mission tor specified in FAAO 7340.1, Contractions, (b) The service prefix and a digit and a letter followed by the trip or flight number. Use the (use phonetic alphabet equivalent) followed by 2 or • operating air carrier's company name in identifying 3 digits. equipment interchange flights.

FlightProgress Strips 2-3-8 2/19/04 7110.65P EXAMPLE- c. Special-use. Approved special-use identifiers.

"Cessna Three-ten slant Tango."

<tA -Ten slant November. " "F -Sixteen slant Papa. " 2-3-5. AIRCRAFT TYPE "Seven-sixty-seven slant Golf. JJ Use the approved codes listed in Appendices A 2-3-8. CLEARANCE STATUS through C to indicate aircraft type.

Use an appropriate clearance symbol followed by a dash (-) and other pertinent information to clearly show the clearance status of an aircraft. To indicate 2-3-6. USAF/USN UNDERGRADUATE PILOTS delay status use: To identify aircraft piloted by solo USAF/USN a. The symbol "H" at the clearance limit when undergraduate student pilots (who may occasionally holding instructions have been included in the request revised clearances because they normally are aircraft's original clearance. Show detailed holding restricted to flight in VFR conditions), the aircraft information following the dash when holding differs identification in the flight plan shall include the letter from the established pattern for the fix; i.e., turns, leg "Z" as a suffix. Do not use this suffix, however, in lengths, etc.

ground-to-air communication.

b. The symbols "F" or "0" to indicate the NOTE- clearance limit when a delay is not anticipated.

USAF solo students who have passed an instrument certification check may penetrate cloud layers in climb or 2-3-9. CONTROL SYMBOLOGY descent only. Requests for revised clearances to avoid clouds in level flight can still be expected. This does not Use authorized control and clearance symbols or change the requirement to use the letter "Z" as a suffix to abbreviations for recording clearances, reports, and the aircraft identification.

instructions. Control status of aircraft must always be REFERENCE- current. You may use: FAAO 7110.65, Aircraft Idesulfication; Para 2-4-20.

FAAO 7610.4, Chapter 12, Section 10, USAF Undergraduate Flying a. Plain language markings when it will aid in Training (UFT)/Pilot Instructor Training (PIT).

understanding information.

b. Locally approved identifiers. Use these only 2-3-7. AIRCRAFT EQUIPMENT SUFFIX within your facility and not on teletypewriter or interphone circuits.

a. Indicate, for both VFR and IFR operations, the c. Plain sheets of paper or locally prepared forms aircraft's radar transponder, DME, or navigation to record information when flight progress strips are capability by adding the appropriate symbol, not used. (See TBL 2-3-4 and TBL 2-3-5.)

preceded by a slant. (See TBL 2-3-3.)

d. Control Information Symbols.

b. When forwarding this information, state the (See FIG 2-3-6 and FIG 2-3-7.)

aircraft type followed by the word "slant" and the REFERENCE· appropriate phonetic letter equivalent of the suffix.

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

Flight Progress Strips 2-3-9 7110.65P 2/19/04 TBL 2-3-3 Aircraft Equipment Suffixes Suffix Aircraft EquipmentSuffixes NODME !X No transponder Transponder withno ModeC

rr

Transponder withMode C IU DME No transponder ID Transponder with no Mode C fB /A Transponder withMode C TACANONLY No transponder 1M Transponder with no Mode C IN fP Transponder with Mode C AREA NAVIGATION (RNAY) LORAN, VOR/DME, or INS with no transponder IY .

/C WRAN, VOR/DME, or INS, transponder with no Mode C /I LORAN, VOR/DME, or INS, transponder with Mode C ADVANCED RNAV WITII TRANSPONDER AND MODE C (If an aircraft is unable to operate with a transponder and/or Mode C, it will revertto the appropriate code listed above underArea Navigation.)

IE Flight Management System (FMS)withen route, terminal, and approach capability. Equipment requirements are: (a) Dual FMS which meets the specifications of AC 25-15, Approval of Flight Management Systems in Transport Category Airplanes; AC 20-129, Airworthiness Approval of Vertical Navigation (VNAV) Systemsforuse in theU.S.

NAS and Alaska; AC 20-130A, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors; or equivalent criteria as approved by Flight Standards.

(b) A fligbt director and autopilot control system capable of following the lateral and vertical FMS flight path.

(c) At least dual inertial reference units (IRUs).

(d) A database containing the waypoints and speed/altitude constraints for the route and/or procedure to be flown I that is automatically loaded into the FMS !light plan.

(e) An electronic map.

(U.S. and U.S. territories only unless otherwise authorized.)

IF FMSwith en route, terminal, and approach capability. Unless otherwise authorized by the Administrator, equipment requirements are: (a) SingleFMSwhichmeets the specifications of AC 25-15, Approval of Flight Management Systemsin Transport Category Airplanes; AC 20-129, Airworthiness Approval of Vertical Navigation (VNAV) Systemsforuse in theU.S.

NAS and Alaska; AC 20-130A, Airworthiness Approval of Navigation orFlight Management Systems Integrating Multiple Navigation Sensors; or equivalent criteria as approved by Flight Standards.

(b) A demonstrated capability of depicting and following the lateral and vertical path.

(c) An FMS with DME!DME updating and one or more of the following: Single Global Positioning System (GPS) - Single inertial reference unit(IRU).

(d) A database containing the waypoints and speed/altitude constraints for the route and/or procedure to be flown that is automatically loaded into the FMS flight plan.

(U.S. and U.S. territories only unless otherwise authorized.)

/G GPS/Global Navigation Satellite System (GNSS) equipped aircraft with en route and terminal capability Required Navigational Performance (Denotes capability to operate in Required Navigation Performance (RNP) IR designated airspace and routes) Reduced Vertical Separation Minima (RVSM) IW /0 RNP and RVSM (Indicate approval for application of RNP and RVSM separation standards.] It should be noted that /0 is for automation purposes only and will not be filed by system users. FAA processors will convert the combination of IR+IW to =/0.

•

2-3-10 Flight Progress Strips 2/19/04 7110.65P TBL2-3·4 TBL 2-3-5 Clearance Abbreviations Miscellaneous Abbreviations Abbreviation Meaning Abbreviation Meaning BC Back course approach A Cleared to airport (point of intended landing) CT Contact approach FA Final approach B Center clearance delivered FMS C Flight management system approach ATe clears (when clearance relayed through non-ATC facility) GPS GPS approach CAF Cleared as filed I Initial approach D Cleared to depart from thefix ILS ILS approach F Cleared tothe fix MA Missed approach H Cleared to hold andinstructions issued MLS MLS approach L Cleared to land NDB Nondirectional radio beacon approach N Clearance not delivered OTP VFRconditions-on-top Cleared to the outer marker PA Precision approach PD Cleared to climb/descend at pilot's PT Procedure tum discretion RA Resolution advisory (pilot reported Q Cleared to fly specified sectors of a TCAS event) NAVAID defined in terms of courses, RH Runway heading bearings, radials or quadrants within a designated radius. RNAV Area navigation approach T Cleared through (for landing and takeoff RP Report immediately uponpassing through intermediate point) (fix/altitude) RX V Cleared over thefix Report crossing SA Surveillance approach X Cleared to cross (airway, route, radial) at (point) Sl Straight-in approach Z Tower jurisdiction TA TACAN approach TL Turn left TR Turn right VA Visual approach VR VOR approach Flight Progress Strips 2-3-11 711O.65P 2/19/04 FIG2-3-6 Control Information Symbols [Part I]

Symbols Meaning

•

Depart (direction, if specified) ____ .T~J}_ """ ____ "_e'_'""" . ".-.".,._._-_ .•.•. __ . __ .•. __ ._ .•. _-_ .•.•. __ ._------_.----_._---.-------- ... -.-.-.- .-.-----"--"-"-." .

"-".

Climb and maintain

i

" ", .. ,",- ",""""","--",-_._._",_ .•.

f-----.-- .. -- ... - .-.----._----._ •... _ .•. _-------"_ ... _ ..• -._------'.---.---"-"- """","-- """- Descend and main tain

~

."".,-",-.",,"-"-"-",,,-"-, ..• "-,--,., ., .. ,"-"- . ,., ,."""".,---"".-,,,,,,,,,,"-.-.,,,, ........ .,.,,,,,., ..... -,, ....... "-",,.,, . ,,,,,,,,.,, ..... ,,,,,,,.,, .. ,,,,,,",",,,."-" .....•.•.•. - ......... _,." .........•........ "., •......

,,,,",,.,, """"''''''''''''''"-"-"""-'- --->- Cruise @ At X Cross Maintain ~ .................................. " .....

.... _._.-.- .. " ... . , .... - ................... - .. - .. .... .. ..... " ............. ..... " ............... ... " ........... , .......... -" ... " ............ ...... " ... " ...... -,." ............. "-" ... , .. -" ... "".,,.,,-,,_ .. - ... , .. ,

--

Join or intercept airway/jet route/track or course ---;7 -- While in controlled airspace -- ...... " ........

. ....

-"".-"-,,,, .. , .......... ". .."_ .......... _ .. - While in control area

D

Enter control area

--n

Out of control area

B

Cleared to enter, depart or througb surface area. Indicated

N~

direction of flight by arrow and appropriate compass letter.

Maintain Special VFR conditions (altitude if appropriate) erNE while in surface area.

&E 250K . .f"ir(;raf!T(;q:".(;st(;<I!()~<i111_s!sp"e_<I_t()25ll.~'!~ts.

-.-----"-----"--- . . "." .•.• "- "."."""." .•. "_."."."---_."-.------- -20 K Aircraft requested to reduce speed 20 knots .

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

Aircraft requested to increase'speed 30 knot'S:

+30K •

Local Special VFR operations in the vicinity of (name) airport are authorized until(time). Maintain special VFR conditions

®

(altitude if appropriate).

> Before < After or Past Inappropriate altitudelflightlevel for direction of night.

(red) (Underline assigned a1titude/.flightlevel in red).

/ Until () Alternate instructions Restriction Restriction At or Below

T

At or Above

.i

_ .•.•.•. _ ..

...

·(Dash) From-to (route, time, etc.)

_.

_ .. _._ .....•.. -

Indicates a block altitude assignment. Altitudes are inclusive, and the rust altitude shall be lower tban (Alt)B(Alt) Example: 31OB370 the second.

Clearance void if aircraft not off ground by (time) v< NOTE: The absence of an airway route number between two fixes in the route of flight Indicates "direct"; no symbol or abbreviation is required.

•

2-3-12 Flight Progress Strips 2/19/04 711O.65P FIG2-3-7 Control Infonnation Symbols [part 2] Symbols Meaning Pilot canceled flight plan

'i

.........•....•.•..

-_._-"'._".,,,,",.,,.,,"." .

EN ROUTE: Aircraft has reported at assigned altitude, Example: 80 .J

-J

,_. __ ..

.----_._"_.

TERMINAUFSS: Information forwarded (indicated information

-J

forwarded as required) EN ROUTE: J nformation. or revised information forwarded. (Circle, in red, inappropriate altitude/flightlevel for direction of flight or other control information when coordinated. Also circle. in red, the time

o (red)

(minutes and altitude) when a flight plan or estimate is forwarded.

Use method in both Inter-center and intra-center coordination.)

.................. .... _- ............. _-

@

Other than assigned altitude reported (circle reported altitude) DME holding (use with mileages)(Upper figure indicates distance from station to DME fix, lower figure indicates length of holding pattern.)

In this example, the DME fix is 10 miles out with a 6 mile pattern

£I

indicated.

~ DME arc ofVORTAC, TACAN, or MLS.

(mL)(dir.)

------_.

Contact (facility) or (freq.), (time, fix, or altitude if appropriate).

Insert G-(fre q.)

frequency only when it is other than standard,

. -_ .. ---_. __ . __ .-

R . Radar contact.

R EN ROUTE: Requested altitude (preceding 'altitude information) )V' Radar service terminated ~-_. __ ._ ... - ---_._-_._-_ .•.• _._ .. __ .

.•.•.•. _---- Radar contact lost Jt::: Radar vector RV Pilot resumed own navigation RX .- .. _~-_._.- Radar handoff (circle symbol when handoff completed)

®

._.- ----_._--- EMERGENCY E (red)

--_. .. _. . __ ._.-

W(red) WARNING Point out initiated. Indicate the appropriate p facility, sector or position. Example: PZFW.

.. ,.- ...... __ ... _-,-."- ".-"-"."." .......•. ,. . ......•.. - ... _ .............. "." •.. ,., .. , ..• ..•... _.... - ------ ... --,."-"--"--"- ....•.• ..........

·•·········•·····•···•·•·•·• __ '··e"·"·'''_,_,_,._ .. ."., ""."."-"-"."." ..

'Minimum fuel FUEL NOTE: The absence of an airway route number between two fixes in the route of flight indicates "direct"; no symbol or abbreviation is required.

Flight Progress Strips 2-3-13

2/19/04 7110.65P

Section 4. Radio and Interphone Communications

2-4-1. RADIO COMMUNICATIONS NOTE- Some users have adopted procedures to insure uninter- Use radio frequencies for the special purposes for ruptedreceiving capability withATC when apilot with only which they are intended. A single frequency may be one operative communications radio must interrupt used for more than one function except as follows: his/her communications guard because of a safety related problem requiring airborne communications with his/her TERMINAL. When combining positions in the tower, company. In this event, pilots will request approval to do not use ground control frequency for airborne abandon guard on the assigned ATC frequency for a communications.

mutually agreeable time period. Additionally, they will NOTE- inform controllers of the NAVAlD voice facility and the Due to the limited number of frequencies assigned to company frequency they will monitor.

towers for the ground control function, it is very likely that airborne use of a ground control frequency could cause interference to othertowersor interference to your aircraft 2-4-5. AUTHORIZED TRANSMISSIONS from another tower. When combining these functions, it is recommended combining them on local control. The ATIS Transmit only those messages necessary for air traffic may be used to specify the desired frequency.

control or otherwise contributing to air safety.

REFERENCE- 2-4-2. MONITORING FAAO 7210.3, Authorized Messages Not Directly Associated with AT Services, Para 3-2-2.

Monitor interphones and assigned radio frequencies continuously.

NOTE- 2-4-6. FALSE OR DECEPTIVE Although all FAA facilities, including RAPCONs and COMMUNICATIONS RATCFs, are required to monitor all assigned frequencies continuously, USAF facilities may not monitor all Take action to detect, prevent, and report false, unpublished discrete frequencies.

deceptive, or phantom controller communications to an aircraft or controller. The following shall be 2-4-3. PILOT ACKNOWLEDGMENT/READ accomplished when false or deceptive communica- BACK tions occur: a. When issuing clearances or instructions ensure a. Correcl false information.

acknowledgment by the pilot.

NOTE- b. Broadcast an alert to aircraft operating on all Pilots may acknowledge clearances, instructions, or other frequencies within the area where deceptive or information by using "Wileo, " "Roger;" "Affirmative, " or phantom transmissions have been received.

other words or remarks.

EXAMPLE- REFERENCE· "Attention all aircraft. False ATC instructions have been AIM. Contact Procedures, Para 4-2-3.

received in the area of Long Beach Airport. Exercise b. If altitude, heading, or other items are read back extreme caution on all frequencies and verify by the pilot, ensure the read back is correct. If instructions. " incorrect or incomplete, make corrections as c. Collect pertinent information regarding the appropriate.

incident.

2-4-4. AUTHORIZED INTERRUPTIONS d. Notify the operations supervisor of the false, As necessary, authorize a pilot to interrupt his/her deceptive, or phantom transmission and report all communications guard.

relevant information pertaining to the incident.

Radio and Interphone Communications 2-4-1 7110.65P 2/19/04 2-4-7. AUTHORIZED RELAYS 2-4-9. ABBREVIATED TRANSMISSIONS Transmissions may be abbreviated as follows: a. Relay operational information to aircraft or a. Use the identification prefix and the last 3 digits aircraft operators as necessary. Do not agree to handle or letters of the aircraft identification after such messages on a regular basis. Give the source of communications have been established. Do not any such message you relay.

abbreviate similar sounding aircraft identifications or the identification of an air carrier or other civil aircraft b. Relay official FAA messages as required.

having an FAA authorized call sign ..

NOTE- REFERENCE· The FAA Administrator and Deputy Administrator will FAAO 7110.65, Aircraft Identification, Para 2-4-20.

sometimes use code phrases to identify themselves in b. Omit the facility identification after commu- air-to-ground communications as follows: nication has been established.

Administrator: "SAFEAIR ONE."

Deputy Administrator: "SAFEAIR TWO."

c. Transmit the message immediately after the callup (without waiting for the aircraft's reply) when EXAMPLE- the message is short and receipt is generally assured.

"Miami Center, Jetstar One, this is SAFEAIR ONE, (message). " d. Omit the word "over" if the message obviously requires a reply.

c. Relay operational information to military aircraft operating on, or planning to operate on IRs.

2-4-10. INTERPHONE TRANSMISSION PRIORITIES Give priority to interphone transmissions as follows: 2-4-8. RADIO MESSAGE FORMAT a. First priority. Emergency messages including essential information on aircraft accidents or Use the following format for radio communications suspected accidents. After an actual emergency has with an aircraft: passed, give a lower priority to messages relating to that accident.

a. Sector/position on initial radio contact: b. Second priority. Clearances andcontrolinstruc- 1. Identification of aircraft.

tions.

c. Third priority. Movement and control messages 2. Identification of ATC unit.

using the following order of preference when possible: 3. Message (if any).

1. Progress reports.

4. The word "over" if required.

2. Departure or arrival reports.

b. Subsequent radio transmissions from the same 3. Flight plans.

sector/position shall use the same format, except the d. Fourth priority. Movement messages on VFR identification of the ATC unit may be omitted.

aircraft.

TERMINAL. You may omit aircraft identification 2-4-11. PRIORITY INTERRUPTION after initial contact when conducting the final portion of a radar approach.

Use the words "emergency" or "control" for interrupting lower priority messages when you have REFERENCE· an emergency or control message to transmit.

FAAO 7110.65, Aircraft ldesuification; Para 2-4-20.

•

2-4-2 Radio and Interphone Communications 7110.65P 2/19/04 2-4-12. INTERPHONE MESSAGE FORMAT 2.

Receiver: "Denver High, Go ahead override. " Use the following format for interphone intra/interfa- cility communications: Caller: "R Twenty-five, Request direct Denver for Northwest Three Twenty-eight. " a. Both the caller and receiver identify their facility and/or position in a manner that insures they Receiver: "Northwest Three Twenty-eight direct Denver will not be confused with another position.

approved. H.P. " NOTE- Other means of identifying a position, such as substituting Caller: "G.M."

departure or arrival gate/fix names for position identification, may be used. However, it must be 3.

operationally beneficial, and the procedure fully covered Caller: ("Bolos" is a deporture gate in HoustonARTCC's in a letter of agreement or a facility directive, as Sabine sector)- "Bolos, Houston local."

appropriate.

Receiver: "Bolos."

EXAMPLE- Caller: "Albuquerque Center Sixty Three, Amarillo Caller: "Request Flight Level three five zero for American Departure. " Twenty-five. " Receiver: "Albuquerque Center. " Receiver: "American Twenty-five Flight Level three five b. Between two facilities which utilize numeric zero approved, A.C. " position identification, the caller must identify both facility and position.

Caller: "G .M. " EXAMPLE- 4.

Caller: "Albuquerque Sixty Three, Fort Worth Eighty Caller: "Sector 1Welve, Ontario Approach, APREQ."

1Wo."

c. Caller states the type of coordination to be Receiver: "Sector Twelve. " accomplished when advantageous. For example, handoff or APREQ.

Caller: "CactusFive forty-two heading one three zero and climbing to one four thousand. " d. The caller states the message.

Receiver: "Cactus Five forty-two heading one three zero e. The receiver states the response to the caller's and climbing to one four thousand approved. BN. " message followed by the receiver's operating initials.

f. The caller states his or her operating initials.

Caller: "A.M."

EXAMPLE- 5.

1.

Caller: "Zanesville, Columbus, seventy-three line, CaUer: "Denver High, R Twenty-five."

handoff. " Receiver: "Denver High. " Receiver: "Zanesville."

Caller: "Request direct Denver for Northwest Three Caller: "Five miles east of Appleton VOR, United Three TWenty-eight. " Sixty-six. " Receiver: "Northwest Three TWenty-eight direct Denver Receiver: '(United Three Sixty-six, radar contact, A.Z. " approved. H.P. " Caller: lrM.E."

Caller: uG.M."

Radio and Interphone Communications 2-4-3 7110.65P 2/19/04 g. Identify the interphone voice line on which the 3. In communications with or about heavy jet call is being made when two or more such lines are aircraft when the separation from a following aircraft collocated at the receiving operating position.

may become less than 5 miles by approved procedure.

EXAMPLE· 4. When issuing traffic advisories.

"Washington Center, Washington Approach on the Fifty Seven line. " EXAMPLE· "United Fifty-Eight Heavy."

'(Chicago Center, O'Hare Tower handoff on the Departure NOTE· West line."

Most airlines will use the word "heavy" following the h. TERMINAL. The provisions of subparas a, b, c, company prefix and flight number when establishing communications or when changing frequencies within a e, f, g, and para 2-4-13, Interphone Message terminal facility's area.

Termination, may be omitted provided: 5. When in radio communications with "Air 1. Abbreviated standard coordination proce- Force One" or "Air Force Two," do not add the heavy dures are contained in a facility directive describing designator to the call sign. State only the call sign "Air the specific conditions and positions that may utilize Force One/Two" regardless of the type aircraft.

an abbreviated interphone message format; and 2. There will be no possibility of misunder- standing which positions are using the abbreviated 2-4-15. EMPHASIS FOR CLARITY procedures.

Emphasize appropriate digits, letters, or similar sounding words to aid in distingnishing between 2-4-13. INTERPHONE MESSAGE similar sounding aircraft identifications.

TERMINATION Additionally: Terminate interphone messages with your operating a. Notify each pilot concerned when communicat- initials.

ing with aircraft having similar sounding identifica- tions.

2-4-14. WORDS AND PHRASES EXAMPLE· a. Use the words or phrases in radiotelephone and "United Thirty-one United, Miami Center, U.S. Air interphone communication as contained in the P/CO Thirty-one is also on this frequency, acknowledge. " or, within areas where Controller Pilot Data Link Communications (CPDLC) is in use, the phraseology "U.S. Air Thirty-one U.S. Air, Miami Center, United contained in the applicable CPDLC message set.

Thirty-one is also on this frequency, acknowledge ." , REFERENCE- b. The word "heavy" shall be used as part of the FAAO 7110.65, Aircraft Identification, Para 2-4-20.

identification of heavy jet aircraft as follows: FAAO 7210.3, Aircraft Identification Problems, Para 2-1-12.

TERMINAL. In all communications with or about b. Notify the operations supervisor-in-charge of heavy jet aircraft.

any duplicate flight identification numbers or phonetically similar-sounding call signs when the EN ROUTE. The use of the word heavy may be aircraft are operating simultaneously within the same omitted except as follows: sector.

1. In communications with a terminal facility REFERENCE· about heavy jet operations.

FAAO 7210.3, Aircraft Identification Problems, Para 2-1-12.

2. In communications with or about heavy jet NOTE· aircraft with regard to an airport where the en ronte This is especially important when this occurs on a center is providing approach control service.

repetitive, rather than an isolated, basis.

2-4-4 Radio and Interphone Communications 7110.65P 2/19/04 2-4-16. ICAO PHONETICS 2-4-17. NUMBERS USAGE Use the ICAO pronunciation of numbers and State numbers as follows: individual letters. (See the ICAO radiotelephony alphabet and pronunciation in TBL 2-4-1.)

a. Serial numbers. The separate digits.

TBL2·4·J I CAO Phonetics EXAMPLE· Character Word Pronunciation

a Zero ZE-RO

Number Statement 1 One WUN "One one four niner five."

11,495 TOO 2 Two 20,069 "Two zero zero six niner.'

3 Three TREE 4 Four FOW-ER 5 Five FIFE b. Altitudes or flight levels: 6 Six SIX 7 Seven SEV-EN 1. Altitudes. Pronounce each digitin the number 8 Eight AIT of hundreds or thousands followed by the word 9 Nine NIN-ER "hundred" or "thousand" as appropriate.

EXAMPLE- A Alfa ALFAH B Bravo BRAHVOH C Charlie CHARLEE Statement Number D Delta DELLTAH 10,000 "One zero thousand."

E Echo ECKOH 11,000 "One one thousand."

F Foxtrot FOKSTROT "One seven thousand niner 17,900 G Golf GOLF hundred."

H Hotel HOIITELL I India INDEEAH NOTE- J Juliett JEWLEEETT Altitudes may be restated in group form for added clarity K Kilo KEYLOH if the controller chooses.

L Lima LEEMAH EXAMPLE- M Mike MIKE N November NOVEMBER 0 Oscar OSSCAH Number Statement P Papa PAHPAH 10,000 ''Ten thousand!'

Q Quebec KEHBECK 11,000 "Eleven thousand:' R Romeo ROWMEOH "Seventeen thousand niner 17,900 S Sierra SEEAJRAH hundred."

T Tango TANGGO U Uniform YOUNEEFORM 2. Flight levels. The words "flight level" V Victor VIKTAH followed by the separate digits of the flight level.

W Whiskey WISSKEY X X-ray ECKSRAY EXAMPLE· Y Yankee YANGKEY Z Zulu ZOOLOO Flight level Statement NOTE- 180 ''Flight level one eight zero."

Syllables to be emphasized in pronunciation are in bold ''Flight level two seven five."

face.

2-4-5 Radio and Interphone Communications 711O.65P 2/19/04 3. MDNDH Altitudes. The separate digits of EXAMPLE- the MDNDH altitude.

Time Statement EXAMPLE· 1415:06 "Time, one four one five."

1415:10 "TIme, one four one five and one-quarter."

MDAlDH Altitude Statement 1,320 "Minimum descent altitude, 4. Abbreviated time. The separate digits of the one three two zero."

minutes only.

"Decisionheight, four eight six."

EXAMPLE· Time Statement c. Time: 1415 "Onefive."

1420 "Two zero," 1. General time information. The four separate digits of the hour and minute/s in terms of UTC.

5. Field elevation. The words "field elevation" followed by the separate digits of the elevation.

EXAMPLE· EXAMPLE· UTC Time (12 hour) Statement Elevation Statement 1:15 a.m. CST "Zero seven one five." 0715 "Field elevation, one seven." 17feet 1:15 p.m. CST "Oneninerone five," 817 feet "Field elevation, eightone seven."

"Field elevation, two eightone seven," 2,817 feet 2. Upon request. The four separate digits of the d. The number "0" as "zero" except where it is hours and minute/s in terms of UTC followed by the used in approved "group form" for authorized aircraft local standard time equivalent; or the local time call signs, and in stating altitudes.

•

equivalent only. Local time may be based on the EXAMPLE· 24- hour clock system, and the word "local" or the time zone equivalent shall be stated when other than As Zero As Group UTC is referenced. The term "ZULU" may be used "Western five thirty." "Field elevation one six zero."

to denote UTC.

"EMAIR One Ten." "Heading three zero zero."

"Ien thousand five hundred." "One zero thousand five EXAMPLE· hundred."

e. Altimeter setting. The word "altimeter" fol- UTC Time Time Statement lowed by the separate digits of the altimeter setting.

(24 hour) (12 hour) EXAMPLE· 1430 PST 2:30 p.m. "Two two three zero, one four three zero Pacificor Local." or Setting

I Statement

"Two-thirty P-M." I

30.01 I "Altimeter, three zerozero one."

I

f. Surface wind. The word "wind" followed by the 3. Time check. The word "time"followed by the separate digits of the indicated wind direction to the four separate digits of the hour and minutes, and nearest lO-degree multiple, the word "at" and the nearest quarter minute. Fractions of a quarter minute separate digits of the indicated velocity in knots.

less than eight seconds are stated as the preceding quarter minute; fractions of a quarter minute of eight EXAMPLE· seconds or more are stated as succeeding quarter "Windzero three zero at two five. " minute.

"mnd two seven zero at one five gusts three five. "

•

2-4-6 Radio and Interphone Communications 2/19/04 7110.65P g. Heading. The word "heading" followed by the EXAMPLE- three separate digits of the number of degrees, omitting the word "degrees." Use heading 360 Frequency Statement degrees to indicate a north heading.

126.55 MHz "Onetwo six point five five."

"Three six ninerpoint zero."

369.0 MHz EXAMPLE- 121.5 MHz "Onetwo one point five."

135.275 MHz "One three five point two seven."

"Three zero two kilobiertz," 302kHz Heading Statement "Heading zerozerofive."

5 degrees 2. USAF/USN. Local channelization numbers 30 degrees "Heading zero three zero."

may be used in lieu of frequencies for locally based 360 degrees ''Heading threesix zero."

aircraft when local procedures are established to ensure that local aircraft and ATC facilities use the same channelization.

h. Radar beacon codes. The separate digits of the EXAMPLE- 4-digit code.

Frequency Statement EXAMPLE- 275.8 MHz "Local channel one six."

Code Statement 3. Issue MLSfTACAN frequencies by stating "One zerozero zero:' the assigned two- or three-digit channel number.

2100 "Two one zero zero:' EXAMPLE- "M-L-S channel Five Three Zero."

"TACAN channel Nine Seven. " i. Runways. The word "runway," followed by the k. Speeds.

separate digits of the runway designation. For a 1. The separate digits of the speed followed by parallel runway, state the word "left," "right," or "knots" except as required by para 5-7-2, Methods.

"center" if theletter "L," "R," or "C" is includedinthe designation.

EXAMPLE- EXAMPLE- Speed Statement 250 "Two five zero knots."

Designation Statement 190 "One ninerzero knots."

3 "Runway Three."

2. The separate digits of the Mach number "Runway Eight Left."

8L preceded by "Mach."

27R "Runway TwoSeven Right."

EXAMPLE- Mach Number Statement j. Frequencies.

1.5 "Mach one pointfive!'

"Mach point six four."

0.64 1. The separate digits ofthe frequency,inserting 0.7 "Mach point seven:' the word "point" where the decimal point occurs.

J. Miles. The separate digits of the mileage (a) Omit digits after the second digit to the followed by the word "mile."

right of the decimal point.

EXAMPLE- "Three zero mile arc east of Nottingham. " (b) When the frequency is in the UMF band, "Traffic, one o'clock, two five miles, northbound, D-C include the word "kiloHertz." Eight, flight level two seven zero. " Radio and Interphone Communications 2-4-7 711O.65P 2/19/04 2-4-18. NUMBER CLARIFICATION EXAMPLE· "Bradford High, Handoff."

a. If deemed necessary for clarity, and after stating f. FAAflight service stations. State the name of the numbers as specified in para 2-4-17, Numbers

station followed by the word "radio." •

Usage, controllers may restate numbers using either group or single-digit form.

EXAMPLE· "Altoona Radio. I' EXAMPLE· "One Seven Thousand, Seventeen Thousand. " g. Radar facilities having ASR or PAR but not "Altimeter 1\vo Niner Niner 1\vo, Twenty Nine Ninety providing approach control service. State the name TIvo."

of the facility, followed by the letters "G-C-A."

"One 1\vo Six Point Five Five, One 1\venty Six Point Fifty Five. " EXAMPLE· "Corpus Christi G-C-A."

'(Davison G-C-A."

2-4-19. FACILITY IDENTIFICATION Identify facilities as follows: 2-4-20. AIRCRAFT IDENTIFICATION Use the full identification in reply to aircraft with a. Airport traffic control towers. State the name of the facility followed by the word "tower." Where similar sounding identifications. For other aircraft, military and civil airports are located in the same the same identification may be used in reply that the general area and have similar names, state the name pilot used in his/her initial callup except use the of the military service followed by the name of the correct identification after communications have military facility and the word "tower." been established. Identify aircraft as follows: EXAMPLE· a. U.S. registry aircraft. State one of/he following: "Columbus Tower. " REFERENCE· "Barksdale Tower. " FAAO 7110.65, Radio Message Format, Para 2-4-8.

(Navy Jacksonville Tower."

FAAO 7110.65, Abbreviated Transmissions, Para 2-4-9.

FAAO 7110.65, Emphasisfor Clarity, Para 2-4-15.

b. Air route traffic control centers. State the name FAAO 7110.65, Numbers Usage, Para 2-4-17.

of the facility followed by the word "center."

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1. Civil. State the prefix "November" when establishing initial communications with U.S.

c. Approach control facilities, including RAP- registered aircraft followed by the ICAO phonetic CONs, RATCFs, and ARACs. State the name of the pronunciation of the numbers/letters of the aircraft facility followed by the word "approach." Where registration. The controller may state the aircraft military and civil facilities are located in the same type, the model, the manufacturer's name, followed general area and have similar names, state the name by the ICAO phonetic pronunciation of the of the military service followed by the name of the numbers/letters of the aircraft registration if used by military facility and the word "approach."

the pilot on the initial or subsequent call.

EXAMPLE· EXAMPLE- (Denver Approach. " Air traffic controller's initiated call: "Griffis» Approach. " "Navy Jacksonville Approach."

"November One 1\vo Three Four Golf" d. Functions within a terminal facility. State the "November One lWo Three Four."

name of the facility followed by the name of the function.

Responding to pilot's initial or subsequent call: EXAMPLE· "Jet Commander One 1Wo Three Four Papa. 11 (Boston Departure. " "Bonanza One Two Three Four Tango. 11 "Lathsardia Clearance Delivery. " "Sikorsky Six Three Eight Mike Foxtrot."

"O'Hare Ground."

NOTE· e. When calling or replying on an interphone line If aircraft identification becomes a problem when the which connects only two non- VSCS equipped procedures specified above are used, the call sign shail be facilities, you may omit the facility name.

restated after the flight number of the aircraft invoived.

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2-4-8 Radio and Interphone Communications 711O.65P 2/19/04 (a) The service name, followed by the word EXAMPLE· "American Five Twenty-One American. " "copter," when appropriate, and the last 5 digits of the "CommuterSix Eleven Commuter."

serial number.

"General Motors Thirty-Seven General Motors. " EXAMPLE· REFERENCE- "Navy Five Six Seven One Three."

FAAO 7210.3,Aircraft Identification Problems, Para 2-1~12.

"Coast Guard Six One Three 1IvoSeven."

2. Air carrier and other civil aircraft having FAA "Air Guard One Three Five Eight Six. " "Army Copter Three Two One Seven Six. " authorized call signs. State the call sign followed by the fligbt number in group form.

NOTE· If aircraft identification becomes a problem, the NOTE· procedures reflected in FAAO 7210.3, Facility Operation "Group form" is the pronunciation of a series a/numbers and Administration, Aircraft Identification Problems, as the whole number, or pairs of numbers they represent para 2-1-12, will apply.

rather than pronouncing each separate digit. The use of group form may, however, be negated by four-digit (b) Special military operations. Slate one of identifiers or the placement of zeros in the identifier.

the following followed by the last 5 digits ofthe serial number: EXAMPLE· '(American Fifty- Two. " (c) Air evacuation flights. "AIR EVAC," "Delta One Hundred."

"MARINE AIR EVAC," or "NAVY AIR EVAC."

"EasternMetro One Ten. " EXAMPLE· "General Motors Thirty Fifteen. " "Air Evac One Seven Six Five 1Wo. " "United One Zero One."

"Delta Zero One Zero. " (d) Rescue flights. (Service name) "RES- ~'11VA Ten Zero Four."

CUE."

NOTE· EXAMPLE· Air carrier and other civil aircraft having FAA authorized "Air Force Rescue Six One Five Seven Niner."

call signs may be pronounced using single digits if (e) Air Mobility Command. "REACH."

necessary for clarity.

EXAMPLE· EXAMPLE· "Reach Seven Eight Five Six Two. " "United Five One Seven. " "United Five Seven Zero."

(t) Special Air Mission. "SAM."

3. Air taxi and commercial operators not having EXAMPLE· FAA authorized call signs. State the prefix "TANGO" "Sam Niner One Five Six Two. " on initial contact, if used by the pilot, followed by the (g) USAF Contract Aircraft "LOGAIR."

registration number. The prefix may be dropped in EXAMPLE· subsequent communications.

"Logair Seven Five Eight Two Six. " EXAMPLE· (h) Military tactical and training: "Tango Mooney Five Five Five Tho Quebec. !> (1) U.S. Air Force, Air National Guard, "Tango November One Two Three Four. " Military District of Washington priority aircraft, and 4. Air carrier/taxi ambulance. State the prefix, USAF civil disturbance aircraft. Pronounceable "Lifeguard," if used by the pilot, followed by the call words of 3 to 6 letters followed by a 1 to 5 digit sign and flight number in group form.

number.

EXAMPLE· EXAMPLE· "Lifeguard Delta Fifty-One. " "Paul1Wo Zero."

5. Civilian air ambulance. State the word "Pat One Five Seven. " "Gaydog Four. " "LIFEGUARD" followed by the numbers/letters of the registration number. NOTE· When the "Z" suffix described in para 2-3-6, USAF/USN EXAMPLE- Undergraduate Pilots, is added to identify aircraft piloted "Lifeguard Two Six Four Six. " by USAF undergraduate pilots, the call sign will be limited to a combination of six characters.

6. U.S. military. State one of the following: 2-4-9 Radio and Interphone Communications 7110.65P 2/19/04 (2) Navy or Marine fleet and training nications when the Secretary of Transportation, command aircraft. The service name and 2 letters, or Deputy Secretary of Transportation, FAA Adminis- a digit and a letter (use letter phonetic equivalents), trator or FAA Deputy Administrator have a followed by 2 or 3 digits.

requirement to identify themselves.

(See TBL 2-4-2.)

EXAMPLE- "Navy Golf Alfa Tho One. " TBL2-4·2 "Marine Four Charlie Tho Three Six."

DOT and FAA Alphanumeric Identifiers (i) NORAD interceptors. An assigned and Call Signs double letter 2-digit flight number.

Official Identifier Can Sign EXAMPLE- Secretary of Transportation DOT-!

Transport-l ''Alfa Kilo One Five. " Deputy Secretary of DOT-2 Transport-2 7. Presidential aircraft and Presidential family Transportation aircraft: Administrator.

FAA-1 Safeair-l Federal Aviation Administration (a) When the President is aboard a military Deputy Administrator, FAA-2 Safeair-2 aircraft, state the name of the military service, Federal Aviation Administration followed by the word "One."

10. Other Special Flights.

EXAMPLE- "Air Force One. " (a) Department of Energy flights. State the "Army One. " letters "R-A-C" (use phonetic alphabet equivalents) "Marine One. " followed by the last 4 separate digits of the aircraft (b) When the President is aboard a civil registration number.

aircraft, state the words "Executive One."

EXAMPLE- "Romeo Alfa Charlie One Six Five Three. " (e) When a member ofthe President's family is aboard any aircraft, if the U.S. Secret Service or the (b) Flight Inspection of navigational aids.

White House Staff determines it is necessary, state the State the call sign "FLIGHT CHECK" followed by words "Executive One Foxtrot."

the digits of the registration number.

REFERENCE- EXAMPLE- FAAO 7110.65, Operational Priority, Para 2-1-4.

"Flight Check Three Niner Six Five Four. " 8. Vice Presidential aircraft: (e) USAF aircraft engaged in aerial sampling (a) When the Vice President is aboard a missions. State the call sign "SAMP" followed by the military aircraft, state the name of the military last three digits of the serial number.

service, followed by the word "Two.'

EXAMPLE- "SAMP Three One Six. I' EXAMPLE- trAir Force Two. " REFERENCE- FAAO 7110.65, SAMp, Para 9-3-15.

"Army Two."

"Marine TIvo. " 11. Use a pilot's name in identification of an aircraft only in special or emergency situations.

(b) When the Vice President is aboard a civil aircraft, state the words "Executive Two."

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

aircraft registration or call sign.

REFERENCE- EXAMPLE- FAAO 7110.65, Operational Priority, Para 2-1-4.

"Stationair F-L-R-B. H 9. DOT and FAA flights. The following "C-F-L-R-B. " alphanumeric identifiers and radio/interphone call NOTE- signs are established for use in air/ground commu- Letters may be spoken individually or phonetically.

2-4-10 Radio and Interphone Communications 7110.65P 2/19/04 2. Add the manufacturer's name, company 2. Air carrier. The abbreviated name of the name or other identifying features when confusion or operating company followed by the letters or digits of misidentification is likely.

the registration or call sign.

EXAMPLE· EXAMPLE· "Lc'Ien-Eleven. " "Air France F-L-R-L-G."

"American MD-Eighty. Seven Thirty-Seven."

3. The flight number in group form, or you may "Boeing Seven Fifty-Seven. " use separate digits if that is the format used by the NOTE· pilot.

Pilots of "interchange" aircraft are expected to inform the tower on the first radio contact the name of the operating EXAMPLE- company and trip number followed by the company name, "Scandinavian Sixty-eight. " as displayed on the aircraft, and the aircraft type.

"Scandinavian Six Eight."

c. General Aviation and Air Taxi: 4. Foreign Military. Except Canada, the name of 1. Manufacturer's model, or designator.

the country and the military service followed by the separate digits or letters of the registration or call 2. Manufacturer's name, or add color when sign. Canadian Armed Force aircraft shall be considered advantageous.

identified by the word "Canforce" followed by the EXAMPLE· separate digits of the serial number, except that the "Tri-Pacer: " Transport Command of the Canadian Armed Force "PA Twenty-Two."

shall be identified by the words "Canadian Military" "Cessna Four-Oh-One."

and the Canadian Coast Guard shall be identified as "Blue and white King Air. ,J "Canadian Coast Guard" followed by the separate "Airliner . ..

digits of the serial number.

"Sikorsky Si-Seventy-Six: " d. When issuing traffic information to aircraft EXAMPLE· "Canforce Five Six Tho Seven. " following a heavy jet, specify the word "heavy" "Brazilian Air Force Five Three Two Seven Six. ,J before the manufacturer's name and model.

EXAMPLE· "Heavy L- Ten-Eleven. " 2-4-21. DESCRIPTION OF AIRCRAFT TYPES "Heavy c-nve.: "Heavy Boeing Seven Forty-Seven."

Except for heavy aircraft, describe aircraft as follows REFERENCE· when issuing traffic information.

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

a. Military: 2-4-22. AIRSPACE CLASSES 1. Military designator, with numbers spoken in A, B, C, D, E, and G airspace are pronounced in the group form, or ICAO phonetics for clarification. The term "Class" 2. Service and type, or may be dropped when referring to airspace in pilot/controller communications.

3. Type only if no confusion or misidentifica- EXAMPLE· tion is likely.

"Cessna 123 Mike Romeo cleared to enter Bravo airspace. " b. Air Carrier: "Sikorsky 123 Tango Sierra cleared to enter New York Bravo airspace. " 1. Manufacturer's model or designator.

2-4-11 Radio and Interphone Communications

7110.65P 2/19/04

Section 5. Route and NAVAID Description

2-5-1. AIRWAYS AND ROUTES 2-5-2. NAVAIO TERMS Describe radials, arcs, courses, bearings, and Describe airways, routes, or jet routes as follows: quadrants of NAVAJOs as follows: a. VOR/VORTAC/TACAN airways or jet routes.

a. VOR/VORTAC/TACAN/MLS/GPS Way- State the word "Victor" or the letter "J" followed by point. State the name of the NAVAIO or GPS the number of the airway or route in group form. For Waypoint followed by the separate digits of the RNAV routes add the word "Romeo."

radial/azimuth/bearing (omitting the word "de- grees") and the word "radial/azimuth/bearing."

EXAMPLE- "Victor Th'elve. " EXAMPLE· "J Five Thirty-Three. " "Appleton Zero Five Zero Radial. " "Victor Seven Ten Romeo. " "Lindburg Runway Two Seven M-L-S, Two Six Zero "J Eight Thirty Romeo. " Azimuth."

"Offset One Zero miles right of J Eight Thirty Romeo. " b. Arcs about VOR-OME/VORTAC/TACAN/ b. VOR/VORTAC/TACAN alternate airways. MLS NAVAJOs. State the distance in miles from the State the word "Victor" followed by the number ofthe NAVAJO followed by the words "mile are," the airway in group form and the alternate direction. direction from the NAVAJO in terms of the eight principal points of the compass, the word "of," and EXAMPLE- the name of the NAVAJO.

t'Victor 1Welve South. " EXAMPLE- c. ColorediUMF airways. State the color of the "Two Zero mile arc southwest of O'Hare Runway Two airway followed by the number in group form.

Seven Left M-L-S."

c. Quadrant within a radius of NAVAJO. State EXAMPLE- direction from NAVAJO in terms of the quadrant; "Blue Eighty-One. " e.g., NE, SE, SW, NW, followed by the distance in d. Named Routes. State the words "North miles from the NAVAJO.

American Route" or "Bahama Route" followed by EXAMPLE· the number of the route in group form.

"Cleared to fly northeast quadrant of Phillipsburg VOR1IIC within Four Zero mile radius. " EXAMPLE- "North American Route Sixty-Seven Bravo. " REFERENCE· FAAO 7110.65, Route Use, PQrtJ 4-4-1.

"Bahama Route Fifty-Five Victor."

P/CG Term- Quadrant.

e. Air Traffic Service (ATS) routes. State the d. Nondirectional beacons. State the course to or letter(s) of the route phonetically, followed by the the bearing from the radio beacon, omitting the word number of the route in group form.

"degree," followed by the words "course to" or "bearing from," the name of the radio beacon, and the EXAMPLE- words "radio beacon."

"Romeo 1Wenty. " "Alfa Fifty. " EXAMPLE- "Golf Sixty-one. " "Three Four Zero bearing from Randolph Radio Beacon. " "Alfa Seven Hundred. " e. MLS. State the azimuth to or azimuth from the

r. Military Training Routes (MTRs). State the

MLS, omitting the word "degree" followed by the letters "1-R" or "V - R" followed by the number of the words "azimuth to" or "azimuth from," the name of route in group form.

the MLS, and the term MLS.

EXAMPLE- EXAMPLE· "Two Six Zero azimuth to Linburgh Runway Two Seven "l-R Five Thirty-one."

fIV_R Fifty-two. I' MLS."

2-5-1 Route and NAVAID Description 711O.65P 2/19/04 2-5-3. NAVAIO FIXES EXAMPLE- "Appleton Zero Five Zero radial Three Seven mile fix. " Describe fixes determined by reference to a "Reno localizer back course Four mile fix. " radial/localizer/azimuth and distance from a VOR- "Hobby Runway One TwoM-L-S Zero Niner Zero azimuth

•

DME/VORTAC/TACAN/ILS-DME or MLS as One 11m mile fix. " follows: b. When a fix is charted on a DP, STAR, en route chart, or approach plate, state the name of the fix.

8. When a fix is not named, state the name of the NAVAJD followed by a specified radial/localizer/azi- c. Use specific terms to describe a fix. Do not use muth, and state the distance in miles followed by the expressions such as "passing Victor Twelve" or phrase "mile fix."

"passing J Eleven."

•

•

2-5-2 Route and NAVAID Description

7110.65P 2/19/04

Section 6. Weather Information

2-6-1. FAMILIARIZATION your sector or airspace under your jurisdiction, are out of service.

Become familiar with pertinent weather information PHRASEOLOGY· when coming on duty, and stay aware of current ATTENTION AIL AIRCRAFT. HAZARDOUS WEATHER weather information needed to perform ATC duties.

INFORMATION FOR (geographical area) AVAILABLE FROM FLIGHT WATCH OR FLIGHT SERVICE.

2-6-2. HAZARDOUS INFLIGHT WEATHER c. Terminal facilities have the option to limit ADVISORY SERVICE (HIWAS) hazardous weather information broadcasts as fol- lows: Tower cab and approach control facilities may Controllers shall advise pilots of hazardous weather opt to broadcast hazardous weather information alerts that may impact operations within 150 NM of their only when any part of the area described is within sector or area of jurisdiction. Hazardous weather 50 NM of the airspace under their jurisdiction.

information contained in HIWASbroadcasts includes REFERENCE· Airmen's Meteorological Information (AIRME1), AIM, Chapter 7, Section 1, Meteorology, Para 7-1-5 through Significant Meteorological Information (SIGME1), Para 7-1-9.

Convective SIGMET (WS1), Urgent Pilot Weather Reports (UUA), and Center Weather Advisories 2-6-3. PIREP INFORMATION (CWA). Facilities shall review alert messages to Significant PIREP information includes reports of determine the geographical area and operational strong frontal activity, squall lines, thunderstorms, impact for hazardous weather information broad- light to severe icing, wind shear and turbulence casts. The broadcast is not required if aircraft on your (including clear air turbulence) of moderate or greater frequency(s) will not be affected.

intensity, volcanic eruptions and volcanic ash clouds, a. Controllers within commissioned HIWASareas and other conditions pertinent to flight safety.

shall broadcast a HIWAS alert on all frequencies, REFERENCE- except emergency frequency, upon receipt of FAtiO 7110.65, Low Level Wind Shear Advisories, Para 3 -1-8.

EMO 7210.3, HandlingofSIGMETs, CWAs, andP/REPs, Para 6-3-1.

hazardous weather information. Controllers are AIM, Flight Operations in Volcanic Ash, Para 7-5-8.

required to disseminate data based on the operational FAAO 7210.3, SIGMET and PIREP Handling, Para 10-3 -1.

impact on the sector or area of control jurisdiction.

a. Solicit PIREPs when requested or when one of NOTE· the following conditions exists or is forecast for your The inclusion of the type and number of weather advisory area of jurisdiction: responsible for the HIWAS advisory is optional.

1. Ceilings at or below 5,000 feet. These PHRASEOLOGY· PIREPs shall include cloud base/top reports when ATTENTIONAILAIRCRAFT. HAZARDOUS WEATHER feasible.

INFORMATION (SIGMET, Convective SIGMET, AIRMET, Urgent Pilot Weather Report (UUA), or Center TERMINAL. Ensure that at least one descent/climb- Weather Advisory (CWA), Number or Numbers) FOR out PIREP, including cloud base/s, top/s, and other (geographical area) AVAILABLE ON HIWAS, FLIGHT related phenomena, is obtained each hour.

WATCH, OR FLIGHT SERVICE FREQUENCIES.

EN ROUTE. When providing approach control b. Controllers outside of commissioned HIWAS services, the requirements stated in TERMINAL areas shall: above apply.

1. Advise pilots of the availability of hazardous 2. Visibility (surface or aloft) at or less than 5 weather advisories. Pilots requesting additional miles.

information should be directed to contact the nearest 3. Thunderstorms and related phenomena.

Flight Watch or Flight Service.

4. Turbulence of moderate degree or greater.

2. Apply the same procedure when HIWAS outlets, or outlets with radio coverage extending into 5. Icing of light degree or greater.

2-6-1 Weather Information 7110.65P 2/19/04 6. Wind shear.

1. Relay pertinent PI REP information to concerned aircraft in a timely manner.

7. Volcanic ash clouds.

2. EN ROUTE. Relay all operationally signifi- NOTE-

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cant PIREPs to the facility weather coordinator.

Pilots may forward PI REPs regarding volcanic activity using the format described in the Volcanic Activity 3. TERMINAL. Relay all operationally signifi- Reporting Form (VAR)as depicted in theAIM,Appendix 2.

cant PIREPs to: (a) The appropriate intrafacility positions.

8. TERMINAL. Braking Action Advisories are in effect.

(b) The FSS serving the area in which the REFERENCE- report was obtained.

FMO 7110.65, Braldng Action Advisories, Para 3-3-5.

NOTE- PICG Tenn- Braking Action Advisories.

The FSS is responsible for long line dissemination.

b. Record with the PIREPs: (c) Other concerned terminal or en route ATe facilities, including non-FAA facilities.

1. Time.

(d) Use the word gain and/or loss when 2. Aircraft position.

describing to pilots the effects of wind shear on airspeed.

3. Type aircraft.

EXAMPLE- 4. Altitude.

"Delta Seven Twenty-one, a Boeing Seven Twenty-seven, previously reported wind shear, loss of Two Five knots at 5. When the PIREP involves icing include: Four Hundred feet. " (a) Icing type and intensity.

"U.S. Air Seventy-six, a D-C Niner, previously reported wind shear, gain of Twenty-Five knots between Niner (b) Air temperature in which icing is Hundred and Six Hundred feet, followed by a loss of Five occurring.

Zero knots between Five Hundred feet and the surface. "

c. Obtain PlREPs directly from the pilot, or if the REFERENCE· •

AiM, Moo Shear PlREPs. Para 7-1-22.

PIREP has been requested by another facility, you may instruct the pilot to deliver it directly to that 2-6-4. WEATHER AND CHAFF SERVICES facility.

a. Issue pertinent information on observed/re- PHRASEOLOGY- ported weather or chaff areas. Provide radar REQUEST/SAYFLIGHT CONDITIONS.

navigational guidance and/or approve deviations Or if appropriate, around weather or chaff areas when requested by the pilot. Do not use the word "turbulence" in describing REQUEST/SAY (specific conditions; i.e., ride, cloud, radar-derived weather.

visibility, etc.) CONDITIONS.

1. Issue weather and chaff information by defining the area of coverage in terms of azimuth (by Ifnecessary, referring to the 12-hour clock) and distance from the OVER (fix), aircraft or by indicating the general width of the area and the area of coverage in terms of fixes or distance or and direction from fixes.

2. Issue the level of echo intensity when that ALONG PRESENT ROUTE, information is available.

or 3. When equipment limitations exist, control- lers shall, at a minimum, ensure that the highest BETWEEN (fix) AND (fix).

available level of echo intensity within their area of d. Handle PIREPs as follows: jurisdiction is displayed.

•

2-6-2 Weather lofonnatioo 711O.65P 2/19/04 o'clock, one five miles. Weather area is two five miles in 4. When a deviation cannot be approved as diameter. " requested and the situation permits, suggest an alternative course of action.

3. "Levelfour and five weather echoes between ten o'clock and two o'clock, one five miles. Weather area is two five b. In areas of significant weather, plan ahead and miles in diameter. " be prepared to suggest, upon pilot request, the use of alternative routes/altitudes.

4. "Level two through four weather echoes between ten o'clock and two o'clock, one five miles. Weather area is two NOTE- five miles in diameter. " Weather significant to the safety of aircraft includes such NOTE- conditions as tornadoes, lines afthunderstorms, embedded Phraseology using level number(s) is only applicable when I thunderstorms, large hail, wind shear, microbursts, the radar weather echo intensity information is determined moderate to extreme turbulence (including CAT), and light by NWS radar equipment or digitized radar equipment.

to severe icing.

REFERENCE- c. Inform any tower for which you provide P/CG Term- Radar Weather Echo Intensity Levels.

approach control services if you observe any weather d. The supervisory traffic management coordina- echoes on radar which might affect their operations.

tor-in-charge/operations supervisor/controller-in- charge shall verify the digitized radar weather PHRASEOLOGY- information by the best means available (e.g., pilot WEATHER/CHAFF AREA BETWEEN (number) reports, local tower personnel, etc.) if the weather O'CLOCKAND (number) O'CLOCK (number) MILES, data displayed by digitized radar is reported as or questionable or erroneous. Errors in weather radar presentation shall be reported to the AF technician (number) MILE BAND OF WEATHER/CHAFF FROM and the ATsupervisor shall determine if the digitized (fix or number of miles and direction from fix) TO (fix or radar derived weather data is to be displayed and a number of miles and direction from fix), NOTAM distributed.

or NOTE· Anomalous propagation (AP) is a natural occurrence LEVEL (number(s)) WEATHER ECHO BETWEEN affecting radar and does not in itself constitute a weather (number) O'CLOCKAND (number) O'CLOCK, (number) circuit failure.

MILES. MOVING (direction) AT (number) KNOTS, TOPS (altitude), 2-6-5. CALM WIND CONDITIONS or TERMINAL. Describe the wind as calm when the wind velocity is less than three knots.

DEVIATION APPROVED, (restrictions if necessary), REFERENCE- ADVISE WHEN ABLE TO: FMO 7110.65, Tailwind Components, Para 3-5-3.

FMO 71/0.65, Intersecting Runway Separation, Para 3-10-4.

RETURN TO COURSE, or 2-6-6. REPORTING WEATHER CONDITIONS RESUME OWN NAVIGATION or a. When the prevailing visibility at the usual point FLY HEADING (heading) of observation, or at the tower level, is less than or 4 miles, tower personnel shall take prevailing PROCEED DIRECT TO (name of NAVAID). UNABLE DEVIATION (state possible alternate course of action). visibility observations and apply the observations as follows: EXAMPLE- 1. "Level five weather echo between eleven o'clock and 1. Use the lower of the two observations (tower one o'clock, one zero miles. Moving east at two zero knots, or surface) for aircraft operations.

tops flight level three ntner zero. " 2. Forward tower visibility observations to the 2. "Level four weather echo between ten o'clock and two weather observer.

Weather Information 2-6-3 7110.65P 2/19/04 3. Notify the weather observer when the tower 2-6-7. DISSEMINATING WEATHER INFORMATION observes the prevailing visibility decrease to less than 4 miles or increase to 4 miles or more.

TERMINAL. Observed elements of weather informa- b. Forward current weather changes to the tion shall be disseminated as follows: appropriate control facility as follows: a. General weather information, such as "large 1. When the official weather changes to a breaks in the overcast," "visibility lowering to the condition which is below 1,000-foot ceiling or below south," or similar statements which do not include the highest circling minimum, whichever is greater, specific values, and any elements derived directly or less than 3 miles visibility, and when it improves from instruments, pilots, or radar may be transmitted to a condition which is better than those above.

to pilots or other ATCfacilities without consulting the weather reporting station.

2. Changes which are classified as special weather observations during the time that weather b. Specific values, such as ceiling and visibility, conditions are below 1,000-foot ceiling or the may be transmitted if obtained by one of the highest circling minimum, whichever is greater, or following means: less than 3 miles visibility.

1. You are properly certificated and acting as c. Towers at airports where military turbo-jet en official weather observer for the elements being route descents are routinely conducted shall also reported.

report the conditions to the ARTCC even if it is not the NOTE- controlling facility.

USAF controllers do not serve as official weather d. If the receiving facility informs you that observers.

weather reports are not required for a specific time 2. You have obtained the information from the period, discontinue the reports. The time period official observer for the elements being reported.

specified should not exceed the duration of the receiving controller's tour of duty.

3. The weather report was composed or verified by the weather station.

e. EN ROUTE. When you determine that weather reports for an airport will not be required for aspecific 4. The information is obtained from an official time period, inform the FSS or tower of this Automated Weather Observation System (AWOS) or determination. The time period specified should not an Automated Surface Observation System (ASOS).

exceed the duration of receiving controller's tour of c. Differences between weather elements ob- duty.

served from the tower and those reported by the REFERENCE· weather station shall be reported to the official FAAO 7110.65, Forwarding Approach In/onnotion by Nonapproach Control Facilities, Para 3-10-2.

observer for the element concerned.

2-6-4 Weather Information

7110.65P 2/19104

Section 7. Altimeter Settings

REFERENCE· 2-7-1. CURRENT SETTINGS FAAO 7110.65, Departure Information, Para 3-9-1.

a. Current altimeter settings shall be obtained 3. TERMINAL. To arriving aircraft on initial from direct-reading instruments or directly from contact or as soon as possible thereafter. The tower weather reporting stations.

may omit the altimeter if the aircraft is sequenced or REFERENCE· FAAO 7210.3, Chapter 2, Section 10, WuuJlA/timeter Information.

vectored to the airport by the approach control having jurisdiction at that facility.

b. If a pilot requests the altimeter setting in millibars, ask the nearest weather reporting station REFERENCE· for the equivalent millibar setting.

FAAO 7110.65, Approach Information, Para 4-7-10.

FAAO 7110.65, Approach Information, Para 5-10-2.

c. USAF/USA. Use the term "Estimated Altime- ter" for altimeter settings reported or received as 4. EN ROUTE. For the destination airport to estimated.

arriving aircraft, approximately 50 miles from the REFERENCE- destination, if an approach control facility does not FAAO 7110.65, Departure Information, Para 3-9-1.

serve the airport.

FAAO 7110.65, Landing Information, Para 3-10-1.

FAAO 7110,65, Approach Information, Para 4-7-10.

5. In addition to the altimeter setting provided 2-7-2. ALTIMETER SETTING ISSUANCE on initial contact, issue changes in altimeter setting to BELOW LOWEST USABLE FL aircraft executing a non precision instrument ap- proach as frequently as practical when the official a. TERMINAL. Identify the source of an altimeter weather report includes the remarks "pressure falling setting when issued for a location other than the rapidly."

aircraft's departure or destination airport.

b. EN ROUTE. Identify the source of all d. If the altimeter setting must be obtained by the altimeter settings when issued.

pilot of an arriving aircraft from another source, PHRASEOLOGY- instruct the pilot to obtain the altimeter setting from THE (facility name) (time of report if more than one hour that source.

old) ALTIMETER (setting).

NOTE· C. Issue the altimeter setting: 1. The destination altimeter setting, whether from a local I. To en route aircraft at least one time while or remote source, is the setting upon which the instrument operating in your area ofjurisdiction. Issue the setting approach is predicated.

for the nearest reporting station along the aircraft's route of flight: 2. Approach charts for many locations specify the source of altimeter settings as non-FAA faciiities, such as NOTE· UNICOMs.

14 CFR Section 91.121 (1) requires that the pilot set his/her altimeter to the setting of a station along his/her route of e. When issuing clearance to descend below the flight within 100 miles of the aircraft if one is available.

lowest usable flight level, advise the pilot of the However, issuance of the setting of an adjacent station altimeter setting of the weather reporting station during periods that a steep gradient exists will serve to inform the pilot of the difference between the setting he/she nearest the point the aircraft will descend below that is using and thepressure in the local area and betterenable flight level.

him/her to choose a more advantageous setting within the limitations of 14 CFR Section 91.121.

f. Department of Defense (DOD) aircraft which operate on "single altimeter settings" (CFR Exemp- 2. TERMINAL. To all departures. Unless spe- tion 2861A) shall be issued altimeter settings in cifically requested by the pilot, the altimeter setting need not be issued to local aircraft operators who have accordance with standard procedures while the aircraft are en route to and from their restricted areas, requested this omission in writing or to scheduled air carriers. MOAs, and ATC assigned airspace areas.

2-7-1 Altimeter Settings 7110.65P 2/19/04 g. When the barometric pressure is greater than NOTE- 1. Aircraft with Mode C altitude reporting will be .- 31.00 inches Hg., issue the altimeter setting and: displayed on the controller's radar scope with a uniform .- altitude offset above the assigned altitude. With an actual 1. En Route/Arrivals. Advise pilots to remain altimeter of31.28 inches Hg, the Mode C equipped aircraft set on altimeter 31.00 until reaching final approach will show 3,300 feet when assigned 3,000 feet. This will segment.

occur unless local directives authorize entering the altimeter setting 31. 00 into the computer system regardless of the actual barometric pressure.

2. Departures. Advise pilots to set altimeter 31.00 prior to reaching any mandatory/crossing 2. Flight Standards will implement high barometric altitude or 1,500 feet AGL, whichever is lower.

pressure procedures by NOTAM defining the geographic area affected.

PHRASEOLOGY- ALTIMETER, THREE ONE TWO FIVE, SET THREE ONE 3. Airports unable to accurately measure barometric ZERO ZERO UNTIL REACHING THE FINAL pressures above 31.00 inches Hg. will report the APPROACH FIX.

barometric pressure as "missing" or "in excess of 31.00 inches of Hg," Flight operations to or from those airports or are restricted to VFR weather conditions.

ALTIMETER, THREE ONE ONE ZERO, SET THREE REFERENCE- ONE ZERO ZERO PRIOR TO REACHING ONE AIM, Procedures, Para 7-2-2.

THOUSAND THREE HUNDRED.

FAAO 7110.65, Landing Information, Para 3-10-1.

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2-7-2 Altimeter Settings

----------- 7110.65P 2/19/04

Section 8. Runway Visibility Reporting- Terminal

2-8-1. FURNISH RVR/RWVALUES not representative of the associated runway, the data shall not be used.

Where RVR or RVV equipment is operational, irrespective of subsequent operation or nonoperation b. Issue both mid-point and roll-out RVRwhen the of navigational or visual aids for the application of value of either is less than 2,000 feet and the RVR/RVVas atakeoffor 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 shall 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 2-8-3. TERMINOLOGY readout capability as low as 100 feet. Readout value increments also may differ. Older equipment have a. Provide RVR/RVV informatiou 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- weather elements, transmitthese values in the normal FAAO 6560.10, Runway YlSual Range (RVR).

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 11m RW 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.

2. When RVR/RVVindicates a reportable value EXAMPLE· "Runway 11m Two Left RVR Two Thousand, rollout One regardless of the prevailing visibility.

Thousand Eight Hundred. " NOTE- Reportable values are: RVR 6,000 feet or less; RW lIb "Runway Two Seven Right RVR One Thousand, mid Eight miles or less.

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 shall 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 Six otherwise determined that the instrument values are Hundred."

Runway Visibility Reporting- Terminal 2-8-1 711O.65P 2/19/04 d. When a readout indicates a rapidly varying EXAMPLE·

"Runway Two Four RVR Two Thousand, variable One A

visibility condition (1,000 feet or more for RVR;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 7110.65, FurnishRVRIRWVolues, Para 2-8-1.

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Runway Visibility Reporting- Terminal 2-8-2

7110.65P 2/19/04

Section 9. Automatic Terminal Information

Service Procedures

2-9-1. APPLICATION 2. When runway braking action reports are received that indicate runway braking is worse than Use the ATIS, where available, to provide advance that which is included in the current ATIS broadcast.

noncontrol airport/terminal area and meteorological 3. When there is a change in any other pertinent information to aircraft.

data, such as runway change, instrument approach in a. Identify eachATIS message by a phonetic letter use, new or canceled NOTAMs/PIREPs/HIWAS code word at both the beginning and the end of the update, etc.

message. Automated systems will have the phonetic b. When a pilot acknowledges that he/she has letter code automatically appended. Exceptions may received the ATIS broadcast, controllers may omit be made where omissions are required because of those items contained in the broadcasts if they are special programs or equipment.

current. Rapidly changing conditions will be issued by ATC, and the ATIS will contain the following: 1. Each alphabet letter phonetic word shall be used sequentially, except as authorized in subpara a2, EXAMPLE· "Latest ceiling/visibility/altimeter/wind/(other beginning with "Alpha," ending with "Zulu," and conditions) will be issued by approach control/tower."

repeated without regard to the beginning of a new day. Identify the first resumed broadcast message c. Broadcast on all appropriate frequencies to with "Alpha" or the first assigned alphabet letter advise aircraft of a change in the ATIS code/message.

word in the event of a broadcast interruption of more d. Controllers shall ensure that pilots receive the than 12 hours.

most current pertinent information. Ask the pilot to confirm receipt ofthe current ATISinformation ifthe 2. Specific sequential portions of the alphabet pilot does not initially state the appropriate ATIS may be assigned between facilities or an arrival and code. Controllers shall ensure that changes to departure ATIS when designated by a letter of pertinent operational information is provided after agreement or facility directive.

the initial confirmation of ATIS information is REFERENCE· established. Issue the current weather, runway in use, FMO 7210.3, Automatic Tenninallnformation Service (ATIS), Para 10-4-1. approach information, and pertinent NOTAMs to pilots who are unable to receive the ATIS.

b. The ATIS recording shall be reviewed for EXAMPLE- completeness, accuracy, speech rate, and proper "Verify you have information ALPHA. " enunciation before being transmitted.

If Information BRAVO now current, visibility three miles. " c. Arrival and departure messages, when broad- cast separately, need only contain information "Information CHARLIE now current, Ceiling 1500 appropriate for that operation.

Broken. ,J "Information CHARLIE now current, advise when you 2-9-2. OPERATING PROCEDURES have CHARLIE. " Maintain an ATIS message that reflects the most 2-9-3. CONTENT current arrival and departure information.

Include the following in ATIS broadcast as a. Make a new recording when any of the appropriate: following occur: a. Airport/facility name, phonetic letter code, time 1. Upon receipt of any new official weather of weather sequence (UTC). Weather information regardless of whether there is or is not a change in consisting of wind direction and velocity, visibility, values.

obstructions to vision, present weather, sky condi- Automatic Terminal Information Service Procedures 2-9-1 7110.65P 2/19/04 tion, temperature, dew point, altimeter, a density f. Runway braking action or friction reports when altitude advisory when appropriate and other provided. Include the time of the report and a word • describing the cause of the runway friction problem.

pertinent remarks included in the official weather observation. Wind direction, velocity, and altimeter PHRASEOLOGY- shall be reported from certified direct reading RUNWAY (number) MU (first value, second value, third instruments. Temperature and dew point should be value) AT (time), (cause).

reported from certified direct reading sensors when EXAMPLE- available. Always include weather observation ('Runway TWo Seven, MU forty-two, forty-one, remarks of lightning, cumulonimbus, and towering twenty-eight at one zero one eight Zulu, ice. " cumulus clouds.

REFERENCE- FAAO 7110.65, Braking ActionAdvisories, Para 3-3-5.

NOTE- g. Other optional information as local conditions ASOS/AWOS is to be considered the primary source of dictate in coordination with ATe. This may inclnde wind direction, velocity, and altimeter data for weather observation purposes at those locations that are so such items as VFR arrival frequencies, temporary equipped. The ASOS Operator Interface Device (OID) airport conditions, LAHSO operations being con- displays the magnetic wind as "MAG WND" in the dncted, or other perishable items that may appear auxiliarydata location in the lower left-handportion of the only for a matter of hours or a few days on the ATIS screen. Other OlD displayed winds are true and are not to message.

be used for operational purposes.

h. Low level wind shear (LLWS) when reported b. The ceiling/sky condition, visibility, and by pilots or is detected on a low level wind shear alert obstructions to vision may be omitted if the ceiling is . system (LLWAS).

above 5,000 feet and the visibility is more than REFERENCE· 5 miles.

FAAO 7110.65, Low Level Wind Shear Advisories, Para 3-1-8.

i. A statement which advises the pilot to read back EXAMPLE- A remark may be made, "The weather is better than instructions to hold short of a runway. The air traffic five thousand and five. " manager may elect to remove this requirement 60 days afterimplementation provided that removing c. Instrument/visual approachls in use. Specify

•

the statement from the ATIS does not result in landing runway/s nnless the runway is that to which increased requests from aircraft for read back of hold the instrument approach is made.

short instructions.

d. Departure runway/s (to be given only if j. Instructions for the pilot to acknowledge receipt different from landing runway/s or in the instance of of the ATIS message by informing the controller on a "departure only" ATIS).

initial contact.

EXAMPLE- e. Taxiway closures which affect the entrance or "Boston TowerInformation Delta. Onefourzerozero Zulu.

exit of active runways, other closures which impact Wind two five zero at one zero. Visibility one zero. Ceiling airport operations, other NOTAMs and PIREPs four thousandfive hundredbroken. Temperature threefour.

pertinent to operations in the terminal area. Inform Dew point two eight. Altimeter three zero one zero.

pilots of where hazardous weather is occurring and ILS - DME Runway Two Seven Approach in use. Departing how the information may be obtained. Include Runway 1\"0 Two Right. Hazardous Weather Information available information of known bird activity.

for (geographical area) available on HIWAS, Flight Watch, or Flight Service Frequencies. Advise on initial REFERENCE· contact you have Delta. " FAAO 7110.65, Bird Activity Injormation; Para 2-1-22.

•

Automatic Terminal Information Service Procedures 2-9-2

2/19/04 711O.65P

Section 10. Team Position Responsibilities

2-10-1. EN ROUTE SECTOR TEAM POSITION (d) Accept and initiate automated handoffs.

RESPONSIBILITIES (e) Assist the radar associate position with a. En Route Sector Team Concept and Intent: nonautomated handoff actions when needed.

1. There are no absolute divisions ofresponsibi- (I) Assist the radar associate position in lities regarding position operations. The tasks to be coordination when needed.

completed remain the same whether one, two, or (g) Scan radar display. Correlate with flight three people are working positions within a sector.

progress strip information or User Request Evalua- The team, as a whole, has responsibility for the safe tion Tool (URET) data, as applicable.

and efficient operation of that sector.

(h) Ensure computer entries are completed on 2. The intent of the team concept is not to hold instructions or clearances you issue or receive.

the team accountable for the action of individual (I) Ensure strip marking and/or URET entries members, in the event of an operational accident/inci- are completed on instructions or clearances you issue dent.

or receive.

b. Terms. The following terms will be used in en (j) Adjust equipment at radar position to be route facilities for the purpose of standardization: usable by all members of the team.

1. Sector. The area of control responsibility (k) The radar controller shall not be responsi- (delegated airspace) of the en route sector team, and ble for G/G communications when precluded by the team as a whole.

VSCS split functionality.

2. Radar Position (R). That position which is in 2. RadarAssociate Position: direct communication with the aircraft and which (a) Ensure separation.

uses radar information as the primary means of separation.

(b) At URET facilities, use URET informa- tion to plan, organize, and expedite the flow oftraffic.

3. Radar Associate (RA). That position some- times referred to as "D-Side" or "Manual Control- (c) Initiate control instructions.

ler."

(d) Operate interphones.

4. Radar Coordinator Position (RC). That (e) Accept and initiate nonautomated hand- position sometimes referred to as "Coordinator," offs, and ensure radar position is made aware of the "Tracker," or "Handoff Controller" (En Route).

actions.

5. Radar Flight Data (FD). That position (I) Assist the radar position by accepting or commonly referred to as "Assistant Controller" or initiating automated handoffs which are necessary for "A-Side" position.

the continued smooth operation of the sector, and ensure that the radar position is made immediately 6. Nonradar Position (NR). That position which aware of any action taken.

is usually in direct communication with the aircraft and which uses nonradar procedures as the primary (g) Coordinate, including pointouts.

means of separation.

(h) Monitor radios when not performing higher priority duties.

c. Primary responsibilities of the En Route Sector Team Positions: (l) Scan flight progress strips and/or URET data. Correlate with radar data.

1. Radar Position: (j) Manage flight progress strips and/or (a) Ensure separation.

URET flight data.

(b) Initiate control instructions.

(k) Ensure computer entries are completed on (c) Monitor and operate radios.

instructions issued or received. Enter instructions Team Position Responsibilities 2-10-1 2/19/04 711O.65P (I) Manually prepare flight progress strips _ issued or received by the radar position when aware when automation systems are not available. • of those instructions.

(g) Enter flight data into computer.

(I) As appropriate, ensure strip marking and/or URET entries are completed on instructions (h) Forward flight data via computer.

issued or received, and record instructions issued or (i) Assist facility/sector in meeting situation received by the radar position when aware of them.

objectives.

(m) Adjust equipment at radar associate S. En Route Nonradar Position: position to be usable by all members of the team.

(a) Ensure separation.

(n) Where authorized, perform URET data entries to keep the activation status of designated (b) Initiate control instructions.

URET Airspace Configuration Elements current.

(e) Monitor and operate radios.

3. Radar Coordinator Position: (d) Accept and initiate transfer of control, communications, and flight data.

(a) Perform interfacility/intrafacility/sector/ position coordination of traffic actions.

(e) Ensure computer entries are completed on instructions or clearances issued or received.

(b) Advise the radar position and the radar associate position of sector actions required to (I) Ensure strip marking is completed on accomplish overall objectives.

instructions or clearances issued or received.

(c) Perform any of the functions of the en (g) Facilities utilizingnonradarpositionsmay route sector team which will assist in meeting modify the standards contained in the radar associate, situation objectives. radar coordinator, and radar flight data sections to accommodate facility/sector needs, i.e., nonradar (d) The RC controller shall not be responsible

coordinator, nonradar data positions. e

for monitoring or operating radios when precluded by VSCS split functionality.

2-10-2. TERMINAL RADAR/NONRADAR TEAM NOTE· POSITION RESPONSIBILITIES The RadarPosition has the responsibilityfor managing the a. Terminal Radar Team Concept and Intent: overall sector operations, including aircraft separation and traffic flows. The Radar CoordinatorPosition assumes 1. There are no absolute divisions of responsibi- responsibility for managing traffic flows and the Radar lities regarding position operations. The tasks to be Position retains responsibility for aircraft separation when completed remain the same whether one, two, or the Radar Coordinator Position is staffed.

three people are working positions within a 4. Radar Flight Data: facility/sector. The team, as awhole, has responsibil- ity for the safe and efficient operation of that (a) Operate interphone.

facility/sector.

(b) Assist Radar Associate Position in 2. The intent of the team concept is not to hold managing flight progress strips.

the team accountable for the action of individual (c) Receive/process and distribute flight members in the event of an operational error/devi- progress strips.

ation.

(d) Ensure flight data processing equipment b. Terms. The following terms will be used in is operational, except for URET capabilities. terminal facilities for the purposes ofstandardization.

1. FacUity/Sector. The area of control responsi- (e) Request/receive and disseminate weather, bility (delegated airspace) of the radar team, and the NOTAMs, NAS status, traffic management, and team as a whole.

Special Use Airspace status messages.

•

Team Position Responsibilities 2-10-2 2/19/04 7110.65P 2. Radar Position (R). That position which is in (e) Accept and initiate nonautomated hand- direct communication with the aircraft and which offs.

uses radar information as the primary means of (1) Assist the Radar Position by accepting or separation.

initiating automated handoffs which are necessary for 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.

(g) Coordinate, including point outs.

4. Radar Coordinator Position (RC). That 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 aware of and which uses nonradar procedures as the primary those instructions.

means of separation.

(k) Ensure strip marking is completed on c. Primary Responsibilities ofthe 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: (I) Adjust equipment at Radar Associate (a) Ensure separation.

Position to be usable by all members of the Radar (b) Initiate control instructions.

Team.

(c) Monitor and operate radios. 3. Radar Coordinator Position: (a) Perform interfacility/sector/position (d) Accept and initiate automated handoffs.

coordination of traffic actions.

(e) Assist the Radar Associate Position with (b) Advise the Radar Position and the Radar nonautomated handoff actions when needed.

Associate Position offacility/sector actions required (1) 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. TheRadar Position has the responsibility of managing the overall sector operations, including aircraft separation (i) Ensure strip marking is completed on and trafficflows. TheRadarCoordinator Position assumes instructions or clearances you issue or receive.

responsibility for managing traffic flows and the Radar Position retains responsibilityfor aircraftseparation when

OJ Adjust equipment at Radar Position to be

the Radar CoordinatorPosition is staffed.

usable by all members of the team.

4. Radar Flight Data: 2. Radar Associate Position: (a) Operate interphones.

(a) Ensure separation.

(b) Process and forward flight plan informa- (b) Initiate control instructions.

tion.

(c) Operate interphones.

(c) Compile statistical data.

(d) Maintain awareness of facility/sector (d) Assist facility/sector in meeting situation activities.

objectives.

Team Position Responsibilities 2-10-3 7110.65P 2/19/04 5. Terminal Nonradar Position: 5. Flight Data (FD): That position commonly _ referred to as "Flight Data." • (a) Ensure separation.

6. Clearance Delivery (CD): That position (b) Initiate control instructions.

commonly referred to as "Clearance."

(c) Monitor and operate radios.

c. Primary responsibilities of the Tower Team Positions: (d) Accept and initiate transfer of control, communications and flight data.

1. Tower Position(s) (LC or GC): (a) Ensure separation.

(e) Ensure computer entries are completed on instructions or clearances issued or received.

(b) Initiate control instructions.

(0 Ensure strip marking is completed on (c) Monitor and operate communications instructions or clearances issued or received.

equipment.

(g) Facilities utilizing nonradar positions may (d) Utilize tower radar display(s).

modify the standards contained in the radar associate, (e) Utilize alphanumerics.

radar coordinator, and radar flight data sections to (0 Assist the Tower Associate Position with accommodate facility/sector needs, i.e. nonradar coordination.

coordinator, nonradar data positions.

(g) Scan tower cab environment.

2-10-3. TOWER TEAM POSITION (h) Ensure computer entries are completed RESPONSIBILITIES for instructions or clearances issued or received.

a. Tower Team Concept and Intent: (I) Ensure strip marking is completed for instructions or clearances issued or received.

1. There are no absolute divisions ofresponsibi- G) Process and forward flight plan informa- lities regarding position operations. The tasks to be completed remain the same whether one, two, or tion.

three people are working positions within a tower (k) Perform any functions ofthe Tower Team cab. The tearn as a whole has responsibility for the which will assist in meeting situation objectives.

safe and efficient operation of that tower cab.

2. Tower Associate Position(s): 2. The intent of the tearn concept is not to hold (a) Ensure separation.

the team accountable for the action of individual (b) Operate interphones.

members in the event of an operational error/devi- ation.

(c) Maintain awareness of tower cab activi- ties.

b. Terms: The following terms will be used in terminal facilities for the purpose of standardization.

(d) Utilize alphanumerics.

1. TowerCab: The area of control responsibility (e) Utilize tower radar display(s).

(delegated airspace and/or airport surface areas) of (0 Assist TowerPosition by accepting/initiat- the tower team, and the team as a whole.

ing coordination for the continued smooth operation of the tower cab and ensure that the Tower Position is 2. TowerPosition(s) (LC or GC): That position made immediately aware of any actions taken.

which is in direct communications with the aircraft and ensures separation of aircraft in/on the area of (g) Manage flight plan information.

jurisdiction.

(h) Ensure computer entries are completed 3. Tower Associate Position(s): That position for instructions issued or received and enter commonly referred to as "Local Assist," "Ground instructions issued or received by a Tower Position.

Assist," "LocalAssociate," or "Ground Associate."

(i) Ensure strip marking is completed for 4. Tower Cab Coordinator Position (CC): That instructions issued or received and enter instructions issued or received by a Tower Position.

position commonly referred to as "Coordinator."

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Team Position Responsibilities 2-10-4 2/19/04 7110.65P 3. Tower Coordinator Position: (d) Assist lower cab in meeting situation objectives.

(a) Perform interfacility/position coordina- (e) Observe and report weather information.

tion for traffic actions.

(I) Utilize alphanumerics.

(b) Advise the tower and the TowerAssociate Position(s) of tower cab actions required to 5. Clearance Delivery: accomplish overall objectives.

(a) Operate communications equipment.

(c) Perform any of the functions of the Tower (b) Process and forward flight plan informa- Team which will assist in meeting situation tion.

objeclives.

(c) Issue clearances and ensure accuracy of NOTE· pilot read back.

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) Operate tower equipment.

separation when the Tower CoordinatorPosition is staffed.

(I) Utilize alphanumerics.

4. Flight Data: NOTE- (a) Operate interphones.

The Tower Positions have the responsibility for aircraft separation and traffic flOWS. The Tower Coordinator (b) Process and forward flight plan informa- Position assumes responsibility for managing traffic flows tion.

and the Tower Positions retain responsibility for aircraft (c) Compile statistical data.

separation when the TowerCoordinatorPosition is staffed.

Team Position Responsibilities 2-10-5

2/19/04 7110.65P

Chapter 3. Airport Traffic Control- Terminal

Section 1. General

3-1-1. PROVIDE SERVICE REFERENCE- FAAO 7110.65, Constraints Governing Supplements and Procedural Deviations, Para 1-1-9.

Provide airport traffic control service based only FAAO 7210.3, Use of Active Runways, Para 10-1-7.

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 shall 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 aroundterminal PHRASEOLOGY· locations, traffic information can aid pilots in avoiding CROSS (runway) AT (point/intersection).

collision between aircraft operating within Class B, Class C, or Class D surface areas and the terminal radar b. When the local controller authorizes another service areas, and transiting aircraft operating in controller to cross an active runway, the local proximity to terminal locations.

controller shall verbally specify the runway to be crossed and the point/intersection at the runway where the operation will occur preceded by the word 3-1-2. PREVENTIVE CONTROL "cross."

Provide preventive control service only to aircraft PHRASEOLOGY- operating in accordance with a letter of agreement.

CROSS (runway) AT (point/intersection).

When providing this service, issue advice or c. The ground controller shall advise the local instructions only if a situation develops which controller when the coordinated runway operation is requires corrective action.

complete. This may be accomplished verbally or NOTE- through visual aids as specified by a facility directive.

Preventive control differs from other airport traffic control d. USA/USAF NOT APPLICABLE. Authoriza- in that repetitious, routine approval of pilot action is tion for aircraft/vehicles to taxi/proceed on or along eliminated. Controllers intervene only when they observe an active runway, for purposes other than crossing, a traffic conflict developing.

shall be provided via direct communications on the appropriate local control frequency. This authoriza- 3-1-3. USE OF ACTIVE RUNWAYS tion may be provided on the ground controlfrequency after coordination with local control is completed for The local controller has primary responsibility for those operations specifically described in a facility operations conducted on the active runway and must directive.

control the use of those runways. Positive coordina- NOTE- tion and control is required as follows: The USA and USAF establish local operating procedures in accordance with USA and USAF directives.

NOTE- Exceptions may be authorized only as provided in e. The local controller shall coordinate with the para 1-1-9, Constraints Governing Supplements and ground controller before using a runway not Procedural Deviations, and FAAO 7210.3, Facility previously designated as active.

Operation and Administration, Use of Active Runways, REFERENCE· para 10-1-7, where justified by extraordinary FAAO 7110.65, Coordination Between Local and Ground Controllers.

circumstances at specific locations.

Para 3-1-4.

General 3-1-1 2/19/04 7110.65P 3-1-4. COORDINATION BETWEEN LOCAL AND para 3-7-5, Precision Approach Critical Area, as .- GROUND CONTROLLERS appropriate. • PHRASEOLOGY- Local and ground controllers shall exchange PROCEED AS REQUESTED; AND IF NECESSARY, information as necessary for the safe and efficient use (additional instructions or information).

of airport runways and movement areas. This may be accomplished via verbal means, flight progress strips, NOTE- Establishing hold lines/signs is the responsibility of the other written information, or automation displays. As airport manager. Standards for surface measurements, a minimum, provide aircraft identification and markings, and signs are contained in the following applicable runway/intersection/taxiway information Advisory Circulars; AC 150/5300-13, Airport Design; as follows: AC 150/5340-1, Standards for Airport Markings, and a. Ground control shall notify local control when AC 150/5340-18, StandardsforAirportSignSystems. The operator is responsible to properly position the aircraft, a departing aircraft has been taxied to a runway other vehicle, or equipment at the appropriate hold line/sign or than one previously designated as active.

designated point. The requirements in para 3-1-12, REFERENCE- Visually Scanning Runways, remain valid as appropriate.

FAAO 7110.65, Use of Active Runways, Para 3-1-3.

FAAO 7210.3, Selecting Active Runways, Para 10-1-6. REFERENCE- FAAO 7110.65, Runway Proximity, Para 3-7-4.

b. Ground control shall notify local control of any FAAO 7110.65, Touch-and-Go or Stop-anti-Go or Low Approach, Para 3-8-2.

aircraft taxied to an intersection for takeoff, unless FAAO 7110.65. AltiJude RestrictedLowApproach, Para 3-10-10.

departure from that intersection is specifically AC 150/5300-13, Airport Design.

designated via prior coordination or facility directive AC 150/5340-JG, Standards for Airport Markings.

14 CFR Section 91.129, Operations in Class D Airspace.

as the standard operating procedure for the runway to AIM, Obstruction Lights, Para 2-2-3.

be used. When standard procedures require depar- P/CG Term- Runway in Use/Active Runway/Duty Runway.

tures to use a specific intersection, ground control shall notify local control when aircraft are taxied to 3-1-6. TRAFFIC INFORMATION other portions of the runway for departure.

a. Describe vehicles, equipment, or personnel on e

REFERENCE- or near the movement area in a manner which will FAA07110.65, WakeTurbuknceSeparationforlntersectionDepartures, assist pilots in recognizing them.

Para 3-9-7.

EXAMPLE- c. When the runways in use for landing/departing "Mower left of runway two seven. " aircraft are not visible from the tower or the aircraft "Trucks crossing approach end of runway two five. " using them are not visible on radar, advise the "Workman on taxiway Bravo. " local/ground controller of the aircraft's location "Aircraft left of runway one eight. " before releasing the aircraft to the other controller.

b. Describe the relative position of traffic in an easy to understand manner, such as "to your right" or 3-1-5. VEHICLES/EQUIPMENT/PERSONNEL "ahead of you."

ON RUNWAYS EXAMPLE· a. Ensure that the runway to be used is free of all "Traffic, U.S. Air MD-Eighty on downwind leg to your known ground vehicles, equipment, and personnel left. " before a departing aircraft starts takeoff or a landing "King Air inbound from outer marker on straight-in aircraft crosses the runway threshold.

approach to runway one seven. " b. Vehicles, equipment, and personnel in direct c. When using a CTRD, you may issue traffic communications with the control tower may be advisories usingthe standard radar phraseology prescribed authorized to operate up to the edge of an active in para 2-1-21, Traffic Advisories.

runway surface when necessary. Provide advisories REFERENCE- as specified in para 3-1-6, Traffic Information, and FAAO 7110.65, Altitude Restricted Low Approach, Para 3 -10-10.

General 3-1-2 2/19/04 7110.65P 3-1-7. POSITION DETERMINATION PHRASEOLOGY· WIND SHEAR ALERTS TWO/SEVERAL/ALL QUAD- Determine the position of an aircraft before issuing RANTS. AIRPORT WIND (direction) AT (velocity).

taxi instructions or takeoff clearance.

(Location of sensor) BOUNDARY WIND (direction) AT (velocity).

NOTE· The aircraft's position may be determined visually by the (c) If requested by the pilot, issue specific controller, by pilots, or through the use of the ASDE.

field boundary wind information even though the LLWAS may not be in alert status.

3-1-8. LOW LEVEL WIND SHEAR ADVISORIES NOTE· a. When low level wind shear is reported by pilots Therequirements for issuance of wind information remain or detected on any of the Doppler or Low Level Wind valid as appropriate under this paragraph, para 3-9-1, Departure Information and para 3-/0-1, Landing Shear Alert Systems (LLWAS), controllers shall Information.

issue the alert to all arriving and departing aircraft until the alert is broadcast on the ATIS and pilots 2. LLWAS "Network Expansion" (LLWAS NE) indicate they have received the appropriate ATIS which is integrated with TDWR, and LLWAS code. A statement shall be included on the ATIS for "Relocation/Sustainment" (LLWAS-RS) provide the 20 minutes following the last report or indication of capability of displaying microburst alerts, wind shear wind shear.

alerts and wind information oriented to the threshold REFERENCE· or departure end of a runway. TDWR and WSP are FAAO 7110.65, PlREP Injormation; Para 2-6-3.

also designed to detect wind shear and microburst FAAO 7110.65, Content, Para 2-9-3.

activity. ITWS will also provide tornado detection FAAO 7110.65,LandingInformation, Para 3~10-1.

and alert. The associated ribbon display allows the PHRASEOLOGY· controllerto read the displayed alert without any need LOW LEVEL WIND SHEAR ADVISORIES IN EFFECT.

for interpretation.

b. At facilities without ATIS, ensure that wind (a) If a wind shear or microburst alert is shear information is broadcast to all arriving and received for the runway in use, issue the alert departing aircraft for 20 minutes following the last information for that runway to arriving and departing report or indication of wind shear.

aircraft as it is displayed on the ribbon display.

1. Atlocations equipped with LLWAS, the local PHRASEOLOGY· controller shall provide wind information as follows: (Runway) (arrival/departure) WIND SHEAR/MICRO- NOTE· BURST ALERT, (windspeed) KNOT GAIN/LOSS, (loca- The LLWAS is designed to detect low level wind shear tion).

conditions around the periphery of an airport. It does not EXAMPLE· detect wind shear beyond that limitation.

17A MBA 40K - 3MF REFERENCE· PHRASEOLOGY· • FAAO 7210.3, Low Level Wind' ShearlMicroburst Detection System,.

Para 10-3-3.

RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT LOSS 3 MILE FINAL.

(a) If an alert is received, issue the airport EXAMPLE· wind and the displayed field boundary wind.

17D WSA 25K+ 2MD PHRASEOLOGY· PHRASEOLOGY· WIND SHEAR ALERT. AIRPORT WIND (direction) AT RUNWAY 17 DEPARTURE WIND SHEAR ALERT 25 (velocity). (Location of sensor) BOUNDARY WIND KNOT GAIN 2 MILE DEPARTURE.

(direction) AT (velocity).

(b) If requested by the pilot or deemed (b) If multiple alerts are received, issue an appropriate by the controller, issue the displayed advisory that there are wind shear alerts in wind information oriented to the threshold or two/several/all quadrants. After issuing the advisory, departure end of the runway.

issue the airport wind in accordance with para 3-9-1, Departure Information, followed by the field PHRASEOLOGY· boundary wind most appropriate to the aircraft (Runway) DEBl.RTURE/THRESHOW WIND (direction) operation.

AT (velocity).

General 3-1-3 7110.65P 2/19/04 (c) Alerts occurring on the edge ofthe system, relationship to known geographical points. Radar orifthe system is unable to distinguish between wind

services and traffic advisories are not to be provided e

shear and microbursts; an alert message will be using uncertified tower display workstations. Gener- displayed advising of a possible wind shear outside of al information may be given in an easy to understand the system network. manner, such as "to your right" or "ahead of you."

PHRASEOLOGY- EXAMPLE- "Follow the aircraft ahead of you passing the river at the (Appropriate wind or alert information) POSSIBLE WIND SHEAR OUTSIDE THE NETWORK. stacks." "King Air passing left to right. " REFERENCE· (d) If unstable conditions produce multiple FAAO 72103, Functional Use of Certified Tower Radar Displays, alerts, issue an advisory of multiple wind shear/mi- Para 10-5-3.

croburst alerts followed by specific alert or wind b. Local controllers may use certified tower radar information.

displays for the following purposes: PHRASEOLOGY- 1. To determine an aircraft's identification, MULTIPLE WIND SHEAR/MICROBURST ALERTS exact location, or spatial relationship to other aircraft.

(specific alert or wind information).

NOTE- (e) When a microburst/tornado is detected, a This authorization does not alter visual separation statement shall be included on the ATIS broadcast, procedures. When employing visual separation, the "MICROBURST/TORNADO ADVISORIES IN provisions of para 7-2-1, Visual Separation, apply unless EFFECT." This item shall be included on the ATIS otherwise authorized by AAT -1.

for at least 20 MINUTES following the microburst REFERENCE- alert. Issue the displayed tornado advisory oriented to FAAO 7110.65, Primary Radar Identification Methods, Para 5-3-2.

FAAO 7110.65, Beacon Identification Methcds, Para 5-3-3.

the direction from the airport.

FAAO 7110.65, Termina/Automation Systems Identification Methods, Para 5-3-4.

PHRASEOLOGY- TORNADO ALERT (direction from airport).

2. To provide aircraft with radar traffic advisories.

(0 The LLWAS-NE and LLWAS-RS are designed to operate with as many as 50 percent of the 3. To provide a direction or suggested headings total sensors inoperative. When all three remote to VFR aircraft as a method for radar identification or sensors designated for a specific runway arrival or as an advisory aid to navigation.

departure wind display line are inoperative then the PHRASEOLOGY· LLWAS-NE or LLWAS-RS for that runway (Identification), PROCEED (direction)-BOUND, (other arrival/departure shall be considered out of service.

instructions or information as necessary), When a specific runway arrival or departure wind display line is inoperative and wind shear/microburst or activity is likely; (e.g.; frontal activity, convective storms, PIREPs), a statement shall be included on the (identification), SUGGESTED HEADING (degrees), ATIS, "WIND SHEAR AND MICROBURST (other instructions as necessary).

INFORMATION FOR RUNWAY (runway number) NOTE- ARRIVAl)DEPARTURE NOT AVAILABLE."

It is important that the pilot be aware of the fact that the directions or headings being provided are suggestions or NOTE- are advisory in nature. This is to keep the pilot from being The geographic situation display (GSD) is a supervisory inadvertently mislead into assuming that radar vectors planning tool and is not intended to be a primary tool for (and other associated radar services) are being provided microburst, wind shear or tornado alerts.

when, in fact, they are not.

4. To provide information and instructions to 3-1-9. USE OF TOWER RADAR DISPLAYS aircraft operating within the surface area for which the tower has responsibility.

a. Uncertified tower display workstations shall be used only as an aid to assist controllers in visually EXAMPLE- locating aircraft or in determining their spacial "TURN BASE LEG NOW."

General 3-1-4 7110.65P 2/19/04 NOTE- b. Do not approve a pilot's request or ask a pilot to Unless otherwise authorized, tower radar displays are conduct unusual maneuvers within surface areas of intended to be an aid to local controllers in meeting their Class B, C, or D airspace if they are not essential to responsibilities to the aircraft operating on the runways or the performance of the flight.

within the surface area. They are not intended to provide radar benefits to pilots except for those accrued through a EXCEPTION. A pilot's request to conduct aerobatic more efficient and effective local control position. In practice activities may be approved, when operating addition, local controllers at nonapproach control towers in accordance with a letter of agreement, and the must devote the majority of their time to visually scanning activitywill have no adverse affect on safety ofthe air the runways and local area; an assurance of continued positive radar identification could place distracting and traffic operation or result in a reduction of service to operationally inefficient requirements upon the local other users.

controller. Therefore, since the requirements of REFERENCE- para 5-3-1, Application, cannot be assured, the radar FAAO 7210.3, Aerobatic Practice Areas, Para 5-4-7.

functions prescribed above are not considered to be radar NOTE- services and pilots should not be advised of being in "radar These unusual maneuvers include unnecessary low passes, contact. " unscheduled flybys, practice instrument approaches to c. Additional functions may be performed pro- altitudes below specified minima (unless a landing or touch-and-go is to be made), or any so-called "buzz jobs" vided the procedures have been reviewed and wherein a flight is conducted at a low altitude and/or a high authorized by appropriate management levels.

rate of speed for thrill purposes. Such maneuvers increase REFERENCE· hazards to persons and property and contribute to noise FAAO 7110.65, Minima, Para 5-5-4.

complaints.

3-1-10. OBSERVED ABNORMALITIES 3-1-12. VISUALLY SCANNING RUNWAYS When requested by a pilot or when you deem it a. Local controllers shall visually scan runways to necessary, inform an aircraft of any observed the maximum extent possible.

abnormal aircraft condition.

b. Ground control shall assist local control in PHRASEOLOGY- visually scanning runways, especially when runways (Item) APPEAR/S (observed condition).

are in close proximity to other movement areas.

EXAMPLE· "Landing gear appears up. " 3-1-13. ESTABLISHING TWO-WAY "Landing gear appears down and in place. ,.

COMMUNICATIONS "Rear baggage door appears open. " Pilots are required to establish two-way radio 3-1-11. SURFACE AREA RESTRICTIONS communications before entering the Class D airspace. If the controller responds to a radio call a. If traffic conditions permit, approve a pilot's with, "(alc call sign) standby," radio communications request to cross Class C or Class D surface areas or have been established and the pilot can enter the exceed the Class C or Class D airspace speed limit.

Class D airspace. If workload or traffic conditions Do not, however, approve a speed in excess of prevent immediate provision of Class D services, 250 knots (288 mph) unless the pilot informs you a inform the pilot to remain outside the Class D higher minimum speed is required.

airspace until conditions permit the services to be NOTE- provided.

14 CFR Section 91.117 permits speeds in excess of 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 7110.65, Surface Areas, Para 2-1-16.

FAAO 7110,65, YisuatSeparation; Para 7-2-1.

General 3-1-5 7110.65P 2/19/04 3-1-14. GROUND OPERATIONS WHEN NOTE- VOLCANIC ASH IS PRESENT When aircraft begin a taxi or takeoff roll on ash contaminated sur/aces, large amounts of volcanic ash will When volcanic ash is present on the airport surface, again become airborne. This newly airborne ash will

•

and to the extent possible: significantly reduce visibility and will be ingested by the a. Avoid requiring aircraft to come to a full stop engines offal/owing aircraft.

while taxiing.

REFERENCE· b. Provide for a rolling takeoff for all departures.

AIM. Flight Operations in Volcanic Ash, Para 7-5-8.

•

•

3-1-6 General

7110.65P 2/19/04

Section 2. Visual Signals

3-2-1. LIGHT SIGNALS 3-2-3. RECEIVER·ONLY ACKNOWLEDGMENT Use ATe light signals from TBL 3-2-1 to control To obtain acknowledgment from an aircraft eqnipped aircraft and the movement of vehicles, equipment, with receiver only, reqnest the aircraft to do the and personnel on the movement area when radio following: commnnications cannot be employed.

a. Fixed-Wing aircraft: REFERENCE- FAAO 7110.65, Altitude RestrictedLowApproach, Para 3-10-10.

1. Between sunrise and sunset: FAAO 72103" Letters afAgreement, Para 4-3-1.

(a) Move ailerons or rudders while on the 3-2-2. WARNING SIGNAL ground.

Direct a general warning signal, alternating red and (b) Rock wings while in flight.

green, to aircraft or vehicle operators, as appropriate, when: 2. Between snnset and sunrise: Flash naviga- tion or landing lights.

NOTE- The warning signal is not a prohibitive signal and can be b. Helicopters: followed by any other light signal, as circumstances permit.

1. Between snnrise and sunset: a. Aircraft are converging and a collision hazard (a) While hovering, either tum the helicopter exists.

toward the controlling facility and flash the landing b. Mechanical tronble 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 snnrise: Flash landing the runway, etc.

light or search light.

TBL3-2-J ATe Light Signals Meaning Movement of vehicles, Color and type of signal Aircraft on lbe ground Aircraft in night 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 aircraftand 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 ExerciseExtreme Caution Visual Signals 3-2-1

7110.65P 2/19/04

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 7110,65, Airport Conditions, Para 4-7-12.

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 the pilot the runway is closed or unsafe, and regarding airport conditions.

a. If the pilot persists in his/her request, quote 3. A disabled aircraft on a runway, after occupants are him/her the appropriate parts of the NOTAM clear, is normally handled by flight standards and airport applying to the runway and inform him/her that a management/military operations office personnel in the clearance cannot be issued.

same manner as any obstruction; e.g., construction equipment.

b. Then, if the pilot insists and in your opinion the intended operation would not adversely affect other a. Relay the information to the airport manager/ traffic, inform him/her that the operation will be at military operations office concerned.

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 If appropriate, (quote NOTAM information), authorized airport or FAA personnel unless this function is the responsibility of the military UNABLE TO ISSUE DEPARTURE/LANDING/TOUCH- operations office.

AND-GO CLEARANCE.

NOTE- DEPARTURE/LANDING/TOUCH-AND-GO WILL BE Civil airport managers are required to provide a list of AT YOUR OWN RISK airport employees who are authorized to issue information c. Except as permitted by para 4-8-7, Side-step concerning conditions affecting the safe use of the airport.

Maneuver, where parallel runways are served by d. If you are unable to contact the airport separate ILS/MLS systems and one of the runways is management or operator, issue a NOTAM publiciz- closed, the ILS/MLS associated with the closed ing an unsafe condition and inform the management runway should not be used for approaches unless not or operator as soon as practicable.

using the ILS/MLS would have an adverse impact on the operational efficiency of the airport.

EXAMPLE· "DISABLED AIRCRAFT ON RUNWAY."

REFERENCE· FAAO 7110.65, Landing Clearance, Para 3-10-5.

NOTE- FAAO 7110.65, Airport Conditions. Para 4-7-12.

1. Legally, only the airport management/military operations 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 b. Rough portions of the movement area.

accumulation of precipitation.

3-3-1 Airport Conditions 711O.65P 2/19/04 c. Braking conditions caused by ice, snow, slush, NOTE· or water.

Descriptive terms, such as the first or the last half of the 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 ADS at locations NOTE· where friction measuring devices, such as MU-Me- Braking action on wet ash may be degraded. Dry ash on the ter, Saab Friction Tester (SFT), and Skiddometer are runway may necessitate minimum use of reverse thrust.

in use only when the MU values are 40 or less. Use the h. Other pertinent airport conditions.

runway followed by the MU number for each of the REFERENCE· three runway segments, time of report, and a word FAAO 7110.65, Airport Conditions, Para 4-7-12.

describing the cause of the runway friction problem.

FAAO 7110.65, Reporting Essential Flight Information. Para 2-1-9.

FAAO 7110.65, Altitude RestrictedLowApproacJ; Para 3-10-10. Do not issue MU values when all three segments of the runway have values reported greater than 40.

EXAMPLE· 3-3-4. BRAKING ACTION "Runway two seven, MU forty-two, forty-one, Furnish quality of braking action, as received from twenty-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 USAF and ANG aircraft. Issue the RCR to other a. Describe the quality of braking action using the aircraft upon pilot request.

terms "good," "fair," "poor," "nil," or a combination 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 the average deceleration readings of runways under NOTE· conditions of water, slush, ice, or snow. The use of the RCR The term "nil" is used to indicate bad or no braking action.

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 andANG aircraft.

Ten . ., REFERENCE· "Braking action poor, reported by a Boeing Seven FAAO 7110.65,Airport Conditions, Para 4-7-12.

1Wenty-Seven. " FAAO 7110.65, BrakingActionAdvisories, Para 3-3-5.

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.

receivedfrom pilots orthe airport management which include the terms "poor" or "nil" or whenever EXAMPLE· weather conditions are conducive to deteriorating or "Braking action poor first half of runway, reported by a Lockheed Ten Eleven. " rapidly changing runway conditions, include on the "Braking action poor beyond the intersection of runway ATIS broadcast the statement "Braking Action two seven, reported by a Boeing Seven TWenty-Seven. " Advisories are in effect."

3-3-2 Airport Conditions 7110.65P 2/19/04 REFERENCE· REFERENCE· FAAO 7610.4, Chapter 9. Section 3. Aircraft Arresting System, Single FAAO 7210.3, Automatic Terminal Information Service (ATIS), Frequency Approach (SFA), Simulated Flameout (SFO)/Emergency Para 10-4-1.

Landing Pattern (ELP) Operations, Celestial Navigation (CELNAV) Training, Para 9-3-1 through Para 9-3-8.

b. During the time Braking Action Advisories are in effect, take the following action: b. Raise aircraft arresting systems whenever: I. Requested by a pilot.

1. Issue the latest braking action report for the NOTE- runway in use to each arriving and departing aircraft The standard emergencyphraseology for a pilot requesting early enough to be of benefit to the pilot. When an arresting system to be raisedfor immediate engagement possible, include reports from heavy jet aircraft when is: the arriving or departing aircraft is a heavy jet.

"BARRIER - BARRIER - BARRIER" 2. If no report has been received for the runway of intended use, issue an advisory to that effect.

or PHRASEOLOGY· NO BRAKING ACTION REPORTS RECEIVED FOR "CABLE - CABLE - CABLE. " RUNWAY (runway number).

2. Requested by military authority; e.g., airfield manager, supervisor of flying, mobile control officer, 3. Advise the airport management that runway etc.

braking action reports of "poor" or "nil" have been received. NOTE- USAF. Webbarriers at the departure end of the runway may REFERENCE· remain in the up position when requested by the senior FAAO 7210.3, Letters of Agreement, Para 4-3-1.

operational commander. The IFREnroute Supplement and 4. Solicit PlREPs of runway braking action.

AP-l will describe specific barrier configuration. Arc will advise transient aircraft of the barrier configuration using REFERENCE· the phraseology in subpara c, below.

FAAO 7110.65, PlREP Information, Para 2-6-3.

3. A military jet aircraft is landing with known c. Include runway friction measurement/values or suspected radio failure or conditions (drag received from airport management on the ATIS.

chute/hydraulic/electrical failure, etc.) that indicate Furnish the information when requested by the pilot an arresting system may be needed. Exceptions are in accordance with para 3-3-4, Braking Action.

authorized for military aircraft which cannot engage REFERENCE- an arresting system (C-9, C-141, C-5, T-39, etc.)

FAAO 7110.65, consent, Para 2-9-3.

and should be identified in a letter of agreement FAAO 7110.65, Departure Information, Para 3-9-1.

FAAO 7110.65, Landing Information, Para 3-10-1. and/or appropriate military directive.

FAAO 7110.65, Airport Conditions, Para 4-7-12.

c. When requested by military authority due to freezing weather conditions or malfunction of the 3-3-6. ARRESTING SYSTEM OPERATION activating mechanism, the barrier/cable may remain in a raised position provided aircraft are advised.

a. For normal operations, arresting systems PHRASEOLOGY- remotely controlled by ATC shall remain in the YOUR DEPARTURE/LANDING WILL BE TOWARD/ retracted or down position.

OVER A RAISED BARRIER/CABLE ON RUNWAY (number), (location, distance, as appropriate).

NOTE· 1. USN- Runway Arresting Gear- barriers are not d. Inform civil and U.S. Army aircraft whenever operated by ATC personnel. Readiness/rigging of the robber supported cables are in place at the approach equipment is the responsibility of the operations end ofthe landing runway, and include the distance of department.

the cables from the threshold. This information may be omitted if it is published in the "Notices to 2. A request to raise a barrier or hook cable means the Airmen" publicationIDOD FLIP.

barrier or cable on the departure end of the runway. If an approach end engagement is required, the pi/otor military EXAMPLE- "Runway One Four arresting cable one thousandfeet from authority will specificai/y request that the approach end cable be raised. threshold. " 3-3-3 Airport Conditions 7110.65P 2/19104 e. When arresting system operation has been to equipment malfunction or vehicle/aircraft en- requested, inform the pilot of the indicated croachment into the critical area.

barrier/cable position.

b. Procedures.

PHRASEOLOGY-

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1. Operation of the FFM remote sensing unit (Identification), BARRIER/CABLE INDICATES will be based on the prevailing weather. The FFM UP/DOWN. CLEARED FOR TAKEOFF/TOLAND.

remote sensing unit shall be operational when the f. Time permitting, advise pilots ofthe availability weather is below CAT I ILS minimums.

of all arresting systems on the runway in question when a pilot requests barrier information. 2. When the weather is less than that required for CATI operations, the GRN- 27 FFM remote status g. If an aircraft engages a raised barrier/cable, sensing unit shall be set at: initiate crash alarm procedures immediately.

(a) "CAT II" when the RVR is less than 2,400 h. For preplanned practice engagements not feet.

associated with emergencies, crash alarm systems (b) "CAT III" when the RVR is less than need not be activated if, in accordance with local 1,200 feet.

military operating procedures, all required notifica- tions are made before the practice engagement.

3. When the remote status unit indicates that the REFERENCE- localizer FFM is in alarm (aural warning following FAAO 7110,65, Airport Conditions; Para 4-7-12.

the preset delay) and: (a) The aircraft is outside the middle marker 3-3-7. FAR FIELD MONITOR (FFM) REMOTE (MM), check for encroachment those portions of the STATUS UNIT critical area that can be seen from the tower. It is a. Background.

understood that the entire critical area may not be visible due to low ceilings and poor visibility. The 1. To meet the demand for more facilities check is strictly to determine possible causal factors capable of operating under CAT III weather, Type II for the out-of-tolerance situation. If the alarm has not equipment is being upgraded to Integrity Level 3.

cleared prior to the aircraft's arriving at the MM, 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.

2. Installation of the FFM remote status (b) The aircraft is between the MM and the indicating units is necessary to attain the integrity inner marker (IM), immediately issue an advisory necessary to meet internationally agreed upon that the FFM remote status sensing unit indicates the reliability values in support of CATIII operations on localizer is unreliable.

Type II ILS equipment. The remote status indicating PHRASEOLOGY· unit used in conjunction with Type II equipment adds CAUTION, MONITOR INDICATES RUNWAY (number) a third integrity test; thereby, producing an approach LOCALIZER UNREliABLE.

aid which has integrity capable of providing Level 3 (c) The aircraft has passed the 1M, there is no service.

action requirement. Although the FFM has been 3. The remote status sensing unit, when modified with filters which dampen the effect offalse installed in the tower cab, will give immediate alarms, you may expect alarms when aircraft are indications of localizer out-of-tolerance conditions.

located between the FFM and the localizer antenna The alarm in the FFM remote status sensing unit either on landing or on takeoff.

indicates an inoperative or an out-of-tolerance REFERENCE- localizer signal; e.g., the course may have shifted due FAAO 7110.65, Airport Conditions, Para 4-7-12.

•

3-3-4 Airport Conditions

7110.65P 2/19/04

Section 4. Airport Lighting

3-4-1. EMERGENCY LIGHTING b. As required by the pilot.

Whenever you become aware that an emergency has TBL 3·4·2 or will occur, take action to provide for the operation VASI Intensity Setting-Two Step System of all appropriate airport lighting aids as required.

Step Period/Condition REFERENCE- FAAO 7110.65, Lighting Requirements. Para 10-4-2. High Day-Sunrise to sunset.

Night-Sunset to sunrise.

Low 3-4-2. RUNWAY END IDENTIFIER LIGHTS TBL 3·4·3 When separate on -off controls are provided, operate VASI Intensity Setting-Three Step System runway end identifier lights: Period/Condition Step a. When the associated runway lights are lighted.

Day-Sunrise to sunset.

High Tum the REIL off after: Medium Twilight -From sunset to 30 minutes after sunset and from 30 minutes before sunrise 1. An arriving aircraft has landed.

to sunrise," and during twilight in Alaska.

2. A departing aircraft has left the traffic Low Night -Sunset to sunrise.

pattern area.

"During a 1 year period, twilight may vary 26 to 43 minutes between 25 and 49N 'latitude.

3. It is determined that the lights are of no further use to the pilot.

NOTE- The basic FAA standard for VASI systems permits b. As required by facility directives to meet local independent operation by means of photoelectric device.

conditions.

This system has no on-off control feature and is intended for continuous operation. Other VASI systems in use c. As requested by the pilot.

include those that are operated remotely from the control d. Operate intensity setting in accordance with the tower. These systems may consist of either a photoelectric intensity control with only an on-off switch, a two step values in TBL3-4-1 except as prescribed in intensity system, or a three step intensity system.

subparas b and c above.

REFERENCE· FAAO 7210.3, Visual Approach Slope Indicator (VASI) Systems, TBL 3-4-1 Para 10-6-5, REIL Intensity Setting-Three Step System FAAO 6850.2, visual Guidance Lighting Systems.

Settings Visibility 3-4-4. APPROACH LIGHTS Day Night Operate approach lights: 3 Less than 2 miles Less than 1 mile 2 2 to 5 miles inclusive 1 to but not including 3 a. Between sunset and sunrise when one of the miles following conditions exists: 1 When requested 3 milesor more 1. They serve the landing runway.

2. They serve a runway to which an approach is 3-4-3. VISUAL APPROACH SLOPE being made but aircraft will land on another runway.

INDICATORS (VASI) b. Between sunrise and sunset when the ceiling is VASI systems with remote on-off switching shall be less than 1,000 feet or the prevailing visibility is operated when they serve the runway in use and 5 miles or less and approaches are being made to: where intensities are controlled in accordance with TBL 3-4-1 and TBL 3-4- 2 except: 1. A landing runway served by the lights.

a. As required by facility directives to meet local 2. A runway served by the lights but aircraft conditions. are landing on another runway.

Airport Lighting 3-4-1 7110.65P 2/19/04 3. The airport, but landing will be made on a a. When the visibility is less than 3 miles and runway served by the lights.

instrument approaches are being made to the runway _ served by the associated ALS. ..

c. As requested by the pilot.

h. As requested by the pilot.

d. As you deem necessary, if not contrary to pilot's c. As you deem necessary, if not contrary to pilot's request.

request.

NOTE- In the interest of energy conservation, the ALS should be 3-4-7. MALSR/ODALS turned off when not needed for aircraft operations.

Operate MALSR/ODALS that have separate on-off REFERENCE- FAAO 7110.65, ALS Intensity Settings, Para 3-4-5.

and intensity setting controls in accordance with TEL 3-4-5 and TEL 3-4-6 except: 3-4-5. ALS INTENSITY SETTINGS a. When facility directives specify other settings to meet local atmospheric, topographic, and twilight When operating ALS as prescribed in para 3-4-4, conditions.

Approach Lights, operate intensity controls in h. As requested by the pilot.

accordance with the values in TEL 3-4-4 except: c. As you deem necessary, if not contrary to pilot's a. When facility directives specify other settings request.

to meet local atmospheric, topographic, and twilight conditions.

TBL3-4-S Two Step MALS/One Step RAILffwo Step ODALS b. As requested by the pilot.

Settings VisibiUty c. As you deem necessary, if not contrary to pilot's Day Nigbt request.

MALS/ODALS Hi Less than Less than RAIL On 3 miles 3 miles TBL3-4-4 MALS/ODALS Low When requested 3 miles or more ALS Intensity Setting

-

RAIL Off VISibility "At locations providing part-time control tower service, if Step (Applicable to runway served by lights) duplicate controls are not provided in the associated FSS, the MAlSR/ODALS shall be set to low intensity during the Day Nigbt hours of darkness when the tower is not staffed.

5 Less than 1 mile '" When requested 1 to but not including 3 miles When requested TBL 3-4-6 3 3 to but not including 5 miles Less than 1 mile."

Three Step MALSffhree Step RAIU 2 5 to but not including 7 miles 1 to 3 miles inclusive Three Step ODALS 1 When requested Greater than 3 miles Settings Visibility ·andJor 6,000 feet or less of the RVR on the runway served by the ALS and RVR. Day Night 3 Less than 2 miles Less than 1 mile NOTE- 2 2 to 5 miles inclusive 1 to but not including Daylight steps 2 and 3 provide recommended settings 3 miles" applicable to conditions in subparas band c. At night, use 1 When requested 3 miles or more step 4 or 5 only when requested by a pilot.

... At locations providing part -time control tower service, if duplicate controls are not provided in the FSS on the airport, the air-to-ground radio link shall be activated during the 3-4-6. SEQUENCED FLASHING LIGHTS (SFL) hours of darkness when the tower is unmanned. If there is no radio air-to-ground control, the MALSR/ODALS shall be Operate Sequenced Flashing tights: set on intensity setting 2 during the hours of darkness when the tower is not staffed.

NOTE- SFL are a component of the ALS and cannot be operated REFERENCE- when the ALS is off.

FAA07210.3, Operation a/Lights When Tower is Closed, Para 10-6-2.

•

3-4-2 Airport Lighting 711O.65P 2/19/04 e. Do not tum on the runway edge lights when a 3-4-8. ALSF-2/SSALR NOTAM closing the runway is in effect.

a. When the prevailing visibility is 'J. mile or less

NOTE- or the RVR is 4,000 feet or less, operate the ALSF - 2 Application concerns use for takeoffs/landings/ap- system as follows: proaches and does not preclude turning lights on for use of unaffected portions of a runway for taxiing aircraft, 1. As requested by the pilot.

surface vehicles, maintenance, repair, etc.

2. As you deem necessary if not contrary to pilot REFERENCE- request. FAAO 7110.65, Simultaneous Approach and Runway Edge Light Operation, Para 3-4-14.

FAAO 7210.3, Incompatible Light System Operation, Para 10-6-3.

b. Operate the SSALR system when the condi- FAAO 7210.3, Runway Edge Lights Associated With MediumApproach tions in subpara a are not a factor.

Light System/Runway Aligtunent Indicator Lights. Para 10-6-8.

3-4-10. HIGH INTENSITY RUNWAY, RUNWAY 3-4-9. RUNWAY EDGE LIGHTS CENTERLINE, AND TOUCHDOWN ZONE Operate the runway edge light system/s serving the LIGHTS runwayls in use as follows: Operate high intensity runway and associated runway a. Between sunset and sunrise, tum the lights on: centerline and touchdown zone lights in accordance with TBL 3-4-7, except: 1. For departures. Before an aircraft taxies onto the runway and until it leaves the Class B, Class C, or a. Where a facility directive specifies other Class D surface area. settings to meet local conditions.

b. As requested by the pilot.

2. For arrivals: c. As you deem necessary, if not contrary to pilot (a) IFR aircraft-Before the aircraft begins request.

final approach, or (b) VFR aircraft-Before the aircraft enters TBL3·4·7 the Class B, Class C, or Class D surface area, and HIRL, RCLS, TDZL Intensity Setting (c) Until the aircraft has taxied off the landing Visibility Step runway.

Day Nigbt 5 Less than 1 mile- When requested b. Between sunrise and sunset, tum the lights on as 4 1 to but not including Less than 1 mile" shown in subparas al and a2 when the surface 2 miles" visibility is less than 2 miles.

1 to but not including 3 2 to but not including 3 miles" c. As required by facility directives to meet local 3 miles conditions. 2 When requested 3 to 5 miles inclusive More than 5 miles 1 When requested d. Different from subparas a, b, or c above, when: *and/or appropriate RVRlRVV equivalent.

1. You consider it necessary, or 3-4-11. HIRLASSOCIATEDWITH MALSR 2. Requested by a pilot and no other known aircraft will be adversely affected.

Operate IDRL which control the associated MALSR in accordance with TBL 3-4-8, except: NOTE- Pilots may request lights to be turned on or off contrary to a. As requested by the pilot.

subparasa, b, are. However, 14 CFRPart 135 operators b. As you deem necessary, if not contrary to the are required to land/takeoff on lighted runways/heliport landing areas at night. pilot's request.

3-4-3 Airport Lighting 7110.65P 2/19/04 TBL3-4-8 REFERENCE- FAAO 7110.65, HIRLAssociated With MALSR, Para 3-4-11.

HIRL Associated with MALSR Step Visibility 3-4-14. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT OPERATION Day Night 5 Less than 1 mile When requested Tum on the runway edge lights for the runway in use 4 1 to but not including Less than 1 mile whenever the associated approach lights are on. If 2 miles multiple runway light selection is not possible, you 3 2 to but not including 1 to but not including may leave the approach lights on and switch the 3 miles 3 miles runway lights to another runway to accommodate When requested 2 3 to 5 miles inclusive another aircraft.

1 When requested More than 5 miles REFERENCE- FAAO 7110.65, Runway Edge Lights, Para 3-4-9.

NOTE- When going from a given brightness step setting to a lower 3-4_15. HIGH SPEED TURNOFF LIGHTS setting, rotation of the brightness control to a point below the intended step setting and then back to the appropriate Operate high speed turnoff lights: step setting will ensure that the MALSR will operate at the appropriate brightness.

a. Whenever the associated runway lights are used for arriving aircraft. Leave them on until the aircraft REFERENCE- FAAO 7110.65, Medium Intensity Runway Lights, Para 3-4-13.

has either entered a taxiway or passed the last light.

b. As required by facility directives to meet local 3-4-12. HIRL CHANGES AFFECTING RVR conditions.

Keep the appropriate approach controller or PAR c. As requested by the pilot.

controller informed, in advance if possible, of HIRL changes that affect RVR.

3-4-16. TAXIWAY LIGHTS Operate taxiway lights in accordance with 3-4-13. MEDIUM INTENSITY RUNWAY LIGHTS TBL 3-4-10, TBL 3-4-11, or TBL 3-4-12 except: Operate MIRL or MIRL which control the associated a. Where a facility directive specifies other MALSR in accordance with TBL 3-4-9, except: settings or times to meet local conditions.

a. As requested by the pilot.

b. As requested by the pilot.

b. As you deem necessary, if not contrary to the c. As you deem necessary, if not contrary to pilot pilot's request.

request.

TBL3-4-9 TBL3-4-10 MIRL Intensity Setting Three Step Taxiway Lights VisibUity Step Visibility Slep Day Nigbt Day Night 3 Less than 2 miles Less than 1 mile 3 less than 1 mile When requested 2 2 to 3 miles 1 to 3 miles 2 When requested Less than 1 mile When requested More than 3 miles 1 When requested 1 mile of more

•

Airport Lighting 3-4-4 7110.65P 2/19/04 TBL 3-4-11 NOTE- AC 150/5340-24, Runway and Taxiway Edge Lighting Five Step Taxiway Lights System, contains recommended brightness levels for variable setting taxiway lights.

Visibility Step Day Night 3-4-17. OBSTRUCTION LIGHTS When requested 5 Less than 1 mile 4 When requested Less than 1 mile If controls are provided, tum the lights on between When requested 1 mile or more 3 sunset and sunrise.

When requested 1&2 When requested 3-4-18. ROTATING BEACON TBL 3-4-12 If controls are provided, tum the rotating beacon on: One Step Taxiway Lights a. Between sunset and sunrise.

Night b. Between sunrise and sunset when the reported

I Day

Less than 1 mile ceiling or visibility is below basic VFR minima.

3-4-5 Airport Lighting

7110.65P 2/19/04

Section 5. Runway Selection

b. When conducting aircraft operations on other 3-5-1. SELECTION 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 3-5-3. TAILWIND COMPONENTS expected to advise ATe accordingly.ATC will honor such 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.

FAA08400.9. NaliofUJISa[ety and Operational Criteria/or Runway Use Programs. NOTE- The wind may be described as "calm" when appropriate.

1. Will be operationally advantageous, or REFERENCE· FAAO 7110.65, Calm Wind Conditions, Para 2-6-5.

2. Is requested by the pilot.

3-5-1 Runway Selection

7110.65P 2/19/04

Section 6. Airport Surface Detection Procedures

6. Confirm pilot reported positions.

3-6-1. EQUIPMENT USAGE 7. Provide directional taxi information, as a. ASDE/AMASS shall be operated continuously to augment visual observation of aircraft landing or appropriate.

departing, and aircraft or vehicular movements on PHRASEOLOGY· runways and taxiways, or other areas of the TURN (left/right) ONTHE 1fIXlWAY/RUNWAYYOU ARE movement area. APPROACHING.

b. Do not provide specific navigational guidance b. The operational status of ASDE/AMASS/ ASDE-X shall be determined during the relief (exact headings to be followed) unless an emergency exists or by mutual agreement with the pilot.

briefing, or as soon as possible after assuming responsibility for the associated control position.

NOTE· It remains the pilot's responsibility to navigate visually via c. Use ASDE-X to augment visual observation of routes to the clearance limit specified by the controller and aircraft and/or vehicular movements on runways and to avoid other parked or taxiing aircraft, vehicles, or taxiways, or other areas of the movement area: persons in the movement area.

1. When visibility is less than the most distant point in the active movement area, and 3-6-3. IDENTIFICATION 2. When, in your judgement, its use will assist Toidentify an observed target on the ASD FJ AMASS/ you in the performance of your duties at any time.

ASDE-X display, correlate its position with one or more of the following: 3. ASDE-X shall be operated continuously between sunset and sunrise regardless of the a. Pilot position report.

visibility.

b. Controller's visual observation.

c. An identified target observed on the ASR or 3-6-2. INFORMATION USAGE BRlTE/DBRlTE/TDW display.

a. ASDE/AMASS/ASDE-X derived information may be used to: 3-6-4. AMASS ALERT RESPONSES 1. Formulate clearances and control instruc- When the system alarms, the controller shall tions to aircraft.

immediately assess the situation visually and as 2. Formulate control instructions to vehicles on presented on the ASDFJAMASS display, then take the movement area.

appropriate action, as follows: REFERENCE- a. When an arrival aircraft (still airborne, prior to FAAO 7210.3, Radar Use, Para 3-7-2b2.

the landing threshold) activates an alarm, the 3. Position aircraft and vehicles using the controller shall issue go-around instructions. (Ex- movement area.

ception: Alarms involving known formation flights, as they cross the landing threshold, may be 4. Determine the exact location of aircraft and vehicles, or spatial relationship to other aircraft/ve- disregarded if all other factors are acceptable.)

hicles on the movement area.

b. For other AMASS alarms, issue instructions!

5. Monitor compliance with control instructions clearances based on good judgment and evaluation of by aircraft and vehicles on taxiways and runways. the situation at hand.

3-6-1 Airport Surface Detection Procedures

711O.65P 2/19/04

Section 7. Taxi and Ground Movement Procedures

3-7-1. GROUND TRAFFIC MOVEMENT Issue by radio or directional light signals specific If requested or required, instructions which approve or disapprove the movement of aircraft, vehicles, equipment, or RUNWAY (number) AT (taxiway designator) personnel on the movement area. ImERSECTION DEPARTURE, (remaining length) FEET AVAILABLE.

a. Do not issue conditional instructions that are e. If two or more aircraft call the tower ready for dependent upon the movement of an arrival aircraft departure, one or more at the approach and one or on or approaching the runway or a departure aircraft more at the intersection, state the location of the established ona takeoff roll. Do not say,"Position and aircraft at the full length of the runway when hold behind landing traffic," or "Taxi/proceed across authorizing that aircraft to taxi into position and hold Runway Three Six behind departingilandingJetstar."

or when clearing that aircraft for takeoff.

The above requirements do not preclude issuing instructions to follow an aircraft observed to be PHRASEOLOGY- operating on the movement area in accordance with RUNWAY (number), FULL-LENGTH, POSITION AND HOW.

an ATe clearance/instruction and in such a manner that the instructions to follow are not ambiguous.

or b. Do not use the word "cleared" in conjunction with authorization for aircraft to taxi or equipment!

RUNWAY (number) FULL LENGTH, CLEARED FOR vehicle/personnel operations. Use the prefix "taxi," TAKEOFF.

"proceed," or "hold," as appropriate, for aircraft EXAMPLE- instructions and "proceed" or "hold" for equipment!

"American Four Eighty Two, Runway Three Zero full vehicles/personnel. length, position and hold. " "Cherokee Five Sierra Whiskey, Runway 1Wo Five Right c. Intersection departures may be initiated by a full length, cleared for takeoff. " controller or a controller may authorize an NOTE- intersection departure if a pilot requests. Issue the The controller need not state the location of the aircraft measured distance from the intersection to the departing the full length of the runway if there are no runway end rounded "down" to the nearest 50 feet to aircraft holding for departure at an intersection for that any pilot who requests and to all military aircraft, same runway.

unless use of the intersection is covered in REFERENCE- appropriate directives. FAAO 7110,65, Taxi imo Position and Hold (I'IPH), Para 3-9-4.

NOTE- 3-7-2. TAXI AND GROUND MOVEMENT Exceptions are authorized where specific military aircraft OPERATIONS routinely make intersection takeoffs and procedures are defined in appropriate directives. The authority exercising Issue, as required or requested, the route for the operational control of such aircraft ensures that all pilots aircraft/vehicle to follow on the movement area in are thoroughly familiar with these procedures, including concise and easy to understand terms. When a taxi the usable runway length from the applicable intersection.

clearance to a runway is issued to an aircraft, confirm d. State the runway intersection when authorizing the aircraft has the correct runway assignment.

an aircraft to taxi into position to hold or when NOTE- clearing an aircraft for takeoff from an intersection.

1. A pilot's read back of taxi instructions with the runway PHRASEOLOGY- assignment can be considered confirmation of runway RUNWAY (number) AT (taxiway designator) (further assignment.

instructions as needed).

2. Movement of aircraft or vehicles on nonmovement RUNWAY (number) AT (taxiway designator), POSITION areas is the responsibility of the pilot, the aircraft operator, AND HOW. or the airport management.

Taxi and Ground Movement Procedures 3-7-1 711O.65P 2/19/04 a. When authorizing a vehicle to proceed on the "Taxi/continue taxiing/proceed straight ahead then via _ movement area, or an aircraft to taxi to any point other ramp to the hangar. " ..

than an assigned takeoff runway, absence of holding instructions authorizes an aircraft/vehicle to cross all "Taxi/continue taxiing/proceed on Taxiway Charlie, hold taxiways and runways that intersect the taxi route. If short of Runway 1Wo Seven. " it is the intent to hold the aircraft/vehicle short of any given point along the taxi route, issue the route, if or necessary, then state the holding instructions.

"Taxilcontinue taxiing/proceed on Charlie, hold short of NOTE· Runway Thro Seven. " Movement of aircraftor vehicleson nonmovement areasis the responsibility of the pilot, the aircraft operator, or the b. When authorizing an aircraft to taxi to an airport management.

assigned takeoff runway and hold short instructions are not issued, specify the runway preceded by "taxi PHRASEOLOGY- HOLD POSITION.

to," and issue taxi instructions if necessary. This authorizes the aircraft to "cross" all runways/taxi- HOLD FOR (reason) ways which the taxi route intersects except the assigned takeoff runway. This does not authorize the CROSS (runway/taxiway) aircraft to "enter" or "cross" the assigned takeoff runway at any point.

or PHRASEOLOGY· TAXI TO RUNWAY (number) V1A ...

TAXI/CONTINUE TAXIING/PROCEEDIVIA (route), EXAMPLE- or "Taxi to Runway One 1Wo. " "Taxi to Runway Three Six via Taxiway Echo. " ON (runway number or taxiways, etc.), or "Taxi to Runway Three Six via Echo. " • or c. Specify the runway for departure, any necessary taxi instructions, and hold short restrictions when an TO (location), aircraft will be required to hold short of a runway or other points along the taxi route.

or EXAMPLE· (direction), "Runway Three Six Left, taxi via taxiway Alpha, hold short of taxiway Charlie. " or or ACROSS RUNWAY (number).

"Runway Three Six Left, taxi via Alpha, hold short of or Charlie. ., PHRASEOLOGY- V1A (route), HOLD SHORT OF (location) RUNWAY (number), TAXI/PROCEED V1A (route if necessary; or HOW SHORT OF (runway number) FOUOW (traffic) (restrictions as necessary) or or HOW SHORT OF (location) BEHIND (traffic).

EXAMPLE· or "Cross Runway 1Wo Eight Left. " ON (taxi strip, runup, pod, etc.), "Taxilcontinue taxiing/proceed to the hangar. "

•

3-7-2 Taxi and Ground Movement Procedures 7110.65P 2/19/04 "OPSThreeproceedvia Charlie hold short of Runway 1Ivo and if necessary, Seven."

TRAFFIC (traffic information), "OPS Three, Roger. ., or "OPS Three, read back hold instructions. " FOR (reason).

NOTE- Read back hold instructions phraseology may be initiated EXAMPLE- for any point on a movement area when the controller "Runway Three Six Left, taxi via taxiway Charlie, hold believes the read back is necessary.

short of Runway 1Wo Seven Right. " e. Issue progressive taxi/ground movement or instructions when: "Runway Three Six Left, taxi via Charlie, hold short of 1. Pilot/operator requests.

Runway 1Wo Seven Right. " 2. The specialist deems it necessary due to traffic or field conditions, e.g., construction or closed "Runway Three Six Left, hold short of Runway 1Wo Seven Right."

taxiways.

3. As necessary during reduced visibility, d. Request a read back of runway hold short especially when the taxi route is not visible from the instructions when it is not received from the tower.

pilot/vehicle operator.

r. Progressive ground movement instructions

PHRASEOLOGY- include step-by-step routing directions.

READ BACK HOW INSTRUCTIONS.

REFERENCE· FAAO 7110.65, Runway Proximity, Para 3-7-4.

EXAMPLE- FAAO 7110.65, Taxi and Ground Movemenl Operation, Para 3-11-1.

1. "American Four Ninety 1Ivo, Runway Three Six Left, taxi via taxiway Charlie, hold short of Runway 1Wo Seven g. Instructions to expedite a taxiing aircraft or a Right. " moving vehicle.

or PHRASEOLOGY- TAXI WITHOUT DELAY (traffic if necessary).

"American Four Ninety 1Ivo, Runway Three Six Left, taxi via Charlie, hold short of Runway 1Ivo Seven Right. " EXIT/PROCEED/CROSS (runway/taxiway) WITHOUT DELAY.

"American FourNinety 1Wo, Roger. ..

3-7-3. GROUND OPERATIONS "American Four Ninety Two, read back hold instructions. l' 2. "Cleveland Tower, American Sixty Three is ready for

I WAKE TURBULENCE APPLICATION

departure. " Avoid clearances which require: "American Sixty Three, hold short of Runway 1Ivo Three Left, traffic one mile final. " a. Heavy jet aircraft to use greater than normal taxiing power.

"American Sixty Three, Roger."

b. Small aircraft or helicopters to taxi in close "American Sixty Three, read back hold instructions. " proximity to taxiing or hover-taxi helicopters.

3. "OPS Three proceed via taxiway Charlie hold short of

~rn· I

Use caution when taxiing smaller aircraft/helicopters in Runway 1Wo Seven. " the vicinity of larger aircraft.

or REFERENCE· AC 90-23, Aircroft Wde Turbulence, Para 10 and Para 11.

Taxi and Ground Movement Procedures 3-7-3 7110.65P 2/19/04 3-7-4. RUNWAY PROXIMITY (1) A preceding arriving aircraft on the same or another runway that passes over or through • Hold a taxiing aircraft or vehicle clear of the runway the area while landing or exiting the runway.

as follows: (2) A preceding departing aircraft or a. Instruct aircraft or vehicle to hold short of a specific runway. missed approach on the same or another runway that passes through or over the area.

b. Instruct aircraft or vehicle to hold at a specified point.

(b) In addition to subpara al(a), do not authorize vehicles or aircraft operations in or over the c. Issue traffic information as necessary.

area when an arriving aircraft is inside the middle PHRASEOLOGY- marker when conditions are less than reported ceiling HOW SHORT OF/AT (runway number or specificpoint), 200 feet or RVR 2,000 feet.

(traffic or other information).

NOTE- 2. GUDESLOPE CRITICAL AREA. Do not Establishing hold lines/signs is the responsibility of the authorize vehicles or aircraft operations in or over the airport manager. The standardsfor surface measurements, area when an arriving aircraft is inside the ILS OM or markings, and signs are contained in AC 150/5300-13, the fix used in lieu of the OM unless the arriving Airport Design; AC 150/5340-1, Standards for Airport aircraft has reported the runway in sight or is circling Markings, and AC 150/5340-18, Standards for Airport to land on another runway when conditions are less Sign Systems. The operator is responsible for properly than reported ceiling 800 feet or visibility less than positioning the aircraft, vehicle, or equipment at the 2 miles.

appropriate hold line/sign or designated point. The requirements in para 3-1-12, Visually ScanningRunways, b. Air carriers commonly conduct "coupled" or remain valid as appropriate.

"autoland" operations to satisfy maintenance, REFERENCE· training, or reliability program requirements.

FAAO 7110.65, Taxi and Ground Movement Operations, Para 3-7-2.

FAAO 7110.65, Altitude RestrictedLowApproach, Para 3-10-10.

Promptly issue an advisory if the critical area will not • FAA07110.65, VehiclesIEquipment/PersonnelonRunways, Para3-1 ~5.

be protected when an arriving aircraft advises that a "coupled," "CATIII," "autoland," or similar type 3-7-5. PRECISION APPROACH CRITICAL approach will be conducted and the weather is AREA reported ceiling of 800 feet or more, and the visibility a. ILS critical area dimensions are described in is 2 miles or more.

FAAO 6750.16, Siting Criteria for Instrument PHRASEOLOGY- Landing Systems. Aircraft and vehicle access to the ILS/MLS CRITICAL AREA NOT PROTECTED.

ILS/MLS critical area must be controlled to ensure the integrity of ILS/MLS course signals whenever c. The Department of Defense (DOD) is autho- conditions are less than reported ceiling 800 feet or rized to define criteria for protection of precision visibility less than 2 miles. Do not authorize approach critical areas at military controlled airports.

vehicles/aircraft to operate in or over the critical area, This protection is provided to all aircraft operating at except as specified in subpara at, whenever an that military controlled airport. Waiver authority for arriving aircraft is inside the ILS outer marker (OM) DOD precision approach critical area criteria rests or the fix used in lieu of the OM unless the arriving with the appropriate military authority.

aircraft has reported the runway in sight or is circling NOTE- to land on another runway.

Signs and markings are installed by the airport operator to PHRASEOLOGY- define the ILS/MLS critical area. No point along the HOW SHORT OF (runway) ILS/MLS CRITICALAREA.

longitudinal axis of the aircraft is permitted past the hold line for holding purposes. The operator is responsible to 1. LOCALIZER CRITICAL AREA properlyposition the aircraft, vehicle, or equipment at the (a) Do not authorize vehicle or aircraft appropriate hold line/sign or designated point. The operations in or over the area when an arriving requirementsinpara 3-1-12, VISUally Scanning Runways, aircraft is inside the ILS OM or the fix used in lieu of remain valid as appropriate.

the OM when conditions are less than reported ceiling REFERENCE· • 800 feet or visibility less than 2 miles, except: AClSO/5340-1, Standards for Airport Markings.

3-7-4 Taxi and Ground Movement Procedures

2/19/04 711O.65P

Section 8. Spacing and Sequencing

3-8-1. SEQUENCE/SPACING APPLICATION or Establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground UNABLE (type of option), OTHER OPTIONS operation, as necessary, to achieve proper spacing. APPROVED.

NOTE- PHRASEOLOGY- 1. The "Clearedfor the Option" procedurewillpermitan CLEARED FOR TAKEOFF.

instructor pilot/flight examiner/pilot the option to make a touch-and-go, low approach, missed approach, stop- CLEARED FOR TAKEOFF OR HOW SHORT/HOW IN and-go, or full stop landing. This procedure will only be POSITION/TAXI OFF THE RUNWAY (traffic).

used at those locations with an operational control tower and will be subject to ATe approval.

EXTEND DOWNWIND.

2. For proper helicopter spacing, speed adjustments may MAKE SHORT APPROACH.

be more practical than course changes.

NUMBER (landing sequence number), 3. Read back of hold short instructions apply when hold instructions are issued to a pilot in lieu of a takeoff FOLLOW (description and location of traffic), clearance.

or if traffic is utilizing another runway, REFERENCE- FAAO7110.65, Taxi and Ground Movement Operations; Para3-7-2.

TRAFFIC (description and location) LANDING RUNWAY (number of runway being used).

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

Consider an aircraft cleared for touch-and-go, MAKE LEFT/RIGHT THREE-SIXTY/TWO SEVENTY.

stop-and-go, or low approach as an arriving aircraft until it touches down (fortouch-and-go), or makes a • GO AROUND (additional instructions as necessary).

complete stop (for stop-and-go), or crosses the landing threshold (for low approach), and thereafter CLEARED TO LAND.

as a departing aircraft.

CLEARED: REFERENCE- FAA07110.65, Vehicles/Equipment/PersonnelonRunways,Para3-1-5.

FAA071l0.65, WakeTurbulenceSeparation!orlntersectionDepartures, TOUCH-AND-GO, Para 3-9-7.

or STOP-AND-GO, 3-8-3. SIMULTANEOUS SAME DIRECTION or OPERATION LOW APPROACH.

Authorize simultaneous, same direction operations on parallel runways, on parailellanding strips, or on CLEARED FOR THE OPTION, a runway and a parailellanding strip only when the following conditions are met: or a. Operations are conducted in VFR conditions OPTIONAPPROVED, unless visual separation is applied.

b. Two-way radio communication is maintained or with the aircraft involved and pertinent traffic UNABLE OPTION, (alternate instructions).

information is issued.

Spacing and Sequencing 3-8-1 2/19/04 7110.65P c. The distance between the runways or landing a. Operations are conducted in VFR conditions.

strips is in accordance with the minima in TBL 3-8-1 b. Two-way radio communication is maintained (use the greater minimum if two categories are with the aircraft involved and pertinent traffic involved).

information is issued.

TBL 3-8-1 PHRASEOLOGY- Same Direction Distance Minima TRAFFIC (description) ARRIVINGIDEPARTING/LOW APPROACH, OPPOSITE DIRECTION ON PARALLEL Minimum distaace (feet) RUNWAY/LANDING STRIP.

Aircraft category betweeo parallel c. The distance between the runways or landing Edges of Runway adjacent strips or strips is in accordance with the minima in centerlines runway and strip TBL3-8-2.

300 200 lightweight, single-engine, TBL3-8-2 propeller driven Opposite Direction Distance Minima Twin-engine, 500 400 propeller driven Minimumdistance (reet) 700 600 All others between parallel Type nf Operation Edges of adjaceot strips Runway 3-8-4. SIMULTANEOUS OPPOSITE DIRECTION centerlines or runway and OPERATION strip Authorize simultaneous opposite direction opera- BeVNeen sunrise and 1,400 1,400 sunset tions on parallel runways, on parallel landing strips, Not authorized or on a runway and a parallel landing strip only when Between sunset and 2,800 sunrise the following conditions are met: Spacing and Sequencing 3-8-2

2/19/04 711O.65P

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 7110.65, Altimeter Setting Issuance Be/ow Lowest UsableFL, a. Departure information contained in the ATIS Para 2-7-2.

broadcast may be omitted if the pilot states the FAAO 7110.65, Low Level Wmd Shear Advisories, Para 3-1-8.

FAAO 7110.65, Braking Action Advisories, Para 3-3-5.

appropriate ATIS code.

PICG Term- Braking Action Advisories.

b. Issue departure information by including the 3-9-2. DEPARTURE DELAY INFORMATION following: USNUSAF/USN NOT APPLICABLE 1. Runway in use. (May be omitted if pilot states When gate-hold procedures are in effect, issue the "have the numbers.") following departure delay information as appropri- ate: 2. Surface wind from direct readout dial,

I windshear detection system, or automated weather

REFERENCE· FAAO7210.3, Gate Hold Procedures, Para 10-4-3.

observing system information display. (May be omitted if pilot states "have the numbers.") a. Advise departing aircraft the time at which the pilot can expect to receive engine startup advisory.

3. Altimeter setting. (May be omitted if pilot PHRASEOLOGY· states "have the numbers.") GATE HOLD PROCEDURES ARE IN EFFECT. ALL REFERENCE· AIRCRAFT CONTACT (position) ON (frequency) FOR FAAO 7110.65, Current Settings, Para 2-7-1.

ENGINE START TIME. EXPECT ENGINE START/TAXI (time).

c. Time, when requested.

b. Advise departing aircraft when to start engines d. Issue the official ceiling and visibility, when and/or to advise when ready to taxi.

available, to a departing aircraft before takeoff as PHRASEOLOGY· follows: START ENGINES, ADVISE WHEN READY TO TAXI, 1. To a VFR aircraft when weather is below or VFR conditions.

ADVISE WHEN READY TO TAXI.

2. To an IFR aircraft when weather is below VFR conditions or highest takeoff minima, whichev- c. If the pilot requests to hold in a delay absorbing er is greater. area, the request shall be approved if space and traffic conditions permit.

NOTE· d. Advise all aircraft on GCIFD frequency upon Standard takeoff minimums are published in 14 CFR Section 91.I75(j). Takeoffminima other than standard are termination of gate hold procedures.

prescribed for specific airports/runways and published in PHRASEOLOGY· a tabular form supplement to the FAA instrument approach GATE HOW PROCEDURES NO LONGER IN EFFECT.

procedures charts and appropriate FAA Forms 8260.

3-9-3. DEPARTURE CONTROL INSTRUCTIONS e. Taxi information, as necessary. You need not issue taxi route information unless the pilot Inform departing IFR, SVFR, VFR aircraft receiving specifically requests it.

radar service, and TRSA VFR aircraft of the following: f. USAF NOT APPLICABLE. An advisory to a. Before takeoff.

"check density altitude" when appropriate.

1. Issue the appropriate departure control REFERENCE· FAAO 7210.3, Broadcast DensityAltitudeAdvisory, Para 2-10-6. frequency and beacon code. The departure control Departure Procedures and Separation 3-9-1 7110.65P 2/19/04 PHRASEOLOGY- frequency may be omitted if a DP has been or will be RUNWAY (number), POSITION AND HOLD.

assigned and the. departure control freqnency is published on the DP.

Or, when only one runway is active:

•

PHRASEOLOGY- DEPARTURE FREQUENCY (frequency), SQUAWK POSITIONAND HOLD.

(code).

c. When an aircraft is authorized to taxi into 2. Inform all departing IFR military turboprop/ takeoffposition to hold, inform it of the closest traffic turbojet aircraft (except transport and cargo types) to that is cleared to land, touch-and-go, stop-and-go, or change to departure control frequency. If the local unrestricted low approach on the same runway.

controller has departure frequency override, transmit EXAMPLE- urgent instructions on this frequency. If the override "United Five, runway one eight, position and hold. Traffic capability does not exist, transmit urgent instructions a Boeing Seven Thirty Seven, six mile final. " on the emergency frequency.

Or, when only one runway is active: PHRASEOLOGY- CHANGE TO DEPARTURE.

" United Five, position and hold. Traffic a Boeing Seven 3. USAF. USAF control towers are authorized Thirty Seven, six mile final:" to inform all departing IFR military transport/cargo d. USAF. When an aircraft is authorized to taxi type aircraft operating in formation flight to change into takeoff position to hold, inform it of the closest to departure control frequency before takeoff.

traffic within 6 miles on final approach to the same runway. If the approaching aircraft is on a different b. After takeoff.

frequency, inform it of the aircraft taxing into 1. When the aircraft is about 1 tz mile beyond the position.

runway end, instruct civil aircraft, and military e. Do not authorize an aircraft to taxi into position transport, and cargo types to contact departure and hold when the departure point is not visible from control, provided further communication with you is the tower, unless the aircraft's position can be verified not required.

by ASDE or the runway is used for departures only.

•

2. Do not request departing military turboprop/ f. Do not authorize an aircraft to taxi into position turbojet aircraft (except transport and cargo types) to and hold at an intersection between sunset and sunrise make radio frequency or radar beacon changes before or at anytime when the intersection is not visible from the aircraft reaches 2,500 feet above the surface.

the tower.

REFERENCE- g. USN. Do not authorize aircraft to taxi into FAAO7110.65, visual Separation; Para 7-2-1.

takeoff position to hold simultaneously on intersect- ing runways.

3-9-4. TAXI INTO POSITION AND HOLD (TIPH) PHRASEOLOGY- CONTINUE HOLDING, a. The intent of TIPH is to position aircraft for an imminent departure. Authorize an aircraft to taxi into or position and hold, except as restricted in subpara f, when takeoff clearance cannot be issued because of TAXI OFF THE RUNWAY.

traffic. Issue traffic information to any aircraft so REFERENCE· authorized. Trafficinformation may be omitted when FAAO7110.65, Altitude RestrictedLowApproach, Para 3-10-10.

the traffic is another aircraft which has landed on or h. When a local controller delivers or amends an is taking off the same runway and is clearly visible to ATC clearance to an aircraft awaiting departure and the holding aircraft. Do not use conditional phrases that aircraft is holding short of a runway oris holding such as "behind landing traffic" or "after the in position on a runway, an additional clearance shall departing aircraft."

be issued to prevent the possibility of the aircraft b. USN NOT APPLICABLE. First state the runway inadvertently taxiing onto the runway and/or number followed by the taxi into position clearance beginning takeoff roll. In such cases, append one of the following ATC instructions as appropriate: when more than one runway is active.

Departure Procedures and Separation 3-9-2 711O.65P 2/19/04 FIG3-9-J 1. HOLD SHORT OF RUNWAY, or Same Runway Separation 2. HOLD IN POSITION.

[View 1] i. USAF IUSN. When issuing additional instruc- tions or information to an aircraft holding in takeoff position, include instructions to continue holding or taxi off the runway, unless it is cleared for takeoff.

PHRASEOLOGY· / / COmINUE HOLDING, I. ".

---_:::::-----

I' , or TAXI OFF THE RUNWAY.

REFERENCE- FAAO 7110.65, AlIitudeRe.slrictedLowApproach, Para 3-10-10.

3-9-5. ANTICIPATING SEPARATION Takeoff clearance needs not be withheld until prescribed separation exists if there is a reasonable FIG 3-9-2 assurance it will exist when the aircraft starts takeoff Same Runway Separation roll.

[View 2] 3-9-6. SAME RUNWAY SEPARATION Separate a departing aircraft from a preceding departing or arriving aircraft using the same runway by ensuring that it does not begin takeoff roll until:

-

a. The other aircraft has departed and crossed the runway end or turned to avert any conflict. (See +-3,000 Feet- FIG 3-9-1.) If you can determine distances by +---4,500 Feet --- +----- 6,000 Feet-----+ reference to suitable landmarks, the other aircraft needs only be airborne if the following minimum distance exists between aircraft: (See FIG 3-9-2.)

1. When only Category I aircraft are involved- 3,000 feet.

NOTE· 2. When a Category I aircraft is preceded by a Aircraft same runway separation (SRS) categories are Category II aircraft- 3,000 feet. specified in Appendices A, B, and C and based upon the following definitions: 3. When either the succeeding or both are Category II aircraft- 4,500 feet.

CATEGORY1- small aircraft weighing 12,500 lbs. or less, with a single propeller driven engine, and all helicopters.

4. When either is a Category III aircraft- 6, 000 feet.

CATEGORY 11- small aircraft weighing 12,500 lbs. or S. When the succeeding aircraft is a helicopter, less, with propeller driven twin-engines.

visual separation may be applied in lieu of using distance minima. CATEGORY III- all other aircraft.

3-9-3 Departure Procedures and Separation 711O.65P 2/19/04 FIG 3-9-4 b. A preceding landing aircraft is clear of the 2 Minute Separation runway. (See FIG 3-9-3.)

FIG 3-9-3

•

PrecedingLanding Aircraft Clear of Runway B behind A needs 2 min.

B

-L---_---t---

1+

~'--------,

I

+~--------, 2. A parallel runway separated by less than

I I 'A""

2,500 feet.

~

g. Separate an aircraft from a heavy jetIB757when operating on a runway with a displaced landing REFERENCE- threshold if projected flight paths will cross- P/CG Term- Clear of the Runway.

2 minutes when:

I WAKE TURBULENCE APPLICATION I

1. A departure follows a heavy jetIB757 arrival.

2. An arrival follows a heavy jetIB757 depar- c. Do not issue clearances which imply or indicate ture.

approval of rolling takeoffs by heavy jet aircraft except as provided in para 3-1-14, Ground h. Air traffic controllers shall not approve pilot requests to deviate from the required wake turbulence Operations When Volcanic Ash is Present.

time interval if the preceding aircraft is a heavy • d. Do not issue clearances to a small aircraft to taxi jetIB757.

into position and hold on the same runway behind a i. Separate a small aircraft behind a large aircraft departing heavy jet aircraft to apply the necessary taking off or making a low/missed approach when intervals.

utilizing opposite direction takeoffs on the same REFERENCE- runway by 3 minutes unless a pilot has initiated a AC 90-23, Aircraft Wake Turbulence.

request to deviate from the 3-minute interval. In the e. The minima in para 5-5-4, Minima, may be latter case, issue a wake turbulence advisory before applied in lieu of the 2 minute requirement in clearing the aircraft for takeoff.

subpara f. When para 5-5-4, Minima, are applied, NOTE- ensure that the appropriate radar separation exists at 1. A request for takeoffdoes not initiate a waiver request.

or prior to the time an aircraft becomes airborne when 2. To initiate a waiver of the 3 minute rule, the requestfor taking off behind a heavy jetIB757.

takeoff must be accompanied by a request to deviate from the 3-minute rule.

NOTE· REFERENCE- The pilot may request additional separation; i.e., 2 minutes FAAO 7110.65, Aircraft Information: Appendix A, Appendix B, and vs. 4 miles, but should make this request before taxiing on AppendixC.

the runway.

j. Separate aircraft behind a heavy jet/B757 f. Separate IFRIVPR aircraft taking off behind a departing or making a low/missed approach when heavy jel/B757 departure by 2 minutes, when utilizing opposite direction takeoffs or landings on departing: the same or parallel runways separated by less than 2,500 feet- 3 minutes.

NOTE- Takeoff clearance to the following aircraft should not be k. Inform an aircraft when it is necessary to hold issued until 2 minutes after the heavy jet/B757 begins in order to provide the required 3 -minute interval.

takeoff roll.

PHRASEOLOGY- • HOW FOR WAKE TURBULENCE. 1. The same runway. (See FIG 3-9-4.)

3-9-4 Departure Procedures and Separation 2/19/04 7110.65P REFERENCE· NOTE- FAA07110.65, WakeTurbulenceSepa'(JlionforlnJe~eclionDeparlures, A requestfor takeoffdoes not initiate a waiver request; the Para 3-9-7.

request for takeoff must be accomplished by a request to deviate from the 3-m/nute interval.

3-9-7. WAKE TURBULENCE SEPARATION FOR 2. USA NOT APPLICABLE. The intersection INTERSECTION DEPARTURES is 500 feet or less from the departure point of the a. Apply the following wake turbulence criteria preceding aircraft and both aircraft are taking off in for intersection departures: the same direction.

3. Successive touch-and-go and stop-and-go 1. Separate a small aircraft taking off from an operations are conducted with a small aircraft intersection on the same runway (same or opposite following another small aircraft weighing more than direction takeoff) behind a preceding departing large 12,500 lbs. or a large aircraft in the pattern, or a small aircraft by ensuring that the small aircraft does not aircraft weighing more than 12,500 lbs. or a large start takeoff roll until at least 3 minutes after the large aircraft departing the same runway, provided the pilot aircraft has taken off.

of the small aircraft is maintaining visual separation/ 2. Separate any aircraft taking off from an spacing behind the preceding large aircraft. Issue a intersection on the same runway (same or opposite wake turbulence cautionary advisory and the position direction takeoff), parallel runways separated by less of the large aircraft.

than 2,500 feet, and parallel runways separated by EXAMPLE- less than 2,500 feet with runway thresholds offset by "Caution wake turbulence, DC-9 on base leg."

500 feet or more, by ensuring that the aircraft does not 4. Successive touch-and-go and stop-and-go start takeoff roll until at least 3 minutes after a heavy operations are conducted with any aircraft following aircraft/B757 has taken off.

a heavy aircraftlB757 in the pattern, or heavy NOTE· aircrafl/B757 departing the same runway, provided Parallel runways separated by less than 2,500 feet with the pilot of the aircraft is maintaining visual runway thresholds offset by less than 500 feet shall apply separation/spacing behind the preceding heavy para 3-9-6, Same Runway Separation, subpara f.

aircrafl/B757. Issue a wake turbulence cautionary 3. Separate a small aircraft weighing 12,500 lbs.

advisory and the position of the heavy aircraft/B757.

or less taking off from an intersection on the same EXAMPLE- runway (same or opposite direction takeoff) behind a "Caution wake turbulence, heavy Lockheed C5A preceding small aircraft weighing more than departing runway two three. " 12,500 lbs. by ensuring the following small aircraft 5. If action is initiated to reduce the separation does not start takeoff roll until at least 3 minutes after between successive touch-and-go or stop-and-go the preceding aircraft has taken off.

operations, apply 3 minutes separation.

4. Inform an aircraft when it is necessary to hold c. When applying the provision of subpara b: in order to provide the required 3- minute interval.

1. Issue a wake turbulence advisory before PHRASEOLOGY· clearing the aircraft for takeoff.

HOLD FOR WAKE TURBULENCE.

2. Do not clear the intersection departure for an NOTE· immediate takeoff.

Aircraft conducting touch-and-go and stop-and-go operations are considered to be departing from an 3. Issue a clearance to permit the trailing aircraft intersection.

to deviate from course enough to avoid the flight path REFERENCE· of the preceding large departure when applying FAAO 7110.65, Touch-anti-Go or Slop-anti-Go or Low Approach, subpara bl or b2.

Para 3-8-2.

4. Separation requirements in accordance with b. The 3-minute interval is not required when: para 3-9-6, Same Runway Separation, must also 1. A pilot has initiated a request to deviate from apply.

that interval unless the preceding departing aircraft is REFERENCE- a heavy aircrafl/B757.

FAAO 7110.65, Same Runway Separation. Para 3-9-6.

Departure Procedures and Separation 3-9-5 2/19/04 7110.65P 3-9-8. INTERSECTING RUNWAY SEPARATION b. A preceding arriving aircraft is clear of the

landing runway, completed the landing roll and will e

Separate departing aircraft from an aircraft using an hold short ofthe intersection, passed the intersection, intersecting runway, or nonintersecting runways or has crossed over the departure runway.

when the flight paths intersect, by ensuring that the (See FIG 3-9-7 and FIG 3-9-8.)

departure does not begin takeoff roll until one'of the REFERENCE· following exists: P/CG Term - Clear of the Runway.

FIG 3·9-7 a. The preceding aircraft has departed and passed Intersecting Runway Separation the intersection, has crossed the departure runway, or is turning to avert any conflict.

(See FIG 3-9-5 and FIG 3-9-6.)

FIG3-9·S Intersecting Runway Separation ---._ ... ,._---_.,',._.,',._.,.'-=:""._.".- FIG 3-9·8 L....I"-.., ... ..,----I.L--' Intersecting Runway Separation ...

•

FIG 3-9-6 Intersecting Runway Separation I I / ~ - ...

I WAKE TURBULENCE APPLICATION I

...

c. Separate IFR!VFR aircraft taking off behind a heavy jet/B757 departure by 2 minutes when departing: NOTE· Takeoff clearance to the following aircraft should not be issued until 2 minutes after the heavy jet/B757 begins takeoffroll.

•

Departure Procedures and Separation 3-9-6 7110.65P 2/19104 FIGJ·'·l1 1. Crossing runways if projected flight paths Departure on Crossing Runway will cross. (See FIG 3-9-9.)

Departure on Crossing FIGJ·'·' Runway Needs 2 Minutes Crossing Runways B behind A needs 2 min.

ouchdown Point e. Air traffic controllers shall not approve pilot requests to deviate from the required wake turbulence time interval if the preceding aircraft is a heavy jet/B757.

REFERENCE· FAAO 7110.65, Successive or Simultaneous Departures, Para 5-8-3.

FAAO 7110.65, Departures ImdArrivals on Parallel or Noninlersecting Diverging Runways, Para 5-8-5.

2. A parallel runway separated by 2,500 feet or 3-9-9. TAKEOFF CLEARANCE more if projected flight paths will cross.

a. When only one runway is active, issue takeoff (See FIG 3-9-10.)

clearance.

PHRASEOLOGY· CLEARED FOR TAKEOFF.

FIGJ·'·IO NOTE· Parallel Runway Turbine-powered aircraft may be considered ready for takeoff when they reach the runway unless they advise otherwise.

REFERENCE· FAAO 7110.65, Departure Terminology, Para 4-3-1.

B behind A needs 2 min.

b. When more than one runway is active, first state

~ the runway number followed by the takeoff

L- ....J~_!+ ; clearance.

I PHRASEOLOGY· RUNWAY (nwnber), CLEARED FOR TAKEOFF.

'"

'-- f- - - - - - ~

EXAMPLE· "RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF."

c. USA/USN. Issue surface wind and takeoff clearance to aircraft.

d. Separate IFR/VFR aircraft departing behind a landing heavy jet/B757 on a crossing runway if the PHRASEOLOGY· departure will fly through the airborne path of the WIND (surface wind in direction and velocity).

arrival- 2 minutes. (See FIG 3-9-11.) CLEARED FOR TAKEOFF.

Departure Procedures andSeparation 3-9-7 7110.65P 2/19/04 d. USAF. When an aircraft is cleared for takeoff, require. Once an aircraft has started takeoff roll, • inform it of the closest traffic within 6 miles on final cancel the takeoff clearance only for the purpose of approach to the same runway. If the approaching safety.

aircraft is on a different frequency, inform it of the departing aircraft.

NOTE- In no case should a takeoffclearance be canceled after an aircraft has started its takeoff roll solely for the purpose of 3-9-10. CANCELLATION OF TAKEOFF meeting traffic management requirements/EDCT.

CLEARANCE Cancel a previously issued clearance for takeoff and PHRASEOLOGY· inform the pilot of the reason if circumstances CANCEL TAKEOFF CLEARANCE (reason).

•

•

3-9-8 Departure Procedures and Separation

2/19/04 7110.65P

Section 10. Arrival Procedures and Separation

3-10-1. LANDING INFORMATION h. Ceiling and visibility if either is below basic VFRminima.

Provide current landing information, as appropriate, to arriving aircraft. Landing information contained in i, Low level wind shear or microburst advisories • the ATIS broadcast may be omitted if the pilot states when available.

the appropriate ATIS code. Runway, wind, and altimeter may be omitted if a pilot uses the phrase REFERENCE· FAAO 7110.65, Low Level Wind Shear Advisories, Para 3-1-8.

"have numbers." Issue landing information by including the following: j. Issue braking action for the runway in use as NOTE- received from pilots or the airport management when Pilot use ofrhave numbers" does not indicate receipt of the Braking Action Advisories are in effect.

ATIS broadcast.

REFERENCE- a. Specific traffic pattern information (may be FAAO7110.65,Braking Action Advisories, Para 3-3-5.

omitted ifthe aircraft is to circle the airport to the left).

PHRASEOLOGY· 3-10-2. FORWARDING APPROACH ENTER LEFT/RIGHT BASE.

INFORMATION BY NONAPPROACH CONTROL FACILITIES STRAIGHT-IN.

MAKE STRAIGHT-IN. a. Forward the following, as appropriate, to the control facility having IFR jurisdiction in your area.

STRAIGHT-INAPPROVED.

You may eliminate those items that, because oflocal conditions or situations, are fully covered in a letter RIGHT TRAFFIC.

of agreement or a facility directive.

MAKE RIGHT TRAFFIC.

1. When you clear an arriving aircraft for a visual approach.

RIGHT TRAFFIC APPROVED. CONTINUE.

REFERENCE· b. Runway in use.

FAAO 7110.65, visualApproach; Para 7-4-1.

c. Surface wind.

2. Aircraft arrival time.

d. Altimeter setting.

3. Cancellation of IFR flight plan.

REFERENCE· FAAO 7110.65, Current Settings, Para 2-7-1.

4. Information on a missed approach, unre- e. Any supplementary information.

ported, or overdue aircraft.

f. Clearance to land.

5. Runway in use.

g. Requests for additional position reports. Use prominent geographical fixes which can be easily 6. Weather as required.

recognized from the air, preferably those depicted on REFERENCE· sectional charts. This does not preclude the use ofthe FAAO 7110,65, Reporting Weather Conditions, Para 2-6-6.

legs of the traffic pattern as reporting points.

b. When the weatheris below 1,000 feet or 3 miles NOTE- or the highest circling minimums, whichever is At some locations, VFR checkpoints are depicted on greater, issue current weather to aircraft executing an sectional aeronautical and terminal area charts. In selecting geographical fixes, depicted VFR checkpoints instrument approach if it changes from that on the are preferred unless the pilot exhibits a familiarity with the ATIS or that previously forwarded to the center/ap- local area.

proach control.

Arrival Procedures and Separation 3-10-1 2/19/04 711O.65P 3-10-3. SAME RUNWAY SEPARATION (b) When a Category II aircraft is landing behind a Category I or II- 4,500 feet.

a. Separate an arriving aircraft from another (See FIG 3-10-3.)

aircraft using the same runway by ensuring that the arriving aircraft does not cross the landing threshold FIG 3-10-3 until one of the following conditions exists or unless Same Runway Separation authorized in para 3-10-10, Altitude Restricted Low Approach.

1. The other aircraft has landed and is clear of the runway. (See FIG 3-10-1.) Between snnrise 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 ---4,500 Feet ----I minimum distance from the landing threshold exists: REFERENCE· P/CG Term- Clear of the Runway.

FIG 3-10-1 Same Runway Separation 2. The other aircraft has departed and crossed the runway end. (See FIG 3-10-4). If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the runway end if the following minimum distance from the landing threshold exists: (a) Category I aircraft landing behind Category I or II- 3,000 feet. • (b) Category II aircraft landing behind Category I or II- 4,500 feet.

(a) When a Category I aircraft is landing (c) When either is a category III aircraft- behind a Category I or II- 3,000 feet.

6,000 feet. (See FIG 3-10-5.)

(See FIG 3-10-2.)

FIG 3-10-4 FIG 3-10-2 Same Runway Separation Same Runway Separation ,~

-

~.I- - - - - - - - - - - - - - H=~

1--3,000 Feet--1

•

Arrival Procedures and Separation 3-10-2 7110.65P 2/19/04 FIG 3-10-5 not cross the landing threshold or flight path of the Same Runway Separation other aircraft until One of the following conditions exists: 1. The preceding aircraft has departed and passed the intersection/flight path or is airborne and ~ ~

e:--=

turning to avert any conflict.

-

- -

(See FIG 3-10-6 and FIG 3-10-7.)

'"

I!~ 3,000 Feet -----1 I 4,500 Feel FIG3·10·6 I Intersecting Runway Separation 6,000 Feet I 3. When the succeeding aircraft is a helicopter, visual separation may be applied in lieu of using distance minima.

I WAKE TURBULENCE APPLICATION I

~----- b. Issue wake turbulence advisories, and the position, altitude if known, and the direction of flight of: 1. The heavy jetlB757 to aircraft landing behind a departing/arriving heavy jetlB757 Onthe same or parallel runways separated by less than 2,500 feet.

FIG 3-10-7 2. The large aircraft to a small aircraft landing Intersecting Runway Separation behind a departing/arriving large aircraft Onthe same or parallel runways separated by less than 2,500 feet.

REFERENCE- AC 90-23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12.

FAAO 7110.65, Altitude Restricted Low Approach, Para 3-10-10.

EXAMPLE- 1. "Runway two seven left cleared to land, caution wake turbulence, heavy Boeing 747 departing runway two seven right. " 2. "Number two follow Boeing 757 on two-mile final.

Caution wake turbulence. ,!

3-10-4. INTERSECTING RUNWAY SEPARATION 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 Arrival Procedures and Separation 3-10-3 7110.65P 2/19/04 2. A preceding arriving aircraft is clear of the NOTE- Application of these procedures does not relieve landing runway, completed landing roll and will hold controllers from the responsibility of providing other short of the intersection/flight path, or has passed the appropriate separation contained in this order.

intersection/flight path.

•

REFERENCE· (See FIG 3-10-8 and FIG 3-10-9.)

FAAO7210.3, Land andHoldSlwrtOperalions (LAHSO),Para 10-3-7.

FIG 3·10·8 1. Asimultaneous takeoffand landing operation Intersection Runway Separation shall 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 shall only be issued to aircraft that are listed in the current LAHSO directive, whose Available Landing Distance (ALD) does not exceed the landing distance requirement for the runway condition.

PHRASEOLOGY· HOLD SHORT OF RUNWAY (runway number), (traffic, type aircraft or other information).

NOTE· FIG 3· 10·9 Pilots who prefer to use the fuUlength of the runway or a Intersection Runway Separation runway different from that specified are expected to advise ATC prior to landing.

3. Issue traffic information to both aircraft

•

involved and obtain an acknowledgment from each.

Request a read back of hold short instructions when they are not received from the pilot of the restricted aircraft.

EXAMPLE· 1. "Runway one eight cleared to land, hold short of runwayonefour left, traffic, (type aircraft) landing runway one four left. " (When pilot of restricted aircraft responds with only acknowledgment): b. "USNUSAF/USN NOT APPUCABLE." An "Runway one four left cleared to land, traffic, (type aircraft may be authorized to takeoff from one aircraft) landing runway one eight will hold short of the intersection. '1 runway while another aircraft lands simultaneously on an intersecting runway or an aircraft lands on one "Read back hold short instructions. " runway while another aircraft lands simultaneously on an intersecting runway, or an aircraft lands to hold 2. "Runway three six cleared to land, hold short of runway short of an intersecting taxiway or some other three three, traffic, (type aircraft) departing runway three predetermined point such as an approach/departure three. " flight path using procedures specified in the current LAHSO directive. The procedure shall be approved "Traffic, (type aircraft) landing runway three six will hold by the air traffic manager and be in accordance with shorl of the intersection, runway three three cleared for a facility directive. The following conditions apply: takeoff. "

•

3-10-4 Arrival Procedures and Separation 7110.65P 2/19/04 FIG 3·10·10 4. Issue the measured distance from the landing Intersecting Runway Separation threshold to the hold short point rounded "down" to the nearest 50-foot increment if requested by either aircraft.

BbehindA EXAMPLE· needs 2 minutes "Five thousand fifty feet available. ..

5. The conditions in subparas b2, 3, and 4 shall A 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 Rotation Point any contamination as described in the current LAHSO directive, with no reports that braking action is less than good.

1. IFRJVFR aircraft landing on crossing run- 7. There is no tailwind for the landing aircraft ways behind a departing heavyjet/B757; if the arrival restricted to hold short of the intersection. The wind flight path will cross the takeoff path behind the may be described as "calm" when appropriate.

heavy jet/B757 and behind the heavy jet/B757 rotation point. (See FIG 3-10-11.)

REFERENCE· FAAO 7110.65, Calm wuut Condinons; Para 2-6-5.

FIG3·10·11 8. The aircraft required landing distances are Intersecting Runway Separation listed in the current LAHSO directive.

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

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

d. Issue wake turbulence cautionary advisories, the position, altitude if known, and direction of flight of the heavy jet/B757 to: EXAMPLE- "Runway niner cleared to land. Caution wake turbulence, REFERENCE· heavy C-One Forty One departing runway one five."

AC 90-23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12.

3-10-5 Arrival Procedures andSeparation 711O.65P 2/19/04 2. VFR aircraft landing on a crossing runway c. USA/USN. Issue surface wind when clearing an behind an arriving heavy jel/B757 ifthe arrival flight aircraft to land, touch-and-go, stop-and-go, low path will cross. (See FIG 3-10-12.)

approach, or the option. Restate the landing runway whenever there is a possibility of a conflict with

•

FIG 3-10-12 another aircraft which is using or is planning to use Intersecting Runway Separation another runway.

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

NOTE-

----- ~ : 1 __ - A clearance to land means that appropriate separation on

the landing runway will be ensured. A landing clearance does not relieve ihe pilot from compliance with any previously issued restriction.

~

3-10-6. ANTICIPATING SEPARATION EXAMPLE· "Runway niner cleared to land. Caution wake turbulence, Landing clearance to succeeding aircraft in a landing Boeing Seven Fifty Seven landing runway three six. " sequence need not be withheld if you observe the REFERENCE- positions ofthe aircraft and determine that prescribed FAAO 7110.65, Approaches /0 Multiple Runways, Para 7-4-4.

runway separation will exist when the aircraft cross

•

the landing threshold. Issue traffic information to the 3-10-5. LANDING CLEARANCE succeeding aircraft if not previously reported and a. Issue landing clearance. Restate the landing appropriate traffic holding in position or departing runway whenever more than one runway is active, or prior to their arrival.

an instrument approach is being conducted to a closed EXAMPLE- runway.

"American Two F orty- Five cleared to land, number two PHRASEOLOGY- following United Boeing Seven-Thirty-Seven two mile CLEARED TO LAND, final, traffic will depart prior to your arrival."

or "American Two F orty- Five cleared to land, number two following United Boeing Seven-Thirty-Seven two mile RUNWAY (designotor) CLEARED TO LAND.

final, traffic will be an MD 88 holding in position. " b. "USN NOT APPLICABLE." Inform the "American Two Forty-Five cleared to land, following closest aircraft that is cleared to land, touch-and-go, United Boeing Seven- Thirty-Seven two mile final, traffic stop-and-go, or unrestricted low approaches when will depart prior to your arrival. " there is traffic holding on the same runway.

EXAMPLE- NOTE- "Delta One, cleared to land. Traffic holding in position. " Landing sequence number is optional at tower facilities where arrivals are sequenced by the approach control.

or REFERENCE- FAAO 7110.65, Closed/Unsafe Runway Information, Para 3-3-2.

"Delta One, runway one eight, cleared to land. Traffic FAAO 7110.65, Landing Clearance, Para 3-10-5b, not required if holding in position. " utilizing the provisions of Para 3-10-6.

•

3-10-6 Arrival Procedures and Separation 7110.65P 2/19104 3-10-7. LANDING CLEARANCE WITHOUT 2. The aircraft will be required to enter an active VISUAL OBSERVATION runway in order to taxi clear of the landing runway.

When an arriving aircraft reports at a position where EXAMPLE- ('U.S. Air Ten Forty Two, turn right next taxiway, cross he/she should be seen but has not been visually runway two one, contact ground point seven. " observed, advise the aircraft as a part of the landing clearance that it is not in sight and restate the landing "U.S. Air Ten Forty 1\1'0, turn right on A Ifa/next taxiway, runway.

cross Bravo, hold short of Charlie, contact ground point PHRASEOLOGY- seven. " NOT IN SIGHT, RUNWAY (number) CLEARED TO NOTE- LAND.

1. An aircraft is expected to taxi clear of the runway unless NOTE- otherwise directed byATC. Pilots shall not exit the landing Aircraft observance on the CTRD satisfies the visually runway on to an intersecting runway unless authorized by observed requirement.

ATC.ln the absence ofATC instructions, an aircraft should taxi clear of the landing runway by clearing the hold 3-10-8. WITHHOLDING LANDING CLEARANCE position marking associated with the landing runway even if that requires the aircraft toprotrude into or enter another Do not withhold a landing clearance indefinitely even taxiway/ramp area. This does not authorize an aircraft to though it appears a violation of Title 14 of the Code cross a subsequent taxiway or ramp after clearing the of Federal Regulations has been committed. The landing runway.

apparent violation might be the result of an emergency situation. In any event, assist the pilot to 2. The pilot is responsible for ascertaining when the aircraft is clear of the runway by clearing the hold position the extent possible.

marking associated with the landing runway.

3-10-9. RUNWAY EXITING c. Ground control and local control shall protect a 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 72.10.3, Use of Active Runways, Para 10-1-7.

PHRASEOLOGY- d. Request a read back of runway hold short TURN LEFT/RIGlIT (taxiway/runway), instructions when not received from the pilot.

or EXAMPLE- "American Four Ninety-two, turn left at Taxiway Charlie, IF ABLE, TURN LEFT/RIGHT (taxiway/runway) hold short of Runway 27 Right. " and if required or HOW SHORT OF (runway).

«American Four Ninety-two, turn left at Charlie, hold short of Runway 27 Right. " NOTE- Runway exiting or taxi instructions should not normally be issued to an aircraft prior to, or immediately after, "American Four Ninety 1Wo, Roger."

touchdown.

"American Four Ninety-two, read back hold b. Taxi instructions shall be provided to the instructions. " aircraft by the local controller when: NOTE- 1. Compliance with ATC instructions will be Read back hold instructions phraseology may be initiated required before the aircraft can change to ground for any point on a movement area when the controller control, or believes the read back is necessary.

Arrival Procedures and Separation 3-10-7 7110.65P 2/19/04 3-10-10. ALTITUDE RESTRICTED LOW NOTE· APPROACH Segregated traffic patterns for helicopters to runways and other areas may be established by letter of agreement or Alow approach with an altitude restriction of notless other local operating procedures.

than 500 feet above the airport may be authorized REFERENCE- FAAO 7110.65, Runway Proximity, Para 3-7-4.

except over an aircraft in takeoff position or a FAAO 7110.65, Taxi into Position and Hold (I1PH), Para 3-9-4.

departure aircraft. Do not clear aircraft for restricted FAAO 7110.65, Same Runway Separation, Para 3-10-3.

altitude low approaches over personnel unless airport authorities have advised these personnel that the 3-10-12. OVERHEAD MANEUVER approaches will be conducted. Advise the approach- Issue the following to arriving aircraft that will ing aircraft of the location of applicable gronnd conduct an overhead maneuver: traffic, personnel, or equipment.

8. Pattern altitude and direction of traffic. Omit NOTE- either or both if standard or when you know the pilot 1. The 500 feet restriction is a minimum. Higher altitudes is familiar with a nonstandard procedure.

should be used when warranted. For example, 1,000 feet is more appropriate for heavy aircraft operating over PHRASEOLOGY· unprotected personnel or small aircraft on or near the PATTERNALTITUDE (altitude). RIGHT TURNS.

runway.

b. Request for report on initial approach.

2. This authorization includes altitude restricted low approaches over preceding landing or taxiing aircraft.

PHRASEOLOGY· Restricted low approaches are not authorized over aircraft REPORT iNITIAL.

in takeoffposition or departing aircraft.

c. "Break" information and request for pilot PHRASEOLOGY· report. Specify the point of "break" only if CLEARED LOW APPROACH AT OR ABOVE (altitude).

nonstandard. Request the pilot to report "break" if TRAFFIC (description and location).

required for traffic or other reasons.

REFERENCE· PHRASEOLOGY· FAAO 7110.65, VehiclesIEquipment/Personne[onRunways, Para3 -1- 5.

BREAKAT (specified point).

FAAO 7110.65, Traffic Information, Para 3-1-6.

FAAO 7110.65, Light Signals, Para 3 -2 -1.

FAAO 7110.65, Timelylnfornw.tion, Para 3-3-3.

REPORT BREAK FAAO 7110.65, Taxi into Position and Hold (IIPH), Para 3-9-4.

d. Overhead maneuver patterns are developed at FAAO 7110.65, Same Runway Separation, Para 3-10.,.j, airports where aircraft have an operational need to conduct the maneuver. An aircraft conducting an overhead manenver is on VFR and the IFR flight plan 3-10-11. CLOSED TRAFFIC is cancelled when the aircraft reaches the "initial Approve/disapprove pilot requests to remain in point" on the initial approach portion of the closed traffic for successive operations subject to maneuver. The existence of a standard overhead local traffic conditions.

maneuver pattern does not eliminate the possible requirement for an aircraft to conform to convention- PHRASEOLOGY· al rectangular patterns if an overhead maneuver LEFT/RIGHT (if required) CLOSED TRAFFiC cannot be approved.

APPROVED. REPORT (position if required), NOTE· or Aircraft operating to an airport without a functioning control tower must initiate cancellation of the lFR flight UNABLE CLOSED TRAFFiC, (additional information plan prior to executing the overhead maneuver or after as required). landing.

•

3-10-8 Arrival Procedures and Separation 2/19104 711O.65P FIG 3-10-13 (a) Include specific coordination, execution, Overhead Maneuver and approval procedures for the operation.

(b) The exchange or issuance of traffic information as agreed to in any interfacility letter of Initial Approach agreement is accomplished.

(c) Include a statement in the procedure that

, I' 3-5NM 'I

1.80 tum \ Break Point clarifies at which points SFOs/ELPs may/may not be terminated. (See FIG 3-10-14 and FIG 3-10-16.)

I II' X ~ +-x-

RollOut i

2. Trafficinformation regarding aircraft in radio InitialPoint communication with or visible to tower controllers which are operating within or adjacent to the

J

'---_-x -180'tum flameout maneuvering area is provided to the SFO/ELP aircraft and other concerned aircraft.

3. The high-key altitude or practice precaution- ary approach maneuvering altitudes of the aircraft EXAMPLE- concerned are obtained prior to approving the "Air Force Three Six Eight, Runway Six, wind zero seven approach. (See FIG 3-10-14 andFlG 3-10-16.)

zero at eight, pattern altitude six thousand, report initial. ., NOTE· 1. Practice precautionary/SFO/ELP approaches are "Air Force Three Six Eight, break at midfield, report authorized only for specific aircraft. Any aircraft, however, break. » might make precautionary approaches, when engine failure is consideredpossible. The practice precautionary "Air Force Three Six Eight, cleared to land. » approach maneuvering area/altitudes may not conform 10 the standard SFO/ELP maneuvering area/altitudes.

"Alfa Kilo 1Wo 1Wo, Runway Three One, wind three three zero at one four, right turns, report initial. ,.

2. SFO/ELP approaches generally require high descent rates. Visibility ahead and beneath the aircraft is greatly "Alfa Kilo 11m 1Wo, report break. » restricted.

"Alfa Kilo 11m 1Wo, cleared to land. » 3. Pattern adjustments for aircraft conducting SFOs and e. Timely and positive controller action is required ELPs may impact the effectiveness of SFO and ELP to prevent a conflict when an overhead pattern could training.

extend into the path of a departing or a missed REFERENCE- FAAO 7110.65, Low Approach and Touch-and-Go, Para 4-8-12.

approach aircraft. Local procedures and/or coordina- FAAO 7610,4,Simulated Flameout (SFO)/Emergency Landing Pattern tion requirements should be set forth in an (ELP) Operations, Para 9-3-7.

appropriate letter of agreement, facility directive, b. For overhead SFO/ELP approaches: base flying manual etc., when the frequency of 1. Request a report at the entry point.

occurrence warrants.

PHRASEOLOGY· REPORT (high or low) KEY (as appropriate).

3-10-13. SIMULATED FLAMEOUT (SFO) 2. Request a report at low key.

APPROACHES/EMERGENCY LANDING PATTERN (ELP) OPERATIONS/PRACTICE PHRASEOLOGY- PRECAUTIONARY APPROACHES REPORT LOW KEY.

3. At low key, issue low approach clearance or a, Authorize military aircraft to make SFO/ELP/ alternate instructions.

practice precautionary approaches if the following conditions are met: REFERENCE- FAAO 7110.65, Sequence/Spacing Application, Para 3-8-1.

FA4.0 7110.65, Inflighl Emergencies Involving Military Fighter-type 1. A letter of agreement or local operating Aircraft. Para 10-1-7.

procedure is in effect between the military flying FAAO 7610.4, Simula/edFlameour(SFO)/Emergency Landing Panem organization and affected ATe facility.

(ELP) Operations, Para 9-3-7.

Arrival Procedures and Separation 3-10-9 7110.65P 2/19104 c. For straight-in simulation flameout PHRASEOLOGY· REPORT (distance) MILE SIMULATED FLAMEOUT approaches: FINAL.

1. Request a position report from aircraft conducting straight-in SFO approaches.

F1G3·IO·14 Simulated Flameout [1]

FLAMEOUT PATTERN

High Key Rollout oSpeedbrakes-Open.

-Hook-Dlv (as desired).

Flare Base Key 3-10-10 Arrival Procedures and Separation 7110.65P 2/19/04 2. At the appropriate position on final (normally no closer than 3 miles), issue low approach clearance or alternate instruction. (See FIG 3-10-15.)

FIG3-10-IS Simulated Flameout [2]

STRAIGHT-IN FLAMEOUT

PATTERN

5NM ;;;;;;;;;;;;;;;;="" 6,000 Feet- 10,000 Feet AGL-

A

9.5NM =---

- I

7,000 FeetAGL

•

3-10-11 Arrival Procedures and Separation 7110.65P 2/19/04 FIG 3·10·16 Emergency Landing Pattern

Emergency Landing Pattern High Key

3,000 FeetAGL _ ~ One-Third Point ~t:erOn RU~y Low Key

/'

1,500 FeetAGL Abeam Touchdown Point za

•

•

3-10-12 Arrival Procedures and Separation

7110.65P 2/19104

Section 11. Helicopter Operations

PHRASEOLOGY- 3-11-1. TAXI AND GROUND MOVEMENT AIR-TAXI: OPERATION VIA (direct, as requested, or specified route) a. When necessary for a wheeled helicopter to taxi on the surface, use the phraseology in para 3-7-2, TO (location, heliport, helipad, operatinglmovement area, Taxi and Ground Movement Operations.

active/inactive runway).

NOTE· AVOID (aircraft/vehicles/personnel).

Ground taxiing uses less fuel than hover-taxiing and If required, minimizes air turbulence. However, under certain conditions, such as rough, soft, or uneven terrain, it may REMAIN AT OR BELOW (altitude).

become necessary to hover/air-taxi for safety consider- ations. Helicopters with articulating rotors (usually CAUTION (wake turbulence or other reasons above).

designs with three or more main rotor blades) are subject to "ground resonance" and may, on rare occasions, LAND AND CONTACT TOWER, suddenly lift off the ground to avoid severe damage or destruction.

or HOLD FOR (reason- takeoff clearance, release, b. When requested or necessary for a helicopter/ landingltaxiing aircraft, etc.).

VTOL aircraft to proceed at a slow speed above the surface, normally below 20 knots and in ground NOTE· Air-taxi is the preferred method for helicopter movements effect, use the following phraseology, supplemented on airportsprovidedground operations/conditionspermit.

as appropriate with the phraseology in para 3-7-2, Air-taxi authorizes the pilot to proceed above the surface Taxi and Ground Movement Operations.

either via hover-taxi or flight at speeds more than 20 knots.

Unless otherwise requested or instructed, the pilot is PHRASEOLOGY· expected to remain below 100 feetAGL. The pilot is solely HOVER·TAXI (supplemented, as appropriate, from responsible for selecting a safe airspeed for the para 3 -7-2, Taxi and Ground Movement Operations.)

altitude/operation being conducted.

REFERENCE- CAUTION (dust, blowing snow, loose debris, taxiing light P/CG Term- Air Taxi.

aircraft, personnel, etc.).

AIM, VFR Helicopter Operations at Controlled Airports, Para 4-3-17.

NOTE· WAKE TURBULENCE APPLICATION Hover-taxiing consumes fuel at a high burn rate, and d. Avoid clearances which require small aircraft or helicopter down wash turbulence (produced in ground effect) increases significantly with larger and heavier helicopters to taxi in close proximity to taxiing or helicopters.

hover-taxi helicopters.

REFERENCE- REFERENCE- AC 90-23, Aircraft Wake Turbulence, Para 10 and Para 11.

P/CG Term- Hover Taxi.

AIM, VFR Helicopter Operations at ControlledAirports, Para 4-3-17.

3-11-2. HELICOPTER TAKEOFF CLEARANCE c. When requested or necessary for a helicopter to a. Issue takeoff clearance from movement areas 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 feetAGL and at airspeeds above necessary. Whenever possible, issue takeoff clear- 20 knots, use the following phraseology, supplement- ance in lieu of extended hover- taxi or air-taxi ed as appropriate with the phraseology in para 3- 7- 2, operations.

Taxi and Ground Movement Operations.

Helicopter Operations 3-11-1 711O.65P 2/19/04 PHRASEOLOGY- 3-11-3. HELICOPTER DEPARTURE (Present position, taxiway, helipad, numbers) MAKE SEPARATION RIGlIT/LEFT TURN FOR (direction, points of compass, Separate a departing helicopter from other helicop- heading, NA VAID radial) DEPARTURE/DEPARTURE ters by ensuring that it does not takeoffuntil one of the ROUTE (number, name, or code), AVOID (aircraft/

•

following conditions exists: vehicles/personnel), NOTE- Helicopters performing air-taxiing operations within the or boundary of the airport are considered to be taxiing aircraft.

REMAIN (direction) OF (active runways, parking areas, passenger terminals, etc.).

a. A preceding, departing helicopter has left the takeoff area. (See FIG 3- 11- 1.)

CAUTION (power lines, unlighted obstructions, trees, FIG 3-11·] wake turbulence, etc.).

Helicopter Departure Separation CLEARED FOR TAKEOFF.

b. Iftakeoffis requested from nonmovement areas and, in your judgment, the operation appears to be

Takeoff Area I

reasonable, use the following phraseology instead of I the takeoff clearance in subpara a.

-~--

.-' .. -

PHRASEOLOGY·

..:jF---

-.

PROCEED AS REQUESTED, USE CAUTION (reason ...... , ........

and additional instructions, as appropriate).

c. If takeoff is requested from an area not visible, an area not authorized for helicopter use, an unlighted nonmovement area at night, or an area off the airport, and traffic is not a factor, use the following phraseology.

b. A preceding, arriving helicopter has taxied off PHRASEOLOGY-

•

the landing area. (See FIG 3-II-2.) DEPARTURE FROM (requested location) WIll BE AT YOUR OWN RISK (reason and additional instructions, as FIG3-11-2 necessary).

Helicopter Departure Separation d. Unless requested by the pilot, do not issue downwind takeoffs if the tailwind exceeds 5 knots.

NOTE- I··----~_·-;;;~ Landingffakeoff A pilot request to takeoff from a given point in a given Area direction constitutes such a request.

...:4F "<: -, -, -, '.

'~~

•

3-11-2 Helicopter Operations 7110.65P 2/19/04 3-11-4. HELICOPTER ARRIVAL SEPARATION b. A preceding, departing helicopter has left the landing area. (See flO 3-11-5.)

Separate an arriving helicopter from other helicopters by ensuring that it does not land until one of the FIG3·1I-5 Helicopter Arrival Separation following conditions exists: a. A preceding, arriving helicopter has come to a stop or taxied off the landing area.

(See flO 3-11-3 and flO 3-11-4.)

FIG3·1I-3 ----~_.

Helicopter Arrival Separation

I Landing Area I

~ Preceding

-.....w . . -. _. _ Helicopter

3-11-5. SIMULTANEOUS LANDINGS OR .. ~--._ ....... - Has Stopped 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 another helicopter. (See flO 3-11-6.)

FIG 3-11-4 Hellcopter Arrival Separation FIG3-1I-6 Simultaneous Helicopter Landings or Take.otTs

I Landing Area I

Helicopter Operations 3-11-3 7110.65P 2/19/04 3-11-6. HELICOPTER LANDING CLEARANCE b. If landing is requested to nonmovement areas and, in your judgment, the operation appears to be a. Issue landing clearance for helicopters to reasonable, use the following phraseology instead of movement areas other than active runways, or from the landing clearance in subpara a above.

•

diverse directions to points on active runways, with PHRASEOLOGY- additional instructions, as necessary. Whenever PROCEED AS REQUESTED, USE CAUTION (reason possible, issue landing clearance in lieu of extended and additional instructions, as appropriate).

hover-taxi or air-taxi operations.

c. Iflanding is requested to an area not visible, an PHRASEOLOGY- area not authorized for helicopter use, an unlighted MAKE APPROACH STRAIGHT-IN/CIRCLING LEFT/ nonmovement area at night, or an area off the airport, RIGHT TURN TO (location, runway, taxiway, helipad, and traffic is not a factor, use the following Maltese cross) ARRIVAL/ARRIVAL ROUTE (number, phraseology.

name, or code).

PHRASEOLOGY- HOLD SHORT OF (active runway, extended runway LANDING AT (requested location) WILL BE AT YOUR centerline, other).

OWN RISK (reason and additional instructions, as necessary).

REMAIN (direction/distance; e.g., 700 feet, 1 1/2 miles) FROM (runway, runway centerline, other helicopter/air- TRAFFIC (as applicable), craft}, or CAUTION (power lines, unlighted obstructions, wake turbulence, etc.).

TRAFFIC NOT A FACTOR.

d. Unless requested by the pilot, do not issue CLEARED TO LAND.

downwind landings if the tailwind exceeds 5 knots.

costscr GROUND.

NOTE· A pilot request to land at a given point from a given AIR TAXI TO RAMP.

direction constitutes such a request.

•

3-11-4 Helicopter Operations

2/19/04 711O.65P

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 ofthe sea lane or turned to avert any conflict. (See

H ,500 Feet-I

FIG 3-12-1). If you can determine distances by I---- 3,000 Feet------j reference to suitable landmarks, the other aircraft

I 6,000 Feet------I

need only be airborne if the following minimum distance exists between aircraft: 1. When ouly Category I aircraft are involved- 1,500 feet.

b. A preceding landing aircraft has taxied out of the sea lane.

2. When a Category I aircraft is preceded by a Category II aircraft- 3,000 feet.

NOTE- Due to the absence of braking capability, caution should be 3. When either the succeeding or both are exercised when instructing a float plane to hold a position Category II aircraft- 3,000 feet.

as the aircraft will continue to move because of prop generated thrust. Clearance to taxi into position and hold 4. When either is a Category III aircraft- 6,000 should, therefore, be fol/owed by takeoffor other clearance feet. (See FIG 3-12-2.)

as soon as practicable.

FIG3·12·1 Sea Lane Departure Operations 3-12-3. ARRIVAL SEPARATION 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 ~ L" .~ 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 2/19/04 7110.65P lane if the following minimum distance from the 1. When a Category I aircraft is landing behind

a Category I or II- 2,000 feet. (See FIG 3-12-3.) landing threshold exists: e

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 1~2,000 Feet:-- ~--------~~------~ 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

•

~-~~~-~-~-~

-------

1-2,500 Feet-I !-l ,500 Feee-] b. The other aircraft has departed and crossed the 1---3,000 Feet--4 end of the sea lane or turned to avert any conflict. (See

I 6,000 Feet---~

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

7110.65P 2/19/04

Chapter 4. IFR

Section 1. NAVAIO Use Limitations

TBL 4-1-4 4-1-1. ALTITUDE AND DISTANCE LIMITATIONS MLS When specifying a route other than an established Usable Height and Distance' airway or route, do not exceed the limitations in the table on any portion of the route which lies within Height (feel) Distance above transmitter (miles from transmitter) controlled airspace. (For altitude and distance limitations, see TBL 4-1-1, TBL 4-1-2, 20 (for glideslope) 20,000 TBL4-1-3, and TBL4-1-4.) (For correct applica- 20,000 20 (for azimuth) tion of altitude and distance limitations see 'Use the current flight check height/altitude limitations if FIG 4-1-1 and FIG 4-1-2.) differentfrom the aboveminima.

REFERENCE- FAAO 7110.65, Fix Use, Para 4·1·5.

FIG 4-1-1 FAAO 7110.65, Methods, Para 5-6-2.

Application of Altitude and Distance Limitations TBL 4-1-1 [Application 1) VOR/VORTACffACAN NAVAIDs Normal Usable Altitudes and Radius Distances CORRECT APPLICATION Distance Class Altitude (miles) T 12,000and below 25 L Below 18,000 40 Direct Route H Below 14,500 40 Below 10,000 H 14,500 - 17,999 H 18,000 - FL 450 130 H Above FL 450 100 TBL 4-1-2 LlMF Radio Beacon (RBN) Usable Radius Distances for All Altitudes FIG 4-1-2 Distaoce Class Power (watts) Application of Altitude and Distance Limitations (miles) [Application 2) CL Under25 i5 MH Under50 25 H 50 -1,999 50 INCORRECT APPLICATION HB 2,000 or more 75 ------------ Controlled ' TBL4-1-3 Airspace 1 , ILS 1 , 1 , Usable Height and Distance' . .Al--_-l"""'=-..!.!!i"""I-_---fl~,AVAIDI ~AVA[ / Heigbt (feet) Distance

, /

above transmitter (miles from transmitter)

" /

" /

4,500 10 (forglideslope) -./ 4,500 18 (for localizer) 'Use the current flight checkheight/altitude limitations if differentfrom the above minima.

NAVAIDUse Limitations 4-1-1 7110.65P 2/19/04 REFERENCE· 4-1-2. EXCEPTIONS FAAO 7110.65, Methods, Para 5-6-2.

Altitude and distance limitations need not be applied when any of the following conditions are met: 4-1-5. FIX USE a. Routing is initiated by ATC or requested by the Request aircraft position reports only over fixes pilot and the following is provided: shown on charts used for the altitude being flown, except as follows: 1. Radar monitoring.

2. As necessary, course guidance unless the NOTE- Waypoints filed in random RNAV routes automatically aircraft is fE, IF, /G, or IR equipped.

become compulsory reporting points for the flight unless NOTE- otherwise advised by ATe.

1. Para 4-4-1, Route Use, requires radar monitoring be provided at FL 450 and below to aircraft on random a. Unless the pilot requests otherwise, use only (impromptu) RNAV routes.

those fixes shown on high altitude en route charts, Para 5-5-1, Application, requires radar separation be high altitude instrument approach procedures charts, provided for these routes at FL 450 and below.

and DP charts when clearing military turbojet single-piloted aircraft.

2. When a clearance is issued beyond the altitude and/or distance limitations of a NAVAID, in addition to being b. Except for military single-piloted turbojet responsible for maintaining separation from other aircraft aircraft, unpublished fixes may be used if the name of and airspace, the controller is responsible for providing the NAVAID and, if appropriate, the radial/course/ aircraft with information and advice related to significant azimuth and frequency/channel are given to the pilot.

deviations from the expected flight path.

An unpublished fix is defined as one approved and REFERENCE· planned for publication which is not yet depicted on P/CG Tenn- Radar Monitoring.

the charts or one which is used in accord with the b. Operational necessity requires and approval has following: been obtained from the Frequency Management and REFERENCE· Flight Inspection Offices to exceed them.

FAAO 7130.3, Holding Pattern Criteria.

c. Requested routing is via an MTR.

1. Unpublished fixes are formed by the en route REFERENCE- radial and either a DME distance from the same FAAO 7110.65, Methods, Para 5-6-2.

NAVAID or an intersecting radial from an off-route VOR/VORTAC/TACAN. DME shall 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 sigual coverage restric- aid when clearing an aircraft to cross or hold at a fix.

tions exist, an unpublished fix may be used for ATC REFERENCE· purposes if its location does not exceed NAVAID FAAO 7110.65, Methods, Para 5-6-2.

altitude and distance limitation, and when off-route radials are used, the angie of divergence meets the 4-1-4. VFR-QN·TOP criteria prescribed below.

Use a route not meeting service volume limitations NOTE· only if an aircraft requests to operate "VFR-on-top" Unpublished fixes should not negate the normal use of on this route.

published intersections. Frequent routine use of an unpublished fix would justify establishing a fix.

NOTE- Aircraft equipped with mCAN only are expected to: REFERENCE- FAAO 7110.65, Altitude and Distance Limitations, Para 4-1-1.

a. Define route of flight between mCAN or VORmC 3. Do not hold aircraft at unpublished fixes NAVAIDs in the same manner as VOR-equipped aircraft.

below the lowest assignable altitude dictated by terrain clearance for the appropriate holding pattern b. Except in Class A airspace, submit requests for airspace area (template) regardless of the MEA for .- "VFR-on-top" flight where insufficient TACAN or the route being flown.

VORmc NAVAIDs exist to define the route.

NAVAID Use Limitations 4-1-2 2/19/04 7110.65P 4. When the unpublished fix is located on an shall increase I/ degree per NM; e.g., 130 NM would Z off-route radial and the radial providing course require 88 degrees.

guidance, it shall be used consistent with the e. Fixes contained in the route description of following divergence angles: MTRs are considered filed fixes.

(a) When holding operations are involved d. TACAN-only aircraft (type suffix M, N, or P) with respect to subparas (b) and (c) below, the angle possess TACAN with DME, but no VOR or LF of divergence shall be at least 45 degrees.

navigation system capability. Assign fixes based on (b) When both NAVAIDs involved are TACAN or VORTAC facilities only.

located within 30 NM of the unpublished fix, the NOTE- minimum divergence angle is 30 degrees.

TACAN-only aircraft can never be held overhead the (e) When the unpublished fix is located over NAVAlD, be it TACAN or VORTAC.

30 NM from the NAVAID generating the off-course e. DME fixes shall not be established within the radial, the minimum divergence angle shall increase no-course signal zone of the NAVAID from which 1 degree per NM up to 45 NM; e.g., 45 NM would inbound holding course information would be require 45 degrees.

derived.

(d) When the unpublished fix is located REFERENCE· beyond 45 NM from the NAVAID generating the FAAO 7110.65, NAVAID Fixes, Para 2-5-3.

off-course radial, the minimum divergence angle FAAO 7110.65, Methods, Para 5-6-2.

NAVAlD Use Limitations 4-1-3

2/19/04 7110.65P

Section 2. Clearances

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

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

a. Aircraft identification.

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

a. Amend route of flight in a previously issued • c. Standard Instrument Departure (SID).

clearance by one of the following: d. Route of flight including PDR/PDAR/PAR 1. State which portion of the route is being when applied.

amended and then state the amendment.

e. Altitude data in the order flown.

PHRASEOLOGY- CHANGE (portion of route) TO READ (new portion of f. Mach number, if applicable.

route).

g. USAF. When issuing a clearance to an airborne 2. State the amendment to the route and then aircraft containing an altitude assignment, do not state that the rest of the route is unchanged.

include more than one of the following in the same PHRASEOLOGY- transmission: (Amendment to route), REST OF ROUTE UNCHANGED.

1. Frequency change.

3. Issue a clearance "direct" to a point on the previously issued route.

2. Transponder change.

PHRASEOLOGY· 3. Heading.

CLEARED DIRECT (fix).

4. Altimeter setting.

NOTE- Clearances authorizing «direct" to a point on a previously 5. Traffic information containing an altitude.

issued route do not require the phrase "rest of route h. Holding instructions. unchanged." However, it must be understood where the previously cleared route is resumed. When necessary, "rest i, Any special information.

of route unchanged n may be used to clarify routing.

j. Frequency and beacon code information.

4. Issue the entire route by stating the amendment.

REFERENCE- FAAO 7110.65, IFR- VFR and VFR-IFR Flights, Para 4-2-8.

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

(Cessna 21A has been cleared to the Airville Airport via Wl Delta VOR V174 Alfa VOR, direct Airville Airport, 4-2-2. CLEARANCE PREFIX maintain 9000. After takeoff, the aircraft is rerouted via V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR.

a. Prefix a clearance, information, or a request for The controller issues one of the following as an amended information which will be relayed to an aircraft clearance): through a non-ATC facility by stating "A- T-C clears," "A- T -C advises," or "A- T -C requests."

1. "Cessna Two OneAlfa change VIctor Forty-One Delta to read VIctor Forty-One Frank, VIctor Seventy-One b, Flight service stations shall prefix a clearance Delta. ,.

with the appropriate phrase: "ATC clears," "ATC advises," etc.

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

Frank, Victor Seventy-One Delta, Victor One Clearances 4-2-1 7110.65P 2/19/04 Seventy-Four Alfa V-O-R, direct Airville airport,

d. Air traffic control specialists should avoid route A

maintain Niner Thousand. ~, and/or altitude changes for aircraft participating in .- the North American Route Program (NRP) and that b. When route or altitude in a previously issued are displaying "NRP" in the remarks section of their clearance is amended, restate all applicable altitude flight plan.

restrictions.

NOTE· EXAMPLE- Air traffic control specialists retain the latitude necessary (A departing aircraft is cleared to cross Ollis intersection to tactically resolve conflicts. Every effort should be made at or above 3,000; Gordonsville VOR at or above 12,000; to ensure the aircraft is returned to the original filed flight maintainFL 200. Shortly after departure the altitude to be plan/altitude as soon as conditions warrant.

maintained is changed to FL 240. Because altitude REFERENCE· restrictions remain in effect, the controller issues an FAAO 7110.65, Operational Priority, Para 2-1-4.

amended clearance as follows): FAAO 7110.65, North AmericanRoute Program (NRP) Information, Para 2-2-15.

FAAO 7110.65, En Route Data Entries, Para 2-3-2.

"Amend altitude. Cross Ollis intersection at or above FAAO 7210.3, Chapter 17, Section 17, NorthAmericanRouteProgram.

Three Thousand; cross Gordonsville V-O-R at or above One Two Thousand; maintain Flight Level Two Four 4-2-6. THROUGH CLEARANCES Zero. " You may clear an aircraft through intermediate stops.

(Shortly after departure, altitude restrictions are no longer PHRASEOLOGY· applicable, the controller issues an amended clearance as CLEARED THROUGH (airport) TO (fix).

follows): 4-2-7. ALTRV CLEARANCE "Climb and maintain Flight Level Two Four Zero."

Use the phrase "via approved altitude reservation NOTE- flight plan," ifthe aircraft will operate in an approved Restating previously issued altitude to "maintain" is an amended clearance. If altitude to /( maintain" is changedor ALTRY.

restated, whether prior to departure or while airborne, and PHRASEOLOGY- previously issued altitude restrictions are omitted, altitude VL4 APPROVED ALTITUDE RESERVATION (mission

restrictions are canceled, including DP/FMSP/STAR •

name) FLIGHI PLAN.

altitude restrictions if any.

NOTE· c. Issue an amended clearance if a speed An ALTRV normally includes the departure, climb, cruise, and arrival phases of flight up to and including holding restriction is declined because it cannot be complied pattern or point/time at which ATe provides separation with concurrently with a previously issued altitude between aircraft.

restriction.

REFERENCE· EXAMPLE- FAAO 7110.65, Abbreviated Departure Clearance, Para 4-3-3.

(An aircraft is cleared to cross Gordonsville VOR at 11,000. Shortly thereafter he/she is cleared to reduce 4-2-8. IFR-VFR AND VFR-IFR FLIGHTS his/her airspeed to 300 knots. The pilot informs the a. Clear an aircraft planning IFR operations for the controller he/she is unable to comply with both clearances initial part of flight and VFR for the latter part to the simultaneously. The controller issues an amended fix at which the IFR part ends.

clearance as follows): b. Treat an aircraft planning VFR for the initial "Cross Gordonsville VOR at One One Thousand. Then, part of flight and IFR for the latter part as a VFR reduce speed to Three Zero Zero. " departure. Issue a clearance to this aircraft when it NOTE- requests IFR clearance approaching the fix where it The phrase "do the best you can" or comparable phrases proposes to start IFR operations. The phraseology are not valid substitutes for an amended clearance with CLEARED TO (destination) AIRPORT AS FILED altitude or speed restrictions.

may be used with abbreviated departure clearance REFERENCE· procedures.

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

FAAO 7110.65, Section 6, Vectoring, Methods, Para 5-6-2. REFERENCE· FAAO 7110.65, Section 7, SpeedAdjustment, Methods, Para 5-7-2. FAAO 7110.65, Abbreviated Departure Clearance, Para 4-3-3.

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Clearances 4-2-2 2/19/04 7110.65P c. When an aircraft changes from VFR to:IFR, the 3. If unable to maintain terrain and obstruction controller shall assign a beacon code to Mode-C separation, instruct the pilot to maintain VFR and to equipped aircraft that will allow MSAW alarms.

state intentions.

d. When a VFR aircraft, operating below the 4. If appropriate, apply the provisions of minimum altitude for IFR operations, requests an IFR para 10-2-7, VFR Aircraft In Weather Difficulty,or clearance and you are aware that the pilot is unable to para 10-2-9, Radar Assistance Techniques, as climb in VFR conditions to the minimum IFR necessary.

altitude: 1. Before issuing a clearance, ask if the pilot is 4-2-9. CLEARANCE ITEMS able to maintain terrain and obstruction clearance during a climb to the minimum IFR altitude.

Thefollowing guidelines shall be utilized to facilitate the processing of airfile aircraft: NOTE- Pilots of pop-up aircraft are responsible for terrain and a. Ensure the aircraft is within your area of obstacle clearance until reaching minimum instrument jurisdiction unless otherwise coordinated.

altitude (MIA) or minimum en route altitude (MEA). Pilot compliance with an approved FAA procedure or an ATe b. Obtain necessary information needed to instruction transfers that responsibility to the FAA; provide IFR service.

therefore, do not assign (or imply) specific course guidance that will (or could) be in effect below the MIA or MEA.

c. Issue clearance to destination, short range EXAMPLE· clearance, or an instruction to the pilot to contact a "November Eight Seven Six, are you able to provide your FSS or AFSS if the flight plan cannot be processed.

own terrain and obstruction clearance between your NOTE- present altitude and six thousand feet?"

These procedures do not imply that the processing of 2. If the pilot is able to maintain terrain and airfiles has priority over another ATe duty to be obstruction separation, issue the appropriate clear- performed.

ance as prescribed in para 4-2-1, Clearance Items, REFERENCE- and para 4-5-6, Minimum En Route Altitudes.

FAAO 7110.65, Recording Information, Para 2-2-1.

Clearances 4-2-3

2/19/04 7110.65P

Section 3. Departure Procedures

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

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

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

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

apply only within controlled airspace.

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

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

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

a tabularform supplement to the FAA instrumentapproach procedure chart and appropriate FAA Form 8260. These b. Clearance Limit.

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

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

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

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

NOTE· Presidential detail is responsible for ensuring the accuracy PHRASEOLOGY· of the destination airport.

FLY RUNWAY HEADING.

PHRASEOLOGY· DEPART (direction or runway).

DESTINATION AS FILED.

c. Departure Procedures. TURN LEFT/RIGHT.

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

Service- Specify these items as necessary.

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

UNTIL REACHING (fix or altitude), Departure Procedures 4-3-1 7110.65P 2/19/04 EXAMPLE- and if required, 'r Stroudsburg One Departure. Cross Jersey intersection at • four thousand. Cross Range intersection at six thousand. " BEFORE PROCEEDING ON COURSE.

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

pilot's prerogative.

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

(a) Assign a SID (including transition if

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PHRASEOLOGY- necessary). Assign a PDR or the route filed by the EXPECT FURTHER CLEARANCE VIA (airways, routes,

I pilot, only when a SID is not established for the

or fixes.)

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

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

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

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the controiler may be able to plan his/her traffic to EXAMPLE- accommodate the high performance climb and allow the • "Stroudsburg One Departure. ,.

pilot to climb to his/her planned altitude without "Stroudsburg One Departure, Sparta Transition. ,.

restriction.

"Stroudsburg One RNA V Departure. ,.

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

clearance, or any other SID published for that location,

I

he/she is expected to advise ATe. • (b) If unable 9,000' AGL or higher, then the highest available altitude below 9,000' AGL.

(b) If it is necessary to assign a crossing

I altitude which differs from the SID altitude, repeat

2. Assign the altitude requested by the pilot.

the changed altitude to the pilot for emphasis.

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

to the requested altitude unless instructions are EXAMPLE- contained in the specified DP, or "Stroudsburg One Departure, except cross Quaker at five (h) If the requested altitude is not expected to thousand. I say again, cross Quaker at five thousand. ,.

be available, inform the pilot what altitude can be "Astoria Two RNA V Departure, except cross Astor expected and when/where to expect it.

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

pilot shall continue the flight under VFR and land as soon as practicable. That section also says that when the failure • PHRASEOLOGY- occurs in IFR conditions the pilot shall continue flight at • (SID name) DEPARTURE. CROSS (fix) AT (altitude).

Departure Procedures 4-3-2 --------------- ------ 711O.65P 2/19/04 the highest of the following altitudes or flight levels for the 4-3-3. ABBREVIATED DEPARTURE route segment being flown: CLEARANCE a. The altitude or flight level assigned in the last ATC a. Issue an abbreviated departure clearance if its clearance received.

use reduces verbiage and the following conditions are b. The minimum altitude (converted, if appropriate, to met: minimum flight level as prescribed in 14 CFR Section 91.121(c)) for IFR operations. (This altitude REFERENCE· FAAO 7110.65, IFR·VFR and VFR·IFR Flights, P.,. 4-2-8.

should be consistent with MEAs, MaC As, etc.)

c. The altitude or flight level ATC has advised may be 1. The route of flight filed with ATC has not expected in a further clearance.

been changed by the pilot, company, operations 2. If the expected altitude is the highest of the preceding officer, input operator, or in the stored flight plan choices, the pilot should begin to climb to that expected program prior to departure.

altitude at the time or fix specified in the clearance. The choice to climb to the expected altitude is not applicable if NOTE- the pilot has proceeded beyond the specified fix or if the A pilot will not accept an abbreviated clearance if the route time designated in the clearance has expired.

offlight filed withATC has been changed by him/her or the company or the operations officer before departure.

PHRASEOLOGY· He/she is expected to inform the control facility on initial CliMB AND MAINTAiN (the altitude as near as possible radio contact ifhelshe cannot acceptthe clearance. It is the to the pilot's requested altitude). EXPECT (the requested responsibility of the company or operations officer to altitude or an altitude differentfrom the requested altitude) inform the pilot when they make a change.

AT (time or fix), 2. All ATC facilities concerned have sufficient route of flight information to exercise their control and if applicable, responsibilities.

(pilot's requested altitude) IS NOT AVAiLABLE.

NOTE· The route of flight information to be provided may be EXAMPLE· covered in letters of agreement.

1. A pilot has requested flight level 350. Flight level 230 3. When the flight will depart IFR, destination is immediately available and flight level 350 will be airport information is relayed between the facilities available at the Appleton zero five zero radial 35 mile fix.

The clearance will read: concerned prior to departure.

"Climb and maintain flight level two three zero. Expect EXAMPLE· flight level three five zero atAppleton zero five zero radial 1. A tower or flight service station relay of destination three five mile fix. " airport information to the center when requesting clearance: 2. A pilot has requested 9, 000 feet. An altitude restriction "Request clearance for United Four Sixty-One to is required because a/facility procedures or requirements.

O'Hare. " Assign the altitude and advise the pilot at whatfix/time the pilot may expect the requested altitude. The clearance 2. A center relay to the tower or flight service station when could read: initiating a clearance: '<Climb and maintain five thousand. Expect niner "Clearance for United Four Sixty-One to O'Hare."

thousand one zero minutes after departure. " NOTE· Pilots are expected to furnisb the facility concerned with 3. A pilot has requested 17, 000 feet which is unavailable.

destination airport information on initial radio call-up.

You plan 15,000 feet to be the pilot's highest altitude prior This will provide the information necessary for detecting to descent to the pilot's destination but only 13,000 feet is any destination airport differences on facility relay.

available until San Jose VOR. Advise the pilot of the expected altitude change and at what fix/time to expect 4. The assigned altitude, according to the clearance to 15,000 feet. The clearance will read: provisions in para 4-3-2, Departure Clearances, "Climb and maintain one three thousand. Expect one five subpara e, is stated in the clearance.

thousand at San Jose. One seven thousand is not available. " b. If it is necessary to modify a filed route of flight in order to achieve computer acceptance due, for REFERENCE- example, to incorrect fix or airway identification, the FAAO 7110.65, Abbreviated Departure Clearance, Para 4-3-3.

contraction "FRC," meaning "Full Route Clearance FAAO 7110.65, Initial Heading, Para 5-8-2.

Departure Procedures 4-3-3 7110.65P 2/19/04 NOTE- Necessary," or "FRC/(fix)," will be added to the 1. SIDs are excluded from "cleared as filed" procedures.

I_

remarks. "FRC" or "FRC/(fix)" must always be the first item of intra-center remarks. When "FRC" or 2. If a pilot does not wish to accept an ATC clearance to "FRC/(fix)" appears on a flight progress strip, the fly a SID, he/she is expected to advise ATC or state "NO controller issuing the ATC clearance to the aircraft SID" in his/her flight plan remarks.

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shall issue a full route clearance to the specified fix, or, if no fix is specified, for the entire route.

e. When a filed route will require revisions, the controller responsible for initiating the clearance to EXAMPLE- "Cleared to Missoula International Airport, Chief 1Wo the aircraft shall either: Departure toAngley; direct Salina; then as filed; maintain one seven thousand. " 1. Issue a FRC/FRC until a fix; or NOTE- Changes, such as those made to conform with traffic flows 2. If it reduces verbiage, state the phrase: and preferred routings, are only permitted to be made by "Cleared to (destination) aitport, (SID and SID • the pilot (or his/her operations office) or the controller transition, as appropriate), then as filed, except .... " responsible for initiating the clearance to the aircraft.

Specify the necessary revision, then the assigned altitude; and if required, add any additional c. Specify the destination airport in the clearance.

instructions or information. If a SID is not assigned, • d. When no changes are required in the filed route, state: "Cleared to (destination) airport as filed, except state the phrase: "Cleared to (destination) airport, .... " Specify the necessary revision, the assigned (SID and SID transition, as appropriate); then, as altitude; and if required, add any additional filed." If a SIDis not assigned, follow with "As filed."

instructions or information.

I

Specify the assigned altitude; and, if required, add any additional instructions or information.

PHRASEOLOGY- CLEARED TO (destination) AIRPORT; PHRASEOLOGY- CLEARED TO (destination) AIRPORT; and as appropriate,

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and as appropriate, (SID name and number) DEPARTURE,

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I (SID name and number) DEMRTURE, (transition name) TRANSITION; THEN, THEN AS FILED.

AS FILED, EXCEPT CHANGE ROUTE TO READ MAINTAIN (altitude); {additional instructions or (amended route portion).

information).

MAINTAIN (altitude); I If a SID is not assigned, and if required, CLEARED TO (destination) AIRPORT AS FILED.

MAINTAIN (altitude); (additional instructions or information).

and if required, If a SID is not assigned,

I

(additional instructions or information).

CLEARED TO (destination) AIRPORT AS FILED, EXAMPLE- EXCEPT CHANGE ROUTE TO READ (amended route "Cleared to Reynolds Airport; David Two RNAV Departure, Kingham Transition; then, as filed. Maintain portion).

niner thousand. Expect flight level four one zero, one zero minutes after departure. " MAINTAIN (altitude); "Cleared to Reynolds Airport as filed. Maintain niner and if required, thousand. Expect flight level four one zero, one zero minutes after departure. " (additional instructions or information).

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Departure Procedures 4-3-4 7110.65P 2/19/04 EXAMPLE· instructions requiring the pilots to advise ATe or their "Cleared to Reynolds Airport; South Boston One intentions no later than 30 minutes after the clearance Departure; then, as filed, exceptchange route to readSouth void time if not airborne.

Boston Victor Twenty Greensboro. Maintain eight thousand, report leaving four thousand. " 2. The facility delivering a clearance void time to a pilot shall issue a time check.

"Cleared to ReynoldsAirport as filed, except change route PHRASEOLOGY· to read South Boston Wctor 1Wenty Greensboro. Maintain CLEARANCE VOID IF NOT OFF BY (clearance void eight thousand, report leaving four thousand. " time), "Cleared to Reynolds Airport via Victor Ninety-one and if required, Albany, then as filed. Maintain six thousand. " r. In a nonradar environment specify one, two, or IF NOT OFF BY (clearance void time), ADVISE (facility) more fixes, as necessary, to identify the initial route NOT LATER THAN (time) OF INTENTIONS.

of flight.

TIME (time in hours, minutes, and the nearest quarter EXAMPLE· minute).

The filed route of flight is from Hutchins VlO Emporia, thence VI ON and V77 to St. Joseph. The clearance will b. Hold For Release (HFR).

read: 1. "Hold for release" instructions shall be used "Cleared to WatyonAirport as filed via Emporia, maintain when necessary to inform a pilot or a controller that Seven Thousand. " a departure clearance is not valid until additional g. Do not apply these procedures when a pilot instructions are received.

requests a detailed clearance or to military operations REFERENCE· conducted within ALTRV, stereo routes, operations PIca Term- Hold for Release: above FL 600, and other military operations requiring 2. When issuing hold for release instructions, special handling.

include departure delay information.

NOTE· Departure clearance procedures and phraseology for PHRASEOLOGY· military operations within approved altitude reservations, (Aircraft identification) CLEARED TO (destination) military operations above FL 600, and other military AIRPORT AS FILED, MAINTAIN (altitude), operations requiring special handling are contained in separate procedures in this order or in a LOA, as and if required, appropriate.

(additional instructions or information).

REFERENCE· FAAO 7110.65, ALTRV Clearance, Para 4-2-7.

FAAO 7110.65, Military OpertUionsAboveFL 600, Para 9-3-12.

HOW FOR RELEASE, EXPECT (time in hours and/or minutes) DEPARTURE DELAY.

4-3-4. DEPARTURE RESTRICTIONS, 3. When conditions allow, release the aircraft as CLEARANCE VOID TIMES, HOLD FOR soon as possible.

RELEASE, AND RELEASE TIMES PHRASEOLOGY- Assign departure restrictions, clearance void times, To another controller, hold for release, or release times when necessary to separate departures from other traffic or to restrict or (aircraft identification) RELEASED.

regulate the departure flow.

To a flight service specialist, REFERENCE· FAAO 7110.65, Ovent.eAircra[t, Para 10-3-1.

FAAO 7110.65, TTlJffu:Restrictwns, Para 10-4-1.

ADVISE (aircraft identification) RELEASED FOR FAAO 7110.65, TrQffkResumption, Para 10-4-3.

DEPARTURE.

a. Clearance Void Times.

To a pilot at an airport not served by a control tower, 1. When issuing clearance void times at airports not served by control towers, provide alternative (aircraft identification) RELEASED FOR DEPARTURE.

Departure Procedures 4-3-5 7110.65P 2/19/04 c. Release Times. NOTE- (Trust & Verify) EDCTs are revised by Air Carriers and _ 1. Release times shall be issued to pilots when Traffic Management for changing conditions en route or at .- necessary to specify the earliest time an aircraft may affected airport(s). Terminal controllers use of aircraft reported EDCT for departure sequencing should be depart.

verified with the appropriate TMU prior to departure if this NOTE- can be accomplished without the aircraft incurring delay A release time is a departure restriction issued to a pilot beyond the EDCT reported by the aircraft. The preferred (either directly or through authorized relay) to seporate a method for verification is the Flight Schedule Monitor departing aircraft from other traffic.

(FSM). If the EDCT cannot be verified without incurring additional delay, the aircraft should be released based on 2. The facility issuing a release time to a pilot the pilot reported EDCT. The aircraft operator is shall include a time check.

responsible for operating in a manner consistent to meet theEDCT.

PHRASEOLOGY- (Aircraft identification) RELEASED FOR DEPARTURE 4-3-5. GROUND STOP AT (time in hours and/or minutes), Do not release an aircraft if a ground stop (OS) and if required, applicable to that aircraft is in effect, without the approval of the originator of the OS.

IF NOT OFF BY (time), ADVISE (facility) NOT LATER THAN (time) OF INTENTIONS.

4-3-6. DELAY SEQUENCING TIME (time in hours, minutes, and nearestquarterminute).

When aircraft electto take delay on the ground before departure, issue departure clearances to them in the d. When expect departure clearance times order in which the requests for clearance were (EDCT) are assigned through a ground delay originally made if practicable.

program, the departure terminal shall, to the extent

I

possible, plan ground movement of aircraft destined 4-3-7. FORWARD DEPARTURE DELAY to the affected airport( s) so that flights are sequenced INFORMATION

to depart no earlier than 5 minutes before, andno later .-

than 5 minutes after the EDCT. Do not release aircraft Inform approach control facilities and/or towers of on their assigned EDCT if a ground stop (OS) anticipated departure delays.

applicable to that aircraft is in effect, unless approval has been received from the originator of the OS.

4-3-8. COORDINATION WITH RECEIVING FACILITY 1. If an aircraft has begun to taxi or requests taxi a. Coordinate with the receiving facility before the

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in a manner consistent with meeting the EDCT, the departure of an aircraft if the departure point is less aircraft shall be released. Additional coordination is than 15 minutes flying time from the transferring not required.

facility's boundary unless an automatic transfer of 2. If an aircraft requests taxi or clearance for data between automated systems will occur, in which departure inconsistent with meeting the EDCT case, the flying time requirement may be reduced to window, ask the pilot to verify the EDCT.

5 minutes or replaced with a mileage from the boundary parameter when mutually agreeable to both (a) If the pilot's EDCT is the same as the FAA facilities.

EDCT, the aircraft is released consistent with the NOTE- EDCT.

Agreements requiring additional time are encouraged between facilities that need earlier coordination. However, (b) If the pilot's EDCT is not the same as the when agreements establish mandatory radar handoff FAA EDCT, refer to Trust and Verify Note below.

procedures, coordination needs only be effected in a timely manner prior to transfer of control.

3. If an aircraft requests taxi too late to meet the REFERENCE- EDCT, contact the ATCSCC through the appropriate FAAO 7110.65, Chapter 5, Section 4, Transfer of Radar Identification, TMU.

Application, Para 5-4-1.

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Departure Procedures 4-3-6 7110.65P 2/19/04 pilot, and suggest that the delay be taken on the b. The actual departure time or a subsequent strip ground. If the pilot insists upon taking off VFR and posting time shall be forwarded to the receiving facility unless assumed departure times are agreed obtaining an IFR clearance in the air, inform the facility/sector holding the flight plan of the pilot's upon and that time is within 3 minutes of the actual intentions and, if possible, the VFR departure time.

departure time.

4-3-10. FORWARDING DEPARTURE TIMES • 4-3-9. VFR RELEASE OF IFR DEPARTURE

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TERMINAL When an aircraft which has filed an IFR flight plan requests a VFR departure through a terminal facility, Unless alternate procedures are prescribed in a letter FSS, or air/ground communications statiou: of agreement or automatic departure messages are being transmitted between automated facilities, 8. After obtaining, if necessary, approval from the forward departure times to the facility from which facility/sector responsible for issuing the IFR you received the clearance and also to the terminal clearance, you may authorize an IFR flight planned departure controller when that position is involved in aircraft to depart VFR. Inform the pilot of the proper the departure sequence.

frequency and, if appropriate, where or when to contact the facility responsible for issuing the NOTE- clearance.

1. Letters of agreement prescribing assumed departure times or mandatory radar handoff procedures are PHRASEOLOGY- alternatives for providing equivalent procedures.

VFR DEPARTURE AUTHORIZED. CONTACT (facility) ON (frequency) AT (location or time if required) FOR 2. The letters "DM" flashing in the data block signify CLEARANCE.

unsuccessful transmission of a departure message.

b. lithe facility/sector responsible for issuing the REFERENCE- clearance is unable to issue a clearance, inform the F/~A.o 72103. AutomaticAcquiJitionlTerminatwnAreas, Para 11-2-6.

Departure Procedures 4-3-7

7110.65P 2/19/04

Section 4. Route Assignment

4-4-1. ROUTE USE (fix) AND (fix), Clear aircraft via routes consistent with the altitude or stratum in which the operation is to be conducted by RADIALS OF (airway or route) AND (airway or route).

one or more of the following: NOTE- c. DME arcs ofVORTAC, MLS, or TACAN aids.

Except for certain NAVAIDs/routes used by scheduled air carriers or authorizedfor specific uses in the controlofIFR d. Radials, courses, azimuths, and headings of aircraft, airways, routes, andNAVAlDs establishedfor use departure or arrival routes.

at specified altitudes are shown on U.S. government charts or DOD FLIP charts.

e. DPs/STARs/FMSPs.

REFERENCE· FAAO 7110.65, NAVAlD Tenns, Para 2-5-2. f. Vectors.

FAAO 7110.65, Exceptions, Para 4-1-2.

FAAO 7110.65, Minimum En RouteAltitudes, Para 4-5-6.

g. Fixes defined in terms of degree-distance from FAAO 7110.65 Para 5-6-1.

JApplication, NAVAIDs for special military operations.

a. Designated airways and routes.

h. Courses, azimuths, bearings, quadrants, or PHRASEOLOGY- radials within a radius of a NAVAID.

VIA: PHRASEOLOGY- VICTOR (color) (airway number)(the word Romeo when CLEARED TO FLY (general direction from NAVAlD) OF (NAVAID name and type) BETWEEN (specified) RNAV), COURSES TO/BEARINGS FROM/RADIALS (NAVAID name when a NDB) WITHIN (number of miles) MILE or RADIUS, J (route number) (the word Romeo when RNAV), or or CLEARED TO FLY (specified) QUADRANT OF (NAVAID name and type) WITHIN (number of miles) MILE RADIUS.

SUBSTITUTE (airway or jet route) FROM (fix) to (fix), or or IR (route number). CLEARED TO FLY (general direction from MLS) OF (name or MLS) BETWEEN (specified) AZIMUTHS WITHIN/BETWEEN (number of miles) MILE RADIUS.

CROSS/JOINVICTOR/(color) (airway number), (number of miles) MILES (direction) OF (fix).

EXAMPLE- 1. "Cleared to fly east of Allentown VOR1)iC between the b. Radials, courses, azimuths, or direct to or from zero four five and the one three five radials within four zero NAVAIDs.

mile radius. ,.

PHRASEOLOGY- DIRECT. 2. "Cleared to fly east of Crystal Lake radio beacon between the two two five and the three one five courses to Crystal Lake within three zero mile radius. " VL4: (name of NAVAID) (specified) RADIAL/COURSE/AZI· 3. "Cleared to fly northeast quadrant of Philipsburg MUTH, VOR1)iC within four zero mile radius."

"Cleared to fly east of the Montgomery M-L-S runway two or eight left between the two seven zero and the two four zero azimuth within a 5 mile radius. " Route Assignment 4-4-1 711O.65P 2/19/04 i, Fixes/waypoints defined in terms of: b. Clear RNAV aircraft transitioning to orbetween designated or established RNAV routes direct to a • 1. Published name; or named waypoint on the new route.

2. Degree-distance from NAVAIDs; or 4-4-3. DEGREE·DISTANCE ROUTE DEFINITION 3. Latitude/longitude coordinates; or FOR MILITARY OPERATIONS 4. Offset from published or established EN ROUTE routes/airways at a specified distance and direction a. Do not accept a military flight plan whose route for random (impromptu) RNAV Routes.

or route segments do not coincide with designated PHRASEOLOGY- airways or jet routes or with a direct course between DIRECT (Jix/waypoint) NAVAIDs unless it is authorized in subpara band meets the following degree-distance route definition DIRECT TO THE (facility) (radial) (distance) FIX.

and procedural requirements: OFFSET(distance) RIGHT/LEFT OF (route).

1. The route or route segments shall be defined in the flight plan by degree-distance fixes composed EXAMPLE- of: "Direct SUNOL. " "Direct to the Appleton three one zero radial two five mile (a) A location identifier; fix. " (b) Azimuth in degrees magnetic; and "Offset eight miles right of Victor six."

REFERENCE· (e) Distance in miles from the NAVAID used.

FAAO 7110.65, Aircraft Equipment SuffIX, Para 2·3·7.

EXAMPLE· FAAO 7110.65, NAVAIDFixes, Para 2-5-3.

FAAO 7110.65, Chapler 5, Section 5, Radar Separation, Application, "MKE 030025."

Para 5-5-1.

2. The NAVAJDs selected to define the degree-distauce fixes shall be those authorized for • 4-4-2. ROUTE STRUCTURE TRANSITIONS use at the altitude being flown and at a distance within the published service volume area.

To effect transition within or between route structure, clear an aircraft by one or more of the following 3. The distance between the fixes used to define methods, based on VOR, VORTAC, TACAN, or the route shall not exceed: MLS NAVAIDs (unless use of other NAVAIDs are (a) Below FL 180- 80 miles; essential to aircraft operation or ATC efficiency): (b) FL 180 and above- 260 miles; and a. Vector aircraft to or from radials, courses, or (e) For celestial navigation routes, all alti- azimuths of the airway or route assigned.

tudes- 260 miles.

b. Assign a DP/STAR/FMSP.

4. Degree-distance fixes used to define a route c. Gear departing or arriving aircraft to climb or shall be considered compulsory reporting points descend via radials, courses, or azimuths of the except that an aircraft may be authorized by ATC to airway or jet route assigned.

omit reports when traffic conditions permit.

d. Clear departing or arriving aircraft directly to or 5. Military aircraft using degree-distance route between the NAVAIDs forming the airway or route definition procedures shall conduct operations in assigned.

accordance with the following: e. Gear aircraft to climb or descend via the airway (a) Unless prior coordination has been or route on which flight will be conducted. effected with the appropriate air traffic control facility, flight plan the departure and the arrival f. Gear aircraft to climb or descend on specified phases to conform with the routine flow of traffic radials, courses, or azimuths of NAVAIDs.

when operating within 75 miles of the departure and g. Provide radar monitor when transition to or the arrival airport. Use defined routes or airways or from a designated or established RNAV route is made direct courses between NAVAIDs or as otherwise • along random RNAV routes. required to conform to the normal flow of traffic.

4-4-2 Route Assignment 7110.65P 2/19/04 4-4-4. ALTERNATIVEROUTES (b) Flight plans must be filed at least 2 hours before the estimated time of departure.

When any part of an airway or route is unusable because of NAVAID status, clear aircraft other than b. The following special military operations are IE, (P, /G, or /R, via one of the following alternative authorized to define routes, or portions of routes, by routes: degree-distance fixes: 1. Airborne radar navigation, radar bomb a. A route depicted on current U.S. Government scoring (RBS), and airborne missile programming charts/publications. Use the word "substitute" conducted by the USAF, USN, and RAP.

immediately preceding the alternative route in issuing the clearance.

2. Celestial navigation conducted by the USAF, USN, and RAP.

b. A route defined by specifying NAVAID radials, courses, or azimuths.

3. Target aircraft operating in conjunction with air defense interceptors, and air defense interceptors c. A route defined as direct to or between while en route to and from assigned airspace.

NAVAIDs.

4. Missions conducted above FL 450.

d. Vectors.

S. USN fighter and attack aircraft operating in NOTE- positive control airspace.

Inform area navigation aircraft that will proceed to the NAVAID location of the NAVAID outage.

6. USN/USMC aircraft, TACAN equipped, operatingwithin the Honolulu FIR/Hawaiian airways area.

4-4-5. CLASS G AIRSPACE 7. USAF/USN/USMC aircraft flight planned to Include routes through Class G airspace only when operate on MTRs.

requested by the pilot.

8. USAF Air Mobility Command (AMC) NOTE- aircraft operating on approved station-keeping 1. Flight plans filed for random RNAV routes through equipment (SKE) routes in accordance with the Class G airspace are considered a request by the pilot.

conditions and limitations listed in FAA Exemption No. 4371 to 14 CFR Section 91.177(a)(2) and 2. Flight plans containing MTR segments in/through Class G airspace are considered a request by the pilot.

14 CPR Section 91.179(b)(1).

4-4-3 Route Assignment

711O.65P 2/19/04

Section 5. Altitude Assignment and Verification

TBL 4-5-1 4-5-1. VERTICAL SEPARATION MINIMA Altitude Assignment On course Separate instrument flight rules (lFR) aircraft using Aircraft Assign Examples degrees Operating the following minima between altitudes: magnetic Any course Any altitude Below 3.000 feel above a. Up to and including FL 290- 1,000 feet.

surface Odd cardinal 3,000 5,000, Below FL 290 o through 179 altitude or FL250, b. Above FL 290- 2,000 feet, except: flight levels at FL270 intervalsof 2,000 feet 1. In oceanic airspace, above FL 450 between a 4,000, 6000, Even cardinal 180 through 359 supersonic and any other aircraft- 4,000 feet.

altitude or FL240, FL260 flight levels at intervals of 2,000 feet 2. Above FL 600 between military aircraft- FL290, At or above o through 179 Odd cardinal 5,000 feet.

flight levels at FL330, FL290 intervals of FL370 4,000 feet 3. Apply 1,000 feet between approved aircraft beginningwith if: FL290 Odd cardinal FL31O, 180 through 359 flight levels at FL350, (a) Operating within airspace and altitude(s) intervals of FL390 designated for reduced vertical separation minimum 4,000 feet beginningwith (RVSMjor, FL310 Any course Any cardinal FL270, One way altitude or FL280, routes (except (b) Operating within RVSM transition air- in composite flight level FL310, space and designated altitude(s).

FL330 systems) below FL290 or any odd cardinal flight NOTE- level at or 1. Oceanic separation procedures are supplemented in above FL290 Chapter 8; Section 7, Section 8, Section 9, and Section 10.

Any altitude or Within an Any course flight level ALTRV 2. RVSM and RVSM transition airspace is designated in Any course Any odd or FL2BO, In transition ICAO Regional Supplementary Document, Doc. 7030.4, to/fromor even cardinal FL290, within Oceanic flight level FL300, and via International NOTAM.

includingthose FL31O, airspace where above FL 290 FL320, composite REFERENCE- FL330, separation is FAAO 7110.65, vertical Application; Para 5-5-5.

FL340 authorized FAAO 7110.65, Application, Para 6-6-1.

Any course Altitude blocks 050B080, In aerial FAAO 7110.65, MiliJary Operations Above FL 600, Para 9-3-12.

as requested. FL180B220, refueling Any allitudeor FL280B31O tracks and flight level anchors Any FL330, Aircraft within Any course designated FL340, RVSMor 4-5-2. FLIGHT DIRECTION cardinal FL350, RVSM altitude FL360 transition airspace Clear aircraft at altitudes according to the TBL4-5-1.

NOTE- Oceanic separation procedures are supplemented in Chapter 8; Section 7, Section 8, Section 9, and Section 10.

4-5-1 Altitude Assignment and Verification 7110.65P 2/19/04 REFERENCE· approval from other affected positions or sectors PAAO 7110.65, Exceptions, Para 4-5-3.

within your facility and, if necessary, from the FAAO 7110.65, AltiJudeAssignments, Para 7-7-5.

FAAO 7110.65, Separation Minima, Para 9-4-2.

adjacent facility concerned.

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e. For mission requirements, take this action only 4-5-3. EXCEPTIONS when the aircraft is operating on an MTR.

When traffic, meteorological conditions, or aircraft REFERENCE- operational limitations prevent assignment of FAAO 7110.65, AltitudeAssignments, Para 7-7-5.

FAAO 7110.65, Separation Minima, Para 9-4-2.

altitudes prescribed in para 4-5-2, Flight Direction, assign any cardinal altitude or flight level below f. For facilities utilizing URET, take this action FL 290 or any odd cardinal flight level at or above without coordination when URET functionalities FL 290 without regard to direction of flight as determine that coordination is not required.

follows: NOTE- 4-5-4. LOWEST USABLE FLIGHT LEVEL See para 2-3-9, Control Symbology, for control If a change in atmospheric pressure affects a usable abbreviations and symbols to be used in conjunction with flight level in your area of jurisdiction, use this paragraph.

TBL4-5-2 to determine the lowest usable flight a. For traffic conditions, take this action only if level to clear aircraft at or above 18,000 feet MSL.

one of the following conditions exists: TBL4·S·2 1. Aircraft remain within a facility's area and Lowest Usable FL prior approval is obtained from other affected positions or sectors or the operations are covered in Altimeter Setting Lowest Usable FL a Facility Directive.

29.92" or higher 180 2. Aircraft will proceed beyond the facility's 29.91" to 28.92" area and specific operations and procedures 28.91" to 27.92" permitting random altitude assignment are covered in REFERENCE- a letter of agreement between the appropriate PAAO 7110,65, Separation Minima, Para 9-4-2.

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facilities.

NOTE- 4-5-5. ADJUSTED MINIMUM FLIGHT LEVEL Those en route facilities using host software that provides When the prescribed minimum altitude for IFR capability for passing interim altitude shall include the operations is at or above 18,000 feet MSL and the specific operations and procedures for use of this procedure in a letter of agreement between the appropriate atmospheric pressure is less than 29.92", add the facilities.

appropriate adjustment factor from TBL 4-5 - 3 to the flight level equivalent ofthe minimum altitude infeet b. Military aircraft are operating on random routes to determine the adjusted minimum flight level.

and prior approval is obtained from the facility concerned.

TBL4·S-3 c. For meteorological conditions, take this action Minimum FL Adjustment only if you obtain prior approval from other affected Altimeter Selling Adjustment Factor positions or sectors within your facility and, if 29.92" or higher None necessary, from the adjacent facility concerned.

29.91" to 29.42" 500 feet d. For aircraft operational limitations, take this 29.41" to 28.92" 1,000 feet action only if the pilot informs you the available 28.91" to 28.42" 1,500 feet appropriate altitude exceeds the operational limita- 28.41" to 27.92" 2,000 feet tions of his/her aircraft and only after you obtain prior

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4-5-2 Altitude Assignment and Verification 7110.65P 2/19/04 4-5-6. MINIMUM EN ROUTE ALTITUDES 1. If no MCA is specified, prior to or immediately after passing the fix where the higher MEA is designated. (See FIG 4-5-1.)

Except as provided in subparas a and b below, assign altitudes at or above the MEA for the route segment FIG4-5-] being flown. When a lower MEA for subsequent No MCA Specified segments of the route is applicable, issue the lower MEA only after the aircraft is over or past the Fix/NAVAID beyond which the lower MEA applies unless a crossing restriction at or above the higher MEA 4,000 Feet MEA is issued.

a. An aircraft may be cleared below the MEA but not below the MOCA for the route segment being flown if the altitude assigned is at least 300 feet above the floor of controlled airspace and one of the following conditions are met: 2. If a MCA is specified, prior to the fix so as to NOTE· cross the fix at or above the MCA. (See FIG 4-5-2.)

Controllers must be aware that in the event of radio communications failure, a pilot will climb to the MEA for FIG 4·5-2 the route segment being flown.

MCA Specified 1. Nonradar procedures are used only within MeA 6,000 Feetl, !MEA 6,000 Feettlll •• 22 miles of a VOR, VORTAC, or TACAN.

MEA 4,000 Fe~i, !

2. Radar procedures are used only when an II operational advantage is realized and the following

ii

actions are taken: (a) Radar navigational guidance is provided until the aircraft is within 22 miles of the NAVAlD, and d. Where MEAs have not been established, clear an aircraft at or above the minimum altitude for IFR (b) Lost communications instructions are operations prescribed by 14 CFR Section 91.177.

issued.

REFERENCE- FAAO 7110.65, [FR·VFR and VFR-IFRFlights, Para 4-2-8.

b. An aircraft may be cleared to operate on jet FAAO 7110.65, Route Use, Para 4-4-1.

routes below the MEA (but not below the prescribed FAAO 7110.65, Chapter 5, Section 6, Application, Para 5-6-1.

FAAO 7110.65, AltitudeAssignments, Para 7-7-5.

minimum altitude for IFR operations) or above the maximum authorized altitude if, in either case, radar 4-5-7. ALTITUDE INFORMATION service is provided.

Issue altitude instructions as follows: NOTE· REFERENCE· Minimum en route and maximum authorized altitudes for FAAO 7110.65, Clearance Items, Para 4-2-1.

certain jet route segments have been established above the a. Altitude to maintain or cruise. When issuing floor of the jet route structure due to limitations on cruise in conjunction with an airport clearance limit navigational signal coverage.

and an unpublished route will be used, issue an appropriate crossing altitude to ensure terrain c. Where a higher altitude is required because of an MEA, the aircraft shall be cleared to begin climb to clearance until the aircraft reaches a fix, point, or route where the altitude information is available to the higher MEA as follows: Altitude Assignment and Verification 4-5-3 7110.65P 2/19104 the pilot. When issuing a cruise clearance to an airport EXAMPLE· which does not have a published instrument 1. "United Four Seventeen, climb to reach one three thousand at two two one five. " approach, a cruise clearance without a crossing "Time two two one one and one-quarter. ..

restriction may be issued.

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The pilot is expected to be level at 13,000 feet at 2215 UTe.

2. Through Relay - .. Speedbird Five, climb to reach flight PHRASEOLOGY- level three-five zero at one-two-one-five, time" (Issue a MAINrAIN/CRUISE (altitude). MAINTAIN (altitude) time check).

UNTIL (time, fix, waypoint), REFERENCE· FAAO 7110.65, Word Meanings, Para 1-2-1.

or FAAO 7110.65, Numbers Usage, Para 2-4-17.

PHRASEOLOGY· (number of miles or minutes) MILES/MINUTES PAST (fix, CUMB/DESCEND AND MAINrAIN (altitude).

waypoint).

If required, CROSS (fix, point, way point), AFTER PASSING (fix, waypoint), or or INTERCEPT (route) AT OR ABOVE (altitude), CRUISE (altitude).

AT (time) (time in hours, minutes, and nearest quarter NOTE· minute).

1. The crossing altitude must assure IFR obstruction clearance to the point where the aircraft is established on CUMBIDESCEND TO REACH (altitude) a segment of a published route or instrument approach AT (time (issue time check) or fix, waypoint), procedure.

or 2. When an aircraft is issued a cruise clearance to an airport which does not have a published instrument AT (time). CUMBIDESCEND AND MAINTAIN (altitude) approach procedure, it is not possible to satisfy the WHEN ESTABUSHED AT LEAST (number of miles or requirement for a crossing altitude that will ensure terrain minutes) MILES/MINUTES PAST (fix, waypoint) ON THE

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clearance until the aircraft reaches a fix, point, or route (NAVAlD) (specified) RADIAL.

where altitude information is available to the pilot. Under CUMBIDESCEND TO REACH (altitude) AT (time or fix, those conditions, a cruise clearance without a crossing waypoint), restriction authorizes a pilot to determine the minimum IFR altitude as prescribed in 14 CFR Section 91.177 and or descend to it at pilot discretion ifit is lower than the altitude specified in the cruise clearance.

A POINT (number of miles) MILES (direction) OF (name of DME NAVAlD), b. Instructions to climb or descend including or restrictions, as required. Specify a time restriction reference the UTC clock reading with a time check.

MAINrAIN (altitude) UNTIL (time (issue time check), fix, If you are relaying through an authorized commu- waypoint), THEN CLIMB/DESCEND AND MAINrAIN nications provider, such as ARINC, FSS, etc., advise (altitude).

the radio operator to issue the current time to the aircraft when the clearance is relayed. The Through relay: requirement to issue atime check shall be disregarded if the clearance is issued via Controller Pilot Data CLIMB TO REACH (altitude) AT (time) (issue a time Unk Communications (CPDLC).

check).

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4-5-4 Altitude Assignment and Verification 7110.65P 2/19/04 NOTE· c. Specified altitude over a specified fix, way- The pilot is expected to promptly execute and complete point.

descent to FL 270 upon receipt of the clearance. After PHRASEOLOGY· reaching FL 270, the pilot is authorized to descend "at CROSS (fix, waypoint) AT (altitude).

pilot's discretion" until reaching Lakeview VOR. The pilot CROSS (fix, waypoint)ATORABOVE/BELOW (altitude). must comply with the clearance provision to cross Lakeview VOR at or below 10,000 feet. After Lakeview d. A specified altitude over a specified fix for that VOR, the pilot is expected to descend at the rates specified portion of a descent clearance where descent at pilot's in the AIM until reaching 6,000 feet.

discretion is permissible. At any other time it is NOTE· practicable, authorize climb/descent at pilot's 1. A descent clearance which specifies a crossing altitude discretion.

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

PHRASEOLOGY· CliMB/DESCEND AT PILOT'S DISCRETION.

EXAMPLE· 2. Any other time that authorization to descend at pilot's "United Four Seventeen, descend and maintain six discretion is intended, it must be specifically stated by the thousand. " controller.

NOTE· 3. The pilot may need to know of any future restrictions The pilot is expected to commence descent upon receipt of that might affect the descent, including those that may be the clearance and to descend at the suggested rates issued in another sector, in order to properly plan a descent specified in theAIM, para 4-4-9, Adherence to Clearance, at pilot's discretion.

until reaching the assigned altitude of6, 000 feet.

EXAMPLE· 4. Controllers need to be aware that the descent rates in "United Four Seventeen, descend at pilot's discretion, the AIM are only suggested and aircraft will not always maintain six thousand. " descend at those rates.

NOTE· REFERENCE· The pilot is authorized to conduct descent within the P/CG Term- Pilot's Discretion.

context of the term "at pilot's discretion" as described in e. When a portion of a climb/descent may be the AIM.

authorized at the pilot's discretion, specify the EXAMPLE· altitude the aircraft must climb/descend to followed "United Four Seventeen cross Lakeview V-O-R at or bythe altitude to maintain at the pilot's discretion.

above flight level two zero zero, descend and maintain six thousand."

PHRASEOLOGY· CLlMB/DESCEND NOW TO (altitude), THEN NOTE· CLlMB/DESCEND AT PILOT'S DISCRETION The pilot is authorized to conduct descent "at pilot's MAINTAIN (altitude).

discretion" until reaching Lakeview VOR. The pilot must comply with the clearance provision to cross the Lakeview EXAMPLE· VOR ator above FL 200, and after passingLakeview VOR, "United Three Ten, descend now to flight level two eight zero, then descend at pilot's discretion maintain flight level the pilot is expected to descend at the rates specified in the AIM until reaching the assigned altitude of 6,000 feet. two four zero . ..

EXAMPLE· "United Four Seventeen, cross Lakeview V-O-R at and NOTE· maintain six thousand. " 1. The pilot is expected to commence descent upon receipt of the clearance and to descend at the suggested rates NOTE· specified in theAIM,para 4-4-9,Adherence to Clearance, The pilot is authorized to conduct descent "at pilot's until reaching FL 280. At that point, the pilot is authorized discretion, " but must comply with the clearance provision to continue descent to FL 240 within the context of the term to cross Lakeview VOR at 6,000 feet.

It at pilot's discretion" as described in the AIM.

EXAMPLE· 2. Controllers need to be aware that the descent rates in "United Four Seventeen, descend now to flight level two seven zero, cross Lakeview V-O-R at or below one zero the AIM are only suggested and aircraft will not always thousand, descend and maintain six thousand. " descend at those rates.

4-5-5 Altitude Assignment and Verification 7110.65P 2/19/04 f. When the "pilot's discretion" portion of a NOTE· The aircraft should track laterally on theHarisArrival and climb/descent clearance is being canceled by assign- should descend at pilot's discretion so as to cross Haris at ing a new altitude, inform the pilot that the new or above 16, 000; remainder of the arrival shall be flown as altitude is an "amended altitude."

published.

EXAMPLE· 2. If it is necessary to assign an interim altitude, "American Eighty Three, amend altitude, descend and or assign a final altitude not contained on a maintain Flight Level two six zero ."

STAR/FMSP, the provisions of subpara 4-5-7h may NOTE· be used in conjunction with subpara 4-5-7a.

American Eighty Three, at FL 280, has been cleared to descend at pilot's discretion to FL 240. Subsequently, the PHRASEOLOGY· altitude assignment is changedto FL 260. Therefore, pilot's DESCEND VM. THE (STARIFMSP) ARRiVAL EXCEPT discretion is no longer authorized.

CROSS (revised altitude information).

EXAMPLE· g. Altitude assignments involving more than one "United 454 descend via the Hans One Arrival, except altitude.

maintain one zero thousand. " PHRASEOLOGY· NOTE· MAINTAIN BLOCK (altitude) THROUGH (altitude).

The aircraft should track laterally and vertically on the h. Instructions to vertically navigate on a HarisArrival and should descend at pilot's discretion so as STAR/FMPS with published restrictions.

to comply with all speed and altitude restrictions until reaching 10,000. Upon reaching 10,000, aircraft should PHRASEOLOGY· maintain 10,000 until cleared by ATC to continue to DESCEND VL4. (STAR/FMSP name and number).

descend.

EXAMPLE· REFERENCE· "Descend via the Mudde One Arrival. " FAAO 7110.65 Clearance Information, Para 4-7-1.

"Cross JCT at flight level two four zero, then descend via AIM, Standard Terminal Arrival (STAR), Flight Management System the Coast Tho Arrival. " Procedures (FMSP) For Arrivals, Para 5-4-1.

NOTE· I, When a pilot is unable to accept a clearance, Clearance to "descend via" authorizes a pilot's discretion issue revised instructions to ensure positive control descent to comply with published altitude and/or speed and standard separation.

crossing restrictions. "Expect" altitudes/speeds are not NOTE· considered STAR/FMSP crossing restrictions until 1. 14 CFR Section 91.123 states that a pilot is not allowed verbally issued by ATe. They should be used only for to deviate from an ATe clearance "tbat has been planning purposes and should not be used in the event of obtained...unless an amended clearance is obtained" lost communications, unless ATe has specifically advised (except when an emergency exists).

the pilot to expect these altitudes/speeds as part of a further clearance.

2. A pilot is therefore expected to advise the controller if REFERENCE· a clearance cannot be accepted when the clearance is 14 CFR Section 91.185(c)(2)(iii) issued. "We will try" and other such acknowledgements do 1. If it is necessary to assign a crossing altitude not constitute pilot acceptance of an ATC clearance.

which differs from the STAR/FMSP altitude, 3. Controllers are expected to issueATC clearances which emphasize the change to the pilot.

conform with normal operational capabilities for each PHRASEOLOGY· aircraft and do not require "last minute" amendments to DESCEND VM. THE (STARlFMSP) ARRIVAL EXCEPT ensure standard separation.

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

4. "Expedite" is not to be used in lieu of appropriate EXAMPLE· restrictions to ensure separation.

"United 454 descend via the Haris One Arrival, except REFERENCE· cross Haris at or above one six thousand. ,.

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

4-5-6 AltitudeAssignment and Verification 7110.65P 2/19/04 3. TERMINAL. The aircraft was transferred to 4-5-8. ANTICIPATED ALTITUDE CHANGES you from another sector/position within your facility Ifpracticable, inform an aircraft when to expect climb (intrafacility).

or descent clearance or to request altitude change from another facility.

PHRASEOLOGY· (In level flight situations), PHRASEOLOGY- EXPECT HIGHER/LOWER IN (number of miles or VERIFY AT (altitude/flight level).

minutes) MILES/MINUTES, (In climbing/descending situations), or (if aircraft has been assigned an altitude below the lowest AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL useable flight level), CHANGE FROM (name offacility).

VERIFYASSIGNED ALTITUDE (altitude).

If required, (If aircraft has been assigned a flight level at or above the AT (time, fix, or altitude).

lowest useable flight level), REFERENCE· FAAO 7110.65, IFR Flight Progress Data, Para 2-2-6.

VERIFYASSIGNED FLIGHT LEVEL (flight level).

4-5-9. ALTITUDE CONFIRMATION- b. USA. Reconfirm all pilot altitude read backs.

NONRADAR PHRASEOLOGY- a. Request a pilot to confirm assigned altitude on (If altitude read back is correct), initial contact and when position reports are received AFFIRMATIVE (altitude).

unless: NOTE- (If altitude read back is not correct), For thepurpose of thisparagraph, "initial contact" means NEGATIVE. CLIMB/DESCEND AND MAINTAIN a pilot's first radio contact with each sector/position.

(altitude), 1. The pilot states the assigned altitude, or or 2. You assign a new altitude to a climbing or NEGATIVE. MAINTAIN (altitude).

descending aircraft, or 4-5-7 Altitude Assignment and Verification

7110.65P 2/19/04

Section 6. Holding Aircraft

PHRASEOLOGY- 4-6-1. CLEARANCE TO HOLDING FIX EXPECT FURTHER CLEARANCE (time), Consider operational factors such as length of delay, holding airspace limitations, navigational aids, and if required, altitude, meteorological conditions when necessary to clear an aircraft to a fix other than the destination ANTICIPATE ADDITIONAL (time in minutes/hours) MlNUTE/HOUR DELAY AT (fix), airport. Issue the following: a. Clearance limit (if any part ofthe route beyond or a clearance limit differs from the last routing cleared, issue the route the pilot can expect beyond the ANTICIPATE ADDITIONAL (time in minutes/hours) clearance limit). MlNUTE/HOUR EN ROUTE DELAY.

EXAMPLE- PHRASEOLOGY· 1. "Expect further clearance one niner two zero, EXPECT FURTHER CLEARANCE VL4. (routing).

anticipate additional three zero minute delay at Sweet. " EXAMPLE- "Expect further clearance via direct Stillwater V-O-R, 2. "Expect further clearance one five one zero, anticipate Victor Two Twenty-SixSnapy intersection, direct Newark. " additional three zero minute en route delay. " b. Holding instructions.

2. When additional holding is expected in an 1. Holding instructions may be eliminated when approach control area, state the total additional you inform the pilot that no delay is expected.

terminal delay.

PHRASEOLOGY· 2. When the pattern is charted, you may omit all EXPECT FURTHER CLEARANCE (time), holding instructions except the charted holding direction and the statement "as published." Always and if required, issue complete holding instructions when the pilot requests them.

ANTICIPATE ADDITIONAL (time in minutes/hours) NOTE· MlNUTE/HOUR TERMINAL DELAY.

The most generally used holding patterns are depicted on 3. TERMINAL. When terminal delays exist or U.S. Government or commercially produced low/high are expected, inform the appropriate center or altitude en route, area, and STAR Charts.

approach control facility so that the information can PHRASEOLOGY- be forwarded to arrival aircraft.

CLEARED TO (fix), HOW (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 ofthe 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 pilot/con- delay (omit specific fixes).

troller E1JlS at the holding fix, minor differences in clock NOTE- times, and provision for sufficient planning and reaction Additional delay information is not used to determine pilot times.

action in the event of two-way communications failure.

Pilots are expected to predicate their actions solely on the 2. When holding is necessary, the phrase "delay provisions of 14 CFR Section 91.185. indefinite" shouldbe used when an accurate estimate of the Holding Aircraft 4-6-1 7110.65P 2/19104 delay time and the reason for the delay cannot immediately PHRASEOLOGY· be determined,' i.e., disabled aircraft on the runway, VIA LAST ROUTING CLEARED.

terminal or center sector saturation, weather below 3. Assigned altitude if different from present landing minimums, etc. In any event, every attempt should

altitude. •

be made to provide the pilot with the best possible estimate of his/her delay time and the reason for the delay.

NOTE· Controllers/supervisors should consult, as appropriate, Except in the event of a two-way communications failure, with personnel (other sectors, weather forecasters, the when a clearance beyond a fix has not been received, pilots airport management, other facilities, etc.) who can best are expected to hold as depicted on U.S. Government or provide this information.

commercially produced (meeting FAA requirements) low/high altitude en route and area or STAR charts. If no PHRASEOLOGY· holding pal/ern is charted and holding instructions have DELAY INDEFINITE, (reason if known), EXPECT not been issued, pilots should ask ATC for holding FURTHER CLEARANCE (time). (After determining the instructionsprior to reaching the fix. If a pilot is unable to reason for the delay, advise the pilot as soon as possible.)

obtain holding instructions prior to reaching the fix, the EXAMPLE· pilot is expected to hold in a standardpal/ern on the course "Cleared to Drewe, hold west, as published, expectfurther on which the aircraft approached the fix and request clearance via direct Sidney V-O-R one three one five, further clearance as soon as possible.

anticipate additional two zero minute delay at Woody. " 4-6-3. DELAYS "Cleared to Aston, hold west on Victor two twenty-five, seven mile leg, left turns, expect further clearance one a. Advise your supervisor or flow controller as niner two zero, anticipate additional one five minute soon as possible when you delay or expect to delay terminal delay. " aircraft.

b. When arrival delays reach or are anticipated to "Cleared to Wayne, no delay expected. " reach 30 minutes, take the following action: "Cleared to Wally, hold north, as published, delay 1. EN ROUTE. The center responsible for indefinite, snow removal in progress, expect further transferring control to an approach control facility or, clearance one one three zero. " for a nonapproach control destination, the center in whose area the aircraft will land shall issue total delay 4-6-2. CLEARANCE BEYOND FIX information as soon as possible after the aircraft enters the center's area. Whenever possible, the delay a. If no delay is expected, issue a clearance beyond information shall be issued by the first center the clearance limit as soon as possible and, whenever controller to communicate with the aircraft.

possible, at least 5 minutes before the aircraft reaches the fix.

2. TERMINAL. When tower en route control service is being provided, the approach control b. Include the following items when issuing facility whose area contains the destination airport clearance beyond a clearance limit: shall 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 shall be 2. Route of flight. Specify one of the following: issued by the first terminal controller to communicate with the aircraft.

(a) Complete details of the route (airway, route, course, fixees), azimuth course, heading, are, or 3. Unless a pilot requests delay information, the vector.)

actions specified in subparas 1 and 2 above may be omitted when total delay information is available to (b) The phrase "via last routing cleared." Use pilots via ATIS.

this phrase only when the most recently issued routing to the new clearance limit is valid and PHRASEOLOGY· verbiage will be reduced. (Airport) ARRIVAL DELAYS (time in minutes/hours).

•

4-6-2 Holding Aircraft 7110.65P 2/19/04 4-6-4. HOLDING INSTRUCTIONS EXAMPLE- Due to turbulence, a turboprop requests to exceed the When issuing holding instructions, specify: recommended maximum holding airspeed. ATCS may clear the aircraft into a pattern that protects for the a. Direction of holding from the fix/waypoint.

airspeed request, and shall advise the pilot of the maximum holding airspeed for the holding pattern airspace area.

b. Holding fix or waypoint.

PHRASEOLOGY- NOTE- "MAXIMUM HOLDING AIRSPEED IS TWO ONE ZERO The holding fix may be omitted ifincluded at the beginning KNOTS."

of the transmission as the clearance limit.

c. Radial, course, bearing, track, azimuth, airway, 4-6-5. VISUAL HOLDING POINTS or route on which the aircraft is to hold.

You may use as a holding fix a location which the pilot can determine by visual reference to the surface if d. Leg length in miles if DME or RNAV is to be he/she is familiar with it.

used. Specify leg length in minutes if the pilot requests it or you consider it necessary.

PHRASEOLOGY- HOLD AT (location) UNTIL (time or other condition.)

e. Direction of holding pattern turns only if left REFERENCE- turns are to be made, the pilot requests it, or you FAAO 7110.65, VISualHolding of VFR Aircraft, Para 7-1-4.

consider it necessary.

4-6-6. HOLDING FLIGHT PATH DEVIATION PHRASEOLOGY- HOLD (direction) OF (fixlwaypoint) ON (specified radial, Approve a pilot's request to deviate from the course, bearing, track, airway, azimuthis), or route.)

prescribed holding flight path if obstacles and traffic conditions permit.

If leg length is specified, (number of minutes/miles) MINUTE/MILE LEG.

4-6-7. UNMONITORED NAVAIDs Separate an aircraft holding at an unmonitored If direction of turn is specified, NAVAID from any other aircraft occupying the course which the holding aircraft will follow ifit does LEFT/RIGHT TURNS.

not receive signals from the NAVAID.

NOTE- It is mandatory for the controller to issue left or right turns 4-6-8. ILS PROTECTION/CRITICAL AREAS every time a holding pattern is issued for MLS.

When conditions are less than reported ceiling 800 f. Issue maximum holding airspeed advisories feet or visibility of 2 miles, do not authorize aircraft when an aircraft is: to hold below 5,000 feet AGL inbound toward the 1. Approved to exceed the maximum airspeed airport on or within 1 statute mile of the localizer of a pattern, and is cleared into a holding pattern that between the ILS OM or the fix used in lieu of the OM will protect for the greater speed; or and the airport. USAF. The holding restriction applies only when an arriving aircraft is between the 2. Observed deviating from the holding pattern ILS OM or the fix used in lieu of the OM and the airspace area; or runway.

3. Cleared into an airspeed restricted holding REFERENCE· pattern in which the icon has not been published. FAAO 7130.3, Holding Pattern Criteria, Para 54 and FIG 20.

HoldingAircraft 4-6-3

7110.65P 2/19/04

Section 7. Arrival Procedures

4-7-1. CLEARANCE INFORMATION d. Issue holding instructions, EFC, and additional delay information as required.

Clear an arriving aircraft to a clearance limit by e. Instructions regarding further communications specifying the following: as appropriate.

a. Name of fix or airport.

REFERENCE- FAAO 7110.65, Radio Communications Transfer, Para 2 -1-17.

b. Route of flight including a STAR/FMSP and STAR/FMSP Transition, if appropriate. Assign a 4-7-2. ADVANCE DESCENT CLEARANCE STAR and STAR Transition to any aircraft in lieu of ENROUTE other routes; e.g., airways or Preferential Arrival Routes when the routings are the same. Assign a Take the following action when exercising control of FMSP or FMSP Transition to any appropriately aircraft landing at an airport located in an adjacent equipped aircraft. The clearance shall include the center's control area near the common boundary: name, the current number, and the transition, if a. Coordinate with the receiving facility for a necessary, of the STAR or FMSP to be flown.

lower altitude and issue a clearauce to the aircraft as PHRASEOLOGY· appropriate.

(STAR/FMSP name and number) ARRIVAL.

b. Initiate this action at a distance sufficient from (STAR/FMSP name and number) ARRIVAL,(transition name) TRANSITION.

destination to allow for normal descent and speed reduction.

EXAMPLE- "Rosewood One arrival. " "Rosewood One arrival, Delta transition. " 4-7-3. SINGLE FREQUENCY APPROACHES (SFA) NOTE- Ifa civil pilot does not wish to use a STAR or FMSP issued TERMINAL in anATC clearance or any other STAR or FMSP published Where SFA procedures for military single-piloted for that location, the pilot is expected to advise ATe.

turbojet aircraft on an IFR flight plan are contained in c. Altitude instructions, as follows: aletter of agreement, do not require a radio frequency change after the aircraft begins approach Or after 1. Assigned altitude; or initial contact during an en route descent until a landing or low approach has been completed except 2. Instructions to vertically navigate on the under the following conditions: STAR/FMSP or STAR/FMSP transition.

REFERENCE· EXAMPLE· FAAO7610.4,Special Military Operations; SingleFrequencyApproach "Bayview ThreeRNAVArrival,Helen Transition,maintain (SFA). Para 9-3-6.

P/CG Term- Single-Piloted Aircraft.

Flight Level Three Three Zero. " "Descend via the Civil One Arrival. " a. During daylight hours while the aircraft is in "Cross JCT at Flight Level Two Four Zero."

VFR conditions.

"Descend via the Coast 1Wo Arrival. " "Civit One Arrival, Descend and Maintain Flight Level b. On pilot request.

1Wo Four Zero. " c. When pilot cancels IFR flight plan.

REFERENCE· FAAO 7110.65, Altirude Information, Para 4-5-7. d. In an emergency situation.

AIM, Standard: Terminal Arrival (STAR), Flight Management System Procedures (FMSP) For Arrivals, Para 5 -4 -1.

e. When aircraft is cleared for visual approach.

Arrival Procedures 4-7-1 7110.65P 2/19/04 4-7-4. RADIO FREQUENCY AND RADAR g. In the event of a missed approach, do not require BEACON CHANGES FOR MILITARY AIRCRAFT

a frequency/radar beacon change before the aircraft e

reaches the missed approach altitude, the MEA, orthe 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 7110.65, Function CodeAssignmenls, Para 5-2-6.

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 spotial disorientation (vertigo).

procedures that are provided for nonmilitary turbojet a. Avoid radio frequency and radar beacon aircraft except: changes to the maximum extentthat 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 ifhe/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 ap- minimum below 2,500 feet above the surface.

proach. Do not use this procedure if other than normal vectoring delays are anticipated.

beacon 3. Avoid requiring frequency/radar changes during the time the aircraft is making a tum.

b. Prior to issuance of a descent clearance below 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 approach control facility.

1. Type of approach to expect.

EXAMPLE- TERMINAL "Expect V-O-R approach to runway three two."

c. If practicable, use a frequency common to both 2. Radar vectors will be provided to the final the GCA unit and approach control to minimize approach course.

frequency changes.

EXAMPLE- d. When a GCA unit is not able to communicate on "Expect surveillance/precision approach to runway one a common frequency, a change to a GCA frequency seven; radar vectors to final approach course. I' may be authorized.

3. Current weather whenever the ceiling is below 1,000 feet (USAF: 1,500 feet) or the highest e. When a nonradar approach will be made, circling minimum whichever is greater, or when the aircraft may be instructed to change to tower visibility is less than 3 miles.

frequency when: EXAMPLE- 1. The reported ceiling is at or above 1,500 feet "ExpectILS/MLS approach to runway eight; radar vectors and visibility is 5 statute miles or more.

to localizer/azimuth course. Weather (reported weather). " 2. The aircraft reports able to proceed by visual c. If ATIS is provided and the pilot advises he/she reference to the surface.

has received the current ATIS broadcast before the descent clearance in subpara b is issued, omit those 3. The aircraft requests and is cleared for a items in subpara b that are contained in the broadcast.

contact approach.

d. To avoid requiring an aircraft to fly at low 4. The aircraft is cleared for a visual approach.

altitudes for an excessive distance, descent clearance should be issued at a point determined by adding 10 .- f. Avoid making frequency/radar beacon changes to the first two digits of the flight level. • after an aircraft begins a high altitude approach.

Arrival Procedures 4-7-2 -------- 2/19/04 711O.65P 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 7110.65, Altitude Assignment for Military High Altitude (Identification), (type of aircraft), ESTIMATEDIOVER InstrumentApproaches, Para 4-8-4.

(clearance limit), (time), (altitude), EFC (time).

4-7-6. ARRIVAL INFORMATION If required, ENROUTE YOUR CONTROL, a. Forward the following information to nonap- proach control towers soon enough to permit or adjustment of the traffic flow orto FSSs soon enough to provide local airport advisory where applicable: YOUR CONTROL AT (time, fix or altitude).

1. Aircraft identification.

4-7-7. WEATHER INFORMATION 2. Type of aircraft.

EN ROUTE 3. ETA.

When an available official weather report indicates 4. Type of instrument approach procedure the weather conditions are below a 1,000-foot aircraft will execute; or (USAF: 1,500-foot) ceiling or below the highest 5. For SVFR, the direction from which the circling minimum, whichever is higher, or less than aircraft will enter Class B, Class C, Class D, or three-miles visibility for the airport concerned, Class E surface area and any altitude restrictions that transmit the weather report and changes classified as were issued; or special weather observations to an arriving aircraft prior to or as part of the approach clearance when: 6. For aircraft executing a contact approach the position of the aircraft.

a. It is transmitted directly to the pilot via center controller-to-pilot communications.

NOTE· Specific time requirements are usually stated in a letter of b. It is relayed through a communications station agreement.

other than an air carrier company radio or through a b. Forward the following information to approach nonapproach control facility. You may do this by control facilities before transfer of control jurisdic- telling the station or nonapproach control facility to tion: issue current weather.

NOTE· Transfer points are usually specified in a letter of 4-7-8. BELOW MINIMA REPORT BY PILOT agreement.

If an arriving aircraft reports weather conditions are 1. Aircraft identification.

below his/her landing minima: 2. Type of aircraft and appropriate aircraft NOTE· equipment suffix.

Determination that existing weatherlvisibility is adequate for approachllanding is the responsibility of the 3. ETA or actual time, and proposed or actual pilot/aircraft operator.

altitude over clearance limit. The ETA need not be given if the arrival information is being forwarded a. Issue appropriate instructions to the aircraft to during a radar handoff.

hold or proceed to another airport.

Arrival Procedures 4-7-3 7110.65P 2/19/04 1. ASOS/AWOS shall be set to provide one b. Adjust, as necessary, the position in the landing minute weather at uncontrolled airports that are sequence of any other aircraft desiring to make without ground-to-air weather broadcast capability approaches and issue approach clearances according- by a CWO, NWS or FSS observer.

ly.

2. Controllers will consider the long-line disseminated weather from an automated weather 4-7-9. TRANSFER OF JURISDICTION system at an uncontrolled airport as trend information Transferradio communications and control responsi- only and shall rely on the pilot for the current weather bility early enough to allow the receiving facility to information for that airport.

clear an aircraft beyond the clearance limit before the 3. Controllers shall issue the last long-line aircraft reaches it.

disseminated weather to the pilot if the pilot is unable to receive the ASOS/AWOS broadcast.

4-7-10. APPROACH INFORMATION NOTE- Aircraft destined to uncontrolled airports, which have a. Both en route and terminal approach control automated weather data with broadcast capability, should sectors shall provide current approach information to monitor the ASOS/A WOS frequency to ascertain the aircraft destined to airports for which they provide current weather at the airport. The pilot should advise the approach control services. This information shall 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 c. Issue any known changes classified as special ATIS broadcast may be omitted if the pilot states the weather observations as soon as possible. Special appropriate ATIS code or items 3-5 below may be weather observations need not be issued after they are omitted for pilots destined to uncontrolled airports included in the ATISbroadcast and the pilot states the when they advise receipt of the automated weather; appropriate ATIS code.

otherwise, issue approach information by including the following: d. Advise pilots when the ILS/MLS on the runway in use is not operational if that ILSIMLS is on the 1. Approach clearance or type approach to be same frequency as an operational ILS/MLS serving expected if two or more approaches are published and another runway.

the clearance limit does not indicate which will be EXAMPLE- used.

"Expect visual approach runway two five right, runway 2. Runway if different from that to which the two five right I-L-S not operational."

instrument approach is made.

REFERENCE- FAAO 7110.65, Altimeter Setting Issuance Below Lowest Usable FL, 3. Surface wind.

Para 2-7-2.

FAAO 7110.65, Approach Information, Para 5-10-2.

4. Ceiling and visibility if the reported ceiling at 14 CFRSection91.1290perations in Class DAirspace, Subpara (d)(2).

the airport of intended landing is below 1,000 feet or 4-7-11. ARRIVAL INFORMATION BY below the highest circling minimum, whichever is APPROACH CONTROL FACILITIES greater, or the visibility is less than 3 miles.

TERMINAL S. Altimeter setting for the airport of intended a. Forward the following information to nonap- landing.

proach control towers soon enough to permit REFERENCE- adjustment ofthe traffic flow or to FSSs soon enough FAAO 7110.65, Chapter 2, Section 7, Altimeter Settings.

to provide local airport advisory where applicable: b. Upon pilot request, controllers shall inform pilots ofthe frequency where automated weather data 1. Aircraft identification.

may be obtained and, if appropriate, that airport 2. Type of aircraft.

weather is not available.

3. ETA.

PHRASEOLOGY· 4. Type of instrument approach procedure the (Airport) AWOS/ASOS WEATHER AVAILABLE ON aircraft wiII execute; or (frequency).

Arrival Procedures 4-7-4 2/19/04 7110.65P 5. For SVFR, the direction from which the indication acknowledging receipt of control respon- aircraft will enter Class B, Class C, Class D, or sibility.

Class E surface area and any altitude restrictions that 5. Revised EFC if different by 10 minutes or were issued; or more from that issued by the center.

6. For aircraft executing a contact approach, the 6. Missed approaches if they affect center position of the aircraft.

operations.

NOTE· 7. Information relating to an unreported or Specific time requirements are usually stated in a letter of overdue aircraft.

agreement.

4-7-12. AIRPORT CONDITIONS b. Forward the following information to the tower when the tower and TRACON are part of the same a. EN ROUTE. Before issuing an approach facility: clearance or en ronte descent, and subsequently as changes occur, inform an aircraft of any abnormal 1. Aircraft identification.

operation of approach and landing aids and of 2. Type aircraft if required for separation destination airport conditions that yon know ofwhich purposes.

might restrict an approach or landing.

3. Type of instrument approach procedure b. TERMINAL. On first contact or as soon as and/or runway if differing from that in use. possible thereafter, and subsequently as changes occur, inform an aircraft of any abnormal operation NOTE- of approach and landing aids and of destination The local controller has the responsibility to determine airport conditions that you know of which might whether or not conditions are adequate for the use of ATTS restrict an approach or landing. This information may data on the CTRD where a facility directive authorizes its use for the transfer of arrival data. be omitted if it is contained in the ATIS broadcast and the pilot states the appropriate ATIS code.

REFERENCE- FAAO 7210.3, Use of Modify and QuickLookFum:tions, Para 11-2-4.

REFERENCE· FAAO 7210.3. Use of STARS Quick Look Functions, Para 11-8-4.

FAAO 7110.65, Chapter 3, Sec/ion 3, Airport Conditions.

c. Where the collocated or satellite tower has C. TERMINAL. Where RCRs are provided, trans- ATTS data displayed on its CTRD, the ATTS modify mit this information to USAF and ANG aircraft in or quick look functions may be used to forward accordance with one of the following. Issue the RCR arrival data provided that a facility directive at the to other aircraft npon pilot request.

collocated tower or a letter of agreement with the 1. Before or when an approach clearance is satellite tower exists which outlines procedures for issued.

using ATTS for transferring this data.

2. Before an en route descent clearance is d. Forward the following information to centers: issued.

1. Where two or more instrument approach 3. Prior to departure.

procedures are published for the airport, the 4. As soon as possible after receipt of any particular procedure which an aircraft can expect or subsequent changes in previously issued RCR that it will be vectored toward the airport for a visual information.

approach.

NOTE- 2. Highest altitude being used by the approach 1. USAF has establishedRCRprocedures for determining control facility at the holding fix. the average deceleration readings of runways under conditions of water, slush, ice, or snow. The use of RCR 3. Average time interval between successive code is dependent upon the pilot having a "stopping approaches.

capability chart" specifically applicable to his/her aircraft.

4. Arrival time of aircraft over the holding fix or, if control has been transferred to you before an 2. USAF offices furnish RCR information at airports aircraft has reached the fix, a statement or other serving USAF and ANG aircraft.

Arrival Procedures 4-7-5 7110.65P 2/19/04 REFERENCE· FAAO 7110.65, Landing Area Condition, Para 3-3-1.

4-7-13. SWITCHING ILS/MLS RUNWAYS

•

TERMINAL When a change is made from one ILS to another or from one MLS to another at.airports equipped with multiple systems which are not used simultaneously, coordinate with the facilities which use the fixes formed by reference to these NAVAIDs.

•

Arrival Procedures 4-7-6

- - --------------------------.

2/19/04 7110.65P

Section 8. Approach Clearance Procedures

4-8-1. APPROACH CLEARANCE "Cleared F -M-S Runway Three Six Approach. " "Cleared I-L-S Approach."

a. Clear aircraft for "standard" or "special" "Cleared Localizer Back Course Runway One Three instrument approach procedures only. To require an Approach. n aircraft to execute a particular instrument approach "Cleared R-NAV Runway 1\1'0 TWo Approach. " procedure, specify in the approach clearance the "Cleared GPS Runway TWo Approach. " name of the approach as published on the approach "Cleared BRANCH ONE R-NAV Arrival and R-NAV Runway One Three Approach. " chart. Where more than one procedure is published on "Cleared I-L-S Runway Three Six Approach, glideslope a single chart and a specific procedure is to be flown, unusable. " amend the approach clearance to specify execution of "Cleared M-L-S Approach."

the specific approach to be flown. If only one "Cleared M-L-S Runway Three Six Approach. " instrument approach of a particular type is published, "Cleared M-L-S Runway Three Six Approach, glidepath the approach needs not be identified by the runway unusable. " reference. An aircraft conducting an ILS/MLS NOTE- approach when the glideslope/glidepath is reported 1. Clearances authorizing instrument approaches are out of service shall be advised at the time an approach issued on the basis that, if visual contact with the ground clearance is issued. Standard Instrument Approach is made before the approach is completed, the entire Procedures shall commence at an Initial Approach approach procedure will be followed unless the pilot Fix or an Intermediate Approach Fix if there is not an receives approval for a contact approach, is cleared for a InitiaIApproach Fix. Where adequate radar coverage visual approach, or cancels their IFR flight plan.

exists, radar facilities may vector aircraft to the final approach course in accordance with para 5-9-1, 2. Approach clearances are issuedbasedon known traffic.

The receipt of an approach clearance does not relieve the Vectors to Final Approach Course.

pilot of his/her responsibility to comply with applicable PHRASEOLOGY- Parts of TItle 14 of the Code ofF ederalRegulations and the CLEARED (type) APPROACH.

notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an (For a straight-in-approach- IFR), instruction; e.g., "Straight-in minima not authorized at night," «Procedure not authorized when glideslopel CLEARED STRAIGHT-IN (type) APPROACH.

glide path not used," "Use of procedure limited to aircraft authorized to use airport, " or "Procedure not authorized (Toauthorize a pilot to execute his/her choice of instrument at night."

approach), 3. The name of the approach, as published, is used to CLEARED APPROACH.

identify the approach, even though a component of the approach aid, other than the localizer on an ILS or the (Where more than one procedure is published on a single azimuth on an MLS is inoperative. Where more than one chart and a specific procedure is to be flown), procedure to the same runway is published on a single chart, each must adhere to all final approach guidance CLEARED (specific procedure to be flown) APPROACH.

contained on that chart, even though each procedure will be treated as a separate entity when authorized by ATC.

(Toauthorize a pilot to execute an ILS/MLS approach when For example, Instrument Approach Procedures published the glideslopelglide path is out of service), on a chart as either HI- VOR/DME or TACAN I would be stated as either "HI V-O-R/ D-M-E I Runway Six Left CLEARED (type) APPROACH, GLIDESLOPE/ Approach" or "HITACAN I Runway Six Left Approach. " GUDEPATH UNUSABLE.

The use of numerical identifiers in the approach name, or EXAMPLE- alphabetical identifiers with a letter from the end of the "Cleared Approach. " alphabet; e.g., X, Y, Z, such as "HI TACAN I Rwy 6L or HI "Cleared V-O-R Approach."

TACAN 2 Rwy 6L, " or "RNA V (GPS) Z Rwy 04 or RNAV "Cleared V-O-R Runway Three Six Approach. " (GPS) YRwy04, " denotes multiple straight-in approaches "Cleared F-M-SApproach."

to the same runway that use the same approach aid.

Approach Clearance Procedures 4-8-1 2/19/04 7110.65P Alphabetical suffixes with a leller from the beginning of the 1. Established on a segment of a published route alphabet; e.g., A, B, C, denote a procedure that does not

or instrument approach procedure. e

meet the criteria for straight-in landing minimums EXAMPLE- authorization.

Aircraft I: The aircraft is established on a segment of a published route at 5,000 feet. "Cleared V-O-R Runway 4. 14 CFR Section 91.175(j) requires a pilot to receive a Three Four Approach. " clearance for a procedure turn when vectored to a final approach fix or position, conducting a timed approach, or 2. Assigned an altitude to maintain until the when the procedure specifies "NO PT. " aircraft is established on a segment of a published route or instrument approach procedure.

5. An aircraft which has been cleared to a holding fix and EXAMPLE· prior to reaching that fix is issued a clearance for an Aircraft 2: The aircraft is inbound to the VOR on an approach, but not issueda revised routing; i.e., "proceed unpublished direct route at 7,000 feet. The minimum IFR direct to. . ." may be expected to proceed via the last altitudefor IFR operations (14 CFR Section 91.177) along assigned route, a feeder route (if one is published on the thisflightpath to the VOR is 5,000 feet. "Cross the Redding approach chart), and then to commence the approach as V-O-R atorabovefive thousand, cleared V-O-RRunway published. If, by following the route of flight to the holding Three Four Approach. " fix, the aircraft would overfly an JAF or the fix associated with the beginning of a feeder route to be used, the aircraft NOTE· is expected to commence the approach using the published 1. The altitude assigned must assure IFR obstruction clearance from the point at which the approach clearance feeder route to the JAF or from the JAF as appropriate; i.e., the aircraft would not be expected to overfly and return to is issued until establishedon a segment of a publishedroute or instrument approach procedure.

the JAF or feeder route.

2. If the altitude assignment is VFR-on-top, it is 6. Approach name items contained within parenthesis; conceivable that the pilot may elect to remain high until e.g., RNAV (GPS) Rwy 04, are not included in approach arrival over the final approach fix which may require the clearance phraseology.

pilot to circle to descend so as to cross the final approach _ REFERENCE- fix at an altitude that would permit landing. • FAAO 8260.3, United States Standard for Terminal Instrument Procedures (TERPS).

c. Except when applying radar procedures, timed b. For aircraft operating on unpublished routes, or visual approaches, clear an aircraft for an approach issue the approach clearance only after the aircraft is: to an airport when the preceding aircraft has landed (See FIG 4-8-1.)

or canceled IFR flight plan.

FIG4-8-J d. Where instrument approaches require radar monitoring and radar services are not available, do Approach Clearance Example not use the phraseology "cleared approach," which

- --

.... - - .....

allows the pilot his/her choice of instrument approaches.

e. Where a Terminal Arrival Area (fAA) has been established to support RNAV approaches use the procedures under subpara b above. (See PIG 4- 8-2.)

EXAMPLE· Aircraft 1: The aircraft has crossed the U\A boundary and is established on a segment of the approach. "Cleared R-NAV Runway One Eight Approach," Aircraft 2: The aircraft is inbound to the CHARR (right corner) JAF on an unpublished direct route at 7,000 feet.

The minimum IFR altitude for IFR operations (14 CFR ~W'" 4200 ~~x Section 91.177) along this flight path to the JAF is 5,000 " VI 00 ......... '-' I ....

feet. "Cleared to CHARR, Maintain at or above five - -0 __ - thousand until entering the TAA, Cleared R - NAV Runway • RED BLUFF One Eight Approach. " Approach Clearance Procedures 4-8-2 2/19104 7110.65P FIG4·S·2 Basic "T" and TAA Design

Plan View

---------

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~ -

~ -

-

TolF(IAF)

-

, ,

"

,

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,

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, 30NM

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\ I I \ \ I I \ \ I STRAIGHT-IN AREA \ I I \ 3000 I \ , \ IF(IAF) , I I I I I I I CHARR lAF , , \ \ I \ 4200 I \ I \ I \ I Runway 18 \ I 2 I \ \ , LEFf BASE AREA , I' ,

olAF", I' b

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--------

Approach Clearance Procedures 4-8-3 7110.65P 2/19/04 4-8-2. CLEARANCE LIMIT b. Include in the approach clearance instructions to circle to the runway in use if landing will be made .- Issue approach or other clearances, as required, on a runway other than that aligned with the direction • specifying the destination airport as the clearance of instrument approach. When the direction of the limit if airport traffic control service is not provided circling maneuver in relation to the airport/runway is even though this is a repetition of the initial clearance.

required, state the direction (eight cardinal compass points) and specify a left or right base/downwind leg 4-8-3. RELAYED APPROACH CLEARANCE as appropriate.

TERMINAL PHRASEOLOGY· CIRCLE TO RUNWAY (number), Include the weather report, when it is required and available, when an approach clearance is relayed or through a communication station other than an air carrier company radio. You may do this by telling the CIRCLE (direction using eight cardinal compass points) station to issue current weather.

OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT BASE/DOWNWIND TO RUNWAY (number).

4-8-4. ALTITUDE ASSIGNMENT FOR MILITARY NOTE· HIGH ALTITUDE INSTRUMENT APPROACHES Where standard instrument approach procedures (SlAPs) authorize circling approaches, they provide a basic Altitudes above those shown on the high altitude minimum of 300 feet of obstacle clearance at the MDA instrument approach procedures chart may be within the circling area considered. The dimensions of specified when required for separation.

theseareas, expressedindistances from the runways, vary for the different approach categories of aircraft. In some NOTE· cases a SJAP may otherwise restrict circling approach To preclude the possibility of aircraft exceeding maneuvers.

rate-of-descent or airspeed limitations, the maximum altitudes which may be assignedfor any portion of the high c. Do not issue clearances, such as "extend .- altitude instrument approachprocedure will be determined downwind leg," which might cause an aircraft to • through coordination between the ATe facility concerned exceed the circling approach area distance from the and the military authority which originated the high runways within which required circling approach altitude instrument approach procedure.

obstacle clearance is assured.

REFERENCE· FAAO 7110.65, Military Turbojet En Rouse Descent, Para 4-7-5.

4-8-7. SIDE-STEP MANEUVER 4-8-5. SPECIFYING ALTITUDE TERMINAL Specify in the approach clearance the altitude shown in the approach procedures when adherence to that Side-Step Maneuver. When authorized by an altitude is required for separation. When vertical instrument approach procedure, you may clear an separation will be provided from other aircraft by aircraft for an approach to one runway and inform the pilot adherence to the prescribed maximum, aircraft that landing will be made on a parallel minimum, or mandatory altitudes, the controller may runway.

omit specifying the altitude in the approach clearance.

EXAMPLE· "Cleared I-L-S Runway seven left approach. Side-step to NOTE· runwayseven right. ,.

Use FAAor NIMA instrument approach procedures charts appropriate for the aircraft executing the approach.

NOTE· Side-step maneuvers require higher weather minima/MDA. These higher minima/MDA are published 4-8-6. CIRCLING APPROACH on the instrument approach charts.

a. Circling approach instructions may only be REFERENCE· given for aircraft landing at airports with operational FAAO 7110.65, ClosediUnsafeRunway Information, Para 3-3-2. .- control towers. P/CG Term- Sidestep Maneuver. • Approach Clearance Procedures 4-8-4 2/19/04 711O.65P 4-8-8. COMMUNICATIONS RELEASE e. Missed approach procedures if considered necessary.

If an IFR aircraft intends to land at an airport not served by a tower or FSS, approve a change to the PHRASEOLOGY· INlTIALAPPROACHAT (altitude), PROCEDURE TURN advisory service frequency when you no longer AT (altitude), (number) MINUTES/MILES (direction), require direct communications.

FINAL APPROACH ON (name of NAVAlD) (specified) PHRASEOLOGY· COURSE/RADIAL/AZIMUTH AT (altitude).

CHANGE TO ADVISORY FREQUENCYAPPROVED.

NOTE· 4-8-11. PRACTICE APPROACHES An expeditious frequency change permits the aircraft to receive timely local airport traffic information in Except for military aircraft operating at military accordance with AC 90-42, Traffic Advisory Practices at airfields, ensure that neither VFR nor IFR practice Airports Without Operating Control Towers.

approaches disrupt the flow of other arriving and departing IFR or VFR aircraft. Authorize, withdraw 4-8-9. MISSED APPROACH authorization, or refuse to authorize practice approaches as traffic conditions require. Normally, Except in the case of a VFR aircraft practicing an approaches in progress should not be terminated.

instrument approach, an approach clearance automat- ically authorizes the aircraft to execute the missed NOTE· approach procedure depicted for the instrument The priority afforded other aircraft over practice approach being flown. An alternate missed approach instrument approaches is not intended to be so rigidly procedure as published on the appropriate FAA applied that it causes grossly inefficient application of • Form 8260 or appropriate military form may be services.

assigned when necessary. Once an aircraft com- a. Separation.

mences a missed approach, it may be radar vectored.

1. IFR aircraft practicing instrument ap- _ NOTE· proaches shall be afforded standard separation in • 1. Alternate missedapproach procedures arepublishedon accordance with Chapter 3, Chapter 4, Chapter 5, the appropriate FAA Form 8260 or appropriate military form and requirea detailed clearance when they are issued Chapter 6, and Chapter 7 minima until:

I

to the pilot.

(a) The aircraft lands, and the flight is 2. In the event of a missed approach involving a turn, terminated, or unless otherwise cleared, the pilot will proceed to the (b) The pilot cancels the flight plan.

missed approach point before starting that turn.

REFERENCE· 2. Where procedures require application ofIFR FAAO 7110.65, Practice Approaches; Para 4-8-11.

separation to VFR aircraft practicing instrument FAAO 7110.65, Vectors Below Minimum Altitude, Para 5-6-3.

F.AAO7110,65, Successive or Simultaneous Departures, Para 5-8-3. approaches, standard IFR separation in accordance FAAO 8260.19, Flight Procedures and Airspace, Paras 404 and 815.

with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and FAAO 8260.3, United States Standard for Terminal Instrument Chapter 7 shall be provided. Controllerresponsibility Procedures (/ERPS), Paras 275, 278, 943, 957, and 997.

for separation begins at the point where the approach clearance becomes effective. Except for heavy 4-8-10. APPROACH INFORMATION aircraft/B757, 500 feet vertical separation may be Specify the following in the approach clearance when applied between VFR aircraft and between a VFR the pilot says he/she is unfamiliar with the procedure: and an IFR aircraft.

a. Initial approach altitude. REFERENCE- FAAO 7210.3, Practice InstrumentApproaches, Para 6-4-4.

b. Direction and distance from the holding fix FAAO 7210.3, Practice InstrumentApproaches, Para 10-4-5.

within which procedure tum is to be completed.

3. Where separation services are not provided to VFR aircraft practicing instrument approaches, the c. Altitude at which the procedure tum is to be controller shall; made.

d. Final approach course and altitude. (a) Instruct the pilot to maintain VFR.

Approach Clearance Procedures 4-8-5 2/19/04 711O.65P

authorization must be specifically requested by the e

(b) Advise the pilot that separation services pilot and approved by the controller. When a missed are not provided.

approach has been approved, separation shall be PHRASEOLOGY- provided throughout the missed approach.

"(Aircraft identification) MAINTAIN VFR, PRACTICE APPROACH APPROVED, NO SEPARATION SERVICES REFERENCE· PROVIDED." FAAO 7110.65, VISual Separation, Para 7-2-1.

(c) Provide traffic information or advise the pilot to contact the appropriate facility.

4-8-12. LOW APPROACH AND TOUCH·AND-GO 4. If an altitude is assigned, including at or above/below altitudes, the altitude specified must Consider an aircraft cleared for a touch-and-go, low meet MVA,minimum safe altitude, or minimum IFR approach, or practice approach as an arriving aircraft altitude criteria.

until that aircraft touches down or crosses the landing REFEKENCE- threshold; thereafter, consider the aircraft as a FAAO 7110.65, AltitudeAssignments, Para 7-7-5.

departing aircraft. Before the aircraft begins its final S. All VFR aircraft shall be instructed to descent, issue the appropriate departure instructions maintain VFR on initial contact or as soon as possible the pilot is to follow upon completion of the approach thereafter.

(in accordance with para 4-3-2, Departure Gear- NOTE- ances). Climb-out instructions must include a This advisory is intended to remind the pilot that even specific heading or a route of flight and altitude, thoughATC is providing IFR-type instructions, the pilot is except when the aircraft will maintain VFR and responsible for compliance with the applicable parts of the contact the tower.

CFR governing VFR flight.

EXAMPLE- b. Missed Approaches.

"After completing low approach, climb and maintain six 1. Unless alternate instructions have been

thousand. Turn right, heading three six zero. " e

issued, IFR aircraft are automatically authorized to execute the missed approach depicted for the "Maintain VFR, contact tower."

instrument approach being flown.

(Issue other instructions as appropriate.)

REFERENCE· FAAO 7110.65, MissedApproach, Para 4-8-9.

NOTE- 2. VFRaircraft are not automatically authorized Climb-out instructions may be omitted after the first approach if instructions remain the same.

to execute the missed approach procedure. This

•

Approach Clearance Procedures 4-8-6

2/19/04 711O.65P

Chapter 5. Radar

Section 1. General

5-1-1. PRESENTATION AND EQUIPMENT operational program as part of the certification PERFORMANCE procedures for system startup and then on a real-time basis during operational hours.

Provide radar service only if you are personally satisfied that the radar presentation and equipment e. When operating in the EDARC/DARC/HOST performance is adequate for the service being or EDARC/DARC mode, ensure the PVD/MDM provided.

center and altitude limits for the system are appropriate for the operating position.

NOTE- The provision of radar service is not limited to the distance REFERENCE· FAAO 7110,65, SelectedAllitude Limits, Para 5-14-5.

and altitude parameters obtained during the commission- ing flight check.

MEARTS • f. The operational program accomplishes align- 5-1-2. ALIGNMENT ACCURACY CHECK ment checking. Verification of accuracy shall be During relief briefing, or as soon as possible after accomplished through the use of "targets of assuming responsibility for a control position, check opportunity" over displayed fixes, navigational aids, the operating equipment for alignment accuracy and etc., in accordance with provisions of FAAO7210.3, display acceptability. Recheck periodically through- para 8-3-1, Digital Map Verification.

out the watch.

REFERENCE- 5-1-3. RADAR USE FAAO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, and Chapter 11, Use radar information derived from primary and Comparable Military Directives.

secondary radar systems.

TERMINAL REFERENCE- FAAO 7110.65, Beacon Range Accuracy, Para 5-1-4.

a. Check the alignment of the radar video display FAAO 7110.65, Inoperative or Malfunctioning Interrogator, by assuring that the video/digital map or overlay is Para 5-2-15.

properly aligned with a permanent target of known a. Secondary radar may be used asthe sole display range and azimuth on the radar display. Where source as follows: possible, check one permanent target per quadrant.

1. In Class A airspace.

b. Accuracy of the radar video display shall be REFERENCE- verified for digitized radar systems by using the FAAO 7110.65, Failed Transponder in Class A A irspace, Para 5-2-16.

moving target indicator (MTI) reflectors, fixed 14 CFR Section 91.135, Operations in Class A Airspace.

location beacon transponders (Parrots), beacon 2. Outside Class A airspace, or where mix of real-time quality control (RTQC) symbols or Class A airspace/non-Class A airspace exists, only calibration performance monitor equipment (CPME) when: beacon targets.

(a) Additional coverage is provided by REFERENCE- secondary radar beyond that of the primary radar.

FAAO 7210.3, Tolerance for Radar Fix Accuracy, Para 3-8-1.

c. STARS equipment conducts continuous self- (b) Theprimary radaris temporarily unusable monitoring of alignment accuracy; therefore, con- or out of service. Advise pilots when these conditions troller alignment checks are not required. exist.

PHRASEOLOGY- EN ROUTE PRIMARYRADAROUTOFSERVICE. RADAR TRAFFIC d. When operating in the narrowband mode ADVISORIES AVAILABLE ON TRANSPONDER (Stage A) alignment checking is accomplished by the AIRCRAFT ONLY.

General 5-1-1 711O.65P 2/19/04 NOTE-

b. If beacon range accuracy cannot be verified, e

1. Advisory may be omitted when provided on ATIS and you may use beacon targets only for traffic pilot indicates having AT IS information.

information.

REFERENCE- 2. Advisory may be omitted when there is overlapping FAAO 7110.65, Radar Use, Para 5-1-3.

primary radar coverage from multiple radar sites.

5-1-5. ECM/ECCM ACTIVITY (c) A secondary radar system is the only source of radar data for the area of service. When the a. Refer all ECM/ECCM activity requests to the system is used for separation, beacon range accuracy appropriate center supervisor.

is assured, as provided in para 5-1-4, Beacon Range REFERENCE- Accuracy.

FAAO7610.4,Chapter2,Section 7, ElectronicCounterMeasures (ECM) Missions/Exercises.

NOTE- NOTE- 1. This provision is to authorize secondary radar only ECM activity can subsequently result in a request to apply operations where there is no primary radar available and ECCM videos to the radar system which may necessitate the condition is temporary.

the decertification of the narrowband search radar. The Systems Engineer should be consulted concerning the 2. Since Terminal facilities use Long Range Radar, this is effect of ECM/ECCM on the operational use of the applicable to En Route and Terminal Radar Facilities.

narrowband radar prior to approving/disapproving b. TERMINAL. Do not use secondary radar to requests to conduct ECM/ECCM activity.

conduct surveillance (ASR) final approaches unless b. When ECM activity interferes with the the system is fully digitized, or an emergency exists operational use of radar: and the pilot concurs.

1. EN ROUTE. Request the responsible mili- tary unit or aircraft, if initial request was received 5-1-4. BEACON RANGE ACCURACY directly from pilot, to suspend the activity.

a. You may use beacon targets for separation 2. TERMINAL. Request suspension of the

e

purposes if beacon range accuracy is verified by one activity through the ARTCC. If immediate cessation of the following methods: of the activity is required, broadcast the request directly to the ECM aircraft on the emergency NOTE- 1. The check for verification of beacon range accuracy frequency. Notify the ARTCC of direct broadcast as accomplished by correlation of beacon and primary radar soon as possible.

targets of the same aircraft is not a check of display c. When previously suspended activity will no accuracy. Therefore, it is not necessary that it be done using longer interfere: the same display with which separation is being provided, nor the same targets being separated.

1. EN ROUTE. Inform the NORAD unit or aircraft that it may be resumed.

2. Narrowband: Beacon range accuracy for automated narrowband display equipment is verified by AF 2. TERMINAL. Inform the ARTCC or aircraft personnel. Consequently, further verification by the that it may be resumed. Obtain approval from the controller is unnecessary.

ARTCC prior to broadcasting a resume clearance directly to the aircraft.

1. Correlate beacon and primary targets of the same aircraft (not necessarily the one being provided d. In each stop request, include your facility name, separation) to assure that they coincide.

type of ECM activity (chaff dispensing- "stream"/ "burst" or electronicjamming- "buzzer"), radar band 2. When beacon and primary targets ofthe same affected and, when feasible, expected duration of aircraft do not coincide, correlate them to assure that suspension.

any beacon displacement agrees with the specified PHRASEOLOGY- distance and direction for that particular radar BIG PHOTO (identification, if known) (name) system.

CENTER/TOWER/APPROACH CONTROL.

3. Refer to beacon range monitoring equipment where so installed. To stop ECM activity:

e

5-1-2 General 2/19/04 7110.65P form intersections, airway boundaries, final approach STOPSTREAMIBURSTINAREA (area name) (degree and courses, etc.

distance from facility), b. Fixed electronic cursors may be used to form or the final approach course for surveillance approaches conducted by military operated mobile radar STOP BUZZER ON (frequency band or channel).

facilities.

To resume ECM activity 5-1-8. MERGING TARGET PROCEDURES RESUME STREAM/BURST, a. Except while they are established in a holding pattern, apply merging target procedures to all radar or identified: RESUME BUZZER ON (frequency band or channel).

1. Aircraft at 10,000 feet and above.

2. Turbojet aircraft regardless of altitude.

5-1-6. SERVICE LIMITATIONS REFERENCE· P/CG Term- TurbojetAircraft.

a. When radar mapping is not availahle, limit 3. Presidential aircraft regardless of altitude.

radar services to: h. Issue traffic information to those aircraft listed 1. Separating identified aircraft targets.

in subpara a whose targets appear likely to merge unless the aircraft are separated by more than the 2. Vectoring aircraft to intercept a PAR final approach course. appropriate vertical separation minima.

EXAMPLE- 3. Providing radar service in areas that ensure no "Traffic twelve o'clock, seven miles, eastbound, MD-BO, at confliction with traffic on airways, other ATC areas one selJen thousand. " of jurisdiction, restricted or prohibited areas, terrain, etc.

"United Sixteen and American Twenty-five, traffic twelve o'clock, one zero miles, opposite direction, eastbound b. EN ROUTE. Stage A and DARC- When the seven twenty seven at flight level three three zero, position symbol associated with the full data block westbound MD-Eighty at flight level three one zero. " falls more than one history behind the actual aircraft c. If the pilot requests, vector his/her aircraft to target or there is no target symbol displayed, the avoid merging with the target of previously issued Mode C information in the full data block shall not be traffic.

used for the purpose of determining separation.

NOTE- c. Report radar malfunctions immediately for Aircraft closure rates are so rapid that when applying corrective action and for dispatch of a Notice to merging target procedures, controller issuance of traffic Airmen. Advise adjacent ATC facilities when must be commenced in ample time for the pilot to decide if appropriate.

a vector is necessary.

REFERENCE- d. If unable to provide vector service, inform the FAAO 7110.65, Reporting Essential Flight /nfOrmtJlion, Para 2-1-9.

pilot.

FAAO 7210.3, Chapter 3, Chapler 7, Chapter 10 Section 5, and Chapter 11 Section 2.

5-1-9. HOLDING PATTERN SURVEILLANCE 5-1-7. ELECTRONIC CURSOR Provide radar surveillance of outer fix holding pattern airspace areas, or any portions thereof, shown on your TERMINAL radar scope (displayed on the video map or scribed on a. An electronic cursor may be used to aid in the map overlay) whenever aircraft are holding there.

identifying and vectoring an aircraft and to give finer Attempt to detect any aircraft that stray outside the delineation to a video map. Do not use it as a area. If you detect an aircraft straying outside the area, substitute for a video map or map overlay; e.g., to assist it to return to the assigned airspace.

General 5-1-3 2/19/04 7110.65P INTERCEnING/CROSSING (name of NAVAlD) 5-1-10. DEVIATION ADVISORIES (specified) RADIAL.

Inform an aircraft when it is observed in a position and on a track which will obviously cause the aircraft 5-1-13. RADAR SERVICE TERMINATION to deviate from its protected airspace area. If a. Inform aircraft when radar service is termi- necessary, assist the aircraft to return to the assigned nated.

protected airspace.

REFERENCE· PHRASEOLOGY- FAAO 7110.65, Route or AltitudeAmendments, Para 4-2-5.

RADAR SERVICE TERMINATED (nonradar routing if FAAO 7110.65, Me/hods, Para 7-9-3.

required).

b. Radar service is automatically terminated and 5-1-11. RADAR FIX POSTING the aircraft needs not be advised oftermination when: EN ROUTE NOTE- 1. Termination of radar monitoring when conducting A controller is required to manually record at least simultaneous ILS/MLS approaches is prescribed in once the observed or reported time over a fix for each para 5-9-7, Simultaneous Independent ILS/MLS Ap- controlled aircraft in their sector of responsibility proaches- Dual & Triple.

only when the flight progress recording components of the HOST/DARC or the EARTS systems are not 2. Termination of radar monitoring where PAR equipment operational.

is used to monitor approaches is prescribed in REFERENCE· para 5-13-3, Monitor Information.

FAAO 7210.3, Flight Progress Strip Usage, Para 6-1-6.

FAAO 7210.3, FlighlProgressStrip Usage, Para 10-1-8. 1. An aircraft cancels its IFR flight plan, except within Class B airspace, Oass C airspace, TRSA, or 5-1-12. POSITION REPORTING where basic radar service is provided.

2. An aircraft conducting an instrument, visual, • If necessary, you may request an aircraft to provide an or contact approach has landed or has been instructed estimate or report over a specific fix. After an aircraft to change to advisory frequency.

receives the statement "radar contact" from ATC, it discontinues reporting over compulsory reporting 3. At tower-controlled airports where radar points. It resumes normal position reporting when coverage does not exist to within liz mile of the end ATC informs it "radar contact lost" or "radar service of the runway, arriving aircraft shall be informed terminated."

when radar service is terminated.

REFERENCE· REFERENCE- PICG Term- Radar Contact.

FAAO 7210.3, Radar Tolerances, Para 10-5-6.

a. When required, inform an aircraft of its position 4. TERMINAL. An arriving VFR aircraft re- with respect to a fix or airway.

ceiving radar service to a tower-controlled airport PHRASEOLOGY· within Class B airspace, Class C airspace, TRSA, or OVER/PASSING (fix).

where basic radar service is provided has landed, or to all other airports, is instructed to change to tower (Number of miles) MILES FROM (fix).

or advisory frequency.

(Number of miles) MILES (direction) OF (fix, airway, or 5. TERMINAL. An aircraft completes a radar location).

approach.

REFERENCE· CROSSING/JOINING/DEPARTING (airway or route).

FAAO 7110.65, Service Provided When Tower is Inoperative, Para 7-6-12.

•

General 5-1-4

7110.65P 2/19/04

Section 2. Beacon Systems

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

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

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

2. Make radar beacon code assignments to only b. Make handoffs to other positions/sectors on the Mode 3/A transponder-equipped aircraft.

computer-assigned code.

b. Unless otherwise specified in a directive or a c. Coastal facilities accepting "over" traffic that letter of agreement, make code assignments to will subsequently be handed-off to an oceanic departing, en route, and arrival aircraft in accordance ARTCC shall reassign a new discrete beacon code to with the procedures specified in this section for the an aircraft when it first enters the receiving facility's radar beacon code environment in which you are airspace. The code reassignment shall be accom- providing ATC service. Give first preference to the plished by inputting an appropriate message into the use of discrete beacon codes.

computer and issued to the pilot while operating in the first sector/position in the receiving facility's PHRASEOLOGY· airspace.

SQUAWKTHREE/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 airspace. To maximize the use of these subsets, they have NOTE· been allocated to ARTCC's underlying NBCAP airspace A code environment is determined by an operating that do not abut an oceanic ARTCC's area. Topreclude a position'slsector's equipment capability to decode radar potential situation where two aircraft might be in the same beacon targets using either the first and second or all four airspace at the same time on the same discrete code, it is digits of a beacon code.

necessary to reassign an aircraft another code as specified REFERENCE· in subpara c.

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

REFERENCE· FAAO 7110.65, Mixed Environment, Para 5-2-4, 5-2-2. DISCRETE ENVIRONMENT FAAO 7110.65, VFR Code Assignments, Para 5-2-9.

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

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 from the function codes specified in para 5-2-6, 1. TERMINAL. Aircraftthatwillremainwithin Function Code Assignments.

the terminal facility's delegated airspace shall be 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 an appropriate nondiscrete function code.

2. TERMINAL. Unless otherwise specified in a REFERENCE· facility directive or a letter of agreement, aircraft that PAAO 7110.65, Mixed Environment, Para 5-2-4.

will enter an adjacent ATTS facility's delegated PAAO 7110,65, VFR Code Assignments, plJT(J 5-2-9.

airspace shall be assigned a beacon code assigned by PAAO 7110,65, Beacon IdenJijication Methods, Para 5-3-3.

the ARTCC computer.

5-2-4. MIXED ENVIRONMENT NOTE· a. When discrete beacon code capability does not 1. This will provide the adjacent facility advance exist in your area of responsibility, comply with the information on the aircraft and will cause auto-acquisition procedures specified in para 5-2-3, Nondiscrete of the aircraft prior to handoff.

Environment.

Beacon Systems 5-2-1 7110.65P 2/19/04 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 pasition/sector exchanges control of the regional air traffic division.

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 regional air traffic 1. Comply with the procedures specified in division.

para 5- 2- 2, Discrete Environment, and b. Assign codes to en route IFR aircraft as follows: 2. Unless otherwise coordinated at the time of NOTE- handoff, assign aircraft that will enter the area of 1. FL 180 may be used in lieu of FL 240 where the base of responsibility of a nondiscrete-equipped position!

ClassA airspace and the base of the operating sector are sector an appropriate nondiscrete function code from at FL 180, and for inter-facility handojf the receiving sector is also stratified at FL 180.

the codes specified in para 5-2-6, Function Code Assignments, prior to initiating a handoff.

2. The provisions of subparas b2(b) and (c) may be REFERENCE- modified by facility directive or letter of agreement when FAAO 7110.65, IFR~VFR and VFR~IFR Flights, Para 4-2-8.

operational complexities or simplified sectorization FAAO 7110.65, VFR Code Assignments, Para 5-2-9.

FAAO 7110.65, Beacon Identification Methods, Para 5-3-3. indicate. Letters of agreement are mandatory when the operating sectors of two facilities are not stratified at identical levels. The general concept of utilizing 5-2-5. RADAR BEACON CODE CHANGES Codes 2100 through 2500 within Class A airspaceshould be adhered to.

Unless otherwise specified in a directive or a letter of agreement or coordinated at the time of handoff, do 1. Aircraft operating below FL 240 or when not request an aircraft to change from the code it was control is transferred to a controller whose area squawking in the transferring facility's area until the includes the stratum involved.

aircraft is within your area of responsibility.

(a) Code 1000 may be assigned to aircraft REFERENCE- changing altitudes.

FAAO 7110.65,IFR-VFR and VFR·/FR Flights, Para 4-2-8, FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.

(b) Code 1100 to an aircraft operating at an assigned altitude below FL 240. Should an additional 5-2-6. FUNCTION CODE ASSIGNMENTS code be operationally desirable, Code 1300 shall be assigned.

Unless otherwise specified by a directive or a letter of agreement, make nondiscrete code assignments from 2. Aircraft operating at or above FL 240 orwhen the following categories: control is transferred to a controller whose area includes the stratum involved.

a. Assign codes to departing lFR aircraft as follows: (a) Code 2300 may be assigned to aircraft changing altitudes.

1. Code 2000 to an aircraft which will climb to FL 240 or above or to an aircraft which will climb to (b) Code 2100 to an aircraft operating at an FL 180 or above where the base of Class A airspace assigned altitude from FL 240 to FL 330 inclusive.

and the base ofthe operating sector are at FL 180, and Should an additional code be operationally desirable, for inter-facility handoff the receiving sector is also Code 2200 shall be assigned.

stratified at FL 180. The en route code shall not be (c) Code 2400 to an aircraft operating at an assigned until the aircraft is established in the high assigned altitude from FL 350 to FL 600 inclusive.

altitude sector.

Should an additional code be operationally desirable, 2. Code 1100 to an aircraft which will remain Code 2500 shall be assigned.

below FL 240 or below FL 180 as above.

3. Code 4000 when aircraft are operating on a 3. For handoffs from terminal facilities when so flight plan specifying frequent or rapid changes in specified in a letter of agreement as follows: assigned altitude in more than one stratum or other

•

5-2-2 Beacon Systems 7110.65P 2/19104 b. After radio and radar contact have been estab- conditions of flight not compatible with a stratified lished, you may request other than single-piloted code assignment.

helicopters and single-piloted turbojet aircraft to NOTE- change from Code 7700 to another code appropriate 1. Categories of flight that can be assigned Code 4000 for your radar beacon code environment.

include certain flight test aircraft, MTR missions, aerial refueling operation requiring descent involving more than NOTE- one stratum, ALTRVs where continuous monitoring of ATC 1. The code change, based on pilot concurrence, the communications facilities is not required and frequent nature of the emergency, and current flight conditions will altitude changes are approved, and other aircraft signify to other radar facilities that the aircraft in distress operating on flight plans requiring special handling by is identified and under ATC control.

ATe.

2. Pilots of single-piloted helicopters and single-piloted 2. Military aircraft operating VFR or IFR in restrictedl turbojet aircraft may be unable to reposition transponder warning areas or VFR on VR routes will adjust their controls during the emergency.

transponders to reply on Code 4000 unless another code PHRASEOLOGY· has been assigned by ATC or coordinated, if possible, with RADAR CONTACT (position). IF FEASIBLE, SQUAWK ATC.

(code).

c. Assign the following codes to arriving IFR REFERENCE- FAAO 7110.65, Beacon Identiftcation Methods, Para 5-3-3.

aircraft, except military turbojet aircraft as specified in para 4-7-4, Radio Frequency and Radar Beacon c. The following shall be accomplished on a Changes for Military Aircraft: Mode C equipped VFR aircraft which is in emergency but no longer requires the assignment of NOTE· Code 7700: FL 180 may be used in lieu of FL 240 where the base of Class A airspace and the base of the operating sector are 1. TERMINAL. Assign a beacon code that will at FL 180, and for inter-facility handoff the receiving permit terminal minimum safe altitude warning sector is also stratified at FL 180.

(MSAW) alarm processing.

1. Code 2300 may be assigned for descents 2. EN ROUTE. An appropriate keyboard entry while above FL 240.

shall be made to ensure en route MSAW (EMSAW) 2. Code 1500 may be assigned for descents into alarm processing.

and while within the strata below FL 240, or with prior coordination the specific code utilized by the 5-2-8. RADIO FAILURE destination controller, or the code currently assigned When you observe a Code 7600 display, apply the when descent clearance is issued.

procedures in para 10-4-4, Communications Failure.

3. The applicable en route code for the holding NOTE- altitude if holding is necessary before entering the Should a transponder-equipped aircraft experience a loss terminal area and the appropriate code in subparas 1 of two-way radio communications capability, the pilot can or 2.

be expected to adjust hislher transpander to Code 7600.

REFERENCE· REFERENCE· FAAO 7110.65, Beacon ldesulfication Methods, Para 5-3-3.

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

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

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

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

FAAO 7110.65, Beacon IdentiftcatwnMethods, Para 5-3-3.

a. For VFR aircraft receiving radar advisories, assign an appropriate function code or computer-as- 5-2-7. EMERGENCY CODE ASSIGNMENT signed code for the code environment in which you are providing service.

Assign codes to emergency aircraft as follows: NOTE- a. Code 7700 when the pilot declares an 1. Para 5-2-2, Discrete Environment; para 5-2-3, emergency and the aircraft is not radar identified.

Nondiscrete Environment, and para 5-2-4, Mixed Environment, specify code assignment procedures to PHRASEOLOGY- follow for the three code environments.

SQUAWK MAYDAY ON 7700.

5-2-3 Beacon Systems 711O.65P 2/19/04 5-2-10. BEACON CODE FOR PRESSURE SUIT 2. Para 5-2 -6, Function Code Assignments, specifies the FLIGHTS AND FLIGHTS ABOVE FL 600 function code allocation from which an appropriate code a. Mode 3/A, Code 4400, and discrete for the aircraft indicated in subpara a should be selected.

In the terminalenvironment,additionalfunction codesmay Codes 4401 through 4477 are reserved for use by be authorized by the regional air traffic division.

R-71, F-12, U-2, B-57, pressure suit flights, and aircraft operations above FL 600.

1. If the aircraft is outside of your area of NOTE· responsibility and an operational benefit will be The specific allocation of the special use codes in gained by retaining the aircraft on your frequency for subset 4400 is in FAAO 7110.66, National Beacon Code the purpose of providing services, ensure that Allocation Plan.

coordination has been effected: b. Ensure that aircraft remain on Code 4400 or one (a) As soon as possible after positive of the special use discrete codes in the 4400 subset if identification, and filed as part of the flight plan. Except when unforeseen events, such as weather deviations, (b) Prior to issuing a control instruction or equipment failure, etc., cause more than one aircraft providing a service other than a safety alert/traffic with same Mode 3/A discrete beacon codes to be in advisory.

the same or adjacent ARTCC's airspace at the same time, a controller may requestthe pilot to make a code NOTE· change, squawk standby, or to stop squawk as Safety alerts/traffic advisories may be issued to an aircraft appropriate.

prior to coordination if an imminent situation may be averted by such action. Coordination shouldbe effectedas NOTE· soon as possible thereafter.

Due to the inaccessibility of certain equipment to the flight crews, Code 4400 or a discrete code from the 4400 subset b. Instruct IFR aircraft which cancel an IFR flight is preset on the ground and will be used throughout the plan and are not requesting radar advisory service and flight profile including operations below FL 600.

VFR aircraft for which radar advisory service is being Controllers shouldbe cognizant that not all aircraft may be terminated to squawk the VFR code. able to accept the transponder changes identified in the exception. Emergency Code 7700, however, can be PHRASEOLOGY· activated.

SQUAWKVFR.

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

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

CODE ASSIGNMENT NOTE· EN ROUTE 1. Aircraft not in contact with anATC facility may squawk 1255 in lieu of 1200 while en route to/from or within the Ensure exercise FAKER aircraft remain on the designated fire fighting area(s).

exercise flight plan filed discrete beacon code.

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

Department of Defense code allocation specified in FAAO 7610.4, Special Military Operations, Appendix 8.

REFERENCE· FAAO 7110.66, Natrona/Beacon CodeAliocationP/an..

2. NORAD will ensure that those FAKER aircraftassigned the same discrete beacon code are not flight planned in the c. When an aircraft changes from VFR to IFR, the same or any adjacent ARTCC -s airspace at the same time.

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

operational requirements necessitate.)

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

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

5-2-4 Beacon Systems 7110.65P 2/19/04 ring-around or excessive VFR target presentations 5-2-12. STANDBY OR LOW SENSITIVITY derogate the separation ofIFR traffic, the monitoring OPERATION ofVFR Code 1200, Code 1255, and Code 1277 may You may instruct an aircraft operating on an assigned be temporarily discontinued.

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

lieu of 4000 wi thin the warning/restricted area or VR Therefore, aircraft with late model transponders will be route. If by local coordination with the restric- unable to respond to a request to It squawk low."

ted/warning area or VR route user a code other than a. When approximately 15 miles from its 4000 is to be exclusively used, then this code shall be destination and you no longer desire operation of the monitored.

transponder.

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

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

SQUAWKLOW/NORMAL.

1. Code 7500 (hijack code).

REFERENCE- REFERENCE· FAAO 7110.65, Beacon IdenJificalion Methods, Para 5-3-3.

FAAO 7110.65, Hijacked Aircraft; Para 10-2-6.

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

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

that the assigned beacon code is not being displayed.

REFERENCE- FAAO 7110.65, Function CodeAssigrunents, Para 5-2-6.

PHRASEOLOGY· (Identification) RESET TRANSPONDER, SQUAWK NOTE· In addition to alphanumeric and control symbology (appropriate code).

• processing enhancements, the MEARTS, STARS, and the b. Inform an aircraft when its transponder appears TPX -42 systems are equipped with automatic beacon to be inoperative or malfunctioning.

decoders. Therefore, in facilities where the automatic PHRASEOLOGY· beacon decoders are providing the control slash video, (Identification) YOUR TRANSPONDER APPEARS thereisno requirementto have the nonautomated decoding INOPERATIVE/MALFUNCTIONING, RESET, equipment operating simultaneously.

SQUAWK (appropriate code).

REFERENCE· FAAO 7210.3, Monitoring of Mode 3/A Radar Beacon Codes, c. Ensure that the subsequent control position in Para 3-7-4.

the facility or the next facility, as applicable, is a. This includes the appropriate 1FR code actually notified when an aircraft transponder is malfunction- assigned and, additionally, Code 1200, Code 1255, ing/inoperative.

and Code 1277 unless your area of responsibility REFERENCE· includes only Class A airspace. During periods when FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.

5-2-5 Beacon Systems 711O.65P 2/19104 5-2-15. INOPERATIVE OR MALFUNCTIONING 2. You receive a continuous readout from an INTERROGATOR aircraft on the airport and the readout varies by less than 300 feet from the field elevation, or Inform aircraft concerned when the groundinterroga-

NOTE- •

tor appears to be inoperative or malfunctioning.

A continuous readout exists only when the altitude filter PHRASEOLOGY.

limits are set to include the field elevation.

(Name offacility or control function) BEACON ImERRO- REFERENCE- GATOR INOPERATIVE/MALFUNCTIONING.

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

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

REFERENCE· FAAO 7210.3, Display Data, Para 11-2-3.

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

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

3. You have correlated the altitude information in your data block with the validated information in a data block generated in another facility (by verbally 5-2-16. FAILED TRANSPONDER IN CLASS A coordinating with the other controller) and your AIRSPACE readout is exactly the same as the readout in the other data block.

Disapprove a request or withdraw previously issued approval to operate in Class A airspace with a failed b. When unable to validate the readout, do not use transponder solely on the basis of traffic conditions or the Mode C altitude information for separation.

other operational factors.

c. Whenever you observe an invalid Mode C REFERENCE· readout below FL 180: FAAO 7110.65, Radar Use, Para 5-1-3.

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

1. Issue the correct altimeter setting and confirm the pilot has accurately reported the altitude.

5-2-17. VALIDATION OF MODE C READOUT PHRASEOLOGY- (Location) ALTIMETER (appropriate altimeter), VERIFY Ensure that Mode C altitude readouts are valid after ALTITUDE.

accepting an interfacility handoff, initial track start, 2. Ifthe altitude readout continues to be invalid: track start from coast/suspend tabular list, missing, or

•

unreasonable Mode C readouts. For TPX -42 and (a) Instruct the pilot to turn off the altitude- equivalent systems ensure that altitude readout is reporting part of his/her transponder and include the valid immediately after identification. (TCDD-/ reason; and BANS-equipped tower cabs are not required to (b) Notify the operations supervisor-in- validate Mode Creadouts after receiving interfacility charge of the aircraft call sign.

handoffs from TRACONs according to the proce- PHRASEOLOGY- dures in para 5-4-3, Methods, subpara a4.)

STOP ALTITUDE SQUAWK ALTITUDE DIFFERS BY (number offeet) FEET.

a. Consider an altitude readout valid when: d. Whenever you observe an invalid Mode C 1. It varies less than 300 feet from the pilot readout at or above FL 180, unless the aircraft is reported altitude, or descending below Class A airspace: PHRASEOLOGY· 1. Confirm that the pilotis using 29.92 inches of (If aircraft is known to be operating below the lowest mercury as the altimeter setting and has accurately useable flight level), reported the altitude.

SAY ALTITUDE.

PHRASEOLOGY- CONFIRM USING TWO NINER NINER TWO AS YOUR or ALTIMETER SETTING.

(If aircraft is known to be operating at or above the lowest (If aircraft is known to be operating at or above the lowest useable flight level), useable flight level), SAY FLIGHT LEVEL.

VERIFY FLIGHT LEVEL.

•

5-2-6 Beacon Systems 7110.65P 2/19/04 5-2-19. ALTITUDE CONFIRMATION- 2. If the Mode C readout continues to be invalid: NON-MODE C (a) Instruct the pilot to turn off the altitude- a. Request a pilot to confirm assigned altitude on reporting part of his/her transponder and include the initial contact unless: reason; and NOTE- (b) Notify the operational supervisor-in- For the purpose of this paragraph, "initial contact" means a pilot's first radio contact with each sector/position.

charge of the aircraft call sign.

1. The pilot states the assigned altitude, or PHRASEOLOGY- SWP ALTITUDE SQUAWK ALTITUDE DIFFERS BY 2. You assign a new altitude to a climbing or a (number offeet) FEET.

descending aircraft, or e. Whenever possible, inhibit altitude readouts on 3. TERMINAL. The aircraft was transferred to all consoles when a malfunction of the ground you from another sector/position within your facility equipment causes repeated invalid readouts.

(intrafacility).

PHRASEOLOGY- (In level flight situations), VERIFY AT (altitude/flight 5-2-18. ALTITUDE CONFIRMATION- MODE C level).

Request a pilot to confirm assigned altitude on initial (In climbingldescending situations), VERIFY ASSIGNED contact unless: ALTITUDEIFLIGHT LEVEL (altitudelflight level).

NOTE- b. USA. Reconfirm all pilot altitude read backs.

For the purpose of this paragraph, I( initial contact" means PHRASEOLOGY- a pilot's first radio contact with each sector/position.

(If the altitude read back is correct), a. The pilot states the assigned altitude, or AFFIRMATIVE (altitude).

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

NEGATIVE. MAINTAIN (altitude).

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

(In level flight situations), VERIFY AT (altitude/flight level).

5-2-20. AUTOMATIC ALTITUDE REPORTING (In climbing/descending situations), Inform an aircraft when you want it to tum on/off the automatic altitude reporting feature of its transpond- (if aircraft has been assigned an altitude below the lowest er.

useable flight level), PHRASEOLOGY- SQUAWKALTITUDE, VERIFY ASSIGNED ALTITUDE (altitude).

or or SWP ALTITUDE SQUAWK (If aircraft has been assigned a flight level at or above the lowest useable flight level), NOTE- Controllers should be aware that not all aircraft have a VERIFY ASSIGNED FLIGHT LEVEL (flight level). capability to disengage the altitude squawk independently from the beacon code squawk. On some aircraft both REFERENCE· functions are controlled by the same switch.

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

5-2-7 Beacon Systems 711O.65P 2/19/04 REFERENCE· 3. Suggest that the aircraft provide a VFR route FAAO 7110.65, Validation of Mode C Readout, Para 5-2-17.

of flight and maintain radio contact with ATC. e

FAAO 7110,65, Beacon Identification Methods, Para 5-3-3.

PlCG Tenn- AutomaticAltitude Report.

d. Do not approve an inflight deviation unless the aircraft has filed an IFR flight plan ora VFR route of 5-2-21. INFLIGHT DEVIATIONS FROM flight is provided and radio contact with ATC is TRANSPONDER/MODE C REQUIREMENTS maintained.

BETWEEN 10,000 FEET AND 18,000 FEET e. You may approve an inflight deviation request Apply the following procedures to requests to deviate which includes airspace outside your jurisdiction from the Mode C transponderrequirement by aircraft without the prior approval of the adjacent ATC operating in the airspace of the 48 contiguous states sector/facility providing a transponder/Mode Cstatus and the District of Columbia at and above 10,000 feet report is forwarded prior to control transfer.

MSL and below 18,000 feet MSL, excluding the f. Approve or disapprove inflight deviation airspace at and below 2,500 feet AGL.

requests within a reasonable period of time or advise NOTE- when approval/disapproval can be expected.

1. 14 CFRSection91.215(b)provides, inpart, thatallU.S.

REFERENCE· registered civil aircraft must be equipped with an operable, FAAO 7110,65, Beacon Identification Methods, Para 5-3-3.

coded radar beacon transponder when operating in the altitude stratum listedabove. Such transponders shall have 5-2-22. BEACON TERMINATION a Mode 3/A 4096 code capability, replying to Mode 3/A Inform an aircraft when you want it to tum off its interrogation with the code specified by ATe, or a Mode S transponder.

capability, replying to Mode 3/A interrogations with the code specified by ATe. The aircraft must also be equipped PHRASEOLOGY- with automatic pressure altitude reporting equipment having a Mode C capability that automatically replies to STOP SQUAWK Mode C interrogations by transmitting pressure altitude information in 100-foot increments.

(For a military aircraft when you do not know if the military _ service requires that it continue operating on another .- 2. The exception to 14 CFRSection 91.215 (b) is 14 CFR mode), Section 91.215(b)(5) which states: except balloons, gliders, and aircraft without engine-driven electrical STOP SQUAWK (mode in use).

systems.

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

REFERENCE· FAAO 7210.3, Temporary Flight Restrictions, Chapter 18, Sec/ion 4.

5-2-23. ALTITUDE FILTERS a. Except in an emergency, do not approve inflight requests for authorization to deviate from 14 CFR TERMINAL Section 91.215(b)(5)(i) requirements originated by Set altitude filters to display Mode C allitudereadouts aircraft without transponder equipment installed.

to encompass all altitudes within the controller's jurisdiction. Set the upper limits no lower than b. Approve or disapprove other inflight deviation 1,000 feet above the highest altitude for which the requests, or withdraw approval previously issued to controller is responsible. In those stratified positions, such flights, solely on the basis of traffic conditions set the lower limit to 1,000 feet or more below the and other operational factors.

lowest altitude forwhich the controller is responsible.

c. Adhere to the following sequence of action When the position's area of responsibility includes when an inflight VFR deviation request is received down to an airport field elevation, the facility will from an aircraft with an inoperative transponder or normally set the lower altitude filter limit to Mode C, or is not Mode C equipped: encompass the field elevation so that provisions of para 2-1-6, Safety Alert, and para 5-2-17, Valida- 1. Suggest that the aircraft conduct its flight in tion of Mode C Readout, subpara a2 may be applied.

airspace unaffected by the CFRs.

Air traffic managers may authorize temporary 2. Suggest that the aircraft file an IFR flight suspension of this requirement when target clutter is • plan.

excessive.

5-2-8 BeaconSystems

7110.65P 2/19/04

Section 3. Radar Identification

and azimuth have been determined by supervisory 5-3-1. APPLICATION personnel.

Before you provide radar service, establish and c. Observing a target make an identifying turn or maintain radar identification of the aircraft involved, turns of 30 degrees or more, provided the following except as provided in para 5-5-1, Application, conditions are mel: subparas b2 and 3.

NOTE- REFERENCE· Use of identifying turns or headings which would cause the FAAO 7110.65. Use of Tower Radar Displays, Para 3-1-9.

aircraft to follow normal1FR routes or known VFR flight paths might result in misidentification. When these 5-3-2. PRIMARY RADAR IDENTIFICATION circumstances cannot be avoided, additional methods of METHODS identification may be necessary.

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

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

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 2. A nonverbal rolling/boundary notification is altitude or have the aircraft climb to the highest used for each departure aircraft.

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

NOTE· Nonverbal notification can be accomplished via the use of REFERENCE· a manual or electronic «drop tube" or automation.

FAAO 7110.65, Use of Tower Radar Displays, Para 3-1-9.

FAAO 7110.65, Surveillance Unusable, Para 5-12-11.

b. Observing a target whose position with respect to a fix (displayed on the video map, scribed on the 5-3-3. BEACON IDENTIFICATION METHODS map overlay, or displayed as a permanent echo) or a When using only Mode 3/A radar beacon to identify visual reporting point (whose range and azimuth from a target, use one of the following methods: the radar antenna has been accurately determined and made available to the controller) corresponds with a a. Request the aircraft to activate the "10 ENT" direct position report received from an aircraft, and feature of the transponder and then observe the the observed track is consistent with the reported identification display.

heading or route of flight. If a TACANNORTAC is NOTE- located within 6,000 feet of the radar antenna, the 1. At facilities where the single-slash "lDENT" TACANNORTAC may be used as a reference fix for modification is installed or other decoder modifications radar identification without being displayed on the have been made which increase the number of" blooming" video map or map overlay.

target displays, it will be necessary 10 exercise additional care to preclude the possibility of misidentification.

NOTE· 1. Establishment of radar identification through use of 2. TERMINAL. When automateddisplays are operated in DME position information can be complicated by the fact the analog mode, the "IDENT" return is displayed as a that same military TACANs are not collocated with double slash and the emergency return as a single bloomer frequency-paired VORs and might be separatedfrom them whenever the beacon control head is in the "fail J} position.

by as much as 31 miles.

PHRASEOLOGY- lDENT.

2. VISUal reporting points used for RADAR identification SQUAWK (code) AND lDENT.

are limited to those most used by pilots and whose range 5-3-1 RadarIdentification 711O.65P 2/19/04 b. Request the aircraft to change to a specific appear in the data block: "CST", "NAT", "NT", discrete or nondiscrete code, as appropriate, and then "AMB", "OLD", "NB", "TU", "AM", or "OL".

observe the target or code display change. If a code b. Use the data block to maintain target identity change is required in accordance with Section 2,

•

unless it is in a coast status or displaced from the Beacon Systems, of this chapter, use the codes appropriate target.

specified therein.

c. A displaced data block shall be updated at all c. Request the aircraft to change transponder to times.

"standby." After you observe the target disappear for REFERENCE· sufficient scans to assure that loss of target resulted FAAO 7110.65, Use of Tower Radar Displays, Para 3-1-9.

from placing the transponder in "standby" position, request the aircraft to return transponder to normal 5-3-5. QUESTIONABLE IDENTIFICATION operation and then observe the reappearance of the a. Use more than one method of identification target.

when proximity of targets, duplication of observed PHRASEOLOGY· action, or any other circumstances cause doubt as to SQUAWK STANDBY, target identification.

then b. If identification is questionable for any reason, take immediate action to reidentify the aircraft or SQUAWK NORMAL.

terminate radar service. Identify the aircraft as follows: d. EN ROUTE. During narrowband operations, an aircraft may be considered identified when the full 1. As described in para 5-3-2, Primary Radar data block is automatically associated with the Identification Methods, or para 5-3-3, Beacon beacon target symbol of an aircraft that is squawking Identification Methods.

a discrete code assigned by the computer.

2. En route. Ensure that all primary targets are PHRASEOLOGY· displayed when radar identification is lost or is SQUAWK (4 digit discrete code), AND IF YOUR questionable.

ALTITUDE REPORTING EQUIPMENT IS TURNED REFERENCE-

•

OFF, SQUAWKALTITUDE.

FAAO 7110.65, Methods, Para 5-4-3.

NOTE· 5-3-6. POSITION INFORMATION TheAIMinformspilots to adjust Mode C transponders with altitude reporting capability activated unless deactivation Inform an aircraft of its position whenever radar is requested by ATe. Squawk altitude is included toprovide identification is established by means of identifying applicable phraseology.

turns or by any of the beacon identification methods REFERENCE· outlined in para 5-3-3, Beacon Identification FAAO 7110.65, Use of Tower Radar Displays, Para 3-1-9.

FAAO 7110.65, Position/nformation, Para 5-3-6. Methods. Position information need not be given when identification is established by position correlation or when a departing aircraft is identified 5-3-4. TERMINAL AUTOMATION SYSTEMS within 1 mile of the takeoff runway end.

IDENTIFICATION METHODS TERMINAL 5-3-7. IDENTIFICATION STATUS a. Consider an auto-acquired aircraft as identified a. Inform an aircraft of radar contact when: when the data block is displayed and is visible to you, 1. Initial radar identification in the ATC system and one of the following conditions exist: is established.

1. The radar or beacon identification procedures 2. Subsequent to loss of radar contact or have been used to confirm the identity of the tagged terminating radar service, radar identification is target.

reestablished.

2. The aircraft is being handed off using a NAS PHRASEOLOGY· automated system and one of the following does not RADAR CONTACT (position if required).

•

5-3-2 Radar Identification 7110.65P 2/19/04 5-3-9. TARGET MARKERS b. Inform an aircraft when radar contact is lost.

TERMINAL PHRASEOLOGY- RADAR CONTACT LOST (alternative instructions when a. Retain data blocks that are associated with the required).

appropriate target symbol in order to maintain continuous identity of aircraft. Retain the data block until the aircraft has exited the sector or delegated 5-3-8. TARGET MARKERS airspace, and all potential conflicts have been resolved; including an aircraft that is a point out. The EN ROUTE data block shall display flight identification and altitude information, as a minimum.

a. Use radar target markers (shrimp boats) on NOTE- horizontal scopes to provide continuous target Where delegated airspace extends beyond Class Band/or identity. Post flight identification and altitude when Class C airspace, the following will apply: If a VFR constant, on markers. Post miscellaneous items aircraft is clear of Class B and Class C airspace and radar (abbreviated route, vector headings, arrows to services have been terminated then retention of the data indicate climb anddescent, etc.) at your discretion.To block is no longer required.

prevent misinterpretation, use standard hand printed b. During prearranged coordination procedures, characters.

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

tion.

Retain the data block until the aircraft has exited the REFERENCE· sector or delegated airspace, and all potential FAAO 7110.65, Coordinate Use of Airspace, Para 2-1-14.

conflicts have been resolved; including an aircraft FAAO 7110.65, Transferof Radar Identification; Methods, that is a point out. The data block shall display flight Para 5-4-3.

FAAO 7110.65, Automa/edlnformation Transfer (AlT).

identification and altitude information, as a mini- Para 5-4-8.

mum. The displayed altitude may be assigned, FAAO 7110.65, Prearranged Coordination, Para 5-4-10.

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

interim, or reported, whichever is appropriate.

5-3-3 Radar Identification

711O.65P 2/19/04

Section 4. Transfer of Radar Identification

of coordinating separation action. Traffic is normally 5-4-1. APPLICATION issued: To provide continuous radar service to an aircraft and 1. In response to a handoff or point out; facilitate a safe, orderly, and expeditious flow of traffic, it is often necessary to transfer radar 2. In anticipation of a handoff or point out; or identification of an aircraft from one controller to 3. In conjunction with a request for control of an another. This section describes the terms, methods, aircraft.

and responsibilities associated with this task.

Interfacility and intrafacility transfers of radar f. Traffic Observed. The term used to inform the identification shall be accomplished in all areas of controller issuing the traffic restrictions that the radar surveillance exceptwhere it is not operationally traffic is identified and that the restrictions issued are feasible. Where such constraints exist, they shall be: understood and will be complied with.

a. Covered in letters of agreement which clearly 5-4-3. METHODS state that control will not be based upon a radar handoff, or a. Transfer the radar identification of an aircraftby at least one of the following methods: b. Coordinated by the transferring and receiving controllers for a specified period of time. 1. Physically point to the target on the receiving controller's display.

REFERENCE· • FAAO 7110.65, Coordination wiJh Receiving Facility, Para 4-3-8.

2. Use landline voice communications.

3. Use automation capabilities.

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/DBRITEfTDW.

b. Radar Contact. The term used to inform the controller initiating a handoff that the aircraft is REFERENCE· FAAO 7210,3, Use of Modify and QuickLook Functions, Para 11-2-4.

identified and approval is granted for the aircraft to PAAO 7210.3, Use a/Stars QuickLook Functions, Para 11-8-4.

enter the receiving controller's airspace.

5. EN ROUTE. EDARC/HOST or DARC/ c. Point Out. A physical or automated action HOST have interfacility handoff capabilities that can taken by a controller to transfer the radar be manually initiated and accepted through the Quick identification of an aircraft to another controller if the Action Keys (QAK), or used in automatic handoff aircraft will or may enter the airspace or protected mode as in HOST Stage A. DARC or EDARC do not airspace of another controller and radio communica- have the capabilities for interfacility handoffs.

tions will not be transferred.

Therefore, handoffs between facilities must be made via landline voice communicationswhen operating in d. Point Out Approved. The term used to inform DARC or EDARC.

the controller initiating a point out that the aircraft is identified and that approval is granted for the aircraft b. When making a handoff, point-out, or issuing to enter the receiving controller's airspace, as traffic restrictions, relay information to the receiving coordinated, without a communications transfer or controller in the following order: the appropriate automated system response.

1. The position ofthe target relative to a fix, map symbol, or radar target known and displayed by both e. Traffic. A term used totransfer radaridentifica- tion of an aircraft to another controller for the purpose the receiving and transferring controller. Mileage 5-4-1 Transfer of Radar Identification 711O.65P 2/19/04 from the reference point may be omitted when TRAFFIC OBSERVED, relaying the position of a target if a full data block or associated with the target has been forced on the receiving controller's radar display.

UNABLE (appropriate information, as required).

EXAMPLE· d. If any doubt as to target identification exists "Point out, Southwest of Richmond VOR . . . " after attempting confirmation in accordance with this 2. The aircraft identification, as follows: section, apply the provisions of para 5-3~5, (a) The aircraft call sign, or Questionable Identification.

REFERENCE· (b) The discrete beacon code of the aircraft FAAO 7110.65, Validation of Mode C Readout, Para 5-2-17.

during interfacility point-outs only, if both the receiving and the transferring controllers agree.

5-4-4. TRAFFIC NOTE· a. When using the term "traffic" for coordinating Acceptance of a point-out using the discrete beacon code separation, the controller issuing traffic shall issue as the aircraft's identification constitutes agreement.

appropriate restrictions.

3. The assigned altitude, appropriate restric- b. The controller accepting the restrictions shall be tions, and information that the aircraft is climbing or responsible to ensure that approved separation is descending, if applicable, except when inter/intrafa- maintained between the involved aircraft.

cility directives ensure that the altitude information will be known by the receiving controller.

5-4-5. TRANSFERRING CONTROLLER NOTE· HANDOFF 1. Whenphysicallypointing to the target, you do not have The transferring controller shall: to state the aircraft position.

a. Complete a radar handoff prior to an aircraft's 2. Those en route facilities using host software that entering the airspace delegated to the receiving provides capability for passing interim altitude shall controller.

include the specific operations and procedures for use of REFERENCE-

thisprocedure in a LOA between the appropriatefacilities. •

FAAO 7110.65, Coordinate Use a/Airspace, Para 2-1-14.

PHRASEOLOGY· FAAO 7110.65, Control TmnsfecPara 2-1-15.

PAAO 7110.65, Receiving Controller Handoff, Para 5-4-6.

HANDOFF/POINT-OUT/TRAFFIC (aircraft position) (aircraft ID), b. Verbally obtain the receiving controller's approval prior to making any changes to an aircraft's or flight path, altitude, or data block information while the handoff is being iuitiated or after acceptance, (discrete beacon code point-out only) (altitude, unless otherwise specified by a LOA or a facility restrictions, and other appropriate information, if directive.

applicable).

NOTE· c. When receiving a handoff, point-out, or traffic Those en route facilities using host software that provides restrictions, respond to the transferring controller as capability for passing interim altitude shall include the follows: specific operations and procedures for use of this PHRASEOLOGY· procedure in a WA between the appropriate facilities.

(Aircraft ID) (restrictions, if applicable) RADAR c. Ensure that, prior to transferring communica- CONTACT, tions: or 1. Potential violations of adjacent airspace and potential conflicts between aircraft in their own area (aircraft ID or discrete beacon code) (restrictions, if of jurisdiction are resolved.

applicable) POINT-OUT APPROVED, 2. Necessary coordination has been accom- or plished with all controllers through whose area of jurisdiction the aircraft will pass prior to entering the

•

5-4-2 Transfer of Radar Identification 7110.65P 2/19/04 k. Advise the receiving controller that radar receiving controller's area of jurisdiction, except monitoring is required when the aircraft is on a direct when such coordination is the receiving controller's route initiated by ATC that exceeds usable NAVAID responsibility as stated in para 5-4-6, Receiving Controller Handoff, and unless otherwise specified distances.

by a LOA or a facility directive.

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

d. After transferring communications, continue to comply with the requirements of subparas c1 and 2.

m, Consider the target being transferred as identified on the receiving controller's display when e. Comply with restrictions issued by the receiving the receiving controller acknowledges receipt controller unless otherwise coordinated.

verbally or has accepted an automated handoff.

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

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

limits of your area of jurisdiction when the receiving NOTE- controller advises you of that delay before accepting Before the ARTS/STARS "modify/quick look" function is the transfer of radar identification unless otherwise used to transfer radar identification, a facility directive specified by a LOA or a facility directive.

which specifies communication transfer points is required.

g. Advise the receiving controller of pertinent information not contained in the data block or flight 5-4-6. RECEIVING CONTROLLER HANDOFF progress strip unless covered in a LOA or facility The receiving controller shall: directive. Pertinent information includes: 1. Assigned heading. a. Ensure that the target position corresponds with the position given by the transferring controller or 2. Air speed restrictions.

that there is an appropriate association between an automated data block and the target being transferred 3. Altitude information issued.

before accepting a handoff.

4. Observed track or deviation from the last REFERENCE· route clearance.

FAAO 7110.65, Coordinate Useof Airspace;Para 2-1-14.

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

5. The beacon code if different from that FAAO 7110.65, Transferring Controller Randolf, Para 5-4-5.

normally used or previously coordinated.

b. Issue restrictions that are needed for the aircraft 6. Any other pertinent information.

to enter your sector safely before accepting the handoff.

h. Ensure that the data block is associated with the appropriate target.

c. Comply with restrictions issued by the initiating controller unless otherwise coordinated.

I, Initiate verbal coordination to verify the position of primary or nondiscrete targets when using the d. Before you issue control instructions directly to automated handoff functions except for intrafacility an aircraft that is within another controller's area of handoffs using single-sensor systems or multisensor jurisdiction that will change that aircraft's heading, systems operating in a mosaic RDP mode.

route, speed, altitude, or beacon code, ensure that j. Initiate verbal coordination before transferring coordination has been accomplished with each of the controllers listed below whose area of jurisdiction is control of a track when "CST", "FAIL", "NONE", "NB", "NX", "IF", or "NT" is displayed in the data affected by those instructions unless otherwise specified by a LOA or a facility directive: block.

Transfer of Radar Identification 5-4-3 7110.65P 2/19/04 NOTE- 1. When an automated interfacility handoff Those en route facilities using host software that provides action is initiated and "AMB" or "AM" is displayed ..

capability for passing interim altitude shall include the in the full data block, advise the other facility that a • specific operations and procedures for use of this disparity exists between theposition declaredby their procedure in a LOA between the appropriate facilities.

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

1. The controller within whose area ofjurisdic- tion the control instructions will be issued.

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

facility if a disparity exists between the position declared by their computer and the actual target e. After accepting a handoff from another position.

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

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

include the specific operations and procedures for use of REFEKENCE- thisprocedure in a LOA between the appropriatefacilities.

FAAO 7110.65, Approach Separation ResponsibUity, Para 5-9-5.

l, If you decide, after accepting the transfer of ..

f. When using appropriate equipment, consider a radar identification, to delay the aircraft's climb or • discrete beacon target's identity to be confirmed descent through the vertical limits of the transferring when: controller's area of jurisdiction, advise the transfer- ring controller of that decision as soon as possible.

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

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

aircraft changes to the assigned discrete code, the code disappears from the data block. In this instance, the observance of code removal from the data block satisfies 5-4-7. POINT OUT confirmation requirements.

a. The transferring controller shall: 3. Youobserve the numeric display of a discrete 1. Obtain verbal approval before permitting an code that an aircraft has been instructed to squawk or aircraft to enter the receiving controller's delegated reports squawking.

airspace. TERMINAL. Automated approval may be g. Initiate verbal coordination prior to accepting utilized in lieu of verbal, provided the appropriate control of a track when "CST", "NAT", "NT", automation software is operational (automated point "NONE", "NB", "NX", "OLD", "OL", "AMB", out function), and the procedures are specified in a ..

"AM", or "TV" is displayed in the data block. facility directive/LOA. • Transfer of Radar Identification 5-4-4 7110.65P 2/19/04 d. When following procedures specified in your 2. Obtain the receivmg controller's approval facility AIT directive.

before making any changes to an aircraft's flight path, altitude, or data block information after the point out has been approved. 5-4-9. INTERFACILITY AUTOMATED INFORMATION TRANSFER NOTE- Those en route facilities using HOST software that EN ROUTE provides capability for passing interim altitude shall Transfer radar identification without verbal coor- include the specific operations and procedures for use of dination under the following conditions: thisprocedure in a LOA between the appropriate facilities.

a. During radar handoff; and 3. Comply with restrictions issued by the receiving controller unless otherwise coordinated.

b. Via information displayed in full data blocks; and 4. Be responsible for subsequent radar handoffs and communications transfer, including flight data c. On aircraft at assigned altitude in level flight; revisions and coordination, unless otherwise agreed and to by the receiving controller or as specified in a LOA.

d. Only the first sector within the receiving facility b. The receiving controller shall: shall utilize the procedure; and 1. Ensure that the target position corresponds e. When following procedures specified in your with the position given by the transferring controller facility AIT directive and LOA.

or that there is an association between a computer data block and the target being transferred prior to 5-4-10. PREARRANGED COORDINATION approving a point out.

Prearranged coordination allowing aircraft under 2. Be responsible for separation between point your control to enter another controller's area of out aircraft and other aircraft for which he/she has jurisdiction may only be approved provided separation responsibility.

procedures are established and published in a facility directive/LOA in accordance with FAAO 7210.3, 3. Issue restrictions necessary to provide para 3-7-7, Prearranged Coordination.

separation from other aircraft within his/her area of NOTE- jurisdiction.

Under no circumstances may one controller permit an aircraft to enter another's airspace withoutproper 5-4-8. AUTOMATED INFORMATION TRANSFER coordination. Coordination can be accomplished by (AIT) several means; i.e., radar handoff, automated information transfer, verbal, point-out, and by prearranged Transfer radar identification and/or altitude control coordination procedures identified in a facility directive without verbal coordination under the following that clearly describe the correct application. Airspace conditions: boundaries should not be permitted to become barriers to the efficient movement of traffic. In addition, complete a. During radar handoff; and coordination, awareness a/traffic flow, and understanding of each position's responsibility concerningpenetration of b. Via information displayed in full data blocks; another ~ airspace cannot be overemphasized.

and REFERENCE· FAAO 7110.65, Coordinate Use of Airspace, Para 2-1-14.

c. Within the same facility, except as provided in FAAO 7110.65, TransferofRadarIdentificaticn, Methods, Para 5-4-3.

para 5-4-9, Interfacility Automated Information FAAO 7110.65, Automated Information Transfer (Al1), Para 5-4 -8.

Transfer; and FAAO 7210.3, Prearranged Coordination, Para 3-7-7.

Transfer of Radar Identification 5-4-5

7110.65P 2/19/04

Section 5. Radar Separation

5-5-1. APPLICATION not superimposed prior to issuing the clearance to climb/descend.

a. Radar separation shall be applied to all RNAV REFERENCE- aircraft operating on a random (impromptu) route at FAAO 7110.65, Exceptions, Para 4-1-2.

or below FL 450.

FAAO 7110.65, Route Use, Para 4-4-1.

FAAO 7110.65, Application, Para 5-3-1.

b. Radar separation may be applied between: FAAO 7110,65, Additional Separation for Formation Flights, Para 5-5-8.

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

1. Radar identified aircraft.

2. An aircraft taking off and another radar 5-5-2. TARGET SEPARATION identified aircraft when the aircraft taking off will be radar-identified within 1 mile of the runway end.

a. Apply radar separation: 3. A radar-identified aircraft and one not 1. Between the centers of primary radar targets; radar-identified when either is cleared to climb/de- however, do not allow a primary target to touch scend through the altitude of the other provided: another primary target or a beacon control slash.

2. Between the ends of beacon control slashes.

(a) The performance of the radar system is adequate and, as a minimum, primary radar targets or NOTE- ASR-9/Full Digital Radar Primary Symbol targets At TPX-42 sites, the bracket video feature must be are being displayed on the display being used within activated to display the beacon control slash.

the airspace within which radar separation is being 3. Between the end of a beacon control slash and applied; and the center of a primary target.

(b) Flight data on the aircraft not radar-identi- 4. AIl-digital displays. Between the centers of fied indicate it is a type which can be expected to give digitized targets. Do not allow digitized targets to adequate primary/ASR-9/Full Digital RadarPrimary touch.

Symbol return in the area where separation is applied; REFERENCE· and FAAO 7110.65, Simultaneous Independent ILS/MLS Approaches- Dual & Triple, Para 5-9-7.

(c) The airspace within which radar separa- tion is applied is not less than the following number 5-5-3. TARGET RESOLUTION of miles from the edge of the radar display: a. A process to ensure that correlated radar targets (1) When less than 40 miles from the or digitized targets do not touch.

antenna- 6 miles; b. Mandatory traffic advisories and safety alerts (2) When 40 miles or more from the shall be issued when this procedure is used.

antenna - 10 miles; NOTE- (3) Narrowband radar operations- 10 Thisprocedureshall not beprovided utilizing mosaic radar miles; and systems.

(d) Radar separation is maintained between c. Target resolution shall be applied as follows: the radar-identified aircraft and all observed primary, 1. Between the edges of two primary targets or ASR-9/Full Digital Radar Primary Symbol, and the edges of primary digitized targets.

secondary radar targets until nonradar separation is established from the aircraft not radar identified; and 2. Between the end of the beacon control slash and the edge of a primary target or primary digitized (e) When the aircraft involved are on the same target.

relative heading, the radar-identified aircraft is vectored a sufficient distance from the route of the 3. Between the ends of two beacon control aircraft not radar identified to assure the targets are slashes.

RadarSeparation 5-5-1 7110.65P 2/19/04 5-5-4. MINIMA (c) Separation constantly increasing and the

first center controller will establish 5 NM or other e

Separate aircraft by the following minima: appropriate form of separation prior to the aircraft NOTE- departing the first center sector; and Wake turbulence procedures specify increased separation (d) The procedure is covered by a letter of minima required for certain classes of aircraft because of agreementbetween the facilities involved andlimited the possible effects of wake turbulence.

to specified routes and/or sectors/positions.

a. Broadband Radar System or Full Digital c. MEARTS Mosaic Mode: • Terminal Radar System: NOTE- NOTE- 1. Sensor Mode displays information from the radar input Includes single sensor long range radar mode.

of a single site.

1. When less than 40 miles from the antenna- 3 miles.

2. Procedures to convert MEARTS Mosaic Mode to I

MEARTS Sensor Mode at each PVD/MDM will be 2. When 40 miles or more from the antenna- 5 miles.

established by facility directive.

b. Stage A/DARC, MEARTS Mosaic Mode, 1. When less than 40 miles from the antenna- 3 miles. Terminal Mosaic/Multi-Sensor Mode: 2. When 40 miles or more from the antenna- NOTE· Mosaic/Multi-Sensor Mode combines radar input from 2 5 miles.

to I6 sites into a single picture utilizing a mosaic grid d. STARS Multi-Sensor Mode: composed of radar sort boxes.

NOTE· 1. Below FL 600- 5 miles.

1. In Multi-Sensor Mode, STARS displays targets as filled and unfilled boxes, depending upon the target's distance 2. At or above FL 600- 10 miles.

from the radar site providing the data. Since there is • presently no way to identify which specific site isproviding 3. For areas meeting all of the following data for any given target, utilize separation standards for conditions: targets 40 or more miles from the antenna.

(a) Radar site adaptation is set to single 2. When operating in STARS Single Sensor Mode, ifTRK sensor.

appears in the data block, handle in accordance with para 5-3-7, Identification Status, subpara b, and take (b) Significant operational advantages can be appropriate steps to establish nonradar separation.

obtained.

(c) Within 40 miles of the antenna.

3. TRK appears in the data block whenever the aircraft is being tracked by a radar site other than the radar currently (d) Below FL 180.

selected. Current equipment limitations preclude a target from being displayed in the single sensor mode; however, (e) Facility directives specifically define the a position symbol and data block, including altitude area where the separation can be applied. Facility information, will still be displayed. Therefore, low altitude directives may specify 3 miles.

alerts shall be provided in accordance with para 2-1-6, Safety Alert.

REFERENCE· FAAO 7210.3, Single Site Coverage Stage A Operations, Para 8-2-1.

FAAO 7210.3, SingleSile CoverageATrS Operations, Para 11-8-15.

I WAKE TURBULENCE APPLICATION

4. When transitioning from terminal to en route e. Separate aircraft operating directly behind, or control, 3 miles increasing to 5 miles or greater, directly behind and less than 1,000 feet below, or provided: following an aircraft conducting an instrument approach by: (a)· The aircraft are on diverging routes/ NOTE- courses, and/or Consider parallel runways less than 2,500 feet apart as a (b) The leading aircraft is and will remain single runway because of the possible effects of wake faster than the following aircraft; and turbulence.

•

5-5-2 Radar Separation 7110.65P 2/19/04 , FAAO 7110.65 Separation. Para 7-8-3.

1. Heavy behind heavy- 4 miles.

FAAO 7210.3, Reduced Separation on Final; Para 10-4-7.

2. Large/heavy behind B757- 4 miles.

5-5-5. VERTICAL APPLICATION 3. Small behind B757 - 5 miles.

Aircraft not laterally separated, may be vertically 4. Small/large behind heavy - 5 miles.

separated by one of the following methods:

I WAKE TURBULENCEAPPLlCATION

a. Assign altitudes to aircraft, provided valid Mode C altitude information is monitored and the f. TERMINAL. In addition to subpara e, separate applicable separation minima is maintained at all an aircraft landing behind another aircraft on the times.

same runway, or one making a touch-and-go, REFERENCE· stop-and-go, or low approach by ensuring the FAAO 7110,65, Vertical SeparationMinima, Para 4-5-1.

following minima will exist at the time the preceding FAAO 7110.65, Validation of Mode C Readout, Para 5-2-17.

FAAO 7110.65, Separation, Para 7-7-3.

aircraft is over the landing threshold: FAAO 7110.65, Separation, Para 7-8-3.

NOTE· FAAO 7110.65, Separation, Para 7-9-4.

Consider parallel runways less than 2,500 feet apart as a b. Assign an altitude to an aircraft after the aircraft single runway because of the possible effects of wake previously at that altitude has been issued a turbulence.

climb/descent clearance and is observed (valid 1. Small behind large- 4 miles.

Mode C), or reports leaving the altitude.

2. Small behind B757- 5 miles. NOTE- 1. Consider known aircraft performance characteristics, 3. Small behind heavy- 6 miles.

pilot furnished and/or Mode C detected information which indicate that climb/descent will not be consistent with the g. TERMINAL. 2.5 nautical miles (NM) separa- rates recommended in the AIM.

tion is authorized between aircraft established on the 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 2. Heavy aircraft and the Boeing 757 are to the assignment of that altitude to the second aircraft.

permitted to participate in the separation reduction as REFERENCE- FAAO 7110.65, Procedural Preference! Para 2-1-3.

the trailing aircraft only; FAAO 7110,65, VerticalSeparation Minima, Para 4-5-1.

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

3. An average runway occupancy time of FAAO 7110,65, Application, Para 6-6-1.

50 seconds or less is documented; 4. CfRDs 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 7110.65, Use of Tower Radar Displays, Para 3-1-9.

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 7110.65, Exceptions, Para 6-6-2.

FAAO 7110.65, Wake Turbulence, Para 2-1-19.

FAAO 7110.65, Contact Approach, Para 7-4-6.

FAAO 7110.65, Same Runway Separation, Para 3-9-6.

P/CG Tel77l- Cruise.

FAAD 7110.65, Passing or Diverging, Para 5-5-7.

b. Assign an altitude to an aircraft only after the FAAO 7110.65, Separation/rom Obstructions, Para 5-5-9.

FAAO 7110.65, Successive or Simultaneous Departures, Para 5-8-3.

aircraft previously at that altitude is observed at or FAAO 7110.65, Approach Separation Responsibility, Para 5-9-5.

passing through another altitude separated from the FAAO 7110.65, Sequencing, Para 7-6-7.

first by the appropriate minima when: FAAO 7110,65, Separation, Para 7-7-3.

Radar Separation 5-5-3 711O.65P 2/19/04 1. Severe turbulence is reported. EXAMPLE· "Traffic, twelve o'clock, Boeing Seven 1Wenty Seven, ..

2. Aircraft are conducting military aerial opposite direction. Do you have it in sight?" ..

refueling.

(If the answer is in the affirmative): REFERENCE- FAAO 7110.65, Military Aerial Rejueling. Para 9-3-11.

"Report passing the traffic."

3. The aircraft previously at that altitude has been issued a climb/descent at pilot's discretion.

(When pilot reports passing the traffic and the radar targets confirm that the traffic has passed, issue appropriate control instruaions.)

5-5-7. PASSING OR DIVERGING a. TERMINAL. Vertical separation between air- 5-5-8. ADDITIONAL SEPARATION FOR craft may be discontinued when the following FORMATION FLIGHTS conditions are met: Because of the distance allowed between formation 1. Aircraft are on opposite/reciprocal courses aircraft and lead aircraft, additional separation is and you have observed that they have passed each necessary to ensure the periphery of the formation is other; or aircraft are on same or crossing courses and adequately separated from other aircraft, adjacent one aircraft has crossed the projected course of the airspace, or obstructions. Provide supplemental other and the angular difference between their separation for formation flights as follows: courses is at least 15 degrees.

a. Separate a standard formation flight by adding 2. The tracks are monitored to ensure that the 1 mile to the appropriate radar separation minima.

primary targets,beacon control slashes, or full digital REFERENCE- terminal system primary and/or beacon target

FAAO 7110.65, FonnationFlights, Para 2-1-13. e

symbols will not touch.

FAAO 7110.65, Application, Para 5-5-1.

FAAO 7110.65, Separation, Para 7-7-3.

REFERENCE· PICG Term- Formation Flight.

FAAO 7110.65, Course Definitions, Para 1-2-2.

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.

opposite courses as defined in para 1- 2- 2, Course Definitions; and c. Separate a nonstandard formation flight by applying the appropriate separation minima to the 1. Youare in communications with both aircraft perimeter of the airspace encompassing the nonstan- involved; and dard formation or from the outermost aircraft of the 2. You tell the pilot of one aircraft about the nonstandard formation whichever applies.

other aircraft, including position, direction, type; and d. If necessary for separation between a nonstan- 3. One pilot reports having seen the other dard formation and other aircraft, assign an aircraft and that the aircraft have passed each other; appropriate beacon code to each aircraft in the and formation or to the first and last aircraft in-trail.

NOTE- 4. Youhave observed that the radar targets have The additional separation provided in para 5-5-8, passed each other; and Additional Separation for Formation Flights, is not S. You have advised the pilots if either aircraft normally added to wake turbulence separation when a formation is following a heavier aircraft since none of the is classified as a heavy jet/B757 aircraft.

formation aircraft are likely to be closer to the heavier 6. Although vertical separation may be discon- aircraft than the lead aircraft (to which the prescribed tinued, the requirements of para 5-5-4, Minima, wake turbulence separation has been applied).

subparas e and f must be applied when operating REFERENCE· • behind a heavy jet/B757.

FAAO 7110.65, MilitoryAerialRefueling, Para 9-3-11.

Radar Separation 5-5-4 7110.65P 2/19/04 5-5-9. SEPARATION FROM OBSTRUCTIONS (b) Flight Level 600 and above-10 miles.

a. Except in En Route Stage NDARC or Stage c. The provisions of subparas a and b do not apply NEDARC, separate aircraft from obstructions to VFR aircraft being provided Class B, Class C, or depicted on the radar display by the following TRSA services. Ensure that the targets of these minima: aircraft do not touch the boundary of adjacent airspace.

1. When less than 40 miles from the antenna- 3 miles. d. VFR aircraft approaching Class B, Class C, Class D, or TRSA airspace which is under the 2. When 40 miles or more from the antenna- control jurisdiction of another air traffic control 5 miles.

facility should eitherbe providedwith a radar handoff b. Except in En Route Stage NDARC or Stage or be advised that radar service is terminated, given A/EDARC, vertical separation of aircraft above an their position in relation to the Class B, Class C, obstruction depicted on the radar display may be Class D, or TRSA airspace, and the ATC frequency, discontinued after the aircraft has passed it.

ifknown, for the airspace to be entered. These actions shouldbe accomplished in sufficienttimefor thepilot c. En Route Stage NDARC or Stage A/EDARC, to obtain the required ATC approval prior to entering apply the radar separation minima specified in the airspace involved, or to avoid the airspace.

para 5-5-4, Minima, subpara b1.

5-5-11. EDGE OF SCOPE 5-5-10. ADJACENT AIRSPACE Separate a radar-controlled aircraft climbing or a. If coordination between the controllers descending through the altitude of an aircraft that has concerned has not been effected, separate been tracked to the edge of the scope/display by the radar-controlled aircraft from the boundary of following minima until nonradar separation has been adjacent airspace in which radar separation is also established: being used by the following minima: REFERENCE- a. When less than 40 miles from the antenna- FAAO 7110.65, Coordinate Use a/Airspace, Para 2-1-14.

3 miles from edge of scope.

1. When less than 40 miles from the antenna- b. When 40 miles or more from the antenna- lIb miles.

5 miles from edge of scope.

2. When 40 miles or more from the antenna- c. En route Stage NDARC or Stage A/EDARC: 2 b miles.

1. Below Flight Level 600- 5 miles.

3. EnrouteStageNDARCorStageNEDARC: 2. Flight Level 600 and above- 10 miles.

(a) Below Flight Level 600- 2 1 Iz miles.

(b) Flight Level 600 and above- 5 miles.

5-5-12. BEACON TARGET DISPLACEMENT b. Separate radar-controlled aircraft from the When using a radar target display with a previously boundary of airspace in which nonradar separation is specified beacon target displacement to separate a being used by the following minima: beacon target from a primary target, adjacent airspace, obstructions, or terrain, add a 1 mile 1. When less than 40 miles from the antenna- correction factor to the applicable minima. The 3 miles.

maximum allowable beacon target displacement 2. When 40 miles or more from the antenna- which may be specified by the facility air traffic 5 miles.

manager is 1 Iz mile.

3. En route StageNDARC or StageA/EDARC: REFERENCE· FAAO 7210,3, Monitoring of Mode 3/A Radar Beacon Codes, (a) Below Flight Level 600- 5 miles. Para 3-7-4.

Radar Separation 5-5-5 7110.65P 2/19/04 5-5-13. GPA 102/103 CORRECTION FACTOR a. If less than 40 miles from the antenna-add • 1 mile.

When using a radar display whose primary radar video is processed by the GPA 1021103 modification to a joint-use radar system, apply the following b. If 40 miles or more but not over 200 miles from correction factors to the applicable minima: the antenna- add 3 miles.

•

•

5-5-6 Radar Separation

7110.65P 2/19/04

Section 6. Vectoring

5-6-1. APPLICATION PHRASEOLOGY· TURN LEFT/RIGHT HEADING (degrees).

Vector aircraft: FLY HEADING (degrees).

a. In controlled airspace for separation, safety, noise abatement, operational advantage, or when a FLY PRESENT HEADING.

pilot requests. Allow aircraft operating on an RNAV route to remain on their own navigation to the extent DEPART (fix) HEADING (degrees).

possible.

2. The number of degrees, in group form, to tum and the direction of tum, or b. In Class G airspace only upon pilot request and as an additional service.

PHRASEOLOGY· TURN (number of degrees) DEGREES LEFT/RIGHT.

c. At or above the MVA or the minimum IFR altitude except as authorized for radar approaches, 3. For NO-GYRO procedures, the type of special VFR, VFR operations, or by para 5-6-3, vector, direction of tum, and when to stop tum.

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 ofCFR TItle 14.

STOP TURN.

REFERENCE· FAAO 7110.65, Minimum En RouteAisitudes,Para 4-5-6.

b. When initiating a vector, advise the pilot of the FAAO 7110.65, Priority, Para 7-5-2.

purpose.

FAA.O 7110.65, AttitudeAssignment; Para 7-5-4.

FAAO 7110.65, AlJitudeAssignments, Para 7-7-5.

PHRASEOLOGY· 14 CPR Section 91.119, Minimum Safe Altitudes: General.

VECTOR TO (fix or airway).

d. In airspace for which you have control jurisdiction, unless otherwise coordinated.

VECTOR TO INTERCEPT (name ofNAVAID) (specified) RADIAL.

e. So as to permit it to resume its own navigation within radar coverage.

VECTOR FOR SPACING.

f. Operating special VFR only within Class B, VECTOR TO FINAL APPROACH COURSE, Class C, Class D, or Class E surface areas.

or if the pilot does not have knowledge of the type of g. Operating VFR at those locations where a approach, special program is established, or when a pilot requests, or you suggest and the pilot concurs.

VECTOR TO (approach name) FINAL APPROACH REFERENCE· COURSE.

FAAO 7110.65, Route Use, Para 4-4-1.

NOTE· FAAO 7110.65, VISual Separation; Para 7-2-1.

FAAO 7110.65, Separation, Para 7-5-3.

Determine optimum routing based on factors such as wind, FAAO 7110.65, Application, Para 7-6-1.

weather, traffic, pilot requests, noise abatement, adjacent FAAO 7110.65, Separation Minimo, Para 9-5-4.

sector requirement, and letters of agreement.

FAAO 7210.3. Chapter 11, Section 1, Terminal VFR Radar Services.

c. Issue with the vector an altitude to maintain and all appropriate altitude restrictions when: 5-6-2. METHODS 1. The vector will take the aircraft off an a. Vector aircraft by specifying: assigned procedure which contains altitude instruc- 1. Direction of turn, if appropriate, and tions, i.e., instrument approach, nonradar DP, FMSP, magnetic heading to be flown, or etc.

Vectoring 5-6-1 711O.65P 2/19104 2. The previously issued clearance included g. Aircraft vectored off an RNAV route shall be crossing restrictions.

recleared to the next waypoint or as requested by the • pilot.

REFERENCE· FAAO 7110.65, Route orAltitudeAmendments, Para 4-2-5.

h. During stage A operation, update the route of d. If appropriate, advise the pilot what to expect flight in the computer unless an operational when the vector is completed.

advantage is gained and coordinatiou is accom- plished. PHRASEOLOGY· EXPECT TO RESUME (Route, ot; STAR, FMSp, erc.), l, Inform the pilot when a vector will take the NOTE- aircraft across a previously assigned nonradar route.

You must ensure that the pilot is made aware if he/she is expected to resume a previously issued route procedure.

PHRASEOLOGY- EXPECT VECTOR ACROSS (NAVAlD radial)(airway/ e. Provide radar navigational guidance until the route/course) FOR (purpose).

aircraft is: REFERENCE· 1. Established within the airspace to be FAAO 7110.65, Application, Para 7-6-1.

protected for the nonradar route to be flown, or 2. On a heading that will, within a reasonable 5-6-3. VECTORS BELOW MINIMUM ALTITUDE distance, interceptthe nonradarroute to be flown, and 3. Informed of its position unless the aircraft is Except in en route automated environments in areas RNAV, FMS, or DME equipped and being vectored where more than 3 miles separation minima is toward a VORTAC/TACAN or waypoint and within required, you may vector a departing IFR aircraft, or the service volume of the NAVAID.

one executing a missed approach, within 40 miles of the antenna and before it reaches the minimum PHRASEOLOGY· altitude for IFR operations if separation from • (Position with respect to courselfix along route), prominent obstructions shown on the radar scope is RESUME OWN NAVlGATION, applied in accordance with the following: or a. If the flight path is 3 miles or more from the FLY HEADING (degrees). WHEN ABLE, PROCEED obstruction and the aircraft is climbing to an altitude DIRECT (name affix), at least 1,000 feet above the obstruction, vector the aircraft to maintain at least 3 miles separation from or the obstruction until the aircraft reports leaving an altitude above the obstruction.

RESUME (name/numberFMSP/DPltransition/STAR/ procedure).

b. If the flight path is less than 3 miles from the REFERENCE· obstruction, and the aircraft is climbing to an altitude FAAO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations.

at least 1,000 feet above the obstruction, vector the f. Aircraft instructed to resume a procedure which aircraft to increase lateral separation from the contains restrictions (DP/STAR/FMSP,etc.) shall be obstruction until the 3 mile minimum is achieved or issued/reissued all applicable restrictions or shall be until the aircraft reports leaving an altitude above the advised to comply with those restrictions.

obstruction.

PHRASEOLOGY· c. At those locations where diverse vector areas RESUME (namelnumberFMSP/DP/transition/STAR), (DVA) have been established, terminal radar COMPLY WITH RESTRICTIONS.

facilities may vector aircraft below the MVNMIA EXAMPLE- within those areas and along those routes described in "Resume the Mudde One Arrival, comply with facility directives.

restrictions. JJ "Cleared direct Luxor, resume the Ksino One arrival, REFERENCE· FAAO 7210.3, Establishing Diverse Vector Areats (DVA), Para 3-9-5. comply with restrictions. "

•

Vectoring 5-6-2

7110.65P 2/19/04

Section 7. Speed Adjustment

5-7-1. APPLICATION (3) Clean configurations.

Keep speed adjustments to the minimum necessary to (d) Ensure that aircraft ate allowed to operate achieve or maintain required or desired spacing. in a clean configuration as long as circumstances Avoid adjustments requiring alternate decreases and permit.

increases. Pennitpilots to resume normal speed when (e) Keep the number of speed adjustments per previously specified adjustments are no longer aircraft to the minimum required to achieve and needed.

maintain spacing.

NOTE- b. Do not assign speed adjustment to aircraft: It is the pilot's responsibility and prerogative to refuse speed adjustment that he/she considers excessive or 1. At or above FL 390 without pilot consent.

contrary to the aircraft's operating specifications.

2. Executing a published high altitude instru- 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 7110.65, Holding Instructions, Para 4-6-4.

at which the interval is to be accomplished.

4. Inside the final approach fix on final or apoint 2. Implement speed adjustment based on the 5 miles from the runway, whichever is closer to the following principles.

runway.

(a) Priority of speed adjustment instructions c. At the time approach clearance is issued, is determined by the relative speed and position ofthe previously issued speed adjustments shall be restated aircraft involved and the spacing requirement.

if required.

(b) Speed adjustments are not achieved d. Approach clearances cancel any previously instantaneously. Aircraft configuration, altitudes, assigned speed adjustment. Pilots are expected to and speed determine the time and distance required to make their own speed adjustments to complete the accomplish the adjustment.

approach unless the adjustments are restated.

3. Use the following techniques in speed control e. Express speed adjustments in terms of knots situations: based on indicated airspeed (lAS) in 10-knot (a) Compensate for compression when as- increments. At or above FL 240, speeds may be signing air speed adjustment in an in-trail situationby expressed in terms of Mach numbers in 0.01 using one of the following techniques: increments for turbojet aircraft with Mach meters (i.e., Mach 0.69,0.70,0.71, etc.).

(1) Reduce the trailing aircraft first.

NOTE· (2) Increase the leading aircraft first.

1. Pilots complying with speed adjustment instructions (b) Assign a specific airspeed if required to should maintain a speed within plus or minus 10 knots or 0.02 Mach number of the specified speed.

maintain spacing.

(c) Allow increased time and distance to 2. When assigning speeds to achieve spacing between achieve speed adjustments in the following situa- aircraft at different altitudes, consider that ground speed tions: may vary with altitude. Further speed adjustment may be necessary to attain the desired spacing.

(1) Higher altitudes.

REFERENCE· (2) Greater speed.

FAAO7110.65, Methods, Para 5-7-2.

SpeedAdjustment 5-7-1 7110.65P 2/19/04 5-7-2. METHODS 2. Speed restrictions of250 knots do not apply to aircraft operating beyond 12NM from the coastline within the U.S.

a. Instruct aircraft to: Flight Information Region, in offshore Class E airspace below 10,000 feet MSL. However, in airspace underlying 1. Maintain present/specific speed.

•

a Class B airspace area designatedforan airport, or in a VFR corridor designated through such as a Class B 2. Maintain specified speed or greater/less.

airspace area, pilots are expected to comply with the 3. Maintain the highesl/lowest practical speed.

200 knot speed limit specified in 14 CFR Section 91.117(c). (See 14 CFR Sections 91.117(c) and 4. Increase or reduce to a specified speed or by 91.703.)

a specified number of knots.

3. The phrases "maintain maximum forward speed" and PHRASEOLOGY- "maintain slowestpractical speed" are primarily intended SAY AIRSPEED.

for use when sequencing a group of aircraft. As the sequencing plan develops, it may be necessary to SAY MACH NUMBER.

determine the specific speed andlor make specific speed assignments.

MAINTAIN PRESENT SPEED.

b. To obtain pilot concurrence for a speed MAINTAIN (specific speed) KNOTS.

adjustment at or above FL 390, as required by para 5- 7 -1, Application, use the following phraseol- MAINTAIN (specific speed) KNOTS OR GREATER.

ogy.

PHRASEOLOGY· DO NOT EXCEED (speed) KNOTS.

(Speed adjustment), IF UNABLE ADVISE.

MAINTAIN MAXIMUM FORWARD SPEED.

EXAMPLE- "Reduce speed to one niner zero, if unable advise. " MAINTAIN SWWEST PRACTICAL SPEED.

c. Simultaneous speed reduction and descent can be extremely difficult, particularly for turbojet INCREASE/REDUCE SPEED: aircraft. Specifying which action is to be accom- plished first removes any doubt the pilot may have as TO (specified speed in knots),

•

to controllerintent or priority. Specify which action is or expected first when combining speed reduction with a descent clearance.

TO MACH (Mach number), 1. Speed reductions prior to descent.

or PHRASEOLOGY· REDUCE SPEED: (number of knots) KNOTS.

TO (specified speed), EXAMPLE- "Increase speed to Mach point seven two."

or "Reduce speed to two five zero."

"Reduce speedtwenty knots."

(number of knots) KNOTS.

"Maintain two eight zero knots."

"Maintain maximum forward speed."

THEN, DESCEND AND MAINTAIN (altitude).

NOTE- 2. Speed reduction following descent.

1. A pilot operating at or above 10,000 feet MSL on an assigned speed adjustment greater than 250 knots is PHRASEOLOGY· expected to comply with 14 CFR Section 91.117(a) when DESCEND AND MAINTAIN (altitude).

cleared below 10,000 feet MSL, within domestic airspace, without notifying ATe. Pilots are expected to comply with THEN, REDUCE SPEED: the other provisions of 14 CFR Section 91.117 without notification. TO (specified speed in knots), or

•

5-7-2 Speed Adjustment 7110.65P 2/19/04 2. If a pilot is unable to comply with the speed assignment, • the pilot will advise.

TO MACH (Mach number),

b. When an operational advantage will be I

or realized, speeds lower than the recommended minima may be applied.

(number of knots) KNOTS.

c. To arrival aircraft operating below lO,OOO feet: NOTE· 'When specifyingdescentprior to speed reduction,consider 1. Turboj et aircraft. A speed not less than the maximum speed requirements specified in 14 CFR 210 knots; exceptw hen the aircraft iswithin 20 flying Section 91.117. It may be necessary for the pilot to level off miles of the runway threshold of the airport of temporarily and reduce speed prior to descending below intended landing, a speed not less than 170 knots.

10,000 feet MSL.

2. Reciprocating engine and turboprop aircraft.

d. Specify combined speed/altitude fix crossing A speed not less than 200 knots; except when the restrictions.

aircraft is within 20 flying miles of the runway PHRASEOLOGY· threshold of the airport of intended landing, a speed CROSS (fix) AT AND MAINTAIN (altitude) AT (specified not less than 150 knots.

speed) KNOTS.

d. Departures: • EXAMPLE· "Cross Robinsville at and maintain six thousand at two 1. Turbojet aircraft. A speed not less than three zero knots. " 230 knots.

REFERENCE- 2. Reciprocating engine and turboprop aircraft.

FAAO 7110.65, Numbers Usage, Para 2-4-17.

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

A speed not less than 150 knots.

e. Helicopters. A speed not less than 60 knots. • 5-7-3. MINIMA REFERENCE· FAAO 7110.65, Me/hods, Para 5-7-2.

When assigning airspeeds, use the followiug • recommended minima: 5-7-4. TERMINATION a. To aircraft operating between FL 280 and Advise aircraft when speed adjustment is no longer 10,000 feet, a speed not less than 250 knots or the needed.

equivalent Mach number.

PHRASEOLOGY· NOTE· RESUME NORMAL SPEED.

1. On a standard day the Mach numbers equivalent to 250 knots CAS (subject to minor variations) are: NOTE· An instruction to '(resume normal speed" does not delete FL240-0.6 speed restrictions that are applicable to published FL 250-0.61 procedures of upcoming segments of flight, unless FL260-0.62 specifically stated by ATe. This does not relieve the pilot FL 270-0.64 of those speed restrictions which are applicable to 14 CFR FL 280-0.65 Section 91.117.

FL 290-0.66.

5-7-3 Speed Adjustment

7110.65P 2/19/04

Section 8. Radar Departures

5-8-1. PROCEDURES 2. Consider known aircraft performance characteristics Use standard departure routes and channelized when applying initial separation to successive departing altitudes whenever practical to reduce coordination.

aircraft.

Do not, however, assign these routes solely to provide for possible radar or communication failure. 3. When one or both of the departure surfaces is a helipad, use the takeoff course of the helicopter as a reference, comparable to the centerline of a runway and the helipad 5-8-2. INITIAL HEADING center as the threshold.

Before departure, assign the initial heading to be flown if a departing aircraft is to be vectored a. Between aircraft departing the same run- immediately after takeoff.

way/helipad or parallel runways/helicopter takeoff courses separated by less than 2,500 feet- 1 mile if PHRASEOLOGY- FLY RUNWAYHEADING.

courses diverge immediately after departure.

TURN LEFT/RIGHT, HEADING (degrees).

(See FIG 5-8-1, FIG 5-8-2, and FIG 5-8-3.)

NOTE- FIGS-8-l TERMINAL. A purpose for the heading is not necessary, since pilots operating in a radar environment associate Successive Departures assigned headings with vectors to their planned route of flight.

REFERENCE- FAAO 7110.65, Departure Clearances, Para 4-3-2.

FAAO 7110.65, Vectors Below Minimum Altitude, Para 5-6-3.

5-8-3. SUCCESSIVE OR SIMULTANEOUS DEPARTURES TERMINAL Separate aircraft departing from the same airport/he- liport or adjacent airports/heliports in accordance FIGS-8-2 with the following minima provided radar identifica- tion with the aircraft will be established within 1 mile Simultaneous Departures of the takeoff runway end/helipad and courses will diverge by 15 degrees or more.

NOTE- 1. FAAO 8260.19, Flight Procedures and Airspace, establishes guidelines for 1FR departure turning ]5 Degrees procedures which assumes a climb to 400 feet above the airport elevation before a turn is commenced.

Or More Less Than 2.500 Feet FAAO 8260.3, United States Standard for Terminal

I

p .. _ ... _ ... fS- .... _- ._ .. _._ ... _ .... -

Instrument Procedures (TERPS), the ILS missed approach criteria, requires a straight climb of 400 feet be specified where turns greater than 15 degrees are required.

Radar Departures 5-8-1 711O.65P 2/19/04 FIGS·S·3 2. Intersecting runways and/or helicopter take- off courses which diverge by 15 degrees or Simultaneous Departures more. Authorize takeoff of a succeeding aircraft when the preceding aircraft has passed the point of

~\\e ....------\

runway and/or takeoff course intersection. When applicable, apply the procedure in para 3-9-5,

Y'

Anticipating Separation. (See FIG 5-8-5 and

5-----------j 15 ~grees

FIG 5-8-6.)

I or More

FIGS·8-S Less Than 2,500 Feet \ Intersecting Runway Departures

OJ_-···---..:e-··_···---···-·-

NOTE·

//\

This procedure does not apply when a small aircraft is /~ taking offfrom an intersection on the same runway behind / a large aircraft or when an aircraft is departing behind a / 15 Degrees heavy jet/B757.

~ Or More REFERENCE· FAA07110.65, WakeTurbu/enceSeparationforlntersectionDepartures, Para 3-9-7.

\

FAAO 7110.65, Intersecting Runway Separation, Para 3-9-8.

FAAO 7110.65, Minima, Para 5-5-4.

b. Between aircraft departing from diverging runways: 1. Nonintersecting runways. Authorize simul- NOTE· This procedure does not apply when aircraft are departing taneous takeoffs if runways diverge by 15 degrees or behind a heavy jet/B757.

more. (See FIG 5-8-4.)

FIGS-8-6 FIGS·8·4 Intersecting Helicopter Course Departures Nonintersecting Runway Departures

/~

//\/

/ /' / ;--/ 15 Degrees ,_/, ...... , or More

E-------+----~-·-··+

•

5-8-2 Radar Departures 7110.65P 2/19/04 NOTE· c. Between aircraft departingin the same direction 1. This procedure permits a departing aircraft to be from parallel runways/helicopter takeoff cour- released so long as an arriving aircraft is no closer than ses. Authorize simultaneous takeoffs if the centerli- 2 miles from the runway at the time. This separation is nes/takeoff courses are separated by at least 2,500 determined at the time the departing aircraft commences feet and courses diverge by 15 degrees or more takeoff roll.

immediately after departure. (See FIG 5-8-7 and FIG 5-8-8.)

2. Consider the effect surface conditions, such as ice, 8no"" and otherprecipitation, may have on known aircraft FIGS·8-] performance characteristics, and the influence these conditions may have on the pilot's ability to commence Parallel Runway Departures takeoff roll in a timely manner.

_ .. , 5-8-5. DEPARTURES AND ARRIVALS ON PARALLEL OR NONINTERSECTING DIVERGING RUNWAYS

h- - - - - -1- ~-_/ -\

TERMINAL. Authorize simultaneous operations

y 15 Degrees

2,500 Feet Or More Or More between an aircraft departing on a runway and an aircraft on final approach to another parallel or nonintersecting diverging runway if the departure

p- ---- -I-~-----l

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: FIGS-8·8 NOTE· Parallel Helicopter Course Departures When one or both of the takeoff/landing surfaces is a helipad, consider the helicopter takeoff course as the runway centerline and the helipad center as the threshold.

•

a. When parallel runway thresholds are even, the runway centerlines are at least 2,500 feet apart.

~- - - - - j -~_/-/-\

(See FIG 5-8-9 and FIG 5-8-10.)

15 Degrees 2,500 Feet or More or More FIGS·8-9 Parallel Thresholds aft' Even

6--- .. ---___ J

_.,,"_ ... _-._-

Approach Course

+ Ef··--····-I--1vI1~!!:dc~,;;~as!!_-

5-8-4. DEPARTURE AND ARRIVAL Minimum Of 2,500 Feet \

TERMINAL. Except as provided in para 5-8-5, ~ + -/l 30 Degrees

""A Or More Departures and Arrivals on Parallel or Nonintersect-

(Even Thresholds) "~ ... e )

ing Diverging Runways, separate a departing aircraft from an arriving aircraft on final approach by a "q,~ ~~ minimum of 2 miles if separation will increase to a

"

minimum of 3 miles (5 miles when 40 miles or more from the antenna) within 1 minute after takeoff.

5-8-3 RadarDepartures 7110.65P 2/19/04 FIGS-s-lO FIG 5·8·12 Parallel Thresholds are Staggered Parallel Thresholds are Even

- - +lr - -- - -"1 _M~s~~;;ero.!'C\_

Minimum Of 2,500 Feet 30 D

.h egrees

L.:J- - -..,. __ Or M " ore

'-'-"'~-p'~:'--"'-'"-'''

J

-'Ure C -_ °Urse "" b. When parallel runway thresholds are staggered NOTE· and: In the event of a missed approach by a heavy jet/B757, apply the procedures in para 3-9-6, Same Runway 1. The arriving aircraft is approaching the Separation, or para 3-9-8, Intersecting Runway nearer runway: the centerlines are at least 1,000 feet Separation, ensure that the heavy jet does not overtake or cross in front of an aircraft departing from the adjacent apart and the landing thresholds are staggered at least parallel runway.

500 feet for each 100 feet less than 2,500 the centerlines are separated. (See FIG 5-8-11 and 2. The arriving aircraft is approaching the FIG 5-8-12.)

farther mnway: the runway centerlines separation exceeds 2,500 feet by at least 100 feet for each 500 feet the landing thresholds are staggered. • FIGS-s-ll (See FIG 5-8-13.)

Parallel Thresholds are Staggered FIGS·8·J3 Parallel Thresholds are Staggered cou.~e._,,·-"'·_-

<I-"~~~- \

Approach ~s~_

Course L.l..-- C 30 De

-- 'T' -F---j-I Or 1I~~~ 30 Degrees I 2,400 Peet ) Or More 1 &-'---1-,

500 Feet _I I 4.,;;;, "

,.,,, -,

)

-, I 1_ ~o e, (Staggered Thresholds) °0"..:::- (Staggered Thresholds) -00 ' -,

"

5-8-4 Radar Departures 7110.65P 2/19104 d. When the aircraft on takeoffis a helicopter, hold c. When nonintersecting runways diverge by 15 the helicopter until visual separation is possible or degrees or more and runway edges do not touch.

apply the separation criteria in subparas a, b, or c.

(See FIG 5-8-14.)

REFERENCE- FIGS-S-U FAAO 7110.65, Departure andArrival; Para 5-8-4.

Diverging Nonintersecting Runways _ ....

'3,C"- ....... ....-

.H"e~~~/ \

""/\:.0"'-

Approach //

Course *~/..:.=- _ .. __ .+ _

Runway Edges Do Not Touch ) 30 Degrees 15 Degrees Or More Or More 5-8-5 Radar Departures

7110.65P 2/19/04

Section 9. Radar Arrivals

2. The maximum range selected on the radar 5-9-1. VECTORS TO FINAL APPROACH COURSE display is 150 NM; or 3. An adjacent radar display is set at 125 NM or Except as provided in para 7-4-2, Vectors for Visual less, configured for the approach in use, and is Approach, vector arriving aircraft to intercept the utilized for the vector to the final approach course.

final approach course: 4. If unable to comply with subparas 1, 2, or 3 a. At least 2 miles outside the approach gate unless above, issue the clearance in accordance with one of the following exists: para 4-8-1, Approach Clearance.

1. When the reported ceiling is at least 500 feet REFERENCE· above the MVNMIA and the visibility is at least FAAO 7110.65, Approach Clearance, Para 4-8-1.

FAAO 7110.65, FinalApproach Course Interception, Para 5-9-2, 3 miles (report may be a PIREP if no weather is reported for the airport), aircraft may be vectored to intercept the final approach course closer than 2 miles 5-9-2. FINAL APPROACH COURSE INTERCEPTION outside the approach gate but no closer than the approach gate.

a. Assign headings that will permit final approach course interception on atrack that does not exceed the 2. If specifically requested by the pilot, aircraft interception angles specified in TEL 5-9-1.

may be vectored to intercept the final approach course inside the approach gate but no closer than the TBL 5·9-1 final approach fix.

Approach Course Interception Angle EXCEPTION. Conditions 1 and 2 above do not Distance Irum interception Maximum interception apply to RNAV aircraft being vectored for a GPS or angle point to approach gate

_I

RNAVapproach.

20 degrees Less than 2 miles or triple simultaneous ILS/MlS b. For a precision approach, at an altitude not approaches in use above the glideslope/glidepath or below the 2 miles or more 30 degrees minimum glideslope intercept altitude specified on (45 degrees for helicopters) the approach procedure chart.

b. If deviations from the final approach course are c. For a nonprecision approach, at an altitude observed after initial course interception, apply the which will allow descent in accordance with the following: published procedure.

1. Outside the approach gate: apply procedures NOTE- in accordance with subpara a, if necessary, vector the A pilot request for an "evaluation approach," or a aircraft for another approach.

"coupled approach, " or use of a similar term, indicates the pilot desires the application of subparas a and b.

2. Inside the approach gate: inform the pilot of the aircraft's position and ask intentions.

d. EN ROUTE. The following provisions are required before an aircraft may be vectored to the PHRASEOLOGY- final approach course: (Ident) (distance) MILE(S) FROM THE AIRPORT, (distance) MILE(S) RIGHT/LEFT OF COURSE, SAY 1. The approach gate and a line (solid or INTENTIONS.

broken), depicting the final approach course starting NOTE- at or passing through the approach gate and extending The intent is to provide for a track course intercept angle away from the airport, be displayed on the radar judged by the controller to be no greater than specified by scope; for a precision approach, the line length shall this procedure.

extend at least the maximum range of the localizer; REFERENCE- for a nonprecision approach, the line length shall FAAO 7110.65, Chapter 5, Sec/ron 9, Radar Arrivals, and Section 10, extend at least lONM outside the approach gate; and Radar Approaches- Terminal.

5-9-1 Radar Arrivals 711O.65P 2/19/04 c. EN ROUTE. When using a radar scope range 1. Established on a segment of a published route above 125 NM, the controller shall solicit and receive or instrument approach procedure, or See FIG 5-9-1 a pilot report that the aircraft is established on the Example 1.

final approach course. If the pilot has not reported FIGS·9·1 established by the final approach gate, inform the Arrival Instructions pilot of his/her observed position and ask intentions.

NOTE- It may be difficult to accurately determine small distances when using very large range settings.

5-9-3. VECTORS ACROSS FINAL APPROACH COURSE LIMA ( 1500 Inform the aircraft whenever a vector will take it LOM ---1'------- 60ME 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 # 2 course unless approach clearance has been issued.

X·RAY 3000

~

PHRASEOLOGY- INT -1-0 I.2DME EXPECT VECTORS ACROSS FINAL FOR (purpose).

EXAMPLE- "EXPECT VECTORS ACROSS FINAL FOR SPACING. " REFERENCE· FAAO 7110.65, FinalApproach Course Interception, Para 5-9-2.

•

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 ALPHA /1" INT information relative to the navigation aid which 20DME I provides final approach guidance or relative to the I airport.

I b. Vector to intercept the final approach course if I required. I c. Approach clearance except when conducting a radar approach. Issue approach clearance only after lAP lAP the aircraft is: 5-9-2 RadarArrivals 2/19/04 7110.65P FIG 5·9·2 EXAMPLE- 1. Aircraft 1 was vectored to the final approach course but Arrival Instructions clearance was withheld. It is now at 4,000 feet and established on a segment of the instrument approach procedure. "Seven miles from X-RAY. Cleared I-L-S IAF runway three six approach." (See FIG 5 -9- I.)

2. Aircraft 2 is being vectored to a published segment of thefinal 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 ALPHA thousand until established on the localizer. Cleared 1- 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 fromAlpha at5,000 feet. theMVAfor this area is4,000 feet.

"Five miles from Alpha. Turn right heading three three zero. Cross Alpha at or above four thousand. Cleared FAF 12 DME 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. TheMVAfor this areais4,000 feet. "Eight miles from Alpha. Cross Alpha at or above four thousand.

Cleared I-L-S runway three six approach."

(See FIG 5-9-1.)

2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure.

(See FIG 5-9-2 thru FIG 5-9-4.)

Straight-In MLS-ILS EXAMPLE- The aircraft is being vectored to apublished segment of the MLS final approach course, 3 miles from Alpha at 4,000 feet. The MVA for this area is 4,000 feet. "Three milesfromAlpha. Turnleft heading two one zero.Maintain four thousand until established on the azimuth course.

Cleared M-L-S runway one eight approach." (See FIG 5-9-2.)

Radar Arrivals 5-9-3 711O.65P 2/19/04 FIG 5-9-3 NOTE- 1. The altitude assigned must assure IFR obstruction Arrival Instructions clearance from the point at which the approach clearance is issued until established on a segment of apublished 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 DELTA 4000 FAF-~ arrival over the final approach fix which may require the 15 DME pilot to circle to descend so as to cross the final approach fix at an altitude that would permit landing.

d. Instructions to do one of the following: Segmented MLS NOTE· The principal purpose of this paragraph is to ensure that frequency changes are made prior to passing the final approach fix. However, at times it will be desirable to retain an aircraft on the approach control frequency to provide a single-frequency approach or other radar services. When this occurs, it will be necessary to relay tower clearances EXAMPLE· or instructions to preclude changing frequencies prior to The aircraft is en route to Delta waypoint at 6,000 feet. The landing or approach termination.

MVA for this area is 4,000 feet. "Cross Delta at or above four thousand. Cleared M-L-S runway one eight 1. Monitor local control frequency, reporting to approach." (See FIG 5-9-3.)

the tower when over the approach fix.

FIG5-9-4 2. Contact the tower on local control frequency.

Arrival Instructions REFERENCE- FAAO 7110,65, Communications Release, Para 4-8-8.

•

3. Contact the final controller on the appropriate frequency if radar service will be provided on final on a different frequency.

-~FAF 3000 - - X-RAY REFERENCE- 1.2 FAAO 7110.65, Final Controller Changeover, Para 5-10-8, DME 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- Curved MLS "Three miles from final approach fix. Thrn 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. " EXAMPLE- "Over final approach fix. Contact tower one one eight The aircraft is being vectored to anMLS curved approach, point one. " 3 miles from X-ray at 3, 000 feet. "Three miles from X-ray.

Turn right heading three three zero. Maintain NOTE- three thousand until established on the azimuth course. ARSR may be used for establishment of initial approach Cleared M-L-S runway one eight approach." and intermediate approach fixes only. ASR must be used to (See FIG 5-9-4.) establish the final approach fix.

•

Radar Arrivals 5-9-4 7110.65P 2/19/04 REFERENCE· REFERENCE· FAAO 7110.65, Wake Turbulence, Para 2-1-19.

FAAO 7110.65, Fino/Approach Course Interception; Para 5-9-2.

FAAO 7110.65, Section 5, Radar Separation, Application, Para 5-5-1.

FAAO 7110.65, Simultaneous Independent ILS/MLS Approaches- FAAO 7110.65, ViSual Separation, Para 7-2-1.

DUiJI & Triple, Para 5 -9-7.

FAAO 7110.65, Minima, Para 5-5-4.

FAAO 7210.3, Authorization for Separation Services by Towers, e. Where a Terminal Arrival Area (TAA) has been Para 2-1-14.

established to support RNAVapproaches, inform the b. When timed approaches are being conducted, aircraft of its position relative to the appropriate IAF the radar controller shall maintain the radar and issue the approach clearance. (See FIG 5-9-5.)

separation specified in para 6-7 -5, Interval Minima, EXAMPLE- until the aircraft is observed to have passed the final 1. Aircraft 1: The aircraft is in the straight in area of the approach fix inbound (nonprecision approaches) or TAA. "Seven miles from CENTR, Cleared R-NA V Runway the OM or the fix used in lieu of the outer marker One Eight Approach. " (precision approaches) and is within 5 miles of the runway on the final approach course or until visual 2. Aircraft 2: The aircraft is in the left base area of the DIA.

separation can be provided by the tower.

"Fifteen miles from LEFTT, Cleared GPS Runway One Eight Approach. " REFERENCE- FAAO 7110.65, Receiving Controller Handoff, Para 5-4-6.

FAAO 7110.65, Finat Approach Course Interception, Para 5-9-2.

3. Aircraft 3: The aircraft is in the right base area of the FAAO 7110.65, Parallel Dependent ILSIMLSApproaches, Para 5-9-6.

DIA. "Fourmilesfrom WRITE, ClearedFMSRunwayOne FAAO 7110.65, Approach Sequence. Para 6-7-2.

Eight Approach. " 5-9-6. PARALLEL DEPENDENT ILS/MLS APPROACHES 5-9-5. APPROACH SEPARATION RESPONSIBILITY TERMINAL a. The radar controller performing the approach a. Apply the following minimum separation when control function is responsible for separation of radar conducting parallel dependent Il.S, MLS, or ILS and arrivals unless visual separation is provided by the MLS approaches: tower, or a letter of agreement/facility directive 1. Provide a minimum of 1,000 feet vertical or authorizes otherwise. Radar final controllers ensure a minimum of 3 miles radar separation between that established separation is maintained between aircraft during turn on.

aircraft under their control and other aircraft established on the same final approach course. 2. Provide a minimum of 1.5 miles radar separation diagonally between successive aircraft on NOTE- adjacent localizer/azimuth courses when runway The radar controller may be a controller in an ARTCC, a centerlines are at least 2,500 feet but no more than terminal facility, or a tower controller when authorized to 4,300 feet apart.

perform the approach control function in a terminal area.

5-9-5 Radar Arrivals 7110.65P 2/19/04 FIGS-9-S Basic "1''' Design

Plan view

~

#1

CENTR

WRITE IF(IAF) LEFTT

~------<~~----~

IAF IAF

~#3

FAF~

•

MAP

Runway 18

[J Missed Approach Holding Fix

•

5-9-6 Radar Arrivals 7110.65P 2/19/04 FIG 5-9-6 EXAMPLE- In FIG 5-9-7, Aircraft 2 is 2 miles from heavy Aircraft 1.

Parallel Dependent ILS/MLS Approaches Aircraft 3 is a small aircraft and is6 miles from Aircraft 1.

*The resultant separation between Aircrafts 2 and 3 is 4.2 miles.

4. Provide the minimum applicable radar separation between aircraft on the same final

;,: r

approach course.

.t <,..

.... ':> 1'4,. 2,500 Feet REFERENCE- FAAO 7110.65, Section 5, Radar Separation, Minima, Para 5-5-4.

b. The following conditions are required when

, '\,1

applying the minimum radar separation on adjacent localizer/azimuth courses allowed in subpara a: 1. Apply this separation standard only after I : aircraft are established on the parallel final approach i 2.5NM* 1 i I course.

2. Straight-in landings will be made.

EXAMPLE- 3. Missed approach procedures do not conflict.

In FIG 5-9-6, Aircraft 2 is 1.5 miles from Aircraft 1, and Aircraft 3 is 1.5 miles or more fromAircraft 2. The resultant 4. Aircraft are informed that approaches to both separation between Aircrafts 1 and 3 is at least 2.5 miles.

runways are in use. This information may be provided 3. Provide a minimum of 2 miles radar through the ATIS.

separation diagonally between successive aircraft on adjacent localizer/azimuth courses where runway 5. Approach control shall have the interphone centerlines are more than 4,300 feet but no more than capability of communicating directly with the local 9,000 feet apart.

controller at locations where separation responsibil- ity has not been delegated to the tower.

FIG 5·9·7 Parallel Dependent ILS/MLS Approaches NOTE- The interphone capability is an integral part of this procedure when approach control has the sole separation responsibility.

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

FAAO 7210.3, Authorization for Separation Services by Towers, 'Irf::

r-

Para 2-1-14 .

.:f' ".

~ • .,:> ~ 4,301 Feet 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

1#1 : '#3

I activity that could impact the final approach course.

Heavy Jet I I Weather conditions in the vicinity of the final I I 6.0 NM approach course may dictate a change of approach in I use.

REFERENCE· FAAO 7110.65, Fina/Approach Course Interception, Para 5-9-2.

Radar Arrivals 5-9-7 7110.65P 2/19/04 5-9-7. SIMULTANEOUS INDEPENDENT 2. ILS, MLS, radar, and appropriate frequencies ILS/MLS APPROACHES- DUAL & TRIPLE are operating normally. • TERMINAL 3. Inform aircraft that simultaneous ILS/MLS approaches are in use prior to aircraft departing an a. Apply the following minimum separation when outer fix. TIlls information may be provided through conducting simultaneous independent ILS, MLS, or theATIS.

ILS and MLS approaches: 4. Clear the aircraft to descend to the 1. Provide a minimum of 1,000 feet vertical or appropriate gIideslope/glidepath intercept altitude a minimum of 3 miles radar separation between soon enough to provide a period of level flight to aircraft during tum-on to parallel final approach.

dissipate excess speed. Provide at least 1 mile of NOTE- straight flight prior to the final approach course 1. During triple parallel approaches, no two aircraft will intercept.

be assigned the same altitude during turn-on. All three aircraft will be assigned altitudes which differ by a NOTE- minimum of 1,000 feet. Example: 3,000, 4,000, 5,000,- Not applicable to curved and segmentedMLS approaches.

7, 000, 8,000, 9,000.

5. An NTZ at least 2,000 feet wide is established 2. Communications transfer to the tower controller's an equal distance between extended runway final frequency shall be completed prior to losing vertical approach courses and shall be depicted on the separation between aircraft.

monitor display. The primary responsibility for navigation on the final approach course rests with the 2. Dual parallel runway centerlines are at least pilot. Control instructions and information are issued 4,300 feet apart.

only to ensure separation between aircraft and to 3. Triple parallel runway centerlines are at least prevent aircraft from penetrating the NTZ.

5,000 feet apart and the airport field elevation is less than 1,000 feet MSL. 6. Monitor all approaches regardless of weather. • Monitor local control frequency to receive any 4. A ltigh-resolution color monitor with alert aircraft transmission. Issue control instructions as algorithms, such as the final monitor aid or that necessary to ensure aircraft do not enter the NTZ.

required in the precision runway monitor program NOTE- shall be used to monitor approaches where: 1. Separate monitor controllers, each with transmit/re- (a) Triple parallel runway centerlines are at ceive and override capability on the local control least 4,300 but less than 5,000 feet apart and the frequency, shall ensure aircraft do not penetrate the

depicted mz. Facility directives shall define responsibil-

airport field elevation is less than 1,000 feet MSL.

ity for providing the minimum applicable longitudinal (b) Triple parallel approaches to airports separation between aircraft on the same final approach where the airport field elevation is 1,000 feet MSL or course.

more require the high resolution color monitor with 2. The aircraft is considered the center of the primary alert algorithms and an approved FAA aeronautical radar return for that aircraft, or, if an FMA or other color study.

final monitor aid is used, the center of the digitized target of that aircraft, for the purpases of ensuring an aircraft 5. Provide the minimum applicable radar does not penetrate the mz. Theprovisions of para 5-5-2, separation between aircraft on the same final TargetSeparation, apply also.

approach course.

REFERENCE- c. The following procedures shall be used by the FAAO 7110.65, Minima, Para 5-5-4.

final monitor controllers: b. The following conditions are required when 1. Instruct the aircraft to return to the correct applying the minimum separation on adjacent dual or final approach course when aircraft are observed to triple ILS/MLS courses allowed in subpara a: overshootthe turn-on or to continue on a track which ."

1. Straight-in landings will be made.

will penetrate the NTZ.

5-9-8 Radar Arrivals 7110.65P 2/19/04 5-9-8. SIMULTANEOUS INDEPENDENT DUAL PHRASEOLOGY- ILS/MLS APPROACHES- HIGH UPDATE RADAR YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND TERMINAL RETURN TO LOCALIZER/AZIMUTH COURSE, a. Authorize simultaneous independent ILS, or MLS, or ILS and MLS approaches to parallel dual runways with centerlines separated by at least TURN (left/right) AND RETURN TO THE LOCALIZER!

3,000 feet with one localizer offset by 2.5 degrees AZIMUTH COURSE.

using a precision runway monitor system with a 1.0 second radar update system and when centerlines are 2. Instruct aircraft on the adj acent final separated by 3,400 to 4,300 feet when precision approach course to alter course to avoid the deviating runway monitors are utilized with a radar update rate aircraft when an aircraft is observed penetrating or in of 2.4 seconds or less; and the controller's judgement will penetrate the NTZ.

1. Provide a minimum of 1,000 feet vertical or PHRASEOLOGY- a minimum of 3 miles radar separation between TRAFFIC ALERT, (call sign), TURN (right/left) aircraft during tum-on to parallel final approach.

IMMEDIATELY HEADING (degrees), CLIMB AND MAINTAIN (altitude). NOTE- Communications transfer to the tower controller's 3. Terminate radar monitoring when one of the frequency shall be completed prior to losing vertical separation between aircraft.

following occurs: 2. Provide the minimum applicable radar (a) Visual separation is applied.

separation between aircraft on the same final approach course.

(b) The aircraft reports the approach lights or REFERENCE- runway in sight.

FAAO 7110.65, Minima, Para 5-5-4.

b. The following conditions are required when (c) The aircraft is 1 mile or less from the applying the minimum separation on dual ILS/MLS runway threshold, if procedurally required and courses allowed in subpara a: contained in facility directives.

1. Straight-in landings will be made.

4. Do not inform the aircraft when radar 2. ILS, MLS, radar, and appropriate frequencies monitoring is terminated.

are operating normally.

5. Do not apply the provisions of para 5-13-1, 3. Inform aircraft that closely spaced simulta- neous ILS/MLS approaches are in use prior to aircraft Monitor on PAR Equipment, for simultaneous ILS, departing an outer fix. This information may be MLS, or ILS and MLS approaches.

provided through the ATIS.

d. Consideration should be given to known factors 4. Clear the aircraft to descend to the that may in anyway affectthe safety ofthe instrument appropriate gIideslope/glidepath intercept altitude approach phase of flight when simultaneous ILS, soon enough to provide a period of level flight to MLS, or ILS and MLS approaches are being dissipate excess speed. Provide at least 1 mile of conducted to parallel runways. Factors include but straight flight prior to the final approach course are not limited to wind direction/velocity, wind-shear intercept.

alerts/reports, severe weather activity, etc. Closely NOTE- monitor weather activity that could impact the final Not applicable to curved and segmented MLS approaches.

approach course. Weather conditions in the vicinity of the final approach course may dictate a change of 5. AnNTZ at least 2,000 feet wide is established approach in use. an equal distance between extended runway final approach courses and shall be depicted on the REFERENCE- monitor display. The primary responsibility for FAAO 7110.65, Radar Service Termination, Para 5-1-13.

navigation on the final approach course rests with the FAAO 7110.65, Final Approach CourseInterception; Para 5-9-2.

5-9-9 Radar Arrivals 711O.65P 2/19/04 pilot. Control instructions and information are issued 3. Instruct aircraft on the adjacent final only to ensure separation between aircraft and to approach course to alter course to avoid the deviating prevent aircraft from penetrating the NTZ.

aircraft when an aircraft is observed penetrating or in the controller's judgement will penetrate the NTZ.

•

6. Monitor all approaches regardless of weather.

NOTE· Monitor local control frequency to receive any An instruction that may include a descent to avoid the aircraft transmission. Issue control instructions as deviating aircraft should only be used when there is no necessary to ensure aircraft do not enter the NTZ.

other reasonable option available to the controller. In such a case, the descent shall not put the aircraft below theMVA.

7. Separate monitor controllers, each with transmit/receive and override capability on the local PHRASEOLOGY· control frequency, shall ensure aircraft do not TRAFFIC ALERT, (call sign), TURN (left/right) penetrate the depicted NTZ. Facility directives shall IMMEDIATELY HEADING (DEGREES), CLIMB AND MAINTAIN (altitude).

define the responsibility for providing the minimum applicable longitudinal separation between aircraft 4. Terminate radar monitoring when one of the on the same final approach course.

following occurs: NOTE· (a) Visual separation is applied.

The aircraft is considered the center of the digitized target (b) The aircraft reports the approach lights or for that aircraft for the purposes of ensuring an aircraft does not penetrate the NTZ. runway in sight.

c. The following procedures shall be used by the (c) The aircraft has landed or, in the event of final monitor controllers: a missed approach, is one-half mile beyond the departure end of the runway.

1. A controller shall provide position informa- 5. Do not inform the aircraft when radar tion to an aircraft that is (left/right) of the depicted monitoring is terminated, localizer centerline, and in their opinion is continuing on a track that may penetrate the NTZ.

6. Do not apply the provisions of para 5-13-1, PHRASEOLOGY· Monitor on PAR Equipment, for simultaneous ILS, (Aircraft call sign) I SHOW YOU (left/right) OF THE MLS, or ILS and MLS approaches.

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FINAL APPROACH COURSE.

d. Consideration should be given to known factors 2. Instruct the aircraft to return immediately to that may in anyway affectthe safety of the instrument the correct final approach course when aircraft are approach phase of flight when simultaneous ILS, observed to overshoot the tum-on or continue on a MLS, or ILS and MLS approaches are being track which will penetrate the NTZ.

conducted to parallel runways. Factors include but are not limited to wind direction/velocity, wind-shear PHRASEOLOGY· alerts/reports, severe weather activity, etc. Closely YOU HAVE CROSSED THE FINAL APPROACH monitor weather activity that could impact the final COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO LOCALIZER/AZIMUTH COURSE. approach course. Weather conditions in the vicinity of the final approach course may dictate a change of or the approach in use.

REFERENCE· TURN (left/right) AND RETURN TO THE LOCALIZER!

FAAO 7110.65, Radar Service Termination; Para5-i-l3.

AZIMUTH COURSE.

FAAO 7110.65, Fina/Approach Course Interception, Para 5-9-2.

5-9-10 Radar Arrivals

2/19104 7110.65P

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 theATIS broadcast and the pilot states the appropriate ATIS broadcast code.

b. A radar approach may be given to any aircraft upon request and may be offered to aircraft in distress 4. Pertinent information on known airport regardless of weather conditions or to expedite conditions ifthey 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 7110.65. Final Approach Course Interception. Para 5-9-2.

helicopters only to a "point-in-space," i.e., a MAP from FAAO 7110.65. Elevation Failure, Para 5-12-10.

which a helicopter must be able to proceed to the landing area by visual reference to a prescribed surface route.

5-10-2. APPROACH INFORMATION 2. Occasionally,helicopter PARapproaches areavailable a. Issue the following information to an aircraft to runways whereconventional PARapproaches have been that will conduct a radar approach. Current approach established. In those instances where the two PAR information contained in the ATIS broadcast may be approaches serve the same runway, the helicopter omitted if the pilot states the appropriate ATIS approach will have a steeper glide slope and a lower 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 the approach should occur approximately every 1. Inform the aircraft of the type of approach, minute.

runway, airport, heliport, or other point, as appropriate, to which the approach will be made.

REFERENCE- FAAO 7110.65, Approoch Information, Para 4-7-10. Specify the airport name when the approach is to a secondary airport.

1. Altimeter setting.

PHRASEOLOGY- 2. If available, ceiling and visibility if the THIS WIll BE A P-A -R/SURVEIILANCE 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) AlRPORTIHEIJPORT.

provide one minute updates. This one minute data may be useful to the pilot for possible weather trends. Controllers THIS WIlLBEA COPTER P-A-RAPPROACH TO: provide service based solely on official weather; i.e.,hourly and special observations.

RUNWAY (runway number), RadarApprcaches- Terminal 5-10-1 7110.65P 2/19/04 PHRASEOLOGY· or TURN LEFT/RIGHT.

STOP TURN.

(airport name) AIRPORT, RUNWAY (runway number), c. After turn on to final approach has been made

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and prior to the aircraft reaching the approach gate, or instruct the aircraft to make half-standard rate turns.

(airport name) AIRPORT/HELIPORT.

PHRASEOLOGY- MAKE HALF-STANDARD RATE TURNS.

2. For surveillance approaches, specify the REFERENCE- location of the MAP in relation to the runway/air- FAAO 7110.65, Fino/Approach CourseInterception, Para 5-9-2.

port/heliport.

FAAO 7110.65, Elevation Failure, Para 5-12-10.

PHRASEOLOGY- MISSED APPROACH POINT IS (distance) MILE(S) 5-10-4. LOST COMMUNICATIONS FROM RUNWAY/AIRPORT/HELIPORT, When weather reports indicate that an aircraft will likely encounter IFR weather conditions during the or for a point-in-space approach, approach, take the following action as soon as possible after establishing radar identification and A MISSED APPROACH POINT (distance) MILE(S) (direction from landing area) OF (airport name) radio communications (may be omitted after the first AIRPORT/HELIPORT.

approach when successive approaches are made and the instructions remain the same): EXAMPLE- Helicopter point-in-space approach: NOTE- Air traffic control facilities at U.S. Army and U.S. Air Force nArmy copter Zulu 'lWo, this will be a surveillance installations are not required to transmit lost communica- approach to a missed approach point, threepointjive miles tions instructions to military aircraft. All militaryfacilities south of Creedon Heliport."

will issue specific lost communications instructions to civil REFERENCE- aircraft when required.

FAAO 7110.65, Eleva/ion Failure, Para 5-12-10.

8. Iflost communications instructions will require c. Inform an aircraft making an approach to an the aircraft to fly on an unpublished route, issue an

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airport not served by a tower that no traffic or landing appropriate altitude to the pilot. If the lost runway information is available for that airport.

communications instructions are the same for both PHRASEOLOGY- pattern and final, the pattern/vector controller shall 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 7110.65, Altimeter Setting IssuanceBelow Lowest Usable FL, on a surveillance final approach, or 5 seconds on a Para 2-7-2.

FAAO 7110.65, FituJlApproach Course Interception, Para 5-9-2. 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.

8. Before issuing a vector, inform the aircraft of 3. Proceed with an approved nonradar ap- the type of approach.

proach, or execute the specific lost communications PHRASEOLOGY· procedure for the radar approach being used.

THIS WIll BE A NO-GYRO SURVElUANCE/P-A-R NOTE· APPROACH.

The approved procedures are those published on the FAA b. Instruct the aircraft when to start and stop turu. Forms 8260 or applicable military document.

5-10-2 Radar Approaches- Terminal 2/19/04 7110.65P REFERENCE· PHRASEOLOGY- FAAO 7110,65, Final Approach Course Interception, Para 5-9-2.

IF NO TRANSMISSIONS ARE RECEIVED FOR (time FAAO 7110.65, Approach Information, Para 5-10-2.

interval) IN THE PATTERN OR FIVE/FIFTEEN SE- EAAO 7110.65, Elevation Failure, Para 5-12-10.

CONDS 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 7110.65, FituJIApproach Course Interception, Para 5-9-2.

PROCEED WITH (non radar approach), MAINTAIN FAAO 7110.65, FinalApproachAbnormalilies, Para 5-10·14.

FAAO 7110.65, Elevation Failure; Para 5-12-10.

(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 PHRASEOLOGY· incomplete pattern is used, issue this before handoff USN. For ACLS operations using Mode I, lA, and II, to the final controller for a PAR approach, or before starting descent on final approach for surveillance IF NO TRANSMISSIONS ARE RECEIVED FOR FIVE approach.

SECONDS AFTER LOSS OF DA1Jl LINK, ATTEMPT PHRASEOLOGY· CONTACT ON (frequency), AND PERFORM LANDING CHECK if the possibility exists, REFERENCE· FAAO 7110.65, Final Approach Course Interception; Para 5-9-2.

FAAO 7110.65, Elevation Failure, Para 5-12-10.

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· pattern, or are not issued by the pattern controller, FAAO 7110.65, FiNJ1Approach Course Interception, Para 5-9-2.

they shall be issued by the final controller.

FAAO 7110.65, E/evationFai/ure, Para 5-12-10.

c. If the pilot states that he/she cannot accept a lost 5-10-8. FINAL CONTROLLER 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 offacility) FINAL CONTROLLER ON performance, equipment capability, or reported weather.

(frequency).

RadarApproaches- Terminal 5-10-3 7110.65P 2/19/04 REFERENCE- REFERENCE- FAAO 7110.65, Radio Communications Transfer, Para 2-1-17. FAAO 7110.65, FinalApproach Course1nterception, Para 5-9-2.

FAAO 7110.65, Elevation Failure; Para 5-12-10.

FAAO 7110.65, Final Approach Course Interception; Para 5~9-2.

FAAO 7110.65, Arrival Instructions, Para 5-9-4.

FAAO 7110.65. Elevation Failure, Para 5-12-10.

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5-10-12. LOW APPROACH AND TOUCH·AND·GO 5-10-9. COMMUNICATIONS CHECK Before an aircraft which plans to execute a low approach or touch-and-go begins final descent, issue On initial contact with the final controller, ask the appropriate departure instructions to be followed aircraft for a communication check.

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- PHRASEOLOGY· FAAO 7110,65, Final Approach Course Interception; Para 5-9-2.

FAAO 7110.65, Elevation Failure, Para5-12-IO.

AFTER COMPLETING LOW APPROACH/TOUCHAND GO: 5-10-10. TRANSMISSION ACKNOWLEDGMENT CLIMB AND MAINTAIN (altitude).

After contact has been established with the final TURN (right or left) HEADING (degrees)/FLY RUNWAY controller and while on the final approach course, HEADING, instruct the aircraft not to acknowledge further transmissions.

or PHRASEOLOGY· MAINTAIN VFR, CONTACT TOWER, DO NOT ACKNOWLEDGE FURTHER TRANSMIS· SIONS.

or REFERENCE· FAAO 7110.65, FinnlApproach CourseInterception, Para 5-9-2.

(other instructions as appropriate).

FAAO 7110.65, E/evationFailure, Para 5-12-10.

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NOTE· This may be omitted after the first approach if instructions 5-10-11. MISSED APPROACH remain the same.

REFERENCE· Before an aircraft starts final descent for a full stop FAAO 7110.65, Fina/Approach Course Interception. Para 5-9-2.

landing and weather reports indicate that any portion FAAO 7110.65, Elevation Failure, Para 5-12-10.

of the final approach will be conducted in lFR conditions, issue a specific missed approach 5-10-13. TOWER CLEARANCE procedure approved for the radar approach being 8. When an aircraft is on final approach to an conducted.

airport served by a tower, obtain a clearance to land, PHRASEOLOGY· touch-and-go, or make low approach. Issue the 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 publishedon FAA Form 8260-4 or applicable military document.

PHRASEOLOGY· TOWER CLEARANCE CANCELED/NOT RECEIVED 2. USAF, At locations where missed approach (alternative instructions).

instructions are published in base flying regulations, REFERENCE· controllers need not issuemissedapproach instructions to FAAO 7110.65, FirwlApproach Course Interception, Para 5-9-2.

locally assigned/attached aircraft. FAAO 7110.65, Elevation Failure, Para 5-12-10.

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Radar Approaches- Terminal 5-10-4 7110.65P 2/19/04 REFERENCE- 5-10-14. FINAL APPROACH ABNORMALITIES FAAO.7110.65, FinalApproach Course Interception, Para 5-9-2.

FAAO 7110.65, Elevation Failure, Para 5-12-10.

Instruct the aircraft if runway environment not in sight, execute a missed approach if previously given; or climb to or maintain a specified altitude and fly a 5-10-15. MILITARY SINGLE FREQUENCY specified course whenever the completion of a safe APPROACHES approach is questionable because one or more of the a. Utilize single frequency approach procedures following conditions exists. The conditions in as contained in a letter of agreement.

subparas a, b, and c do not apply after the aircraft passes decision height on a PAR approach.

b. Do not require a frequency change from aircraft EXAMPLE- on a single frequency approach after the approach has Typical reasons for issuing missed approach instructions: begun unless: "Radar contact lost. " 1. Landing or low approach has been com- "Too high/low for safe approach. " "Too far right/left for safe approach. " pleted.

REFERENCE· 2. The aircraft is in visual flight rules (VFR) FAAO 7110.65, Position Advisories, Para 5-12-7.

conditions during daylight hours.

a. Safety limits are exceeded or radical target deviations are observed.

3. The pilot requests the frequency change.

b. Position or identification of the aircraft is in 4. An emergency situation exists.

doubt.

5. The aircraft is cleared for a visual approach.

c. Radar contact is lost or a malfunctioning radar 6. The pilot cancels instrument flight rules is suspected.

(IFR).

PHRASEOLOGY- (Reason) IF RUNWAY/APPROACH LIGHTS/RUNWAY c. Accomplish the following steps to complete LIGHTS NOT IN SIGHT, EXECUTE MISSED communications transfer on single frequency ap- APPROACH/(alternative instructions).

proaches after completion of a handoff: NOTE- 1. Transferring controller: Position transmitter If the pilot requests, approval may be granted to proceed with the approach via ILS or another navigational selectors to preclude further transmissions on the aid/approach aid.

special use frequencies.

REFERENCE- 2. Receiving controller: Position transmitter FAAO 7110.65, Radar Contact Lost, Para 5-10-5.

and receiver selectors to enable communications on d. Airport conditions or traffic preclude approach the special use frequencies.

completion.

3. Do not require or expectthe flight to check on PHRASEOLOGY- frequency unless an actual frequency change is EXECUTE MISSED APPROACH/(alternative instruc- tions), (reason). transmitted to the pilot.

Radar Approaches- Terminal 5-10-5

7110.65P 2/19/04

Section 11. Surveillance Approaches- Terminal

5-11-1. ALTITUDE INFORMATION provide him/her with the applicable circling MDA prior to issuing final descent for the approach.

Provide recommended altitudes on final approach if NOTE· the pilot requests. If recommended altitudes are Pilots are normally expected to furnish the aircraft requested, inform the pilot that recommended approach category to the controller when it is determined altitudes which are at or above the published MDA that the surveillance approach will terminate in a circle to will be given for each mile on final.

land maneuver. If this information is not voluntarily given, REFERENCE· solicit the aircraft approach category from the pilot, and FAAO 7210.3, Recommended Altitudes for Surveillance Approaches, then issue him/her the applicable circling MDA.

Para 10-5-7.

FAAO 7110.65, Filla/Approach Guidance, Para 5-11-5.

PHRASEOLOGY· PREPARE TO DESCEND IN (number) MILE(S).

PHRASEOLOGY· RECOMMENDED ALTITUDES WILL BE PROVIDED for straight-in approaches, FOR EACH MILE ON FINAL TO MINIMUM DESCENT ALTITUDE/CIRCLING MINIMUM DESCENT ALTI- MINIMUM DESCENTALTITUDE (altitude).

TUDE.

for circling approaches, 5-11-2. VISUAL REFERENCE REPORT REQUEST YOUR AIRCRAFT APPROACH CATEGORY.

Aircraft may be requested to report the runway, (Upon receipt of aircraft approach category), approach/runway lights, or airport in sight. Helicop- PUBLISHED CIRCLING MINIMUM DESCENT ters making a "point-in-space" approach may be ALTITUDE (altitude).

requested to report when able to proceed to the landing area by visual reference to a prescribed 5-11-4. DESCENT INSTRUCTIONS surface route.

When an aircraft reaches the descent point, issue one PHRASEOLOGY· of the following as appropriate: REPORT (runway, approach/runway lights or airport) IN REFERENCE- SIGlfI.

FAAO 7110.65, Eleva/ion Failure, Para 5-12-10.

REPORT WHEN ABLE TO PROCEED VISUALLY TO a. Unless a descent restriction exists, advise the AIRPORT/HELIPORT.

aircraft to descend to the MDA.

PHRASEOLOGY· 5-11-3. DESCENT NOTIFICATION (Number) MILES FROM RUNWAY/AIRPORT/ HELIPORT. DESCEND TO YOURMINIMUMDESCENT a. Issue advance notice of where descent will ALTITUDE.

begin and issue the straight-in MDA prior to issuing b. When a descent restriction exists, specify the final descent for the approaches.

prescribed restriction altitude. When the aircraft has NOTE· passed the altitude limiting point, advise to continue The point at which descent to the minimum descent altitude descent to MDA.

is authorized is the final approach fix unless an altitude limiting stepdown-fix is prescribed. PHRASEOLOGY· (Number) MILES FROM RUNWAY/AIRPORT/ b. When it is determined that the surveillance HELIPORT. DESCEND AND MAINTAIN (restriction approach will terminate in a circle to land maneuver, altitude).

request the aircraft approach category from the pilot.

After receiving the aircraft approach category, DESCEND TO YOUR MINIMUM DESCENT ALTITUDE.

Surveillance Approaches- Terminal 5-11-1 711O.65P 2/19/04 5-11-5. FINAL APPROACH GUIDANCE 3. The aircraft is over the MAP.

a. Issue course guidance, inform the aircraft when b. Surveillance approach guidance may be it is on course, and frequently inform the aircraft of discontinued when the pilot reports the runway or any deviation from course. Transmissions with approach/runway lights in sight or if a "point-in- aircraft on surveillance final approach should occur space" approach, he/she reports able to proceed to the approximately every 15 seconds.

landing area by visual reference to a prescribed PHRASEOLOGY· surface route.

HEADING (heading), c. When approach guidance is discontinued in ON COURSE, accordance with subpara a and the aircraft has reported the runway or approach/runway lights in or sight, advise the aircraft of its position and to proceed visually.

SUGHTLY/WEU LEFT/RIGHT OF COURSE.

NOTE· PHRASEOLOGY· Controllers should not key the radio transmitter (Distance) MILE(S) FROM RUNWAY/AIRPORT/HE- continuously during radar approaches to preclude a UPORT, lengthy communications block. The decision on how often transmitters are unkeyed is the controller's prerogative. or b. Issue trend information, as required, to indicate OVER MISSED APPROACH POINT.

target position with respect to the extended runway centerline and to describe the target movement as PROCEED VISUAUY (additional instructions/clearance appropriate corrections are issued. Trend information as required.)

may be modified by the terms "RAPIDLY" and d. When approach guidance is discontinued in "SLOWLY" as appropriate.

accordance with subpara a above and the aircraft has EXAMPLE· uot reported the runway or approach/runway lights in "Going left/right of course. " sight, advise the aircraft of its position and to execute "Left/right of course and holding/correcting. " a missed approach unless the runway or ap- c. Inform the aircraft of its distance from the proach/runway lights are in sight or, if a "point-in- runway, airport/heliport, or MAP, as appropriate, space" approach, unless able to proceed visually.

each mile on final.

PHRASEOLOGY· PHRASEOLOGY· (Distance) MILE(S) FROM RUNWAY, (Number) MILE(S) FROM RUNWAY/AIRPORT/HE- UPORT OR MISSED APPROACH POINT.

or d. Recommended altitudes shall be furnished, if OVER MISSED APPROACH POINT.

requested, in accordance with para 5-11-1, Altitude IFRUNWAY, Information.

PHRASEOLOGY· or If requested, APPROACH/RUNWAY LIGHTS NOT IN SIGHT, ALTITUDE SHOUW BE (altitude).

EXECUTE MISSED APPROACH/(missed approach instructions). (Additional instructions/clearance, as re- 5-11-6. APPROACH GUIDANCE TERMINATION quired.)

a. Discontinue surveillance approach guidance (Distance and direction) FROM AIRPORTIHEUPORT/ 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- • ance, if required.)

approach to the MAP is questionable.

Surveillance Approaches- Terminal 5-11-2 2/19/04 7110.65P NOTE- Terminal instrument approach procedures and flight inspection criteria require establishment of a MAP for each procedure including the point to which satisfactory radar guidance can be provided.

Surveillance Approaches- Terminal 5-11-3

2/19/04 7110.65P

Section 12. PAR Approaches- Terminal

5-12-1. GLiDEPATH NOTIFICATION elevation cursors and to describe target movement as appropriate corrections are issued. Trend information Inform the aircraft when it is approaching glidepath may be modified by the terms "RAPIDLY" or (approximately 10 to 30 seconds before final "SLOWLY", as appropriate.

descent).

EXAMPLE- PHRASEOLOGY- "Going above/below glidepath. " APPROACHING GLIDEPATH.

"Going right/left of course. " "Above/below glidepath and coming down/up. " 5-12-2. DECISION HEIGHT (DH) NOTIFICATION "Above/below glidepath and holding. " "Left/right of course and holding/correcting. " Provide the DH to any pilot who requests it.

REFERENCE- PHRASEOLOGY- FAAO 7110.65, Position Advisories, Para 5-12-7.

FAAO7110.65, Monitor Irqormatton; Para 5-13-3.

DECISION HEIGHT (number offeet).

5-12-5. DISTANCE FROM TOUCHDOWN 5-12-3. DESCENT INSTRUCTION Inform the aircraft of its distance from touchdown at When an aircraft reaches the point where final least once each mile on final approach.

descent is to start, instruct it to begin descent.

PHRASEOLOGY- PHRASEOLOGY- (Number of miles) MILES FROM TOUCHDOWN.

BEGIN DESCENT.

5-12-6. DECISION HEIGHT 5-12-4. GLIDEPATH AND COURSE INFORMATION Inform the aircraft when it reaches the published decision height.

a. Issue course guidance and inform the aircraft PHRASEOLOGY- when it is on glidepath and on course, and frequently AT DECISION HEIGHT.

inform the aircraft of any deviation from glidepath or course. Transmissions with aircraft on precision final approach should occur approximately every 5 sec- 5-12-7. POSITION ADVISORIES onds.

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 aircraft passes over threshold.

ON GLIDEPATH.

NOTE· Glidepatb and course information provided below decision ON COURSE, height is advisory only. 14 CFR Section 91.175 outlines pilot responsibilities for descent below decision height.

or b. Inform the aircraft when it is passing over the SLIGHTLY/WELL ABOVE/BELOW GLIDEPATH.

approach lights.

PHRASEOLOGY- SLIGHTLY/wELL LEFT/RIGHT OF COURSE.

OVER APPROACHLIGHTS.

NOTE- Control/ers 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.

PHRASEOLOGY- b. Issue trend information as required, to indicate OVER LANDING THRESHOLD, (position with respect to target position with respect to the azimuth and course};

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PAR Approaches- Terminal 5-12-1 2/19/04 711O.65P REFERENCE· preclude diversion ofthe pilot's attention during transition FAAO 7110.65, FinalApproachAbnormalities, Para 5-10-14.

and touchdown.

REFERENCE- 5-12-8. APPROACH GUIDANCE TERMINATION FAAO 7110.65, Radio Communications Transfer, Para 2-1-17.

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a. Discontinue precision approach guidance 5-12-10. ELEVATION FAILURE when: a. If the elevation portion of PAR equipment fails 1. Requested by the pilot.

during a precision approach: 2. In your opinion, continuation of a safe 1. Discontinue PAR instructions and tell the approach to the landing threshold is questionable.

aircraft to take over visually or if unable, to execute 3. The aircraft passes over landing threshold. a missed approach. If the aircraft executes a missed approach, apply subpara 2 below.

4. The pilot reports the runway/approach lights PHRASEOLOGY· in sight and requests to or advises that he/she will NO GLIDEPATH INFORMATION AVAILABLE. IF proceed visually.

RUNWAY, APPROACH/RUNWAY LIGHTS, NOT IN NOTE· SIGHT, EXECUTE MISSED APPROACH/(altemative A pilot's report of «runway in sight" or "visual" is not a instructions).

request to proceed visually.

2. If a surveillance approach, ASR or PAR b. When precision approach guidance is discon- without glide slope, is established for the same tinued in accordance with subpara a, advise the runway, inform the aircraft that a surveillance aircraft of its position and to proceed visually.

approach can be given. Use ASR or the azimuth portion ofthe PARto conduct the approach and apply PHRASEOLOGY· (Distance) MILE(S) FROM TOUCHDOWN, PROCEED Chapter 5, Radar, Section 11, Surveillance Ap- VISUALLY (additional instructions/clearance as proaches- Terminal. When the PAR azimuth is used, required).

inform the pilot that mileage information will be from touchdown, and at those runways where specific c. After a pilot has reported the runway/approach minima have been established for PAR without lights in sight and requested to or advised that he/she

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glideslope, inform the pilot that the PAR azimuth will will proceed visually, and has been instructed to be used for the approach.

proceed visually, all PAR approach procedures shall be discontinued.

EXAMPLE· 1. Approach information when PAR azimuth used: d. Continue to monitor final approach and "This will be a surveillance approach to runway three six.

frequency. Pilots shall remain on final controller's Mileages will be from touchdown. " frequency until touchdown or otherwise instructed.

or "This will be a surveillance approach to runway three six REFERENCE· FAAO 7110.65, FinalApproachAbnormalities, Para 5-10-14.

using P-A - R azimuth. Mileages will be from touchdown. " 2. Descent Instructions: 5-12-9. COMMUNICATION TRANSFER "Five miles from touchdown, descend to your minimum Issue communications transfer instructions.

descent altitude/minimum altitude. " PHRASEOLOGY· REFERENCE· FAAO 7110,65, Approach Information, Para 5-10-2.

CONTACT (terminal control function) (frequency, if FAAO 7110,65, DescentInstructions, Para 5-11-4.

required)AFTER LANDING.

b. If the elevation portion of the PAR equipment is NOTE· inoperative before starting a precision approach, Communications transfer instructions should be delayed apply subpara a2.

slightly until the aircraft is on the landing roll-out to

•

PAR Approaches- Terminal 5-12-2 7110.65P 2/19/04 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 iostrument approach required provided the NA VAID or DME fix can be will position the aircraft over a navigational aid or correlated on a PAR scope.

D~ 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

7110.65P 2/19/04

Section 13. Use of PAR for

Approach Monitoring- Terminal

5-13-1. MONITOR ON PAR EQUIPMENT the reason and issue alternate procedures as appropriate.

USAF not applicable. Aircraft conducting precision PHRASEOLOGY· or nonprecision approaches shall be monitored by (Reason), RADAR MONITORING NOT AVAILABLE, PAR equipment if the PAR final approach course (alternative instructions).

coincides with the NAVAJO final approach course NOTE- from the final approach fix to the runway and one of Approach monitoring is a vital service, but during the the following conditions exists: approach, the controller actsprimarily as a safety observer and does not actually guide the aircraft. Loss of the radar NOTE- monitoring capability (and thus availability) is no reason 1. The provisions of this section do not apply to monitoring to terminate an otherwise good instrument approach.

simultaneous ILS, MLS, or ILS and MLS approaches.

Advise the pilot that radar contact has been lost (or other reason as appropriate), that radar monitoring is not 2. This procedure is used in PARfacilities operated by the available, and of actions for the pilot to take in either FAA and other military services at joint-use civil/military proceeding with or breaking off the approach; i.e., contact locations and military installations during the operational tower, remain on R4R frequency, etc.

hours of the PAR.

a. The reported weather is below basic VFR 5-13-3. MONITOR INFORMATION minima.

When approaches are monitored, take the following b. USA Not applicable. At night. action: a. Advise the pilot executing a nonprecision c. Upon request of the pilot.

approach that glidepath advisories are not provided.

REFERENCE· 00 this prior to the pilot beginning the final descent.

FAAO 7110.65, SimultaneousIndependentILS/MLSApproaches- Dual & Triple, Para 5-9-7.

PHRASEOLOGY· GLiDEPATHADVISORIES WILL NOT BE PROVIDED.

b. Inform the aircraft when passing the final 5-13-2. MONITOR AVAILABILITY approach fix (nonprecision approaches) or when a. Inform the aircraft of the frequency on which passing the outer marker or the fix used in lieu of the monitoring information will be transmitted if it will outer marker (precision approaches).

not be the same as the communication frequency used PHRASEOLOGY- for the approach.

PASSING (FIX).

PHRASEOLOGY· c. Advise the pilot of glidepath trend information 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· rightlleft. " 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."

Use of PAR for Approach Monitoring- Terminal 5-13-1 2/19/04 7110.65P REFERENCE- e. Provide monitor iuformation until the aircraft is FAAO 7110.65, G/idepath and Course Information, Para 5-12-4.

over the landing threshold or commences a circling ,.

d. If, after repeated advisories, the aircraft is approach. • observed proceeding outside the safety limits or a f. Provide azimuth monitoring only at locations radical target deviation is observed, advise the where the MLS glidepath and the PAR glidepath are aircraft if unable to proceed visually, to execute a not coincidental.

missed approach. Issue a specific altitude and heading if a procedure other than the published REFERENCE- FAAO 7110.65, Radar Service Termination, Para 5-1-13.

missed approach is to be executed.

PHRASEOLOGY· (Position with respect to course or glidepath). IF NOT VISUAL,ADVISE YOU EXECUTE MISSED APPROACH (alternative instructions).

e

Useof PAR for Approach Monitoring- Terminal 5-13-2

7110.65P 2/19/04

Section 14. Automation- En Route

5-14-1. CONFLICT ALERT (CA) AND MODE C 3. The CNMCr alert may not be suppressed or INTRUDER (MCI) ALERT inhibited at or for another control position without being coordinated.

a. When a CA or MCr alert is displayed, evaluate the reason for the alert without delay and take 5-14-2. EN ROUTE MINIMUM SAFE ALTITUDE appropriate action.

WARNING (E-MSAW) NOTE- a. When an E-MSAW alert is displayed, immedi- DARC does not have CAIMCI alert capability.

ately analyze the situation and, if necessary, take the REFERENCE· FAAO 7110.65, Safety Alert, Para 2-1-6. appropriate action to resolve the alert.

b. If another controller is involved in the alert, NOTE- 1. Caution should be exercised when issuing a clearance initiate coordination to ensure an effective course of to an aircraft in reaction to anE-MSAWalert to ensure that action. Coordination is not required when immediate adjacent MIA areas are not a factor.

action is dictated.

c. SuppressinglInhibiting CAlMCI alert. 2. DARC does not have E-MSAW capability.

REFERENCE- 1. The controller may suppress the display of a FAAO 7110.65,Safety Alert, Para 2-1-6.

CNMCI alert from a control position with the b. The controller may suppress the display of an application of one of the following suppress/inhibit E-MSAW alert from his/her control position with the computer functions: application of one of the following suppress/inhibit (a) The Conflict Suppress (CO) function may computer functions: be used to suppress the cAIMcr 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 2. The indefinite alert suppression message message.

shall 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 shall be applied exclusively to inhibit the displaying altitude that will activate the alert feature of one or of alerts among military aircraft engaged in special more MIA areas within an ARTCC.

military operations where standard en route separa- NOTE- tion criteria does not apply.

1. The indefinite alert suppression message will remain in NOTE- effect for the duration of the referencedflight'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 aircraft routinely operate in proximities to each other that 2. The indefinite alert suppression message would 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 CNMO 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 7110.65P 2/19104 5-14-3. COMPUTER ENTRY OF ASSIGNED 5-14-5. SELECTED ALTITUDE LIMITS ALTITUDE To ensure the display of Mode C targets and data blocks, take the following actions: The data block shall always reflect the current status

•

of the aircraft unless otherwise specified in a facility NOTE· directive. Whenever an aircraft is cleared to maintain Exception to these requirements may be authorized for an altitude different from that in the flight plan specific altitudes in certain ARTCC sectors if defined in database, enter into the computer one of the appropriate facility directives and approved by the regional AT division manager.

following: a. NAS en route Stage NDARC, display altitude NOTE· limits in the "R" CRD when operating on NAS en A facility directive may be published deleting the interim route Stage A or on the PVD/MDM when operating altitude computer entry requirements of subpara b. The directive would apply to those conditions where heavy on DARC and select the display filter keys on the traffic or sector complexity preclude meeting these entry PVD/MDM to include, as a minimum, the altitude requirements.

stratum of the sector; plus REFERENCE· 1. 1,200 feet above the highest and below the FAAO7210.3, Waiverto Interim Altitude Requirements, Para 8-2~7.

lowest altitude or flight level of the sector where a. The new assigned altitude if the aircraft will 1,000 feet vertical separation is applicable; and (climb or descend to and) maintain the new altitude, 2. 2,200 feet above the highest and below the or lowest flight level of the sector where 2,000 feet b. An interim altitude if the aircraft will (climb or vertical separation is applicable.

descend to and) maintain the new altitude for a short b. EARTS. Display the BARTS altitude filter period of time and subsequently be recleared to the limits to include, as a minimum, the altitude stratum altitude in the flight plan database or anew altitude or of the sector; and a new interim altitude.

1. 1,200 feet above the highest and below the NOTE· lowest altitude or flight level of the sector where 1. Use of the interim altitude function will ensure that the

•

1,000 feet vertical separation is applicable; and data block reflects the actual status of the aircraft and eliminate superfluous altitude updates.

2. 2,200 feet above the highest and below the lowest flight level of the sector where 2,000 feet 2. BARTS does not have interim altitude capability.

vertical separation is applicable.

REFERENCE· FAAO 7110.65, AlignmentAccuracy Check, Para 5-1-2.

5-14-4. ENTRY OF REPORTED ALTITUDE Whenever Mode C altitude information is either not 5-14-6. SECTOR ELIGIBILITY available or is unreliable, enter reported altitudes into The use of the OK function is allowed to override the computer as follows: sector eligibility only when one of the following NOTE· conditions is met: Altitude updates are required to assure maximum accuracy a. Prior coordination is effected.

in applying slant range correction formulas.

b. The flight is within the control jurisdiction of a. When an aircraft reaches the assigned altitude.

the sector.

b. When an aircraft at an assigned altitude is issued a clearance to climb or descend.

5-14-7. COAST TRACKS c. A minimum of each 10,000 feet during climb to Do not use coast tracks in the application of either or descent from FL 180 and above.

radar or nonradar separation criteria.

•

5-14-2 Automation- En Route 711O.65P 2/19/04 5-14-8. CONTROLLER INITIATED COAST 1. A departure message or progress report TRACKS corresponding with the aircraft's current position is entered into the computer.

a. Initiate coast tracks only in Flight Plan Aided Tracking (FLAT) mode, except "free" coast tracking 2. The track being started is within the Posted may be used as a reminder that aircraft without Time Update Interval (PTUI) of the aircraft's corresponding computer-stored flight plan infonna- computer-estimated position and the Flight Plan tion are under your control. Track Position Difference (FTPD) distance of the aircraft's flight plan route.

NOTE- 1. To ensure tracks are started in FLAT mode, perform a NOTE- start track function at the aircraft's most current reported FTPD is an automation parameter, normally set to position, then immediately "force" the track into coast 15 miles, that is compared with the tracked target's tracking by performing another start function with "CT" perpendicular distance from the stored flight plan route.1f option in field 64. Making amendments to the stored route the track is within the parameter miles, it is eligible for with trackball entry when the aircraft is rerouted, and '~FLAT tracking." PTUI is an automation parameter, repositioning the data block to coincide with the aircraft's normally set to 3 minutes, that is compared against the position reports are methods of maintaining a coast track difference between the calculated time of arrival and the in FLAT mode. actual time of arrival over a fix. 1f the difference is greater than PIV1, the flight plan's stored data will be revised and 2. DARC does not have the capability to initiate coast fix-time update messages will be generated.

tracks.

c. As soon as practicable after the aircraft is in b. Prior to initiating a coast track, ensure the radar surveillance, initiate action to cause radar following: tracking to begin on the aircraft.

•

Automation- En Route 5-14-3

7110.65P 2/19/04

Section 15. Automated Radar Terminal

Systems (ARTS)- Terminal

a. Inform all appropriate positions before termi- 5-15-1. APPLICATION nating or reinstating use of the terminal automation ARTS/STARS may be used for identifying aircraft system at a control position. When terminating the assigned a discrete beacon code, maintaining identity use of terminal automation systems, all pertinent of targets, and performing handoffs of these targets flight data of that position shall be transferred or between controllers.

terminated.

NOTE- b. Inform other interfaced facilities of scheduled USAF/USN. Where PIDP/DAlR equipment is capable of and unscheduled shutdowns.

performing the functions described in this section, it may be used accordingly.

c. Initiate a track/tag on an aircraft to the maximum extent possible. As a minimum, aircraft identification should be entered, and automated 5-15-2. RESPONSIBILITY handoff functions should be used.

This equipment does not relieve the controller ofthe d. Assigned altitude, if displayed, shall be kept responsibility to ensure proper identification, mainte- current at all times. Climb and descent arrows, where nance of identity, hand off of the correct target available, shall be used to indicate other than level associated with the alphanumeric data, and separa- flight.

tion of aircraft.

e. The automatic altitude readout of an aircraft under another controller's jurisdiction may be used 5-15-3. FUNCTIONAL USE for vertical separation purposes without verbal In addition to other uses specified herein, terminal coordination provided: automation may be used for the following functions: 1. Operation is conducted using single site radar

•

a. Tracking.

coverage.

b. Tagging.

2. Prearranged coordination procedures are contained in a facility directive in accordance with c. Handoff.

para 5-4-10, Prearranged Coordination, and d. Altitude information. FAAO 7210.3, para 3-7-7, Prearranged Coordina- tion.

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

3. Do not use Mode C to effect vertical I

e. Coordination.

separation within a Mosaic radar configuration.

f. Ground speed.

5-15-5. INFORMATION DISPLAYED g. Identification.

a. Two-letter ICAO designators or three-letter designators, as appropriate, shall be used unless 5-15-4. SYSTEM REQUIREMENTS program limitations dictate the use of a single letter alpha prefix.

Use terminal automation systems as follows: b. Use of the inhibit/select functions to remove NOTE- Locally developed procedures, operating instructions, and displayed information no longer required shall be in training material are required because of differences in accordance with local directives, which should equipment capability. Such locally developed procedures ensure maximum required use of the equipment.

shall be supplemental to those contained in this section and c. Information displayed shall be in accordance shall be designed to make maximum use of the ARTS with national orders and specified in local directives.

equipment.

•

5-15-1 Automated Radar Terminal Systems (ARTS)- Terminal 7110.65P 2/19/04 5-15-6. CA/MCI 4. CNMCI alert may not be suppressed or inhibited at or for another control position without • a. When a CA or MCI alert is displayed, evaluate being coordinated.

the reason for the alert without delay and take appropriate action.

5-1.5-7. INHIBITING MINIMUM SAFE ALTITUDE REFERENCE· WARNING (MSAW) FAAO 7110.65, SafetyA/ert, Para 2-1-6.

a. Inhibit MSAW processing of VFR aircraft and b. If another controller is involved in the alert, initiate coordination to ensure an effective course of aircraft that cancel instrument flight rules (IFR) flight plans unless the pilot specifically requests otherwise.

action. Coordination is not required when immediate action is dictated.

REFERENCE- FAAO 7110.65, VFRAircraft in Weather Difficulty, Para 10-2-7.

c. Suppressing/Inhibiting CNMCI alert.

FAAO 7110.65, RadarAssistance to VFRAircraftin Weather Difficulty, Para 10-2-8.

1. The suppress function may be used to b. Alow altitude alert may be suppressed from the suppress the display of a specific CNMCI alert.

control position. Computer entry of the suppress 2. The inhibit function shall only be used to message constitutes an acknowledgment for the alert inhibit the display of CA for aircraft routinely and indicates that appropriate action has or will be engaged in operations where standard separation taken.

criteria do not apply.

5-15-8. TRACK SUSPEND FUNCTION NOTE· Examples ofoperations where standardseparation criteria Use the track suspend function only when data block do not apply areADC practice interceptoperations and air overlap in holdingpattems orin proximity ofthe final shows.

approach create an unworkable situation. Ifnecessary 3. Computer entry of a message suppressing a to suspend tracks, those which are not displaying CNMCI alert constitutes acknowledgment for the automatic altitude readouts shall be suspended. lithe alert and signifies that appropriate action has or will condition still exists, those displaying automatic be taken.

altitude readouts may then be suspended.

•

•

5-15-2 Automated Radar Terminal Systems (ARTS)- Terminal

7110.65P 2/19/04

Section 16. TPX-42- Terminal

5-16-4. SYSTEM REQUIREMENTS 5-16-1. APPLICATION Use the TPX-42 system as follows: Each TPX-42 facility shall utilize the equipment to the maximum extent possible consistent with local a. TPX-42 facilities shall inform adjacent facili- operating conditions.

ties of scheduled and unscheduled shutdowns.

b. To the maximum extent practicable, tags should be utilized for all controlled aircraft.

5-16-2. RESPONSIBILITY This equipment does not relieve the controller of the 5-16-5. INFORMATION DISPLAYED responsibility to ensure proper identification, mainte- a. Inhibiting portions of the tag shall be in nance of identity, handoff of the correct radar beacon accordance with facility directives, which shall target associated with numeric data, and the ensure maximum required use of the equipment.

separation of aircraft.

b. Mode C altitude information shall not be inhibited unless a ground malfunction causes 5-16-3. FUNCTIONAL USE repeated discrepancies of 300 feet or more between the automatic altitude readouts and pilot reported TPX-42 may be used for the following functions: altitudes.

a. Tagging.

5-16-6. INHIBITING LOW ALTITUDE ALERT b. Altitude information.

SYSTEM (LAAS) REFERENCE· FAAO7110.65 Para 5-2-23. Assign a beacon code to a VFR aircraft or to an JA/titudeFilters, aircraft that has canceled its IFR flight plan to inhibit c. Coordination.

LAAS processing unless the aircraft has specifically requested LAAS.

d. Target identity confirmation.

5-16-1 TPX-42- Terminal

7110.65P 2/19/04

Chapter 6. Nonradar

Section 1. General

FIG 6·1·1 6-1-1. DISTANCE Adjacent Airport Operation -- Arrival Use mileage-based (DME and/or LID) procedures and minima only when direct pilot/controller commu- nications are maintained.

~/

~ /'.. " l\rrival Time Adjacent Airport

~ »> Insure 2 Min. Behind Heavy

.......... __ JetlB757 Departure 6-1-2. NONRECEIPT OF POSITION REPORT Adjacent Airport When a position report affecting separation is not received, take action to obtain the report no later than 5 minutes after the aircraft was eslimated over the fix.

FIG 6-1-1 REFERENCE- Adjacent Airport Operation -- Departure FAAO 7110.65, IFR MiliJary Training Routes, Para 9-3-7.

,;' Departure From Adjacent 6-1-3. DUPLICATE POSITION REPORTS - - - - - - / Auport Insure 2 Min.

.... -!' ~ehind Heavy Jet/B757 ~ ....

F~ Do not require an aircraft to make the same position

report to more than one facility. \:aJd

Adjacent Airport 6-1-4. ADJACENT AIRPORT OPERATION 6-1-5. ARRIVAL MINIMA TERMINAL TERMINAL

I WAKE TURBULENCEAPPLICATION

I WAKE TURBULENCE APPLICATION

Separate IFR aircraft landing behind an arriving The ATe facility providing service to heavy heavy jet/B757 by 2 minutes when arriving: jets/B757s and having control jurisdiction at adjacent a. The same runway (use 3 minutes for a small airports shall separate arriving or departing IFR aircraft behind a heavy jet/B757).

aircraft on a course that will cross behind the flight path of a heavy jet/B757 - 2 minutes. b. A parallel runway separated by less than (See FIG 6-1-1 and FIG 6-1-2.) 2,500 feet.

General 6-1-1 7110.65P 2/19/04 c. A crossing runway if projected flight paths will cross. (See FIG 6-1-3.)

FIG 6-1-3

•

Arrival Minima Landing Behind an Arriving Heavy Jet/B757 ~ C Behind A Needs 2 Min.

~ ~,-----I

B Behind A Needs 2 Min. ~

•

•

6-1-2 General

2/19/04 7110.65P

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. When one or both of the departure surfaces isa 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.

Mi;utes I

Minutes 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 DMElLTD 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

~ < ~

~<;' I " I , I

r

/

F----------~~·~~

E Initial Separation of Successive Departing Aircraft 6-2-1 7110.65P 2/19/04 FIG 6-2-5 b. TERMINAL. Between aircraft departing in the same direction from different runways whose Minima on Diverging Courses 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 45 Degrees or More Minima on DivergingCourses 3,500 Feet - - - - 0-14 Degrees 2,000 Feet - - - - 15-29 Degrees

o Feet

- - 30 Degrees or More 2. Intersecting runways. Authorize takeoff ofa 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.

45 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.

•

6-2-2 InitialSeparation of Successive Departing Aircraft 7110.65P 2/19/04 10,000 feet or below or outside oflO miles from the (b) The runways diverge by 15 to 29 degrees DME NAVAID. (See FIG 6-2-8 and FIG 6-2-9.)

inclusive and the preceding aircraft has commenced a tum. (See FIG 6-2-7.)

FIG 6-2-8 Minima on Same Course FIG 6·2-7 Minima on Diverging Courses -------------6,000 Feet ,

c::-1 "~---44,000 Feet

3 Minutes I ... , ----'-' .... .1 ~ ~ , <: :: :::- _

FIG 6·2-9 Minima on Same Course 6-2-2. MINIMA ON SAME COURSE 7,000 Feet------",....------ /' 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 5,000 Fee7f_5 NM- of 3 minutes until the following aircraft passes

F

through the assigned altitude of the leading aircraft; or 5 miles between DME equipped aircraft; RNAV equipped aircraft using LTD; and between DME and LTD aircraft provided the DME aircraft is either InitialSeparation of Successive Departing Aircraft 6-2-3

7110.65P 2/19/04

Section 3. Initial Separation of Departing

and Arriving Aircraft

6-3-1. SEPARATION MINIMA e. When takeoff direction is other than in subpara d, the departing aircraft takes off so that it is Separate a departing aircraft from an arriving aircraft established on a course diverging by at least making an instrument approach to the same airportby 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 tum. (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 before the arriving aircraft leaves a fix inbound not FIG 6-J-2 less than 4 miles from the airport.

Separation Minima 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 band at airports where approach control service is not provided, the separation in subparas d or e shall be applied.

d. When takeoff direction differs by at least 45 degrees from the reciprocal of the final approach course, the departing aircraft takes off 3 minutes FIG6-3-J before the arriving aircraft is estimated at the airport.

(See FIG 6-3-1.)

Separation Minima FIG 6-J-[ Separation Minima

7'11----.--;(

"" JSo Until Starting

Takeoff " Procedure Turn Any Direction InitialSeparation of Departing andArriving Aircraft 6-3-1

2/19/04 7110.65P

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 a. Depart at a specified time. Minima on Same Course 44 Knots or More Separation b. Arrive at a fix at a specified time.

PHRASEOLOGY· At least44 KTS CROSS (fix) AT OR BEFORE (time).

or faster CROSS (fix) AT OR AFTER (time).

E--I-+ pi!: ~

c. Hold at a fix until a specified time.

1-5NM-1

d. Change altitude at a specified time or fix.

REFERENCE- FAAO 7110.65, Altitude Information; Para 4-5-7.

2. A departing aircraft follows a preceding en route aircraft which has reported over a fix serving the 6-4-2. MINIMA ON SAME, CONVERGING, OR departure airport. (See FIG 6-4-2.)

CROSSING COURSES FIG 6·4·2 Separate aircraft on the same, converging, or crossing Minima on Couverglng Courses courses by an interval expressed in time or distance, 44 Knots or More Separation using the following minima: At least 44 KTS a. When the leading aircraft maintains a speed at or faster least 44 knots faster than the following aircraft - 5 miles between DME equipped aircraft; RNAV

j)

equipped aircraft using LTD; and between DME and LTD aircraft provided the DME aircraft is either 10,000 feet or below or outside of 10 miles from the DME NAV AID, or 3 minutes between other aircraft if, in either case, one of the following conditions is met: Longitudinal Separation 6-4-1 7110.65P 2/19/04 3. An en route aircraft follows a preceding en 2. A departing aircraft follows a preceding en route aircraft which has reported over the same fix. route aircraft which has reported over a fix serving the • (See FIG 6-4-3.)

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 At least 44 KTS or faster At least22 KTS or faster

/

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 en equipped aircraft using LTD; and between DME and route aircraft which has reported over the same fix.

LTD 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.)

At least 22 KTS or faster FIG 6-4-4 Minima on Same Course ----~.IJ------__' 22 Knots or More Separation

~~ /

I 5 Minutes At least 22 KTS faster

V

•

Longitudinal Separation 6-4-2 7110.65P 2/19/04 3. Between RNAV aircraft that are operating c. When an aircraft is climbing or descending along an RNAV route that is eight miles or less in through the altitude of another aircraft: width- 10 miles provided the following conditions 1. Between DME equipped aircraft; RNAV are met: equipped aircraft using LTD; and between DME and LTD 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 NAVAlD- 10 miles, if the descending aircraft (b) The aircraft were separaled 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 Altitude DME Separation Aircraft's Altitude Timed Separation 9,000 Feet , --1--+-----"0---'-------'9,000 Feet 7,000 Feet .. -Q:::::,.···.-- · ':: .

, I 8,000 Feet 1---10 NM-·i', 5,000 Feet - ---------~=~~~~.:~::: ::: FIG 6·4·8 I " Climbing Through Another Aircraft's -1t===1OMi~;:==I---5.000 Fee 10 Minutes-I Altitude DME Separation

-

FIX 9,000 Feet-··-·--------·- ---------- 7 7

" "---

7,000 Feet '-'---'-----1 FIG 6-4-10 "f-1O NM--I Climbing Through Another Aircraft's Altitude Timed Separation 2. Between other aircraft- 5 minutes, ifall ofthe

l..------9 000 Feet

; , ; following conditions are met: ,...

I .. _---_._._-/_ ... _. __ .

8,000 Feet (See FIG 6-4-9 and FIG 6-4-10.)

(a) The descending aircraft is leading or

- I 1C"---:=J-7,000 Feet

climbing aircraft is following.

I

Minutes

"

6,000 Feet (b) The aircraft are separated by not more I

"

than 4,000 feet when the altitude change started. 5,000 Feet 10Minutes r-r-r--r-] (c) The change is started within 10 minutes FIX 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 7110.65P 2/19/04 FIG 6·4-/4 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 LID; and between DME and LTD aircraft provided the DME aircraft is either 10,000 feet or below or outside of 10 miles from the DME NAVAlD; 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 FIG 6-4-15 Minima for Same Course Separation Climbing Through Another Aircraft's Altitude Separation ~ , / , Minutes-I;f _.(\_-=:)~ 10 / FIG 6·4-12 / Minima for Crossing Courses Separation I / -------------------.,.1---------------.--.--------.-- ... - -- /

----------_._-~-_._-_._ .. _----

FIG 6-4-16

•

DescendingThrough Another Aircraft's Altitude Separation -----_. __ .•. _--.- .•.•.•.•. _-_ .•. _---_. __ .•.•.•. _--_._- .•.•. _-_ .. -."-_._---"--_._--_._-,-- -, FIG 6·4-/3 , Minima for Same Course Separation ~I 0 Minutes

\

I

-

I~

\ NAVAID / , , , ....

-~+ )~

-, ....

...

...

. _ ................................................ __ .•.•.•.•.•. _-_ .•.•.•.•.•... "., .....•. _- .....•.....•...•.•.•...•.•.•..........•.....•... , ...

/ LID Minutes-

"""""""."-'·'-".-·'·'·'0"0"0"' .•.. .•.• .. .•.•....•.• .•. .. '.' .. '.'.-."' .. '." .. '"".'.'.' .. '." .•. '.'.".'.' .•. " .•. ' .. " .. '".'.".'.'"".'"'"" ..• ".'.'.

•

6-4-4 Longitudinal Separation 2/19/04 7110.65P FIG 6-4-19 e. Between aircraft, when one aircraft is using Minima for Opposite Courses Separation OMElLTD and the other is not- 30 miles if both the following conditions are met: (See FIG 6-4-17 and FIG 6-4-18.)

Estimated to pass at this point _____ m___ ~-- (~~: ::: FIG 6-4-17 Minima for Same Course Separation

~

10 I

I

Mmutes I • S~ Feet Using Using Notusing DME DME DME

Mi~~tes I

\ N~~liD j

\\..

+'":--L-~ >771

NOTE- _Within 15 1 RNAV route segments that have been expanded in the

rmnutes -----l

proximity to reference facilities for slant-range effect are not to be considered"expanded" for purposes of applying 30 NM-I-30NM- separation criteria in this paragraph.

a. Both aircraft have reported passing NAV AIDs, FIG 6-4-18 OME fixes, orwaypoints indicating they have passed each other. (See FIG 6-4-20.)

Minima for Crossing Courses Separation FIG 6-4-20 Minima for Opposite Courses Separation Not using DME -,

•

ALPHA ORTAC ~ ..c::.~ ~::;:;::~_---I DME Fix NOTE- It is not intended to limit application of this procedure only 1. The aircraft using OME/LTD derives dis- to aircraft operating in opposite directions along the same tance information by reference to the same NAVAIO airway or radial. This procedure may also be applied to or waypoint over which the aircraft not using aircraft established on diverging airways or radials of the OME/LTD has reported.

sameNAVAlD.

b. Both aircraft have reported passing the same 2. The aircraft not using OME/LTD is within intersection/waypoint and they are at least 3 minutes 15 minutes of the NAVAIO.

apart.

c. Two RNAV aircraft have reported passing the 6-4-3. MINIMA ON OPPOSITE COURSES same position and are at least 8 miles apart if Separate aircraft traveling opposite courses by operating along a route that is 8 miles or less in width; assigning different altitudes consistent with the or 18 miles apart if operating along an expanded approved vertical separation from 10 minutes before, route; except that 30 miles shall be applied if until 10 minutes after they are estimated to pass.

operating along that portion of any route segment Vertical separation may be discontinued after one of defined by a navigation station requiring extended the following conditions is met: (See FIG 6-4-19.)

usable distance limitations beyond 130 miles.

Longitudinal Separation 6-4-5 7110.65P 2/19/04 d. An aircraft utilizing RNAV and an aircraft aircraft provided the DME aircraft is either • 10,000 feet or below or outside of 10 miles from the utilizing VOR have reported passing the same position and the RNAV aircraft is at least 4 miles DMENAVAID.

beyond the reported position when operating along a PHRASEOLOGY- route that is 8 miles or less in width; 9 miles beyond MAINTAIN AT LEAST ONE ZERO MINUTESITWO the point when operating along an expanded route; ZERO MILES SEPARATIONFROM (ident).

except that 15 miles shall be applied if operating along that portion of any route segment defined by a 6-4-5. RNAV AIRCRAFT ALONG VOR navigation station requiring extended usable distance AIRWAYS/ROUTES limitation beyond 130 miles; or 3 minutes apart whichever is greater.

Advise the pilottouse DME distances when applying DME separation to an RNAV aircraft operating along 6-4-4. SEPARATION BY PILOTS VOR airways/routes.

When pilots of aircraft on the same course in direct PHRASEOLOGY- radio communication with each other concur, you USE DME DISTANCES.

may authorize the following aircraft to maintain NOTE- longitudinal separation of 10 minutes; or 20 miles Along Track Distance derived from area navigation between DME equipped aircraft; RNAV equipped devices having slant-range correction will not coincide aircraft using LTD; and between DME and LTD with the direct DME readout.

•

•

Longitudinal Separation 6-4-6

2/19/04 711O.65P

Section 5. Lateral Separation

6-5-1. SEPARATION METHODS separation until reaching the 6-mile point. Reversing 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 geographicallocations 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.

TBL 6·5·1 d. Clear departing aircraft to fly specified Non-DME Divergence headings which diverge by at least 45 degrees.

Distance Minima 6-5-2. MINIMA ON DIVERGING RADIALS Divergence (Degrees) Distance (NM) 15 16 a. Consider separation to exist between aircraft: 1. Established on radials of the same NAVAID that diverge by at least 15 degrees when either aircraft 30 8 is clear of the airspace to be protected for the other 35 7 aircraft.

45 6 2. With non-VORIDME based navigational equipment established on tracks of the same waypoint that diverge by at least 15 degrees when NOTE: This table is for non-DME application only.

either aircraft is clear of the airspace to be protected for the other aircraft.

TBL 6-5-2 FIG 6-5-1 Divergence Minima on Diverging Radials Distance Minima Divergence Distance (NM) (Degrees) FI 180 through BelowFL 180 FL450 15 17 18 20 13 15 25 11 13 30 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 NAVAlDlwaypoint would require vertical Lateral Separation 6-5-1 2/19/04 7110.65P NOTE· NOTE· The other airspace to be protected may be a MOA, a ..

For altitudes of3,000 feet or less above the elevation of the holding pattern, airway or route, ATCAA, Warning Area, ..

NAVAID, DME slant-range error is negligible and the Restricted Area, ProhibitedArea, etc.

values in TEL 6-5-1 may be used.

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) MILEARC (direction) OF (name of DMENAVAID).

FIG 6·5·2 DME Arc Minima 6-5-4. MINIMA ALONG OTHER THAN DME ESTABLISHED AIRWAYS OR ROUTES Arc NAVAID Protect airspace along other than established airways <:!~

/

or routes as follows: (See FIG 6-5-4.)

FIG 6-5-4 30~ Minima AlongOther Than Arc EstablishedAirwaysor Routes 10 NM

, 260NM 'l

_130NM -----+1

REFERENCE· FAAO 7110.65. NAVAlD Terms, Para 2-5-2.

+-- 51 NM ----I ...................

______ .".. t .......... ---- -

a. Between different arcs about a NAVAID I 45" t - ... 10 NM.... I

e

4NM ........

regardless of direction of flight:

I ~i).( J. . ± . Ai' 1

..... -l-+ t ';/

1. At 35 miles or less from the NAVAID- I \ 4'NM ...... / I 10 miles.

1- _\ __ t - :::. "'- .... ~ t ... ... ~ ::: - - _..J

2. More than 35 miles from the NAVAID- NAVAJD NAVAJO 20 miles.

b. Between an arc about a NAVAID and other airspace to be protected: (See FIG 6-5-3.)

REFERENCE· PICGTerm- Ainvay.

FIG 6·5·3 P/CG Term-Route.

DME Arc Minima a. Direct courses and course changes ofl5 degrees or less: 1. Via NAVAIDs or radials FL 600 and below- 30 NM Holding Pattern 4 miles on each side of the route to a point 51 miles Arc Airspace To Be Protected from the NAVAID, then increasing in width on a ~~--....

11zdegree 4 angle to a width oflO miles on each side of the route at a distance of 130 miles from the NAVAID.

---'-!~' __ +-~~~+-.L._+- -+_

2. Via degree-distance fixes for aircraft autho- rized under para 4-4-3, Degree-Distance Route DME

5 ,I

I.

Definition for Military Operations. NAVAID NM (a) Below FL 180- 4 miles on each side ofthe route.

•

Lateral Separation 6-5-2 ----------------- 2/19/04 7110.65P (b) FL 180 to FL 600 inclusive-10 miles on 1. Below FL 180- same as subparas a1 or 2.

each side of the route.

2. FL 180 to FL 230 inclusive-14 miles.

3. Via degree-distance fixes for RNAV flights 3. Above FL 230 to FL 600 inclusive-17 miles.

above FL 450-10 miles on each side of the route.

c. When course change is 91 degrees through 180 degrees, protect the airspace on the overflown NOTE- side beginning at the point where the course changes Degree-distance RNAV flight (random routes) at FL 450 as follows: (See FIG 6-5-6.)

and below are provided radar separation.

1. Below FL 180- same as subparas a1 or 2.

b. When course change is 16 degrees through 2. FL 180 to FL 230 inclusive- 28 miles.

90 degrees, protectthe airspace on the overflown side beginning at the point where the course changes as 3. Above FL 230 to FL 600 inclusive- 34 miles.

follows: (See FIG 6-5-5.)

FIG 6·5·6 Overflown Side Minima FlG 6·5·5 91 In 180 Degrees Overflown Side Minima 16 to 90 Degrees 14/17 Ml.

14!l7 MJ.

-----, --------

I I I I I d. After the course changes specified in subpa- I ras b or c have been completed and the aircraft is back on course, the appropriate minima in subpara a may be used.

REFERENCE· FAAO 7110.65, Military Operations Above FL 600, Para 9-3-12.

Lateral Separation 6-5-3 2/19/04 711O.65P 6-5-5. RNAV MINIMA- DIVERGING/CROSSING a. When operating along a route that is 8 miles or • COURSES less in width- 4 miles.

Consider lateral separation to exist when an RNAV b. When operating along an expanded route- aircraft is beyond the point where the lateral protected 9 miles, except that 15 miles shall be applied along airspace of that aircraft has ceased to overlap the that portion of any route segment requiring extended lateral protected airspace of another by at least: usable distance limitation beyond 130 miles of the (See FIG 6-5-7 and FIG 6-5-8.)

reference facility.

FIG 6-5-7 FIG 6-5-8 RNAVMinima RNAVMinima Overlap Overlap \ \ H /Ceases Separation . ere Overlap Ceases Ceases On 8 Mile Width -:

\egm~~ss

/ eparation Here On

J

Extended Usable

___ . __ __I::- ~=!_. __ J=I::-1

Distance Segmen)

- ,_.,- _.,,-,,-~

--- ~ 9--=-1 ---. -{:is---l

~~~ti-H~8erLhi-il-es- sepa~ i /

Se~ion Here On

Or ~ss In Width On Expanded Segment ~ ~ . Expanded Segment

Separation Here

on Extended

O~dap Ce~s <:Iv~

U sable Distance

Segment \ \fe.so"

•

Lateral Separation 6-5-4

2/19104 7110.65P

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 PHRASEOLOGY· the appropriate minimum when: REPORT LEAVING/REACHING (altitude/flight level).

a. Severe turbulence is reported.

REPORT LEAVING ODD/EVEN ALTITUDES/FliGHT b. Aircraft are conducting military aerial refuel- LEVELS.

ing.

(If aircraft is known to be operating below the lowest REFERENCE· FAAO 7110.65. MiliiaryAerial Refueling. Para 9-3-11.

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.

(If aircraft is known to be operating at or above the lowest 2. Cleared to CRUISE (altitude). However, do useable flight level), not use Mode C to effect separation with an aircraft 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 reparts leaving an altitude in descent, he/she may not return to that altitude.

SAY ALTITUDE OR FliGHT LEVEL.

REFERENCE· NOTE- PICG Term- Cruise.

Consider known aircraft performance characteristics, pilotfurnished and/or Mode C detected information which indicate that climb/descent will not be consistent with the 6-6-3. SEPARATION BY PILOTS rates recommended in the AIM.

When pilots of aircraft in direct radio communication REFERENCE· FAAO 7110.65, Procedural Preference, Para 2-1-3. with each other during climb and descent concur, you FAAO 7110.65, Vertical Separation Minima, Para 4-5-1.

may authorize the lower aircraft, if climbing, or the FAAO 7110.65, Separation, Para 7-7-3.

upper aircraft, if descending, to maintain vertical FMO 7110,65, Separation, Para 7-8-3.

FAAO 7110.65, Separation, Para 7-9-4.

separation.

", 1" Vertical Separation 6-6-1

2/19/04 7110.65P

Section 7. Timed Approaches

6-7-1. APPLICATION REFERENCE· FAAO 7110.65, Approach Separation Responsibility, Para 5-9-5.

FAAO 7110.65, LevelFlightRestricrion, Para 6-7-4.

Timed approaches using either nonradar procedures FAAO 7110.65, MissedApproaches, Para 6-7-7.

or radar vectors to the final approach course may be used at airports served by a tower if the following a. Gear the succeeding aircraft for approach, to conditions are met: descend to the altitude vacated by the preceding aircraft, and to leave the final approach fix inbound NOTE· (nonprecision approach) or the outer marker or the fix These procedures requireNAVAlDs and standardlspecial 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 1. Hold at a fix located on the approach course or to be course, vector aircraft to cross the final approach radar vectored to the final approach course for a fix/outer marker or the fix used in lieu of the outer straight-in approach in accordance with the minima marker in compliance with 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 TImedApproach Procedures specified altitude if required.

Using ILS and Longitudinal Separation Only 3. Continue descent for an approach to destination airport.

Holding Approach a. Direct communication is maintained with the Fix aircraft until the pilot is instructed to contact the

. ,--~ ~ T1,OOO Feet I

tower.

I fu __ -c, ,l.'

b. If more than one missed approach procedure is

IPath,~~) 2A' LMM

available, none require course reversal.

#3 Aircra t Jrcl';jf, I _.

LOM rl .

c. If only one missed approach procedure is I ~rc"Vi available, the following conditions are met: ---ill-----.--.=---'--""~~ 5 Miles I' (approximately) 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 lLS 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 aircrafthave already FAAO 7110.65, Approach Sequence, Para 6-7-2.

passed the outer locator (LOM) on final approach, and the #3 aircrafthas been clearedfor approachand to depart the 6-7-2. APPROACH SEQUENCE LaM 2 minutes after the #2 aircraft reported leaving the LaM 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 (LaM) inbound, vertical separation is no longerprovided or the fix used in lieu of tbe 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 7110.65, FinolApproach Course Interception, Para 5-9-2.

TImed Approaches 6-7-1 7110.65P 2/19/04 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 oflevel flight required by para 6-7-1, Application, subpara c, clear before crossing the final approach fix/outer marker or the succeeding aircraft for an approach when the the fix used in lieu of the outer marker.

•

preceding aircraft has landed or canceled its IFR flight plan.

6-7-5. INTERVAL MINIMA FIG 6-7·2 Use a 2-minute or a 5 -mile radar interval (except for Timed Approach Procedures Using a Bearing on an a small aircraft behind a heavy aircraft: use a NDB and Longitudinal and Vertical Separation 3 -minute or a 6-mile radar interval) as the minimum between successive approaches and increase the interval, as necessary, taking into account the: Final Approach Holding/ Approach Fix NOTE- Fix Interval Increased separation is required for small aircraft behind Between 4 OQ!) Eee~_ heavy aircraft because of the possible effects of wake t Approaches ----f--- turbulence.

~00il Fgt _ _-.

REFERENCE· FAAO 7110.65, Approach Separation ResponsibiliJy, Para 5-9-5.

2~J';;-~~ J\. A #2

FAAO 7110.65, Application, Para 6-7-1.

FAAO 7110.65, Approach Sequence, Para 6-7-2.

l ~ ~ #3 \) ~"-----ht:';L ..... #1

a. Relative speeds of the aircraft concerned.

Miles b. Existing weather conditions.

5 10 c. Distance between the approach fix and the airport.

NOTE- FIG 6-7-2 depicts the application of timed approach d. Type of approach being made.

procedures using a holding/approach fix on a bearing of an NDB and applying a combination of longitudinal and 6-7-6. TIME CHECK vertical separation. The #3 aircraft has been instructed to

•

descend to 2,000 after the #2 aircraft has reported Issue a time check to an aircraft before specifying a departing the holding/approach fix inbound and leaving time to leave the approach fix inbound unless the 2,000 at point A. The #2 aircraft has departed the aircraft is vectored to the final approach course.

holding/approach fix inbound at the designated time, maintaining 2,000 until cleared for approach at point A.

6-7-7. MISSED APPROACHES The #1 aircrafthas been sighted, enabling the controllerto issue approach clearance to the #2 aircraft at point A.

a. If weather conditions are such that an aircraft will likely miss an approach, issue an alternative c. Release the aircraft to the tower before it reaches missed approach procedure to the next aircraft. the final approach fix.

b. If an aircraft misses an approach, allow the next 6-7-3. SEQUENCE INTERRUPTION aircraft to continue the approach if it has been assigned an alternative missed approach procedure.

Interrupt the established timed approach sequence if Retain radar control or hold any remaining aircraft at necessary to allow an aircraft to execute a different assigned altitudes until traffic conditions permit the type of approach.

issuance of approach clearances.

c. When para 6-7-2, Approach Sequence, subpa- 6-7-4. LEVEL FLIGHT RESTRICTION ra b is applied and the first aircraft misses an approach, retain radar control or clear the second If the weather report indicates an aircraft will be in aircraft to maintain the last assigned altitude IFR conditions over the final approach fix (minimum holding altitude) and return to the (nonprecision approach) or the outer marker or the fix holding/approach fix to hold until traffic conditions used in lieu ofthe outer marker (precision approach) permit the issuance of approach clearances.

when para 6-7-2, Approach Sequence, subpara b is Timed Approaches 6-7-2

2/19/04 7110.65P

Chapter 7. Visual

Section 1. General

7-1-1. CLASS A AIRSPACE RESTRICTIONS 7-1-3. APPROACH CONTROL SERVICE FOR VFR ARRIVING AIRCRAFT Do not apply visual separation or issue VFR or Issue the following where procedures have been "VFR-on-top" clearances in Class A airspace.

established for arriving VFR aircraft to contact 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 a. You may clear aircraft to maintain "VFR uses the phrase, "have numbers."

conditions" if one of the following conditions exists: NOTE- Pilot use of" have numbers" does not indicate receipt of the 1. The pilot of an aircraft on an IFR flight plan ATIS broadcast.

requests a VFR climb/descent.

b. Traffic information on a workload permitting 2. TERMINAL. The clearance will result in basis.

noise abatement benefits where part of the IFR c. Time or place at which the aircraft is to contact departure route does not conform to an FAA-ap- the tower on local control frequency for further proved noise abatement route or altitude.

landing information.

PHRASEOLOGY- d. An aircraft may be instructed to contact MAINTAIN VFR CONDITIONS.

approach control for landing and traffic information upon initial contact with the tower.

MAINTAIN VFR CONDITIONS UNTIL (time or fix).

REFERENCE· FAAO 7110.65, Application, Para 7-6-1.

MAINTAIN VFR CONDITIONS ABOVE/BELOW FAAO 7110.65, ServkeAvlJikJbiliJy. Para 7-6-2.

(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. Gear aircraft to hold at selected, prominent or geographical fixes which can be easily recognized ABOVE/BELOW (altitude).

from the air, preferably those depicted on sectional charts.

b. When, in your judgment, there is reason to NOTE· believe that flight in VFR conditions may become A t 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.

arepreferred unless the pilot exhibits a familiarity with the local area.

PHRASEOLOGY- REFERENCE· IF UNABLE, (alternative procedure), AND ADVISE.

FAAO 7110.65, VISual Holding Points, Para 4·6-5.

General 7-1-1 2/19/04 7110.65P b. Issue traffic information to aircraft cleared to hold at the same fix.

PHRASEOLOGY· HOWAT (location) UNTIL (time or other condition), TRAFFIC (description) HOLDING AT (fix, altitude if known), or PROCEEDING TO (fix) FROM (direction or fix).

REFERENCE· FMO 7110.65, Holding, Para 7-6~5.

•

General 7-1-2

2/19/04 711O.65P

Section 2. Visual Separation

7-2-1. VISUAL SEPARATION (c) Instruct the pilot to maintain visual separation from that aircraft.

Aircraft may be separated by visual means, as provided in this paragraph, when other approved (d) Advise the pilot if the radar targets appear separation is assured before and after the application likely to converge.

of visual separation. To ensure that other separation NOTE- will exist, consider aircraft performance, wake Issue this advisory in conjunction with the instruction to turbulence, closure rate, routes of flight, and known maintain visual separation, or thereafter if the controller weather conditions. Reported weather conditions subsequently becomes aware that the targets are merging.

must allow the aircraft to remain within sight until (e) If the aircraft are on converging courses, other separation exists. Do not apply visual inform the other aircraft of the traffic and that visual separation between successive departures when separation is being applied.

departure routes and/or aircraft performance pre- clude maintaining separation.

(I) If the pilot advises he/she has the traffic in REFERENCE- sight and will maintain visual separation from it (the PAAO7110.65, Wake Turbu!enceCautionaryAdvisories, Para 2-1-20.

pilot mnst use that entire phrase), the controller need FAAO 7110.65, TrafficAdvisories, Para 2-1-21.

FAAO 7110.65, Use a/Tower Radar Displays, Para 3-1-9. only "approve" the operation instead of restating the FAAO 7110.65, Approach SeparationResponsibility, Para 5-9-5.

instructions.

PAAO 7110.65, visual Approach; Para 7-4-1.

PAAO7110.65, Vectors/or VlSuo/Approach, Para 7-4-2.

PHRASEOLOGY· PAAO 7110.65, Approaches to MultipleRunways, Para 7-4-4.

TRAFFIC, (clock position and distance), PICa Term- visualApproach: (direction)·BOUND, (type of aircraft), (intentions and PlCG Term- Vuual Separation: other relevant information).

a. TERMINAL. Visual separation may be applied between aircraft under the control of the same facility If applicable, within the terminal area up to but not including FL 180, provided: ON CONVERGING COURSE.

1. Communication is maintained with at least DO YOU HAVE IT IN SIGHT?

one of the aircraft involved or the capability to communicate immediately as prescribed in If the answer is in the affirmative, para 3-9-3, Departure Control Instructions, subpara a2 is available, and: MAINTAIN VISUAL SEPARATION.

2. The aircraft are visually observed by the If the pilot advises he/she has the traffic in sight and will tower and visual separation is maintained between maintain visual separation from it (pilot must use that the aircraft by the tower. The tower shall not provide entire phrase): visnal separation between aircraft when wake APPROVED.

turbulence separation is required or when the lead aircraft is a B757.

If aircraft are on converging courses, advise the other 3. A pilot sees another aircraft and is instructed aircraft: to maintain visual separation from the aircraft as TRAFFIC, (clock position and distance), follows: (direction)-BOUND, (type of aircraft), HAS YOU IN (a) Tell the pilot about the other aircraft SIGHT AND WILL MAINTAIN VISUAL SEPARATION.

including position, direction and, unless it is obvious, b. EN ROUTE. You may use visual separation in the other aircraft's intention.

conjunction with visual approach procedures. Visual (b) Obtain acknowledgment from the pilot separation may also be used up to but not including that the other aircraft is in sight.

FL 180 when the following conditions are met: Visual Separation 7-2-1 7110.65P 2/19/04 1. Direct communication is maintained with one or by a pilot visually observing another aircraft and • of the aircraft involved and there is an ability to being instructed to maintain visual separation with communicate with the other. that aircraft.

2. A pilot sees another aircraft and is instructed PHRASEOLOGY· to maintain visual separation from it as follows: VISUAL SEPARATION APPROVED BETWEEN (identification) AND (identification), (8) Tell the pilot about the other aircraft including position, direction and unless it is obvious, and for departing aircraft, the other aircraft's intentions.

(departing/succeeding aircraft) RELEASED YOUR (b) Obtain acknowledgment from the pilot DISCRETION.

that the other aircraft is in sight.

NOTE· (c) Instruct the pilot to maintain visual Separation of IFR aircraft before and after application of separation from that aircraft.

visual separation is an IFR control function (Approach/ (d) Advise the pilot if the radar targets appear Departure/En Route). A nonapproach control tower by accepting authorization for visual separation becomes likely to converge.

responsible for ensuring that separation. Separation (e) If the aircraft are on converging courses, requirements also apply to VFR aircraft when IFR, inform the other aircraft of the traffic and that visual Class B, Class C or TRSA separation is prescribed.

separation is being applied.

REFERENCE, FAAO 7110.65, Practice Approaches, Para 4-8-11.

(f) Advise the pilots if either aircraft is a FAAO 7110.65, Application, Para 5-6-1.

heavy.

FAAO 7110.65, Vectors for VUUQIApproach, Para 7-4-2.

FAAO 7110.65,Application, Para 7-6-1.

(g) Traffic advisories and wake turbulence FAAO 7110.65,Application, Para 7-7-l.

cautionary advisories shall be issued in accordance FAAO 7110.65, Issuanceo[EFC, Para 7-7-2.

FAAO 7110.65, Separation, Para 7-7-3. • with para 2-1-20, Wake Turbulence Cautionary FAAO 7110.65, Helicopter Traffic, Para 7-7-4.

Advisories, and para 2-1-21, Traffic Advisories.

FAAO 7110.65, AltitudeAssigrunents, Para 7-7-5.

FAAO 7110.65,Approach Interval; Para 7-7-6.

REFERENCE· FAAO 7110.65, TRSA Departure InformGtion, Para 7-7-7.

FAAO 7110.65, VISUal Approach, Para 7-4-1.

FAAO 7110.65, Class C Services, Para 7-8-2.

FAAO 7110.65, Vectors/or visual Approach; Para 7-4-2.

FAAO 7110.65, Separation, Para 7-8-3.

C. Nonapproach control towers may be authorized FAA-O 7110.65, Establishing Two-Way Communications, Para 7-8-4.

FAAO 7110.65, AltitudeAssigrunents, Para 7-8-5.

to provide visual separation between aircraft within FAA-O 7110.65, Exceptions, Para 7-8-6.

surface areas or designated areas provided other FAAO 7110.65, Application, Para 7-9-l.

FAA-O 7110.65, Methods, Para 7-9-3.

separation is assured before and after the application FAAO 7110.65, Separation, Para 7-9-4.

of visual separation. This may be applied by the FAAO 7110.65, Helicopter Traffic, Para 7-9-6.

nonapproach control tower providing the separation FAAO 7110.65, Altitude Assigrunents, Para 7-9-7.

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Visual Separation 7-2-2

2/19/04 7110.65P

Section 3. VFR-on-Top

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

a. You may clear an aircraft to maintain MAINTAIN VFR-ON-TOP.

"VFR-on-top" if the pilot of an aircraft on an IFR c. Do not clear an aircraft to maintain "VFR-on- flight plan requests the clearance.

top" between sunset and sunrise to separate holding PHRASEOLOGY- aircraft from each other or from en route aircraft MAINTAINVFR-ON-TOP.

unless restrictions are applied to ensure the NOTE- appropriate IFR vertical separation.

1. When an aircraft has been cleared to maintain PHRASEOLOGY· "VFR-on-top, " the pilot is responsible to fly at an MAINTAIN VFR-ON-TOP AT OR ABOVE/BELOW/BE- appropriate VFR altitude, comply with VFR visibility and TWEEN (altitudes).

distance from cloud criteria, and to be vigilant so as to see and avoid other aircraft.

EXAMPLE· "Maintain VFR-on-top at or above one three thousandfive 2. Although standard IFR separation is not applied, hundred. " controllersshall continue to provide traffic advisories and safety alerts, and apply merging target procedures to "Maintain VFR-on-top at or below one two thousand five aircraft operating VFR-on-top.

hundred. " b. You may clear an aircraft to climb through "Maintain VFR-on-top at or between six thousand and one clouds, smoke, haze, or other meteorological zero thousand. " formations and then to maintain "VFR-on-top" if the d. When, in your judgment, there is reason to following conditions are met: believe that flight in VFR conditions may become 1. The pilot requests the clearance.

impractical, issue an alternative clearance which will ensure separation from all other aircraft for which 2. You inform the pilot of the reported height of you have separation responsibility.

the tops of the meteorological formation, or PHRASEOLOGY- 3. You inform the pilot that no top report is IF UNABLE, (alternative procedure), AND ADVISE.

available.

REFERENCE· FAAO 7110.65, VFR-cTl·top, Para 9-4-3.

4. When necessary, you ensure separation from all other traffic for which you have separation responsibility by issuing an alternative clearance.

7-3-2. ALTITUDE FOR DIRECTION OF FLIGHT 5. When an aircraft is climbing to and reports Inform an aircraft maintaining "VFR-on-top" when reaching "VFR-on-top," reclear the aircraft to a report indicates the pilot is not complying with maintain "VFR-on-top."

14 CFR Section 91.159(a).

PHRASEOLOGY- NOTE· CUMB TO AND REPORT REACHING VFR-ON-TOp, As required by 14 CFR Section 91.159(a), the appropriate VFR altitudes for aircraft (not in a holding pattern of and 2 minutes or less, or turning) operating more than 3,000 feet above the surface to and including 18,000 feet TOPS REPORTED (altitude), MSL: or Magnetic courses 0-179- odd cardinal altitudes plus 500 feet; e.g., 3,500, 5,500.

NO TOPS REPORTS.

Magnetic courses 180-359- even cardinal altitudes plus IFNOTONTOPAT(altitude),MAINTAIN(altitude),AND 500 feet; e.g., 4,500, 8,500.

VFR-on-Top 7-3-1 2/19/04 7110.65P PHRASEOLOGY- VFR-ON-TOP CRUISING LEVELS FOR YOUR DIRECTION OF FliGHT ARE:

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more than 3,000 feet above the surface to FL 180: ODD/EVEN ALTITUDES/FliGHT LEVELS PLUS FIVE HUNDRED FEET.

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VFR-on-Top 7-3-2

2/19/04 711O.65P

Section 4. Approaches

7-4-1. VISUAL APPROACH 7-4-3. CLEARANCE FOR VISUAL APPROACH ARTCCs and approach controls may clear aircraft for A visual approach is an ATC authorization for an visual approaches using the following procedures: aircraft on an IFR flight plan to proceed visually to the NOTE· airport of intended landing; it is not an instrument Towers may exercise this authority when authorized by a approach procedure. Also, there is no missed LOA with the facility that provides the IFR service, or by approach segment. An aircraft unable to complete a a facility directive at collocated facilities.

visual approach shall be handled as any go-around a. Controllers may initiate, or pilots may request, and appropriate separation must be provided.

a visual approach even when an aircraft is being REFERENCE· vectored for an instrument approach and the pilot FAAO 7110.65, Wake Turbulence Cautionary Advisories, Para 2-1-20.

subsequently reports: FAAO 7110.65, Forwarding Approach Information by Nonapproach Contra/Facilities, Para 3-10-2.

1. The airport or the runway in sight at airports FAAO 7110.65, VISual Separation. Para 7-2-1.

with operating control towers.

FAAO 7110.65,Approaches to Mulliple Runways, Para 7-4-4.

2. The airport in sight at airports without a control tower.

7-4-2. VECTORS FOR VISUAL APPROACH h. Resolve potential conflicts with all other aircraft, advise an overtaking aircraft of the distance A vector for a visual approach may be initiated if the to the preceding aircraft and speed difference, and reported ceiling at the airport of intended landing is ensure that weather conditions at the airport are VFR at least 500 feet above the MVA/MIA and the or that the pilot has been informed that weather is not visibility is 3 miles or greater. At airports without available for the destination airport. Upon pilot weather reporting service there must be reasonable request, advise the pilot of the frequency to receive assurance (e.g. area weather reports, PIREPs, etc.) weather information where AWOS/ASOS is avail- that descent and flight to the airport can be made able.

visually, and the pilot must be informed that weather PHRASEOLOGY- information is not available.

(Ident) (instructions) CLEARED VISUAL APPROACH RUNWAY (number); PHRASEOLOGY- (Ident) FLY HEADING OR TURN RIGHT/LEFT or HEADING (degrees) VECTOR FOR VISUAL APPROACH TO (airport name).

(ident) (instructions) CLEARED VISUALAPPROACHTO (airport name) (If appropriate) (and if appropriate) WEATHER NOT AVAILABLE.

WEATHER NOT AVAILABLE OR VERIFY THAT YOU NOTE- HAVE THE (airport) WEATHER.

At airports where weather information is not available, a REFERENCE- pilot request for a visual approach indicates that descent FAAO 7110.65, VisualSeparation, Para 7-2-1.

and flight to the airport can be made visually and clear of clouds. c. Clear an aircraft for a visual approach when: 1. The aircraft is number one in the approach REFERENCE· FAAO 7110.65, Vectorsto Final Approach Course, Para 5-9-1.

sequence, or FAAO 7110.65, VlSual Separation, Para 7-2-1.

FAAO 7110.65, Clearance/or visualApproach; Para 7-4-3.

2. The aircraft is to follow a preceding aircraft FAAO 7110.65, Approaches to MuJJipleRunways, Para 7-4-4.

and the pilot reports the preceding aircraft in sight and FAAO 7110.65,Sequencing, Para 7-6-7.

FAAO 7110.65,Separation, Para 7-7-3. is instructed to follow it, or Approaches 7-4-1 2/19/04 711O.65P NOTE- para 7-4-3, Clearance for Visual Approach, the The pilot need not report the airport/runway in sight.

following conditions apply to visual approaches being conducted simultaneously toparallel, intersect- 3. The pilot reports the airport or runway insight

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ing, and converging runways, as appropriate: but not the preceding aircraft. Radar separation must be maintained until visual separation is provided.

1. Parallel runways separated by less than 2,500 feet. Unless standard separation is provided by d. All aircraft following a heavy jet/B757 must be ATC, an aircraft must report sighting a preceding informed of the airplane manufacturer and model.

aircraft making an approach (instrument or visual) to EXAMPLE- the adjacent parallel runway. When an aircraft reports "Cessna Three Four Juliet, following a Boeing 757, another aircraft in sight on the adjacent final approach 12 o'clock, six miles. " course and visual separation is applied, controllers e. Inform the tower of the aircraft's position prior mustadvise the succeeding aircraft to maintain visual to communications transfer at controlled airports.

separation. However, do not permit a heavy/B757 ARTS/STARS functions may be used provided a aircraft to overtake another aircraft. Do not permit a facility directive or LOA specifies control and large aircraft to overtake a small aircraft.

communication transfer points.

2. Parallel runways separated by at least f. In addition to the requirements of para 7-4-2, 2,500 feet, but less than 4,300 feet.

Vectors for Visual Approach, and subparas a, b, c, d, (a) Standard separation is provided until the and e, ensure that the location of the destination aircraft are established on a heading which will airport is provided when the pilot is asked to report intercept the extended centerline of the runway at an the destination airport in sight.

angle not greater than 30 degrees, and each aircraft g. In those instances where airports are located in has been issued and the pilot has acknowledged close proximity, also provide the location of the receipt of the visual approach clearance.

airport that may cause the confusion.

NOTE- EXAMPLE- The intent of the 30 degree intercept angle is to reduce the "Cessna Five Six November, Cleveland Burke Lakefront potential for overshoots of the final, and preclude

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Airport is at 12 o'clock, 5 miles. Cleveland Hopkins side-by-side operations with one or both aircraft in a Airport is at 1 o'clock 12 miles. Report Cleveland Hopkins "belly-up" configuration during the turn. Aircraft in sight. JJ performance, speed, and the number of degrees of the turn REFERENCE· to the final are factors to be considered by the controller FAAO 7110.65, Approaches to Multiple Runways, Para 7-4-4.

when vectoring aircraft to parallel runways.

(b) Visual approaches may be conducted to 7-4-4. APPROACHES TO MULTIPLE RUNWAYS one runway while visual or instrument approaches a. All aircraft must be informed that approaches are conducted simnltaneously to the other runway, are being conducted toparallel/intersecting/converg- provided the conditions of subpara (a) are met.

ing runways. This may be accomplished through use (c) Provided aircraft flight paths do not oftheATIS.

intersect, and when the provisions of subparas (a) and b. When conducting visual approaches to multiple (b) are met, it is not necessary to apply any other type runways ensure the following: of separation with aircraft on the adj acent final approach course.

1. Do not permit the respective aircrafts' primary radar returns to merge unless visual 3. Parallel runways separated by 4,300 feet or separation is being applied.

more.

2. When the aircraft flight paths intersect, (a) When aircraft flight paths do not intersect, ensure standard separation is maintained until visual visual approaches may be conducted simnltaneously, separation is provided.

provided standard separation is maintained until one of the aircraft has been issued and the pilot has c. In addition to the requirements in para 7-2-1, acknowledged receipt of the visual approach Visual Separation, para 7-4-1, Visual Approach, para 7-4-2, Vectors for Visual Approach, and clearance.

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Approaches 7-4-2 7110.65P 2/19/04 d. An aircraft not following another aircraft on the (b) Visual approaches may be conducted to approach reports sighting a charted visual landmark, one runway while visual or instrument approaches or reports sighting a preceding aircraft landing on the are conducted simultaneously to the other runway, same runway and has been instructed to follow that provided the conditions of subpara (a) are met.

aircraft.

(e) Provided the aircraft flight paths do not PHRASEOLOGY- intersect, when the provisions of subparas (a) and (b) (Ident) CLEARED (name ofCVFP) APPROACH.

are met, it is not necessary to apply any other type of separationwith aircraft on the adjacent final approach course.

7-4-6. CONTACT APPROACH 4. Intersecting and converging runways. Visual Clear an aircraft for a contact approach only if the approaches may be conducted simultaneously with following conditions ate met: visual or instrument approaches to another runway, provided: a. The pilot has requested it.

(a) Standard separation is maintained until NOTE- the aircraft conducting the visual approach has been When executing a contact approach, the pilot is issued and the pilot has acknowledged receipt of the responsible for maintaining the required flight visibility, visual approach clearance.

cloud clearance, and terrain/obstruction clearance.

Unless otherwise restricted, the pilot may find it necessary (b) When aircraft flight paths intersect, radar to descend, climb, and/or fly a circuitous route to the separation must be maintained until visual separation airport to maintain cloud clearance and/or terrain/ob- is provided.

struction clearance. It is not in any way intended that controllers will initiate or suggest a contact approach to a NOTE- pilot.

Although simultaneous approaches may be conducted to intersecting runways, staggered approaches may be b. The reported ground visibility is at least necessary to meet the airport separation requirements 1 statute mile.

specifiedinpara 3-10-4, IntersectingRunway Separation.

e. A standard or special instrument approach REFERENCE· PAAO 7110.79, Charted visual Flight Procedures.

procedure has been published and is functioning for FAAO 7110.65.ChartedVlSuaIPlightProcedures (CVFP). USAIUSNNot the airport of intended landing.

Applicable, Para 7-4-5.

FAAO 7110.65, Separation. Para 7-7-3.

d. Approved separation is applied between aircraft so cleared and other IFR or SVFR aircraft.

7-4-5. CHARTED VISUAL FLIGHT When applying vertical separation, do not assign a PROCEDURES (CVFP). USAjUSN NOT APPLICABLE fixed altitude but clear the aircraft at or below an altitude which is at least 1,000 feet below any IFR Clear an aircraft for a CVFP only when the following traffic but not below the minimum safe altitude conditions are met: prescribed in 14 CFR Section 91.119.

a. There is an operating control tower.

NOTE- 14 CFR Section 91.II9 specifies the minimumsafe altitude b. The published name of the CVFP and the to be flown: landing runway are specified in the approach (a) Anywhere.

clearance, the reported ceiling at the airport of (b) Over congested areas.

intended landing is at least 500 feet above the (c) Other than congested areas. To provide for an MVNMIA, and the visibility is 3 miles or more, emergency landing in the event of power failure and unless higher minimums are published for the without undue hazard to persons or property on the particular CVFP. surface.

(d) Helicopters. May be operated at less than the e. When using parallel or intersecting/converging minimums prescribed in paras (b) and (c) above if the runways, the criteria specified in para 7-4-4, operation is conducted without hazard to persons or property on the surface.

Approaches to Multiple Runways, are applied.

7-4-3 Approaches 711O.65P 2/19/04 e. An alternative clearance is issued when weather conditions are such that a contact approach may be impracticable.

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PHRASEOLOGY· CLEARED CONTACTAPPROACH, And if required, AT OR BELOW (altitude) (routing).

IF NOT POSSIBLE, (alternative procedures), AND ADVISE.

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7-4-4 Approaches

7110.65P 2/19/04

Section 5. Special VFR (SVFR)

7-5-1. AUTHORIZATION b. SVFR operations may be authorized for aircraft operating in or transiting a Class B, Class C, Class D, a. SVFR operations in weather conditions less or Class E surface area when the primary airport is than basic VFR minima are authorized: reporting VFR but the pilot advises that basic VFR REFERENCE- cannot be maintained.

FAAO 7110.65, OperationalPriority, Para 2-]-4.

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.

EXAMPLE· 3. Only when requested by the pilot.

1. A SVFR aircraft has been cleared to enter a Class B, 4. On the basis of weather conditions reported at Class C, Class D, or ClassE surface area and subsequently an IFR aircraft is ready to depart or is in position to begin the airport of intended landing/departure.

an approach. Less overall delay might accrue to the IFR REFERENCE· aircraft if the SVFR aircraft is allowed to proceed to the FAAO 7110.65, Climb to VFR, Para 7-5-6.

airport and land, rather than leave, a Class B, Class C, FAAO 7110.65, Ground VISibility Below One Mile, Para 7-5-7.

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 advises that VFR cannot be maintained and requests 2. A SVFR aircraft is number one for takeoff and located SVFR. in such a position that the number two aircraft, an IFR 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 affordedIFR aircraftoverSVFR 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 I4 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· FAAO 7110.65, Operational Priority; Para 2-1-4, REFERENCE· FAAO 7110.65, Airspace Classes, 2-4-22. FAAO 7110.65, Application; Para 5-6-1, Special VFR (SYFR) 7-5-1 7110.65P 2/19/04 7-5-3. SEPARATION 7-5-4. ALTITUDE ASSIGNMENT Do not assign a fixed altitude when applying vertical a. Apply approved separation between: separation, but clear the SVFR aircraft at or below an

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altitude which is at least 500 feet below any 1. SVFR aircraft.

conflicting IFR traffic but not below the MSA prescribed in 14 CFR Section 91.119.

2. SVFR aircraft and IFR aircraft.

PHRASEOLOGY· NOTE- MAINTAIN SPECIAL V-F-R CONDITIONS AT OR Approved separation between SVFR fixed-wing aircraft, BF;LOW (altitude).

andbetweenSVFRfiXed-wingaircraftandIFRfiXed-wing NOTE- aircraft, is prescribed in Chapter 6 and Chapter 7, 1. SVFR aircraft are not assigned fixed altitudes to para 7-5-4, Altitude Assignment. Radar vectors are maintain because of the clearance from clouds authorized as prescribed in para 5-6-1, Application, requirement.

subpara ]: 2. The MSAs are: b. Alternate SVFR helicopter separation minima (a) Over congested areas, an altitude at least 1,000 feet may be established when warranted by the volume above the highest obstacle, and and/or complexity of local helicopter operations.

(b) Over other than congested areas, an altitude at least Alternate SVFR helicopter separation minima shall 500 feet above the surface.

be established with an LOA with the helicopter (c) Helicopters may be operated at less than the operator which shall specify, as a minimum, that minimum altitudes prescribed in (a) and (b) above.

SVFR helicopters are to maintain visual reference to REFERENCE- the surface and adhere to the following aircraft FAAO 7110.65, Operational Priority, Para 2-1-4.

FAAO 7110.65, Application. Para 5-6-1.

separation minima: 14 CFR Section 91.119, Minimum Safe Altitudes: General: 1. Between a SVFR helicopter and an arriving 7-5-5. LOCAL OPERATIONS or departing IFR aircraft: a. Authorize local SVFR operations for aspecified

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(a) liz mile. If the IFR aircraft is less than

period (series of landings and takeoffs, etc.) upon 1 mile from the landing airport.

request if the aircraft can be recalled when traffic or weather conditions require. Where warranted, LOAs (b) 1 mile. If the IFR aircraft is 1 mile or may be consummated.

more from the airport.

PHRASEOLOGY· LOCAL SPECIAL V-F-R OPERATIONS IN THE 2. 1 mile between SVFR helicopters. This IMMEDIATE VICINITY OF (name) AIRPORT ARE separation may be reduced to 200 feet if: AUTHORIZED UNTIL (time). MAINTAIN SPECIAL V-F-R CONDITIONS.

(a) Both helicopters are departing simulta- REFERENCE· neously on courses that diverge by at least 30 degrees FAAO 7210.3, Appropriate Subjects, Para 4-3-2.

and: b. Control facilities may also authorize an FSS to (1) The tower can determine this separation transmit SVFR clearances so that only one aircraft at by reference to surface markings; or a time operates in the Class B, Class C, Class D, or Class E surface areas unless pilots agree that they (2) One of the departing helicopters is will maintain visual separation with other aircraft instructed to remain at least 200 feet from the other. operating in the Class B, Class C, Class D, or Class E surface areas. Such authorization concerning visual NOTE- separation by pilots shall be contained in a LOA Radar vectors are authorized asprescribed inpara 5-6-1, between the control facility and the FSS.

Application.

REFERENCE· REFERENCE- FAAO 7210.3, Developing LOA, Para 4-3-3.

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

FAAO 7110,65, Operational Priority, Para 2-1-4.

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7-5-2 Special VFR (SVFR) 7110.6SP 2/19/04 encountering an infIight emergency requiring immediate 7-5-6. CLIMB TO VFR action to deviate from any rule of 14 CFR Part 91 to the Authorize an aircraft to climb to VFR upon request if extent required to meet that emergency. Flight into adverse the only weather limitation is restricted visibility.

weather conditions may require the pilot to execute the emergency authority granted in 14 CFR Section 91.3 and PHRASEOLOGY- continue inbound to land.

CLIMB TO V-F-R WITHIN (name) SURFACE AREA/ WITHIN (a specified distance) MILES FROM (airport d. Authorize scheduled air carrier aircraft in the name) AIRPORT, MAINTAIN SPECIAL V-F-R CONDI- U.S. to conduct operations if ground visibility is not TIONS UNTIL REACHING V-F-R.

less than 112 statute mile.

REFERENCE- FAAO 7110.65, Operational Priority; Para 2-1-4.

NOTE- FAAO 7110.65, Airspace Classes, Para 2-4-22.

14 CFR Part 121 permits landing or takeoff by domestic FAAO 7110.65, Authorization, Para 7-5-1.

scheduled air carriers where a local surface restriction to visibility is not less than 1/2 statute mile, provided all turns 7-5-7. GROUND VISIBILITY BELOW ONE MILE after takeoff or before landing and all flights beyond 1 statute mile from the airport boundary can be 14 CFR Part 91 does not prohibit helicopter SVFR accomplished above or outside the area so restricted. The flight when the visibility is less than 1 mile. Treat pilot is solely responsible for determining if the nature of requests for SVFR fixed wing operations as follows the visibility restriction will permit compliance with the when the ground visibility is officially reported at an provisions of 14 CFR Part 121.

airport as less than 1 mile: e. Clear an aircraft to fly through the Class B, a. Inform departing aircraft that ground visibility Class C, Class D, or Class E surface area if the is less than 1 mile and that a clearance cannot be aircraft reports flight visibility is at least 1 statute issued.

mile.

b. Inform arriving aircraft, operating outside of a REFERENCE· FAAO 7110.65, Operational Priority, Para 2-1-4.

Class B, Class C, Class D, or Class E surface area, that FAAO 7110.65, Authorization, Para 7-5-1.

ground visibility is less than 1 mile and that, unless an emergency exists, a clearance cannot be issued.

7-5-B. FLIGHT VISIBILITY BELOW ONE MILE c. Inform arriving aircraft, operating VFR/SVFR Treat requests for SVFR fixed-wing operations as within a Class B, Class C, Class D, or Class E surface follows when weather conditions are not reported at area, that ground visibility is less than 1 mile and an airport and the pilot advises the flight visibility is request the pilot to advise intentions.

less than 1 mile: PHRASEOLOGY- NOTE- (Name of airport) VISIBILITY LESS THAN ONE MILE.

14 CFR Part 91 prescribes the visibility for basic VFR and ADVISE INTENTIONS.

SVFR operations as the official reported ground visibility NOTE- at airports where provided and landing or takeoff "flight Clear an aircraft to land at an airport with an operating visibility" where there is no official reported ground control tower, traffic permitting, if the pilot reports the visibility.

airport in sight. The pilot is responsible to continue to the airport or exit the surface area. 14 CFR Section 91.157 a. Inform departing aircraft that a clearance cannot prohibits VFR aircraft (other than helicopters) from be issued.

landing at any airport within a surface area when ground b. Iniorm arriving aircraft operating outside of a visibility is less than I mile. A pilot could inadvertently encounter conditions that are below SVFR minimums after Class B, Class C, Class D or Class E surface area that entering a surface area due to rapidly changing weather. a clearance cannot be issued unless an emergency The pilot is best suited to determine the action to be taken exists.

since pilots operating under SVFR between sunrise and c. Request the intentions of an arriving aircraft sunset are not required to be instrument rated, and the operating within a Class B, Class C, Class D, or possibility exists that flight visibility may not be the same as ground visibility. 14 CFR Section 91.3 authorizes a pilot Class E surface area.

Special VFR (SVFR) 7-5-3 7110.65P 2/19/04 NOTE- sunset are not required to be instrument rated, and the • Clear an aircraft to land at an airport with an operating possibility exists that flight visibility may not be the same control tower, traffic permitting, if the pilot reports the as ground visibility. 14 CFR Section 91.3 authorizes apilot airport in sight. The pilot is responsible to continue to the encountering an inflight emergency requiring immediate airport or exit the surface area. 14 CFR Section 91.157 action to deviate from any rule of 14 CFR Part 91 to the prohibits VFR aircraft (other than helicopters) from extent required to meet that emergency. Flight into adverse landing at any airport within a surface area when flight weather conditions may require the pilot to execute the visibility is less than 1 mile. A pilot could inadvertently emergency authority granted in 14 CFR Section 91.3 and encounter conditions that are below SVFR minimums after continue inbound to land.

entering a surface area due to rapidly changing weather.

REFERENCE- The pilot is best suited to determine the action to be taken FAAO 7110.65, Operational Priority, "Para 2-1-4.

since pilots operating under SVFR between sunrise and

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7-5-4 Special VFR (SVFR)

2/19/04 7110.65P

Section 6. Basic Radar Service

to VFR Aircraft- Terminal

7-6-1. APPLICATION c. Radar sequencing to the primary airport, when local procedures have been developed, shall be a. Basic radar' services for VFR aircraft shall provided unless the pilot states that the service is not include: requested. Arriving aircraft are assumed to want radar service unless the pilot states "Negative radar 1. Safety alerts.

service," or makes a similar comment.

2. Traffic advisories.

7-6-3. INITIAL CONTACT 3. Limited radar vectoring when requested by An aircraft sighted by the local controller at the time the pilot.

of first radio contact may be positioned in the landing sequence after coordination with approach control.

4. Sequencing at locations where procedures have been established for this purpose and/or when 7-6-4. IDENTIFICATION covered by a LOA.

Identify the aircraft before taking action to position it b. Apply the procedures contained in para 7-1-3, in the approach sequence.

Approach Control Service for VFR Arriving Aircraft, when arriving VFR aircraft are handled by approach 7-6-5. HOLDING control and provide vectoring service in accordance Hold VFR aircraft over the initial reporting fix or a fix 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· REFERENCE· FAAO 7110.65, VISual Holding of VFR Aircraft, Para 7-1-4.

FAAO 7110.65, Surface Areas, Para 2-1-16.

FAAO 7110.65, Application, Para 7-6-1.

FAAO 7210.3, Chapter 11, Section 1. Terminal VFR Radar Services.

7-6-6. APPROACH SEQUENCE AIM, Terminal Radar Services for VFR Aircraft, Para 4-1-17.

Do not assign landing sequence numbers, when establishing aircraft in the approach sequence, unless this responsibility has been delegated in a LOA or 7-6-2. SERVICEAVAILABILITY 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 and apply para 7-1-3, Approach Control Service for tower.

VFR Arriving Aircraft.

7-6-7. SEQUENCING b. Provide the service, to the extent possible using a. Establish radar contact before instructing a VFR an available frequency, if an aircraft desires the aircraft to enter the traffic patteru at a specified point service but cannot communicate on the appropriate or vectoring the aircraft to a position in the approach frequencies. Aircraft which do not desire radar sequence. Inform the pilot of the aircraft to follow service may be fitted into the landing sequence by the when the integrity of the approach sequence is tower. Coordination of these aircraft shall be dependent on following a preceding aircraft. Ensure accomplished with the approach control unless a visual contact is establishedwith the aircraft to follow facility directive/LOA prescribes otherwise. Nonpar- and provide instruction to follow that aircraft.

ticipating aircraft shall, to the extent possible, be given the same landing sequence they would have PHRASEOLOGY· received had they been sequenced by radar vectors. FOLLOW (description) (position, ifnecessary).

BasicRadar Service to VFRAircraft- Terminal 7-6-1 7110.65P 2/19/04 7-6-9. ABANDONED APPROACH b. Direct a VFR aircraft to a point near the airport to hold when a position is not available in the Instruct the aircraft to change to approach control for approach sequence for the runway in use. The aircraft sequencing when an aircraft, under tower control, may be vectored to another runway after coordination abandons the approach and coordination with with the tower.

approach control reveals no immediate space in the approach sequence.

c. Apply the following procedures to a VFR aircraft being radar sequenced: 7-6-10. VFR DEPARTURE INFORMATION 1. The provisions of para 5-5-4, Minima, Inform departing VFR aircraft who request radar subparas e and f.

traffic advisories when to contact departure control 2. When parallel runways are less than and the frequency to use. Provide traffic advisories in 2,500 feet apart, do not permit a heavy jet/B757 to accordance with para 2-1-21, Traffic Advisories, overtake any aircraft nor a large aircraft to overtake after the departure is radar identified.

a small aircraft established on final within the NOTE· facility's area of responsibility.

Departing aircraft desiring traffic information are expected to request the service and to state their proposed 7-6-8. CONTROL TRANSFER direction of flight upon initial contact with ground control.

a. Inform the tower of the aircraft's position and 7-6-11. TERMINATION OF SERVICE then instruct the pilot to contact the tower.

Basic radar services should be provided to the extent b. The aircraft may be instructed to contact the possible, workload permitting. Terminate radar tower prior to the tower being advised of the aircraft's service to aircraft landing at airports other than those position provided: where sequencing service is provided at a sufficient distance from the airport to permit the pilot to change 1. The tower advises the aircraft is in sight, and 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 ZERO ZERO, ARTS/STARS track data is being displayed on the tower's BRITE/DBRITE/TDW display, the aircraft or is tagged by ARTS/STARS, and a facility directive specifies change of communications and control SQUAWKVFR, jurisdiction points.

then NOTE· The point at which an aircraft is instructed to contact the tower is determined by prior coordination between the CHANGE TO ADVISORYFREQUENCYAPPROVED, 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 CONTACT (frequency identification), runway. The point for the transfer of communications should be a sufficient distance from the airport to permit the lower to properly sequence the aircraft, but not at a or distance that could derogate the provision of radar traffic FREQUENCY CHANGE APPROVED.

information service.

•

Basic Radar Service to VFR Aircraft-Terminal 7-6-2 2/19104 7110.65P 7-6-12. SERVICE PROVIDED WHEN TOWER IS 2. Traffic information.

INOPERATIVE 3. Inform aircraft when radar service is a. Provide the following services during hours terminated.

when the tower is not in operation: REFERENCE- 1. Wind direction and velocity. FAAO 7110.65, Radar Service Termination, Para 5-1-13.

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 RadarServiceto VFRAircraft- Terminal 7-6-3

2/19/04 711O.65P

Section 7. Terminal Radar Service

Area (TRSA)- Terminal