FAA Order JO 7110.10BB Basic Dtd 6-17-21

ORDER JO 7110.10%% Air Traffic Organization Policy Effective Date: -XQH1,20

SUBJ: Flight Services

This order prescribesairtraffic controlproceduresand phraseologyfor use by personnel providing air traffic control services. Controllers arerequired to be familiar withthe provisions ofthis order that pertainto their operationalresponsibilitiesand to exercisejudgment ifthey encounter situations not coveredby it.

Digitally signed by VIRGINIA T VIRGINIA T BOYLE Date: 2021.05.14 BOYLE 15:25:02 -04'00' 9LUJLQLD%R\OH Vice President, SystemOperations Services Air Traffic Organization

Distribution: Electronic Initiated By: AJR-0 Vice President, System Operations Services RECORD OF CHANGES DIRECTIVE NO. JO 7110.10BB

CHANGE CHANGE TO SUPPLEMENTS TO SUPPLEMENTS BASIC OPTIONAL BASIC OPTIONAL

FAA Form 1320−5 (6−80) USE PREVIOUS EDITION 6/17/21 JO 7110.10BB

Flight Services Explanation of Changes Basic Direct questions through appropriate facility/service center office staff to the Office of Primary Interest (OPI)

a. 2−1−4. WEATHER DISPLAY PRODUCTS clarify entry times for flight plans into operating 2−1−8. LOGGING OF PILOT systems; remove obsolete procedures (5−5−1); and BRIEFINGS clarify current procedures (5−3−2). Paragraphs 3−3−5. ROUTINE RADIO CONTACTS 5−6−1 and 5−6−2 were changed to reflect discontinu- 4−1−3. OBTAINING INFORMATION ation of the acronym Aircraft Movement Information 4−1−4. COORDINATION Services (AMIS). 4−2−5. ALERTING CONTROL FACILITY d. 5−1−2. FLIGHT PLANS 5−1−3. FLIGHT PLAN DATA The changes to Chapter 2 and 3 clarify that certain 5−1−6. IFR/VFR/DVFR FLIGHT PLAN procedures apply only to Alaska. Changes to Chapter RECORDING 4 provide updated guidance on the handling of 5−2−1. FLIGHT PLAN RECORDING emergencies. FIG 2−1−2 is replaced to be consistent 5−2−2. OUTBOUNDS DEPARTING FROM with a newer version as found in the Aviation Weather OUTSIDE FLIGHT PLAN AREA Handbook. 5−3−1. IFR FLIGHT PLANS b. 4−2−15. SUSPICIOUS UNMANNED 5−3−3. IFR FLIGHT PLAN CONTROL AIRCRAFT SYSTEMS (UAS) ACTIVITY MESSAGES 5−3−4. IFR FLIGHT PLAN CONTROL This change adds paragraph 4−2−15, Suspicious MESSAGE FORMAT Unmanned Aircraft Systems (UAS) Activity, to FAA 5−4−2. DEPARTURE REPORT MESSAGE Order JO 7110.10, Flight Services. The paragraph 5−4−3. ACKNOWLEDGING NUMBERED directs personnel to notify the supervisor or con- MESSAGES troller−in−charge upon observation of suspicious 5−4−4. FLIGHT NOTIFICATION UAS activities. This change harmonizes procedures MESSAGE found in FAA Order JO 7110.65, Air Traffic Control, 5−4−5. SUSPENDING FLIGHT paragraph 2−1−26; FAA Order JO 7610.4, Special NOTIFICATION MESSAGES Operations, paragraph 7−3−1; FAA Order JO 7210.3, 5−4−6. ACKNOWLEDGING FLIGHT Facility Operations and Administration, paragraphs NOTIFICATION MESSAGES 2−1−30 and 2−1−32; and FAA Order JO 7210.632, 5−4−8. MAJOR FLIGHT PLAN CHANGES Air Traffic Organization Occurrence Reporting, FROM EN ROUTE AIRCRAFT Appendix A. 5−4−9. CHANGE IN ETA 5−4−10. FLIGHT PLAN CLOSURE c. 5−1−1. COMMUNICATIONS SERVICE 5−5−4. MESSAGE HANDLING 5−3−2. NOTIFYING ARTCC 5−6−3. FORWARDING DVFR 5−5−1. SPECIAL MILITARY FLIGHTS INFORMATION 5−6−1. AIRCRAFT MOVEMENT 6−1−8. ADDRESSING MESSAGES INFORMATION SERVICES (AMIS) WITHIN 6−1−9. FLIGHT PLAN FORMS AND AN ADIZ−IFR INSTRUCTIONS 5−6−2. AMIS WITHIN AN ADIZ−DVFR 6−1−10. ICAO ATS MESSAGE FORMAT Changes made to Chapter 5 are to update communi- 6−4−2. INBOUNDS FROM CANADA cations information (5−1−1); add TBL 5−3−1 to 6−4−3. OUTBOUNDS TO CANADA indicate flight plan lock−out times by ARTCC and 6−4−4. OUTBOUNDS TO CANADA

Explanation of Changes E of C−1 JO 7110.10BB 6/17/21

DEPARTING FROM OUTSIDE FLIGHT PLAN h. 8−1−2. SCHEDULED TRANSMISSION AREA TIMES 6−4−5. IFR FLIGHT PLANS DEPARTING 8−2−4. PIREP DISPLAY CANADIAN AIRPORTS 8−2−11. PIREP HANDLING Appendix A. ICAO FLIGHT PLANS 8−2−14. PIREP FORMAT Appendix B. FSS FORMS 8−3−1. GENERAL Appendix C. FAA FORMS 8−3−2. LEVELS FORECAST Appendix D. SERVICE B MESSAGES 8−4−2. TERMINAL AERODROME FORMATS FORECAST SCHEDULES Appendix E. DOMESTIC FLIGHT DATA 8−7−1. GENERAL (LEGACY) 8−7−2. DISTRIBUTION Appendix F. INTERNATIONAL OPERATIONS (LEGACY) This change to Chapter 8 clarifies that certain procedures now apply only to Alaska, brings the The following changes are required to align the order order into compliance with recent changes to Nation- with current operational processes. These changes al Weather Service instructions, and eliminates also support the standardized use of FAA Form obsolete procedures. 7233−4, International Flight Plan. These changes also inform stakeholders that the legacy procedures i. 9−1−1. AIRPORT LIGHTING of FAA Form 7233−1 may be employed by users who 9−1−5. APPROACH LIGHTING SYSTEM file civilian stereo route and military flight plans. INTENSITY SETTING (ALS) 9−1−9. MEDIUM INTENSITY APPROACH e. 5−2−1. FLIGHT PLAN RECORDING LIGHTING SYSTEM WITH RUNWAY ALIGNMENT INDICATOR LIGHTS (MALSR)/OMNIDIRECTIONAL APPROACH This change to JO 7110.10 provides guidance for LIGHTING SYSTEM (ODALS) flight data personnel and dispatchers on how to 9−1−12. HIGH INTENSITY RUNWAY, process a flight plan for an aircraft whose call sign RUNWAY CENTERLINE (RCLS), AND begins with a number. TOUCHDOWN ZONE LIGHTS (TDZL) 9−1−15. RUNWAY END IDENTIFIER f. 6−1−12. AIR MOBILE SERVICE (AMS) LIGHTS (REIL) 9−1−17. VISUAL APPROACH SLOPE This change reflects the removal of the term Aeronau- INDICATORS (VASIs) tical Radio, Incorporated (ARINC) and reflects the 9−1−18. VISIBILITY AIDS – GENERAL addition of new communication relay call signs due 9−1−19. RVR/RVV to corporate changes in the company name. This change to Chapter 9 clarifies procedures that are g. 7−2−2. QALQ currently being performed in Alaska with respect to 7−2−3. ACTION BY DEPARTURE airport lighting and visibility aids. This change also STATION ON RECEIPT OF QALQ adds ODALS to airport lighting instructions and 7−4−2. ACTION UPON RECEIPT OF removes Runway Visibility Value (RVV), which is no ALNOT longer used.

This change updates paragraph 7−2−2 with an j. 10−1−1. PURPOSE editorial change and adds a new reference to a 10−1−4. MESSAGE INITIATION preceding chapter. The change to paragraph 7−2−3 clarifies procedures used for facilities with a shared This change to Chapter 10 clarifies the procedure for database, while the change to paragraph 7−4−2 interphone communication at a particular position. expands the broadcast area during the Alert Notice The title of paragraph 10−1−1 is changed to more (ALNOT) stage of search and rescue. clearly reflect the contents of the paragraph.

E of C−2 Explanation of Changes 6/17/21 JO 7110.10BB

k. 11−1−8. WEATHER PHRASEOLOGY a more narrow interpolation of wind direction, 11−1−9. WEATHER REMARKS depending on the user’s operating system. The 11−1−12. WINDS AND TEMPERATURES change to Chapter 12 is to update group codes used ALOFT FORECAST (FB) for mass disseminated messages. 11−1−15. AIRCRAFT IDENTIFICATION 11−1−16. DESCRIPTION OF AIRCRAFT l. Editorial Changes TYPES The publication schedule chart is expanded. A 11−1−18. AIRWAYS AND ROUTES reference to basic VFR weather minimums is added 11−1−19. NAVAID TERMS to paragraph 3−5−2. Finally, minor fixes are made 12−1−3. GROUP CODES throughout the document. This change to Chapter 11 updates paragraphs m. Entire Publication 11−1−8, 11−1−15, 11−1−16, 11−1−18, 11−1−19, and TBL 11−1−1 to harmonize with FAA Order JO Additional editorial/format changes were made 7110.65 and bring consistency among FAA air traffic where necessary. Revision bars were not used directives. Paragraph 11−1−12 is changed to allow for because of the insignificant nature of these changes.

Explanation of Changes E of C−1

6/17/21 JO 7110.10BB

Table of Contents

Chapter 1. General

Section 1. Introduction Paragraph Page 1−1−1. PURPOSE OF THIS ORDER ...... 1−1−1 1−1−2. AUDIENCE ...... 1−1−1 1−1−3. WHERE TO FIND THIS ORDER ...... 1−1−1 1−1−4. WHAT THIS ORDER CANCELS ...... 1−1−1 1−1−5. EXPLANATION OF CHANGES ...... 1−1−1 1−1−6. EFFECTIVE DATES AND SUBMISSIONS FOR CHANGES ...... 1−1−1 1−1−7. DELIVERY DATES ...... 1−1−1 1−1−8. RECOMMENDATIONS FOR PROCEDURAL CHANGES ...... 1−1−1 1−1−9. SUBSCRIPTION INFORMATION ...... 1−1−2 1−1−10. DISTRIBUTION ...... 1−1−2 Section 2. Terms of Reference

1−2−1. WORD MEANINGS ...... 1−2−1 1−2−2. NOTES ...... 1−2−1 1−2−3. EXAMPLES ...... 1−2−1 1−2−4. PHRASEOLOGY ...... 1−2−1 1−2−5. ABBREVIATIONS ...... 1−2−1 1−2−6. JO 7110.10 CHANGES ...... 1−2−1 1−2−7. SYSTEM INSTRUCTIONS ...... 1−2−2 Section 3. Responsibility

1−3−1. PROCEDURAL APPLICATIONS ...... 1−3−1 1−3−2. DUTY PRIORITY ...... 1−3−1 1−3−3. DUTY FAMILIARIZATION AND TRANSFER OF POSITION RESPONSIBILITY 1−3−1

Chapter 2. Pilot Briefing

Section 1. General

2−1−1. DEFINITION ...... 2−1−1 2−1−2. PRE-DUTY REQUIREMENTS ...... 2−1−1 2−1−3. PREFLIGHT BRIEFING DISPLAY ...... 2−1−1 2−1−4. WEATHER DISPLAY PRODUCTS ...... 2−1−1 2−1−5. FORECASTS, WARNINGS, AND ADVISORIES ...... 2−1−3 2−1−6. UNAVAILABILITY OF DATA ...... 2−1−3 2−1−7. TYPE OF BRIEFING TO BE CONDUCTED ...... 2−1−3 2−1−8. LOGGING PILOT BRIEFINGS ...... 2−1−3 Section 2. Preflight Pilot Briefing

2−2−1. CONDUCT OF STANDARD BRIEFING ...... 2−2−1 2−2−2. CONDUCT OF ABBREVIATED BRIEFING ...... 2−2−2 2−2−3. CONDUCT OF OUTLOOK BRIEFING ...... 2−2−3

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Chapter 3. Inflight Services

Section 1. General Paragraph Page 3−1−1. INFLIGHT SERVICES ...... 3−1−1 3−1−2. OPERATIONAL PRIORITY ...... 3−1−1 3−1−3. INFLIGHT WEATHER BRIEFING ...... 3−1−1 3−1−4. INFLIGHT EQUIPMENT MALFUNCTIONS ...... 3−1−2 3−1−5. AIRCRAFT REPORTED MALFUNCTIONS ...... 3−1−2 3−1−6. NAVAID FLIGHT CHECK ...... 3−1−3 Section 2. Data Recording 3−2−1. TYPES OF DATA RECORDED ...... 3−2−1 3−2−2. METHODS OF RECORDING DATA ...... 3−2−1 3−2−3. IFR/VFR/DVFR FLIGHT PLAN RECORDING ...... 3−2−2 3−2−4. FLIGHT PROGRESS STRIPS (FAA FORMS 7230-21 AND 7233-5) ...... 3−2−2 3−2−5. FLIGHT PROGRESS STRIPS AND ENTRY DATA ...... 3−2−2 3−2−6. AIRCRAFT CONTACTS ...... 3−2−6 Section 3. Radio Communications 3−3−1. FREQUENCY USE ...... 3−3−1 3−3−2. AUTHORIZED TRANSMISSIONS ...... 3−3−1 3−3−3. RADIO MESSAGE FORMAT ...... 3−3−1 3−3−4. ABBREVIATED TRANSMISSION ...... 3−3−2 3−3−5. ROUTINE RADIO CONTACTS ...... 3−3−2 3−3−6. RADIO COMMUNICATIONS TRANSFER ...... 3−3−4 3−3−7. ATC CLEARANCES, ADVISORIES, OR REQUESTS ...... 3−3−4 3−3−8. DEPARTURE REPORTS ...... 3−3−4 3−3−9. IFR FLIGHT PROGRESS REPORTS ...... 3−3−5 3−3−10. ARRIVAL/MISSED APPROACH REPORTS ...... 3−3−5 3−3−11. NONDELIVERY OF MESSAGES ...... 3−3−5 3−3−12. BROADCAST (BLIND TRANSMISSION) OF MESSAGES ...... 3−3−5 3−3−13. PENETRATION OF CLASS A AIRSPACE OR PROHIBITED/RESTRICTED AREA ...... 3−3−5 Section 4. Airport Advisory Services (Alaska Only) 3−4−1. TYPES OF AIRPORT ADVISORY SERVICES ...... 3−4−1 3−4−2. GENERAL ...... 3−4−1 3−4−3. AIRPORT ADVISORY/RAIS ELEMENTS AND PHRASEOLOGY ...... 3−4−2 3−4−4. CHARTS ...... 3−4−4 3−4−5. AUTHORIZED FREQUENCIES ...... 3−4−4 3−4−6. TRAFFIC CONTROL ...... 3−4−5 3−4−7. AIRCRAFT EQUIPMENT CHECKS ...... 3−4−5 Section 5. Special VFR Operation

3−5−1. AUTHORIZATION ...... 3−5−1 3−5−2. REQUESTS FOR SPECIAL VFR CLEARANCE ...... 3−5−1 3−5−3. VISIBILITY BELOW 1 MILE ...... 3−5−2 3−5−4. PREDESIGNED SPECIAL VFR CLEARANCES ...... 3−5−3

ii Table of Contents 6/17/21 JO 7110.10BB

Section 6. Automatic Flight Information Service (AFIS) (Alaska Only) Paragraph Page 3−6−1. AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) ...... 3−6−1 Chapter 4. Emergency Services

Section 1. General 4−1−1. EMERGENCY DETERMINATION ...... 4−1−1 4−1−2. RESPONSIBILITY ...... 4−1−1 4−1−3. OBTAINING INFORMATION ...... 4−1−1 4−1−4. COORDINATION ...... 4−1−1 4−1−5. PROVIDING ASSISTANCE ...... 4−1−2 4−1−6. RECORDING INFORMATION ...... 4−1−2 4−1−7. SAFE ALTITUDES FOR ORIENTATIONS ...... 4−1−2 Section 2. Operations 4−2−1. INFORMATION REQUIREMENTS ...... 4−2−1 4−2−2. FREQUENCY CHANGES ...... 4−2−1 4−2−3. AIRCRAFT ORIENTATION ...... 4−2−1 4−2−4. ALTITUDE CHANGE FOR IMPROVED RECEPTION ...... 4−2−1 4−2−5. ALERTING CONTROL FACILITY ...... 4−2−1 4−2−6. VFR AIRCRAFT IN WEATHER DIFFICULTY ...... 4−2−1 4−2−7. AIRCRAFT POSITION PLOTS ...... 4−2−2 4−2−8. EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNALS ...... 4−2−2 4−2−9. EXPLOSIVE CARGO ...... 4−2−2 4−2−10. EXPLOSIVE DETECTION DOG HANDLER TEAMS ...... 4−2−2 4−2−11. INFLIGHT EQUIPMENT MALFUNCTIONS ...... 4−2−3 4−2−12. MINIMUM FUEL ...... 4−2−3 4−2−13. AIRCRAFT BOMB THREATS ...... 4−2−3 4−2−14. EMERGENCY SECURITY CONTROL OF AIR TRAFFIC (ESCAT) ...... 4−2−4 4−2−15. SUSPICIOUS UNMANNED AIRCRAFT SYSTEMS (UAS) ACTIVITY ...... 4−2−5 Section 3. ADF/VOR Orientation 4−3−1. ACTIONS REQUIRED ...... 4−3−1 4−3−2. GENERAL ...... 4−3−1 4−3−3. VOR ORIENTATION/VOR CROSS-FIX ...... 4−3−2 4−3−4. GUIDANCE TO AIRPORT ...... 4−3−4 Section 4. Global Positioning System (GPS) 4−4−1. ACTIONS REQUIRED ...... 4−4−1 4−4−2. GPS ORIENTATION ...... 4−4−1 4−4−3. GUIDANCE TO AIRPORT ...... 4−4−1 Chapter 5. Flight Data

Section 1. General 5−1−1. COMMUNICATIONS SERVICE ...... 5−1−1 5−1−2. FLIGHT PLANS ...... 5−1−1

Table of Contents iii JO 7110.10BB 6/17/21

Paragraph Page 5−1−3. FLIGHT PLAN DATA ...... 5−1−1 5−1−4. TYPES OF DATA RECORDED ...... 5−1−2 5−1−5. METHODS OF RECORDING DATA ...... 5−1−2 5−1−6. IFR/VFR/DVFR FLIGHT PLAN RECORDING ...... 5−1−3 5−1−7. PART-TIME FSS CLOSURE ACTION ...... 5−1−3 5−1−8. TELEPHONE REQUESTS FOR ATC CLEARANCES ...... 5−1−3 Section 2. Flight Plan Proposals

5−2−1. FLIGHT PLAN RECORDING ...... 5−2−1 5−2−2. OUTBOUNDS DEPARTING FROM OUTSIDE FLIGHT PLAN AREA ...... 5−2−3 5−2−3. FLIGHT PLANS WITH AREA NAVIGATION (RNAV) ROUTES IN DOMESTIC U.S. AIRSPACE ...... 5−2−3 Section 3. IFR Flight Plan Handling

5−3−1. IFR FLIGHT PLANS ...... 5−3−1 5−3−2. NOTIFYING ARTCC ...... 5−3−1 5−3−3. CONTROL MESSAGES FOR FORMATTED IFR FLIGHT PLANS ...... 5−3−2 5−3−4. IFR FLIGHT PLAN CONTROL MESSAGE FORMAT (FAA FORM 7233−4) ..... 5−3−3 5−3−5. ADDITIONAL MESSAGES ...... 5−3−7 5−3−6. COORDINATE RNAV ROUTES ...... 5−3−8 Section 4. Flight Plan Handling

5−4−1. FLIGHT PLAN ACTIVATION ...... 5−4−1 5−4−2. DEPARTURE REPORT MESSAGE ...... 5−4−1 5−4−3. DEPARTURE MESSAGE ...... 5−4−1 5−4−4. AWAITING MESSAGE ACKNOWLEDGMENT ...... 5−4−2 5−4−5. ACKNOWLEDGING FLIGHT NOTIFICATION MESSAGES ...... 5−4−3 5−4−6. ACTION BY ADDRESSEES ...... 5−4−3 5−4−7. MAJOR FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT ...... 5−4−3 5−4−8. CHANGE IN ETA ...... 5−4−3 5−4−9. FLIGHT PLAN CLOSURE ...... 5−4−4 5−4−10. MILITARY FLIGHTS TO/FROM U.S...... 5−4−4 Section 5. Military Operations

5−5−1. SPECIAL MILITARY FLIGHTS ...... 5−5−1 5−5−2. MILITARY FOREIGN FLIGHTS ...... 5−5−1 5−5−3. USAF/USN UNDERGRADUATE PILOTS ...... 5−5−1 5−5−4. MESSAGE HANDLING ...... 5−5−1 Section 6. IFR/DVFR ADIZ Flight Plans

5−6−1. AIRCRAFT MOVEMENT SERVICES WITHIN AN ADIZ−IFR ...... 5−6−1 5−6−2. AIRCRAFT MOVEMENT SERVICES WITHIN AN ADIZ−DVFR ...... 5−6−1 5−6−3. FORWARDING DVFR INFORMATION ...... 5−6−1 5−6−4. STOPOVER DVFR FLIGHT PLANS ...... 5−6−1 Section 7. Non−Emergency Parachute Jumping 5−7−1. COORDINATION ...... 5−7−1 5−7−2. PRE-JUMP RADIO COMMUNICATIONS ...... 5−7−1

iv Table of Contents 6/17/21 JO 7110.10BB

Chapter 6. International Operations

Section 1. Messages and Formats Paragraph Page 6−1−1. GENERAL ...... 6−1−1 6−1−2. AIR TRAFFIC SERVICE (ATS) MESSAGES ...... 6−1−2 6−1−3. CATEGORIES OF MESSAGES ...... 6−1−2 6−1−4. SERVICE MESSAGES ...... 6−1−2 6−1−5. TRANSMISSION VIA NADIN ...... 6−1−2 6−1−6. TRANSMISSION OF ATS MESSAGES ...... 6−1−3 6−1−7. ORIGINATING MESSAGES ...... 6−1−4 6−1−8. ADDRESSING MESSAGES ...... 6−1−4 6−1−9. FLIGHT PLAN FORMS AND INSTRUCTIONS ...... 6−1−4 6−1−10. ICAO ATS MESSAGE FORMAT ...... 6−1−5 6−1−11. FLIGHT PLAN CHANGES AND CANCELLATIONS ...... 6−1−5 6−1−12. AIR MOBILE SERVICE (AMS) ...... 6−1−6 6−1−13. AIREPS (POSITION REPORTS) ...... 6−1−6 6−1−14. AIREP SPECIALS (ARS) ...... 6−1−9 6−1−15. ARTCC RELAY OF VFR MESSAGES ...... 6−1−9 Section 2. Customs Notification and ADIZ Requirements

6−2−1. FLIGHT PLAN/CUSTOMS REQUIREMENTS ...... 6−2−1 6−2−2. CUSTOMS REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT .. 6−2−1 6−2−3. ADIZ REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT ...... 6−2−1 Section 3. Alerting Service 6−3−1. GENERAL ...... 6−3−1 6−3−2. ALERTING PHASES ...... 6−3−1 6−3−3. ALERTING MESSAGE CONTENTS ...... 6−3−1 Section 4. Canadian Movement and Control Messages (Transborder Flights Only)

6−4−1. GENERAL ...... 6−4−1 6−4−2. INBOUNDS FROM CANADA ...... 6−4−1 6−4−3. OUTBOUNDS TO CANADA ...... 6−4−1 6−4−4. OUTBOUNDS TO CANADA DEPARTING FROM OUTSIDE FLIGHT PLAN AREA ...... 6−4−2 6−4−5. IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS ...... 6−4−2 6−4−6. SEARCH AND RESCUE MESSAGES ...... 6−4−2 Section 5. Mexican Movement and Control Messages (Transborder Flights Only)

6−5−1. GENERAL ...... 6−5−1 6−5−2. INBOUNDS FROM MEXICO ...... 6−5−1 6−5−3. OUTBOUNDS TO MEXICO ...... 6−5−1

Table of Contents v JO 7110.10BB 6/17/21

Chapter 7. Search and Rescue (SAR) Procedures

Section 1. General Paragraph Page 7−1−1. RESPONSIBILITY FOR SAR ACTION ...... 7−1−1 7−1−2. OVERDUE AIRCRAFT ON FLIGHT PLAN ...... 7−1−1 7−1−3. OVERDUE AIRCRAFT NOT ON FLIGHT PLAN ...... 7−1−1 Section 2. Overdue Aircraft Action 7−2−1. COMMUNICATIONS SEARCH ...... 7−2−1 7−2−2. QALQ ...... 7−2−1 7−2−3. ACTION BY DEPARTURE STATION ON RECEIPT OF QALQ ...... 7−2−1 7−2−4. CANCELLATION OF THE QALQ ...... 7−2−2 Section 3. Information Requests (INREQs) 7−3−1. INREQ ...... 7−3−1 7−3−2. ACTION UPON RECEIPT OF INREQ ...... 7−3−1 7−3−3. CANCELLATION OF INREQ ...... 7−3−1 Section 4. Alert Notices (ALNOTs) 7−4−1. ALNOT ...... 7−4−1 7−4−2. ACTION UPON RECEIPT OF ALNOT ...... 7−4−1 7−4−3. REPORTING ALNOT STATUS TO RCC ...... 7−4−1 7−4−4. CANCELLATION OF ALNOT ...... 7−4−2 Section 5. Other SAR Actions 7−5−1. CANADIAN TRANSBORDER ...... 7−5−1 Chapter 8. FAA Weather Services

Section 1. General 8−1−1. INTRODUCTION ...... 8−1−1 8−1−2. SCHEDULED TRANSMISSION TIMES (ALASKA ONLY) ...... 8−1−1 8−1−3. DISTRIBUTION ...... 8−1−1 Section 2. Pilot Weather Report (UA/UUA) 8−2−1. GENERAL ...... 8−2−1 8−2−2. PREPARATION FOR TRANSMISSION ...... 8−2−1 8−2−3. RESPONSIBILITY ...... 8−2−1 8−2−4. SOLICITING PIREPS ...... 8−2−1 8−2−5. DATA TO BE INCLUDED IN PIREPS ...... 8−2−2 8−2−6. REPORTING TURBULENCE IN PIREPS ...... 8−2−2 8−2−7. REPORTING ICING CONDITIONS IN PIREPS ...... 8−2−2 8−2−8. MEANS USED TO SOLICIT PIREPS ...... 8−2−2 8−2−9. PIREP CLASSIFICATION ...... 8−2−3 8−2−10. PIREP HANDLING ...... 8−2−3 8−2−11. OFFSHORE COASTAL ROUTES ...... 8−2−3 8−2−12. PIREP PREPARATION ...... 8−2−3

vi Table of Contents 6/17/21 JO 7110.10BB

Paragraph Page 8−2−13. PIREP FORMAT ...... 8−2−4 8−2−14. PIREP ENCODING ...... 8−2−8 Section 3. Wind and Temperature Aloft Forecast (FB) 8−3−1. GENERAL ...... 8−3−1 8−3−2. LEVELS FORECAST ...... 8−3−1 8−3−3. DISTRIBUTION ...... 8−3−1 Section 4. Terminal Aerodrome Forecast (TAF) 8−4−1. GENERAL ...... 8−4−1 8−4−2. TERMINAL AERODROME FORECAST SCHEDULES ...... 8−4−1 Section 5. Aviation Surface Forecast/Aviation Cloud Forecast/Area Forecast (FA) 8−5−1. GENERAL ...... 8−5−1 8−5−2. AREA FORECAST (FA) SCHEDULE ...... 8−5−1 8−5−3. AVIATION SURFACE FORECAST AND AVIATION CLOUD FORECAST ISSUANCE TIMES ...... 8−5−2 Section 6. Severe Weather Forecasts 8−6−1. GENERAL ...... 8−6−1 8−6−2. DISTRIBUTION ...... 8−6−1 8−6−3. CONVECTIVE OUTLOOK NARRATIVE (AC) ...... 8−6−1 Section 7. Flight Advisories (SIGMET/WS−Airmet/WA−Convective SIGMET/WST) 8−7−1. GENERAL ...... 8−7−1 8−7−2. DISTRIBUTION ...... 8−7−1 Section 8. Center Weather Advisory (CWA) 8−8−1. GENERAL ...... 8−8−1 8−8−2. CRITERIA ...... 8−8−1 8−8−3. DISTRIBUTION ...... 8−8−1 Chapter 9. Airport Lighting and Visibility Aids (Alaska Only)

Section 1. General 9−1−1. AIRPORT LIGHTING ...... 9−1−1 9−1−2. OBSTRUCTION LIGHTS ...... 9−1−1 9−1−3. ROTATING BEACON ...... 9−1−1 9−1−4. APPROACH LIGHTS ...... 9−1−1 9−1−5. APPROACH LIGHTING SYSTEM INTENSITY SETTINGS (ALS) ...... 9−1−1 9−1−6. SEQUENCED FLASHING LIGHTS (SFL) ...... 9−1−1 9−1−7. RUNWAY EDGE LIGHTS ...... 9−1−2 9−1−8. CHANGING LIGHTED RUNWAYS ...... 9−1−2 9−1−9. MEDIUM INTENSITY APPROACH LIGHTING SYSTEM WITH RUNWAY ALIGNMENT INDICATOR LIGHTS (MALSR)/OMNIDIRECTIONAL APPROACH LIGHTING SYSTEM (ODALS) ...... 9−1−2

Table of Contents vii JO 7110.10BB 6/17/21

Paragraph Page 9−1−10. HIGH INTENSITY RUNWAY LIGHTS (HIRL) ASSOCIATED WITH MALSR .. 9−1−2 9−1−11. MEDIUM INTENSITY RUNWAY LIGHTS (MIRL) ...... 9−1−3 9−1−12. HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE (RCLS), AND TOUCHDOWN ZONE LIGHTS (TDZL) ...... 9−1−3 9−1−13. HIRL CHANGES AFFECTING RVR ...... 9−1−3 9−1−14. HIGH SPEED TURNOFF LIGHTS ...... 9−1−3 9−1−15. RUNWAY END IDENTIFIER LIGHTS (REIL) ...... 9−1−3 9−1−16. TAXIWAY LIGHTS ...... 9−1−4 9−1−17. VISUAL APPROACH SLOPE INDICATORS (VASIS) ...... 9−1−4 9−1−18. VISIBILITY AIDS - GENERAL ...... 9−1−4 9−1−19. RVR ...... 9−1−5 9−1−20. OPERATION OF LANDING DIRECTION INDICATOR ...... 9−1−5

Chapter 10. Interphone Communications

Section 1. General

10−1−1. GENERAL ...... 10−1−1 10−1−2. INTERPHONE TRANSMISSION PRIORITIES ...... 10−1−1 10−1−3. PRIORITY INTERRUPTION ...... 10−1−1 10−1−4. MESSAGE INITIATION ...... 10−1−1 10−1−5. MESSAGE TERMINATION ...... 10−1−2

Chapter 11. Phraseology

Section 1. General

11−1−1. PURPOSE ...... 11−1−1 11−1−2. PHRASEOLOGY ...... 11−1−1 11−1−3. WORDS AND PHRASES ...... 11−1−1 11−1−4. ANNOUNCING MISSING ITEMS ...... 11−1−1 11−1−5. ICAO PHONETICS ...... 11−1−1 11−1−6. RELAY OF ATC COMMUNICATIONS ...... 11−1−2 11−1−7. EXPEDITIOUS COMPLIANCE ...... 11−1−2 11−1−8. WEATHER PHRASEOLOGY ...... 11−1−2 11−1−9. WEATHER REMARKS ...... 11−1−6 11−1−10. WEATHER ADVISORIES ...... 11−1−8 11−1−11. RADAR ...... 11−1−8 11−1−12. WINDS AND TEMPERATURES ALOFT FORECAST (FB) ...... 11−1−8 11−1−13. NUMBER USAGE ...... 11−1−9 11−1−14. FACILITY IDENTIFICATION ...... 11−1−11 11−1−15. AIRCRAFT IDENTIFICATION ...... 11−1−11 11−1−16. DESCRIPTION OF AIRCRAFT TYPES ...... 11−1−14 11−1−17. AIRCRAFT EQUIPMENT CODES ...... 11−1−14 11−1−18. AIRWAYS AND ROUTES ...... 11−1−15 11−1−19. NAVAID TERMS ...... 11−1−15 11−1−20. NAVAID FIXES ...... 11−1−16 11−1−21. RUNWAY CONDITIONS ...... 11−1−16

viii Table of Contents 6/17/21 JO 7110.10BB

Chapter 12. Data Communication Systems

Section 1. General Paragraph Page 12−1−1. TYPES OF DATA ACCEPTABLE ON FAA DATA COMMUNICATIONS SYSTEMS ...... 12−1−1 12−1−2. PRIORITY MESSAGES ...... 12−1−1 12−1−3. GROUP CODES ...... 12−1−1 12−1−4. MESSAGE FORMATS ...... 12−1−2 12−1−5. WMSCR NEGATIVE RESPONSE MESSAGES ...... 12−1−2 12−1−6. Q SIGNALS ...... 12−1−3

Appendices

Appendix A. FAA Form 7233−4 − International Flight Plan ...... Appendix A−1 Appendix B. FAA Form 7233−1 − Flight Plan ...... Appendix B−1 Appendix C. FAA Forms ...... Appendix C−1 Appendix D. Service B Message Formats ...... Appendix D−1 Appendix E. Domestic Flight Data (Legacy) ...... Appendix E−1 Appendix F. International Operations (Legacy) ...... Appendix F−1 Index ...... I−1 Pilot/Controller Glossary ...... PCG−1

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6/17/21 JO 7110.10BB

Chapter 1. General Section 1. Introduction

1−1−1. PURPOSE OF THIS ORDER be fully coordinated and signed. Change initiators must submit their proposed changes well in advance This order prescribes procedures and phraseology for of this cutoff date to meet the publication effective use by air traffic personnel providing flight services. date. The process to review and coordinate changes Flight service specialists are required to be familiar often takes several months after the change is initially with the provisions of this order that pertain to their submitted. operational responsibilities and to exercise their best judgment if they encounter situations that are not TBL 1−1−1 covered. Publication Schedule Basic or Cutoff Date for Effective Date 1−1−2. AUDIENCE Change Completion of Publication This order applies to all ATO personnel and anyone JO 7110.10BB 12/31/20 6/17/21 using ATO directives. Change 1 6/17/21 12/2/21 Change 2 12/2/21 5/19/22 1−1−3. WHERE TO FIND THIS ORDER Change 3 5/19/22 11/3/22 This order is available on the FAA Web site at JO 7110.10CC 11/3/22 4/20/23 http://faa.gov/air_traffic/publications & https://employees.faa.gov/tools_resources/orders_n Change 1 4/20/23 10/5/23 otices/. Change 2 10/5/23 3/21/24 Change 3 3/21/24 9/5/24 1−1−4. WHAT THIS ORDER CANCELS FAA Order JO 7110.10AA, Flight Services, dated 1−1−7. DELIVERY DATES August 15, 2019, and all changes to it are canceled. This order will be available on the FAA’s website 30 days prior to its effective date. 1−1−5. EXPLANATION OF CHANGES All organizations are responsible for viewing, The significant changes to this order are identified in downloading, and subscribing to receive electronic the Explanation of Changes page(s). It is advisable to mail notifications when changes occur to this order. retain the page(s) throughout the duration of the basic Subscriptions can be made at: order. If further information is desired, direct https://www.faa.gov/air_traffic/publications/. questions through the appropriate facility/service area office staff to Flight Services Safety and 1−1−8. RECOMMENDATIONS FOR Operations Policy Group. PROCEDURAL CHANGES The responsibility associated with processing and 1−1−6. EFFECTIVE DATES AND coordinating revisions to this order is delegated to the SUBMISSIONS FOR CHANGES Director, Policy, AJV-P. a. This order and its changes are scheduled to be a. Personnel should submit recommended published to coincide with AIRAC dates, according changes in procedures to facility management. to the table below. b. Recommendations from other sources should b. The “Cutoff Date for Completion” in the table be submitted through appropriate FAA, military, or below refers to the deadline for a proposed change to industry/user channels.

Introduction 1−1−1 JO 7110.10BB 6/17/21

c. Proposed changes must be submitted electron- Government Printing Office. Address subscription ically to 9−AJV−P−HQ−[email protected]. inquiries to: The submission should include a description of the Superintendent of Documents recommended change and the proposed language to U.S. Government Publishing Office be used in the order. P.O. Box 979050 NOTE− St. Louis, MO 63197−9000 For details on the submission process as well as Online: http://bookstore.gpo.gov additional AJV−P processing responsibilities, please refer to FAA Order JO 7000.5, Procedures for Submitting FAA air traffic publications are also available on the Changes to Air Traffic Control Publications. FAA’s web site at: http://www.faa.gov/air_traffic/publications/ d. Procedural changes will not be made to this order until the operational system software has been 1−1−10. DISTRIBUTION adapted to accomplish the revised procedures. This order is available online and will be distributed electronically to all offices that subscribe to receive 1−1−9. SUBSCRIPTION INFORMATION email notification/access to it through the FAA’s website: This publication may be purchased from the U.S. https://www.faa.gov/air_traffic/publications/

1−1−2 Introduction 6/17/21 JO 7110.10BB

Section 2. Terms of Reference

1−2−1. WORD MEANINGS n. “Shared database” is a database within an FSS operational system that is accessible by specialists in As used in this order: other geographical locations. a. “Must” means a procedure is mandatory. o. “Transmit” means to send data via NADIN or Weather Message Switching Center Replacement b. “Should” means a procedure is recommended. (WMSCR) to an outside recipient or to process data internally within an operational system that shares a c. “May” or “need not” means a procedure is global database. optional. p. “Form” means a paper record or an automated d. “Will” means futurity, not a requirement for equivalent. Both must be retained in accordance with application of a procedure. FAA directives. e. “Must not” means a procedure is prohibited. q. “History files” means one or more digital or paper repositories of data that must be retained in f. Singular words include the plural. accordance with FAA directives. g. Plural words include the singular. r. “Pertinent” means relating directly and significantly to the matter at hand. h. “Aircraft” means the airframe, crew members, or both. 1−2−2. NOTES i. “Altitude” means indicated altitude mean sea Statements of fact or of an explanatory nature and level (MSL), flight level (FL), or both. relating to the use of directive material have been identified and worded as “Notes.” j. “Miles” means nautical miles unless otherwise specified and means statute miles in conjunction with 1−2−3. EXAMPLES visibility. Any illustration used which serves to explain subject k. “Time,” when used for ATC operational material is identified as an “Example.” activities, is the hour and the minute/s in Coordinated Universal Time (UTC). Change to the next minute is 1−2−4. PHRASEOLOGY made at the minute plus 30 seconds, except time checks are given to the nearest quarter minute. The Phraseology depicted in this order is mandatory. word “local” or the time zone equivalent must be NOTE− stated when local time is given during radio and Exceptions to this paragraph are referenced in paragraph telephone communications. The term “ZULU” may 4−1−1, Emergency Determination. be used to denote UTC. 1−2−5. ABBREVIATIONS l. “Sector,” when used in conjunction with flight service station (FSS) functions, means a specifically Abbreviations authorized for use in the application of described geographic area that is assigned a National the procedures in this order are those contained in Airspace Data Interchange Network (NADIN) FAA Order JO 7340.2, Contractions. address. 1−2−6. JO 7110.10 CHANGES m. “Tie−in facility,” as indicated in FAA Order JO 7350.9, Location Identifiers, for the purposes of a. Each reprinted, revised, or additional page will this order, designates the responsible facility/sector show the change number and the effective date of the for sending/receiving flight plans, flight notification change. messages, and performing search and rescue duties b. Bold lines in the margin of the text will mark the for the listed location. location of all changes except editorial corrections.

Terms of Reference 1−2−1 JO 7110.10BB 6/17/21

1−2−7. SYSTEM INSTRUCTIONS electronically or in paper form, that provide the necessary steps to accomplish the requirements set forth in this order. Different operational systems are used to provide flight services within the United States. Each Where databases are shared, local procedures may be individual operational system must have instructions used to facilitate the handling of flight data across the in the form of a user’s manual or guide, either flight plan area boundaries.

1−2−2 Terms of Reference 6/17/21 JO 7110.10BB

Section 3. Responsibility

1−3−1. PROCEDURAL APPLICATIONS which are provided prior to actual departure and usually by telephone. These include pilot briefings, Apply the procedures in this order, except when other recorded data, flight plan filing/processing, and procedures are contained in a letter of agreement aircraft operational reservations. (LOA) or other appropriate FAA documents, provided they only supplement this order and any standards they specify are not less than those in this 1−3−3. DUTY FAMILIARIZATION AND order. TRANSFER OF POSITION RESPONSIBILITY NOTE− 1. Pilots are required to abide by applicable provisions of The transfer of position responsibility must be 14 Code of Federal Regulations (14 CFR) or any other accomplished in accordance with appropriate facility pertinent regulations regardless of the application of any directives each time the operational responsibility for procedure in this order. a position is transferred from one specialist to 2. FAA Order JO 7210.3, Facility Operation and another. The relieving specialist and the specialist Administration, contains administrative instructions being relieved must share equal responsibility for the pertaining to these letters and documents. completeness and accuracy of the position relief briefing. 1−3−2. DUTY PRIORITY a. Purpose. This paragraph prescribes the method Because there are many variables involved, it is and the step-by-step process for conducting a impossible to provide a standard list of duty priorities position relief briefing and transferring position that apply to every situation. Each set of responsibility from one specialist to another. circumstances must be evaluated on its own merit, b. Discussion. and when more than one action is required, personnel must exercise their best judgment based on the facts 1. In all operational facilities, the increase in and circumstances known to them. Action which traffic density and the need for the expeditious appears most critical from a safety standpoint should movement of air traffic without compromising safety be performed first. have emphasized the importance of the position relief process. Major problems occur whenever there is a a. The following order of duty priorities is offered heavy reliance upon memory unsupported by as a guideline. routines or systematic reminders. This procedure 1. Emergency Situations. Emergency situations addresses the complete task of transferring position are those where life or property is in immediate responsibility and the associated relief briefing. danger. 2. Position relief unavoidably provides added workload for specialists at the time of relief. The 2. Inflight Services. Inflight services are those intent of this procedure is to make the transfer of provided to or affecting aircraft in flight or otherwise position responsibility take place smoothly and to operating on the airport surface. This includes ensure a complete transfer of information with a services to airborne aircraft, airport advisories, minimum amount of workload. The method takes delivery of air traffic control (ATC) clearances, advantage of a self-briefing concept in which the advisories or requests, issuance of military flight relieving specialist obtains needed status information advisory messages, notices to airmen (NOTAM), by reading from the Status Information Areas to search and rescue (SAR) communications searches, begin the relief process. Up-to-the-minute informa- flight plan handling, transcribed or live broadcasts, tion relating to the provision of flight services to weather observations, pilot weather reports (PIREP), pilots and aircraft in flight requires verbal exchanges and pilot briefings. between specialists during the relief process. The 3. Preflight Services. Preflight services are method also specifies the point when the transfer of those which directly affect aircraft operations but position responsibility occurs.

Responsibility 1−3−1 JO 7110.10BB 6/17/21

3. In the final part of the relief process, the procedures have been established and authorized by specialist being relieved monitors and reviews the the facility air traffic manager. position to ensure that nothing has been overlooked f. Step−By−Step Process of Position Relief. or incorrectly displayed and that the transfer of position responsibility occurred with a complete 1. Preview of the Position briefing. RELIEVING SPECIALIST c. Terms. The following terms are important for a complete understanding of this procedure: (a) Follow the checklist and review the Status Information Areas. 1. Status Information Areas. Manual or automated displays of the current status of NOTE− position−related equipment and operational This substep may be replaced by an authorized preduty conditions or procedures. briefing provided an equivalent review of checklist items is accomplished. 2. Written Notes. Manually recorded items of (b) Observe position equipment, operational information kept at designated locations on the situation, and the work environment. positions of operation are elements of Status Information Areas. (c) Listen to voice communications and observe other operational actions. 3. Checklist. An ordered listing of items to be covered in a position relief briefing. (d) Observe current and pending aircraft and vehicular traffic and correlate with flight and other d. Precautions. movement information. 1. Specialists involved in the position relief (e) Indicate to the specialist being relieved process should not rush or be influenced to rush. that the position has been previewed and that the verbal briefing may begin. 2. During position operation, each item of status information which is or may be an operational factor NOTE− for the relieving specialist should be recorded as soon Substeps (b), (c), and (d) may be conducted concurrently or in order. as it is operationally feasible so that it will not be forgotten or incorrectly recorded. 2. Verbal Briefing 3. Extra care should be taken when more than SPECIALIST BEING RELIEVED one specialist relieves or is being relieved from a position at the same time; for example, combining or (a) Review with the relieving specialist the decombining positions. checklist, Status Information Areas, written notes, and other prescribed sources of information, and e. Responsibilities. The specialist being relieved advise of known omissions, updates, and inac- must be responsible for ensuring that any pertinent curacies. Also, brief the relieving specialist on the status information of which he/she is aware is relayed abnormal status of items not listed on the Status to the relieving specialist and is either: Information Areas, as well as on any items of special 1. Accurately displayed in the Status operational interest calling for verbal explanation or Information Areas for which he/she has additional discussion. responsibility, or (b) Brief on traffic, if applicable. 2. Relayed to the position having responsibility (c) Completely answer any questions asked. for accurately displaying the status information. Prior (d) Observe overall position operation. If to accepting responsibility for a position, the relieving specialist must be responsible for ensuring assistance is needed, provide or summon it as appropriate. that any unresolved questions pertaining to the operation of the position are resolved. The specialists (e) Sign off the position in accordance with engaged in a position relief must conduct the relief existing directives or otherwise indicate that the relief process at the position being relieved, unless other process is complete.

1−3−2 Responsibility 6/17/21 JO 7110.10BB

REFERENCE− (g) Make a statement or otherwise indicate to FAA Order JO 7210.3, Para 2−2−4, Duty Familiarization and the Transfer of Position Responsibility. the specialist being relieved that position responsibil- FAA Order JO 7210.3, Para 2−2−6, Sign In/Out and On/Off Procedures. ity has been assumed. (h) Sign on the position unless a facility directive authorizes substep (g) above. RELIEVING SPECIALIST (i) Check, verify, and update the information obtained in steps 1 and 2. (f) Ask questions necessary to ensure a g. Check position equipment in accordance with complete understanding of the operations situation. existing directives.

Responsibility 1−3−3

6/17/21 JO 7110.10BB

Chapter 2. Pilot Briefing Section 1. General

2−1−1. DEFINITION 1. Weather Depiction. Pilot briefings are the translation of weather 2. Surface Analysis. observations and forecasts, including surface, upper air, radar, satellite, and PIREPs into a form directly 3. Forecast Winds Aloft. usable by the pilot or flight supervisory personnel to 4. Freezing Level Graphic. formulate plans and make decisions for the safe and efficient operation of aircraft. These briefings must 5. G-AIRMET Graphic. also include information on NOTAM, flow control, 6. 12- and 24-hour Low Level Significant and other items as requested. Weather Prognosis.

2−1−2. PRE-DUTY REQUIREMENTS 7. 12-, 24-, 36-, and 48-hour Surface Prognosis. Before assuming pilot briefing duties, familiarize 8. High Level Significant Weather Prognosis. yourself sufficiently with aeronautical and 9. Current Icing Product (CIP). meteorological conditions to effectively provide briefing service. This includes: 10. Forecast Icing Product (FIP). a. General locations of weather-causing systems 11. Graphical Turbulence Guidance (GTG). and general weather conditions. 12. National Weather Radar Summary. b. Detailed information of current and forecast (CONUS Only). weather conditions for the geographical area(s) of responsibility. 13. National/Regional Radar Mosaics. c. Aeronautical information; for example, NOT- 14. Radar Echo Tops. AM, special use airspace (SUA), temporary flight 15. Radar VAD Wind Profiles. restrictions (TFR), ATC delays, etc. REFERENCE− 16. Visible/IR Satellite Imagery. Pertinent facility directives. 17. Constant Pressure Charts. 2−1−3. PREFLIGHT BRIEFING DISPLAY 18. 500 MB Heights and Vorticity Analysis. Provide a preflight briefing display for specialist/pi- 19. 500 MB Heights and Vorticity Prognosis. lot use. The contents and method of display must be based on individual facility requirements; for 20. 6−, 12−, 24−, 36−, and 48−hour 500 MB example, available equipment and space. Additional Heights and Vorticity Prognosis. displays, as required, must be provided to ensure 21. Convective Outlook. availability of information at all positions. At the discretion of facility management, provide a separate 22. Maximum Temperature 24− and 36−Hour display for pilot use. All material in such displays Forecast (CONUS Only). must be current. 23. Minimum Temperature 24− and 36−Hour Forecast (CONUS Only). 2−1−4. WEATHER DISPLAY PRODUCTS b. Map features. (See FIG 2−1−1.) a. The weather graphic display should include, but not necessarily be limited to, the following analysis, c. Precipitation and obstruction to vision. (See prognosis, and data products: FIG 2−1−2.)

General 2−1−1 JO 7110.10BB 6/17/21

FIG 2−1−1 FIG 2−1−2 Map Features Chart NWS Surface Analysis Chart Common Weather Symbols

REFERENCE− AC 00−45, Aviation Weather Services, Figure 4−7. NOTE− For a complete listing of weather map symbols, see “National Weather Service Observing Handbook,” Appendix C: https://www.weather.gov/media/owlie/ObservingHand- book1_2010_508_compliant.pdf. d. Interpret and summarize weather radar displays as appropriate. 1. Use all available radar data and PIREPs to determine intensity, tops, area of coverage, movement, etc. REFERENCE− P/CG Term − Precipitation Radar Weather Descriptions. 2. Identify data obtained from sources other than radar display by source and time of observation. 3. Define area of coverage in relation to VORs, airways for the route structure being flown, airports or geographic points to assist the pilot in relating coverage to route of flight or destination. EXAMPLE− ”A broken line of light to heavy echoes covers an area along and three zero miles east of a line from the Crazy Woman V−O−R to the Riverton V−O−R. Average tops between two-six thousand and three−four thousand. This line is increasing in intensity. Movement has been from northwest to southeast at three zero knots. The line includes an extreme echo one five miles in diameter on

2−1−2 General 6/17/21 JO 7110.10BB

Victor Two Ninety-eight forty−eight miles southeast of the 2−1−8. LOGGING PILOT BRIEFINGS Worland V−O−R, tops four three thousand. There are no known echoes within three-zero nautical miles of Victor a. Pilot briefings must be logged and retained in Eight−five or Victor Two Ninety−eight south at this time.” accordance with FAA Order 1350.14, Records Management. Briefings must be logged in operational systems when possible but may be logged 2−1−5. FORECASTS, WARNINGS, AND manually if needed for operational efficiency. ADVISORIES b. Operational systems must, as a minimum, a. Use only weather forecasts, warnings, and automatically record the facility/sector, date, advisories issued by a National Weather Service position, time, and specialist identification for each (NWS) office, including Center Weather Service logged briefing. In addition, enter the following Units (CWSUs), the U.S. military, foreign govern- information: ments, or graphics systems owned/leased by the FAA 1. Departure and destination. or provided through a FAA−contracted service provider. 2. Aircraft identification. (The pilot’s name may be substituted for the aircraft identification, if b. Use the OUTLOOK section of WSTs to provide unknown.) information on where convective activity is expected. Use the Convective Outlooks (ACUS01 3. Remarks, as applicable, to indicate OTLK KWNS) to extract pertinent forecast information (outlook briefing), AB (abbreviated briefing), and/or regarding the convective activity. VNR.

c. When an NWS forecast requires an amendment c. (Alaska only) To manually log pilot briefings, or correction, request assistance from the appropriate use one of the following FAA forms: NWS office. 1. FAA Form 7233−2, Pilot Briefing Log. Use a separate form each day. Two or more forms may be used simultaneously at different operating positions. 2−1−6. UNAVAILABILITY OF DATA Complete boxes 1 through 3 on each form. Enter appropriate data in columns 4, 5, 6, 7, 8 (if pertinent), Use all available means to obtain the data required to and 9. If the pilot’s name is known, it may be brief pilots. If a complete briefing cannot be provided substituted for the aircraft identification. As due to circuit problems or missing data, inform the applicable, enter OTLK (outlook briefing), AB pilot of this fact. Brief to the extent possible. Advise (abbreviated briefing), and/or VNR in column 8. the pilot of the time you expect the data to be available. 2. FAA Forms 7233−5, Inflight Contact Record, or 7230-21, Flight Progress Strip. Enter PB in block 14 if a briefing is provided. As applicable, 2−1−7. TYPE OF BRIEFING TO BE also enter AB, OTLK, and/or VNR in the same block. CONDUCTED NOTE− See Appendix B for FAA forms. Provide the pilot with the type of briefing requested (standard, abbreviated, or outlook). When it is not d. Where audio recorders are used, facility clear initially which type briefing is desired, provide management may limit entries on pilot briefing the first one or two items requested, and then records to those required for facility use. ascertain if the pilot would like a standard briefing. If a standard briefing is requested, conduct the briefing e. In Alaska, where fast−file recorders are used in accordance with paragraph 2−2−1. If the pilot does and the pilot states the source of a briefing on the not desire a standard briefing, provide either an recorder, it must be entered in the remarks field of the abbreviated briefing in accordance with flight plan. paragraph 2−2−2 or an outlook briefing in EXAMPLE− accordance with paragraph 2−2−3. PB/ENA

General 2−1−3

6/17/21 JO 7110.10BB

Section 2. Preflight Pilot Briefing

2−2−1. CONDUCT OF STANDARD AWW) must be given by stating the type of advisory BRIEFING followed by the pertinent information. a. Brief by translating, interpreting, and EXAMPLE− summarizing available data for the intended flight. “An AIRMET is in effect until 1400Z for moderate turbulence below 10,000 feet over the mountainous area Do not read individual weather reports or forecasts of southern California.” unless, in your judgment, it is necessary to emphasize “Palmer airport closed” an important point or unless specifically requested to NOTE− do so by the pilot. Obtain the following information NOTAMs in this category may be provided with NOTAMs if it is pertinent and not evident or already known: listed in subparagraph c8. 1. Type of flight planned. 2. VFR Flight Not Recommended (VNR). 2. Aircraft identification or pilot’s name. Include this statement when VFR flight is proposed and sky conditions or visibilities are present or 3. Aircraft type. forecast, surface or aloft, that in your judgment would 4. Departure point. make flight under visual flight rules doubtful. Describe the conditions, affected locations, and 5. Route of flight. times. 6. Destination. PHRASEOLOGY− VFR FLIGHT NOT RECOMMENDED 7. Flight altitude(s). EXAMPLE− 8. Estimated time of departure (ETD) and ‘‘There are broken clouds along the entire route between estimated time en route (ETE). niner and one one thousand feet. With the approach of a cold front, these clouds are forecast to become overcast b. The specialist must issue the following and to lower to below seven thousand with mountains and cautionary advisory to a pilot planning a flight passes becoming obscured. V-F-R flight not recommended outside of United States controlled airspace, unless between Salt Lake City and Grand Junction after two two the pilot advises they have the international zero zero ZULU.” cautionary advisory. ‘‘V-F-R flight not recommended in the Seattle area until early afternoon. The current weather at Seattle is PHRASEOLOGY− indefinite ceiling three hundred, visibility one, mist, and CHECK DATA AS SOON AS PRACTICAL AFTER little improvement is expected before one eight zero zero ENTERING FOREIGN AIRSPACE, AS OUR ZULU.” INTERNATIONAL DATA MAY BE INACCURATE OR NOTE− INCOMPLETE. This recommendation is advisory in nature. The decision c. Using all sources of weather and aeronautical as to whether the flight can be conducted safely rests information, provide the following data when it is solely with the pilot. applicable to the proposed flight. Provide the 3. Synopsis. Provide a brief statement describ- information in subparagraphs c1 through c8 in the ing the type, location, and movement of weather sequence listed except as noted. systems and/or air masses which might affect the 1. Adverse Conditions. Include this element proposed flight. This element may be combined with when meteorological or aeronautical conditions are adverse conditions and/or the VNR element, in any reported or forecast that might influence the pilot to order, when it will help to more clearly describe alter the proposed flight. Emphasize conditions that conditions. are particularly significant, such as low level wind 4. Current Conditions. Summarize from all shear, thunderstorms, reported icing, frontal zones available sources reported weather conditions along the route of flight, NOTAMs; for example, applicable to the flight. This element may be omitted airport/runway closures, air traffic delays, TFRs etc. if the proposed time of departure is beyond 2 hours, Weather advisories (WS, WA, WST, CWA, and unless the information is requested by the pilot. If

Preflight Pilot Briefing 2−2−1 JO 7110.10BB 6/17/21

AUTO appears after the date/time element and is 11. Request for PIREPs. Include this element presented as a singular report, follow the location when in your judgment, a report of actual inflight with the word “AUTOMATED.” conditions is beneficial or when conditions meet criteria for solicitation of PIREPs (paragraph 8−2−4). 5. En Route Forecast. Summarize forecast Advise the pilot to contact Flight Service to report en information that will affect the proposed flight; for route conditions. example, area forecasts for the Gulf of Mexico, Caribbean, Alaska, and Hawaii; Static Graphical 12. Upon Request. Provide any information Forecast Images for the CONUS, TAFs, prognosis requested by the pilot, including, but not limited to: charts, weather advisories, etc. Provide the informa- (a) Special use airspace, except those listed in tion in a logical order; for example, climb out, en paragraph 2−2−1c8(a), SUA-related airspace (air route, and descent. traffic control assigned airspace (ATCAA)), and MTR activity. For all SUA and MTR data requests, 6. Destination Forecast. Provide the destina- advise the pilot that information may be updated tion forecast including significant changes expected periodically and to contact the appropriate ATC within 1 hour before and after the estimated time of facility for additional information while in flight. arrival (ETA). NOTE− 7. Winds Aloft. Provide forecast winds aloft for For the purpose of this paragraph, SUA and related the flight using degrees of the compass. Interpolate airspace includes the following types of airspace: alert wind directions and speeds between levels and area, MOA, warning area and ATCAA. MTR data includes stations as necessary. Provide temperature informa- the following types of airspace: instrument flight rule tion on request. (IFR) training routes (IR), VFR training routes (VR), and slow training routes (SR). 8. Notices to Airmen (NOTAM). Provide (b) Approximate density altitude data. NOTAM information affecting the flight: (c) Information regarding such items as air (a) NOTAM (D). All NOTAMs (D), traffic service and rules, customs/immigration including SUA NOTAMs for restricted areas, aerial procedures, air defense identification zone (ADIZ) refueling, and night vision goggles (NVG). rules, SAR, etc. NOTE− (d) Military NOTAMs. Other SUA NOTAMs (D) such as military operations area REFERENCE− (MOA), military training route (MTR) and warning area FAA Order JO 7930.2, Paragraph 8−3−1, Military NOTAM Availability. NOTAMs, are considered “upon request” briefing items (e) Special FDC instrument approach proced- as indicated in paragraph 2−2−1c12(a). ure changes. (b) Combine this element with adverse (f) FDC NOTAMs containing amendments to conditions when it would be logical and advantage- airways, airport, and facility IFR procedures and ous to do so. General Information. 9. Prohibited Areas P-40, P-56, and the Special NOTE− Flight Rules Area (SFRA) for Washington, DC. General FDC NOTAMs include Chart amendments, Include this element when pertinent to the route of Special Security Instructions, and Special Advisory flight. Advise the pilot that VFR flight within 60 Notices. miles of the DCA VOR/DME requires Special (g) Information contained in the Federal Awareness Training. NOTAM System (FNS) NOTAM Search external NOTE− links or Air Traffic Plans and Publications website, to Refer to 14 CFR Part 93 for additional information such include Domestic Notices and International Notices. as special awareness for flights in and around SFRAs and/or areas that require special air traffic rules. 2−2−2. CONDUCT OF ABBREVIATED BRIEFING 10. ATC Delays. Inform the pilot of ATC delays and/or flow control advisories that might affect the a. Provide an abbreviated briefing when a pilot proposed flight. requests information to supplement mass-dissemin-

2−2−2 Preflight Pilot Briefing 6/17/21 JO 7110.10BB

ated data; update a previous briefing; or when the 3. When a pilot requests information to pilot requests that the briefing be limited to specific supplement data obtained through FSS mass-dissem- information. If applicable, include the statement ination media, obtain pertinent background informa- “VFR flight not recommended” in accordance with tion, the specific items required by the pilot, and subparagraph 2−2−1c2. The specialist must issue the provide the information in the sequence listed in following cautionary advisory to a pilot planning a subparagraph 2−2−1c. flight outside of United States controlled airspace, 4. When a pilot requests to file a flight plan only, unless the pilot advises they have the international ask if he/she requires the latest information on cautionary advisory. adverse conditions along the route of flight. If so, PHRASEOLOGY− provide the information pertinent to the route of flight CHECK DATA AS SOON AS PRACTICAL AFTER in accordance with subparagraph 2−2−1c1. ENTERING FOREIGN AIRSPACE, AS OUR 5. Solicit PIREPs in accordance with INTERNATIONAL DATA MAY BE INACCURATE OR subparagraph 2−2−1c11. INCOMPLETE.

b. Conduct abbreviated briefings as follows: 2−2−3. CONDUCT OF OUTLOOK BRIEFING a. Provide an outlook briefing when the proposed 1. When a pilot desires specific information departure is 6 hours or more from the time of the only, provide the requested information. If adverse briefing. Conduct the briefing in accordance with conditions are reported or forecast, advise the pilot. subparagraph 2−2−1c. Omit items in subparagraphs Provide details on these conditions, in accordance c2, c4, and c7 through c11, unless specifically with subparagraph 2−2−1c1, at the pilot’s request. requested by the pilot or deemed pertinent by the specialist. 2. When a pilot requests an update to a previous briefing, obtain from the pilot the time the briefing b. When the proposed flight is scheduled to be was received and necessary background information. conducted beyond the valid time of the available To the extent possible, limit the briefing to forecast material, provide a general outlook and then appreciable changes in meteorological and aeronaut- advise the pilot when complete forecast data will be ical conditions since the previous briefing. available for the proposed flight.

Preflight Pilot Briefing 2−2−3

6/17/21 JO 7110.10BB

Chapter 3. Inflight Services

Section 1. General

3−1−1. INFLIGHT SERVICES 1. Provide priority handling to civil air ambulance flights when the pilot, in radio a. Inflight services are those provided to or transmissions, verbally identifies the flight by stating affecting aircraft inflight or otherwise operating on “MEDEVAC” followed by the FAA authorized call the airport surface. This includes services to airborne sign or the full civil registration letters/numbers. aircraft, such as delivery of ATC clearances, Good judgment must be used in each situation to advisories or requests, issuance of military flight facilitate the most expeditious movement of a advisory messages, NOTAM, SAR communications MEDEVAC aircraft. searches, flight plan handling, transcribed or live broadcast, weather observations, PIREPs, and pilot NOTE− briefings. If a flight plan includes the letter “L” for “MEDEVAC” and/or includes “MEDEVAC” in Item 11 (Remarks) of the b. Upon request, provide en route aircraft with flight plan or Item 18 (Other Information) of an timely and pertinent weather data tailored to a international flight plan, the entries are considered specific altitude and route using the most current informational in nature only and not an identification for available sources of aviation meteorological inform- operational priority. ation. Tailor en route flight advisories to the phase of REFERENCE− flight that begins after climb out and ends with FAA Order JO 7110.10, Para 11−1−15, Aircraft Identification. descent to land. Current weather and terminal 2. Provide priority handling to AIR EVAC and forecast at the airport of first intended landing and/or HOSP flights when verbally requested by the pilot. the alternate airport must be provided on request. NOTE− When conditions dictate, provide information on If a flight plan includes “HOSP” or “AIR EVAC” in either weather for alternate routes and/or altitudes to assist Item 11 (Remarks) of the flight plan or Item 18 (Other the pilot in the avoidance of hazardous flight Information) of an international flight plan, the entries conditions. are considered informational in nature only and not an identification for operational priority. NOTE− Provide inflight services in accordance with the 3. Assist the pilots of MEDEVAC, AIR EVAC, procedures in this chapter to aircraft on a “first come, first and HOSP aircraft to avoid areas of significant served” basis, as circumstances permit. weather and adverse conditions. c. Prior to assuming inflight duties, the specialist 4. If requested by a pilot, provide additional must review, as a minimum, the graphic information assistance (i.e., landline notifications) to expedite listed in subparagraph 2−1−4a, Weather Display ground handling of patients, vital organs, or urgently Products (if available). After assuming duties, the needed medical materials. specialist must continue to review graphic and written data as needed during the watch to update and c. Provide maximum assistance to search and maintain a thorough knowledge of weather synoptic rescue (SAR) aircraft performing a SAR mission. and forecast information affecting aviation opera- d. Provide special handling as required to expedite tions. Flight Check and automated flight inspection “Flight Check (number) Recorded” aircraft. 3−1−2. OPERATIONAL PRIORITY a. Emergency situations are those where life or 3−1−3. INFLIGHT WEATHER BRIEFING property are in immediate danger. Aircraft in distress Upon request, provide inflight weather briefings, in have priority over all other aircraft. accordance with the procedure outlined in Chapter 2, b. Treat air ambulance flights as follows: Section 2.

General 3−1−1 JO 7110.10BB 6/17/21

3−1−4. INFLIGHT EQUIPMENT b. When an aircraft reports a global positioning MALFUNCTIONS system (GPS)/global navigation satellite system (GNSS) anomaly: a. Inflight equipment malfunctions include partial or complete failure of equipment which may affect 1. Request the following information: either safety and/or the ability of the flight to proceed. (a) Aircraft call sign and type of aircraft. b. When a pilot reports a flight equipment malfunction, determine the nature and extent of any (b) Date and time of the occurrence. assistance desired. (c) Location of anomaly. c. Provide maximum assistance possible consist- (d) Altitude. ent with equipment and any special handling requested. 2. Record the incident on FAA Form 7230-4. d. Relay to other specialists or facilities who will 3. Forward this information to the traffic handle the aircraft all information concerning the management unit (TMU) and Technical Operations equipment malfunction on the aircraft and any special personnel. handling requested or being provided. c. When an aircraft reports a Wide Area Augmentation System (WAAS) anomaly, request the 3−1−5. AIRCRAFT REPORTED following information and/or take the following MALFUNCTIONS actions: a. Aircraft-reported NAVAID malfunctions are 1. Determine if the pilot has lost all WAAS subject to varying circumstances. When an aircraft service. reports a ground-based NAVAID malfunction, take EXAMPLE− the following action: “Are you receiving any WAAS service?” 1. Request a report from a second aircraft. 2. If the pilot reports receipt of any WAAS service, acknowledge the report, and continue normal 2. If the second aircraft reports normal operations, if able, inform the first aircraft. Record operations. the incident on FAA Form 7230-4, Daily Record of 3. If the pilot reports loss of all WAAS service, Facility Operation. report as a GPS anomaly using procedures in 3. If the second aircraft confirms the malfunc- paragraph 3−1−5b. tion: d. When a pilot reports an ADS-B services (a) Notify the appropriate IFR control facility malfunction (i.e., ADS-B, TIS-B, FIS-B, or ADS-R): or sector. 1. Request the following information: (b) Notify Technical Operations personnel. (a) Aircraft call sign and type of aircraft. (c) Take NOTAM action when requested by (b) Date and time of observation. Technical Operations personnel. (c) Location and altitude of anomaly. (d) Record the incident on FAA Form 7230-4. (d) Condition observed (or anomaly). 4. In the absence of a second aircraft report: (e) Type and software version of avionics system. (a) Notify Technical Operations and advise what time the initial aircraft reported the failure and 2. Forward this information to an Operations when a second aircraft report might be obtained. Control Center (OCC) or Service Operations Center (SOC) as appropriate. (b) Record the incident on FAA Form 7230-4. 3. Record the incident on FAA Form 7230-4.

3−1−2 General 6/17/21 JO 7110.10BB

3−1−6. NAVAID FLIGHT CHECK automatic recording equipment. An uninterrupted flight is necessary for successful completion of the mission. The Provide maximum assistance to aircraft engaged in workload for the limited number of aircraft engaged in flight inspection of NAVAIDs. Unless otherwise these activities requires strict adherence to a schedule. agreed to, maintain direct contact with the pilot and 2. Flight inspection operations which require special provide information regarding known traffic in the participation of ground personnel, specific communica- area and request the pilot’s intentions. tions, or radar operation capabilities are considered to NOTE− require special handling. These flights are coordinated 1. Many flight inspections are accomplished using with appropriate facilities before departure.

General 3−1−3

6/17/21 JO 7110.10BB

Section 2. Data Recording

3−2−1. TYPES OF DATA RECORDED FIG 3−2−1 Hand-Printed Characters Chart a. Operational system entries for:

1. Flight plans and related messages.

2. Logging pilot briefings and aircraft contacts.

3. Weather/Flight data messages.

b. Manual strip marking.

3−2−2. METHODS OF RECORDING DATA

a. Except as provided in 3−2−2b, all entries must be made directly into the operational system.

b. Locally-approved procedures may be used to manually record data during heavy traffic periods or system outages. Aircraft contact information should be logged in the operational system as soon as practical.

c. Use control/clearance symbols, abbreviations, location identifiers, and contractions for recording position reports, traffic clearances, and other data. When recording data either electronically or manually, you may use:

1. Plain language to supplement data when it will aid in understanding the recorded information.

2. Locally-approved contractions and identifiers for frequently used terms and local fixes not listed in either FAA Order JO 7340.2, Contractions, or FAA Order JO 7350.9, Location Identifiers. Use only within your facility, not on data or interphone circuits. All locally-approved contractions and identifiers must be placed in facility files for record and reference purposes.

d. When recording data manually, use the standard hand-printed characters shown in FIG 3−2−1 to prevent misinterpretation.

Data Recording 3−2−1 JO 7110.10BB 6/17/21

NOTE− c. Flight plan information may initially be A slant line crossing through the numeral zero and an recorded on FAA Form 7233-1 or other paper prior to underline of the letter “S” on handwritten portions of entry into the operational system. flight progress strips are required only when there is reason to believe the lack of these markings could lead to a misunderstanding. A slant line through the numeral zero 3−2−4. FLIGHT PROGRESS STRIPS (FAA is required on all weather data. FORMS 7230-21 AND 7233-5) 1. To correct or update data, draw a horizontal a. When officially used to record inflight data, use line through it and write the correct information flight progress strips to record: adjacent to it. 1. Aircraft contacts. 2. Do not erase any item. 2. ATC clearances. 3. Pilot briefings on airborne aircraft. 3−2−3. IFR/VFR/DVFR FLIGHT PLAN RECORDING 4. Other operationally significant items. a. Use the operational system to record and file b. Use a flight progress strip for each aircraft and flight plans, flight plan modifications, cancellations, record all contacts with that aircraft on the same strip. activations, and closures for appropriate distribution If supplemental strips are needed for additional and processing. Detailed instructions are contained in writing space, keep the original and supplemental the operational system manuals. strips together. NOTE− NOTE− Multiple flights by the same aircraft may be recorded on FSS operational systems contain an electronic equivalent a single strip when situational awareness and strip bay of authorized FAA Flight Plan Forms. efficiency are improved. b. When closing an active VFR flight plan, obtain departure point and destination, if not already known. 3−2−5. FLIGHT PROGRESS STRIPS AND NOTE− ENTRY DATA A canceled VFR flight plan is one that is removed from a a. Flight progress strip. (See FIG 3−2−2.) proposed list and has not been activated. A closed VFR flight plan is one that has been activated and is then b. Flight progress strip entry. (See FIG 3−2−3 and removed from an inbound list. FIG 3−2−4.) FIG 3−2−2 Flight Progress Strip

3−2−2 Data Recording 6/17/21 JO 7110.10BB

FIG 3−2−3 Strip Entry 1

FIG 3−2−4 Strip Entry 2

Data Recording 3−2−3 JO 7110.10BB 6/17/21

c. Flight progress strip Item and Information. d. Flight progress strip abbreviation. (See TBL 3−2−1.) (See TBL 3−2−2 ) TBL 3−2−2 TBL 3−2−1 Abbreviation Item and Information Abbreviation Meaning Item Information Õ Over Flight Aircraft Identification (ACID) (To ↓ Inbound Flight identify IFR aircraft piloted by solo ↑ Outbound Flight USAF under-graduate pilot, the letter Z A AIRMET (WA) 1 will be added to aircraft ID on the flight AA Airport Advisory progress strip. Do not use the suffix in CWT Caution Wake Turbulence ground-to-air communications.) D DVFR 2 Type of aircraft/special equipment. DA Decided Against Flight 3 True airspeed (TAS) and altitude (IFR). DD Decided to Delay Flight Altitude (VFR/DVFR, if known). DW Downwind 4 Departure point. FP Filed Flight Plan 5 Route of flight. I IFR 6 Destination. IC Incomplete Briefing 7 Actual departure time, or time VFR PB Pilot Brief flight plan activated. RY Runway 8 ETA at destination. S SVFR V VFR 9 Estimated time of fuel exhaustion. VNR VFR Flight not recommen- 10 Type of flight. ded (Pilot Brief) 11 Action time; for example, overdue WS SIGMET time, fuel exhaustion time, LR contact WST Convective SIGMET time. e. Record ATC instructions and clearances 12 Time of contact with pilot. completely and exactly. 13 Information received from pilot/another facility. f. Summarize other data using approved symbols 14 Data issued to the aircraft. and contractions. (See FIG 3−2−5 and FIG 3−2−6.)

3−2−4 Data Recording 6/17/21 JO 7110.10BB

FIG 3−2−5 Control Information Symbols Chart 1

Data Recording 3−2−5 JO 7110.10BB 6/17/21

FIG 3−2−6 Control Information Symbols Chart 2

g. Do not record issuance of altimeter setting b. When using flight progress strips, if the station unless that is the only information provided during has the aircraft’s flight plan, enter “FP” in item 14 on the contact. the strip to show the flight plan is on file at the facility. c. If there is no flight plan on file for the aircraft, the following must be obtained: 3−2−6. AIRCRAFT CONTACTS 1. ACID. a. Inflight contacts may be logged in the 2. Type of flight. operational system, on flight progress strips, or on facility approved alternate forms. 3. Time of contact.

3−2−6 Data Recording 6/17/21 JO 7110.10BB

4. Other items which are operationally signific- Cleared to depart from the D ant. fix. d. If the inflight position is recorded, you may F Cleared to the fix. Cleared to hold and instruc- limit entries in the aircraft contact portion of the strip H to those necessary for your use. tions issued. L Cleared to land. e. Log aircraft contacts using the operational N Clearance not delivered. system. The following should be logged using the O Cleared to the outer marker. symbols in TBL 3−2−3 and TBL 3−2−4: Cleared to climb/descend at PD 1. Type of Briefing pilot’s discretion. Cleared to fly specified (a) Standard sectors of a NAVAID defined Q (b) Abbreviated in terms of courses, bearings, radials, or quadrants within a (c) Outlook designated radius. Cleared through (for landing 2. Type of Flight T and takeoff through interme- (a) IFR diate point). V Cleared over the fix. (b) VFR Cleared to cross (airway, X (c) Defense VFR (DVFR) route, radial) at (point). Z Tower jurisdiction. 3. Category of Flight TBL 3−2−4 (a) Air Carrier Miscellaneous Abbreviation (b) Air Taxi Abbreviation Meaning BC Back course approach. (c) Military CT Contact approach. FA Final approach. (d) General Aviation GPS GPS approach. 4. Aircraft ID I Initial approach. ILS ILS approach. 5. Type of Service MA Missed approach. (a) Airport advisory MLS MLS approach. NDB Nondirectional radio beacon (b) Clearance(s); for example, IFR, special approach. VFR (SVFR) OTP VFR conditions-on-top. 6. Remarks. Operating Position (if not automat- PA Precision approach. ically logged by operational system) PT Procedure turn. RH Runway heading. TBL 3−2−3 RP Report immediately upon Clearance Abbreviation passing (fix/altitude). Abbreviation Meaning RX Report crossing. Cleared to airport (point of A SA Surveillance approach. intended landing). SI Straight-in approach. B Center clearance delivered TA TACAN approach. ATC clears (when clearance TL Turn left. C relayed through non-ATC TR Turn right. facility). VA Visual approach. CAF Cleared as filed. VR VOR approach.

Data Recording 3−2−7

6/17/21 JO 7110.10BB

Section 3. Radio Communications

3−3−1. FREQUENCY USE phonetic pronunciation of the numbers/letters of the aircraft registration if used by the pilot on the initial a. Use radio frequencies for the specific purposes or subsequent call. for which they are intended. A frequency may be used for more than one function when required. Use the EXAMPLE− minimum number of frequencies to conduct Specialist initiated call: communications. Request pilots file flight plans on “November One Two Three Four Golf, Juneau Radio, discrete frequencies when possible. over.” b. Monitor assigned radio frequencies continu- “Piper Three Four Seven Seven Papa, Fort Worth Radio, ously. Keep speaker volumes at a level sufficient to A-T-C clearance, over.” hear all transmissions. c. Replying to call up from aircraft. Identification of the aircraft initiating the call up. Use the full 3−3−2. AUTHORIZED TRANSMISSIONS identification in reply to aircraft with similar sounding identifications. For other aircraft, use the a. Transmit only those messages necessary for same identification the pilot used in initial call up; safe and efficient use of the National Airspace System then use the correct identification after (NAS). communication has been established. The specialist 1. Relay operational information to an aircraft may state the aircraft type, model, or manufacturer’s or its company, as requested, when abnormal name followed by the ICAO phonetic pronunciation conditions necessitate such requests. Do not agree to of the numbers/letters of the aircraft registration if handle such messages on a regular basis. used by the pilot.

2. Relay official FAA messages as required. EXAMPLE− Responding to pilot’s initial or subsequent call: b. Inform an aircraft of the source of any message you relay from an appropriate authority. “Jet Commander One Two Three Four Papa.”

c. Use the words or phrases in radio “Bonanza One Two Three Four Tango.” communications as contained in the P/CG. “November Six Three Eight Mike Foxtrot.” 3−3−3. RADIO MESSAGE FORMAT d. The word “heavy” must be used as part of the identification in communications with or about a. Use the following format for radio communica- heavy jet aircraft. tions with an aircraft: PHRASEOLOGY− 1. Identification of aircraft. UNITED FIFTY-EIGHT HEAVY. 2. Identification of the calling unit. NOTE− 1. Most airlines use the word “heavy” following the 3. The type of message to follow when this will company prefix and trip number when establishing assist the pilot. communications or when changing frequencies. 4. The word “over,” if required. 2. When in radio-telephone communications with “Air Force One,” do not add the “heavy” designator to the call b. Specialist initiated call. State the prefix , for sign. State only the call sign “Air Force One” regardless example “November” when establishing initial of the type of aircraft. communications with U.S.−registered aircraft e. Preface a clearance or instruction intended for a followed by the International Civil Aviation Organization (ICAO) phonetic pronunciation of the specific aircraft with the identification of that aircraft. numbers/letters of the aircraft registration. The f. Emphasize appropriate digits, letters, or similar specialist may state the aircraft type, the model, the sounding words to aid in distinguishing between manufacturer’s name, followed by the ICAO similar sounding aircraft identifications.

Radio Communications 3−3−1 JO 7110.10BB 6/17/21

Additionally, notify each pilot concerned when 2. If the aircraft is arriving or departing a local communicating with aircraft having similar sounding airport served by an operating control tower, issue identifications. altimeter setting on request only. EXAMPLE− 3. When a pilot acknowledges that he/she has “American Five Twenty-one and American Twenty-one, received the AFIS broadcast, specialists may omit transmissions being made to each of you on this those items contained in the broadcasts if they are frequency.” current (Alaska only). “Advisory to Cessna One Three Two Four, transmissions 4. Aircraft arriving or departing from a to Cessna One Two Three Four also being made on this non-towered airport which has a commissioned frequency.” automated weather reporting with ground-to-air capability must be advised to monitor the automated weather frequency for the altimeter setting. 3−3−4. ABBREVIATED TRANSMISSION PHRASEOLOGY− Transmissions may be abbreviated as follows: MONITOR (location) AUTOMATED WEATHER FOR CURRENT ALTIMETER. a. Use the identification prefix and the last three digits or letters of the aircraft identification after NOTE− This requirement is deleted if the pilot states that he/she communications have been established. Do not has the automated weather. abbreviate similar sounding aircraft identifications or the identification of an air carrier or other civil aircraft 5. When the barometric pressure is greater than having an FAA-authorized call sign. 31.00 inches Hg., Flight Standards will implement high barometric pressure procedures by NOTAM, b. Omit the facility identification after defining the geographic area affected. When this communication has been established. occurs, use the following procedures: c. Transmit the message immediately after the call (a) IFR aircraft. Issue the altimeter setting up (without waiting for the aircraft’s reply) when the and advise the pilot that high pressure altimeter message is short and receipt is generally assured. setting procedures are in effect. Control facilities will issue specific instructions when relaying IFR d. Omit the word “over” if the message obviously clearances and control instructions through FSS requires a reply. facilities when the altimeter is above 31.00 inches Hg. 3−3−5. ROUTINE RADIO CONTACTS (b) VFR aircraft. Issue the altimeter setting. Advise the pilot that high pressure altimeter setting Record information received from or given to the procedures are in effect and to use an altimeter setting pilot. Prior to terminating the contact, provide the of 31.00 inches Hg en route. following information if it is pertinent and the pilot indicates that it has not been received previously. PHRASEOLOGY− ALTIMETER IN EXCESS OF THREE ONE ZERO ZERO. a. Weather Advisory. When a weather advisory HIGH PRESSURE ALTIMETER SETTING such as a WA, WS, WST, CWA, or AWW which PROCEDURES ARE IN EFFECT. RECOMMEND YOU affects an aircraft’s position, route, or destination. SET ALTIMETER THREE ONE ZERO ZERO EN ROUTE. b. NOTAM. Inform the pilot of any pertinent NOTE− NOTAMs affecting the flight. Airports unable to accurately measure barometric c. Altimeter Setting. pressures above 31.00 inches Hg will report the barometric pressure as missing or in excess of 31.00 1. If the aircraft is operating below 18,000 feet inches Hg. Flight operations to or from those airports are MSL, issue current altimeter setting obtained from restricted to VFR weather conditions. direct reading instruments or received from weather REFERENCE− AIM, Chapter 7, Section 2, Altimeter Setting Procedures. reporting stations. Use the setting for the location FAA Order JO 7110.65 Para 2−7−2 g, Altimeter Setting Issuance Below nearest the position of the aircraft. Lowest Usable FL.

3−3−2 Radio Communications 6/17/21 JO 7110.10BB

d. Incorrect Cruising Altitude. If the aircraft is NOTE− operating VFR at an altitude between 3,000 feet AGL Facilities located in those areas where VFR altitude to, but not including FL180, and reports at an separation is below 3,000 feet AGL or above FL 180 must incorrect cruising altitude for the direction of flight, provide appropriate phraseology examples for local use. issue a VFR cruising altitude advisory. e. Altimeter Setting in Millibars (MBs). If a request for the altimeter setting in MBs is received, PHRASEOLOGY− V-F-R CRUISING LEVELS FOR YOUR DIRECTION OF use the setting for the location nearest the position of FLIGHT ARE: (Odd/Even) ALTITUDES PLUS FIVE the aircraft and convert to the MBs equivalent value HUNDRED FEET. using a MBs conversion chart. If the Mbs setting is not a whole number, always round down. (See TBL 3−3−1.) TBL 3−3−1 Millibar Conversion Chart

MILLIBAR CONVERSION CHART inches millibars inches millibars inches millibars inches millibars inches millibars inches millibars inches millibars inches millibars 27.50 931.3 28.00 948.2 28.50 965.1 29.00 982.1 29.50 999.0 30.00 1015.9 30.50 1032.8 31.00 1049.8 27.51 931.6 28.01 948.5 28.51 965.5 29.01 982.4 29.51 999.3 30.01 1016.3 30.51 1033.2 31.01 1050.1 27.52 931.9 28.02 948.9 28.52 965.8 29.02 982.7 29.52 999.7 30.02 1016.6 30.52 1033.5 31.02 1050.5 27.53 932.3 28.03 949.2 28.53 966.1 29.03 983.1 29.53 1000.0 30.03 1016.9 30.53 1033.9 31.03 1050.8 27.54 932.6 28.04 949.5 28.54 966.5 29.04 983.4 29.54 1000.3 30.04 1017.3 30.54 1034.2 31.04 1051.1 27.55 933.0 28.05 949.9 28.55 966.8 29.05 983.7 29.55 1000.7 30.05 1017.6 30.55 1034.5 31.05 1051.5 27.56 933.3 28.06 950.2 28.56 967.2 29.06 984.1 29.56 1001.0 30.06 1017.9 30.56 1034.9 31.06 1051.8 27.57 933.6 28.07 950.6 28.57 967.5 29.07 984.4 29.57 1001.4 30.07 1018.3 30.57 1035.2 31.07 1052.2 27.58 934.0 28.08 950.9 28.58 967.8 29.08 984.8 29.58 1001.7 30.08 1018.6 30.58 1035.6 31.08 1052.5 27.59 934.3 28.09 951.2 28.59 968.2 29.09 985.1 29.59 1002.0 30.09 1019.0 30.59 1035.9 31.09 1052.8 27.60 934.6 28.10 951.6 28.60 968.5 29.10 985.4 29.60 1002.4 30.10 1019.3 30.60 1036.2 31.10 1053.2 27.61 935.0 28.11 951.9 28.61 968.8 29.11 985.8 29.61 1002.7 30.11 1019.6 30.61 1036.6 31.11 1053.5 27.62 935.3 28.12 952.3 28.62 969.2 29.12 986.1 29.62 1003.0 30.12 1020.0 30.62 1036.9 31.12 1053.8 27.63 935.7 28.13 952.6 28.63 969.5 29.13 986.5 29.63 1003.4 30.13 1020.3 30.63 1037.3 31.13 1054.2 27.64 936.0 28.14 952.9 28.64 969.9 29.14 986.8 29.64 1003.7 30.14 1020.7 30.64 1037.6 31.14 1054.5 27.65 936.3 28.15 953.3 28.65 970.2 29.15 987.1 29.65 1004.1 30.15 1021.0 30.65 1037.9 31.15 1054.9 27.66 936.7 28.16 953.6 28.66 970.5 29.16 987.5 29.66 1004.4 30.16 1021.3 30.66 1038.3 31.16 1055.2 27.67 937.0 28.17 953.9 28.67 970.9 29.17 987.8 29.67 1004.7 30.17 1021.7 30.67 1038.6 31.17 1055.5 27.68 937.4 28.18 954.3 28.68 971.2 29.18 988.1 29.68 1005.1 30.18 1022.0 30.68 1038.9 31.18 1055.9 27.69 937.7 28.19 954.6 28.69 971.6 29.19 988.5 29.69 1005.4 30.19 1022.4 30.69 1039.3 31.19 1056.2 27.70 938.0 28.20 955.0 28.70 971.9 29.20 988.8 29.70 1005.8 30.20 1022.7 30.70 1039.6 31.20 1056.6 27.71 938.4 28.21 955.3 28.71 972.2 29.21 989.2 29.71 1006.1 30.21 1023.0 30.71 1040.0 31.21 1056.9 27.72 938.7 28.22 955.6 28.72 972.6 29.22 989.5 29.72 1006.4 30.22 1023.4 30.72 1040.3 31.22 1057.2 27.73 939.0 28.23 956.0 28.73 972.9 29.23 989.8 29.73 1006.8 30.23 1023.7 30.73 1040.6 31.23 1057.6 27.74 939.4 28.24 956.3 28.74 973.2 29.24 990.2 29.74 1007.1 30.24 1024.0 30.74 1041.0 31.24 1057.9 27.75 939.7 28.25 956.7 28.75 973.6 29.25 990.5 29.75 1007.5 30.25 1024.4 30.75 1041.3 31.25 1058.2 27.76 940.1 28.26 957.0 28.76 973.9 29.26 990.8 29.76 1007.8 30.26 1024.7 30.76 1041.6 31.26 1058.6 27.77 940.4 28.27 957.3 28.77 974.3 29.27 991.2 29.77 1008.1 30.27 1025.1 30.77 1042.0 31.27 1058.9 27.78 940.7 28.28 957.7 28.78 974.6 29.28 991.5 29.78 1008.5 30.28 1025.4 30.78 1042.3 31.28 1059.3 27.79 941.1 28.29 958.0 28.79 974.9 29.29 991.9 29.79 1008.8 30.29 1025.7 30.79 1042.7 31.29 1059.6 27.80 941.4 28.30 958.3 28.80 975.3 29.30 992.2 29.80 1009.1 30.30 1026.1 30.80 1043.0 31.30 1059.9 27.81 941.8 28.31 958.7 28.81 975.6 29.31 992.6 29.81 1009.5 30.31 1026.4 30.81 1043.3 31.31 1060.3 27.82 942.1 28.32 959.0 28.82 976.0 29.32 992.9 29.82 1009.8 30.32 1026.8 30.82 1043.7 31.32 1060.6 27.83 942.4 28.33 959.4 28.83 976.3 29.33 993.2 29.83 1010.2 30.33 1027.1 30.83 1044.0 31.33 1061.0 27.84 942.8 28.34 959.7 28.84 976.6 29.34 992.6 29.84 1010.5 30.34 1027.4 30.84 1044.4 31.34 1061.3 27.85 943.1 28.35 960.0 28.85 977.0 29.35 993.9 29.85 1010.8 30.35 1027.8 30.85 1044.7 31.35 1061.6 27.86 943.4 28.36 960.4 28.86 977.3 29.36 994.2 29.86 1011.2 30.36 1028.1 30.86 1045.0 31.36 1062.0 27.87 943.8 28.37 960.7 28.87 977.7 29.37 994.6 29.87 1011.5 30.37 1028.4 30.87 1045.4 31.37 1062.3 27.88 944.1 28.38 961.1 28.88 978.0 29.38 994.9 29.88 1011.9 30.38 1028.8 30.88 1045.7 31.38 1062.6 27.89 944.5 28.39 961.4 28.89 978.3 29.39 995.3 29.89 1012.2 30.39 1029.1 30.89 1046.1 31.39 1063.0 27.90 944.8 28.40 961.7 28.90 978.7 29.40 995.6 29.90 1012.5 30.40 1029.5 30.90 1046.4 31.40 1063.3 27.91 945.1 28.41 962.1 28.91 979.0 29.41 995.9 29.91 1012.9 30.41 1029.8 30.91 1046.7 31.41 1063.7 27.92 945.5 28.42 962.4 28.92 979.3 29.42 996.3 29.92 1013.2 30.42 1030.1 30.92 1047.1 31.42 1064.0 27.93 945.8 28.43 962.8 28.93 979.7 29.43 996.6 29.93 1013.5 30.43 1030.5 30.93 1047.4 31.43 1064.3 27.94 946.2 28.44 963.1 28.94 980.0 29.44 997.0 29.94 1013.9 30.44 1030.8 30.94 1047.7 31.44 1064.7 27.95 946.5 28.45 963.4 28.95 980.4 29.45 997.3 29.95 1014.2 30.45 1031.2 30.95 1048.1 31.45 1065.0 27.96 946.8 28.46 963.8 28.96 980.7 29.46 997.6 29.96 1014.6 30.46 1031.5 30.96 1044.4 31.46 1065.4 27.97 947.2 28.47 964.1 28.97 981.0 29.47 998.0 29.97 1014.9 30.47 1031.8 30.97 1048.8 31.47 1065.7 27.98 947.5 28.48 964.4 28.98 981.4 29.48 998.3 29.98 1015.2 30.48 1032.2 30.98 1049.1 31.48 1066.0 27.99 947.9 28.49 964.8 28.99 981.7 29.49 998.6 29.99 1015.6 30.49 1032.5 30.99 1049.4 31.49 1066.4

Radio Communications 3−3−3 JO 7110.10BB 6/17/21

3−3−6. RADIO COMMUNICATIONS TRANSFER (Aircraft identification), (position), (altitude), (route), AND (destination). Transfer radio communications by specifying the b. Prefix all ATC clearances, advisories, or following: requests with the appropriate phrase “A-T-C a. The name of the facility to be contacted and the CLEARS,” “A-T-C ADVISES,” etc. frequency. c. When issuing information, relaying clearances, PHRASEOLOGY− or instructions, ensure acknowledgement by the CONTACT (name of facility) ON (frequency). pilot. b. In situations where an aircraft will continue to d. If altitude, heading, or other items are read back communicate with your facility, use the following: by the pilot, ensure the readback is correct. If PHRASEOLOGY− incorrect or incomplete, make corrections as CONTACT (name of service) ON (frequency). appropriate. NOTE− 3−3−7. ATC CLEARANCES, ADVISORIES, Pilots may acknowledge clearances, instructions, or OR REQUESTS information by using “Wilco,” “Roger,” “Affirmative,” or other appropriate words or remarks. a. Notify ATC via interphone of a pilot’s request REFERENCE− for clearance and include the departure and P/CG. destination airports and, if appropriate, departing runway and time in the request. Forward pilot 3−3−8. DEPARTURE REPORTS requests to execute the Visual Climb Over Airport a. When an IFR aircraft reports airborne or is (VCOA) procedure to ATC. Relay, verbatim, ATC observed airborne, transmit the aircraft identification clearances, advisories, and requests received from the and departure time to the control facility from which control facility. Give a time check to the nearest the clearance was received. quarter minute when relaying a clearance that includes a release or void time. PHRASEOLOGY− (Facility) RADIO. DEPARTURE. (Aircraft NOTE− identification), (time). For ATC clearances, “verbatim” means exact control NOTE− instructions in the format stated in FAA Order JO 7110.65, 1. This includes known VFR departure times of aircraft Air Traffic Control, Chapter 4, Section 2, Clearances, and which are to obtain IFR clearances when airborne. Section 3, Departure Procedures. 2. The requirement for transmitting departure reports PHRASEOLOGY− may be omitted if requested by the IFR control facility, Aircraft on the ground: provided the procedures are specified in a Letter of Agreement. (ARTCC facility’s name) Center FLIGHT DATA, CLEARANCE REQUEST b. When an aircraft which has filed an IFR flight or plan requests a VFR departure, facilitate the request as follows: (Facility) RADIO, CLEARANCE REQUEST. 1. If the facility/sector responsible for issuing After go−ahead from ATC, the clearance is unable to issue a clearance, inform the pilot and suggest that the delay be taken on the (Aircraft identification) DEPARTING (airport), ground. If the pilot insists upon taking off VFR and RUNWAY (number if applicable) DESTINATION (fix or obtaining an IFR clearance in the air, relay the pilot’s airport). (If applicable), CAN BE OFF AT (time). intentions and, if possible, the VFR departure time to the facility/sector holding the flight plan. Aircraft airborne: 2. After obtaining approval from the facility/ (Facility) RADIO, CLEARANCE REQUEST. sector responsible for issuing the IFR clearance, an aircraft planning IFR flight may be authorized to After go−ahead from ATC: depart VFR. Inform the pilot of the proper frequency

3−3−4 Radio Communications 6/17/21 JO 7110.10BB and, if appropriate, where or when to contact the a. Three minutes of receipt; or facility responsible for issuing the clearance. b. Three minutes after the specified delivery time; (a) When requesting: or PHRASEOLOGY− c. A specified cancellation time. (Facility) RADIO. (Aircraft identification), REQUEST V-F-R DEPARTURE. 3−3−12. BROADCAST (BLIND (b) When relaying to aircraft: TRANSMISSION) OF MESSAGES PHRASEOLOGY− Broadcast messages as requested by ATC. If no A-T-C ADVISES (aircraft identification) V-F-R accompanying transmitting instructions are received, DEPARTURE APPROVED. CONTACT (facility) ON transmit the message four times: (frequency) AT (location or time, if required) FOR CLEARANCE. a. Once upon receipt; and (c) Relaying to control facility: b. At approximately 3-minute intervals thereafter. PHRASEOLOGY− (Facility) RADIO. (Aircraft identification) DEPARTED 3−3−13. PENETRATION OF CLASS A V-F-R AT (time). AIRSPACE OR PROHIBITED/RESTRICTED AREA 3−3−9. IFR FLIGHT PROGRESS REPORTS a. Penetration of Class A airspace. When a VFR Relay to the appropriate ATC facility the aircraft aircraft’s position report indicates penetration of identification, position, time, altitude, estimate of Class A airspace: next reporting point, name of subsequent reporting 1. Inform the pilot of the Class A airspace point, and any pilot remarks or requests including penetration and request intentions. amended flight plan data. PHRASEOLOGY− PHRASEOLOGY− YOU ARE IN CLASS A AIRSPACE. AN A-T-C (Facility) RADIO. PROGRESS. (Aircraft identification), CLEARANCE IS REQUIRED. REQUEST YOUR (position), (altitude), (time) (name and estimate of next INTENTIONS. reporting point) (name of subsequent reporting point) (pilot’s remarks). 2. Inform the control facility immediately. 3. Relay ATC instructions. 3−3−10. ARRIVAL/MISSED APPROACH b. Penetration of PROHIBITED/RESTRICTED REPORTS AREA. When an aircraft report indicates penetration Relay to the appropriate ATC facility, by the most of a prohibited/restricted area: expeditious means available, the time that an IFR 1. Inform the pilot. aircraft lands, cancels, or executes a missed approach, and intentions, if known. PHRASEOLOGY− YOU ARE IN A PROHIBITED/RESTRICTED AREA, AUTHORIZATION IS REQUIRED. REQUEST YOUR 3−3−11. NONDELIVERY OF MESSAGES INTENTIONS. Inform ATC when a message has not been delivered 2. Inform the control facility immediately. within: Relay ATC instructions.

Radio Communications 3−3−5

6/17/21 JO 7110.10BB

Section 4. Airport Advisory Services (Alaska Only)

3−4−1. TYPES OF AIRPORT ADVISORY about what service is available, and provide the SERVICES appropriate service. Airport advisory services are provided at airports PHRASEOLOGY− without an operating control tower that have certified (Airport name) AIRPORT ADVISORY IS NOT AVAILABLE. REMOTE AIRPORT INFORMATION... automated weather reporting via voice capability. The types of service depend upon the location of the b. At airports with commissioned automated FSS and communications capabilities. There are weather with continuous automated voice capability, three types: instruct the pilot to monitor the automated broadcast and advise intentions. a. Local airport advisory (LAA) is a service provided by facilities that are located on the landing PHRASEOLOGY− MONITOR (location) AUTOMATED WEATHER airport. (frequency). ADVISE INTENTIONS. b. Remote airport advisory (RAA) is a remote 1. When the pilot indicates receipt of automated service which may be provided by facilities that are weather, provide the appropriate non-weather not located on the landing airport. elements. NOTE− 2. If the pilot reports the automated weather is LAA/RAA both have: out of service, provide the last reported weather 1. Ground-to-air communication on the com- available and the appropriate non-weather elements. mon traffic advisory frequency (CTAF). c. Advise the pilot that the requested airport 2. Automated weather reporting with voice advisory/RAIS service is not available. Provide broadcasting. CTAF frequency and/or the automated weather frequency, when available. When not available, issue 3. A continuous automated weather data the last known surface condition and altimeter. display. PHRASEOLOGY− 4. Other continuous direct reading instruments, (Airport name) AIRPORT ADVISORY or AIRPORT or manual observations available to the specialist. INFORMATION NOT AVAILABLE. CONTACT (airport name) CTAF (frequency). c. Remote airport information service (RAIS) is a d. During initial contact, if the pilot indicates temporary service provided by facilities which are receipt of automated weather, provide only the not located on the landing airport but have: appropriate non-weather elements. Do not provide 1. Communication capability. weather information unless specifically requested by the pilot or a special report is transmitted. 2. Automated weather reporting available to the EXAMPLE− pilot at the landing airport. RAIS: NOTE− Pilot - “Green Bay radio, Cessna 12RG, ten northeast, FAA policy requires pilots to access the current automated landing Eau Claire, request airport information, I have weather prior to requesting any remote ATC services at the automated weather.” non-towered airports. It is the pilot’s responsibility to comply with the Federal Aviation Regulations (FARs) if FSS - “Cessna 12RG, Eau Claire airport information, landing clearance is required. your traffic is a Cessna 172 entering downwind and a Convair 660 reported on final, both one minute ago. There is an airport maintenance vehicle. 3−4−2. GENERAL e. If additional pilots initiate contact a short time a. If a pilot asks for airport advisory services at an after airport advisory services were provided, airport where the requested service is not available determine if the new pilot(s) copied the information but one of the services is available, inform the pilot when it was provided.

Airport Advisory Services (Alaska Only) 3−4−1 JO 7110.10BB 6/17/21

1. If the new pilot responds in the affirmative, 2. Favored or designated runway is a service do not repeat the information. provided in conjunction with an airport advisory. The specialist must check the current wind data and 2. If the new pilot acknowledges the airport provide the favored or designated runway informa- advisory information and then requests specific tion as follows: information, provide only the information requested. (a) For takeoff and landing operations state

NOTE− the runway most nearly aligned into the wind. The intent is to reduce frequency clutter while insuring that the pilots are aware of the situation as it changes. (b) Inform the pilot when the current wind f. Final Guard is a service provided in conjunction direction is varying enough that the selection of the with airport advisory only during periods of favored runway may be affected, when there is more significant and fast changing weather conditions that than 10 knots between peaks and lulls, or the pilot has may affect landing and takeoff operations. requested the information. g. Where AFIS is available, confirm receipt of the (c) If there is no wind, state the runway current AFIS information if the pilot does not currently in use, the runway favored by a shorter initially state the appropriate AFIS code. Issue the taxiway, or other local consideration. current AFIS information to pilots who are unable to (d) When airport management has designated receive the AFIS or pilots that do not have the a runway to be used under certain wind or other information. conditions (and has informed the FSS in writing) EXAMPLE− issue runway information accordingly. “Verify you have information ALPHA.” (e) If the majority of the traffic has been using h. If the pilot requests special VFR clearance, a runway other than the favored or designated provide the appropriate elements and follow the runway, advise the pilot. procedures in Chapter 3, Section 5, Special VFR EXAMPLE− Operations. Landing airport has runways 27 (longer) and 32 with most pilots utilizing the shorter runway “WIND VARIABLE BETWEEN TWO EIGHT ZERO AND THREE FOUR 3−4−3. AIRPORT ADVISORY/RAIS ZERO AT ONE FIVE GUSTS TWO EIGHT, FAVORED ELEMENTS AND PHRASEOLOGY RUNWAY THREE TWO.” a. State the airport name and the type of service (f) When a pilot advises he/she will use a being provided: airport advisory or airport runway other than the favored or the designated information. runway, inform all known concerned traffic. EXAMPLE− PHRASEOLOGY− (Airport name), AIRPORT ADVISORY . . . ATTENTION ALL AIRCRAFT. (Aircraft type) DEPARTING/LANDING RUNWAY (number). Or (g) If a pilot requests the distance between an intersection and the runway end, furnish measured (Airport name), AIRPORT INFORMATION . . . data from the local airport intersection takeoff NOTE− diagram or other appropriate sources. At FSS facilities with AFIS equipment, if an aircraft has acknowledged receipt of the AFIS message, traffic (h) The favored or designated runway is advisories and additional information need not be never provided with RAIS. preceded by the phrase “(Airport name) AIRPORT 3. Altimeter Setting. ADVISORY.” b. Provide the following information as needed to (a) Airport Advisory: Apply special proced- best serve the current traffic situation. Do not approve ures when the altimeter setting is more than or disapprove simulated instrument approaches. 31.00 inches Hg. Stations with the capability of reading altimeter settings above 31.00 inches Hg 1. Wind direction and speed. must issue altimeter settings.

3−4−2 Airport Advisory Services (Alaska Only) 6/17/21 JO 7110.10BB

PHRASEOLOGY− conditions pertinent to flight, for example, local ALTIMETER IN EXCESS OF THREE ONE ZERO ZERO. NAVAIDs, TFRs. HIGH PRESSURE ALTIMETER SETTING PROCEDURES ARE IN EFFECT. RECOMMEND YOU EXAMPLE− SET ALTIMETER TO THREE ONE ZERO ZERO EN “All runways covered by packed snow 6 inches deep.” ROUTE.” 7. Weather. When the pilot does not have the weather conditions, issue the last reported or known (b) RAIS. Do not provide the altimeter unless weather information as follows: specifically requested. Then, provide the altimeter from the last official weather report. (a) Airport Advisory/RAIS: 4. Traffic. Information about observed or (1) Wind direction and speed. reported traffic, which may constitute a collision (2) Altimeter (except RAIS). hazard. This may include positions of aircraft inflight and/or aircraft and vehicles operating on the airport. (3) Ceiling and visibility to VFR aircraft when less than basic VFR conditions exist. PHRASEOLOGY− TRAFFIC (Aircraft type), (position), (minutes) AGO. (4) Visibility to VFR aircraft when it is less than three miles in any quadrant. 5. Braking action/NOTAM. Furnish braking action reports as received from pilots to all aircraft as (5) Touchdown runway visual range follows: (RVR)/runway visibility value (RVV) for the runway in use where RVR/RVV readout equipment is located (a) Describe braking action using the terms at the workstation providing the service. “good,” “good to medium,” “medium,” “medium to (6) To IFR aircraft executing an instrument poor,” “poor,” or “nil.” If the pilot reports braking approach or departure and to the appropriate control action in other than the approved terms, ask them to facility when visibility is less than 3 miles or when categorize braking action in these terms. the ceiling is less than 1,000 feet or below the highest (b) When known, include the type of aircraft circling minimum, whichever is greater. or vehicle from which the report is received. 8. Weather advisory alert. Provide in accord- EXAMPLE− ance with subparagraph 3−3−5a. “Braking action poor.” PHRASEOLOGY− (Advisory description) IS CURRENT FOR (condition) “Braking action medium, reported by a Cessna OVER (area). Four−Twenty−One.” 9. Density Altitude. (c) If the braking action report affects only a (a) Facilities at airports with field elevations portion of a runway, obtain enough information from of 2,000 feet MSL or higher, transmit a density the pilot to describe braking action in terms easily altitude advisory to departing general aviation understood by other pilots. aircraft whenever the temperature reaches the criteria EXAMPLE− contained in TBL 3−4−1. “Braking action poor first half of Runway Six, reported by TBL 3−4−1 a Gulfstream Two.” Density Altitude

“Braking action medium Runway Two−Seven, reported by Field Elevation Temperature (C) a Boeing Seven Thirty−Seven.” 2,000−2,999 29 degrees or higher NOTE− 3,000−3,999 27 degrees or higher Descriptive terms, such as first/last half of the runway, 4,000−4,999 24 degrees or higher should normally be used rather than landmark 5,000−5,999 21 degrees or higher descriptions, such as opposite the fire station, south of a 6,000−6,999 18 degrees or higher taxiway. 7,000−higher 16 degrees or higher 6. NOTAM. NOTAMs concerning local PHRASEOLOGY− NAVAIDs and local field conditions/airspace CHECK DENSITY ALTITUDE.

Airport Advisory Services (Alaska Only) 3−4−3 JO 7110.10BB 6/17/21

(b) Omit this advisory if pilot states the (a) Issue the runway surface condition and/or computation has been done or if the specialist is the runway condition reading (RCR), if provided, to aware that a density altitude computation for that all U.S. Air Force (USAF) and Air National Guard aircraft was included in the preflight briefing. (ANG) aircraft. Issue the RCR to other aircraft upon request. 10. Wake Turbulence. Issue cautionary information to any aircraft if in your judgment wake EXAMPLE− “Ice on runway, R-C-R zero five, patchy.” turbulence may have an adverse effect on it. NOTE− PHRASEOLOGY− USAF has established RCR procedures for determining CAUTION, WAKE TURBULENCE (traffic information). the average deceleration readings of runways under NOTE− conditions of water, slush, ice, or snow. The use of RCR Wake turbulence may be encountered by aircraft in flight code is dependent upon the pilot’s having a “stopping as well as when operating on the airport movement area. capability chart” specifically applicable to his/her Because wake turbulence is unpredictable, air traffic aircraft. USAF offices furnish RCR information at personnel are not responsible for anticipating its airports serving USAF and ANG aircraft. existence or effect. 3−4−4. CHARTS 11. Final Guard is a wind and altimeter monitoring service provided in conjunction with Keep charts depicting runways, local taxi routes, airport advisory during periods of significant and/or intersection takeoff information, airport traffic fast changing weather conditions that may affect patterns, and instrument approach procedures landing and takeoff operations. The specialist must convenient to the position that provides airport monitor the remote display of the current wind and advisory service. altimeter. Provide Final Guard as follows: 3−4−5. AUTHORIZED FREQUENCIES (a) When the pilot reports “On final” or “Taking the active runway,” the specialist must a. Airport Advisory: provide the current wind direction, speed, and 1. Provide airport advisory service on the altimeter. appropriate discrete frequency at non-towered (b) If during the landing or takeoff operation locations and on the tower local control frequency at conditions change and, in the specialist’s opinion, the an airport with a part-time tower when that facility is changing information might be useful to the pilot, the not operating. specialist must broadcast the new wind and/or 2. If a pilot calls on another frequency, issue altimeter information in the blind. advisories on the frequency to which the pilot is listening, in addition to the appropriate Airport (c) Pilots will not be required or expected to Advisory frequency. acknowledge the broadcast. 3. Encourage the pilot to guard the airport EXAMPLE− advisory frequency or tower local control frequency “N12RG, Wind (direction) at (speed).” within a 10-mile radius of the airport. NOTE− NOTE− Final Guard is never provided with RAIS. In situations where the inflight position is split, advise 12. Upon request, provide runway condition pilot of appropriate frequency to obtain Airport codes (RwyCC) as received from airport manage- Advisory/RAIS. ment to aircraft as follows: State the runway number PHRASEOLOGY− followed by the runway condition code for each of the FOR FURTHER ADVISORY SERVICE AT (airport three runway zones and the time of the report in UTC. name), MONITOR (frequency) WITHIN ONE ZERO MILES. Issue FICON NOTAMs upon pilot request. b. RAIS: EXAMPLE− “Runway two seven, condition code two, two, one at one 1. Provide RAIS on the existing discrete zero one eight ZULU.” frequency located at the remote airport.

3−4−4 Airport Advisory Services (Alaska Only) 6/17/21 JO 7110.10BB

2. If a pilot calls and appears to be unaware that airport and a NOTAM D announcing the availability of RAIS is available, offer the service. the service is in effect.

3. If a pilot calls on another frequency, issue 3−4−6. TRAFFIC CONTROL advisories on the frequency the pilot is listening, in When there is no control tower in operation and a addition to the appropriate airport advisory fre- pilot appears unaware of this fact, inform him/her as quency. follows: 4. If RAIS is requested when it is not offered, PHRASEOLOGY− inform the pilot that the service is not available and NO CONTROL TOWER IN OPERATION. follow paragraph 3−4−2c. 3−4−7. AIRCRAFT EQUIPMENT CHECKS NOTE− When requested, provide observed information. This service is only provided at remote airports that have an existing discrete communications capability between EXAMPLE− the airport and the flight service station serving the Landing gear appears to be down and in place.

Airport Advisory Services (Alaska Only) 3−4−5

6/17/21 JO 7110.10BB

Section 5. Special VFR Operation

3−5−1. AUTHORIZATION ATC CLEARS (aircraft identification) (coded arrival or a. Special VFR (SVFR) operations in weather departure procedure) ARRIVAL/DEPARTURE, conditions less than VFR minima are authorized: (additional instructions as required). 1. For helicopters and fixed-wing aircraft at any b. Transmit clearance for local SVFR operations location not prohibited by 14 CFR Part 91, for a specified period (series of takeoffs and landings, Appendix D, Section 3, or when an exception to etc.) upon request if the aircraft can be recalled when 14 CFR Part 91, Appendix D, Section 3, has been traffic or weather conditions require. Letters of granted and an associated letter of agreement agreement may be established. established. PHRASEOLOGY− REFERENCE− LOCAL SPECIAL V-F-R OPERATIONS IN THE 14 CFR Part 91, Appendix D, Section 3, Locations at which fixed-wing IMMEDIATE VICINITY OF (name) AIRPORT ARE Special VFR operations are prohibited. AUTHORIZED UNTIL (time). MAINTAIN SPECIAL 2. Only within surface areas. V-F-R CONDITIONS. 3. Only when requested by the pilot. c. If an aircraft operating under visual flight rules attempts to enter, depart, or operate within surface b. When the primary airport is reporting VFR, areas contrary to the provisions of 14 CFR Section SVFR operations may be authorized for aircraft 91.155 (basic VFR weather minimums), ensure the transiting surface areas when the pilot advises the pilot is aware of the current weather conditions. inability to maintain VFR. Provide the following information: NOTE− 1. At airports with commissioned automated Control facilities must always retain SVFR operations weather with continuous automated voice capability, authority when IFR operations are being conducted in instruct the pilot to monitor the automated broadcast surface areas. and advise intentions. PHRASEOLOGY− 3−5−2. REQUESTS FOR SPECIAL VFR MONITOR (location) AUTOMATED WEATHER CLEARANCE (frequency). ADVISE INTENTIONS. a. Transmit SVFR clearances only for operations 2. At airports without a commissioned within surface areas on the basis of weather automated weather, or, if the pilot is unable to receive conditions. If weather conditions are not reported, the automated weather broadcast, issue the most transmit an SVFR clearance whenever a pilot advises current weather report available. Advise the pilot that unable to maintain VFR and requests an SVFR the weather is below VFR minima, and request the clearance, provided the pilot reports having at least pilot’s intentions. 1-mile flight visibility. PHRASEOLOGY− PHRASEOLOGY− (Location) WEATHER, CEILING (height), VISIBILITY ATC CLEARS (aircraft identification) TO ENTER/OUT (miles). (Location) SURFACE AREA IS BELOW V-F-R OF/THROUGH (name) SURFACE AREA MINIMA. AN ATC CLEARANCE IS REQUIRED. ADVISE INTENTIONS. and if required, NOTE− Helicopters performing hover taxiing operations (direction) OF (name) AIRPORT (specified routing), and (normally not above 10 feet) within the boundary of the airport are considered to be taxiing aircraft. MAINTAIN SPECIAL V-F-R CONDITIONS, d. At a pilot’s request, issue a SVFR clearance, if and if required, appropriate, when a SVFR letter of agreement exists between an FSS and the control facility. If no AT OR BELOW (altitude below 10,000 feet MSL), agreement exists, request clearance from the control

Special VFR Operation 3−5−1 JO 7110.10BB 6/17/21 facility. State the aircraft’s location and route of SVFR operations at that airport by other than flight. helicopters as follows: PHRASEOLOGY− NOTE− (Facility name) RADIO. REQUEST SPECIAL V-F-R 14 CFR Part 91 does not prohibit helicopter Special VFR CLEARANCE (aircraft identification) (direction) OF flights when visibility is less than 1 mile. (location) AIRPORT (specified routing) TO ENTER/OUT 1. Inform departing aircraft that ground visibil- OF/THROUGH (name) AIRPORT (specified routing). ity is less than 1 mile and that a clearance cannot be NOTE− issued. IFR aircraft normally have priority over SVFR aircraft. PHRASEOLOGY− 1. If the pilot is operating outside surface area (Location) VISIBILITY (value). A-T-C UNABLE TO and requests SVFR clearance, issue the clearance or ISSUE DEPARTURE CLEARANCE. if unable, advise the pilot to maintain VFR outside 2. Inform arriving aircraft operating outside of surface area and to standby for clearance. the surface area that ground visibility is less than PHRASEOLOGY− 1 mile and, unless an emergency exists, a clearance MAINTAIN V-F-R OUTSIDE (location) SURFACE cannot be issued. AREA. STANDBY FOR CLEARANCE. PHRASEOLOGY− (Location) VISIBILITY (value). A-T-C UNABLE TO 2. When an aircraft requests a SVFR clearance ISSUE ENTRY CLEARANCE UNLESS AN to enter surface area during periods of SVFR activity, EMERGENCY EXISTS. instruct the pilot to maintain VFR conditions outside surface area pending arrival/recall/departure of 3. Inform arriving aircraft operating within the SVFR operations. surface area that ground visibility is less than 1 mile and request the pilot’s intentions. Relay the pilot’s PHRASEOLOGY− response to the control facility immediately. MAINTAIN V-F-R CONDITIONS OUTSIDE OF THE (location) SURFACE AREA PENDING PHRASEOLOGY− ARRIVAL/RECALL/DEPARTURE OF IFR/SPECIAL (Location) VISIBILITY (value). ADVISE INTENTIONS. V-F-R AIRCRAFT. b. When weather conditions are not officially 3. If the pilot is operating inside the surface area reported at an airport and the pilot advises the flight and requests an SVFR clearance, advise the pilot to visibility is less than 1 mile, treat request for SVFR maintain VFR and standby for clearance. operations at that airport by other than helicopters as follows: PHRASEOLOGY− NOTE− MAINTAIN V-F-R. STANDBY FOR CLEARANCE. 14 CFR Part 91 prescribes use of officially reported e. Suspend SVFR operations when necessary to ground visibility as the governing ground visibility for comply with instructions contained in subparagraph VFR and SVFR operations at airports where it is provided 3−5−4b or when requested by the control facility. and landing or takeoff flight visibility where it is not. 1. Inform departing aircraft that a clearance PHRASEOLOGY− SPECIAL V-F-R AUTHORIZATION DISCONTINUED. cannot be issued. RETURN TO AIRPORT OR DEPART SURFACE AREA. PHRASEOLOGY− ADVISE INTENTIONS. UNABLE TO ISSUE DEPARTURE CLEARANCE. 2. Inform arriving aircraft operating outside the After response: surface area that unless an emergency exists, a REPORT LANDING COMPLETED/CLEAR SURFACE clearance cannot be issued. AREA. PHRASEOLOGY− ATC UNABLE TO ISSUE ENTRY CLEARANCE UNLESS AN EMERGENCY EXISTS. 3−5−3. VISIBILITY BELOW 1 MILE 3. Request intentions of arriving aircraft a. When the ground visibility is officially reported operating within surface areas. Relay the pilot’s at an airport as less than 1 mile, treat requests for response to the control facility immediately.

3−5−2 Special VFR Operation 6/17/21 JO 7110.10BB

PHRASEOLOGY− a. Apply these procedures only to aircraft ADVISE INTENTIONS. equipped with a functioning two-way radio. Refer all c. Transmit a clearance to scheduled air carrier requests for no-radio SVFR operations to the control aircraft to conduct operations if ground visibility is facility. not less than 1/2 mile. b. Transmit clearances so that only one aircraft at d. Transmit a clearance to an aircraft to fly through a time operates in surface area unless: surface area if the pilot reports flight visibility is at least 1 statute mile. 1. Otherwise authorized by a letter of agreement between the control facility and the FSS. 3−5−4. PREDESIGNED SPECIAL VFR CLEARANCES 2. A pilot requests and all pilots agree that they Transmit predesigned SVFR clearances only during will maintain visual separation while operating in those periods authorized by the control facility. surface area. NOTE− The control facility may rescind this authorization at any PHRASEOLOGY− time. MAINTAIN VISUAL SEPARATION FROM (aircraft type).

Special VFR Operation 3−5−3

6/17/21 JO 7110.10BB

Section 6. Automatic Flight Information Service (AFIS) (Alaska Only)

3−6−1. AUTOMATIC FLIGHT INFORMATION EXAMPLE− SERVICE (AFIS) “For latest ceiling/visibility/altimeter/wind/(other conditions) contact (facility and frequency).” Use the AFIS to provide advance non−control airport, 3. Broadcast, on the LAA frequency, the new meteorological, and pertinent NOTAM information airport AFIS phonetic alphabet identifier after each to aircraft. Specialists must provide local airport new recording. advisory (LAA) information when the AFIS is not available. 4. After establishing two−way radio communication, if the pilot does not state that he/she has the NOTE− current AFIS code, the specialist must either: Use of the AFIS by pilots is not mandatory, but pilots who use two−way radio communication with the FSS are urged (a) Use LAA procedures to issue pertinent to use the service. AFIS information, or a. Begin each new AFIS message with the (b) Advise the pilot to return to the AFIS airport/facility name and a phonetic alphabet letter. frequency. The phonetic alphabet letter must also be spoken at 5. AFIS broadcasts may be suspended within the end of the message and be used sequentially, specified time periods. During these periods, the beginning with “Alpha,” ending with “Zulu.” AFIS must contain a brief statement that the AFIS is Full−time facilities must repeat the letter without suspended for the specified time and pilots should regard to the beginning of a new day. Part−time contact the FSS for LAA. facilities must identify the first resumed broadcast message with “Alpha.” PHRASEOLOGY− (Airport name) FLIGHT INFORMATION BROADCASTS b. The AFIS recording must be reviewed for ARE SUSPENDED UNTIL (time). CONTACT (facility completeness, accuracy, speech rate, and proper name) RADIO ON (frequency) FOR AIRPORT enunciation before being transmitted. INFORMATION. 6. Part−time and seasonal facilities must record c. Maintain an AFIS message that reflects the a message with the appropriate frequency and facility most current local airport information. contact information as well as known information 1. Make a new AFIS recording when any of the regarding resumption of LAA. following occur: PHRASEOLOGY− (Name of FSS) HOURS OF OPERATION ARE (time) (a) Upon receipt of any new official weather, LOCAL TIME TO (time) LOCAL TIME. THE COMMON regardless of any change in values. TRAFFIC ADVISORY FREQUENCY IS (frequency) PILOT CONTROLLED LIGHTING IS AVAILABLE ON (b) When runway braking action reports are (frequency). FOR ADDITIONAL INFORMATION received that indicate runway braking is worse than CONTACT (name of FSS) ON (frequency). what was included in the current AFIS broadcast. (Name of FSS) IS CLOSED FOR THE WINTER SEASON. (c) When there is a change in any other THE COMMON TRAFFIC ADVISORY FREQUENCY IS pertinent data for the airport or surrounding area, such (frequency). PILOT CONTROLLED LIGHTING IS as change in favored runway, new or canceled AVAILABLE ON (frequency). FOR ADDITIONAL NOTAMs, WAs, WSs, CWAs, PIREPs, or other INFORMATION CONTACT (name of FSS) ON information that facilitates the repetitive transmis- (frequency). sion of essential but routine information. 7. Use the following format and include the 2. Omit rapidly changing data. When this following in AFIS broadcast as appropriate: occurs, the AFIS must contain a statement advising (a) (Airport/facility name) airport informa- pilots whom to contact for the omitted data. tion.

Automatic Flight Information Service (AFIS) (Alaska Only) 3−6−1 JO 7110.10BB 6/17/21

(b) Phonetic alphabet designator. broadcast for one hour following the last report. Include the time, location, altitude, color, and (c) Special routing procedures in effect (when direction of the laser as reported by the pilot. appropriate for the Ketchikan (KTN) area). PHRASEOLOGY− (d) Time of the AFIS preparation (UTC) UNAUTHORIZED LASER ILLUMINATION EVENT, followed by the word, “ZULU.” (UTC time), (location), (altitude), (color), (direction). (e) Include the current weather observation EXAMPLE− and other pertinent remarks. The ceiling/sky “Unauthorized laser illumination event at zero one zero conditions, visibility, and obstruction to vision may zero Zulu, eight−mile final runway one eight at three be omitted if the ceiling is above 5,000 feet and the thousand feet, green laser from the southwest.” visibility is more than 5 miles. (k) Man−Portable Air Defense Systems (1) An aviation surface report is considered (MANPADS) alert and advisory. Specify the nature current for 1 hour beyond the standard time of and location of the threat or incident, whether observation (H+00) unless superseded by a special or reported or observed, and by whom, time (if known), local observation or by the next hourly report. and notification to pilots to advise ATC if they need to divert. (2) Do not broadcast obsolete data. PHRASEOLOGY− EXAMPLE− MANPADS ALERT. EXERCISE EXTREME CAUTION. “The weather is better than five thousand and five.” MANPADS THREAT/ATTACK/POST−EVENT ACTIVITY (f) Favored runway and additional local OBSERVED/REPORTED BY (reporting agency) information, as required. (location) AT (time, if known). (When transmitting to an individual aircraft) ADVISE ON INITIAL CONTACT IF (g) NOTAMs concerning local NAVAIDs and YOU WANT TO DIVERT. field conditions pertinent to flight. EXAMPLE− EXAMPLE− “MANPADS alert. Exercise extreme caution. MANPADS “Notice to Airmen, Iliamna NDB out of service.” threat reported by TSA, Anchorage area. Advise on initial “Transcribed weather broadcast out of service.” contact if you want to divert.” “MANPADS alert. Exercise extreme caution. MANPADS attack observed by flight (h) Runway braking action or runway service station one−half mile northwest of airfield at condition codes (RwyCC) when provided. Include one−two−five−zero Zulu. Advise on initial contact if you the time of the report. want to divert.” PHRASEOLOGY− NOTE− RUNWAY (number) condition code (first value, second 1. Upon receiving or observing an unauthorized value, third value) AT (time). MANPADS alert/advisory, contact the Alaska Flight EXAMPLE− Service Information Area Group (AFSIAG) through the “Runway Three−Six condition code two, two, one at one Alaskan Region Regional Operations Center (ROC). zero one eight Zulu.” 2. Continue broadcasting the MANPADS alert/advisory REFERENCE− until advised by national headquarters that the threat is FAA Order JO 7110.10, Para 3−4−3, Airport Advisory/RAIS Elements no longer present. Coordination may be through the and Phraseology. AFSIAG or the Alaskan ROC.

(i) Low−level wind shear (LLWS) advisory, REFERENCE− including those contained in the terminal aerodrome FAA Order JO 7210.3, Para 2−1−10, Handling MANPADS Incidents. forecast (TAF) and in PIREPs. (Include PIREP information at least 20 minutes following the report). (l) Any other advisories applicable to the area covered by the LAA. EXAMPLE− “Low level wind shear is forecast.” (m) Local frequency advisory. (j) Unauthorized Laser Illumination Events. PHRASEOLOGY− When a laser event is reported, include reported CONTACT (facility name) RADIO ON (frequency) FOR unauthorized laser illumination events on the AFIS TRAFFIC ADVISORIES.

3−6−2 Automatic Flight Information Service (AFIS) (Alaska Only) 6/17/21 JO 7110.10BB

(n) Instructions for the pilot to acknowledge “Kotzebue information ALPHA. One six five five Zulu. receipt of the AFIS message on initial contact. Wind, two one zero at five; visibility two, fog; ceiling one EXAMPLE− hundred overcast; temperature minus one two, dew point “Dillingham airport information ALPHA. One six five minus one four; altimeter three one zero five. Altimeter in five Zulu. Wind one three zero at eight; visibility one five; excess of three one zero zero, high pressure altimeter ceiling four thousand overcast; temperature four, dew setting procedures are in effect. Favored runway two six. point three; altimeter two niner niner zero. Favored Weather in Kotzebue surface area is below V−F−R minima runway one niner. Notice to Airmen, Dillingham V−O−R − an ATC clearance is required. Notice to Airmen, Hotham out of service. Contact Dillingham Radio on one two three NDB out of service. Contact Kotzebue Radio on one two point six for traffic advisories. Advise on initial contact three point six for traffic advisories and advise intentions. you have ALPHA.” Advise on initial contact you have ALPHA.”

Automatic Flight Information Service (AFIS) (Alaska Only) 3−6−3

6/17/21 JO 7110.10BB

Chapter 4. Emergency Services

Section 1. General

4−1−1. EMERGENCY DETERMINATION REFERENCE− FAA Order JO 7110.10, Para 4−1−2, Responsibility, Subpara c. a. Because of the infinite variety of possible FAA Order JO 7110.10, Para 4−2−8, Emergency Locator Transmitter (ELT) Signals. emergency situations, specific procedures cannot be prescribed. However, when it is believed that an emergency exists or is imminent, take a course of 4−1−2. RESPONSIBILITY action which appears to be most appropriate under the a. If in communication with an aircraft in distress, circumstances and which most nearly conforms to the handle the emergency, and coordinate and direct the instructions in this manual. activities of assisting facilities. Transfer this b. An emergency can be either a DISTRESS or responsibility to another facility only when better URGENCY condition, as defined in the handling of the emergency will result. Pilot/Controller Glossary. b. Upon receipt of information about an aircraft in NOTE− distress, forward detailed data to the appropriate A pilot who encounters a DISTRESS condition may control facility in whose area the emergency exists. declare an emergency by beginning the initial communication with the word MAYDAY, preferably NOTE− repeated three times. For an URGENCY condition, the Notifying the appropriate control facility about a VFR word PAN-PAN may be used in the same manner. aircraft emergency allows provision of IFR separation if considered necessary. c. If the words MAYDAY or PAN-PAN are not used, and there is doubt that a situation constitutes an c. The ARTCC is responsible for consolidation of emergency or potential emergency, handle it as all pertinent ELT signal information. Notify the though it is an emergency. ARTCC of all heard or reported ELT signals. d. Consider an aircraft emergency exists and inform the appropriate control facility when: 4−1−3. OBTAINING INFORMATION 1. An emergency is declared by any of the Obtain enough information to handle the emergency following: intelligently. Base decisions about the type of assistance needed on information and requests (a) The pilot. received from the pilot. 14 CFR Part 91 authorizes the (b) Facility personnel. pilot to determine a course of action. (c) Officials responsible for the operation of NOTE− the aircraft. Refer to paragraph 4−2−1 for what information is required when handling an emergency operation. 2. Reports indicate that the aircraft’s operating efficiency is so impaired that a forced landing may 4−1−4. COORDINATION be/is necessary. a. Request assistance from other facilities as soon 3. Reports indicate the crew has abandoned the as possible, particularly if radar is available. aircraft or is about to do so. b. Coordinate efforts to the extent possible to 4. Intercept or escort services are requested. assist any aircraft believed overdue, lost, or in 5. The need for ground rescue appears likely. emergency status. 6. An Emergency Locator Transmitter (ELT) c. Notify the operations supervisor or controller− signal is heard or reported. in−charge as soon as practical.

General 4−1−1 JO 7110.10BB 6/17/21

4−1−5. PROVIDING ASSISTANCE 4−1−7. SAFE ALTITUDES FOR ORIENTATIONS a. Provide maximum assistance to aircraft in a. Providing a safe altitude, during an orientation, distress. If the aircraft is transponder-equipped and is advisory in nature. not on an IFR flight plan, instruct the pilot to squawk code 7700. b. Safe altitude computations, once the aircraft position is known, are as follows: PHRASEOLOGY− SQUAWK SEVEN SEVEN ZERO ZERO. 1. Locate the maximum elevation figure on the appropriate VFR sectional chart. b. Enlist the service of available radar facilities. 2. To the maximum elevation figure, (a) Add 1,000 feet over non-mountainous terrain; or 4−1−6. RECORDING INFORMATION (b) Add 2,000 feet over mountainous terrain. Record all actions taken in the provision of 3. Designated mountainous/non-mountainous emergency assistance. areas are found in Title 14 CFR, Part 95, subpart b.

4−1−2 General 6/17/21 JO 7110.10BB

Section 2. Operations

4−2−1. INFORMATION REQUIREMENTS a. Radar. a. Start assistance as soon as enough information b. NAVAIDs. has been obtained upon which to act. Information c. Pilotage. requirements will vary, depending on the existing situation. Minimum required information for inflight d. Sighting by other aircraft. emergencies is: 4−2−4. ALTITUDE CHANGE FOR 1. Aircraft identification, type, and transponder. IMPROVED RECEPTION 2. Nature of the emergency. If deemed necessary, and if weather and 3. Pilot’s desires. circumstances permit, recommend the aircraft maintain or increase altitude to improve b. After initiating action, provide the altimeter communications or reception. setting, and obtain the following items or any other pertinent information from the pilot or aircraft operator as necessary: 4−2−5. ALERTING CONTROL FACILITY 1. Aircraft altitude. When an aircraft is considered to be in emergency status, alert the appropriate control facility, and 2. Fuel remaining, in time. forward the following information as available: 3. Pilot-reported weather. a. Facility/sector and position calling. 4. Pilot capability for IFR flight. b. Nature of the emergency. 5. Time and place of last known position. c. Flight plan, including color of aircraft, if known. 6. Heading since last known position. d. Time of last transmission received, by whom, 7. Airspeed. and frequency used. 8. Navigation equipment capability. e. Last known position, estimated present posi- 9. NAVAID signals received. tion, and maximum range of flight of the aircraft based on remaining fuel and airspeed. 10. Visible landmarks. f. Action taken by reporting facility and proposed 11. Aircraft color. action. 12. Number of people on board. g. Number of persons on board. 13. Point of departure and destination. h. Fuel status. 14. Emergency equipment on board. i. Position of other aircraft near the aircraft’s route of flight, when requested. 4−2−2. FREQUENCY CHANGES j. Whether an ELT signal has been heard or Provide assistance on the initial contact frequency. reported in the vicinity of the last known position. Change frequencies only when there is a valid reason. k. Other pertinent information. Advise the pilot to return to the initial frequency if unable to establish contact. 4−2−6. VFR AIRCRAFT IN WEATHER DIFFICULTY 4−2−3. AIRCRAFT ORIENTATION If a VFR aircraft requests assistance when it Orient an aircraft by the means most appropriate to encounters or is about to encounter IFR weather the circumstances. Recognized methods include: conditions, request the pilot contact the appropriate

Operations 4−2−1 JO 7110.10BB 6/17/21

control facility. Inform that facility of the situation. 1. Can ELT signal be heard? If the pilot is unable to communicate with the control 2. Does signal strength indicate transmitter may facility, relay information and clearances. be on airport? 3. Can attempt be made to locate and silence 4−2−7. AIRCRAFT POSITION PLOTS transmitter? If necessary, plot the flight path of the aircraft on a 4. Advise the results of any action taken. chart, including position reports, predicted positions, Forward all information obtained and action taken to possible range of flight, and any other pertinent the ARTCC. information. Solicit the assistance of other aircraft known to be operating near the aircraft in distress. g. Notify the ARTCC if the signal source is Forward the information to the appropriate control located and whether the aircraft is in distress, plus any facility. action taken or proposed for silencing the transmitter. Request person who located signal’s source to attempt to obtain ELT make, model, etc., for relay to 4−2−8. EMERGENCY LOCATOR RCC via the ARTCC. TRANSMITTER (ELT) SIGNALS h. Notify the ARTCC if the signal terminates prior When an ELT signal is heard or reported: to location of the source. a. Notify the ARTCC, who will coordinate with NOTE− the Rescue Coordination Center (RCC). 1. The ARTCC serves as the contact point for collecting information and coordinating with the RCC on all ELT b. If the ELT signal report was received from an signals. airborne aircraft, attempt to obtain the following 2. Operational ground testing of ELT has been information: authorized during the first 5 minutes of each hour. To 1. The aircraft altitude. avoid confusing the tests with an actual alarm, the testing is restricted to no more than three audio sweeps. 2. Where and when the signal was first heard. 3. Portable, handcarried receivers assigned to air traffic 3. Where and when maximum signal was heard. facilities (where no technical operations services personnel are available) may be loaned to responsible 4. Where and when signal faded or was lost. airport personnel or local authorities to assist in locating Solicit the assistance of other aircraft known to be signal source. operating in the signal area for the same information. Relay all information obtained to the ARTCC. 4−2−9. EXPLOSIVE CARGO c. Attempt to obtain fixes or bearings on the signal When you receive information that an emergency and forward any information obtained to the ARTCC. landing will be made with explosive cargo aboard, NOTE− inform the pilot of the safest or least congested airport Fix information, in relation to a VOR or a VORTAC areas. Relay the explosive cargo information to: (radial distance), facilitates accurate ELT plotting by RCC and should be provided when possible. a. The emergency equipment crew. d. In addition to the above, when the ELT signal b. The airport management. strength indicates the transmitter may be on the c. The appropriate military agencies when airport or in the vicinity, notify the on-site technical requested by the pilot. operations services personnel for their action. e. Air traffic personnel must not leave their 4−2−10. EXPLOSIVE DETECTION DOG required duty stations to locate an ELT signal source. HANDLER TEAMS f. Attempt to locate the signal source by checking Take the following actions upon receipt of a pilot all adjacent airports not already checked by other request for the location of the nearest explosive ATC facilities for the following information: detection K−9 team.

4−2−2 Operations 6/17/21 JO 7110.10BB

a. Obtain the aircraft’s identification and current 4−2−12. MINIMUM FUEL position, and advise the person in charge of the watch If an aircraft declares a state of “minimum fuel,” of the pilot’s request. inform any facility to whom control jurisdiction is b. Relay the pilot’s request to the FAA transferred of the minimum fuel problem and be alert Washington Operations Center, AEO-100, (202) for any occurrence which might delay the aircraft en 267-3333, and provide the aircraft identification and route. position. NOTE− Use of the term “minimum fuel” indicates recognition by c. AEO-100 will provide the nearest location. a pilot that the fuel supply has reached a state whereupon Have AEO-100 standby while the information is reaching destination, any undue delay cannot be relayed to the pilot. accepted. This is not an emergency situation but merely an advisory that indicates an emergency situation is possible d. If the pilot wishes to divert to the airport should any undue delay occur. A minimum fuel advisory location provided, obtain an estimated arrival time does not imply a need for traffic priority. Common sense from the pilot, and advise the person in charge of the and good judgment will determine the extent of assistance watch. to be given in minimum fuel situations. If, at any time, the remaining usable fuel supply suggests the need for traffic e. After the aircraft destination has been priority to ensure a safe landing, the pilot should declare determined, provide the estimated arrival time to an emergency and report fuel remaining in minutes. AEO-100. AEO−100 will then notify the appropriate airport authority at the diversion airport. In the event 4−2−13. AIRCRAFT BOMB THREATS the K-9 team is not available at this airport, AEO-100 will advise the air traffic facility and provide them a. When information is received from any source with the secondary location. Relay this to the pilot that a bomb has been placed on, in, or near an aircraft concerned for appropriate action. for the purpose of damaging or destroying such aircraft, notify the supervisor or facility manager. If REFERENCE− the threat is general in nature, handle it as a suspicious FAA Order JO 7210.3, Para 2−1−12, Explosives Detection K-9 Teams. activity. When the threat is targeted against a specific aircraft and you are in contact with that aircraft, take 4−2−11. INFLIGHT EQUIPMENT the following actions as appropriate: MALFUNCTIONS NOTE− When a pilot reports an inflight equipment 1. Facility supervisors are expected to notify the appropriate offices, agencies, and operators/air carriers malfunction, take the following action: according to applicable plans, directives, FAA Order a. Request the nature and extent of any special JO 7210.3, Facility Operation and Administration, or handling desired. military directives. 2. Suspicious activity is covered in FAA Order JO 7610.4, NOTE− Chapter 7, Hijacked/Suspicious Aircraft Reporting and 14 CFR Part 91.187 requires the pilot in command of each Procedures. Military facilities would report a general aircraft operated in controlled airspace under IFR MUST threat through the chain of command or according to report as soon as practical to ATC any malfunctions of service directives. navigational, approach, or communication equipment occurring in flight. This includes the degree to which the REFERENCE− FAA Order JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft capability of the aircraft to operate IFR in the air traffic Reporting and Procedures. control system is impaired and the nature and extent of any 3. A specific threat may be directed at an aircraft registry assistance desired from air traffic control. or tail number, the air carrier flight number, the name of b. Provide the maximum assistance possible an operator, crew member or passenger, the departure/ar- consistent with equipment, workload, and any rival point or times, or combinations thereof. special handling requested. 1. Advise the pilot of the threat. c. Relay any special handling required or being 2. Report the threat to the Domestic Events provided to other specialists or facilities who will Network (DEN) Air Traffic Security Coordinator subsequently handle the aircraft. (ATSC) via (844) 432-2962 (toll−free). If unable to

Operations 4−2−3 JO 7110.10BB 6/17/21

contact the DEN ATSC notify the Transportation those discussed in the preceding paragraphs which Security Administration/Transportation Security may be appropriate: Operation Center (TSA/TSOC) directly at 1. If the pilot ignores the threat, recommend that 703-563-3400. takeoff be delayed until the pilot or aircraft operator 3. Ask if the pilot desires to climb or descend to establishes that a bomb is not aboard. an altitude that would equalize or reduce the outside 2. Advise the aircraft to remain as far away from air pressure/existing cabin air pressure differential. other aircraft and facilities as possible, to clear the Obtain and relay an appropriate clearance consider- runway, if appropriate, and to taxi to an isolated or ing minimum en route altitude (MEA), minimum designated search area. When it is impractical or if the obstruction clearance altitude (MOCA), minimum pilot takes an alternative action, such as parking and reception altitude (MRA), and weather. offloading immediately, advise other aircraft to NOTE− remain clear of the suspect aircraft by at least Equalizing existing cabin air pressure with outside air 100 yards, if able. pressure is a key step which the pilot may wish to take to NOTE− minimize the damage potential of a bomb. Passenger deplaning may be of paramount importance 4. Handle the aircraft as an emergency, and/or and must be considered before the aircraft is parked or moved away from the service areas. The decision to use provide the most expeditious handling possible with ramp facilities rests with the pilot, aircraft operator, respect to the safety of other aircraft, weather and/or airport manager. conditions, ground facilities, and personnel. c. If you are unable to inform the suspect aircraft NOTE− of a bomb threat or if you lose contact with the Emergency handling is discretionary and should be based aircraft, advise your supervisor to contact the DEN on the situation. With certain types of threats, plans may ATSC for relay of pertinent details to other sectors or call for a low-key action or response. facilities, as deemed necessary. 5. Obtain and relay clearance to a new d. When a pilot reports the discovery of a bomb or destination, if requested. suspected bomb on an aircraft, determine the pilot’s 6. When a pilot requests technical assistance or intentions and comply with his/her requests insofar as if it is apparent that such assistance is needed, do possible. Take all the actions discussed in the NOT suggest what actions the pilot should take preceding paragraphs which may be appropriate concerning a bomb, but obtain the following under the existing circumstances. information and notify the supervisor who will e. The handling of aircraft when a hijacker has or contact the DEN ATSC or TSA/TSOC as explained is suspected of having a bomb requires special in a2 above. considerations. Be responsive to the pilot’s requests NOTE− and notify supervisory personnel. Apply hijacking This information is needed by TSA explosives experts so procedures in accordance with FAA Order JO 7610.4, that the situation can be assessed and immediate Special Operations, Chapter 7, and if needed, offer recommendations made to the pilot. The aviation assistance to the pilot according to the preceding explosives experts may not be familiar with all military paragraphs. aircraft configurations but can offer technical assistance which would be beneficial to the pilot. 4−2−14. EMERGENCY SECURITY (a) Type, series, and model of the aircraft. CONTROL OF AIR TRAFFIC (ESCAT) (b) Precise location/description of the bomb a. 32 CFR 245 Plan for the Emergency Security device, if known. Control of Air Traffic (ESCAT) outlines responsibilities, procedures, and instructions for the (c) Other details which may be pertinent. security control of civil and military air traffic under various emergency conditions. b. When a bomb threat involves an aircraft on the ground and you are in contact with the suspect b. When notified of ESCAT implementation, aircraft, take the following actions in addition to follow the instructions received from the Air Traffic

4−2−4 Operations 6/17/21 JO 7110.10BB

Control System Command Center (ATCSCC), 4−2−15. SUSPICIOUS UNMANNED ARTCC, and/or Domestic Events Network (DEN) air AIRCRAFT SYSTEMS (UAS) ACTIVITY traffic security coordinator (ATSC). 1. To ensure that ESCAT actions can be taken Notify the operations supervisor or controller−in− expeditiously, periodic ESCAT tests will be charge of aircraft/pilot activity, including Unmanned conducted in connection with NORAD exercises. Aircraft System (UAS) operations that are consid- Tests may be local, regional, or national in scope. ered suspicious, as prescribed in FAA Orders JO 7610.4, JO 7210.3 and JO 7210.632. 2. FSS must participate in tests except where such participation will involve the safety of aircraft. REFERENCE− FAA Order JO 7610.4, Para 7−3−1, Suspicious Aircraft/Pilot Activity 3. During ESCAT tests, all actions will be −Application. simulated. FAA Order JO 7210.3, Para 2−1−30, Reporting Suspicious Aircraft/Pilot Activities; Para 2−1−32, Reporting Unauthorized, Hazardous, or REFERENCE− Suspicious UAS Activities. FAA Order JO 7610.4, Chapter 6, Emergency Security Control of Air FAA Order JO 7210.632, ATO Occurrence Reporting, Appendix A, Traffic (ESCAT). Mandatory Occurrence Report Criteria.

Operations 4−2−5

6/17/21 JO 7110.10BB

Section 3. ADF/VOR Orientation

4−3−1. ACTIONS REQUIRED NAVIGATIONAL EQUIPMENT DO YOU HAVE ON BOARD, AND WHAT IS YOUR AIRSPEED? When providing automatic direction finder (ADF)/VOR orientation services to an aircraft in 5. Advise the pilot to tune the ADF receiver to emergency status: the NDB. Provide the NDB name, identifier, and frequency. a. Determine if the aircraft is in VFR or IFR PHRASEOLOGY− weather conditions, fuel remaining, altitude, and TUNE YOUR A-D-F RECEIVER TO THE (name) RADIO heading. BEACON, FREQUENCY (frequency), b. If the aircraft is operating in IFR weather IDENTIFICATION (ident). CHECK VOLUME UP, AND conditions, coordinate with the appropriate control IDENTIFY THE STATION. ADVISE WHEN YOU HAVE DONE THIS. facility. 6. After acknowledgment has been received, c. Determine if the aircraft is on a flight plan. If the advise the pilot to set the ADF function switch to the aircraft is not on an IFR flight plan and is in VFR ADF position and report the reading. weather conditions, advise the pilot to remain VFR. PHRASEOLOGY− IF YOU HAVE A ROTATING COMPASS CARD (ROSE) 4−3−2. GENERAL ON YOUR A-D-F INDICATOR, MAKE CERTAIN NORTH IS AT THE TOP OF THE DIAL. TURN THE When providing ADF/VOR orientation services to FUNCTION SWITCH TO THE A-D-F POSITION. WHEN an aircraft in emergency status: THE NEEDLE STABILIZES, ADVISE THE A-D-F a. Position Fixing. NEEDLE READING. REFERENCE− 1. Advise the pilot to remain VFR, and provide The Instrument Flying Handbook. North may mean “north, N, zero (0) or local altimeter setting. 360.” 7. Compute the magnetic bearing. PHRASEOLOGY− MAINTAIN V-F-R AT ALL TIMES. ADVISE IF HEADING (a) Relative Bearing (RB) + Magnetic OR ALTITUDE CHANGE IS NECESSARY TO REMAIN Heading (MH) = Magnetic Bearing (MB) V-F-R. (Location) ALTIMETER (setting). (b) If the MB exceeds 360 degrees, subtract 2. Obtain heading and altitude. Advise the pilot 360 to determine MB; for example, 480 degrees - 360 to maintain straight and level flight and to align the degrees = 120 degrees MB. heading indicator with the magnetic compass. 8. Advise the pilot of direction from the NDB. PHRASEOLOGY− MAINTAIN STRAIGHT AND LEVEL FLIGHT. RESET PHRASEOLOGY− YOUR HEADING INDICATOR TO AGREE WITH YOUR YOU ARE (direction) OF THE (name) RADIO BEACON. MAGNETIC COMPASS. AFTER YOU HAVE DONE b. Orientation. THIS, SAY YOUR HEADING AND ALTITUDE. 1. Turn the aircraft inbound to the NDB being 3. Determine the weather conditions and fuel used. Provide the direction of the turn and the heading status. to be flown. Advise the pilot to report when PHRASEOLOGY− established on that heading. WHAT IS THE WEATHER AT YOUR ALTITUDE AND PHRASEOLOGY− FUEL REMAINING IN TIME? FOR A-D-F ORIENTATION, TURN LEFT/RIGHT 4. Advise the pilot to maintain the same HEADING (degrees). REPORT ESTABLISHED heading, verify the aircraft has ADF equipment, and HEADING (degrees). determine the airspeed. 2. Notify the appropriate control facility. PHRASEOLOGY− Provide all required information including the CONTINUE HEADING (degrees). WHAT TYPE OF aircraft’s position and heading.

ADF/VOR Orientation 4−3−1 JO 7110.10BB 6/17/21

3. Verify that the aircraft is established on a line 4−3−3. VOR ORIENTATION/VOR of position to the NDB. CROSS-FIX PHRASEOLOGY− When using VOR orientation and/or cross-fix WHAT IS YOUR A-D-F NEEDLE READING? procedures, determine the aircraft’s position as 4. Provide heading adjustments as needed for follows: the aircraft to continue inbound to the NDB. a. Position Fixing. (a) If the pilot indicates an ADF reading other 1. Advise the pilot to remain VFR and provide than 3-6-0, compute the new heading and advise the the local altimeter setting. aircraft. PHRASEOLOGY− PHRASEOLOGY− MAINTAIN V-F-R AT ALL TIMES. ADVISE IF HEADING TURN LEFT/RIGHT HEADING (degrees). REPORT OR ALTITUDE CHANGE IS NECESSARY TO REMAIN ESTABLISHED HEADING (degrees). V-F-R. (Location) ALTIMETER (setting). (b) After pilot reports established and needle 2. Obtain heading and altitude. Advise the pilot is on 3-6-0, heading adjustments are not necessary. to maintain straight and level flight and to align the heading indicator to agree with the magnetic PHRASEOLOGY− compass. CONTINUE HEADING (degrees). PHRASEOLOGY− c. Cross-fixing. After the aircraft is established MAINTAIN STRAIGHT AND LEVEL FLIGHT. RESET inbound to the NDB, use the following procedures: YOUR HEADING INDICATOR TO AGREE WITH YOUR MAGNETIC COMPASS. AFTER YOU HAVE DONE 1. Advise the pilot to tune the ADF receiver to THIS, SAY YOUR HEADING AND ALTITUDE. the NDB to be used for cross-fixing. Provide the NDB name, identifier, and frequency. 3. Determine the weather conditions and the fuel status. PHRASEOLOGY− PHRASEOLOGY− TUNE YOUR A-D-F RECEIVER TO THE (name) RADIO BEACON, FREQUENCY (frequency), WHAT IS THE WEATHER AT YOUR ALTITUDE AND IDENTIFICATION (identification). CHECK VOLUME FUEL REMAINING IN TIME. UP, AND IDENTIFY THE STATION. ADVISE WHEN 4. Advise the pilot to maintain the same YOU HAVE DONE THIS. heading, verify the aircraft has VOR equipment, and 2. After acknowledgment has been received, determine the airspeed. request ADF reading. PHRASEOLOGY− CONTINUE HEADING (degrees). WHAT TYPE OF

PHRASEOLOGY− NAVIGATIONAL EQUIPMENT DO YOU HAVE ON WHEN THE NEEDLE STABILIZES, ADVISE THE A-D-F BOARD, AND WHAT IS YOUR AIRSPEED? NEEDLE READING. 5. If the pilot calls on a simplex frequency, such 3. Compute and plot the second line of position. as 122.2, advise the pilot to tune the receiver to the NOTE− VOR you have selected. Provide the VOR name, The intersection of the two lines of position is the aircraft’s frequency, and communication procedures. position at the time of the second ADF reading. PHRASEOLOGY− 4. Advise the pilot of the aircraft’s position and CONTINUE TRANSMITTING THIS FREQUENCY. the safe altitude for orientation in that area. TUNE YOUR V-O-R RECEIVER TO THE (name) V-O-R, FREQUENCY (frequency) IDENTIFICATION PHRASEOLOGY− (identification). CHECK VOLUME UP, AND IDENTIFY YOU ARE (miles) (direction) OF THE (name) RADIO THE STATION. ADVISE WHEN YOU HAVE DONE BEACON. THE SAFE ALTITUDE FOR ORIENTATIONS THIS. IN THAT AREA IS (feet). NOTE− 5. Request pilot’s intentions and provide If the pilot calls on duplex (122.1), use the VOR the pilot assistance, as requested. is tuned as the initial VOR. PHRASEOLOGY− 6. Determine the aircraft’s course selector WHAT ARE YOUR INTENTIONS? reading.

4−3−2 ADF/VOR Orientation 6/17/21 JO 7110.10BB

PHRASEOLOGY− c. Cross-fixing. After the aircraft is established ROTATE YOUR COURSE SELECTOR SLOWLY UNTIL inbound to the VOR, use the following procedures: THE LEFT/RIGHT NEEDLE CENTERS WITH A “TO” INDICATION. ADVISE YOUR COURSE SELECTOR 1. Advise the pilot to tune the receiver to the READING. VOR you have selected for cross-fixing. Provide VOR name, frequency, and lost communications 7. Advise the pilot of the aircraft’s position. procedures. PHRASEOLOGY− PHRASEOLOGY− YOU ARE (direction) OF THE (name) V-O-R. CONTINUE TRANSMITTING THIS FREQUENCY. b. Orientation. TUNE YOUR V-O-R RECEIVER TO THE (name) V-O-R, FREQUENCY (frequency), IDENTIFICATION 1. Turn the aircraft inbound to the VOR being (identification). CHECK VOLUME UP. IF used. Provide the direction of turn and the heading to COMMUNICATION IS NOT ESTABLISHED be flown. Advise the pilot to report when established IMMEDIATELY, RETURN TO THIS FREQUENCY. on that heading. 2. Using only the voice feature of the second PHRASEOLOGY− VOR, establish positive communication with the FOR V-O-R ORIENTATION, TURN LEFT/RIGHT aircraft. HEADING (degrees). REPORT ESTABLISHED PHRASEOLOGY− HEADING (degrees). (Name) RADIO TRANSMITTING ON THE (name) V-O-R. 2. Notify the appropriate control facility. HOW DO YOU HEAR? OVER. Provide all the required information including the NOTE− aircraft’s position and heading. Transmit only on the frequency of the VOR being used for cross-fixing, if available. 3. Verify that the aircraft is established on a line 3. After communication has been reestablished, of position to the VOR. advise the pilot to re-center the VOR left/right needle PHRASEOLOGY− and advise the reading. WHAT IS THE POSITION OF YOUR LEFT/RIGHT PHRASEOLOGY− NEEDLE? ROTATE YOUR COURSE SELECTOR SLOWLY UNTIL 4. Provide heading adjustments as needed for THE LEFT/RIGHT NEEDLE CENTERS WITH A “TO” the aircraft to continue inbound to the VOR. INDICATION. ADVISE YOUR COURSE SELECTOR READING. (a) When the pilot indicates the left/right 4. If the pilot is transmitting on duplex (122.1) needle is not centered, advise the pilot to re-center and the cross fix VOR has no voice capability, needle with a “TO” indication and report the course provide the following instructions. selector reading. PHRASEOLOGY− PHRASEOLOGY− CONTINUE TRANSMITTING THIS FREQUENCY. Pilot response indicates needle not centered: TUNE YOUR VOR RECEIVER TO THE (name) VOR, FREQUENCY (frequency), IDENTIFICATION (ident). ROTATE YOUR COURSE SELECTOR SLOWLY UNTIL CHECK VOLUME UP AND IDENTIFY THE STATION. THE LEFT/RIGHT NEEDLE CENTERS WITH A “TO” ROTATE YOUR COURSE SELECTOR SLOWLY UNTIL INDICATION. ADVISE YOUR COURSE SELECTOR THE LEFT/RIGHT NEEDLE CENTERS WITH A “TO” READING. (If appropriate) TURN LEFT/RIGHT INDICATION. ADVISE YOUR COURSE SELECTOR HEADING (degrees). REPORT ESTABLISHED READING (PAUSE). (degrees). (b) After the aircraft is established on the RETUNE YOUR VOR RECEIVER TO THE (name) VOR, inbound radial, advise the aircraft to continue on the FREQUENCY (frequency), IDENTIFICATION inbound heading. (identification). SAY YOUR AIRCRAFT IDENTIFICATION AND THE (name) VOR COURSE PHRASEOLOGY− SELECTOR READING. CONTINUE HEADING (degrees). 5. Advise the pilot to continue the inbound 5. Plot line of position. heading.

ADF/VOR Orientation 4−3−3 JO 7110.10BB 6/17/21

PHRASEOLOGY− 3. Continue to provide assistance in the form of CONTINUE HEADING (degrees). pilotage and airport information as necessary. 6. Plot the new line of position from the second PHRASEOLOGY− VOR, advise the pilot of the aircraft’s position, and DO YOU SEE ANY PROMINENT LANDMARKS? the safe altitude for orientation in that area. PHRASEOLOGY− ARE YOU FAMILIAR WITH THE (name) AIRPORT? YOU ARE (miles) (direction) OF THE (name) V-O-R. THE SAFE ALTITUDE FOR ORIENTATIONS IN THAT (Name) AIRPORT FIELD ELEVATION (feet). IT HAS AREA IS (feet). (number and surface type) RUNWAYS. THE RUNWAY/S RUN (direction). THE AIRPORT IS LOCATED NOTE− (direction/distance) FROM (landmark visible to the The intersection of the two lines of position is the aircraft’s aircraft). position at the time of the second VOR reading. 7. Request the pilot’s intentions. 4. Advise the pilot to report the landing airport in sight. PHRASEOLOGY− WHAT ARE YOUR INTENTIONS? PHRASEOLOGY− REPORT AIRPORT IN SIGHT. 4−3−4. GUIDANCE TO AIRPORT 5. Determine when the pilot no longer needs After establishing the aircraft’s position and if the assistance. pilot requests guidance to the airport: PHRASEOLOGY− a. Plot the course to the airport. DO YOU REQUIRE FURTHER ASSISTANCE? b. Provide the course guidance information to the 6. When the pilot indicates assistance is no pilot. longer required, terminate the service. Provide the CTAF frequency, if appropriate, and the local 1. Advise the pilot of the direction of the turn altimeter setting. and the heading to the airport. PHRASEOLOGY− PHRASEOLOGY− FOR A HEADING TO THE (name) AIRPORT, TURN (VOR/ADF) ORIENTATION SERVICE TERMINATED. LEFT/RIGHT HEADING (degrees). REPORT COMMON TRAFFIC ADVISORY FREQUENCY ESTABLISHED HEADING (degrees). (frequency). ALTIMETER (setting). 2. After the pilot reports established on the NOTE− heading to the airport, advise the pilot of the position CTAF is defined as a UNICOM, Multicom, FSS, or airport in relation to the airport. traffic control tower (ATCT) frequency. PHRASEOLOGY− 7. Notify appropriate control facility of the YOU ARE (miles) (direction) OF THE (name) AIRPORT. aircraft’s position, termination of services, and the CONTINUE HEADING (degrees). pilot’s intentions.

4−3−4 ADF/VOR Orientation 6/17/21 JO 7110.10BB

Section 4. Global Positioning System (GPS)

4−4−1. ACTIONS REQUIRED b. Orientation. When providing GPS orientation services to an 1. Advise pilot to turn on GPS or if GPS is aircraft in emergency status: turned on advise pilot to turn it off and back on. a. Determine if the aircraft is in VFR or IFR 2. Advise pilot to report when GPS is weather conditions, fuel remaining, altitude, and initialized. heading. NOTE− This procedure ensures the GPS unit is not in simulator b. If the aircraft is operating in IFR weather mode and does not have data displayed that may be conditions, coordinate with the appropriate control misinterpreted. facility. 3. Ask pilot for position information. c. Determine if the aircraft is on a flight plan. If the (a) Latitude and longitude aircraft is not on an IFR flight plan and is in VFR weather conditions, advise the pilot to remain VFR. (b) Fix radial distance from NAVAID, airport, or fix 4−4−2. GPS ORIENTATION 4. Plot the position of aircraft. When using GPS orientation, determine the aircraft’s NOTE− position as follows: The position is the aircraft’s position at the time of the GPS reading. a. Position fixing. 5. Advise the pilot of the aircraft’s position and 1. Advise the pilot to remain VFR and provide the safe altitude for orientation in that area. the local altimeter setting. PHRASEOLOGY− PHRASEOLOGY− YOU ARE (miles) (direction) OF THE (name) MAINTAIN V-F-R AT ALL TIMES. ADVISE IF NAVAID/AIRPORT. THE SAFE ALTITUDE FOR HEADING OR ALTITUDE CHANGE IS NECESSARY TO ORIENTATIONS IN THAT AREA IS (feet). REMAIN V-F-R. (Location) ALTIMETER (setting). 6. Notify the appropriate control facility. 2. Obtain heading and altitude. Advise the pilot Provide all required information including the to maintain straight and level flight and to align the aircraft’s position and heading. heading indicator with the magnetic compass. 7. Request pilot’s intentions and provide PHRASEOLOGY− assistance, as requested. MAINTAIN STRAIGHT AND LEVEL FLIGHT. RESET PHRASEOLOGY− YOUR HEADING INDICATOR TO AGREE WITH YOUR WHAT ARE YOUR INTENTIONS? MAGNETIC COMPASS. AFTER YOU HAVE DONE THIS, SAY YOUR HEADING AND ALTITUDE. 4−4−3. GUIDANCE TO AIRPORT 3. Determine the weather conditions and fuel After establishing the aircraft’s position and if the status. pilot requests guidance to the airport: PHRASEOLOGY− a. Plot the course to the airport. WHAT IS THE WEATHER AT YOUR ALTITUDE AND FUEL REMAINING IN TIME. b. Provide the course guidance information to the 4. Advise the pilot to maintain the same pilot. heading, verify the aircraft has GPS equipment, and 1. Advise the pilot of the direction of the turn determine the airspeed. and the heading to the airport. PHRASEOLOGY− PHRASEOLOGY− CONTINUE HEADING (degrees). WHAT TYPE OF FOR A HEADING TO THE (name) AIRPORT, TURN NAVIGATIONAL EQUIPMENT DO YOU HAVE ON LEFT/RIGHT HEADING (degrees). REPORT BOARD, AND WHAT IS YOUR AIRSPEED? ESTABLISHED HEADING (degrees).

Global Positioning System (GPS) 4−4−1 JO 7110.10BB 6/17/21

2. After the pilot reports established on the PHRASEOLOGY− heading to the airport, advise the pilot of the position REPORT AIRPORT IN SIGHT. in relation to the airport. 5. Determine when the pilot no longer needs PHRASEOLOGY− assistance. YOU ARE (miles) (direction) OF THE (name) AIRPORT. PHRASEOLOGY− CONTINUE HEADING (degrees). DO YOU REQUIRE FURTHER ASSISTANCE? 3. Continue to provide assistance in the form of 6. When the pilot indicates assistance is no pilotage and airport information as necessary. longer required, terminate the service. Provide the CTAF frequency, if appropriate, and the local PHRASEOLOGY− altimeter setting. DO YOU SEE ANY PROMINENT LANDMARKS? PHRASEOLOGY− ARE YOU FAMILIAR WITH THE (name) AIRPORT? (GPS) ORIENTATION SERVICE TERMINATED. COMMON TRAFFIC ADVISORY FREQUENCY (Name) AIRPORT FIELD ELEVATION (feet). IT HAS (frequency). ALTIMETER (setting). (number and surface type) RUNWAYS. THE RUNWAY/S NOTE− RUN (direction). THE AIRPORT IS LOCATED CTAF is defined as a UNICOM, Multicom, FSS, or ATCT (direction/distance) FROM (landmark visible to the frequency. aircraft). 7. Notify appropriate control facility of the 4. Advise the pilot to report the landing airport aircraft’s position, termination of services, and the in sight. pilot’s intentions.

4−4−2 Global Positioning System (GPS) 6/17/21 JO 7110.10BB

Chapter 5. Flight Data Section 1. General

5−1−1. COMMUNICATIONS SERVICE responsible for closing, cancelling, or extending the flight plan if the flight is canceled or delayed. Most flight movement data exchanged outside of the facility is processed by automated systems such as c. Determine the flight plan area in which the NADIN. It is important to adhere to strict format and destination is located. Request the pilot close the procedures during normal operations as well as flight plan with the tie-in facility. Provide the pilot the system interruption periods. tie-in facility/sector contact information upon request. a. Circuit interruption notifications should be as follows: d. Recommend that a separate flight plan be filed for each leg of a VFR flight. 1. Consult your operational system handbook e. Request the pilot inform FSS whenever the filed and standard operating procedures for detailed time en route changes more than 30minutes. instructions regarding circuit interruption notification procedures. f. On return flights from remote areas, such as a fishing site, establish a mutually acceptable date/time 2. Notify any guarding facility/sector, the with the pilot for alerting search and rescue. Aeronautical Information System Replacement (AISR) Customer Service Center, and NADIN. g. When a pilot files to an airport served by a part-time FSS and the ETA is during the period the b. All outage reports should refer to the correct facility is closed, ask the pilot to close with the circuit and/or equipment identification numbers. associated FSS, identified in FAA Order JO 7350.9, Facilities should obtain and record ticket numbers Location Identifiers, and the Chart Supplement U.S. provided by AISR or the TELCO authority. h. Upon request, inform pilots filing IFR flight c. Weather Message Switching Center Replace- plans of the appropriate and most effective means of ment (WMSCR) and NADIN: contact the FAA obtaining IFR departure clearances. National Enterprise Management Center (NEMC) at i. When a pilot files a DVFR flight plan, advise the 855−322−6362 (FAA−NEMC). pilot to activate with Flight Service. Also advise the 1. For ATLANTA (KATLYTYX), press 1; pilot that a discrete beacon code will be assigned upon activation. 2. For SALT LAKE CITY (KSLCYTYX), NOTE− press 2. 1. A discrete beacon code may be assigned when the d. AISR Helpdesk: 866−466−1336. flight plan is filed, as necessary. If the pilot wants to file a DVFR flight plan that departs outside the facility’s flight plan area, provide the applicable toll-free number for the 5−1−2. FLIGHT PLANS departure FSS. 2. Discrete beacon codes are assigned to facilities in Advise pilots, as appropriate, on the following: accordance with FAA Order JO 7110.66, National Beacon a. Identify the tie-in station for the departure Code Allocation Plan. point, and advise the pilot to report departure time directly to that facility. 5−1−3. FLIGHT PLAN DATA b. When a departure report is unlikely because of Handle flight plan data as follows: inadequate communications capability, advise the a. Record flight plan data on a domestic or ICAO pilot that the flight plan will be activated using the flight plan form or electronic equivalent. Locally proposed departure time as the actual departure time. approved procedures may be used to manually record Include “ASMD DEP” in remarks. The pilot is data prior to entry into the operational system. Flight

General 5−1−1 JO 7110.10BB 6/17/21

plan data received from an operations office may be FIG 5−1−1 limited to only those items required for ATC or SAR Hand-Printed Characters Chart purposes, provided the operations office obtains complete information on the flight. b. Accept military flight plan proposals, cancellations, and closures from any source. NOTE− Part-time operations offices must provide complete information in the event it is needed for SAR purposes.

5−1−4. TYPES OF DATA RECORDED a. Operational system entries for: 1. Flight plans and related messages. 2. Logging pilot briefings and aircraft contacts. 3. Service A/B messages. b. Manual strip marking.

5−1−5. METHODS OF RECORDING DATA a. Except as provided in subparagraph 3−2−2b, all entries must be made directly into the operational system. b. Locally approved procedures may be used to manually record data during heavy traffic periods or system outages. Aircraft contact information should be logged in the operational system as soon as practical. c. Use control/clearance symbols, abbreviations, location identifiers, and contractions for recording position reports, traffic clearances, and other data. When recording data either electronically or manually, you may use: 1. Plain language to supplement data when it will aid in understanding the recorded information. 2. Locally approved contractions and identifiers for frequently used terms and local fixes not listed in FAA Order JO 7340.2, Contractions, or FAA Order JO 7350.9, Location Identifiers. Use only within your facility, not on data or interphone circuits. All locally approved contractions and identifiers must be placed in facility files for record and reference purposes. NOTE− A slant line crossing through the numeral zero and an d. When recording data manually, use the standard underline of the letter “S” on handwritten portions of hand-printed characters shown in FIG 5−1−1 to flight progress strips are required only when there is prevent misinterpretation. reason to believe the lack of these markings could lead to

5−1−2 General 6/17/21 JO 7110.10BB a misunderstanding. A slant line through the numeral zero a. Inbound flights - all information. is required on all weather data. e. To correct or update data, draw a horizontal line b. Outbound flights - VFR and IFR flight plan through it and write the correct information adjacent data when proposed departure time and/or ETA is to it. within the period from 1 hour prior to closing until 1 hour after opening. f. Do not erase any item. c. All other pertinent information; for example, 5−1−6. IFR/VFR/DVFR FLIGHT PLAN NOTAMs and pending outages. RECORDING a. Use the operational system to record and file flight plans, flight plan modifications, cancellations, 5−1−8. TELEPHONE REQUESTS FOR ATC activations, and closures for appropriate distribution CLEARANCES and processing. Detailed instructions are contained in the operational system manuals. When a telephone request for an ATC clearance is NOTE− received, positively verify the departure location by FSS operational systems contain an electronic equivalent airport name or location identifier, and the city name of authorized FAA Flight Plan Forms. and state. b. When closing an active VFR flight plan, obtain NOTE− departure point and destination, if not already known. 1. With telephone calls being received from larger NOTE− geographic areas, verification of the departure location A canceled VFR flight plan is one that is removed from a may prevent a critical safety situation involving similar or proposed list and has not been activated. A closed VFR identical airport or city names possibly located in flight plan is one that has been activated and is now different states. removed from an inbound list. 2. City refers to a city, town, village or publicly recognized place. 5−1−7. PART-TIME FSS CLOSURE ACTION 3. Refer to FAA Order JO 7110.10, paragraph 3−3−7, Part-time facilities must forward the following ATC Clearances, Advisories, or Requests, for guidance on information to the designated guard FSS. relaying ATC clearances.

General 5−1−3

6/17/21 JO 7110.10BB

Section 2. Flight Plan Proposals

5−2−1. FLIGHT PLAN RECORDING (a) Use the military abbreviation followed by the last five digits of the aircraft’s number. For certain Record flight plans on the appropriate flight plan tactical mission aircraft, enter the assigned form or electronic equivalent. Completion of all three-to-six letter code word followed by a items or fields is not required in every case, and all one-to-four digit number. (See TBL 5−2−1.) items filed are not always transmitted. Use authorized TBL 5−2−1 abbreviations where possible. The instructions for Military flight plan completion are addressed in Appendix A, FAA Form 7233−4, International Flight Plan, or Abbreviation Military Service Appendix B, FAA Form 7233−1, Flight Plan, and A USAF elsewhere in this section. For completing electronic C Coast Guard versions of the flight plan forms, refer to that system’s E Air Evacuation operating instructions. G Air/Army National Guard L LOGAIR (USAF contract) a. Item 1. Type of flight plan. Check the R Army appropriate box. RCH REACH (USAF Air Mobility Command) b. Item 2. Aircraft Identification. Enter as follows, S Special Air Mission but do not exceed seven alphanumeric characters: VM Marine Corps VV Navy 1. Civil Aircraft Including Air Carrier. Aircraft letter/digit registration including the letter “T” prefix (b) Aircraft carrying the President, Vice for air taxi aircraft, the letter “L” for MEDEVAC President, and/or their family members will use the aircraft, or the three-letter aircraft company identifiers in the following tables. (See TBL 5−2−2 designator specified in FAA Order JO 7340.2, and TBL 5−2−3.) Contractions, followed by the trip or the flight TBL 5−2−2 number. President and Family EXAMPLE− Service President Family N12345 Air Force AF1 EXEC1F TN5552Q Marine VM1 EXEC1F AAL192 Navy VV1 EXEC1F LN751B Army RR1 EXEC1F Coast Guard C1 EXEC1F NOTE− Guard G1 EXEC1F 1. The letter “L” must not be entered in Item 2 of the flight Commercial EXEC1 EXEC1F plan for air carrier or air taxi MEDEVAC aircraft. Include the word “MEDEVAC” in the remarks section of TBL 5−2−3 the flight plan. Vice President and Family

2. For flight−processing systems (e.g., ERAM or STARS) Service Vice President Family which will not accept a call sign that begins with a Air Force AF2 EXEC2F number, if the call sign is 6 characters or less, add a Q at Marine VM2 EXEC2F the beginning of the call sign. If the call sign is 7 Navy VV2 EXEC2F characters, delete the first character and replace it with Army RR2 EXEC2F a Q. Put the original call sign in the remarks section of the Coast Guard C2 EXEC2F flight plan. Guard G2 EXEC2F EXAMPLE− Commercial EXEC2 EXEC2F 9HRA becomes Q9HRA 3. Canadian Military Aircraft. The 5744233 becomes Q744233 abbreviations must be followed by a number group 2. U.S. Military Aircraft. not to exceed four digits. (See TBL 5−2−4.)

Flight Plan Proposals 5−2−1 JO 7110.10BB 6/17/21

TBL 5−2−4 No transponder /X Canadian Military Transponder /T No DME with no Mode C Abbreviation Military Service Transponder /U CFC Canadian Forces with Mode C CTG Canadian Coast Guard No transponder /D Transponder /B c. Item 3. Aircraft Type. Insert the standard aircraft DME with no Mode C Transponder type designator, in accordance with FAA Order JO /A 7360.1, Aircraft Type Designators. with Mode C No transponder /M 1. Prefix to Aircraft Type (one-to-two alphanu- Transponder No /N meric characters). For IFR operations, if the aircraft’s TACAN with no Mode C RVSM Transponder weight class is heavy, indicate this with the prefix /P “H.” If a formation flight is planned, enter the number with Mode C No transponder /Y and type of aircraft; for example, 2H/B52. Transponder RNAV, /C 2. Suffix to Aircraft Type (one alpha character). with no Mode C No GNSS Transponder Indicate for IFR operations the aircraft’s radar /I with Mode C transponder, DME, or RNAV (includes LORAN) No transponder /V capability by adding the appropriate symbol Transponder /S preceded by a slant (/). (See TBL 5−2−5.) GNSS with no Mode C Transponder TBL 5−2−5 /G Suffix to Aircraft Type with Mode C NOTE− Navigation Tr a ns p onde r The /E and /F suffixes will only be used by aircraft Suffix Capability Capability operating to and from airports within the U.S., unless No GNSS, Transponder authorized by the controlling authority. /W No RNAV with Mode C REFERENCE− RNAV, Transponder FAA Order JO 7110.65, Para 2−3−8 and TBL 2−3−10, Aircraft Equipment /Z RVSM No GNSS with Mode C Suffixes. Transponder d. Item 4. True Airspeed (TAS Knots). Enter GNSS /L with Mode C two-to- four digits for TAS in knots; M followed by three digits for Mach number; or SC for “speed classified.” e. Item 5. Departure Point. Enter two-to-twelve alphanumeric and slant characters for name or identifier of the departure airport or point over which the flight plan is activated. f. Item 6. Departure Time. Enter departure time in UTC. g. Item 7. Cruising Altitude. Proposed altitude or flight level using two-to-seven characters; for example, 80 or 080, OTP, OTP/125, VFR, ABV/060. h. Item 8. Route of Flight. Enter identifiers for airways or jet routes to clearly indicate the proposed flight path. For direct flight, use names or identifiers of navigation aids, Navigation Reference System (NRS) waypoints, and geographical points or coordinates. If more than one airway or jet route is to be flown, clearly indicate the transition points.

5−2−2 Flight Plan Proposals 6/17/21 JO 7110.10BB

NOTE− p. Item 16. Color of Aircraft. Use authorized 1. On some direct flights beyond the departure center’s contractions when available. (See TBL 5−2−7.) airspace, it may be necessary to include a fix in the TBL 5−2−7 adjacent center’s airspace or latitude/longitude Code and Color coordinates, as appropriate, to facilitate computer acceptance. Local procedures should be applied to these Code Color Code Color special situations. A Amber B Blue 2. NRS waypoints consist of five alphanumeric BE Beige BK Black characters, which include the ICAO Flight Information BR Brown G Green Region (FIR) identifier, followed by the letter corresponding to the FIR subset (ARTCC area for the GD Gold GY Gray contiguous U.S.), the latitude increment in single digit or M Maroon O Orange group form, and the longitude increment. OD Olive Drab P Purple EXAMPLE− PK Pink R Red “KD34U” S Silver T Tan i. Item 9. Destination. Enter two-to-twelve TQ Turquoise V Violet alphanumeric and/or slant characters for name or W White Y Yellow identifier of the destination airport or point over NOTE− which the flight plan is to be canceled. 1. For ICAO flight plans, see Appendix A. j. Item 10. Estimated Time En route. Enter in 2. Local procedures may be developed for use on the hours and minutes the total elapsed time between reverse side of FAA Form 7233−1. departure and destination in four-digit format, for example, 0215. 5−2−2. OUTBOUNDS DEPARTING FROM OUTSIDE FLIGHT PLAN AREA k. Item 11. Remarks. Information necessary for ATC, search and rescue operations, and any other For domestic flight plans, accept flight plans data pertinent to the flight or provided by the pilot. regardless of departure point within the NAS. For RM: field only - Use 1-80 characters beginning Forward the complete VFR flight plan proposals for with *, #, $, or %. (See TBL 5−2−6.) aircraft proposing to depart from outside the facility’s flight plan area to the tie−in facility/sector for the TBL 5−2−6 departure and destination points. A complete flight plan for civilian flights (except stereo routes) includes FAA Form 7233−4 Item 19 Supplemental * transmit remarks to all centers. Information sent in a separate SPL message. Insert # transmit remarks to departure centers only. the originator of the flight plan into Item 18 of the $ transmit remarks only to those addresses in FPL following the indicator ORGN/. VFR Depart- the CP field of the flight notification mes- ment of Defense (DOD)/military flight plans and sage. civilian stereo route flight plans can still be filed % for remarks not to be transmitted. using FAA Form 7233−1, or electronic equivalent. l. Item 12. Fuel on Board. Enter in hours and NOTE− minutes in four-digit format; for example, 0330. FPL and SPL message formats may be found in Appendix D, Service B Message Formats. m. Item 13. Alternate Airport/s. Enter the location identifier if specified by the pilot. 5−2−3. FLIGHT PLANS WITH AREA NAVIGATION (RNAV) ROUTES IN n. Item 14. Pilot’s Name, Telephone Number, DOMESTIC U.S. AIRSPACE Aircraft’s Home Base. Self-explanatory. a. Use FAA Form 7233-4, International Flight NOTE− Plan, and use the following guidelines for pilots filing Pilot’s name not required if BASEOPS/Aircraft Operators flight plans in domestic U.S. airspace if automatic name and contact data is provided. assignment of any of the following RNAV routes are o. Item 15. Number Aboard. Self-explanatory. desired:

Flight Plan Proposals 5−2−3 JO 7110.10BB 6/17/21

1. RNAV standard instrument departure (SID); 2. RNAV standard terminal arrival route (STAR); and/or 3. RNAV point-to-point (PTP). b. ICAO Flight Plan procedures are located in Appendix A.

5−2−4 Flight Plan Proposals 6/17/21 JO 7110.10BB

Section 3. IFR Flight Plan Handling

5−3−1. IFR FLIGHT PLANS areas, ATCAA) as in subparagraph 5−3−2 a except when letters of agreement specify otherwise. Civilian IFR flight plans consist of the information requested on FAA Form 7233−4 (or Form 7233−1 for c. Aerial refueling delays, or any other en route stereo routes) or an electronic equivalent. All items delays not covered in subparagraphs 5−3−2 a or b and except Item 19 are transmitted to the ARTCC as part not involving a change of altitude stratum, do not of the IFR flight plan proposal. Item 19 information require separate messages. Delay information must is retained by the service that filed the flight plan, and be filed within the route of flight. If a change of made available to ATC upon request. DOD/military altitude stratum is indicated, transmit separate IFR flight plans within U.S. controlled airspace and messages as in subparagraphs 5−3−2 a or b. civilian stereo route flight plans can still be filed using FAA Form 7233−1, or electronic equivalent. d. When a composite, stopover, or terminal area delay flight plan is revised: 5−3−2. NOTIFYING ARTCC 1. Before departure, transmit the information to the original addressees plus any new addressees. Transmit flight plans and flight plan amendments to the ARTCC for the departure point. Facilities should 2. After departure, transmit the information to use FAA Order JO 7350.9, Location Identifiers, or all new addresses that are affected by the change. the appropriate aeronautical charts to determine the ARTCC to which each transmission must be made. e. Transmit flight plans when the ETD is within 23 Transmit flight plans (if necessary) and flight plan hours of current time. amendments via interphone to the flight data position NOTE− (error referral position) or departure sector when the In the event of a time zone difference between the station aircraft’s proposed departure time is within the and the associated ARTCC, use the ARTCC’s local time parameters listed in TBL 5−3−1. Advise the in determining transmission time. ARTCC’s departure sector or flight data position f. Address all IFR flight plan messages to the (error referral position), via interphone, when a ARTCC serving the point of departure and all message is received indicating ineligibility or a concerned oceanic and non-conterminous air traffic response is not received via data terminal within 10 service (ATS) units, except FAA ATCTs. minutes. Flight plans are automatically deleted if no action is taken within the time limits listed in NOTE− TBL 5−3−1. Transmit flight plans as follows: The ARTCC within whose control area IFR flight is proposed to begin will forward the proposed tower en a. When multiple (two or more) flight plans are route flight plan data to the appropriate departure received from the same aircraft, or for flight plans terminal facility. which propose alternating VFR and IFR, stopover, or g. For flights inbound to the conterminous U.S. terminal area delay, the station receiving the flight from Alaska or Hawaii, address only the first plans transmits separate flight plans to the conterminous U.S. ARTCC; for example, for a appropriate ARTCCs for each IFR portion or proposed flight from Sitka to Houston, address segment. PAZAZQZX, CZVRZQZX, and KZSEZQZX.

b. Transmit flight plans specifying special use REFERENCE− airspace delays (MOAs, warning areas, restricted FAA Order JO 7110.65, Para 2−2−2, Forwarding Information.

IFR Flight Plan Handling 5−3−1 JO 7110.10BB 6/17/21

TBL 5−3−1 TBL 5−3−2 ARTCC Flight Plan Times ARTCC ID & Computer Flight Data Center Filer Lock− Flight Plan (ARTCC) out Time Deletion Time1 ARTCC ID Computer Flight Data Name (Minutes) (Minutes) Albuquerque ZAB KZABZQZX KZABZRZX Albuquerque 46 120 Atlanta ZTL KZTLZQZX KZTLZRZX Anchorage 43 90 Anchorage ZAN PAZAZQZX PAZAZRZX Atlanta 46 120 Boston ZBW KZBWZQZX KZBWZRZX Boston 55 120 Chicago ZAU KZAUZQZX KZAUZRZX Chicago 46 120 Cleveland ZOB KZOBZQZX KZOBZRZX Denver ZDV KZDVZQZX KZDVZRZX Cleveland 46 120 Fort Worth ZFW KZFWZQZX KZFWZRZX Denver 46 180 Honolulu ZHN PHZHZQZX PHZHZRZX Fort Worth 46 180 Houston ZHU KZHUZQZX KZHUZRZX Guam Manual 120 Indianapolis ZID KZIDZQZX KZIDZRZX (OFDPS) Coordination2 Jacksonville ZJX KZJXZQZX KZJXZRZX Honolulu Manual 120 Kansas City ZKC KZKCZQZX KZKCZRZX (OFDPS) Coordination2 Los Angeles ZLA KZLAZQZX KZLAZRZX Houston 46 120 Memphis ZME KZMEZQZX KZMEZRZX Indianapolis 61 240 Miami ZMA KZMAZQZX KZMAZRZX Jacksonville 46 120 Minneapolis ZMP KZMPZQZX KZMPZRZX Kansas City 46 120 New York ZNY KZNYZQZX KZNYZRZX Los Angeles 46 120 Oakland ZOA KZOAZQZX KZOAZRZX Memphis 46 120 Salt Lake ZLC KZLCZQZX KZLCZRZX Miami 46 120 San Juan ZLU TJZSZQZX TJZSZRZX Minneapolis 46 120 Seattle ZSE KZSEZQZX KZSEZRZX New York 61 121 Washington ZDC KZDCZQZX KZDCZRZX Oakland 46 120 Salt Lake City 46 120 b. Adhere to a fixed order of data. Do not exceed San Juan3 46 120 the stated maximum number of characters or Seattle 46 120 elements allowed for each field in messages Washington 46 120 addressed to an ARTCC computer. Flight plans filed 1Following proposed departure time. containing more than the stated character maximums 2Electronic amendments are not accepted; manual coordination is should be sent using the ARTCC flight data address. required. 3Flight plans with San Juan Center are processed via Miami Center’s c. For manual entry into Service B, one space Flight Data Processor. character must be entered at the end of each data field. The first data field of a message need not be preceded 5−3−3. CONTROL MESSAGES FOR by a space. The last data field of a message need not FORMATTED IFR FLIGHT PLANS be followed by a space. Transmit all proposed IFR flight plan messages to the d. Each field of data is composed of one or more ARTCC within whose control area IFR flight is elements. Discrete elements of information within a proposed to begin. field are separated by delimiters, generally slashes (/) or periods (ABC..DEF). a. Communications Functions. Flight plan data messages must be addressed to the computer only. All e. Messages addressed using a ARTCC flight data other types of messages for ARTCC attention must be address (see TBL 5−3−2) are not processed by the addressed to the Flight Data position only. ARTCC computer. Response and/or interpretation of Acknowledgements for all numbered messages will these messages are dependent on flight data be received from the computer or the Flight Data personnel action. The prime consideration of these position indicating receipt by the ARTCC, but not types of messages must be the readability of the necessarily computer acceptance. (See TBL 5−3−2.) transmitted data.

5−3−2 IFR Flight Plan Handling 6/17/21 JO 7110.10BB

f. All domestic flight data processing computers d. End of Line Function (Field E). Same as have the capability to return acknowledgments to the subparagraph 5−3−4a. source and, depending on local adaption, return error e. Source Identification (Field 00). Nine or ten messages and accept amendments. Notify the characters required followed by a space character in appropriate ARTCC Data Systems Specialist or the following order: Primary A position when it is suspected that a flight plan has been erroneously rejected by the computer. 1. The three-character address of the originating facility. g. IFR flight plans specifying stopovers or terminal area delays require separate messages be 2. Four characters (digits) to indicate the time sent to the appropriate ARTCCs for each segment. (in UTC) the flight plan was composed by the Unless otherwise covered by a letter of agreement, originator. treat flight plans proposing SUA delays in the same manner. Separate messages are also required for any 3. Three characters (digits) representing the other en route delays if a change of altitude stratum number of the message; for example, 021. It is is proposed at the delay point. See subparagraph recommended that numbering systems be restarted 5−3−4n8(b)(2) for delays not involving a change of with 001 at the beginning of each day (0000Z). altitude stratum. NOTE− There are no spaces between characters in subparagraphs h. Some fields contain the necessary functions to 5−3−4e1, 2, and 3. operate the computer data terminal adapters and are designated by alpha characters (HIO..RAW- f. Message Type (Field 01). The letters “FP” ER.V23.EUG/D0+30..16S). Do not separate these followed by a space character. fields with spaces. g. Aircraft Identification (Field 02). Consists of two-to-seven alphanumeric characters followed by a space character. The first character of the 5−3−4. IFR FLIGHT PLAN CONTROL identification must be a letter. MESSAGE FORMAT (FAA Form 7233−4) 1. Phrases such as FLYNET, Snow Time, etc., For En Route Automation System Flight Data which do not identify specific aircraft but are Processing (EAS FDP) acceptance, the complete supplemental data defining a special mission or message contents, the order of data, the number of function, must be contained in remarks (Field 11). characters allowed within any data field or element, and any associated operational procedures or 2. For foreign aircraft flight identifications with restrictions are as follows (as used here, “field” refers a numeral as the first character, insert a Q as the first to EAS FDP field): character and explain in the remarks section by listing the actual flight identification. NOTE− 1. Instructions for the completion of FAA Form 7233−1, NOTE− Flight Plan, are contained in Appendix B, FAA Form Use caution not to modify existing remarks. 7233−1, Flight Plan. h. Aircraft Data (Field 03). Consists of 2. Detailed operating instructions for processing IFR two-to-nine characters followed by a space character. Flight Plans are contained in the operational system Aircraft data within the field may vary from instructions. one-to-three elements consisting of: a. Start of Message Code (Field A). (New Line 1. Number of aircraft (when more than one) Key) and/or the heavy aircraft indicator. For heavy aircraft the indicator is “H/.” This element contains a b. Preamble Line (Field B). Consists of originator, maximum of two characters followed by a slash. priority, and addressee(s). EXAMPLE− c. Originator Line (Field C). Consists of a 2/F15 six-digit date-time group and the eight-character 3H/B52 originator identifier. 10/F18

IFR Flight Plan Handling 5−3−3 JO 7110.10BB 6/17/21

2. Type of Aircraft. Insert the standard aircraft n. Route of Flight (Field 10). The route of flight type designator, in accordance with FAA Order consists of departure point or pickup point (PUP), the JO 7360.1, Aircraft Type Designators. route of flight, and normally a destination followed by a space character. 3. Equipment Suffix. This element consists of a slash (/) followed by one letter which is one of the 1. Field 10 is a fixed sequence field and must approved designators identifying transponder and/or begin with a fix; for example, fix, airway, fix, airway navigation gear. etc. The last element may be a fix or one of the route elements VFR, DVFR, or XXX (incomplete route i. Airspeed (Field 05). Consists of two-to-four indicator). An element is separated from another characters followed by a space character. This field element by a period character. must indicate the filed true airspeed in knots or Mach 2. When consecutive fix elements or route number. elements are filed, the fixed sequence format is EXAMPLE− maintained by inserting two period characters 350 between the filed Field 10 elements; for example, M075 fix..fix or airway..airway. j. Departure Point or Coordination Fix (Field 06). 3. When a pilot files an airway..airway Consists of two-to-twelve characters followed by a combination, obtain the point of transition and insert space character. This field contains the departure it in the transmitted flight plan; for example, point or fix at which an aircraft will pick up IFR. It SGF.J105..J24.STL.J24. The foregoing does not must be a fix, not an airway. For proposed departures, apply if the first encountered fix happens to be the it must match the first element in the route of flight; next filed junction point within the route. and for IFR pickups, it must match either the first NOTE− element in the route of flight or the third element if the Airway..airway combinations in the route of flight require ./. or VFR is used as the second element. a defined junction (either five-character alphanumeric, location identification, or pre-defined fix-radial-dis- k. Proposed Departure Time (Field 07). Consists tance). of five or seven characters followed by a space 4. The slash character (/) is used to file a character. This field contains the letter “P” followed latitude/longitude fix or in describing an ETE. by a four or six digit time group in UTC. 5. The maximum number of filed field elements l. Requested Altitude (Field 09). Consists of for computer-addressed flight plans is 40. Double two-to-seven characters followed by a space period insertions do not count against the 40-element character. Altitudes or flight levels, as appropriate, limitation. Transmit flight plans filed exceeding the must be expressed in hundreds of feet, but without route element limitation to the ARTCC, not its leading zeros. The letters “OTP” must be entered in computer. this field to indicate a requested altitude of VFR 6. Fix Descriptions. A fix must be filed in one conditions-on-top. If a VFR conditions-on-top of the following ways: altitude is provided, it must be entered as “OTP/XXX (a) Fix Name. Domestic, Canadian, and where “XXX” is a VFR altitude. Blocked altitudes International identifiers of two-to-five alphanumeric are indicated by entering the lower altitude of the characters. requested block, the letter “B,” and the higher altitude of the block; for example, 80B100, 240B270, with no (b) Fix Radial Distance (FRD). Consists of spaces. eight-to-eleven alphanumeric characters in the following sequence: Two-to-five characters identify- m. End of Line (New Line Key) (Field E). The ing a NAVAID, three characters of azimuth expressed first occurrence of Field E must always follow Field in degrees magnetic, and three characters of distance 09 of the message. Any time a subsequent end of line expressed in nautical miles from the NAVAID. Zeros becomes necessary, if used within Field 10, it must be preceding a significant character must be entered preceded by the appropriate element separator (not a before the azimuth and distance components as space). If used within Field 11, Field E may be required to assure the transmission of three characters entered at any point within the remarks sequence. for each.

5−3−4 IFR Flight Plan Handling 6/17/21 JO 7110.10BB

(c) Latitude/Longitude. Consists of (4) Military Routes. Certain military routes nine-to-twelve characters entered as follows: The (for example, MTR and air refueling tracks/anchors), latitude must appear as the first component as four are considered coded routes. The route designator numbers (trailing zeros required) followed by an must be preceded and followed by the entry and exit optional letter “N” or “S.” If the optional letter is fixes in terms of fix/radial/distance (FRD), and omitted, north is understood. Latitude must be re-entry information may be suffixed to certain separated from longitude with a slash (/) element military coded routes as follows: separator. Longitude must appear as the second [a] The entry and exit fix must be component as four or five digits (trailing zeros associated with a fix on the route, and the entry fix required, leading zero optional) followed by an must be prior to the exit fix on the route. optional letter “W” or “E.” If the optional letter is omitted, west is understood. EXAMPLE− TNP355025..IR252 (d) Navigation Reference System (NRS) PKE107012 Waypoints. NRS waypoints consist of five alphanu- [b] Routes having re-entries for a single meric characters, which include the ICAO FIR strategic training range (STR) site must contain the identifier, followed by the letter corresponding to the entry of alternate entry fix in terms of FRD, the route FIR subset (ARTCC area for the contiguous U.S.), designator followed immediately by a plus sign (+), the latitude increment in single digit or group form, either the letter “R” (1st STR site) or “S” (2nd STR and the longitude increment. site), and a digit indicating the number of re-entries. EXAMPLE− EXAMPLE− “KD34U” (FRD) IR240+R2 (FRD) (FRD) IR240+S3 (FRD) 7. Route Descriptions. A route must be filed in [c] Routes having re-entries for two STR one of the following ways: sites must contain the entry/alternate fix in terms of (a) Airway. The official airway designator FRD, the route designator followed immediately by must be filed. a plus sign (+), the letter “R,” and a digit indicating the number of re-entries on the first STR site, (b) Coded Routes. Coded routes are a immediately followed by second plus sign (+), the shorthand method of describing a route segment or letter “S,” and a digit indicating the number of segments which may have an altitude profile re-entries on the second STR site. described, an adapted airspeed within the route, EXAMPLE− re-entry or loop routes as an option, or a time delay (FRD) IR240+R2+S3 (FRD) at a fix within the route as an option. Some of the [d] STR routes must be entered and principal uses of coded routes are as follows: exited at the respective primary fix. Alternate STR (1) Instrument Departures (DP). DP, if routes must be entered/exited at the alternate used, must be filed by the computer code designator entry/exit fix. The routes must be identified by an as the second element of Field 10 and be followed by individual name. the transition or exit fix. EXAMPLE− (FRD) IR240+R2 (FRD) (Primary) (2) Standard Terminal Arrivals (STARs). (FRD) IR240A+R2 (FRD) (Alternate) STAR, if used, must be filed by the computer code designator as the next to last element of Field 10 and (5) North American Routes (NAR). NAR immediately follow the entry or transition fix. routes are numerically coded over existing airways and route systems from and to specific coastal fixes (3) Published Radials. Published radials serving the North Atlantic. (for example, within a preferred route) are considered EXAMPLE− airways. Do not file unpublished radials. .NA9 .NA50 EXAMPLE− .JFK053..DPK017 (6) Stereo Routes. A stereo route must .RBV020 specify a pre-stored stereo tag. An “FP” message may

IFR Flight Plan Handling 5−3−5 JO 7110.10BB 6/17/21

be entered with a stereo tag as the only Field 10 entry, remarks are not present, no space is required and which causes the Field 10 data stored for the stereo Field F (End of Message) should be the next entry. tag to be substituted for the stereo tag and processed o. Remarks (Field 11). Consists of the appropriate as the filed Field 10. Additionally, the filed departure remarks code character and the remarks. Spaces are point (Field 06) must agree with the stored departure permitted within the remarks field to separate words point. or contractions. Remarks must be transmitted in Field (7) Incomplete Route Indicator (XXX). 11 whenever a pilot files the information on the flight When XXX, the incomplete route indicator, appears plan. A remark is required whenever there is a in Field 10, the element preceding the XXX element modification to the flight plan by the specialist. must be a fix. 1. If it is necessary to make modifications to the (8) VFR or DVFR element. When VFR or filed route of flight for the purpose of achieving DVFR is the second element of Field 10, the filed fix computer acceptance of the input due to, for example, following VFR or DVFR must be internal to the correcting a fix or an airway identification, “FRC,” ARTCC’s area to whom the flight plan was initially meaning “Full Route Clearance Necessary,” must be submitted. When VFR or DVFR is other than the added to Item 18. “FRC” must always be the first item second element in Field 10, the element preceding the following RMK/. When “FRC” appears on a flight VFR or DVFR must be a filed fix. progress strip, the controller issuing the ATC clearance to the aircraft must issue a full route 8. Fix Suffix. clearance. (a) En Route Delay Suffix consists of an EXAMPLE− element separator (/), followed by the letter D, −RMK/FRC followed by the hours and minutes separated by a plus NOTE− sign (+). Must be appended to a fix. INPUT OPERATORS ARE LIMITED TO MAKING ONLY THOSE CHANGES REQUIRED FOR COMPUTER EXAMPLE− ACCEPTANCE. Modifications, such as those to conform .STL/D1+30 with traffic flows and preferred/recommended routings, .PKE107012/D2+05 must only be made by the pilot or his/her operations office (b) Use of this suffix is limited to the or the controller responsible for initiating the clearance following cases: to the aircraft. 2. In the case of applicable military flights (1) Aerial Refueling Tracks and Anchors. requesting that the flight plan is not passed to air The suffix is appended to the entry fix. defense radar (NOPAR), NOPAR must be the first EXAMPLE− item in Remarks (Field 11). .ICT248055/D0+30.AR330 3. Remarks for military flight plans filing an IR (2) En route delays not involving a change route must contain the IR route designator, entry time of altitude stratum and not involving a stopover, prefaced by the letter “E,” exit time prefaced by the terminal area delay, or SUA delay unless specifically letter “X,” and MARSA when applicable. Remarks covered by a letter of agreement with the receiving for flight plans filing a terminal area delay must ARTCC. contain the airport identifier at which the delay will occur, followed by the letter “D,” followed by the (c) ETE Suffix. Consists of an element duration of the delay in hours plus minutes, followed separator (/) and four digits appended to the by the destination airport. These should be the first destination. Leading zeros are required, and the time item in Remarks (Field 11). en route is expressed in hours and minutes. 4. When a pilot files an FAA-assigned EXAMPLE− three-letter company designator, if the designator .STL/0105 and/or radiotelephony is new or changed, the 9. A period is not required after the last element authorized radiotelephony call sign must be included of Field 10. If remarks (Field 11) are present, a space in the remarks field for at least 60 days following the is required after the last element of Field 10. If effective date. In cases where there is no three-letter

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identifier assignment or a three-letter identifier is 2. Format. AM messages sent to the ARTCC used in a medical emergency, the assigned computer must follow a specific format. First, the radiotelephony must be included in the remarks field. field to be amended must be identified, then the NOTE− amended information given. The ARTCC computer 1. A radiotelephony may be assigned by the FAA without recognizes the following fields by either number or assigning a three-letter identifier. Special radiotelephony name: (See TBL 5−3−3.) assignments are usually temporary and for commemor- TBL 5−3−3 ative flights, large number of aircraft in an organized Field Number and Name race, aircraft operating during an emergency or disaster condition, or aircraft requiring special handling for test Field Field Field Number purposes. Name 2. The pilot is responsible for knowing when it is Aircraft Identification 02 AID appropriate to file the radiotelephony in remarks under Aircraft Type 03 TYP the 60 day rule or for special radiotelephony assignments. Speed 05 SPD The pilot may also request that the radiotelephony be filed Departure/Coordination Pt. 06 FIX in remarks due to special needs of the flight. Proposed Time 07 TIM p. End of Message Function (Field F). Consists of Altitude 09 RAL enter function. Route of Flight 10 RTE Remarks 11 RMK 5−3−5. ADDITIONAL MESSAGES 3. Restrictions. The following messages are eligible for input to ARTCC computers via Service B, in addition to the (a) If Field 02 is to be amended, no other field flight plan (“FP”) message: may be amended in the same message. If Field 02 and other fields are to be amended, send an RS message a. Remove Strip (RS). The purpose of the RS and re-enter the entire corrected flight plan. If an message input is to advise the computer that data on attempt is made to amend Field 02 within a multiple a particular flight is no longer valid and in effect amendment message or to amend Field 02 to M, the cancels the flight plan and removes it from computer following rejection message is returned: “RE- storage. JECT—INVALID AMENDMENT.” 1. Eligibility. RS messages may be entered only NOTE− for flight plans which: Alternate procedure is to send two amendments - the first amends field 2; the second amends the other field or fields. (a) Are proposed flights. (b) Field 07 Amendments. An attempt to (b) Have been previously entered by the same amend Field 07 to anything other than a P-time is not source entering the RS message. allowed. If such an amendment is attempted, the (c) The flight plan is inactive; for example, a following error message is returned: departure strip must not yet have been printed. “COFIE INVALID TIME PREFIX.” Otherwise, the following rejection message is (c) Amendment to Fields 06, 07, and 10: returned: “REJECT--NOT YOUR CONTROL.” Where Fields 06, 07, and 10 are amended with a 2. Format. Fields 01 (Message type) and 02 single AM message, the following rules apply: (Aircraft Identification) are required. (1) The amended Field 06 replaces the EXAMPLE− previously stored coordination fix (Field 06). RS SWA138 (2) The amended Field 07, with appropriate b. Amendment (AM) Message. The purpose of letter prefix, replaces the previously stored the AM message is to change data previously stored coordination time (Field 07). in the ARTCC computer. (3) The amended route data (Field 10) may 1. Eligibility. Same as for the RS message completely replace the previously filed Field 10 or (above). may be merged with the filed Field 10.

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(4) If the last element of the amended route EXAMPLE− data is followed by a destination indicator, this last ARTCC−Generated Error Message: element becomes the new destination fix. Sending MSG MSG Field in Data in Reason Facility Type NR Error Error (5) When amended route data is merged DCA Error 123 08 9A FORMAT CM Format: with filed data, it replaces all data between the Field 00 MSG Type Correct Data departure point and the first non-amended element DCA 1820123 CM 090 remaining in the field. The last element of the amended data must match the first element of the 3. When a CM message in response to an error remaining non-amended data, otherwise the follow- message results in any change to a pilot-filed Field 06 ing rejection message is returned: “REJECT−−(last (Departure Point) or Field 10 (Route of Flight) once element) CANNOT MERGE.” the flight plan has been accepted, an AM message must be sent to add a field 11 intra-ARTCC remark. (d) Amendment to Field 10 Only. Except as In remarks, insert “FRC PILOT FILED (original permitted above, a Field 10 amendment must be the data).” only field amended; no other field may be amended 4. Should a “NOT YOUR CONTROL” with the same message. Otherwise, the following is response be received, do not retransmit the flight plan returned: “REJECT—INVALID AMENDMENT.” or the AM. Confirm ARTCC receipt of the flight plan EXAMPLE− or AM (FRC/REMARKS) via interphone with the Primary A position. (See TBL 5−3−4.) Field Field TBL 5−3−4 Mes- Aircraft New to be New Field to be Computer Flight Data Input sage Identifica- Field Re- Data Re- Type tion Data vised vised COMPUTER FLIGHT DATA INPUT CHART AM TWA179 07 P0800 08 350 Field Element Example Requirements AM UAL466 07 0300 A Start of New Line Required for AM AAL4355 10 ORD.J60 .DEN Message Key SOM (SOM code) recognition. B Preamble FF Provides c. Correction Message (CM). When the ARTCC Line KZFWZQZ priority, and computer detects an error in a flight plan, an error X addressee. message is generated to the sender when the sender C Originator DTG Required for is within the departure ARTCC’s adapted boundaries. KMLCYFY ending the X message header. NOTE− D End of Line (New Line EOL. These procedures may not apply to all operational Key) systems. E End of (Enter End of Message. Message Function) 1. Eligibility. CM messages may be entered only for the period for which the departure ARTCC’s program is adapted, normally 5 minutes. After that 5−3−6. COORDINATE RNAV ROUTES time, the flight plan in error drops out to the ARTCC a. When accepting flight plans containing coordi- Primary A position for re-entry. The sender has nate RNAV routes, ensure that the route of flight after primary responsibility for corrective action. the departure fix is defined by latitude/longitude NOTE− coordinates and a fix identifier. Error messages are generated only on messages from b. The arrival fix must be identified by both the sending stations within the adaptation parameters of the latitude/longitude coordinates and the fix identifier. departure ARTCC and for only that portion of the route within that ARTCC’s adapted boundaries. Other flight EXAMPLE− plans in error are referred to a Primary A position. (1) (2) (3) (4) (4) (5) 2. Format. Responses to error messages must be MIA SRQ 3407/10615 3407/11546 TNP LAX transmitted in the form of a CM message within the time parameters adapted for your ARTCC. 1. Departure airport.

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2. Departure fix. 5. Destination airport. 3. Intermediate fixes defined by latitude/ longitude coordinates. 4. Arrival fix for the destination airport in terms of both the latitude/longitude coordinates and the fix identifier.

IFR Flight Plan Handling 5−3−9

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Section 4. Flight Plan Handling

5−4−1. FLIGHT PLAN ACTIVATION tie−in facility must assume both destination and search and rescue responsibility. a. If a departure report has not been received within a predetermined time, but not less than 1 hour EXAMPLE− of the proposed departure time, and specific FF PAENYFYX PAFAYFYX DTG KJNUYFYX arrangements have not been made to activate the (DEP (MN) (RD)−N12345−KANC1500−KFAI−FIRIV flight plan, cancel and store in the history file. ENA) b. The FSS history file is used for statistical and d. On civil flight plans, if the pilot advises of historical purposes. Movement messages, pilot stopover points, show these in Item 18. briefings, and aircraft contacts are stored in the EXAMPLE− history files automatically and retained for 15 days. FF KBOIYFYX c. When a pilot reports an actual departure time of DTG KCDCYFYX more than 2 hours prior to the current clock time, (FPL (MN)(RD)−N12345−VG −P28−S request an updated ETE based on the aircraft’s −KPVU1755 present position. Amend the ETE in the existing −N0115A030 DCT flight plan and activate the flight plan using the −KBOI0123 current time as the time of departure and inform the −RMK/LNDG TWF pilot of the new ETA. e. When using the format of FAA Form 7233−4 or DD Form 1801, in remarks use coded data pertinent 5−4−2. DEPARTURE REPORT MESSAGE to services, passengers, or cargo. In the absence of Item 18 entries, enter the number “0” (meaning none) When a pilot activates a flight plan with other than the in the remarks field. facility holding the flight plan, transmit a departure message to the departure tie−in facility. EXAMPLE− −RMK/0 REFERENCE− 5−4−3. DEPARTURE MESSAGE DOD Flight Information Publication, General Planning Document. 1. Flight notification messages with remarks a. When a pilot activates a flight plan or requests generate an alert at designated workstations. an assumed departure, transmit a departure message to the destination tie−in facility as specified in FAA 2. When landing at a civil airport, if there are no Order JO 7350.9, Location Identifiers. remarks with the flight notification message, it is placed on the Inbound List with no alerts for b. When the proposed flight plan is received from notification purposes. another FSS or base operations (BASOPS), the departure facility will have only partial flight plan 3. When landing at a military airport, all flight data. Add a remark indicating the Service B address notification messages generate an alert. of the facility holding the complete flight plan. EXAMPLE− Operational systems will automatically add this to FF KRCAYXYX the “Remarks” section of the flight plan. DTG KRIUYFYX IFR DECAL01 T18/R SMF RCA 0135 EXAMPLE− $AP3NP3S FF KBOIYFYX DTG KCDCYFYX FF KBOIYFYX VFR N12345 C182/U PVU BOI 1958 $FPKIADXCLX DTG KCDCYFYX c. If the pilot elects to close the flight plan with a VFR R54321 2/UH1/U SLC BOI 1943 $N facility other than the designated tie−in facility, send f. Address military stopover flight notification the departure message with remarks to both tie−in messages to and obtain acknowledgements from the facilities; for example, FIRIV FAI. The designated destination tie-in facility serving all destinations.

Flight Plan Handling 5−4−1 JO 7110.10BB 6/17/21

1. For the first leg, transmit the items in 1. Thirty minutes after departure if ETE is subparagraphs 5−4−3a and 5−4−3e. between 30 minutes and 2 hours.

2. For each subsequent leg, transmit the 2. One hour before ETA if ETE is 2 hours or destination, ETE, and remarks applicable to that leg more. only, prior to (/). Remarks pertaining to the entire flight are entered in the “Remarks” section of the 3. Thirty minutes after departure if remaining original flight plan and are transmitted to all overnight (RON)/VIP information is contained in addressees. remarks of a military flight notification. 3. Separate stopover legs by inserting a slant (/) at the end of each leg except the last. Begin each leg c. When an acknowledgment for a message is on a new line. required and has not been received in accordance with the procedure described above, retransmit the EXAMPLE− complete message to the addressee. FF KANDYFYX KGNVYFYX KMIAYFYX DTG KDCAYFYX d. Messages awaiting acknowledgment are IFR VV12345 P3 ADW CHS 1300/ suspended on the Suspense List. It contains a list of NIP 01+30 A5 BALL DP10 AP5 S/ all numbered Service B messages and those messages MIA 02+30 NO DE-ICING EQUIPMENT transmitted from the flight plan mask not 4. For composite flights, specify type flight plan acknowledged by all the addressees. as the first item of each leg. 1. The message identification is the aircraft 5. When en route delays are involved, include identification for flight notifications and/or the delay time in ETE. message number for all other message types. g. Apply military flight plan procedures to all civil aircraft landing at military bases. 2. Acknowledgments received via NADIN will be automatically processed if they are in the proper NOTE− format. It is the civil pilot’s responsibility to obtain permission (from military authorities) to land at a military base. 3. Improperly formatted acknowledgments will h. Apply civil flight plan procedure to civil be directed to a list for manual processing and will aircraft departing military bases and en route to civil generate an alert at designated workstations for airports. editing.

4. The Suspense List will display the aircraft 5−4−4. AWAITING MESSAGE identification and message numbers in chronological ACKNOWLEDGMENT order of transmission times and the addressees for a. Following transmission, suspend the following each message with an indication of those that have message types until acknowledgment is received not acknowledged. from the addressee, then store in the history file: 5. If a transmission has not been acknowledged 1. FPL Flight Plan by all addressees within 30 minutes, an alert will be generated by the operational system. 2. SPL Supplemental 3. DEP Departure 6. Upon receipt of a Suspense alert, retransmit the message to addressees who have not acknow- 4. CNL Cancellation ledged the message. 5. MOD Modification 7. When an acknowledgment message is b. If an acknowledgment is not received within the received from any other source, such as interphone/ following time priod, use the telephone or interphone telephone or facility guarding for the addressee, the to assure delivery. specialist must manually acknowledge the message.

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5−4−5. ACKNOWLEDGING FLIGHT plan and note this on the flight notification message NOTIFICATION MESSAGES and file. Acknowledge a flight notification message as soon as 5−4−7. MAJOR FLIGHT PLAN CHANGES practical after receipt. Message acknowledgement FROM EN ROUTE AIRCRAFT formats are contained in Appendix D, Service B Message Formats. a. Change of Destination. NOTE− 1. When an aircraft on a VFR flight plan The operational system will automatically acknowledge changes destination, obtain and record, as a flight notification messages which are received in or have minimum, the following information if not already been edited into the correct format. known: (a) Type of flight plan. 5−4−6. ACTION BY ADDRESSEES (b) Aircraft identification. In addition to acknowledging receipt of flight notification, addressees must take the following (c) Aircraft type. actions: (d) Departure point. a. Military IFR flights. (e) New destination. 1. Notify BASOPS, if applicable, of the (f) New ETA. inbound flight. (g) Present position. 2. Upon request, deliver flight plan amend- (h) Old destination. ments to the ARTCC. (i) Estimated time en route. 3. File the flight notification message in the 2. Transmit a revised flight notification operational system history files or with the daily message to the departure, original, and new traffic. destination tie-in facilities containing the type of 4. Forward the actual departure time to the flight, aircraft identification, aircraft type, departure destination tie-in facility for the next destination. point, new destination, new ETA, and in Remarks, aircraft position and time, the words “ORIG DESTN” b. Military VFR flights. followed by the identifier of the original destination. 1. Notify BASOPS, if applicable, of the b. Change from IFR to VFR. When a civil aircraft inbound flight. changes from an IFR to a VFR flight plan, obtain all flight plan information and send appropriate flight 2. Suspense the message, await plan messages, including a SPL message. closure/cancellation/departure and assume destination station responsibility. c. Military Change from IFR to VFR or VFR to IFR. When a military aircraft changes from IFR to 3. Forward the departure time to the destination VFR, or VFR to IFR, or requests that other tie-in facility and assume departure station responsib- significant information be forwarded, transmit this ility. information to the destination station. 4. All flight notification messages are suspended on the Inbound List. An entry on the list will 5−4−8. CHANGE IN ETA remain there until the flight plan is closed. Thirty When an aircraft wants to change its ETE, obtain a minutes after the ETA, if the flight plan has not been new ETA, and using appropriate messaging closed, it is considered overdue and will generate an procedures, notify the destination tie−in facility of alert at designated workstations. the new ETA. The destination tie−in facility must c. If no information is received (for example, acknowledge and, thereafter, use the new ETA as the departure time, revised ETA) indicating that the flight standard for any necessary follow−up action; for is still active prior to the void time, close the flight example, QALQ message.

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5−4−9. FLIGHT PLAN CLOSURE 1. If the station receiving the closure is the tie−in station for the planned destination, transmit the Do not transmit arrival reports except under unusual appropriate message to the departure station with the circumstances or in the following cases: remark “FPNO” and the departure point and a. Transmit arrival or other information involving destination identifiers. The departure station must FAA or Canadian MOT aircraft by a numbered relay the arrival information to the station holding the message to any facility requested by the pilot. flight plan notification message in the active file. EXAMPLE− 2. If the station receiving the closure message is FF KDCAYFYX not the destination tie−in station, transmit the DTG KHHRYFYX HHR002 DCA appropriate closure message to the destination tie−in N2 A0839 (Remarks, as appropriate) station. b. For U.S. military aircraft, transmit arrival reports to the departure station only when: 5−4−10. MILITARY FLIGHTS TO/FROM U.S. 1. Requested by BASOPS. a. To U.S. If “REQ ARR” is in remarks, suspend 2. Special military flights arrive. the flight plan until arrival information is received from BASOPS and forward to the departure location. c. When a pilot closes a flight plan with a station that has not received a flight notification message, b. From U.S. If requested by BASOPS, include obtain as a minimum, the departure point, the flight “REQ ARR” in remarks section of ICAO flight plan. planned destination point, and the station with which Terminate suspense action only after receipt of an the flight plan was filed. arrival message and delivery to BASOPS.

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Section 5. Military Operations

5−5−1. SPECIAL MILITARY FLIGHTS change the requirement to use the letter “Z” as a suffix to the aircraft identification. Advise the ARTCC of flight notification messages, progress reports, changes en route, and related 5−5−4. MESSAGE HANDLING messages concerning Presidential or Vice−Presiden- tial flights. Accept and forward messages from any military authority that concern aircraft movement, national defense, safety of flight, or emergencies. This 5−5−2. MILITARY FOREIGN FLIGHTS includes, but is not limited to, the following: Generally, all military foreign flights are required to a. Flight Advisory Messages. clear through specified military bases. Pilots normally will not file flight plans directly with an 1. The FSS originating the advisory or receiving FSS unless BASOPS is not available. BASOPS with it from the originating BASOPS must determine the no Service B access will forward an ICAO-type flight FSS nearest the aircraft’s estimated position for VFR plan message via their tie-in FSS for relay through the flights, or the appropriate ARTCC for IFR flights. Aeronautical Fixed Telecommunications Network Transmit a numbered message only to the facility (AFTN). BASOPS should specify all addressees, identified. Include in the text “FLT ADVY,” aircraft both ATC and operational, in accordance with ICAO identification and type, and route of flight, in that standards and military regulations. order. The last item must be the identifier of the originating BASOPS or FSS. Plain language may be used. 5−5−3. USAF/USN UNDERGRADUATE PILOTS 2. Inform the originator if unable to deliver the flight advisory within 15 minutes. Store the message Aircraft piloted by solo USAF/USN undergraduate in the history files. student pilots (who may occasionally request revised b. Electronic Counter Measure (ECM) Alerts. clearances), are normally restricted to flight in VFR Transmit a numbered message via Service B to tie-in conditions. The aircraft identification in the flight stations serving the addressees. If acknowledgements plan must include the letter “Z” as a suffix. Do not use are not received within 1 hour, deliver via telephone. this suffix in ground-to-air communication. NOTE− c. REACH and SAM Flight Messages. Forward to USAF/USN solo students who have passed an instrument the airlift command post specified by the pilot if certification check may penetrate cloud layers in climb or message contains request “Pass to Air Mobility descent only. Requests for revised clearances to avoid Command & Airlift Command Post (AMC ACP),” clouds in level flight can still be expected. This does not specified by the pilot.

Military Operations 5−5−1

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Section 6. IFR/DVFR ADIZ Flight Plans

5−6−1. AIRCRAFT MOVEMENT SERVICES 5. Time of departure. WITHIN AN ADIZ−IFR (a) When the flight plan information is In addition to the normal handling of aircraft provided before the aircraft’s departure, enter as a operating in accordance with IFR, ADIZ penetration proposal. Depart the flight plan immediately upon information or position reports on IFR operations receipt of the actual departure time. outside of controlled airspace must be forwarded (b) If arrangements cannot be made to obtain immediately to the appropriate ARTCC. the actual departure time, forward the ETD. 6. Point of departure. 5−6−2. AIRCRAFT MOVEMENT SERVICES 7. ETA. WITHIN AN ADIZ−DVFR 8. Destination. For security control of air traffic, specific information 9. Remarks. contained in flight plans filed by a pilot operating or (a) DVFR discrete transponder code. proposing to operate in accordance with DVFR within an ADIZ must be forwarded to NORAD. (b) True airspeed. NOTE− (c) Estimated point of penetration of the Other offices, military and civil, as well as pilots, may file ADIZ (latitude/longitude or fix-radial-distance), DVFR flight plans for civil aircraft with a FSS for except in Alaska. forwarding to NORAD. (d) Estimated time of penetration of the ADIZ, except in Alaska. 5−6−3. FORWARDING DVFR INFORMATION (e) On a proposed flight plan, a single “X” a. Forward DVFR flight plan information to may replace the DVFR discrete transponder code, NORAD via the Service B NORAD address or by true airspeed, estimated point of penetration of the telephone. ADIZ, or the estimated time of penetration of the ADIZ. NOTE− 1. The following NORAD addresses are group addresses (f) If no arrival report (NORIV) will be filed that include all appropriate NORAD sectors and law with an appropriate aeronautical facility, include the enforcement: contraction “NORIV” as a non−transmitted remark. KZAMZQZX – the contiguous 48 states and San Juan. Do not pass “NORIV” to NORAD. PHIRAOCZ – Hawaii EXAMPLE− PAEDYYYX – Alaska 1. Missing true airspeed: 2. NORAD will not send an acknowledgement and must 1210 X 3442/09345 1446 be manually acknowledged from the suspense list by the 2. Missing estimated point of ADIZ penetration and time: specialist. (NORAD Headquarters assumes responsibility 1210 135 XX for receipt.) NOTE− b. DVFR flight plans must be entered into the The use of NORIV implies that NO SAR is desired. operational system for processing in accordance with c. Forward DVFR flight plan information for system instructions and include the following aircraft operating into Canada using the same information: procedures in paragraph 5−6−3b, except add “DVFR” in remarks and transmit the information to 1. Aircraft call sign. the appropriate Canadian transborder tie-in facility. 2. Number and type of aircraft. 5−6−4. STOPOVER DVFR FLIGHT PLANS 3. Altitude (within ADIZ). Accept stopover DVFR flight plans filed on those 4. True airspeed. aircraft planning one or more landings (within an

IFR/DVFR ADIZ Flight Plans 5−6−1 JO 7110.10BB 6/17/21

ADIZ) en route to the destination, provided the information in paragraph 5−6−3 is furnished for each segment of flight. Remind the pilot that 14 CFR Part 99 requires departure times to be made good and that a written record should be retained of these times at each departure point.

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Section 7. Non−Emergency Parachute Jumping

5−7−1. COORDINATION begins. If the controller has pertinent traffic, advise the jump aircraft to contact the control facility on the All pertinent information received from pilots prior appropriate frequency for traffic information. to and during parachute jumping activity must be forwarded to other affected ATC facilities. b. If the aircraft is unable to contact the control facility directly, obtain traffic information and relay 5−7−2. PRE-JUMP RADIO it to the aircraft. COMMUNICATIONS EXAMPLE− a. When a pre-jump radio call required by 14 CFR “Cessna Four Zero Yankee, A-T-C advises traffic, Cessna Section 105.13 is received, contact the ARTCC Four Twenty-One passing SPUTS intersection eastbound sector or terminal facility in whose airspace the jump on Victor One Fifty-Seven at seven thousand.”

Non−Emergency Parachute Jumping 5−7−1

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Chapter 6. International Operations

Section 1. Messages and Formats

6−1−1. GENERAL ICAO Annex 10 – Aeronautical Telecommunications, Volume II. PANS ATM DOC 4444, Procedures for Air a. Title 19 of the U.S. Code of Federal Regulations Navigation Services, lists various ATS movement (CFR), Part 122 contains Advance Passenger messages. Location indicators are contained in ICAO Document 7910, and Designators for Aircraft Operating Information System (APIS) regulations, which Agencies, Aeronautical Authorities and Services are require APIS manifests to be submitted to U.S. contained in ICAO DOC 8585. FAA policies concerning Customs and Border Protection (CBP) for all private acceptance of messages for international transmission aircraft arriving from or departing for a foreign port are contained in 14 CFR Part 189. or place. APIS regulations also require that electronic c. Address the message to the proper FSS gateway notices of arrival and departure as well as electronic facility/sector for handling. FSSs that transmit only manifests relative to travelers (passengers and crew) occasional international messages or are unable to be submitted to CBP within specific timeframes. For determine the correct addressing for all air traffic detailed information on the APIS regulations, see units concerned may refer or transfer the pilot to the Advance Information on Private Aircraft Arriving proper gateway facility/sector. The FSS gateway and Departing the United States, 73 Fed. Reg. 68,295 facility/sector and their areas of responsibilities are as (Nov. 18, 2008) (19 CFR 122.22). This publication, follows along with other resources, is available at http://www.cbp.gov. In addition, 14 CFR and the 1. Miami FSS Sector (MIA): Africa, Bermuda, International Civil Aviation Organization (ICAO) Canada, Caribbean, Central America, Europe, North require flight plans for all civil aircraft operation Atlantic, and South America. between the United States and foreign locations. 2. Kenai FSS (ENA): Alaska. International flight plan information and ADIZ penetration requirements are listed in other publica- 3. Honolulu (HNL)/Oakland (OAK) Sectors: tions; for example, the Aeronautical Information Pacific. Manual (AIM), the Aeronautical Information 4. Seattle Sector (SEA): Pacific Northwest to Publication (AIP), 14 CFR Part 91, and 14 CFR Part Alaska 99. d. To ensure that the FSS gateway facility/sector b. This chapter provides guidance to FSS facilities understands your request, include T (transmit) when transmitting international flight movement instructions in the first line of text. messages. It incorporates relevant information from EXAMPLE− ICAO and 14 CFR documents. All personnel FF KOAKYFYX required to handle international messages must be familiar with ICAO documents containing DTG PAJNYFYX instructions for preparing and transmitting communications through the Aeronautical Fixed OAK T ALL INTL ADDRESSEES Telecommunications Network (AFTN) circuits. These documents should be retained at facilities. FSS (Text) personnel must not act as agents for any aircraft e. Use of FAA Form 7233−4 is mandatory for all operating or dispatching company. IFR flights that will depart U.S. controlled airspace NOTE− and enter international airspace. The filer is International telecommunications instructions are found responsible for providing the information required in in International Standards and Recommended Practices, items 3 through 19.

Messages and Formats 6−1−1 JO 7110.10BB 6/17/21

6−1−2. AIR TRAFFIC SERVICE (ATS) 7. Position reports (AIREP)-FF.* MESSAGES c. Flight Information Messages. ATS messages, as used in this section, is a generic 1. Traffic information-FF.* term meaning and including: flight information, alerting, air traffic advisory, and air traffic control 2. Meteorological information (MET)-FF or (ATC) services. GG. 3. Operation of aeronautical facilities and essential airport information (NOTAM)-GG. 6−1−3. CATEGORIES OF MESSAGES * Normally exchanged between ATC units via voice The following ATS messages, with their normal circuits. priority indicators, are authorized for transmission by any means; for example, AFTN, NADIN, d. Technical Messages. Four categories of these interphone, computer-to-computer, or via the messages are specified for use on aeronautical mobile service, as applicable. computer-to-computer circuits only. They will not be sent on AFTN or NADIN circuits. a. Emergency Messages. 1. Distress messages and distress traffic, 6−1−4. SERVICE MESSAGES including alerting (ALR) messages relating to a. NADIN immediately generates a service distress (DETRESFA) phase-SS. message to an originator when incorrect code or 2. Urgency messages, including alerting routing indicators are detected. messages relating to an alert (ALERFA) phase or to EXAMPLE− an uncertainty (INCERFA) phase-SS. FF KZKCZQZX 031840 KSLCYTYX 3. Other messages concerning known or SVC. ZKC121 QTA RPT suspected emergencies which do not fall under FF KZKCZQZX subparagraphs 6−1−3a1 and a2 and radio communic- 031840 KSLCYTYX ations failure (RCF) messages-FF or higher as SVC. ZKC122 QTA MSR required. b. Assign the appropriate priority indicator to b. Movement and Control Messages. international service messages. When service messages refer to messages previously transmitted, 1. Flight plan (FPL)-FF. assign the same priority prefix. Identify a service 2. Amendment and coordination messages. message by inserting “SVC” as the first item of the text. (a) Departure (DEP)-FF. EXAMPLE− (b) Delay (DLA)-GG. FF TJSJYFYX DTG KSEAYFYX (c) Arrival (ARR)-GG. SVC. RUMES 231015 (d) Boundary estimate (EST)-FF.* (Text)

(e) Modification (CHG)-FF.* 6−1−5. TRANSMISSION VIA NADIN (f) Coordination (CDN)-FF.* International messages are generally introduced on (g) Acceptance (ACP)-FF.* NADIN for relay to AFTN circuits. 3. Cancellation (CNL)-GG.* a. Operational Systems use the ICAO Flight Plan or Service-B message formats as described in the 4. Clearances, flow control (SPL, CHG, Operational System operating procedures. CDN)-FF or DD.* b. Handle international messages on NADIN for 5. Transfer of control (TCX)-FF.* relay to AFTN as follows: 6. Requests (RQS)-FF.* 1. Start of message. New Line Key.

6−1−2 Messages and Formats 6/17/21 JO 7110.10BB

2. Preamble (priority, space, addressee(s). REFERENCE− ICAO DOC 8585, Designators for Aircraft Operating Agencies, (a) Priority. Two-character precedence field. Aeronautical Authorities and Services. NOTE− (b) Addressee(s). Not to exceed 69 characters The most frequently used and authorized designators are: or seven addressees, each addressee separated by a YAYX Government Civil Aviation Authority (FAA space. Regional Office or Headquarters). YCYX Rescue Coordination Center (RCC). (c) End of Line (EOL) new line key. YDYX Authority Supervising the Aerodrome. YFYX Aeronautical Fixed Station FSS/IATSC). (d) End of Text (EOT) (enter function). YMYX Meteorological Office (NWS). YNYX International NOTAM Office (NOF). YTYX Telecommunications Authority. 6−1−6. TRANSMISSION OF ATS YWYX Military Flight Operational Control Center MESSAGES (ACP) YXYX Military Organization (BASOPS). a. Air traffic service messages are interchanged in YYYX Organization not allocated a two-letter designator. the international air traffic control system in the ZOZX Oceanic Air Traffic Control Center. following modes: ZPZX Air Traffic Service Reporting Office. ZQZX Computer Facility at ACC/ARTCC. 1. The preferred step-by-step mode wherein ZRZX ACC/ARTCC. (Center in charge of a FIR/UIR when each ACC/ARTCC sends forward the full current the message is relevant to a VFR flight (AMIS)). (updated) flight plan information as the flight ZTZX Aerodrome Control Tower. progresses. ZZZX Aircraft in flight. (c) A one-letter designator will appear 2. The simultaneous mode wherein information following an air carrier designator to indicate the extracted from the filed flight plan (FPL) is sent department or division of the organization addressed. simultaneously to all ATS units along the route of flight. In this mode, only amendments to the FPL, 2. Filing time. A six-digit date/time group plus necessary control information, are forwarded indicating the time the message is filed with the FSS from center to center as the flight progresses. for transmission. b. Prepare and transmit ATS messages as c. Originator Indicator. Consists of an eight-letter described below. Address these messages as follows: sequence similar to an address indicator, identifying the place of origin and the organization originating 1. Include an eight-character addressee the message. indicator for each addressee. When the number of d. Supplementary Address and Origin addressees required is more than the operational Information. When the four-letter designators system parameters allow, two or more transmissions YXYX, ZZZX, or YYYX are used, identify the of the message must be made. The eight-letter aircraft operator or organization at the beginning of combination addressee indicators are composed as the text preceding the start-of-ATS data symbol ( (- - follows: ), in the same order as in the addressee(s) and/or (a) The four-letter ICAO location indicator; originator indicator(s). Where there is more than one for example, MPTO. Use only those listed in ICAO such insertion, the last should be followed by the DOC 7910 (Location Indicators). Some ICAO word “stop.” Where there are one or more insertions eight-character addressees for Mexico and Canada in respect to addressee indicators plus an insertion in are listed in FAA Order JO 7350.9, Location respect to the originator indicator, the word “from” is Identifiers. to appear before that relating to the originator. e. When addressing flight plan messages or (b) A four-letter designator for the facility related amendments and flight plan cancellation type/office, or if no designator has been assigned, messages to centers, use one of the four-letter affix YXYX for military, ZZZX for aircraft in flight, designators as follows: or YYYX for all other cases; for example, MTPPYYYX. (See Note.) 1. If message is relevant to IFR and:

Messages and Formats 6−1−3 JO 7110.10BB 6/17/21

(a) The ARTCC is computer-equipped (U.S. whole of the route to be flown except FAA ATCTs ARTCCs), use ZQZX. and other conterminous U.S. ARTCCs. (b) The center is not computer-equipped, use c. For flights where the destination is in Canada, ZRZX. address only the initial and final ATS units. It is not necessary to address each FIR through which the (c) Relevant to oceanic operations, use flight will operate. ZOZX. NOTE− NOTE− Within the North Atlantic (NAT) Region, FPLs on turbo jet Some centers may request specific addressing different aircraft transiting the control areas of Gander Oceanic, from above. ZTZX and ZPZX are used internationally, but New York Oceanic, Reykjavik, Santa Maria Oceanic, are not used in internal U.S. application. Shanwick Oceanic, and Sondrestrom (south of 70 2. If message is VFR (AMIS), use ZRZX. degrees), within 90 nautical miles of the control area boundary, must be addressed to the adjacent ACC to 3. If SVC or administrative, use ZRZX. provide lateral separation. For all other aircraft, a 120 nautical mile proximity limit must apply. 6−1−7. ORIGINATING MESSAGES d. Transmit all IFR FPLs to ARTCCs no less than 1 hour prior to the proposed departure time. Do not a. Messages for ATS purposes may be originated hold FPLs until after departure time and transmit as with ATS units by aircraft in flight, or, through local a combined FPL and departure message (DEP). arrangements, a pilot, the operator, or their Separate FPL and DEP messages must be designated representative. transmitted. b. Accept airfiled flight plans or changes in NOTE− destination information from aircraft inbound from IFR ICAO flight plans do not require an acknowledge- foreign locations and, if requested by the pilot, enter ment to the transmitting facility. Customs notification service. e. Address aircraft movement messages only to c. Do not accept round−robin flight plans to those ATS units responsible for the provision of international locations. relevant service, except when requested by the operator concerned, these messages, when NOTE− transmitted via the AFTN, may also be routed, as FSS must log a double (2) count for round−robin flight specified by the operator or a representative to: plans. 1. One addressee at the point of intended d. Do not accept assumed departure flight plans landing or point of departure. when the destination is in a foreign country other than Canada. 2. Not more than two operational control units concerned. e. Aircraft movement, control, and flight information messages for purposes other than ATS, such as f. The ARTCC serving the departure airport must operational control, must be originated by the pilot, transmit the DEP message on IFR aircraft to all the operator, or their designated representative. known recipients of the FPL message. Flights between conterminous U.S. and Canada (excluding Gander Oceanic), Alaska, Hawaii and Puerto Rico do 6−1−8. ADDRESSING MESSAGES not require DEP messages. Discontinuance of DEP a. Addressing the flight plan is determined by the messages affecting the route of flight can only be point of departure, the destination, and the FIR accomplished by ICAO Regional Air Navigation boundaries to be penetrated during the course of the Agreement. flight. 6−1−9. FLIGHT PLAN FORMS AND b. Address IFR FPL messages to the ARTCC INSTRUCTIONS serving the airport of departure and to all ATS units (including oceanic) providing air traffic control a. All flights that depart U.S. controlled airspace service or concerned with flight along part or the and enter airspace controlled by a foreign Air

6−1−4 Messages and Formats 6/17/21 JO 7110.10BB

Navigation Service Provider (ANSP) must use FAA within their center boundaries. IFR flight plans must Form 7233−4, International Flight Plan, (see be transmitted to ARTCCs at least 1 hour before Appendix A) the ICAO Model Flight Plan Form in departure. This allows ARTCCs to determine ICAO DOC 4444, or an electronic equivalent. recipients of DEP message when domestic portions DOD/military may still use DD Form 1801, Military are transmitted to ARTCCs in an automated format. International Flight Plan. The flight plan filer is Do not hold FPLs and combine with DEP into a responsible for providing the information required in single message. items 3 through 19. DOD/military may still use FAA 2. VFR FPL. The FSS or contracted flight plan Form 7233−1 or DD Form 175 within U.S. controlled filing service is responsible for transmitting DEP airspace. Civilian filers of stereo route flight plans messages on VFR aircraft. may also use FAA Form 7233−1. c. Delay Message (DLA). Transmitted when b. The procedure described in subparagraph a departure of an aircraft, for which an FPL message above also applies to all flight plans originating has been transmitted, is postponed or delayed more within or transiting Pacific Flight Information than 30 minutes after the estimated time of departure Regions (FIR) and flying to or from FIRs beyond the contained in the FPL. Pacific Region including the North American (NAM) d. Alerting Message (ALR). Relating to an Region. overdue situation on an aircraft.

NOTE− e. Supplementary Flight Plan (SPL). Information The NAM Region encompasses the conterminous U.S., Alaska, and Canada to the North Pole. must be sent to ATS units that transmit Request Supplementary Flight Plan (RQS) messages. c. When paper forms are used, record on the form the time the flight plan was filed. This time will f. Arrival Message (ARR). Sent only on Canadian constitute evidence of the pilot’s intention to comply MOT, U.S. DOT, or FAA aircraft or upon request. with Customs, Immigration, and Public Health g. Current Flight Plan (CPL) Message. Originated requirements and will be made available upon request by and transmitted in a step-by-step mode between from these authorities. successive ACCs and between the last ACC to the control at the airport of intended landing. CPLs 6−1−10. ICAO ATS MESSAGE FORMAT contain only information relevant to that portion of the route of flight which extends from the point of The following are examples of ICAO message types entry into the next control area or FIR to the airport most likely to appear on AFTN/NADIN circuits. The of intended landing. number above the data corresponds to the field type h. Acceptance (ACP) Message. Transmitted when numbers on the flight plan form (FAA Form 7233-4) the data contained in a CPL message are found to be and on the chart of Standard ATS Messages and Their acceptable to the receiving ACC. Composition, Appendix A. i. Flight Plan Cancellation (CNL) Message. a. Departure Message (DEP). ARTCCs are the Transmitted when a current (CPL) or filed flight plan designated ATS unit responsible for originating and (FPL) message was transmitted and the flight is transmitting DEP messages on all IFR aircraft canceled. departing airports within their center boundaries. IFR flight plans must be transmitted to ARTCCs at least 6−1−11. FLIGHT PLAN CHANGES AND 1 hour before departure. This allows ARTCCs to CANCELLATIONS determine recipients of DEP message when domestic a. Assume departure station duties when a flight portions are transmitted to ARTCCs in an automated plan change is received from an aircraft en route to a format. Do not hold FPLs and combine with DEP into foreign location. a single message. REFERENCE− b. Proposed Flight Plan Messages. FAA Order JO 7110.10, Para 5−4−7, Major Flight Plan Changes from En Route Aircraft. 1. IFR FPL. ARTCCs are the designated ATS FAA Order JO 7110.10, Para 5−4−8, Change in ETA. units responsible for originating and transmitting b. An FSS receiving a VFR flight plan DEP messages on all IFR aircraft departing airports cancellation report from aircraft en route to a foreign

Messages and Formats 6−1−5 JO 7110.10BB 6/17/21 location must transmit a cancellation message to the g. Messages passed from aircraft to a network appropriate foreign tie-in facility. station should be intercepted and acknowledged by REFERENCE− other stations which serve locations where the FAA Order JO 7110.10, Para 5−4−9, Flight Plan Closure. information is also required. Such intercepts provide instantaneous delivery of information and eliminates 6−1−12. AIR MOBILE SERVICE (AMS) the transmission of messages over the AFTN. Networks may not be used for transmission of aircraft a. Air Mobile Service (AMS) is an international reports except under the intercept principle. air/ground communications network. It provides Acknowledgments of intercept must be made service to en route aircraft primarily in support of immediately after the acknowledgment of receipt by ATC and company operations, and collects meteoro- the station to which the message was passed. In the logical data for dissemination. Although in the U.S. absence of acknowledgment of intercept within this service is provided via contract (Collins 1minute, the station accepting the message from the Aerospace), FAA flight service facilities may be aircraft must forward the message via the AFTN to required to relay information on a case−by−case the ultimate destination. basis. h. In areas or on routes where radio operations, b. The AMS network is composed of individual lengths of flights, or distance between stations units geographically limited to areas where effective require additional measures to ensure continuity of coordination and cooperation between ground communications throughout the route segment, the stations are possible. stations must share the responsibility of primary c. For any individual route segment, the AMS guard whereby each station will provide the primary communication requirements will normally be met guard for that portion of the flight during which the by two or more network stations serving the flights on messages from the aircraft can be handled most that route segment. In general, these primary stations effectively by that station. serve the ACC serving the FIRs and the points of i. During its tenure of primary guard, each station takeoff and landing. In some cases, additional will: suitably located stations are required to complete the communications coverage. 1. Be responsible for designating primary and secondary frequencies for communications with d. Each of these stations may be required at some aircraft. stage of the flight to exchange communications with 2. Receive all position reports and handle other the aircraft, and when not so engaged, to intercept, as messages from and to the aircraft essential to the safe required, communications exchanged between the conduct of the flight. aircraft and any one of the other stations. 3. Be responsible for the action required in case e. Stations providing regular network service to of failure of communication. aircraft operation along route segments in an ACC’s FIR are termed regular stations. Other network j. Transfer of primary guard from one primary stations will only be required to assist communica- station to the next will normally take place at the time tions for that FIR in the event of communications of traversing FIR or control area boundaries. When failure. communications conditions so demand, a station may be required to retain primary guard beyond f. When communications permit, aircraft should geographical boundaries or release its guard before transmit their messages to the primary station of the the aircraft reaches a boundary. network from which they can most readily be delivered to their ultimate destination. In particular, 6−1−13. AIREPs (POSITION REPORTS) aircraft reports required by ATC should be transmitted to the network station serving the ATC a. AIREPs are messages from an aircraft to a center in whose area the aircraft is flying. Conversely, ground station. AIREPs are normally comprised of messages to aircraft in flight should be transmitted the aircraft’s position, time, flight level, ETA over its direct to the aircraft by the network station serving the next reporting point, destination ETA, fuel location of the originator. remaining, and meteorological information. When

6−1−6 Messages and Formats 6/17/21 JO 7110.10BB recording an AIREP on data terminals or written (a) Item 1, Aircraft identification. copy, the following procedures must be used. (b) Item 2, Position. Record position in 1. Each line must begin at the left margin. latitude (degrees as two numerics, or degrees and minutes as four numerics, followed without a space 2. A new line must be used for each by N or S) and longitude (degrees as three numerics, transmission. or degrees and minutes as five numerics, followed 3. If communications allow, each report must without a space by E or W) or as a significant point contain the following items in the order shown: identified by a coded designator (two-to-five characters) or as a significant point followed by a (a) Message type aerodrome reference point magnetic bearing (three numerics) and a distance in (ARP). nautical miles (three numerics) from the point, such (b) Call sign of the calling station (aircraft). as 4620N07805W, 4620N078W, 46N078W, LN, MAY or DUB180040. Precede significant point by (c) Text of the message. ABM (abeam), if applicable. (d) Call sign of the station called or receiving (c) Item 3, Time. Record time in hours and station followed by the appropriate abbreviation to minutes UTC (four numerics). The time recorded indicate received, readback, or no reply heard. must be the actual time of the aircraft at the position (e) Call sign of station(s) acknowledging and not the time of origination or transmission of the intercept followed by appropriate abbreviation to report. indicate received. (d) Item 4, Flight level or altitude. Record (f) Designation of frequency used. flight level as “F” followed by three numerics when on standard pressure altimeter setting, such as F370. EXAMPLE− Record altitude in meters followed by M, or in feet *2866QM 8903VO 13300YH 2932QI *5631TY 11384XM followed by FT, when on QNH. Record ASC (level) 2998QL 6532UA 13294YF when climbing, or DES (level) when descending to 5628TO 10048WH 17904ZC a new level after passing the significant point. *For Alaskan domestic use only. (e) Item 5, Next position and time over. (g) Time in UTC of the communication. Record the next reporting point and the estimated time over such reporting point, or record the 4. Missing parts of the message text must be estimated position that will be reached 1 hour later, indicated by the letter “M.” according to the position reporting procedures in EXAMPLE− effect. Use the data conventions specified in ARP CPC583 KBRO 2100 F330 MMTM 2128 subparagraph 6−1−13b1(b), Item 2, Position, for ETA XMMMX 2248 FUEL 0324 position. Record time in minutes past the hour (two KNEW RB numerics) or in hours and minutes UTC (four MMMX R numerics) when necessary. TO2103 EXAMPLE− b. AIREPs may be filed from any aircraft inflight PSNRP portion of AIREP prepared by De Ridder and within World Meteorological Organization (WMO) addressed to Canadian Pacific Airlines (CPC) in Toronto areas of responsibility in conformity with ICAO and Mexico City: requirements for position, operational, or meteorolo- FF CYYZCPCX MMMXXMZT gical reporting in AIREP format. AIREP information 122105 KDRIYFYX must be disseminated to ATC, company, and ARP CPC583 KBRO 2100 F370 MMTM28 meteorological offices as required. AIREPs consist KNEW RB of three sections comprised of 12 items. AIREPs may MMMM R be filed in one, two, or three sections as follows: TO2103] 2. Section 2. When reported by the pilot: 1. Section 1, Routine report. A position report (PSNRP) comprising the Message Type Designator (a) Item 6, Estimated Time of Arrival (ETA). -ARP and the following items: Record ETA by the four-letter location indicator of

Messages and Formats 6−1−7 JO 7110.10BB 6/17/21

the airport of first intended landing, or if no location 2, Position. If in transonic or supersonic flight, report indicator exists, the name of the airport followed by severe or moderate turbulence as soon as possible the estimated time of arrival at this aerodrome in after occurrence. This requires AIREP SPECIAL. hours and minutes UTC (four numerics). (d) Item 11, Icing. Record severe icing as ICE (b) Item 7, Endurance. Record fuel in hours SEV, moderate icing as ICE MOD. Report severe and minutes (four numerics). icing as soon as possible after occurrence. This requires AIREP SPECIAL. Record and report 3. Section 3. A full AIREP comprising a moderate icing only if encountered within last PSNRP, company information, and en route 10 minutes prior to reaching position in subpara- meteorological information. graph 6−1−13b1(b), Item 2, Position. (a) Item 8, Air temperature. Record PS (plus) (e) Item 12, Supplementary Information. or MS (minus), no space, followed by the Record data which in the opinion of the pilot-in-com- temperature in degrees centigrade corrected for mand are of aeronautical interest. instrument error and airspeed, such as MS05. (1) Present Weather. Rain (RA), Snow (b) Item 9, Spot wind or mean wind and (SN), Freezing rain (FZRA), Funnel cloud (FC) position. Spot wind is used whenever practical and Waterspout or tornado (+FC), Thunderstorm (TS) on normally refers to the position given in subparagraph or near flight path, Front (FRONT). 6−1−13b1(b), Item 2, Position. When a spot wind is (2) Clouds. If heights of cloud bases and/or given for any other location, record its position. tops can be accurately ascertained, amount of clouds Whenever it is not practical to record spot wind, scattered (SCT) if clear intervals predominate, record the mean wind between two fixes, followed by broken (BKN) if cloud masses predominate, or the word ”mean,” and the position of the midpoint continuous (CNS) type of clouds only if between the two fixes. Record wind direction in cumulonimbus (CB), and an indication of the bases degrees true (three numerics) and wind speed in knots (BASE) and/or the tops (TOP) together with the (two or three numerics), separated by an oblique respective height indication F (number) or (number) stroke, such as 345/55. Record the direction of or (number) M/ or (number) FT. variable winds of a given strength as VRB, such as (3) Turbulence and Icing. Moderate VRB/10. Record light and variable winds or calm as turbulence (TURB MOD) if in subsonic flight, or LV. If wind position is required, record latitude and moderate aircraft icing (ICE MOD) observed prior to longitude to the nearest whole degree, using the data the last 10minutes. convention specified in Item 2, such as 22N180W. (4) D-Value. Reading or radio altimeter EXAMPLE− minus reading of pressure altimeter set to 1013.2 mb AIREP comprised of PSNRP and aircraft operator and corrected for calibration and position error; information: record differences as PS (plus) or MS (minus), no FF CYYZCPCX MMMXXMZT space, followed by the number of meters or feet. 122105 KDRIYFYX ARP CPC583 KBRO 2100 F370 MMTM28 EXAMPLE− MMMX 2248 FUEL 0324 Full AIREP: KNEW RB FF CYYZCPCX MMMXXMZT KMIAYMYX MMMX R 162215 TJSJYFYX TO2103 ARP CPC583 2709N05415W 2212 F330 23N056W 59 0035 FUEL 0324 M534 310/60 (c) Item 10, Turbulence (TURB). Record MEAN 2543N05532W TURB MOD ICE MOD SCT severe turbulence as TURB SEV and moderate CB TOP F280 turbulence as TURB MOD. If turbulence is TJSJ RB experienced in cloud, add INC (in cloud). If in TO2214 subsonic flight, report severe turbulence as soon as NOTE− possible after occurrence. This requires AIREP Transmit to the WMO office serving the FIR where the SPECIAL. Record and report moderate turbulence report is made. only if encountered within last 10 minutes prior to (5) Operationally Significant Weather reaching position in subparagraph 6−1−13b1(b), Item Radar Echoes (echo or echo line). True bearing of

6−1−8 Messages and Formats 6/17/21 JO 7110.10BB

center of echo or line and distance from aircraft in is reported as soon as possible and requires AIREP nautical miles; if appropriate, indicate weather SPECIAL. intensifying or weakening and whether no gaps, some b. Icing. ICE SEV is reported as soon as possible gaps, or frequent gaps are observed. after occurrence and requires AIREP SPECIAL. ICE (6) Significant differences between condi- MOD is reported only if encountered within last tions encountered and those forecast for the flight, 10 minutes prior to reaching reporting position. such as forecast thunderstorms not observed or EXAMPLE− freezing rain not forecast. FF KMIAYMYX 211538 TJSJYFYX (7) If the position of the phenomenon ARS PAA101 5045N02015W 1536 F310 ASC reported is not the same as the position given under F350 51N030W 21 FUEL 0900 ICE SEV subparagraph 6−1−13b1(b), Item 2, Position, report it after the phenomenon. 6−1−15. ARTCC RELAY OF VFR MESSAGES 6−1−14. AIREP SPECIALS (ARS) ARTCC operators must relay all international VFR a. Turbulence. TURB SEV encountered while in flight movement messages to the adjacent FSS unless subsonic flight is reported as soon as possible after that facility is also an addressee. occurrence and requires AIREP SPECIAL. TURB NOTE− MOD is reported only if encountered within If an overseas unit erroneously routes a VFR movement 10 minutes prior to reaching reporting position. If in message to an ARTCC, the automatic NADIN switch will transonic or supersonic flight, TURB MOD and SEV not divert it to an FSS.

Messages and Formats 6−1−9

6/17/21 JO 7110.10BB

Section 2. Customs Notification and ADIZ Requirements

6−2−1. FLIGHT PLAN/CUSTOMS 6−2−3. ADIZ REQUIREMENTS FOR REQUIREMENTS INBOUND AND OUTBOUND AIRCRAFT a. Unless otherwise authorized by ATC, no person a. U.S. Customs and Border Protection (CBP) may operate an aircraft into, within, or across an requirements for Advance Passenger Information ADIZ unless that person has filed a flight plan with System (APIS) authorizations are contained in 19 an appropriate aeronautical facility. CFR 122 and apply to both inbound and outbound aircraft. Do not include ADCUS in flight plan b. Unless otherwise authorized by ATC, no person remarks; pilots are required to coordinate directly may operate an aircraft into, within, or across an with CBP. ADIZ unless that aircraft is equipped with a coded radar beacon transponder and automatic pressure b. Flight plan and customs requirements for other altitude reporting equipment having altitude countries are usually contained in that country’s reporting capability that automatically replies to Aeronautical Information Publication (AIP). interrogations by transmitting pressure altitude information in 100-foot increments. NOTE− This paragraph does not apply to the operation of an 6−2−2. CUSTOMS REQUIREMENTS FOR aircraft which was not originally certificated with an INBOUND AND OUTBOUND AIRCRAFT engine-driven electrical system and which has not subsequently been certified with such a system installed; for example, a balloon or glider. 19 CFR Part 122 contains Advance Passenger Information System (APIS) regulations which c. A person who operates a civil aircraft into an require APIS manifests to be submitted to U.S. ADIZ must have a functioning two−way radio, and Customs and Border Protection (CBP) for all private the pilot must maintain a continuous listening watch aircraft arriving from or departing for a foreign port on the appropriate aeronautical facility’s frequency. or place. APIS regulations also require that electronic d. Pilots of aircraft entering or departing the notices of arrival and departure as well as electronic United States through an ADIZ, or operating within manifests relative to travelers (passengers and crew) an ADIZ, are required to comply with the provisions be submitted to CBP within specific timeframes. For of 14 CFR 99. detailed information on the APIS regulations, see e. Forward information on DVFR aircraft inbound Advance Information on Private Aircraft Arriving to the U.S. to NORAD via Service B or by telephone. and Departing the United States, 73 Fed. Reg. 68,295 Forward the following information: (Nov. 18, 2008) (19 CFR 122.22). This publication, along with other resources, is available at 1. Aircraft call sign. http://www.cbp.gov. 2. Number and type of aircraft.

a. All aircraft entering U.S. airspace from a 3. Altitude (within ADIZ). foreign port or departing U.S. airspace for a foreign 4. True airspeed. port must provide at least 1 hour advance notice to the 5. Time of departure. U.S. Customs and Border Protection (CBP) via the Electronic APIS (eAPIS). 6. Point of departure. 7. Destination. b. Pilots of aircraft inbound to the U.S. from a foreign port are required to notify CBP of any 8. ETA. changes to their ETA which are 15 minutes or greater. 9. Remarks: DVFR discrete transponder code; Upon pilot request, relay changes in ETA to CBP. estimated first point of penetration of ADIZ

Customs Notification and ADIZ Requirements 6−2−1 JO 7110.10BB 6/17/21

(latitude/longitude or fix-radial-distance); estimated time of penetration of ADIZ. EXAMPLE− 1210 135 3442/09345 1446 NOTE− See paragraph 5−3−3, Control Messages for Formatted IFR Flight Plans.

6−2−2 Customs Notification and ADIZ Requirements 6/17/21 JO 7110.10BB

Section 3. Alerting Service

6−3−1. GENERAL (c) Information has been received which indicates that the operating efficiency of the aircraft a. Alerting service must be provided: has been impaired, but not to the extent that a forced 1. For all aircraft provided with ATC service. landing is likely. 2. Insofar as practical, to all other aircraft (d) An aircraft is known or believed to be the having filed a flight plan or otherwise known to an air subject of unlawful interference. traffic service. 3. Distress phase when: 3. To any aircraft known or believed to be the (a) Following the alert phase further subject of unlawful interference. unsuccessful attempts to establish communication with the aircraft and more widespread unsuccessful b. Additional information related to ICAO Search inquiries point to the probability that the aircraft is in and Rescue procedures can be found in ICAO distress. ANNEX 11, Chapter 5, Alerting Service. (b) The fuel on board is considered to be c. Apply domestic SAR procedures for the U.S. exhausted or thought to be insufficient to enable the portion of the flight. aircraft to reach safety. (c) Information is received which indicates 6−3−2. ALERTING PHASES that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely. a. Air traffic services units must notify rescue coordination centers immediately when an aircraft is (d) Information is received and it is reason- considered to be in a state of emergency in accordance ably certain that the aircraft is about to make or has with the following: made a forced landing. b. In addition to the initial notification, the Rescue 1. Uncertainty phase when: Coordination Center (RCC) must, without delay, be (a) No communication has been received furnished with: from an aircraft within a period of 30 minutes after the 1. Any useful additional information, especially time a communication should have been received, or on the development of the state of emergency through from the time an unsuccessful attempt to establish subsequent phases. communication with such aircraft was first made, whichever is the earlier. 2. Information that the emergency situation no longer exists. (b) An aircraft fails to arrive within 30 minutes of the estimated time of arrival last 6−3−3. ALERTING MESSAGE CONTENTS notified to or estimated by air traffic services units, whichever is later, except when no doubt exists as to a. The notification must contain as much of the the safety of the aircraft and its occupants. following information as is available in the order listed: 2. Alert phase when: NOTE− (a) Following the uncertainty phase, sub- 1. For supplemental flight plan information, transmit an sequent attempts to establish communication with “RQS” Message. This information is used in the the aircraft or inquiries to other relevant sources have transmission of the INCERFA. failed to reveal any news of the aircraft. 2. See paragraph 1−2−7, Operational System Instructions, for message formats. (b) An aircraft has been cleared to land and EXAMPLE− fails to land within five minutes of the estimated time FF SVZMZRZX of landing and communication has not been 231247 KMIAYFYX reestablished with the aircraft. (RQS-N1234-SVMI-KMIA

Alerting Service 6−3−1 JO 7110.10BB 6/17/21

1. INCERFA, ALERFA, DETRESFA, as ap- -MMLP0130 propriate to the phase of the emergency. -REQ ACK OR ARR ACFT OVERDUE YOUR STN) 2. Agency and person calling. (ALERFA) 3. Nature of the emergency. SS MMMXYAYX 4. Significant information from the flight plan. TEXT:(ALR-ALERFA/KSAN/OVERDUE) (text remains same except for remarks information). 5. Unit which made last contact, time, and frequency used. (DETRESFA) SS MMMXYAYX 6. Last position report and how determined. TEXT:(ALR-DETRESFA/KSAN/OVERDUE 7. Color and distinctive marks of aircraft. (text remains same except for remarks information). b. The cancellation of action initiated by the RCC 8. Any action taken by reporting office. is the responsibility of that center. 9. Other pertinent remarks. EXAMPLE− EXAMPLE− (CANCELLATION) (INCERFA) SS MMMXYAYX SS MMMXYAYX 020618 KMIAYFYX DTG KSANYFYX (ALR-ALERFA/KMIAYFYX/CNLD (ALR-INCERFA/KSAN/OVERDUE N1234 LOCATED) -N1234S-VG NOTE− -C172 Transmit cancellation messages for INCERFA and -KRNO2000 DETRESFA using same format as above.

6−3−2 Alerting Service 6/17/21 JO 7110.10BB

Section 4. Canadian Movement and Control Messages (Transborder Flights Only)

6−4−1. GENERAL 6−4−3. OUTBOUNDS TO CANADA a. When Customs notification service is request- Except as indicated in this section, handle ed, advise the pilot to contact Canada’s Private Transborder Canadian movement and control Aircraft Program for Customs (CANPASS) at messages as described in Sections 1, 2, and 3. Do not 888−226−7277 and include CANPASS in the include ADCUS in flight plan remarks for flight remarks section of the flight plan. If the pilot informs plans to Canada because NAV CANADA no longer that he/she has contacted CANPASS, place CAN- alerts Canadian Customs. CANPASS authorizations PASS in the remarks section of the flight plan. are the obligation of the pilot, at the number in subparagraph 6−4−3a. Do not include ADCUS in NOTE− flight plan remarks for flights plans from Canada to U.S. CBP authorizations for flights outbound from the the United States because U.S. flight service no U.S. to Canada are the obligation of the pilot and must be longer alerts U.S. Customs and Border Patrol (CBP). obtained via the APIS process. APIS resources for pilots U.S. Advance Passenger Information System (APIS) are available at http://www.cbp.gov. authorizations are the obligation of the pilot for b. Accept Customs notification requests from flights departing and entering the U.S., as stated in 19 inflight aircraft for relay via telephone notification to CFR 122. APIS resources for pilots are available at CANPASS at 888−226−7277 for airports of entry http://www.cbp.gov. when proposed ETA is during Customs service hours. c. Upon notification of the departure of VFR flights, transmit a Departure Message (DEP) directly 6−4−2. INBOUNDS FROM CANADA to the destination Canadian relay facility. d. Suspense ATS flight data message until a. Do not accept VFR flight plans other than air acknowledgment is received. filed flight plans for aircraft departing from Canada. Refer individuals to the appropriate NAVCANADA REFERENCE− FAA Order JO 7110.10, Para 7−5−1, Canadian Transborder. facility to file flight plans out of Canada. 1. If an acknowledgment is not received within b. The operational system should automatically 30 minutes after departure, retransmit the message. format the required items of the flight notification AISR facilities transmit the contraction “REQ ACP” message when activated. U.S. CBP authorizations (request acceptance) and the complete aircraft for flights inbound to the U.S. from Canada are the identification. obligation of the pilot and must be obtained via the EXAMPLE− APIS process. APIS resources for pilots are available FF CZYZZFZX at http://www.cbp.gov. DTG KBUFYFYX REQ ACP N711VR c. Facilities acknowledge receipt of inbound flight 2. If acknowledgment is not received within 1 plan and flight data messages as soon as practical by hour after departure, use interphone or telephone to transmitting a Logical Acknowledgement Message deliver. In any event, assure delivery prior to ETA. (LAM). Suspense VFR flight plans until arrival or closure information is received. Remove IFR 3. Refer to Section B of the Canada and North messages from the inbound list after delivery. Atlantic IFR Supplements for Canadian FSS and Area Control Center (ACC) telephone numbers. NOTE− ATS messages used by Flight Service are explained in e. Do not accept round−robin flight plans to Appendix D. Canada.

Canadian Movement and Control Messages (Transborder Flights Only) 6−4−1 JO 7110.10BB 6/17/21

6−4−4. OUTBOUNDS TO CANADA messages to the ACC listed in FAA Order JO 7350.9, DEPARTING FROM OUTSIDE FLIGHT PLAN Location Identifiers. AREA NOTE− a. Accept flight plans regardless of departure FSSs in Alaska will still accept Canada to Canada IFR point within the NAS. flight plans. b. Upon receipt of the departure report, the tie−in b. Accept IFR flight plans regardless of destina- SECTOR/FSS is responsible for delivery of the tion when the departure airport is a Canadian airport departure message to Canada. where air traffic control services are provided by the FAA. 6−4−5. IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS 6−4−6. SEARCH AND RESCUE MESSAGES a. Accept IFR flight plans departing from Provide Search and Rescue for flights inbound from Canadian airports and destined to the U.S. Address Canada in accordance with Chapter 7.

6−4−2 Canadian Movement and Control Messages (Transborder Flights Only) 6/17/21 JO 7110.10BB

Section 5. Mexican Movement and Control Messages (Transborder Flights Only)

6−5−1. GENERAL APIS process. APIS resources for pilots are available at http://www.cbp.gov. a. Except as outlined in this section, handle transborder Mexican movement and control mes- NOTE− sages as described in Sections 1, 2, and 3. IFR flight Mexican customs regulations require that only plans to Mexico require the ICAO flight plan form. international airports-of-entry may be used for first landing. b. Do not include ADCUS in flight plan remarks REFERENCE− for flight plans to Mexico; Mexican Customs FAA Order JO 7350.9, Location Identifiers. authorizations are the obligation of the pilot. Do not 1. If the pilot still intends to land at a destination include ADCUS in flight plan remarks for flights other than an airport-of-entry, advise the pilot that the plans from Mexico to the United States because U.S. flight plan will not be used for Customs or search and flight service no longer alerts U.S Customs and rescue service in Mexico. Border Patrol (CBP). U.S. APIS authorizations are 2. Transmit the flight notification message to the obligation of the pilot for flights departing and the Regional Flight Dispatch Office, not the entering the U.S., as stated in 19 CFR 122. APIS destination tie-in station. resources for pilots are available at http://www.cbp.- gov. NOTE− If the correct addressee cannot be determined, transmit to the nearest border Regional Flight Dispatch Office. 6−5−2. INBOUNDS FROM MEXICO b. VFR Flight Plans. a. Flight notification messages. 1. Upon notification of departure of VFR 1. When received in the proper format, VFR flights, transmit a flight notification message. flight notification messages are automatically Address messages to the ICAO addressee for the acknowledged and suspended by the operational appropriate destination location. system. 2. If a VFR flight plan is filed with a destination 2. Acknowledge receipt of a flight notification other than an airport-of-entry, transmit the flight message as soon as practical by transmitting the letter notification message to the Regional Flight Dispatch R followed by the full ACID; e.g., R N7llVR. Office, not the destination tie-in station. If the correct Suspense VFR flight notification messages until addressee cannot be determined, transmit to the arrival or closure information is received. File IFR nearest border Regional Flight Dispatch Office. messages. NOTE− b. Search and Rescue. Provide search and rescue Facilities with interphone/telephone capability may relay service in accordance with standard format/time flight notification messages by this method. increments listed in Section 3, Alerting Service, and REFERENCE− FAA Order JO 7350.9, Location Identifiers. Chapter 7, Search and Rescue (SAR) Procedures. The departure station in Mexico is responsible for 3. Address messages to the ICAO addressee for initiating SAR action until an acknowledgment of the the appropriate destination location. Transmit the flight notification message is received. following information: (a) Type of flight. 6−5−3. OUTBOUNDS TO MEXICO (b) Aircraft identification. a. Mexican customs notification is the obligation (c) Aircraft type. of the pilot. U.S. CBP authorizations for flights (d) Departure point. outbound from the U.S. to Mexico are also the obligation of the pilot and must be obtained via the (e) Destination.

Mexican Movement and Control Messages (Transborder Flights Only) 6−5−1 JO 7110.10BB 6/17/21

(f) ETA. EXAMPLE− FF MMCUXMXO MMMYXMXO (g) Remarks. REQ ACP N1234S EXAMPLE− d. The Regional Flight Dispatch Office involved FF MMCUXMXO will then normally send an acknowledgment to the DTG KSJTYFYX VFR N1234S C182 SJT MMCU 1400 4ZUCHERMANN departure station and assume responsibility for the flight notification message. c. If acknowledgment is not received within 30 minutes after departure, transmit a “request e. If acknowledgment/acceptance is not received acceptance” message to the destination station tie-in within 1 hour of the departure, use addressee and to the Regional Flight Dispatch Office. interphone/telephone or other available means to Manually address the message to the designated deliver the message to the appropriate Regional Regional Flight Dispatch Office. Flight Dispatch Office. See TBL 6−5−1 for telephone REFERENCE− numbers. For a complete address, add xmxo to the FAA Order JO 7350.9, Location Identifiers. identifier. TBL 6−5−1 Mexican Regional Flight Dispatch Office Phone Numbers

REGION IDENTIFIER TELEPHONE NUMBER CENTRO (Central) MMMX 01152 5 762−7062 01152 5 784−40−99 ext. 153 01152 5 762−58−77 ext. 153 NORESTE (Northeast) MMMY 01152 83 454−020 ext. 141 NOROESTE (Northwest) MMMZ 01152 67 23−114 01152 67 22−075 ext. 140 OCCIDENTE (West) MMGL 01152 36 890−121 ext. 32 and 167 SURESTE (Southeast) MMMD 01152 99 231−186 ext. 149 f. Do not accept round-robin flight plans to Mexico.

6−5−2 Mexican Movement and Control Messages (Transborder Flights Only) 6/17/21 JO 7110.10BB

Chapter 7. Search and Rescue (SAR) Procedures Section 1. General

7−1−1. RESPONSIBILITY FOR SAR 2. Aircraft in an emergency situation occurring ACTION in their respective areas a. The departure tie-in facility/sector is 3. Aircraft on a combined VFR/IFR or an responsible for SAR action until the destination tie-in air-filed IFR flight plan, and 30 minutes have passed facility/sector acknowledges receipt of the flight since the pilot requested IFR clearance, and neither notification message. SAR responsibility is then communications nor radar contact can be established. transferred to the destination tie-in facility/sector. 4. Overdue or missing aircraft which have been NOTE− authorized to operate in accordance with a SVFR Tie-in facilities may include an FSS, Military BASOPS, clearance. foreign facilities, etc. e. The ARTCC serves as the contact point for b. The National SAR Plan assigns search and collecting information and coordinating with the rescue responsibilities as follows: RCC on all ELT signals. 1. To the military agencies for conducting 7−1−2. OVERDUE AIRCRAFT ON FLIGHT physical search and rescue operations. PLAN 2. To the FAA for: Consider an aircraft on a VFR or DVFR flight plan (a) Providing emergency service to aircraft in overdue: distress. a. When it fails to arrive 30 minutes after its ETA (b) Assuring that SAR procedures will be and communications or location cannot be estab- initiated if an aircraft becomes overdue or unreported. lished. This is accomplished through the ATC system for b. When notified by a commercially available IFR aircraft and the flight plan program and/or tracking service, begin search and rescue activities reports of overdue aircraft received at air traffic most appropriate for the circumstances, i.e., a facilities for VFR aircraft. communications search followed by an ALNOT. (c) Attempting to locate overdue or 7−1−3. OVERDUE AIRCRAFT NOT ON unreported aircraft by information request (INREQ) FLIGHT PLAN and alert notice (ALNOT) communications search. Consider an aircraft not on a flight plan as overdue: (d) Cooperating in the physical search by making all possible facilities available for use by the a. At the actual time a reliable source reports it to searching agencies. be at least 1 hour late at destination. Based on this overdue time, initiate a communications search and NOTE− proceed directly to the ALNOT phase. When such a The National SAR Plan is outlined in the AIM. report is received, verify (if possible) that the aircraft c. FSSs serve as the central point for collecting actually departed and that the request is for a missing and disseminating information on overdue or missing aircraft rather than a person. Refer missing person aircraft which are not on an IFR flight plan. reports to the appropriate authorities. d. ARTCCs serve as the central points for b. If you have reason to believe that an aircraft is collecting information, coordinating with SAR, and overdue prior to 1 hour after its ETA, take the conducting a communications search by distributing appropriate action immediately. any necessary ALNOTs concerning: REFERENCE− FAA Order JO 7110.10, Para 7−2−1, Communications Search. 1. Overdue or missing IFR aircraft. FAA Order JO 7110.10, Para 7−4−1, ALNOT.

General 7−1−1

6/17/21 JO 7110.10BB

Section 2. Overdue Aircraft Action

7−2−1. COMMUNICATIONS SEARCH c. If the specialist determines that the communications search cannot be completed prior to a. As soon as a VFR/DVFR aircraft (military or the INREQ transmission time, the QALQ must be civil) becomes overdue, the destination tie−in transmitted in time to receive the information for the facility/sector (including intermediate destination INREQ message. The communications search must tie−in facilities for military aircraft) must initiate a continue without reference to time until such a time communications search to locate the aircraft by that the aircraft is located, the communications search checking the following: is complete, or the search is suspended. 1. Destination airport. d. In the case of a U.S.−registered aircraft, or any aircraft known to be piloted by or transporting U.S. 2. Flight plan phone number, if available. citizens and en route within a foreign country or 3. BASOPS, if applicable. between two foreign countries, if an overdue report is received either from someone directly concerned or 4. Customs, if applicable. from aviation authorities of a foreign country, notify 5. ATC facilities as applicable. the Washington Operations Center Complex immediately via Service B message addressed to b. If the aircraft has not been located, check the KRWAYAYX. following: e. Automated systems will accept properly 1. Departure airport. formatted QALQs, INREQs, ALNOTs, INCERFAs, ALERFAs, and DETRESFAs and place them on the 2. All airports adjacent to the destination that SAR list. A SAR alert may be generated at designated could accommodate the aircraft. workstations. SAR messages must be deleted from 3. Appropriate ARTCC sectors. the SAR list when the SAR is canceled. NOTE− See Chapter 6 for International Search and Rescue 7−2−2. QALQ procedures.

a. If the communications search does not locate 7−2−3. ACTION BY DEPARTURE STATION the aircraft, and the flight plan is not held by the ON RECEIPT OF QALQ destination station, transmit a QALQ to the facility/sector that holds the flight plan. Upon receipt of the QALQ message, the departure tie-in facility must check for any information about Possible Flight Plan Originators: the aircraft, and take the following actions: KxxxYFYX Flight Service a. If the aircraft is located, notify the destination Station/Sector facility. This may be delivered via Service B message or recorded communications. KxxxYXYX Military BASOPS b. If unable to obtain additional information, KAISXCLX AISR transmit a message to the destination tie-in facility NOTE− containing all information not previously sent. QALQ is used to solicit information that is not accessible. Include any verbal or written remarks which could be If the flight plan information is already available to the pertinent to the search. destination tie−in facility/sector, QALQ is not required. NOTE− b. The QALQ message text must begin with the For operational systems using a common data base, message transmissions may not be necessary. contraction “QALQ” followed by the aircraft identification. EXAMPLE− QALQ N4367V EXAMPLE− [flight plan information] QALQ N12345 [additional pertinent information]

Overdue Aircraft Action 7−2−1 JO 7110.10BB 6/17/21

7−2−4. CANCELLATION OF THE QALQ If the aircraft is located by the destination facility after the QALQ is sent, transmit a cancellation message addressed to all recipients of the QALQ. EXAMPLE− QALQ N4367V CNLD

7−2−2 Overdue Aircraft Action 6/17/21 JO 7110.10BB

Section 3. Information Requests (INREQs)

7−3−1. INREQ 7−3−2. ACTION UPON RECEIPT OF INREQ If the reply to the QALQ is negative or the aircraft has Stations receiving an INREQ must take the following not been located within 30 minutes after it becomes action: overdue, whichever occurs first: a. Search facility records for information a. The destination tie-in facility/sector must regarding the aircraft. Expand the communications transmit a numbered INREQ message addressed to: search to include all flight plan area airports along the proposed route of flight that could accommodate the 1. Flight plan originator (if other than AISR). aircraft. Notify appropriate ATC facilities. Reply to the INREQ within 1 hour of receipt with flight plan 2. En route FSS as applicable. and other pertinent information. If unable to complete 3. KSARYCYX (includes RCC and AISR). the communications search within 1 hour, forward a status report followed by a final report when the 4. En route ARTCCs as applicable. search is complete. 5. BASOPS if destination or departure tie-in EXAMPLE− facility. HNL001 (appropriate three−character identifiers) INREQ N1234A [status report] 6. Other addresses the specialist deems beneficial to the search. HNL001 (appropriate three−character identifiers) INREQ N1234A [final report] b. Include the flight plan and any other pertinent NOTE− information in the INREQ message which could Upon receipt of INREQs and ALNOTs, ATCTs and assist in search activities. Retrieve data from the ARTCCs are required to check facility records, report history files, format the message, and transmit. findings to the FSS that alerted them within 1 hour, and Provide the aircraft’s last known position as the final retain in an active status until canceled. item of the message. The message text must begin REFERENCE− with the contraction “INREQ,” followed by the FAA Order JO 7110.65, Para 10−3−4, ALNOT. aircraft identification. b. If the INREQ indicates that the departure EXAMPLE− airport, route of flight, destination airport or alternate DCA001 (appropriate three−character identifiers) airports are within 50 miles of the Great Lakes, notify INREQ N12345 Cleveland RCC via recorded telecommunications [flight plan information] line. [additional pertinent information] c. For facilities that have any portion of their c. If the departure airport, route of flight, incoming calls and/or Service B diverted to another destination airport or alternate airports are within facility, notify that facility of the INREQ. The facility 50 miles of the Great Lakes, notify Cleveland RCC receiving diverted calls or Service B traffic must via recorded telecommunications line check their records and advise of any information or contact with the aircraft. d. If the flight is within the Honolulu sector, notify Honolulu SARCC via recorded telecommunications line. 7−3−3. CANCELLATION OF INREQ The INREQ originator must transmit a cancellation e. RCC does not have transmit capability. message containing the location of the aircraft to all Acknowledgement is not required for messages to INREQ addressees if the aircraft is located. Notify RCC. associated ATC facilities. f. If additional information is received in INREQ EXAMPLE− reply messages, transmit the information, as LOU001 (appropriate three−character identifiers) necessary, to all original addressees. INREQ N1234A CNLD LCTD BWG

Information Requests (INREQs) 7−3−1

6/17/21 JO 7110.10BB

Section 4. Alert Notices (ALNOTs)

7−4−1. ALNOT f. If additional pertinent information is received, transmit the information, as necessary, to all original a. If the replies to the INREQ are negative, or if the addressees. aircraft is not located within 1 hour after transmission of the INREQ, whichever occurs first, the destination station must transmit an ALNOT addressed to: 7−4−2. ACTION UPON RECEIPT OF ALNOT 1. Flight Plan Originator (If other than AISR). Upon receipt of an ALNOT, including those received from other ATC facilities, each station whose flight 2. KSARYCYX (Includes RCC and AISR). plan area extends into the ALNOT search area must: 3. KxxxYAYX (appropriate Regional Opera- a. Immediately conduct an expanded tions Center (ROC)). communications search of those airports which fall 4. Add ARTCCs 50NM either side of route. within the ALNOT search area that could accommodate the aircraft and that were not checked 5. BASOPS if destination or departure tie-in during the INREQ search. Notify the appropriate facility, or the home base of the aircraft. ATC facilities. Request the appropriate law 6. Other addresses deemed beneficial to the enforcement agency to check airports which cannot search by the specialist. be contacted otherwise. b. Expand the communications search area to that b. For ARTCC issued ALNOTS, coordinate with area extending 50 miles on either side of the proposed the issuing facility to determine the extent of route of flight from the last reported position to the communications already completed prior to destination. The search area may be expanded to the contacting airports and other ATC facilities whose maximum range of the aircraft at the request of the flight plan area extends into the ALNOT search area. RCC or by the destination station. c. Within 1 hour after receipt of the ALNOT, notify the originator of the results or status of the c. If the departure airport, route of flight, communications search. Transmit pertinent destination airport, or alternate airports are within information, such as aircraft location or position 50 miles of the Great Lakes, notify Cleveland RCC report, to the destination station. via recorded telecommunications line. EXAMPLE− d. Include all information from the INREQ, plus ALNOT N1234A [status report] any additional information received that could assist ALNOT N1234A [final report] in search activities. Provide the aircraft’s last known d. Broadcast the ALNOT on all available position as the final item in the message. The message frequencies within the ALNOT search area. text must begin with the contraction “ALNOT,” followed by the aircraft identification. e. Request search assistance from aircraft travers- EXAMPLE− ing the search area. ALNOT N12345 [flight plan information] 7−4−3. REPORTING ALNOT STATUS TO [additional pertinent information] RCC e. Ten minutes after the ALNOT is issued, call the If the expanded communications search fails to locate RCC to ensure delivery of the ALNOT and to answer the aircraft, or if 1 hour has elapsed since ALNOT any inquiries. transmission, whichever occurs first, the destination NOTE− station must call the RCC with a status update. When 1. Alaska: Joint Base Elmendorf Richardson, RCC at appropriate, update Cleveland RCC. Provide RCC 907-551-7230, 800-420-7230, or DSN 317−551−7230. with all pertinent information about the overdue 2. RCC (Tyndall AFB) phone numbers are: aircraft not already provided in the ALNOT which 800-851-3051 or 850-283-5955. may include:

Alert Notices (ALNOTs) 7−4−1 JO 7110.10BB 6/17/21

a. Agency and the person calling. g. Furnish positions of other aircraft known to be along or near the route of flight of the missing aircraft. b. Details of the flight plan. If the aircraft was not on a flight plan, include all the facts about the source 7−4−4. CANCELLATION OF ALNOT of the report. The ALNOT remains current until the aircraft is c. Time the last radio transmission was received, located and/or the search is suspended by the RCC. by whom, and the frequency used. In either case, the ALNOT originator must transmit a cancellation message with the location of the d. Last position report. aircraft, if known, addressed to all recipients of the original ALNOT. Each facility must notify all e. Whether an ELT signal was heard or reported previously alerted facilities and agencies of the along the route of flight. cancellation. EXAMPLE− f. Action taken and the proposed action by the ALNOT N12345 CNLD ACFT LCTD JAX reporting FSS. ALNOT N1513B CNLD SEARCH SUSPENDED

7−4−2 Alert Notices (ALNOTs) 6/17/21 JO 7110.10BB

Section 5. Other SAR Actions

7−5−1. CANADIAN TRANSBORDER e. Upon receipt of a Canadian QALQ, the departure FSS must take the following actions: a. Assume SAR responsibility on transborder aircraft upon acknowledgment of the inbound flight 1. Check history files for any information about notification message. the aircraft. 2. If unable to obtain additional information, or b. When SAR action is initiated, the destination within 15 minutes after receipt of the QALQ, transmit and departure facilities are responsible for all a message to the destination facility containing all communications search actions within their respect- flight plan information not previously sent. ive countries and for alerting their respective RCC. f. Upon receipt of a Canadian INREQ, the c. Canadian communications search procedures departure FSS must transmit an INREQ for the U.S. and action times are similar to U.S. procedures. They portion of the route of flight and reply to Canada will address all SAR messages to the U.S. departure within 1 hour in accordance with standard INREQ FSS, which is then responsible for initiating SAR procedures. action for the U.S. portion of the route of flight. g. Upon receipt of a Canadian ALNOT, the d. For inbounds from Canada, apply standard U.S. departure FSS must transmit an ALNOT for the U.S. SAR procedures contained in this chapter for the U.S. portion of the route and reply to Canada within 1 hour portion of the route. Include the Canadian departure in accordance with standard ALNOT procedures. facility as an addressee on all SAR messages since NOTE− that facility is responsible for initiating SAR action Some U.S. airspace is controlled by Canadian ATC for the Canadian portion of the route of flight. facilities, which may also be addressed when appropriate.

Other SAR Actions 7−5−1

6/17/21 JO 7110.10BB

Chapter 8. FAA Weather Services Section 1. General

8−1−1. INTRODUCTION 8−1−3. DISTRIBUTION

Surface meteorological observations are filed at Most meteorological and NOTAM data exchanged scheduled and unscheduled intervals with stations outside of the facility is dependent on WMSCR. It is having sending capability to WMSCR for important to follow strict format and procedures dissemination on the Service A domestic aviation during normal operations, as well as during system weather system. These reports are aviation routine interruption periods. weather reports (METAR) and aviation selected a. Circuit interruption. Notify WMSCR and/or special weather reports (SPECI). All reports must NADIN and the appropriate Telco servicing company include a report type and the six-digit time of the and/or technical help desk. observation. Computer sorting and validation requires exact adherence to format and procedure at b. Record the circuit and/or equipment identifica- all times. tion numbers in all outage reports. Facilities should obtain and record ticket numbers provided by the Telco authority and/or technical help desk. 8−1−2. SCHEDULED TRANSMISSION c. WMSCR telephone numbers: TIMES (ALASKA ONLY) WMSCR (KNKAWMSC): Contact the FAA a. METAR REPORTS. Transmit METAR National Enterprise Management Center between H+55 and H+00. (NEMC) at 855−322−6362 (FAA−NEMC). 1. For ATLANTA (KATLYTYX), press 1; b. SPECI AND DELAYED OR CORRECTED REPORTS. Transmit SPECI, delayed or corrected 2. For SALT LAKE CITY: (KSLCYTYX), reports as soon as possible after H+00. press 2.

General 8−1−1

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Section 2. Pilot Weather Report (UA/UUA)

8−2−1. GENERAL 3. Thunderstorms and related phenomenon. PIREPs are filed at unscheduled times with stations 4. Turbulence of moderate degree or greater. having sending capability to WMSCR for 5. Icing of light degree or greater. dissemination on the Service A domestic aviation weather system. These reports must be entered into 6. Wind shear. the operational system as individual reports, not 7. Braking action reports less than good. appended to a surface observation. 8. Volcanic eruption, ash clouds, and/or 8−2−2. PREPARATION FOR detection of sulfur gases in the cabin: hydrogen TRANSMISSION sulfide (H2S) or sulfur dioxide (SO2). (a) If only H S or SO is reported with no Record PIREP data directly into the operational 2 2 reported volcanic ash clouds, ask the pilot if volcanic system, on FAA Form 7110-2, or on other material ash clouds are in the vicinity. deemed appropriate; for example, 5’’ x 8’’ plain paper. (b) The smell of sulfur gases in the cockpit may indicate volcanic activity that has not yet been 8−2−3. RESPONSIBILITY detected or reported and/or possible entry into an ash-bearing cloud. H2S, also known as sewer gas, has a. FSS specialists must actively solicit PIREPs in the odor of rotten eggs. SO2 is identifiable as the conjunction with preflight and inflight communica- sharp, acrid odor of a freshly struck match. tions with pilots and assure timely dissemination of NOTE− the PIREP information. Pilots may forward PIREPs regarding volcanic activity 1. Timely dissemination of PIREPs alert pilots using the format described in the Volcanic Activity to significant weather reports and improves aviation Reporting Form (VAR) as depicted in the AIM. forecasts. b. Also, solicit PIREPs regardless of weather conditions when: 2. Changing weather conditions should dictate increased frequency of PIREP solicitation. 1. A NWS or ATC facility indicates a need because of a specific weather or flight assistance 3. PIREPs indicating good weather are situation. valuable and pertinent to aviation weather forecasters and pilots. These include PIREPs indicating a lack of 2. Necessary to determine flying conditions icing or turbulence, and should be disseminated in a pertinent to natural hazards (mountain passes, ridges, timely fashion. peaks) between the weather reporting stations. b. Each facility should make special efforts to 3. The station is designated as responsible for solicit PIREPs on departure and arrival weather PIREPs in an offshore coastal area. conditions at airports within their flight plan area. c. In−Flight specialists must solicit sufficient PIREPs to remain aware of flight conditions. 8−2−4. SOLICITING PIREPs d. To solicit PIREPs within a specific area, a. Solicit PIREPs for the affected area(s) when one broadcast a request on NAVAIDs, transcribed or more of the following weather conditions exist, are broadcast facilities, or a selected communications reported, or forecast to occur: frequency. 1. Ceilings at or below 5,000 feet. PHRASEOLOGY− PILOT WEATHER REPORTS ARE REQUESTED 2. Visibility reported on the surface or aloft is (location/area). CONTACT (name) RADIO ON 5 miles or less. (frequency) TO REPORT THESE CONDITIONS.

Pilot Weather Report (UA/UUA) 8−2−1 JO 7110.10BB 6/17/21

8−2−5. DATA TO BE INCLUDED IN PIREPs b. Report Clear Air Turbulence (CAT) or CHOP if used by the pilot to describe the type of turbulence. Include the following reports of flight conditions, as appropriate: 8−2−7. REPORTING ICING CONDITIONS IN a. Height and coverage of cloud bases, tops, and PIREPs layers. a. Icing reports must include location, altitude or b. Flight visibility. range of altitudes, aircraft type, air temperature, c. Restrictions to visibility and weather occurring intensity, and type of icing. at altitude. b. Icing types. d. Air temperature and changes to temperature 1. Rime. Rough, milky, opaque ice formed by with altitude or range. the instantaneous freezing of small super-cooled e. Direction and speed of wind aloft. water droplets. f. Duration and intensity of turbulence. 2. Clear. A glossy, clear or translucent ice formed by the relatively slow freezing of large REFERENCE− FAA Order JO 7110.10, Para 8−2−6, Reporting Turbulence in PIREPS. super-cooled water droplets. g. Extent, type, and intensity of icing. 3. Mixed. A combination of rime and clear. REFERENCE− c. Icing intensity. FAA Order JO 7110.10, Para 8−2−7, Reporting Icing Conditions in PIREPs. 1. Trace. Ice becomes perceptible. Rate of h. Weather conditions and cloud cover through accumulation slightly greater than sublimation. mountain passes and over ridges and peaks. Deicing/anti-icing equipment is not utilized unless encountered for an extended period of time (over i. Location, extent, and movement of 1 hour). thunderstorms and/or tornadic activity. 2. Light. The rate of accumulation may create a j. Excessive winds aloft, LLWS, and other problem if flight is prolonged in this environment phenomena bearing on safety and efficiency of flight. (over 1 hour). Occasional use of deicing/anti-icing equipment removes/prevents accumulation. It does 8−2−6. REPORTING TURBULENCE IN not present a problem if deicing/anti-icing is used. PIREPs 3. Moderate. The rate of accumulation is such that even short encounters become potentially a. Turbulence reports must include location, hazardous, and use of deicing/anti-icing equipment altitude, or range of altitudes, and aircraft type, and or diversion is necessary. should include whether in clouds or clear air. The degree of turbulence, intensity, and duration 4. Severe. The rate of accumulation is such that (occasional, intermittent, and continuous) is deicing/anti-icing equipment fails to reduce or determined by the pilot. control the hazard. Immediate diversion is necessary. 1. Light. Loose objects in aircraft remain at rest. 8−2−8. MEANS USED TO SOLICIT PIREPs 2. Moderate. Unsecured objects are dislodged. Occupants feel definite strains against seat belts and Inform pilots of a need for PIREPs. The following shoulder straps. methods may be used to collect PIREPs: 3. Severe. Occupants thrown violently against a. During preflight weather briefings. seat belts. Momentary loss of aircraft control. b. On post-flight contacts. Unsecured objects tossed about. c. During regular air-ground contacts. 4. Extreme. Aircraft is tossed violently about, impossible to control. May cause structural damage. d. Broadcast a request on NAVAID frequencies.

8−2−2 Pilot Weather Report (UA/UUA) 6/17/21 JO 7110.10BB

e. Request PIREPs from air carrier and military a. Urgent. operations offices, military pilot-to-forecaster units, 1. Deliver to the ARTCC Weather Coordinator and local aircraft operators. as soon as possible. f. Solicit from other air traffic facilities. 2. Enter on Service A as soon as possible. 3. Use in weather briefings, as appropriate. 8−2−9. PIREP CLASSIFICATION b. Routine. Categorize PIREPs as follows: 1. Transmit on Service A as soon as practical. a. URGENT. The following weather phenomena 2. Use in weather briefings, as appropriate. must be classified as an URGENT (UUA) PIREP: 1. Tornadoes, funnel clouds, or waterspouts. 8−2−11. OFFSHORE COASTAL ROUTES 2. Severe or extreme turbulence (including clear When your station has been given responsibility for air turbulence). collecting offshore coastal route PIREPs: 3. Severe icing. a. Include the coastal water area when soliciting PIREPs. At least one PIREP is required hourly 4. Hail. regardless of weather conditions. 5. Low level wind shear. Classify LLWS b. The following flight plan sectors are respons- PIREPs as UUA if the pilot reports air speed ible for collecting offshore coastal routes in the fluctuations of 10 knots or more. Classify reports of contiguous 48 states, Hawaii, and Puerto Rico: HNL, LLWS with air speed fluctuations less than 10 knots SJU, SAN, HHR, OAK, MMV, SEA, BGR,BDR, as routine. If airspeed fluctuation is not reported, MIV, DCA, RDU, MCN, GNV, PIE, MIA, ANB, classify PIREP as UUA. GWO, DRI, CXO, and SJT. NOTE− NOTE− LLWS defined as windshear within 2,000 feet of the The Flight Services Safety and Operations Policy Group surface. assigns PIREP responsibility for an offshore coastal area, 6. Volcanic eruption, ash clouds, and/or route, or route segment to a specific station. The area assigned will be within the same ARTCC area as the detection of sulfur gases (H2S or SO2) in the cabin. station, and the station must have adequate air-ground (a) If a pilot only reported the smell of H2S or communications coverage over its assigned offshore area. SO2 in the cabin and confirmed no volcanic ash clouds were present, classify the report as a 8−2−12. PIREP PREPARATION ROUTINE PIREP. To assure proper dissemination of PIREPs to all (b) The smell of sulfur gases in the cockpit system users, the encoding procedures listed below may indicate volcanic activity that has not yet been must be followed: detected or reported and/or possible entry into an a. Identify each element by a Text Element ash-bearing cloud. H2S, also known as sewer gas, has Indicator (TEI). the odor of rotten eggs. SO2 is identifiable as the sharp, acrid odor of a freshly struck match. b. Ensure each report includes TEIs for message type, location, time, altitude/flight level, aircraft 7. Any other weather phenomena reported type, and at least one other to describe the reported which are considered by the specialist as being phenomena. hazardous, or potentially hazardous, to flight c. Precede each TEI, except message type, with a operations. space and a solidus (/). b. ROUTINE. Classify as ROUTINE (UA) all d. Follow each TEI, except altitude/flight level, PIREPs received except those listed above. with a space. e. Insert zeros in reported values when the number 8−2−10. PIREP HANDLING of digits in the report is less than the number required Upon receipt of a PIREP, accomplish the following: by the format.

Pilot Weather Report (UA/UUA) 8−2−3 JO 7110.10BB 6/17/21

f. Use only authorized aircraft designators and /FL310 contractions. /FLUNKN /RM DURC g. In the location TEI, include any three character e. /TP. Type aircraft. Enter aircraft type. If not alphanumeric identifier to describe locations or known, enter UNKN. Icing and turbulence reports routes. Use only authorized identifiers from FAA must always include the aircraft type. Do not Order JO 7350.9, Location Identifiers. consolidate observations from numerous aircraft types into one PIREP. h. Omit entries of TEIs, except as listed in EXAMPLE− subparagraph 8−2−12b, for which no data was /TP AEST reported. /TP C150 /TP P28R 8−2−13. PIREP FORMAT /TP UNKN f. /SK. Sky condition. Report height of cloud Using TEIs as described below, prepare PIREPs for bases, tops, and cloud coverage as follows: system entry in the following format: 1. Enter the height of the base of a layer of a. UUA or UA. Message type - Urgent or Routine clouds in hundreds of feet (MSL) using three digits. PIREP. Enter the top of a layer in hundreds of feet (MSL) b. /OV. preceded by the word ”-TOP.” If reported as clear above the highest cloud layer, enter a space and 1. Location in reference to a VHF NAVAID or ”SKC” following the reported level. an airport, using the three or four alphanumeric EXAMPLE− identifier. If appropriate, encode the identifier, then /SK OVC100-TOP110/ SKC three digits to define a radial and three digits to define /SK OVC015-TOP035/OVC230 the distance in nautical miles. /SK OVC-TOP085 EXAMPLE− /OV KJFK 2. Use authorized contractions for cloud cover. /OV KJFK107080 EXAMPLE− /OV KFMG233016/RM RNO 10SW SKC 2. Route segment. Two or more fixes to describe FEW a route. SCT BKN EXAMPLE− OVC /OV KSTL-KMKC /OV KSTL090030-KMKC045015 3. Cloud cover amount ranges will be entered with a hyphen and no spaces separating the amounts; c. /TM. Time that the reported phenomenon i.e., BKN-OVC. occurred or was encountered. Report time in four digits UTC. EXAMPLE− /SK SCT-BKN050-TOP100 EXAMPLE− /SK BKN-OVCUNKN-TOP060/BKN120-TOP150/ SKC /TM 1315 4. Unknown heights are indicated by the d. /FL. Altitude/flight level. Enter the altitude in contraction UNKN. hundreds of feet (MSL) where the phenomenon was EXAMPLE− first encountered. If not known, enter UNKN. If the /SK OVC065-TOPUNKN aircraft was climbing or descending, enter the appropriate contraction (DURC or DURD) in the 5. If a pilot indicates he/she is in the clouds, remarks/RM TEI. If the condition was encountered enter IMC in the remarks. within a layer, enter the altitude range within the EXAMPLE− appropriate TEI describing the condition. /SK OVC065-TOPUNKN /RM IMC EXAMPLE− 6. When more than one layer is reported, /FL093 separate layers by a solidus (/).

8−2−4 Pilot Weather Report (UA/UUA) 6/17/21 JO 7110.10BB

g. /WX. Flight visibility and flight weather. TBL 8−2−1 Report weather conditions encountered by the pilot Weather Type and Codes as follows: Type METAR Code 1. Flight visibility, if reported, will be the first Drifting / Blowing Snow ...... DRSN/BLSN entry in the /WX field. Enter as FV followed by a Drifting Dust ...... DRDU two-digit visibility value rounded down, if necessary, Drifting Sand ...... DRSA to the nearest whole statute mile and append “SM” Drizzle/Freezing Drizzle ...... DZ/FZDZ (FV03SM). If visibility is reported as unrestricted, Dust / Blowing Dust ...... DU/BLDU enter FV99SM. Duststorm ...... DS 2. Enter flight weather types using one or more Fog (vis < 5/8SM) ...... FG of the standard surface weather reporting codes Freezing Fog ...... FZFG contained in TBL 8−2−1. Freezing Rain ...... FZRA Funnel Cloud ...... FC Hail ...... GR Hail Shower ...... SHGR Haze ...... HZ Ice Crystals ...... IC Ice Pellets/ Showers ...... PL/SHPL Mist (vis 5/8SM or more) ...... BR Patchy Fog ...... BCFG Patchy Fog on part of Arpt ...... PRFG Rain / Showers ...... RA/SHRA Sand / Blowing Sand ...... SA/BLSA Sandstorms ...... SS Shallow Fog ...... MIFG Snow Pellet Showers ...... SHGS Snow Pellets ...... GS Smoke ...... FU Snow Grains ...... SG Snow / Showers ...... SN/SHSN Spray ...... PY Squalls ...... SQ Thunderstorm ...... TS Tornado/Waterspout ...... +FC Unknown Precipitation ...... UP Volcanic Ash (incl. eruption, H2S or VA SO2) ...... Well developed Dust/Sand Whirls . . PO 3. Intensity of precipitation (- for light, no qualifier for moderate, and + for heavy) must be indicated with precipitation types, except ice crystals and hail, including those associated with a thunderstorm and those of a showery nature. 4. Intensity of obscurations must be ascribed as moderate or + heavy for dust and sand storms only. No intensity for blowing dust, blowing sand, or blowing snow.

Pilot Weather Report (UA/UUA) 8−2−5 JO 7110.10BB 6/17/21

EXAMPLE− speed must be coded in whole knots using the /WX FV01SM +DS000-TOP083/ SKC /RM DURC hundreds digit (if not zero) and the tens and units 5. When more than one form of precipitation is digits. The wind group always ends with ”KT” to combined in the report, the dominant type must be indicate that winds are reported in knots. Speeds of reported first. less than 10 knots must be coded using a leading zero. For example, a wind speed of 8 knots must be coded EXAMPLE− 08KT and a wind speed of 112 knots must be coded /WX FV00SM +TSRAGR 112kt. EXAMPLE− 6. When FC is entered in /WX, FUNNEL /WV 28080KT CLOUD is spelled out on /RM. When +FC is entered /WV 28008KT in /WX, TORNADO or WATERSPOUT is spelled /WV 280105KT out in the /RM TEI. j. /TB. Turbulence. Report intensity, type, and EXAMPLE− altitude as follows: /WX FC /RM FUNNEL CLOUD /WX +FC /RM TORNADO or WATERSPOUT 1. Intensity. Enter duration if reported by the 7. State the size of the hail in remarks in ¼” pilot (INTMT, OCNL, CONS) and intensity using increments or any hail less than ¼” is stated as “GR contractions LGT, MOD, SEV, or EXTRM. Separate less than ¼”. a range or variation of intensity with a hyphen; for example, MOD-SEV. If turbulence was not 8. The proximity qualifier VC (Vicinity) is only encountered, enter NEG. used with TS, FG, FC, +FC, SH, PO, BLDU, BLSA, and BLSN. 2. Type. Enter CAT or CHOP if reported by the pilot. EXAMPLE− /WX FV02SM BLDU000-TOP083 VC W 3. Altitude. Report altitude only if it differs from value reported in /FL. When a layer of 9. When more than one type of weather is turbulence is reported, separate height values with a reported enter in the following order: 1) TORNADO, hyphen. If lower or upper limits are not defined, use WATERSPOUT, OR FUNNEL CLOUD; 2) BLO or ABV. Thunderstorm with or without associated precipitation; 3) Weather phenomena in order of EXAMPLE− decreasing predominance. No more than three groups /TB LGT 040 in a single PIREP. /TB MOD-SEV BLO 080 /TB MOD-SEV CAT 350 10. Weather layers must be entered with the /TB NEG 120-180 base and/or top of the layer when reported. Use the /TB MOD CHOP 220/NEG 230-280 same format as in the /SK TEI. /TB MOD CAT ABV 290 EXAMPLE− k. IC. Icing. Report intensity, type and altitude of /WX FU002-TOP030 icing as follows: h. /TA. Air Temperature. Report outside air 1. Intensity. Enter intensity first using temperature using two digits in degrees Celsius. contractions TRACE, LGT, MOD, or SEV. Separate Prefix negative temperatures with a M; for example, reports of a range or variation of intensity with a /TA 08 or /TA M08. hyphen. If icing was not encountered, enter NEG. i. /WV. Wind direction and speed. If reported, 2. Type. Enter the reported icing type as RIME, wind direction from which the wind is blowing must CLR, or MX. be coded using three figures. Directions less than 100 degrees must be preceded by a “0”. For example, a 3. Altitude. Enter the reported icing/altitude wind direction of 90 degrees is coded as 090. The only if different from the value reported in the /FL wind speed must be entered as a two or three digit TEI. Use a hyphen to separate reported layers of group immediately following the wind direction. The icing. Use ABV or BLO when a layer is not defined.

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EXAMPLE− EXAMPLE− /IC LGT-MOD MX 085 /RM DISCHARGE 120 /IC LGT RIME 6. Clouds. Use remarks when clouds can be seen /IC MOD RIME BLO 095 /IC SEV CLR 035-062 but were not encountered and reported in /SK. EXAMPLE− 4. When icing is reported always report /RM CB E MOV N temperature in the /TA TEI. /RM OVC BLO l. /RM. Remarks. Use this TEI to report a 7. Plain Language. If specific phraseology is not phenomenon which is considered important but does adequate, use plain language to describe the not fit in any of the other TEIs. This includes, but is phenomena or local geographic locations. Include not limited to, low level wind shear (LLWS) reports, remarks that do not fit in other TEIs like DURC, thunderstorm lines, coverage and movement, size of DURD, RCA, TOP, TOC, or CONTRAILS. hail (1/4’’ increments), lightning, clouds observed EXAMPLE− but not encountered, geographical or local /RM BUMPY VERY ROUGH RIDE description of where the phenomenon occurred, /RM CONTRAILS International Standard Atmospheric (ISA) reports /UA/OV BIS270030/TM 1445/FL060/TP CVLT/TB and contrails. Report hazardous weather first. LGT /RM Donner Summit Pass Describe LLWS to the extent possible. 8. Volcanic Activity. Volcanic eruption, ash 1. Wind Shear. +/- 10 Kts or more fluctuations clouds, and/or sulfur gases are Urgent PIREPs. in airspeed, within 2,000 Ft of the surface, requires an Reports of volcanic activity must include as much UUA report. When Low Level Wind Shear is entered information as possible; for example, the name of the in a pilot report enter LLWS as the first remark in the mountain, ash clouds observed and their movement, /RM TEI. LLWS may be reported as -, +, or +/- the height of the top and bottom of the ash clouds, etc. depending on how it effects the aircraft. If the (a) If a pilot detected the smell of sulfur gases location is different than the /OV or /FL fields, (H2S or SO2) in the cabin and reported volcanic ash include the location in the remarks. clouds, include “VA” in Weather and “H2S,” “SO2,” or “SULFUR SMELL” in Remarks. EXAMPLE− /RM LLWS +/-15 KT SFC-008 DURC RY22 JFK NOTE− The smell of sulfur gases in the cockpit may indicate 2. FUNNEL, CLOUD, TORNADO, and volcanic activity that has not yet been detected or WATERSPOUT are entered with the direction of reported and/or possible entry into an ash-bearing cloud. movement if reported. H2S, also known as sewer gas, has the odor of rotten eggs. SO is identifiable as the sharp, acrid odor of a freshly EXAMPLE− 2 struck match. /RM TORNADO E MOV E EXAMPLE− 3. Thunderstorm. Enter coverage (ISOL, FEW, UUA /OV PANC240075 /TM 2010 /FL370/TP DC10 /WX SCT, NMRS) and description (LN,BKN LN,SLD VA /RM VOLCANIC ERUPTION 2008Z MT AU- LN) if reported. Follow with ”TS,” the location and GUSTINE ASH 40S MOV SSE SO2 movement, and the type of lightning if reported. (b) If a pilot only detected the smell of sulfur EXAMPLE− gases (H2S or SO2) in the cabin and confirmed there /RM NMRS TS S MOV E GR1/2 were no volcanic ash clouds, classify the PIREP as Routine and include “VA” in Weather and “H2S NO 4. Lightning. Enter frequency (OCNL, FRQ, ASH,” “SO2 NO ASH,” or “SULFUR SMELL NO CONS), followed by type (LTGIC, LTGCC, ASH” in Remarks. LTGCG, LTGCA, or combinations), if reported. EXAMPLE− EXAMPLE− UA /OV PANC240075 /TM 2010 /FL370/TP DC10 /WX /RM OCNL LTGICCG VA /RM SULFUR SMELL NO ASH 5. Electric Discharge. Enter DISCHARGE (c) If a volcanic activity report is received followed by the altitude. from other than a pilot, enter Aircraft “UNKN,”

Pilot Weather Report (UA/UUA) 8−2−7 JO 7110.10BB 6/17/21

Flight Level “UNKN,” and in Remarks EXAMPLE− “UNOFFICIAL.” PIREP Text/RM Text/AWC 10. If ISA is reported. 9. The ”SKYSPOTTER” program is a result of EXAMPLE− a recommendation from the Safer Skies /RM ISA −10C FAA/INDUSTRY Joint Safety Analysis and Implementation Teams. The term ”SKYSPOTTER” 8−2−14. PIREP ENCODING indicates that a pilot has received specialized training PIREPs must be coded to ensure the PIREP is stored in observing and reporting inflight weather and subsequently distributed with the surface phenomenon, pilot weather reports, or PIREPs. observation location nearest the condition being When a PIREP from a pilot identifying themselves as reported. If more than one METAR location is a ”SKYSPOTTER” aircraft is received, the appropriate, select the location that provides the additional comment ”/AWC” must be added at the greatest distribution and/or prominence, such as a end of the remarks section of the PIREP. major hub airport.

8−2−8 Pilot Weather Report (UA/UUA) 6/17/21 JO 7110.10BB

Section 3. Wind and Temperature Aloft Forecast (FB)

8−3−1. GENERAL 8−3−2. LEVELS FORECAST Wind and temperature aloft forecasts (FB) are Dependent upon station elevation, wind forecasts are computer−prepared and issued by the National issued for the following levels: 3, 6, 9, 12, 18, 24, 30, Centers for Environmental Prediction (NCEP) at 34, and 39 thousand foot levels. The first level for Suitland, Maryland. The forecasts are valid 6, 12, and which a wind forecast is issued is 1,500 feet or more 24 hours after the observation date/times of 0000Z, above the station elevation. Temperature is forecast 0600Z, 1200Z, and 1800Z based on National Weather for all wind levels that are 2,500 feet or more above Service Instruction 10−812, Aviation Wind and the station. No temperature is forecast for the 3,000 Temperature Aloft Forecasts. See TBL 8−3−1 for foot level. The minus signs are deleted preceding the wind/temperature aloft forecast schedules. temperatures at the 30, 34, 39, 45, and 53 thousand TBL 8−3−1 foot levels. Wind/Temperature Aloft Forecast Schedules Base Data 8−3−3. DISTRIBUTION Type Valid for For use (period) Time All FBs are transmitted to the WMSCR by NCEP. FB1/8 0000Z 0600Z 0200−0900Z Distribution by the WMSCR is accomplished in FB2/9 0000Z 1200Z 0900−1800Z accordance with established program requirements. FB3/10 0000Z 0000Z 1800−0600Z FB1/8 0600Z 1200Z 0800−1500Z FB2/9 0600Z 1800Z 1500−0000Z FB3/10 0600Z 0600Z 0000−1200Z FB1/8 1200Z 1800Z 1400−2100Z FB2/9 1200Z 0000Z 2100−0600Z FB3/10 1200Z 1200Z 0600−1800Z FB1/8 1800Z 0000Z 2000−0300Z FB2/9 1800Z 0600Z 0300−1200Z FB3/10 1800Z 1800Z 1200−0000Z NOTE− See National Weather Service Instruction 10−812, Aviation Wind and Temperature Aloft Forecasts.

Wind and Temperature Aloft Forecast (FB) 8−3−1

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Section 4. Terminal Aerodrome Forecast (TAF)

8−4−1. GENERAL 8−4−2. TERMINAL AERODROME NWS forecast offices prepare and forward 24- or FORECAST SCHEDULES 30-hour TAFs for selected U.S. terminals to the TAFs are prepared four times a day and are issued at WMSCR for distribution. Similar forecasts for the 2340, 0540, 1140, and 1740 UTC. U.S. Military, Canada, and Mexico are sent to WMSCR from the NCEP and Air Force Weather Agency (AFWA) for distribution.

Terminal Aerodrome Forecast (TAF) 8−4−1

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Section 5. Aviation Surface Forecast/Aviation Cloud Forecast/Area Forecast (FA)

8−5−1. GENERAL Canadian and Mexican FAs are also available through WMSCR. a. Area forecasts (FA) are available for the Gulf of b. FAs consist of the following elements Mexico, Caribbean, Hawaii, and Alaska through the according to each geographical location in WMSCR and provide an overview of weather TBL 8−5−1. conditions which could impact aviation operations. FAs are issued by the Aviation Weather Center c. The Aviation Surface Forecast and Aviation (AWC) in Kansas City, Missouri, the Alaska Aviation Cloud Forecast are displayed as nine regional views Weather Unit (AAWU) in Anchorage, Alaska, and and a CONUS view. These images are produced by the Weather Forecast Office (WFO) in Honolulu, the Aviation Weather Center and distributed by Hawaii. The delineation of the areas is specified in the NOAAPORT and static URLs. See FIG 8−5−1, National Weather Service Instruction 10-811. Graphical Forecast Images, for regional views.

TBL 8−5−1 Area Forecasts (FA)

Gulf of Mexico Caribbean Hawaii Alaska Synopsis X X X X Clouds and Weath- X X X er (Includes AIRMETs) Icing and Freezing X X X Level Turbulence X X X

8−5−2. AREA FORECAST (FA) SCHEDULE FAs are issued three times a day in Alaska and the Gulf of Mexico; and four times a day in Hawaii and the Caribbean. The issuance times are in TBL 8−5−2. TBL 8−5−2 Area Forecast (FA) Schedule

Gulf of Mexico Caribbean (UTC) Hawaii (UTC) Alaska (UTC) 1st Issuance 0130 0330 0340 0415 DT 0515 ST 2nd Issuance 1030 0930 0940 1215 DT 1315 ST 3rd Issuance 1830 1530 1540 2015 DT 2115 ST 4th Issuance 2130 2140 Note: DT – Daylight Time, ST – Standard Time, UTC – Coordinated Universal Time

Aviation Surface Forecast/Aviation Cloud Forecast/Area Forecast (FA) 8−5−1 JO 7110.10BB 6/17/21

8−5−3. AVIATION SURFACE FORECAST of 6 snapshots that are valid for up to 18 hours. The AND AVIATION CLOUD FORECAST images are based on forecast model run times of 00Z, ISSUANCE TIMES 03Z, 06Z, 09Z, 12Z, 15Z, 18Z, and 21Z. The actual The Aviation Surface Forecast and Aviation Cloud issuance time will be 1−2 hours after each model run. Forecast are issued 8 times a day and are composed The delays are due to latency. FIG 8−5−1 Graphic Forecast Images

8−5−2 Aviation Surface Forecast/Aviation Cloud Forecast/Area Forecast (FA) 6/17/21 JO 7110.10BB

Section 6. Severe Weather Forecasts

8−6−1. GENERAL 8−6−2. DISTRIBUTION Upon receipt of SPC AWW alert, the WMSCR Severe weather forecasts are issued by the NWS immediately transmits the report on selected Service Storm Prediction Center (SPC) in Norman, A circuits. Severe weather status reports (WW-A) are Oklahoma, in the form of weather watches, never urgent. These are relayed unscheduled. convective outlooks, and status reports and transmitted to WMSCR for distribution. An Aviation Watch 8−6−3. CONVECTIVE OUTLOOK Notification Message (SPC AWW) is the weather NARRATIVE (AC) watch formatted for the aviation community to alert them of organized thunderstorms forecast to produce The Storm Prediction Center will issue ACs tornadic and/or severe weather. FSSs may obtain the numerous times each day. These forecasts describe public weather watch (SPC WW) from WMSCR if the potential for severe and non-severe convective desired. activity across the contiguous U.S.

Severe Weather Forecasts 8−6−1

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Section 7. Flight Advisories (SIGMET/WS−Airmet/WA−Convective SIGMET/WST)

8−7−1. GENERAL National Weather Service (NWS) Instruction 10−811. WAs are issued as described in TBL 8−7−1. Flight advisories are issued by the AWC in Kansas City, Missouri, the AAWU in Anchorage, Alaska, and the WFO in Honolulu, Hawaii, for the occurrence 8−7−2. DISTRIBUTION or expected occurrence of specified en route weather phenomena which may affect the safety of aircraft WSs are distributed at unscheduled times to all operations. The report type designator WS for Service A circuits. WAs and WSTs bulletins are SIGMETs, WST for Convective SIGMETs, and WA distributed as scheduled products. Updates or for AIRMETs is used to effect selective distribution. amendments issued will completely replace the Issuance times for WSs and WSTs are specified in previously issued advisory.

TBL 8−7−1 (Effective 01/02/19)

1st Scheduled 2nd Scheduled 3rd Scheduled 4th Scheduled Issuance (UTC) Issuance (UTC) Issuance (UTC) Issuance (UTC) CONUS 0245 0845 1445 2045 Alaska 0415 (DT)/ 1215 (DT)/ 2015 (DT)/ None 0515 (ST) 1315 (ST) 2115 (ST) Hawaii 0400 1000 1600 2200 Note: DT – Daylight Time, ST – Standard Time

REFERENCE− NWS Instruction 10−811.

Flight Advisories 8−7−1

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Section 8. Center Weather Advisory (CWA)

8−8−1. GENERAL safe flow of air traffic within the ARTCC’s area of responsibility. A Center Weather Advisory (CWA) is an unscheduled weather advisory for conditions meeting or b. The CWA will describe the location of the approaching national in-flight advisory (WA, WS, or phenomenon using ARTCC relevant points of WST) criteria. It is primarily used by aircrews to reference, such as VORs, and will include the height, anticipate and avoid adverse weather conditions in extent, intensity, and movement of the phenomenon. the en route and terminal environments. Each CWA will have a phenomenon number. c. The format of the CWA communications header 8−8−2. CRITERIA is: (ARTCC designator)(phenomenon number) CWA a. CWAs are valid for up to 2 hours and may (date/time issued in UTC)/(ARTCC designator) include forecasts of conditions expected to begin CWA (issuance number) VALID UNTIL (date/time within 2 hours of issuance. If conditions are expected in UTC)/(FROM) (affected area)/(text). to persist after the advisory’s valid period, a statement EXAMPLE− to that effect is included in the last line of the text. ZOB1 CWA 032141 Additional CWAs will subsequently be issued as ZOB CWA 101 VALID UNTIL 032300 appropriate. The CWSU will issue a CWA: FROM 10S DET TO 40N DJB TO 40E SBN TO 80SE MKG 1. When necessary to supplement an existing LN SEV TSTMS WITH EXTRM PCPN MOVG FROM 2525 3/4 INCH HAIL RPRTD LAST 5 MINS 20 SW YIP. WS, WST, or WA for the purpose of refining or TSTMS WITH HVY TO EXTRM PCPN CONTG DTW updating the location, movement, extent, or intensity AREA BYD 2300 of the weather event relevant to the ARTCC’s area of responsibility. ZKC1 CWA 121528 2. When an inflight advisory has not yet been ZKC CWA 102 VALID UNTIL 121728 STL DIAM 30 NM. NMRS RPTS OF MOD TO SEV ICG issued, but the observed or expected weather 080/090.. LGT OR NEG ICG RPTD 040/120 RMNDR OF conditions meet WS, WST or WA criteria based on ZKC AREA AND NE OF AREA. current pilot reports and reinforced by other sources of information concerning existing meteorological conditions. 8−8−3. DISTRIBUTION 3. When observed, or developing weather The CWA will be distributed to ARTCC area conditions do not meet WS, WST or WA criteria but supervisors and traffic management coordinators and current pilot reports or other weather information will be entered through FAA AISR and other sources indicate that an existing, or anticipated, communications media to make it available for meteorological phenomena will adversely affect the dissemination to other FAA and NWS facilities.

Center Weather Advisory (CWA) 8−8−1

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Chapter 9. Airport Lighting and Visibility Aids (Alaska Only) Section 1. General

9−1−1. AIRPORT LIGHTING 2. A runway served by the lights but aircraft are landing on another runway. a. General Lighting. Operate airport lighting in accordance with associated sections in this chapter 3. The airport, but landing will be made on a except: runway served by the lights. 1. As requested by the pilot. c. As requested by the pilot. d. As you deem necessary, if not contrary to pilot’s 2. As required by facility directives or letters of request. agreement to meet local conditions or requirements. NOTE− 3. As specialist deems necessary if not contrary In the interest of energy conservation, the approach to pilot’s request or local directives. lighting system should be turned off when not needed for aircraft operations. b. Emergency Lighting. When it appears that an emergency has or will occur, provide for the 9−1−5. APPROACH LIGHTING SYSTEM operation of all appropriate airport lighting aids in INTENSITY SETTINGS (ALS) accordance with local procedures and/or as required. Operate intensity controls in accordance with the values depicted. (See TBL 9−1−1.) 9−1−2. OBSTRUCTION LIGHTS TBL 9−1−1 If controls are provided, operate the lights between ALS Intensity Setting sunset and sunrise. Visibility (Applicable to runway served by lights) Step Day Night When 5 Less than 1 mile.* 9−1−3. ROTATING BEACON requested. When If controls are provided, turn on the rotating beacon: 4 1 to but not including 3 miles. requested. a. Between sunset and sunrise. Less than 1 3 3 to but not including 5 miles. b. Between sunrise and sunset when the reported mile.* 1 to 3 miles ceiling or visibility is below basic VFR minima. 2 5 to but not including 7 miles. inclusive. Greater than 1 When requested. 9−1−4. APPROACH LIGHTS 3 miles. * and/or 6,000 feet or less of RVR on the runway Operate approach lights: served by the ALS and RVR. a. Between sunset and sunrise when one of the Note.− Daylight steps 2 and 3 provide recommended following conditions exists: settings applicable to conditions in ALS Intensity Settings. At night, use step 4 or 5 only when requested 1. They serve the landing runway. by a pilot. 2. They serve a runway to which an approach is being made but aircraft will land on another runway. 9−1−6. SEQUENCED FLASHING LIGHTS (SFL) b. Between sunrise and sunset when the ceiling is Operate sequenced flashing lights when the visibility less than 1,000 feet or the prevailing visibility is is less than 3 miles and instrument approaches are 5 miles or less and approaches are being made to: being made to the runway served by the associated 1. A landing runway served by the lights. ALS.

General 9−1−1 JO 7110.10BB 6/17/21

NOTE− you have no knowledge of the lighted runway being SFLs are a component of the ALS and cannot be operated in use. Advise all known aircraft. when the ALS is off.

9−1−9. MEDIUM INTENSITY APPROACH 9−1−7. RUNWAY EDGE LIGHTS LIGHTING SYSTEM WITH RUNWAY ALIGNMENT INDICATOR LIGHTS Operate the runway edge light system(s) serving the (MALSR)/OMNIDIRECTIONAL APPROACH runway(s) in use as follows: LIGHTING SYSTEM (ODALS) a. Between sunset and sunrise. Operate MALSR/ODALS that have separate on-off 1. For departures when an aircraft calls for and intensity setting controls in accordance with airport advisory or requests the lights be turned on TBL 9−1−2 and TBL 9−1−3. until the aircraft reports departing the airport area or NOTE− 15 minutes after the last contact with the aircraft. Application concerns use for takeoffs/landings/approaches and does not preclude turning lights on for use 2. For arrivals when an aircraft calls for airport of unaffected portions of a runway for taxiing aircraft, advisory or when the associated approach control surface vehicles, maintenance, repair, etc. advises that an aircraft is on approach until the aircraft TBL 9−1−2 reports/is observed clear of the runway or 15 minutes Two−Step MALS/One−Step RAIL/Two−Step ODALS after last radio contact or arrival time. Visibility Setting b. Between sunrise and sunset, turn the lights on Day Night MALS/ODALS Less than 3 when the surface visibility is less than 2 miles as Less than 3 miles. described in subparagraphs 9−1−7a1 and a2. HI−RAIL ON miles.* MALS/ODALS 3 miles or When requested. c. The specialist considers it necessary, or it is LOW−RAIL OFF more. requested by a pilot and no other known aircraft will *At locations providing part−time flight service, the be adversely affected. MALSR/ODALS must be set to low intensity during the hours of darkness when the station is unstaffed. d. Do not turn on the runway edge lights when a NOTAM closing the runway is in effect. TBL 9−1−3 Three−Step MALS/Three−Step RAIL/Three−Step e. Alaska. The runway lights should remain on ODALS from the end of civil twilight to the beginning of civil Visibility Setting twilight. If the runway lights are operated part-time Day Night in this period, broadcast a warning over the airport 3 Less than 2 miles. Less than 1 mile. advisory frequency 2 minutes before turning the 1 to but not 2 2 to 5 miles inclusive. lights off. including 3 miles.* 1 When requested. 3 miles or more. *At locations providing part−time flight service, the 9−1−8. CHANGING LIGHTED RUNWAYS air−to−ground radio link must be activated during the hours of darkness when the station is unstaffed. If there a. To switch lights: is no radio air−to−ground control, the MALSR/ODALS must be set on intensity step #2 during the hours of 1. Advise all known aircraft that the lights are to darkness when the station is unstaffed. (Reference− be changed, specifying the runway to be lighted. FAA Order JO 7210.3, paragraph 10−6−4, Approach Light Systems.) 2. Turn on the lights for the new runway 30seconds before turning off the other runway lights, equipment permitting. 9−1−10. HIGH INTENSITY RUNWAY LIGHTS (HIRL) ASSOCIATED WITH MALSR b. When a pilot requests that other than the favored runway be lighted and two runways cannot Operate HIRL that controls the associated MALSR in be lighted simultaneously, comply with the request if accordance with the intensity setting in TBL 9−1−4.

9−1−2 General 6/17/21 JO 7110.10BB

TBL 9−1−4 TBL 9−1−6 HIRL Associated with MALSR HIRL, RCLS, TDZL Intensity Setting

Visibility Step Visibility Day Night Step Day Night 5 Less than 1 mile.* When requested. 1 to but not including 5 Less than 1 mile. When requested. 4 Less than 1 mile.* 1 to but not including Less than 1 mile. 2 miles.* 4 2 to but not including 1 to but not 2 miles. 3 2 to but not including 1 to but not 3 miles. including 3 miles.* 3 3 to 5 miles 3 miles. including 3 miles. 2 When requested. When requested. 3 to 5 miles inclusive. 2 inclusive. 1 When requested. More than 5 miles. 1 When requested. More than 5 miles. * and/or appropriate RVR equivalent.

NOTE− 9−1−13. HIRL CHANGES AFFECTING RVR When switching from a given brightness step setting to a Keep the appropriate approach controller or Precision lower setting, rotation of the brightness control to a point Approach Radar (PAR) controller informed, in below the intended step setting and then back to the advance if possible, of HIRL changes that affect appropriate step setting will ensure that the MALSR will operate at the appropriate brightness. RVR.

9−1−14. HIGH SPEED TURNOFF LIGHTS Operate high speed turnoff lights whenever the 9−1−11. MEDIUM INTENSITY RUNWAY associated runway lights are used for arriving aircraft. LIGHTS (MIRL) Leave them on until the aircraft has either entered a taxiway or passed the last light. Operate MIRL or MIRL which control the associated MALSR in accordance with the TBL 9−1−5. 9−1−15. RUNWAY END IDENTIFIER LIGHTS

TBL 9−1−5 (REIL) MIRL Intensity Setting When separate on-off controls are provided, operate runway end identifier lights when the associated runway lights are lighted. Turn the REIL off after: Visibility Step Day Night a. An arriving aircraft has landed. 3 Less than 2 miles. Less than 1 mile. b. A departing aircraft has left the traffic pattern 2 2 to 3 miles. 1 to 3 miles. area. When requested. More than 3 1 miles. c. It is determined that the lights are of no further use to the pilot. REFERENCE− d. Operate intensity setting in accordance with the FAA Order JO 7110.10, Para 9−1−10 Note. values in TBL 9−1−7 except as prescribed in subparagraphs b and c above. TBL 9−1−7 9−1−12. HIGH INTENSITY RUNWAY, REIL Intensity Setting, Two−Step System RUNWAY CENTERLINE (RCLS), AND Visibility Step TOUCHDOWN ZONE LIGHTS (TDZL) Day Night 3 Less than 2 miles. Less than 1 mile. Operate high intensity runway and associated runway 2 to 5 miles, 1 to but not 2 centerline and touchdown zone lights in accordance inclusive. including 3 miles. with TBL 9−1−6. 1 When requested. 3 miles or more

General 9−1−3 JO 7110.10BB 6/17/21

9−1−16. TAXIWAY LIGHTS TBL 9−1−12 VASI Intensity Setting, Three−Step System Operate taxiway lights serving the taxiways, or portions thereof, in use between sunset and sunrise Step Period Condition before an aircraft taxies onto the taxiway (normally High Day Sunrise to sunset at the time taxi information is issued) and until it Medium Twilight From sunset to 30 minutes taxies off it. Operate taxiway lights in accordance after sunset and with TBL 9−1−8, TBL 9−1−9, or TBL 9−1−10. from 30 minutes before sunrise to sunrise, TBL 9−1−8 *and during twilight in Alaska. Three Step Taxiway Lights Low Night Sunset to sunrise.

NOTE− Visibility Step 1. During a 1-year period, twilight may vary 26 to Day Night 43 minutes between 25 and 49 degrees N latitude. 3 Less than 1 mile. When requested. 2 When requested. Less than 1 mile. 2. The basic FAA standard for VASI systems permits 1 When requested. 1 mile or more independent operation by means of photoelectric device. This system has no on-off control feature and is intended TBL 9−1−9 for continuous operation. Other VASI systems in use Five Step Taxiway Lights include those that are operated remotely from the control tower. These systems may consist of either a photoelectric intensity control with only an on-off switch, a two-step Visibility intensity system, or a three-step intensity system. Step Day Night 5 Less than 1 mile. When requested. REFERENCE− FAA Order JO 7210.3, Para 10-6-5, Visual Approach Slope Indicator 4 When requested. Less than 1 mile. (VASI) Systems. 3 When requested. 1 mile or more. 1 & 2 When requested. When requested. 9−1−18. VISIBILITY AIDS - GENERAL TBL 9−1−10 a. Where RVR equipment is operational, irrespec- One Step Taxiway Lights tive of subsequent operation or nonoperation of navigational or visual aids for the application of RVR Day Night as a takeoff or landing minima, furnish the values for Less than 1 mile. On the runway in use in accordance with paragraph 9−1−19, RVR. b. Issue current touchdown RVR for the runway(s) in use: 9−1−17. VISUAL APPROACH SLOPE INDICATORS (VASIs) 1. When prevailing visibility is 1 mile or less regardless of the value indicated. The VASI system with remote on-off switching must 2. When RVR indicates a reportable value be operated when it serves the runway in use and regardless of the prevailing visibility. where intensities are controlled in accordance with TBL 9−1−11 and TBL 9−1−12. NOTE− Reportable values for RVR are 6,000 feet or less. TBL 9−1−11 3. When it is determined from a reliable source VASI Intensity Setting, Two−Step System that the indicated RVR value differs by more than 400 feet from the actual conditions within the area of Step Period Condition the transmissometer, the RVR data is not acceptable High Day Sunrise to and must not be reported. sunset NOTE− Low Night Sunset to A reliable source is considered to be a certified weather sunrise observer, air traffic controller, or pilot.

9−1−4 General 6/17/21 JO 7110.10BB

4. When the observer has reliable reports, or has c. When there is a requirement to issue an RVR otherwise determined that the instrument values are value and a visibility condition greater or less than the not representative of the associated runway, the data reportable values of the equipment is indicated, state must not be used. the condition as “MORE THAN” or “LESS THAN” the appropriate minimum or maximum readable 9−1−19. RVR value. a. Provide RVR information by stating the d. When a readout indicates a rapidly varying runway, the abbreviation RVR, and the indicated visibility condition (1,000 feet or more), report the value. When issued along with other weather current value followed by the range of visibility elements, transmit these values in the normal variance. sequence used for weather reporting. 9−1−20. OPERATION OF LANDING b. When two or more RVR systems serve the DIRECTION INDICATOR runway in use, report the indicated values for the different systems in terms of touchdown, mid, and Align the landing direction indicator with the favored rollout as appropriate. or designated runway.

General 9−1−5

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Chapter 10. Interphone Communications

Section 1. General

10−1−1. GENERAL f. Sixth priority. Administrative messages; for example, outages. a. The procedures and phraseologies contained in this chapter apply to inter-facility and intra-facility telephone communications conducted from any 10−1−3. PRIORITY INTERRUPTION position of operation. Use the words “emergency” or “control” for interrupting lower priority messages when you have b. Interphone use is restricted to authorized an emergency or control message to transmit. official business only.

c. Monitor interphones continuously. At facilities 10−1−4. MESSAGE INITIATION without ringers, keep speaker volume at a level sufficient to hear all transmissions. In the event of Initiate interphone messages as follows: interphone failure, use authorized back-up a. Assure line is not in use. procedures; for example, commercial telephone, aircraft radio relay. PHRASEOLOGY− LINE CLEAR? d. Use the words or phrases in interphone b. If line is not in use, establish contact with the communications as contained in the Pilot/Controller desired facility and/or position. Glossary. EXAMPLE− Manual signaling (Ring Line): 10−1−2. INTERPHONE TRANSMISSION FSS-(Calls Center via DA/IA Line). PRIORITIES Center- “Anchorage Center” or “Sector D-5.” FSS- “Kenai radio. Kenai progress Apache One Two Give priority to interphone transmissions as follows: Three.” Center- “Go ahead” a. First priority. Emergency messages including FSS- “Over Kenai...etc.” “L-H” essential information on aircraft accidents or Center- “C-M” suspected accidents. After actual emergency has passed, give a lower priority to messages relating to Voice signaling (Shout Line): an accident. FSS- “Fort Worth Center, Fort Worth Radio, Clearance Request.“ b. Second priority. Clearance and control Center “Fort Worth Center, Go Ahead.” instructions. FSS- “Request Clearance, Army ...... etc.” c. When calling or replying on an interphone line c. Third priority. Movement and control messages which connects only two facilities, you may omit the using the following order of precedence when facility’s name. possible: EXAMPLE− 1. Progress reports. “Radio, inbound estimate.” 2. Departure or arrival reports. d. State the name of the FSS and position, if appropriate. At the inflight position, state the name of 3. Flight plans. the FSS followed by the word “RADIO.” d. Fourth priority. Movement messages on VFR EXAMPLE− aircraft. “Fort Worth Flight Data.” “Fairbanks Radio.” e. Fifth priority. NOTAM coordination. “Leesburg Radio.”

General 10−1−1 JO 7110.10BB 6/17/21

10−1−5. MESSAGE TERMINATION EXAMPLE− Terminate interphone messages with your operating “V-N” initials.

10−1−2 General 6/17/21 JO 7110.10BB

Chapter 11. Phraseology Section 1. General

11−1−1. PURPOSE 11−1−5. ICAO PHONETICS This chapter prescribes standardized procedures and Use the ICAO pronunciation of numbers and, as phraseologies to be used by a specialist when necessary, individual letters for clarity. The ICAO communicating weather and aeronautical radiotelephony alphabet and pronunciation guide are information in broadcast, radiotelephone, and contained in TBL 11−1−1. interphone communications. Where position or TBL 11−1−1 procedure−specific phraseology is required, ICAO Phonetics reference is to be made to the relevant chapter of this Character Word Pronunciation order. 0 Zero ZE−RO 1 One WUN 11−1−2. PHRASEOLOGY 2 Two TOO 3 Three TREE The annotation PHRASEOLOGY denotes the 4 Four FOW−ER prescribed words and/or phrases to be used in 5 Five FIFE communications. 6 Six SIX NOTE− 7 Seven SEV−EN Specialists may, after first using the prescribed 8 Eight AIT phraseology for a specific procedure, rephrase the 9 Nine NIN−ER message to ensure the content is understood. Good judgment must be exercised when using nonstandard phraseology. A Alfa ALFAH B Bravo BRAHVOH C Charlie CHARLEE 11−1−3. WORDS AND PHRASES D Delta DELLTAH Use the words or phrases in broadcast, E Echo ECKOH radiotelephone, and interphone communications as F Foxtrot FOKSTROT contained in the Pilot/Controller Glossary. G Golf GOLF H Hotel HOHTELL I India INDEE AH 11−1−4. ANNOUNCING MISSING ITEMS J Juliett JEWLEE ETT With the exception of RVR, announce the word K Kilo KEYLOH “missing” when any item or component of a weather L Lima LEEMAH report is not reported, or in place of unreadable or M Mike MIKE obviously incorrect items or portions of weather N November NOVEMBER reports. When appropriate, instead of speaking the O Oscar OSSCAH name of several locations with missing reports, P Papa PAHPAH announce: “Other scheduled reports missing.” Q Quebec KEHBECK NOTE− R Romeo ROWME OH On occasion, a parameter from an automated observation S Sierra SEEAIRAH may be reported as missing in the body of the report but T Tango TANGGO is available as a manually reported parameter in the U Uniform YOUNEE FORM remarks section. When the report is spoken, include the manually reported element in its proper sequence within V Victor VIKTAH the report. W Whiskey WISSKEY

General 11−1−1 JO 7110.10BB 6/17/21

X X−ray ECKSRAY EXAMPLE− Y Yankee YANGKEY “Anchorage, Merrill.” “Chicago, O’Hare.” Z Zulu ZOOLOO 4. Where it is considered necessary or is NOTE− requested by the military base commander, broadcast Syllables to be emphasized in pronunciation are in bold military observations by stating the location, the face. name of the airport if different, and the controlling military branch. 11−1−6. RELAY OF ATC EXAMPLE− COMMUNICATIONS “Joint Base Andrews.” Prefix a clearance, information, or a request for “Elmendorf, Air Force Base.” “Fort Riley, Marshall Army Air Field.” information which will be relayed from a control “Norfolk Naval Station.” facility to an aircraft with the appropriate phrase “A−T−C clears,” “A−T−C advises,” or “A−T−C b. If “AUTO” appears after the date/time element requests.” and is presented as a singular report, follow the location with the word “AUTOMATED.” 11−1−7. EXPEDITIOUS COMPLIANCE PHRASEOLOGY− (Location) AUTOMATED. a. Use the word “immediately” only when c. If a special report is the most recent observation expeditious compliance is required to avoid an available, follow the location with the words imminent situation. “SPECIAL WEATHER REPORT,” (last two digits b. Use the word “expedite” only when prompt of the time) “OBSERVATION.” compliance is required to avoid the development of d. If the weather data is not available, state the an imminent situation. location and the word “missing.” c. In either case, and if time permits, include the e. Wind Direction and Speed. Announce surface reason for this action. wind direction and speed by stating the word “wind” followed by the separate digits of the wind direction 11−1−8. WEATHER PHRASEOLOGY to the nearest 10 degrees and the separate digits of the speed. A “G” between two wind speed values is Use the following phraseology and procedures for announced as “gusts.” State local wind as it appears stating surface weather observations and for in the report. Announce the variability of wind at the information similarly encoded in other aviation end of the wind group. (See TBL 11−1−2.) weather products and forecasts. TBL 11−1−2 a. Location. Wind Direction and Speed

1. Announce the geographic name (not the Wind Phraseology identifier) once. 00000KT WIND CALM. EXAMPLE− 26012KT WIND TWO SIX ZERO AT ONE “Paducah.” TWO. 2. When the location name is duplicated within 29012KT WIND TWO NINER ZERO AT 500 miles, follow the location name with the state 260V320 ONE TWO WIND VARIABLE BETWEEN TWO SIX ZERO AND name. THREE TWO ZERO. EXAMPLE− 30008KT WIND THREE ZERO ZERO AT “Columbus, Ohio.” EIGHT. 3. When weather reports originate at more than 36012G20KT WIND THREE SIX ZERO AT ONE one airport at the same geographical location, TWO GUSTS TWO ZERO. identify the airport. VRB04KT WIND VARIABLE AT FOUR.

11−1−2 General 6/17/21 JO 7110.10BB

f. Visibility. 2. When there is a requirement to issue an RVR State the word “visibility” followed by the visibility value and a visibility condition greater or less than the values in miles and/or fractions of miles, except reportable values of the equipment is indicated, state announce values indicated by the figure 0 as “zero.” the condition as “MORE THAN” or “LESS THAN” Announce the separate digits of whole numbers as the appropriate minimum or maximum readable applicable. (See TBL 11−1−3.) value. (See TBL 11−1−5.) TBL 11−1−3 TBL 11−1−5 Visibility RVR

Contraction Phraseology RVR Phraseology 0SM Visibility zero. 1 R16/M0600FT “Runway one six runway /16SM Visibility one sixteenth. 1 visual range less than six /8SM Visibility one eighth. hundred.” Or “Runway one 1 4 M / SM Visibility less than one quarter. six R−V−R less than six 3 /4SM Visibility three quarters. hundred.” 11/ SM Visibility one and one−half. 2 R36L/M0600V2500FT “Runway three six left, 8SM Visibility eight. R−V−R variable from less 25SM Visibility two five. than six hundred and two NOTE− thousand five hundred.” Or When visibility is less than 3 miles and variable, this “Runway three six left visual information is reported in the remarks. range variable from less than g. RVR. six hundred to two thousand five hundred.” 1. Provide RVR information by stating the R36/P6000FT “Runway three six R−V−R runway, the abbreviation RVR, and the indicated more than six thousand.” Or value. The abbreviations “R−V−R” may be spoken in “Runway three six visual lieu of “visual range.” When the indicated values are range more than six separated by a V, preface the values with the words thousand.” “variable,” followed by the first value, the word “to,” then the second value. (See TBL 11−1−4.) h. Weather Elements. TBL 11−1−6 depicts TBL 11−1−4 sample phraseology for weather element contrac- RVR tions. Intensity refers to precipitation, not descriptors. Proximity is spoken after the phenomen- RVR Phraseology on to which it refers. Descriptors are spoken ahead of R18/2000V3000FT “Runway one eight, R−V−R weather phenomenon with the exception of variable from two thousand to three thousand. Or Runway one “showers” which is spoken after the precipitation. eight visual range variable from TBL 11−1−7 contains a complete list of weather two thousand to three elements and appropriate phraseology. thousand.” R26R/2400FT “Runway two six right visual range two thousand four hundred.”

General 11−1−3 JO 7110.10BB 6/17/21

TBL 11−1−6 Examples of Combining Intensity, Descriptors and Weather Phenomenon.

Contractions Phraseology BLSN BLOWING SNOW −FZRAPL LIGHT FREEZING RAIN, ICE PELLETS FZRA FREEZING RAIN FZDZ FREEZING DRIZZLE MIFG SHALLOW FOG −SHRA LIGHT RAIN SHOWERS SHRA RAIN SHOWERS SHSN SNOW SHOWERS TSRA THUNDERSTORM, RAIN +TSRA THUNDERSTORM, HEAVY RAIN (SHOWERS)1 +TSRAGR THUNDERSTORM, HEAVY RAIN, HAIL VCSH SHOWERS IN THE VICINITY 1Since thunderstorms imply showery precipitation, “showers” may be used to describe precipitation that accompany thunderstorms. TBL 11−1−7 Weather Elements

INTENSITY DESCRIPTOR PRECIPITATION OBSCURATION OTHER or PROXIMITY 1 2 3 4 5 − Light MI Shallow DZ Drizzle BR Mist PO Well− Developed Dust/Sand Whirls BC Patchy RA Rain FG Fog SQ Squalls Moderate DR Low Drifting SN Snow FU Smoke FC Funnel Cloud, (No Qualifier) +FC Tornado or Waterspout BL Blowing SG Snow Grains DU Dust SS Sandstorm + Heavy SH Showers IC Ice Crystals SA Sand DS Duststorm TS Thunderstorm PL Ice Pellets HZ Haze VC In the Vicinity FZ Freezing GR Hail PY Spray PR Partial GS Snow Pellets VA Volcanic Ash UP *Unknown Precipitation * Automated stations only. i. Ceiling and Sky Coverage. 1. State sky coverage in the same order as reported on the weather observation. Announce ceiling as follows: (See TBL 11−1−8.)

11−1−4 General 6/17/21 JO 7110.10BB

TBL 11−1−8 TBL 11−1−10 Ceiling and Sky Coverage Sky Conditions

Designator Phraseology Contraction Phraseology BKN0001 SKY PARTIALLY OBSCURED BKN (height) BROKEN 2 BKN000 CEILING LESS THAN FIVE CLR1 CLEAR BELOW ONE TWO ZERO BROKEN THOUSAND FEW0001 SKY PARTIALLY OBSCURED FEW FEW CLOUDS AT (height) 2 FEW000 FEW CLOUDS AT LESS THAN OVC (height) OVERCAST FIVE ZERO SCT (height) SCATTERED (lowest layer aloft) (precede with) CEILING SKC CLEAR BKN/OVC 1 Automated weather reports. SCT0001 SKY PARTIALLY OBSCURED 2 SCT000 LESS THAN FIVE ZERO 4. TBL 11−1−11 contains examples of phrase- SCATTERED ology of sky and ceiling conditions. VV INDEFINITE CEILING TBL 11−1−11 1 Surface−based obscurations. Requires remarks, Sky and Ceiling Conditions i.e., RMK FG SCT000, FU BKN000, etc. 2 No remark means the layer is aloft. Condition Phraseology BKN000 SKY PARTIALLY OBSCURED, 2. State cloud heights in tens, hundreds and/or BKN010 CEILING ONE THOUSAND thousands of feet. (See TBL 11−1−9.) BKN050 RMK BROKEN, FIVE THOUSAND FG BKN000 BROKEN. FOG OBSCURING TBL 11−1−9 FIVE TO SEVEN EIGHTS OF THE Cloud Heights SKY. BKN010 CEILING ONE THOUSAND Number Phraseology BROKEN. 0001 ZERO SCT000 SKY PARTIALLY OBSCURED, 003 THREE HUNDRED SCT020 TWO THOUSAND SCATTERED, 018 ONE THOUSAND EIGHT OVC035 RMK CEILING THREE THOUSAND HUNDRED FG SCT000 FIVE HUNDRED OVERCAST. 200 TWO ZERO THOUSAND FOG OBSCURING THREE TO 1 Spoken as zero only when used with VV. FOUR EIGHTS OF THE SKY. SCT020 TWO THOUSAND SCATTERED, NOTE− OVC250 CEILING TWO FIVE THOUSAND 1. When the ceiling is less than 3,000 feet and variable, OVERCAST. the variable limits will be reported in the remarks. VV000 INDEFINITE CEILING ZERO. 2. “Group form” is the pronunciation of a series of VV012 INDEFINITE CEILING ONE THOUSAND TWO HUNDRED. numbers as the whole number, or pairs of numbers they represent rather than pronouncing each separate digit. j. Announce surface temperature and dew point by The use of group form may, however, be negated by stating the words “temperature” or “dew point,” as four-digit identifiers or the placement of zeros in the appropriate, followed by the temperature in degrees identifier. Celsius. Temperatures below zero are announced by 3. Announce sky conditions as indicated below. prefixing the word “minus” before the values. (See (See TBL 11−1−10.) TBL 11−1−12.)

General 11−1−5 JO 7110.10BB 6/17/21

TBL 11−1−12 (a) Advise all aircraft. Temperature/Dewpoint PHRASEOLOGY− ALTIMETER GREATER THAN THREE ONE ZERO Reading Phraseology ZERO. HIGH PRESSURE ALTIMETER PROCEDURES 02/M01 ‘‘Temperature two, dew point minus ARE IN EFFECT. one.’’ 04/02 ‘‘Temperature four, dew point two.’’ (b) Advise VFR aircraft to set altimeter to 31.00 en route. 18/13 ‘‘Temperature one eight, dew point one three.’’ PHRASEOLOGY− RECOMMEND YOU SET ALTIMETER THREE ONE k. Altimeter Setting. ZERO ZERO EN ROUTE. 1. State the word “altimeter” followed by the four digits of the altimeter setting. (See 11−1−9. WEATHER REMARKS TBL 11−1−13.)

TBL 11−1−13 Announce pertinent remarks from surface weather Altimeter Setting observations in accordance with FAA Order JO 7340.2, Contractions, and as shown in the following Altimeter Setting Phraseology tables. Do not state additive data or other information A2989 ‘‘Altimeter two niner eight niner.’’ intended for NWS analysis or processing that does A3001 ‘‘Altimeter three zero zero one.’’ not contribute to the description of the conditions A3025 ‘‘Altimeter three zero two five.’’ occurring at the station.

2. Identify the source of all altimeter settings a. Sky and Ceiling (See TBL 11−1−15.) when issued, if not given as part of an identified TBL 11−1−15 surface observation. Provide the time of the report if Sky and Ceiling more than one hour old. PHRASEOLOGY− Contraction Phraseology (airport name) (time of report if more than one hour old) CIG 005V010 ‘‘Ceiling variable ALTIMETER (setting). between five hundred and one thousand.’’ 3. If a request for the altimeter setting in MBs is CIG 020 RY11 ‘‘Ceiling two thousand at received, announce the separate digits of the MB runway one one.’’ equivalent value, using the MB conversion chart, CB N MOV E ‘‘Cumulonimbus north followed by the word “millibars.” If the MB setting moving east.’’ is not a whole number, always round down. (See CBMAM DSNT S ‘‘Cumulonimbus TBL 11−1−14.) mammatus distant south.’’ CLDS TPG MT SW ‘‘Clouds topping REFERENCE− mountain southwest.’’ FAA Order JO 7110.10, Para 3−3−5e, Routine Radio Contacts. CONTRAILS N FL420 ‘‘Condensation trails TBL 11−1−14 north at flight level four Millibar Conversion two zero.’’ FRQ LTCIC VC ‘‘Frequent lightning in Millibar Conver- Phraseology cloud in the vicinity.’’ sion LWR CLDS NE ‘‘Lower clouds 956.3 ‘‘Altimeter niner five six northeast.’’ millibars.’’ OCNL LTGICCG NW ‘‘Occasional lightning in 1002.0 ‘‘Altimeter one zero zero two cloud and cloud to ground millibars.’’ northwest.’’ 1058.9 ‘‘Altimeter one zero five eight RDGS OBSCD W−N ‘‘Ridges obscured west millibars.’’ through north.’’

4. When altimeter is in excess of 31.00: b. Obscuring Phenomena. (See TBL 11−1−16.)

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TBL 11−1−16 TBL 11−1−18 Obscuring Phenomena Weather and Obstruction

Contraction Phraseology Contraction Phraseology BLSN SCT000 ‘‘Blowing snow obscuring three BCFG S ‘‘Patchy fog south.’’ to four−eights of the sky.’’ DUST DEVILS NW ‘‘Dust devils northwest.’’ DU BKN000 ‘‘Dust obscuring five to FG DSIPTG ‘‘Fog dissipating.’’ seven−eights of the sky.’’ FG FU FEW000 ‘‘Fog and smoke obscuring one to FU DRFTG OVR ‘‘Smoke drifting over field.’’ two−eights of the sky.’’ FLD FU SCT020 ‘‘Smoke layer two thousand FUOCTY ‘‘Smoke over city.’’ scattered.’’ GR 2 ‘‘Hailstones two inches in SN BKN000 ‘‘Snow obscuring five to diameter.’’ seven−eights of the sky.’’ INTMT −RA ‘‘Intermittent light rain.’’ c. Visibility. (See TBL 11−1−17.) OCNL LTG DSNT ‘‘Occasional lightning distant NW northwest.’’ TBL 11−1−17 Visibility OCNL SHRA ‘‘Occasional moderate rain showers.’’ Contraction Phraseology −RA OCNLY +RA ‘‘Light rain occasionally SFC VIS 1/2 ‘‘Surface visibility heavy.’’ one−half.’’ RAB30 ‘‘Rain began at three zero.’’ SFC VIS 15 TWRINC ‘‘Surface visibility one five, SNB15E40 ‘‘Snow began at one five, tower in clouds.’’ ended at four zero.’’ TWR VIS 3/4 ‘‘Tower visibility SNINCR 5/10 ‘‘Snow increase five inches three−quarters.’’ during past hour, ten inches on VIS S 1 W 1/4 ‘‘Visibility south one, west the ground.’’ one−quarter.’’ TS OHD MOV E ‘‘Thunderstorm overhead, VIS 1V3 ‘‘Visibility variable between moving east.’’ one and three.’’ FRQ LTGCG TS W ‘‘Frequent lightning cloud to MOV E ground, thunderstorm west d. Weather and obstruction to visibility. moving east.’’ (See TBL 11−1−18.) UNCONFIRMED ‘‘Unconfirmed tornado one TORNADO 15W five west of Oklahoma City, OKC MOV NE 2015 moving northeast sighted at two zero one five zulu.’’ WET SN ‘‘Wet snow.’’ e. Wind. (See TBL 11−1−19.) TBL 11−1−19 Wind Contraction Phraseology PK WND 33048/22 ‘‘Peak wind three three zero at four eight occurred at two two past the hour.’’ WSHFT 30 ‘‘Wind shifted at three zero.’’

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f. Pressure. (See TBL 11−1−20.) make visual flight doubtful, include one of the TBL 11−1−20 following statements: Pressure PHRASEOLOGY− V−F−R FLIGHT NOT RECOMMENDED (location if Contraction Phraseology applicable) DUE TO (conditions). PRESFR ‘‘Pressure falling rapidly.’’ or PRESRR ‘‘Pressure rising rapidly.’’ V−F−R NOT RECOMMENDED.

g. Maintenance Data. (See TBL 11−1−21.) 11−1−11. RADAR TBL 11−1−21 Use the following phraseology and procedures for Maintenance Data communicating radar products: RVR Phraseology Radar displays. When stating precipitation intensity PNO ‘‘Precipitation amount not from a radar display (such as NEXRAD), use the available.’’ following four categories as appropriate: RVRNO ‘‘R−V−R (or runway visual range) information not a. Light (equates to radar return levels of less than available.’’ 30 dBZ). TSNO ‘‘Thunderstorm/lightning b. Moderate (equates to radar return levels of 30 to information not available.’’ 40 dBZ). VISNO ‘‘Visibility sensor information not available.’’ c. Heavy (equates to radar return levels of greater than 40 to 50 dBZ). 11−1−10. WEATHER ADVISORIES d. Extreme (equates to radar return levels of greater than 50 dBZ). a. When announcing weather advisories, include the complete advisory description including the product name and alphanumeric identification. 11−1−12. WINDS AND TEMPERATURES Specify Eastern, Central, or Western section as ALOFT FORECAST (FB) applicable when stating WSTs. When announcing the FB, use the following PHRASEOLOGY− phraseology and procedures: AIRMET a. State the altitude, then announce wind direction ALERT WEATHER WATCH, ONE ZERO SEVEN FOR and speed by the separate digits of the wind direction SEVERE THUNDERSTORMS CONVECTIVE SIGMET TWO SEVEN EASTERN to the 5 or 10−degree multiple, the word AT, and the HOUSTON CENTER WEATHER ADVISORY ONE, separate digits of the speed. ISSUANCE TWO NOTE− SIGMET WHISKEY THREE Announcing the wind direction in 5 or 10−degree multiples is dependent on the operating system of the b. Do not read the OUTLOOK section of WSTs specialist. when stating the advisory. Data contained in the b. When the forecast speed is less than 5 knots, the OUTLOOK concerning convective activity location, coded group is 9900 and read, “light and variable.” movement, and intensity may be extracted for c. Encoded wind speed 100 to 199 knots have 50 compilation in forecast summarizations. added to the direction code and 100 subtracted from EXAMPLE− the speed. ‘‘Convective SIGMET one seven Eastern−from five zero south of St. Petersburg to three zero south of Columbus, d. If wind speed is forecast at 200 knots or greater, line of thunderstorms three five miles wide moving east at the wind group is coded as 199 knots; for example, one five knots. Maximum tops four seven thousand.’’ 7799 is decoded 270 degrees at 199 knots or greater. c. VNR. When VFR flight is proposed and sky e. A six-digit group includes forecast temperature. conditions or visibilities are present or forecast, Provide temperatures on request only, stating the surface based or aloft that, in your judgment, would word ”temperature,” followed by the word “minus,”

11−1−8 General 6/17/21 JO 7110.10BB

as appropriate, and the separate digits. (See 3. Flight levels. The words “flight level,” TBL 11−1−22.) followed by the separate digits of the flight level. TBL 11−1−22 (See TBL 11−1−26.) Altitude TBL 11−1−26 Flight Levels Coded Phraseology 2707 ‘‘(altitude), two seven zero at seven.’’ Flight Level Phraseology 7799 ‘‘(altitude), two seven zero at one niner 180 ‘‘Flight level one eight zero.’’ niner or greater.’’ 270 ‘‘Flight level two seven zero.’’ 850552 ‘‘(altitude), three five zero at one zero 4. MDA/DH Altitudes. The words “minimum five, temperature minus five two.’’ descent altitude” or “decision height,” followed by 9900+00 ‘‘(altitude), light and variable, temperature zero.’’ separate digits of the MDA/DH altitude. (See TBL 11−1−27.) TBL 11−1−27 11−1−13. NUMBER USAGE MDA/DH Altitude

State numbers as follows: Altitude Phraseology 486 ‘‘Decision height, four eight six.’’ a. Serial numbers. The separate digits. 1,320 ‘‘Minimum descent altitude, one (See TBL 11−1−23.) three two zero.’’ TBL 11−1−23 Serial Numbers c. Time. 1. General time information. The four separate Number Phraseology digits of the hour and minutes in terms of 11,495 ‘‘One one four niner five.’’ Coordinated Universal Time (UTC). (See 20,069 ‘‘Two zero zero six niner.’’ TBL 11−1−28.) TBL 11−1−28 b. Altitudes or flight levels. Coordinated Universal Time

1. Altitudes. Pronounce each digit in the Time Phraseology number of hundreds or thousands followed by the 0115 (UTC) ‘‘Zero one one five.’’ word “hundred” or “thousand,” as appropriate. 1315 (UTC) ‘‘One three one five.’’ (See TBL 11−1−24.) 2. Upon request. The four separate digits of the TBL 11−1−24 hours and minutes in terms of UTC followed by the Altitudes local time equivalent; or the local time equivalent only. Local time may be based on the 24-hour clock Altitude Phraseology system. (See TBL 11−1−29.) The term “ZULU” may 5,000 ‘‘Five thousand.’’ be used to denote UTC. 10,000 ‘‘One zero thousand.’’ TBL 11−1−29 11,500 ‘‘One one thousand five Coordinated Universal Time hundred.’’ Time Phraseology 2. Altitudes may be restated in group form for 2:30 p.m. ‘‘Two thirty P−M. local.’’ added clarity if the specialist chooses. or (See TBL 11−1−25.) 2230 (UTC), 2:30 ‘‘Two two three zero, two p.m thirty P−M. local.’’ TBL 11−1−25 or Altitudes − continued 2230 (UTC), 1430 ‘‘Two two three zero, one four PST three zero Pacific or local.’’ Altitude Phraseology 10,000 ‘‘Ten thousand.’’ 3. Time check. The word ‘‘time’’ followed by 11,500 ‘‘Eleven thousand five the four separate digits of the hour and minutes, and hundred.’’ nearest quarter minute. Fractions of a quarter minute

General 11−1−9 JO 7110.10BB 6/17/21

less than eight seconds are stated as the preceding TBL 11−1−33 quarter minute; fractions of a quarter minute of 8 Heading/Degrees seconds or more are stated as the succeeding quarter Heading Phraseology minute. (See TBL 11−1−30.) 5 degrees ‘‘Heading, zero zero five.’’ TBL 11−1−30 30 degrees ‘‘Heading, zero three zero.’’ Time Check 360 degrees ‘‘Heading, three six zero.’’

Time Phraseology g. Radar beacon codes. The word squawk 1415:06 ‘‘Time, one four one five.’’ followed by the separate digits of the four−digit code. 1415:10 ‘‘Time, one four one five and (See TBL 11−1−34.) one−quarter.’’ TBL 11−1−34 Radar Beacon 4. Abbreviated time. The separate digits of the minutes only. (See TBL 11−1−31.) Code Phraseology TBL 11−1−31 1000 ‘‘Squawk one zero zero zero.’’ Abbreviated Time 2100 ‘‘Squawk two one zero zero.’’ h. Runways. The word “runway” followed by the Time Phraseology separate digits of the runway designation. For a 1415 ‘‘One five.’’ parallel runway, state the word “left,” “right,” or 1420 ‘‘Two zero.’’ “center” if the letter “L,” “R,” or “C “ is included in NOTE− the designation. (See TBL 11−1−35.) Change to the next minute is made at the minute plus TBL 11−1−35 30 seconds. Runway Designation

d. Field elevation. The words “field elevation,” Designation Phraseology followed by the separate digits of the elevation. (See 3 ‘‘Runway three.’’ TBL 11−1−32.) 8L ‘‘Runway eight left.’’ TBL 11−1−32 27R ‘‘Runway two seven right.’’ Field Elevation i. Frequencies.

Elevation Phraseology 1. The separate digits of the frequency, inserting 17 feet ‘‘Field elevation, one seven.’’ the word “point” where the decimal occurs. When the 187 feet ‘‘Field elevation, one eight seven.’’ frequency is in the L/MF or HF band, include the 2,817 feet ‘‘Field elevation, two eight one word “kilohertz.” (See TBL 11−1−36.) seven.’’ TBL 11−1−36 Frequencies e. The number “0” is stated as “zero,” except where it is used in approved “group form” for Frequency Phraseology authorized aircraft callsigns and in stating altitudes. 302 kHz ‘‘Three zero two kilohertz.’’ 5631 kHz ‘‘Five six three one kilohertz.’’ EXAMPLE− 126.55 MHz ‘‘One two six point five five.’’ ‘‘Field elevation one six zero.’’ 135.275 MHz ‘‘One three five point two seven.’’ ‘‘Heading three zero zero.’’ ‘‘One zero thousand five hundred.’’ 2. Issue MLS/TACAN frequencies by stating “Western five thirty.” the assigned two- or three- digit channel number. “Ten thousand five hundred.” “EMAIR One Ten” EXAMPLE− ‘‘M−L−S channel five three zero.’’ f. Heading. The word “heading,” followed by the ‘‘TACAN channel niner seven.’’ three separate digits of the number of degrees, j. Speeds. omitting the word “degrees.” Use heading 360 degrees to indicate a north heading. (See 1. The separate digits of the speed followed by TBL 11−1−33.) the word knots. (See TBL 11−1−37.)

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TBL 11−1−37 located in the same general area and have similar Speed names, state the name of the military service followed by the name of the military facility and the word Speed Phraseology “approach”. 95 ‘‘Niner five knots.’’ 185 ‘‘One eight five knots.’’ EXAMPLE− 250 ‘‘Two five zero knots.’’ ‘‘Denver Approach.’’ ‘‘Griffiss Approach.’’ 2. For Mach speeds, the word “mach,” followed ‘‘Navy Jacksonville Approach.’’ by the separate digits of the Mach number inserting d. Air route traffic control centers. State the name the word “point” where the decimal occurs. (See of the facility followed by the word “center.” TBL 11−1−38.) TBL 11−1−38 e. When calling or replying on an interphone line Speed which connects only two facilities, you may omit the facility’s name. Mach Number Phraseology EXAMPLE− 0.64 ‘‘Mach point six four.’’ ‘‘Flight Data.’’ 0.7 ‘‘Mach point seven.’’ ‘‘Inflight, clearance request.’’ 1.5 ‘‘Mach one point five.’’ f. Flight service stations. k. Miles. The separate digits of the mileage followed by the word mile(s). (See TBL 11−1−39.) 1. Inflight position. State the name of the FSS followed by the word “radio,” and position if TBL 11−1−39 appropriate. Miles EXAMPLE− Miles Phraseology ‘‘Fairbanks Radio.’’ 30 ‘‘Three zero miles.’’ ‘‘Miami Radio, Inflight.’’ 2. When calling or replying on interphone lines 11−1−14. FACILITY IDENTIFICATION connecting more than one facility, state the name of the FSS followed by the word “radio.” Identify facilities as follows: EXAMPLE− a. Airport traffic control towers. State the name of ‘‘Cleveland Radio.’’ the facility followed by the word “tower.” Where military and civil airports are located in the same 3. When answering public access telephone general area and have similar names, state the name lines, state the geographical name of the FSS and the of the military service followed by the name of the words “Flight Service.” Contract facilities must military facility and the word “tower.” answer public access lines by stating the name of the service provider and type. EXAMPLE− ‘‘Barksdale Tower.’’ EXAMPLE− ‘‘Columbus Tower.’’ ‘‘Juneau Flight Service.’’ ‘‘Navy Jacksonville Tower.’’ ‘‘(Service Provider Name) Flight Service.’’ b. Function within a terminal facility. State the g. Radar facilities having ASR or PAR but not name of the facility followed by the name of the providing approach control service. State the name of function. the facility followed by the letters “G-C-A.” EXAMPLE− EXAMPLE− ‘‘Boston Departure.’’ ‘‘Chanute G−C−A.’’ ‘‘LaGuardia Clearance Delivery.’’ ‘‘Corpus Christi G−C−A.’’ ‘‘O’Hare Ground.’’ ‘‘Davison G−C−A.’’ c. Approach control facilities, including 11−1−15. AIRCRAFT IDENTIFICATION TRACONs, RAPCONs, RATCFs, and ARACs. State the name of the facility followed by the word a. Civil. State the aircraft type, the model, the approach. Where military and civil facilities are manufacturer’s name, or the prefix “November,”

General 11−1−11 JO 7110.10BB 6/17/21

followed by the numbers/letters of the aircraft NOTE− registration. Use of “MEDEVAC” call sign indicates that operational priority is requested. EXAMPLE− “Bonanza One Two Three Four Tango.” 2. Civilian airborne ambulance. State the word “Mooney Two Three Zero Five Romeo.” “MEDEVAC,” followed by the numbers/letters of “Cirrus One Four Two Quebec.” the registration number. “November One Two Three Four Golf.” EXAMPLE− NOTE− “MEDEVAC Two Six Four Six X-Ray.” The prefix November denotes a U.S. aircraft registry. c. U.S. Military. State one of the following: 1. Air carrier and other civil aircraft having FAA 1. The service name followed by the word authorized call signs. State the call sign, in “copter,” when appropriate, and the last 5 digits of the accordance with FAA Order JO 7340.2, Contrac- serial number. tions, followed by the flight number in group form. EXAMPLE− EXAMPLE− “Guard Two Six Three.” “American Five Twenty-One.” “Army Copter Three Two One Seven Six.” “United One Zero One.” “Coast Guard Six One Three Two Seven.” “General Motors Thirty-Fifteen.” “Navy Five Six Seven One Three.” “Delta One Hundred.” 2. If aircraft identification becomes a problem 2. If aircraft identification becomes a problem, when the above procedures are used, the call sign the call sign must be restated after the flight number must be restated after the flight number of the aircraft of the aircraft involved. involved in accordance with FAA Order JO 7210.3, paragraph 2−1−14, Aircraft Identification Problems, EXAMPLE− will apply. ‘‘American Five Twenty−One American.’’ ‘‘Commuter Six Eleven Commuter.’’ EXAMPLE− ‘‘General Motors Thirty−Seven General Motors.’’ “Army Copter Three Two One Seven Six Army Copter.” “Coast Guard Six One Three Two Seven Coast Guard.” REFERENCE− FAA Order JO 7210.3, Para 2-1-14, Aircraft Identification Problems. 3. Special military operations. State one of the following followed by the last 5 digits of the serial 3. Air taxi and commercial operators not having number: FAA-authorized call signs. State the prefix “TANGO” on initial contact, if used by the pilot, (a) Air evacuation flights. “AIR EVAC,” followed by the registration number. The prefix may “MARINE AIR EVAC,” or “NAVY AIR EVAC.” be dropped in subsequent communications. EXAMPLE− EXAMPLE− ‘‘AIR EVAC One Seven Six Five Two.’’ On initial contact. (b) Rescue flights. (Service name) ‘‘Tango Mooney Five Five Five Two Quebec.’’ “RESCUE.” or ‘‘Tango November Five Five Five Two Quebec.’’ EXAMPLE− On subsequent contacts. “Air Force Rescue Six One Five Seven Niner.” ‘‘Mooney Five Two Quebec.’’ (c) Air Mobility Command. “REACH.” or ‘‘November Five Two Quebec.’’ EXAMPLE− “Reach Seven Eight Five Six Two.” b. MEDEVAC aircraft. (d) Special Air Mission. “SAM.” 1. Air carrier/taxi/ambulance. State the prefix EXAMPLE− “MEDEVAC” if used by the pilot, followed by the “Sam Niner One Five Six Two.” call sign and flight number in group form. (e) USAF Contract Aircraft. “LOGAIR.” EXAMPLE− EXAMPLE− “MEDEVAC Delta Fifty-One.” “Logair Seven Five Eight Two Six.”

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4. Military tactical and training. EXAMPLE− “Scandinavian Six Eight.” (a) U.S. Air Force, Air National Guard, “Scandinavian Sixty-eight.” Military District of Washington priority aircraft, and 3. Foreign Military. Except for military services USAF civil disturbance aircraft. Pronounceable identified in FAA Order JO 7340.2, Contractions, words of 3 to 6 letters followed by a 1 to 5 digit state the name of the country and the military service number. followed by the separate digits or letters of the EXAMPLE− registration or call sign. For military services listed in “Paul Two Zero.” FAA Order JO 7340.2, state the approved telephony “Pat One Five Seven.” followed by the separate digits of the flight number. “Graydog Four.” EXAMPLE− NOTE− “Brazilian Air Force Five Three Two Seven Six.” When the “Z” suffix described in paragraph 5−5−3, “Canforce Five Six Two Seven.” USAF/USN Undergraduate Pilots, is added to identify aircraft piloted by USAF/USN undergraduate pilots, the e. Presidential aircraft and Presidential family call sign will be limited to a combination of six characters. aircraft. Do not use this suffix, however, in ground−to−air communication. 1. When the President is aboard a military aircraft, state the name of the military service (b) Navy or Marine fleet and training followed by the word “One.” command aircraft. The service name and 2 letters or EXAMPLE− a digit and a letter (use letter phonetic equivalents) “Air Force One.” followed by 2 or 3 digits. “Army One.” EXAMPLE− “Marine One.” “Marine Four Charlie Two Three Six.” 2. When the President is aboard a civil aircraft, “Navy Golf Alpha Two One.” state the words “Executive One.” d. Foreign registry. State one of the following: 3. When a member of the President’s family is 1. Civil. State the aircraft type or the aboard any aircraft, if the U.S. Secret Service or the manufacturer’s name followed by the White House Staff determines it is necessary, state the letters/numbers of the aircraft registration, or state the words “Executive One Foxtrot.” letters or digits of the aircraft registration or call sign. f. Vice Presidential aircraft. EXAMPLE− 1. When the Vice President is aboard a military “Stationair F-L-R-B.” aircraft, state the name of the military service “C-F-L-R-B.” “Canadian Foxtrot Lima Romeo Bravo.” followed by the word ”Two.” NOTE− EXAMPLE− Letters may be spoken individually or phonetically. “Air Force Two.” “Army Two.” 2. Air carrier. The abbreviated name of the “Marine Two.” operating company followed by: 2. When the Vice President is aboard a civil (a) The letters or digits of the registration or aircraft, state the words “Executive Two.” call sign. 3. When a member of the Vice President’s EXAMPLE− family is aboard any aircraft, if the U.S. Secret “Air France F-L-R-L-G.” Service or the White House Staff determines it is NOTE− necessary, state the words “Executive Two Foxtrot.” Letters may be spoken individually or phonetically in g. DOT and FAA flights. The following alphanu- accordance with the format used by the pilot. meric identifiers and radio/ interphone call signs are (b) The flight number in group form, or for use in air/ground communications when the separate digits may be used if that is the format used Secretary of Transportation, Deputy Secretary of by the pilot. Transportation, FAA Administrator, or FAA Deputy

General 11−1−13 JO 7110.10BB 6/17/21

Administrator have a requirement to identify 11−1−16. DESCRIPTION OF AIRCRAFT themselves: TYPES 1. Department of Transportation. Except for heavy aircraft, describe aircraft as follows: (a) Secretary: a. Military. (1) Identifier − DOT−1. 1. Military designator with number spoken in group form; or (2) Call Sign − Transport−1. 2. Service and type; or (b) Deputy Secretary: 3. Type only if no confusion or (1) Identifier − DOT−2. misidentification is likely. (2) Call Sign − Transport−2 EXAMPLE− “Air Force Bomber.” 2. Federal Aviation Administration. “B-One.” (a) Administrator: “Bomber.” “F-Fifteen.” (1) Identifier − FAA−1. “Fighter.” “Navy Fighter.” (2) Call Sign − Safeair−1. b. Air Carrier. (b) Deputy Administrator: 1. Manufacturer’s model or type designator. (1) Identifier − FAA−2 2. Add the manufacturer’s name, company (2) Call Sign − Safeair−2. name or other identifying features when confusion or PHRASEOLOGY− misunderstanding is likely. Grand Forks Radio, Transport Two, (message). EXAMPLE− Miami Radio, Safe Air One, (message). “American M−D Eighty.” h. Other special flights. “Boeing Seven−Fifty−Seven.” “L−Te n −Eleven.” 1. Flight Inspection of navigational aids. State c. General Aviation and Air Taxi. the call sign “Flight Check,” followed by the digits of the registration number. 1. Manufacturer’s model or type designator. EXAMPLE− 2. Manufacturer’s name, or add color when “Flight check Three Niner Six Five Four.” considered advantageous. 2. USAF aircraft engaged in aerial sampling/ EXAMPLE− surveying missions. State the call sign ”SAMP,” “Airliner.” followed by the last three digits of the serial number. “Blue and White King Air.” “Cessna Four−Oh−One.” EXAMPLE− “Sikorsky S−Seventy−Six.” “SAMP Three One Six.” “Green Apache.” 3. Flights conducted by U.S. governmental “P−A Twenty−Two.” organizations (federal, state, local, tribal, and “Tri−Pacer.” territorial) using FAA authorized U.S. special call signs for purposes of national security and defense, 11−1−17. AIRCRAFT EQUIPMENT CODES homeland security, intelligence, and law When communicating this information (aircraft enforcement. These flights may be identified in equipment suffixes) state the aircraft type, the word accordance with FAA Order JO 7110.67, Air Traffic “slant,” and the appropriate phonetic letter equivalent Management Security Services for Special of the suffix. Operations. EXAMPLE− i. Use a pilot’s name in identification of an aircraft “Boeing Seven-Oh-Seven slant Romeo.” only in special or emergency situations. “D-C Six slant Tango.”

11−1−14 General 6/17/21 JO 7110.10BB

“F-Eight-E slant Papa.” 11−1−19. NAVAID TERMS “F-Four-C slant November.” a. Announce NAVAIDs as follows in TBL 11−1−40: 11−1−18. AIRWAYS AND ROUTES TBL 11−1−40 NAVAID Terms Describe airways, routes, or jet routes as follows: Contraction Phraseology a. VOR/VORTAC/TACAN airways or jet routes. State the word “Victor” or the letter “J,” followed by DME D-M-E the number of the airway or route in group form. GNSS Global Navigation Satellite System EXAMPLE− GPS Global Positioning System “J Five Thirty−Three.” ILS I-L-S “Victor Twelve.” LOM Outer compass locator b. VOR/VORTAC/TACAN alternate airways. MLS M-L-S State the word “Victor,” followed by the number of NDB Nondirectional radio beacon the airway in group form and the alternate direction. RNAV Area Navigation System EXAMPLE− TACAN TACK-AN “Victor Twelve South.” VOR V-O-R c. Colored/L/MF airways. State the color of the airway followed by the number in group form. VORTAC VOR- (as in “vortex”) TACK WAAS Wide Area Augmentation System EXAMPLE− “Blue Eighty-One.” b. Describe radials, arcs, courses, bearings, and d. Named Routes. State the words “North quadrants of NAVAIDs as follows: American Route” or “Bahama Route,” followed by 1. VOR/VORTAC/TACAN/GPS Waypoint. the number of the route in group form. State the name of the NAVAID or GPS Waypoint followed by the separate digits of the radial/azimuth/ EXAMPLE− “North American Route Fifty.” bearing (omitting the word “degrees”) and the word “Bahama Route Fifty-Five Victor.” “radial/azimuth/ bearing.” EXAMPLE− e. Military Training Routes ( MTRs). State the “Appleton Zero Five Zero Radial.” letters “I-R” or “V-R,” followed by the number of the route in group form. 2. Arcs about VOR−DME/VORTAC/ TACAN NAVAIDs. State the distance in miles from the EXAMPLE− NAVAID followed by the words “mile arc,” the “I-R Five Thirty-One.” direction from the NAVAID in terms of the eight “V-R Fifty-two.” principal points of the compass, the word “of,” and f. Published RNAV routes. the name of the NAVAID. EXAMPLE− 1. High Altitude – State the letter “Q” followed “Two Zero mile arc southwest of Kirksville VOR.” by the route number in group form. 3. Quadrant within a radius of NAVAID. State EXAMPLE− direction from NAVAID in terms of the quadrant; e.g. “Q One Forty−five.” NE, SE, SW, NW, followed by the distance in miles from the NAVAID. 2. Low Altitude – State the letter of the route phonetically, followed by the number of the route in EXAMPLE− group form. “Cleared to fly northeast quadrant of Philipsburg VORTAC within four zero mile radius.” EXAMPLE− REFERENCE− “Tango Two Ten.” P/CG Term, QUADRANT.

General 11−1−15 JO 7110.10BB 6/17/21

4. Nondirectional beacons. State the course to c. Use specific terms to describe a fix. Do not use or the bearing from the radio beacon, omitting the expressions such as “passing Victor Twelve” or word “degree,” followed by the words “course to” or “passing J Eleven.” “bearing from,” the name of the radio beacon, and the words “radio beacon”. 11−1−21. RUNWAY CONDITIONS EXAMPLE− a. State factual information as reported by airport “Three four zero bearing from Randolph Radio Beacon.” management concerning the condition of the runway 5. MLS. State the azimuth to or azimuth from surface and describing the accumulation of the MLS, omitting the word “degrees” followed by precipitation. Furnish quality of braking action as the words “azimuth to” or “azimuth from,” the name received from pilots to all aircraft as follows: of the MLS, and the term MLS. 1. Describe the quality of braking action using EXAMPLE− the terms “good,” “good to medium,” “medium,” “Two Six Zero azimuth to Linburgh Runway Two Seven “medium to poor,” “poor,” or “nil.” If the pilot reports MLS.” braking action in other than the approved terms, ask them to categorize braking action in these terms. 6. Navigation Reference System (NRS) Way- point. State the single letter corresponding to the 2. Include the type of aircraft from which the ICAO Flight Information Region (FIR) identifier, report is received. followed by the letter corresponding to the FIR subset EXAMPLE− (ARTCC area for the CONUS), the latitude “All runways covered by packed snow six inches deep.” increment in single digit or group form, and the “Braking action poor reported by a Boeing Seven longitude increment. Thirty−Seven.” EXAMPLE− 3. If the braking action report affects only a “Kilo Delta Three Four Uniform.” portion of a runway, obtain enough information from “Kilo Delta Thirty−Four Uniform.” the pilot to describe braking action in terms easily understood by other pilots. 11−1−20. NAVAID FIXES EXAMPLE− “Braking action poor first half of runway, reported by a Describe fixes determined by reference to a Gulfstream Two.” radial/localizer/azimuth and distance from a “Braking action poor beyond the intersection of Runway VOR-DME/VORTAC/TACAN/ILS-DME or MLS Two Seven, reported by a Boeing Seven Thirty-Seven.” as follows: NOTE− Descriptive terms, such as first/last half of the runway, a. When a fix is not named, state the name of the should normally be used rather than landmark NAVAID, followed by a specified descriptions; for example, opposite the fire station, south radial/localizer/azimuth, and state the distance in of a taxiway. miles followed by the phrase “mile fix.” b. State runway friction measurement readings/ EXAMPLE− values as received from airport management to “Appleton zero five zero radial three seven mile fix.” aircraft as follows: “Reno localizer back course four mile fix.” 1. At airports with friction measuring devices, “Hobby Runway One Two M-L-S zero niner zero azimuth one two mile fix.” provide runway friction reports, as received from airport management, to pilots on request. State the b. When a fix is charted on a SID, STAR, en route runway number followed by the MU number for each chart, or approach plate, state the name of the fix of the three runway zones, the time of the report in followed by the phrase “D-M-E fix” or “waypoint,” UTC, and a word describing the cause of the runway as appropriate. friction problem. EXAMPLE− EXAMPLE− “Shaum D-M-E Fix.” “Runway Two Seven, MU forty-two, forty-one, “Shaum Waypoint.” twenty-eight at one zero one eight ZULU, ice.”

11−1−16 General 6/17/21 JO 7110.10BB

2. Issue the runway surface condition and/or the NOTE− runway condition reading (RCR), if provided, to all USAF has established RCR procedures for determining USAF and ANG aircraft. Issue the RCR to other the average deceleration readings of runways under aircraft upon request. conditions of water, slush, ice, or snow. The use of RCR code is dependent upon a pilot’s having a “stopping EXAMPLE− capability chart” specifically applicable to his/her “Ice on runway, R-C-R Zero Five, patchy.” aircraft. USAF offices furnish RCR information at airports serving USAF and ANG aircraft.

General 11−1−17

6/17/21 JO 7110.10BB

Chapter 12. Data Communication Systems Section 1. General

12−1−1. TYPES OF DATA ACCEPTABLE 12−1−3. GROUP CODES ON FAA DATA COMMUNICATIONS a. NADIN has established group codes to allow SYSTEMS message originators to input a single address, which a. Distress messages. will result in dissemination to a selected number of b. Messages concerning safety to human life. facilities. c. Flight movement/control/safety messages. b. System-wide group codes have been estab- d. Aviation meteorological observations/ lished for the primary use of RWA/KRWAYAYX and forecasts/warnings. the ATCSCC (KCFCZDZX). These codes are e. Administrative messages which pertain to FAA KDOMYFYX and KDOMYYYX respectively. personnel, facilities, or property. c. A group code has also been established for each f. NOTAM data. regional office and ARTCC primarily for the issuance of regional office notices (RENOT) and all ARTCC 12−1−2. PRIORITY MESSAGES instructions. They are as follows for Regional Offices TBL 12−1−1 in TBL 12−1−2 and ARTCCs in TBL 12−1−3. Priority Messages Priority Message Types Action Required TBL 12−1−2 SS Involves safety of Transmit immedi- Region Group Code life or property. Re- ately to all address- stricted to emer- ees and deliver to Region ID gency situations. all internal/external Alaska PANCYGYX offices you are responsible for. Central XKC DD Priority operational Same as above. Eastern XNY and circuit control Great Lakes XGC data. FF on Flight movement Transmit immedi- New England XBW local and control data re- ately, make intern- Northwest Mountain XST agree- lating safe/efficient al/external delivery ments operation of air- during next avail- Southern XTL craft. Also for ad- able administrative Southwest XFE ministrative data of work day if office is Western−Pacific XLA a directive nature. closed. Delivery may be required to duty officer, dependent. GG Meteorological, Transmit immedi- NOTAM and ately, make intern- routine administrat- al/external delivery ive data. by 10:30AM of the next business day.

General 12−1−1 JO 7110.10BB 6/17/21

TBL 12−1−3 12−1−4. MESSAGE FORMATS ARTCC Group Code a. Specialists should follow the transmit formats ARTCC ID defined for the operational system in use. Failure to Albuquerque XXI comply can result in the message being rejected by either NADIN or WMSCR. This may result in Atlanta XXN non-delivery to the intended recipients. Boston XXU Chicago XXC b. Full keyboard punctuation is allowed on all messages destined for internal FAA, DOD, and NWS Cleveland XXD dissemination. For international dissemination, Denver XXO punctuation should be limited to those characters Ft. Worth XXJ identified in pertinent ICAO documents. Houston XXH c. Contractions and abbreviations should be used Indianapolis XXA to shorten data transmissions to the extent possible. Jacksonville XXK In no case should one be used that is not documented in FAA Order JO 7340.2, Contractions. For Kansas City XXS international communications, be aware that the Los Angeles XXF foreign correspondent may not understand all FAA Memphis XXM contractions and may not have a full command of the English language. Care should be exercised in Miami XXL international communications to avoid slang phrases Minneapolis XXE and non-ICAO approved abbreviations. New York XXR d. The operational system can obtain weather or Oakland XXG aeronautical information, including WMO Salt Lake City XXP collectives, by request/reply for data not stored in the Seattle XXT system. Specific examples can be found in each operational system user guide. Washington XXQ

NOTE− Except in Alaska, all of the group codes can be converted 12−1−5. WMSCR NEGATIVE RESPONSE to a full eight-character address by placing a K in front of MESSAGES and YFYX following the three characters listed in TBL 12−1−2 and TBL 12−1−3. a. WMSCR automatically generates a negative response to request/reply inputs for which it cannot d. In addition, a group code, KFSSYFYX, was deliver. established for the CONUS. 1. NO REPORT AVBL. This response means e. Using a group code, the operational system the current data has not been received by WMSCR. automatically transmits all VFR flight plans to the Drug Enforcement Administration in addition to the 2. NOT IN SYSTEM. This response means destination at the time of activation. WMSCR does not receive and store the requested NOTE− data. All filed flight plans, as well as all logged inflight, 3. INVALID FORMAT. This response means preflight and contact briefings, are routed through NAS the computer cannot process the request because of an Defense Program, which is responsible for forwarding to the Air and Marine Operations Center (AMOC) using the input error. address KRIVYYYX. These transmissions are transparent. b. WMSCR will generate only one negative f. The group code KSARYCYX has been response message to a request/reply transmission that established to assist in the processing of INREQs and requests multiple reports and only when none of the ALNOTs. data requested can be delivered.

12−1−2 General 6/17/21 JO 7110.10BB

12−1−6. Q SIGNALS

TBL 12−1−4 Q Signals

SIGNIFICATION Signal Answer Question of Interrogatory Form (Signal followed by letter Q) Information or Advise Form (Signal only, except as noted) QAL Has aircraft… landed at your location (or at…)? Aircraft… landed here at… hours (or landed… at… hours). QRU Have you anything for me [or for… (location or I have nothing for you [or for… (location or person)]. person)]? QSL Can you acknowledge receipt of transmission I acknowledge receipt of transmission number… (or number… (or type of message)? type of message). QSM Shall I repeat the last message (transmission or Repeat the last message (transmission or portion portion indicated sent to me or transmission(s) indicated) sent to me (or transmission(s) from…). from…)? A−−not received. B−−partially received (garbled). QTA Shall I cancel message number… (or other Cancel message number… (or other identification. identification)?

General 12−1−3

6/17/21 JO 7110.10BB

Appendix A. FAA Form 7233−4 − International Flight Plan

a. The FAA will accept a flight plan in international format for IFR, VFR, SFRA, and DVFR flights. File the flight plan electronically via a Flight Service Station (FSS), FAA contracted flight plan filing service, or other commercial flight plan filing service. Depending on the filing service chosen, the flight plan input interface may be different but the information required is generally the same. b. The international flight plan format is mandatory for: 1. Any flight plan filed through a FSS or FAA contracted flight plan filing service; with the exception of Department of Defense flight plans and civilian stereo route flight plans, which can still be filed using the format prescribed in FAA Form 7233−1. NOTE− DOD Form DD−175 and FAA Form 7233−1 are considered to follow the same format. 2. Any flight that will depart U.S. domestic airspace. For DOD flight plan purposes, offshore Warning Areas may utilize FAA Form 7233−1 or military equivalent. 3. Any flight requesting routing that requires Performance Based Navigation. 4. Any flight requesting services that require filing of capabilities only supported in the international flight plan format. NOTE− Additional information to assist with filing a flight plan using the international format can be found at http://www.faa.gov/ato?k=fpl. c. Flight Plan Contents 1. A flight plan will include information shown below: (a) Flight Specific Information (TBL A−1) (b) Aircraft Specific Information (TBL A−19) (c) Flight Routing Information (TBL A−20) (d) Flight Specific Supplementary Information (Item 19) 2. The tables indicate where the information is located in the international flight plan format, the information required for U.S. domestic flights, and the location of equivalent information in the domestic flight plan format. 3. International flights, including those that temporarily leave domestic U.S. airspace and return, require all applicable information in the international flight plan. Consult ICAO Doc. 4444 (Procedures for Air Traffic Services, Air Traffic Management, and ICAO Doc. 7030 (Regional Supplemental Procedures) as well as the AIPs, AICs, and NOTAMs of applicable other countries).

FAA Form 7233−4 − International Flight Plan Appendix A−1 JO 7110.10BB 6/17/21

TBL A−1 Flight Specific Information

Equivalent Item on International Flight Plan Item Domestic U.S. Requirements Domestic Flight Plan (FAA Form 7233−4) (FAA Form 7233−1)

Aircraft Identification Item 7 Required Item 2 Flight Rules Item 8 Required Item 1 Type of Flight Item 8 No need to file for domestic U.S. flight N/A Item 10 Equipment and Capabilities Item 18 PBN/; NAV/; COM/; DAT/; Required Item 3 SUR/ Date of Flight Item 18 DOF/ Include when date of flight is not today N/A Reasons for Special Handling Item 18 STS/; RMK/ Include when special category is applicable Item 11 Remarks Item 18 RMK/ Include when necessary Item 11 Operator Item 18 OPR/ No need to file for domestic U.S. flight N/A Flight Plan Originator Item 18 ORGN/ No need to file for domestic U.S. flight N/A d. Instructions for Flight−Specific Information Items 1. Aircraft Identification (Item 7) Aircraft Identification is always required. Aircraft identification must not exceed seven alphanumeric characters and be either: (a) The ICAO designator for the aircraft operating agency, followed by the flight identification (for example, KLM511, NGA213, JTR25). When in radiotelephony the call sign to be used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification (for example, KLM511, NIGERIA213, JESTER25); (b) The nationality or common mark and registration marking of the aircraft (for example, EIAKO, 4XBCD, N2567GA), when: (1) In radiotelephony, the call sign to be used by the aircraft will consist of this identification alone (for example, CGAJS) or preceded by the ICAO telephony designator for the aircraft operating agency (for example, BLIZZARD CGAJS); or (2) The aircraft is not equipped with radio. NOTE− 1. Standards for nationality, common and registration marks to be used are contained in Annex 7, Chapter 2. 2. Provisions for using radiotelephony call signs are contained in Annex 10, Volume II, Chapter 5. ICAO designators and telephony designators for aircraft operating agencies are contained in Doc 8585—Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services. NOTE− Some state (country) registration marks begin with a number. U.S. ATC automation cannot process aircraft identification that starts with a numeral. The FAA will add a leading letter temporarily to gain automation acceptance for aircraft identification with a numeral. For flight−processing systems (e.g., ERAM or STARS) which will not accept a call sign that begins with a number, if the call sign is 6 characters or less, add a Q at the beginning of the call sign. If the call sign is 7 characters, delete the first character and replace it with a Q. Put the original call sign in the remarks section of the flight plan. EXAMPLE− 9HRA becomes Q9HRA 5744233 becomes Q744233 2. Flight Rules (Item 8a) (a) Flight rules are always required.

Appendix A−2 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

(b) Flight rules must indicate IFR (I) or VFR (V). (c) Do not submit a composite flight, (IFR then VFR [“Y”] or VFR then IFR [“Z”]). Submit separate flight plans for the IFR and VFR portions of the flight. Specify in Item 15 the point or points where change of flight rules is planned. The IFR plan will be routed to ATC, and the VFR plan will be routed to a Flight Service for Search and Rescue services. NOTE− The pilot is responsible for opening and closing the VFR flight plan. ATC does not have knowledge of a VFR flight plan’s status. 3. Type of Flight (Item 8b) (a) The type of flight is optional for flights remaining wholly within U.S. domestic airspace. (b) Indicate the type of flight as follows: S G − General Aviation S S − Scheduled Air Service S N − Non−Scheduled Air Transport Operation S M − Military S X − other than any of the defined categories above 4. Equipment and Capabilities (Item 10, Item 18 NAV/, COM/, DAT/, SUR/) (a) Equipment and capabilities that can be filed in a flight plan include: S Navigation capabilities in Item 10a, Item 18 PBN/, and Item 18 NAV/ S Voice communication capabilities in Item 10a and Item 18 COM/ S Data communication capabilities in Item 10a and Item 18 DAT/ S Approach capabilities in Item 10a and Item 18 NAV/ S Surveillance capabilities in Item 10b and Item 18 SUR/ (b) Codes allowed in Item 10a are shown in TBL A−2. Codes allowed in Item 10b are shown in TBL A−3. Codes recognized in Item 18 NAV/, COM/, DAT/ and SUR/ are shown in TBL A−4. Note that other service providers may define additional allowable (and required) codes for use in Item 18 NAV/, COM/, DAT/, or SUR/. Codes to designate PBN capability are described in TBL A−5. Radio communication, navigation and approach aid equipment and capabilities ENTER one letter as follows: N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is unserviceable, OR S if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable (see Note 1), AND/OR ENTER one or more of the following letters from TBL A−2 to indicate the serviceable COM/NAV/ approach aid equipment and capabilities available.

FAA Form 7233−4 − International Flight Plan Appendix A−3 JO 7110.10BB 6/17/21

TBL A−2 Item 10a Navigation, Communication, and Approach Aid Capabilities

A GBAS Landing System J7 CPDLC FANS 1/A SATCOM B LPV (APV with SBAS) (Iridium) C LORAN C K MLS D DME L ILS E1 FMC WPR ACARS M1 ATC SATVOICE (INMARSAT) E2 D−FIS ACARS M2 Reserved E3 PDC ACARS M3 ATC RTF (Iridium) F ADF O VOR G GNSS (See Note 2) P1 CPDLC RCP 400 (See Note 7) H HF RTF P2 CPDLC RCP 240 (See Note 7) I Inertial Navigation P3 SATVOICE RCP 400 (See Note 7) J1 CPDLC ATN VDL Mode 2 (See Note 3) P4−P9 Reserved for RCP J2 CPDLC FANS 1/A HFDL R PBN Approved (See Note 4) J3 CPDLC FANS 1/A VDL Mode A T TACAN J4 PDLC FANS 1/A Mode 2 U UHF RTF J5 CPDLC FANS 1/A SATCOM V VHF RTF (INMARSAT) W RVSM Approved J6 Reserved X MNPS Approved Y VHF with 8.33 kHz Channel Spacing Capability Z Other equipment carried or other capabilities (See Note 5)

Any alphanumeric characters not indicated above are reserved. NOTE− 1. If the letter “S” is used, standard equipment is considered to be VHF RTF, VOR, and ILS, unless another combination is prescribed by the appropriate ATS authority. 2. If the letter “G” is used, the types of external GNSS augmentation, if any, are specified in Item 18 following the indicator NAV/ and separated by a space. EXAMPLE− NAV/SBAS 3. See RTCA/EUROCAE Interoperability Requirements Standard for ATN Baseline 1 (ATN B1 INTEROP Standard – DO –280B/ED−110B) for data link services air traffic control clearance and information/air traffic control communications management/air traffic control microphone check. 4. If the letter “R” is used, the performance−based navigation levels that can be met are specific in Item 18 following the indicator PBN/. Guidance material on the application of performance−based navigation to a specific route segment, route, or area is contained in the Performance−based Navigation (PBN) Manual (Doc 9613) 5. If the letter “Z” is used, specify in Item 18 the other equipment carried or other capabilities, preceded by COM/, NAV/, and/or DAT, as appropriate. 6. Information on navigation capability is provided to ATC for clearance and routing purposes. 7. Guidance on the application of performance−based communication, which prescribes RCP to an air traffic service in a specific area, is contained in the Performance−based Communication and Surveillance (PBCS) Manual (Doc 9869).

Appendix A−4 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

TBL A−3 Item 10b Surveillance Capabilities

ENTER “N” if no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable, or ENTER One or more of the following descriptors, to a maximum of 20 characters, to describe the serviceable surveillance equipment and/or capabilities on board. Enter no more than one transponder code (Modes A, C, or S) SSR Modes A and C: A Transponder Mode A (4 digits – 4096 codes) C Transponder Mode A (4 digits – 4096 codes) and Mode C SSR Mode S: E Transponder Mode S, including aircraft identification, pressure−altitude, and extended squitter (ADS−B) capability H Transponder Mode S, including aircraft identification, pressure−altitude, and enhanced surveillance capability I Transponder Mode S, including aircraft identification, but no pressure−altitude capability L Transponder Mode S, including aircraft identification, pressure−altitude, extended squitter (ADS−B), and enhanced surveillance capability P Transponder Mode S, including pressure−altitude, but no aircraft identification capability S Transponder Mode S, including both pressure−altitude and aircraft identification capability X Transponder Mode S, with neither aircraft identification nor pressure−altitude NOTE− Enhanced surveillance capability is the ability of the aircraft to down−link aircraft derived data via Mode S transponder. ADS−B: B1 ADS−B with dedicated 1090 MHz ADS−B “out” capability B2 ADS−B with dedicated 1090 MHz ADS−B “out” and “in” capability U1 ADS−B with “out” capability using UAT U2 ADS−B with “out” and “in” capability using UAT V1 ADS−B with “out” capability using VDL Mode 4 V2 ADS−B with “out” and “in” capability using VDL Mode 4 NOTE− File no more than one code for each type of capability, e.g. file B1 or B2 and not both ADS−C: D1 ADS−C with FANS 1/A capabilities G1 ADS−C with ATN capabilities Alphanumeric characters not included above are reserved. EXAMPLE− ADE3RV/HB2U2V2G1 NOTE− 1. The RSP specification(s) if applicable, will be listed in Item 18 following the indicator SUR/, using the characters ’RSP’ followed by the specifications value. Currently RSP180 and RSP400 are in use. 2. Additional surveillance equipment or capabilities will be listed in Item 18 following the indicator SUR/, as required by the appropriate authority.

FAA Form 7233−4 − International Flight Plan Appendix A−5 JO 7110.10BB 6/17/21

TBL A−4 Item 18 NAV/, COM/, DAT/, and SUR/ capabilities used by FAA

Item Purpose Entry Explanation NAV/ en- Qualify PBN for de- RNVD0E2A1 Indicates that flight is capable of RNAV 1 arrivals and RNAV tries used parture or arrival only 2 enroute, but cannot fly an RNAV 1 departure. by FAA RNVD1E2A0 Indicates that flight is capable of RNAV 1 departures and RNAV 2 enroute, but cannot fly an RNAV 1 arrival. COM/ en- The FAA currently does not use any entries in COM/. tries used N/A N/A by FAA DAT/ en- Capability and prefer- Priority number Entries are combined with a priority number, for example; tries used ence for delivery of followed by: 1FANS2PDC means a preference for departure clearance by FAA pre−departure clear- S FANS delivered via FANS 1/A; with capability to also receive the ance S FANSP clearance via ACARS PDC. S PDC FANS = FANS 1/A DCL S VOICE FANSP = FANS 1/A+ DCL PDC = ACARS PDC VOICE = PDC via voice (no automated delivery) SUR/ en- Req. Surveillance Per- RSP180 Aircraft is authorized for Required Surveillance Performance tries used formance RSP180 by FAA RSP400 Aircraft is authorized for Required Surveillance Performance RSP400 ADS−B 260B Aircraft has 1090 MHz Extended Squitter ADS−B compliant with RTCA DO−260B (complies with FAA requirements) 282B Aircraft has 978 MHz UAT ADS−B compliant with RTCA DO−282B (complies with FAA requirements)

NOTE− Other entries in NAV/, COM/, DAT/, and SUR/ are permitted for international flights when instructed by other service providers. Direction on use of these capabilities by the FAA is detailed in the following sections.

Appendix A−6 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

TBL A−5 Item 18. PBN/ Specifications (Include as many of the applicable descriptors, up to a maximum of 8 entries (not more than 16 characters). PBN/ RNAV SPECIFICATIONS A1 RNAV 10 (RNP 10) B1 RNAV 5 all permitted sensors B2 RNAV 5 GNSS B3 RNAV 5 DME/DME B4 RNAV 5 VOR/DME B5 RNAV 5 INS or IRS B6 RNAV 5 LORAN C C1 RNAV 2 all permitted sensors C2 RNAV 2 GNSS C3 RNAV 2 DME/DME C4 RNAV 2 DME/DME/IRU D1 RNAV 1 all permitted sensors D2 RNAV 1 GNSS D3 RNAV 1 DME/DME D4 RNAV 1 DME/DME/IRU PBN/ RNP SPECIFICATIONS L1 RNP 4 O1 Basic RNP 1 all permitted sensors O2 Basic RNP 1 GNSS O3 Basic RNP 1 DME/DME O4 Basic RNP 1 DME/DME/IRU S1 RNP APCH S2 RNP APCH with BARO−VNAV RNP AR APCH with RF (special T1 authorization required) RNP AR APCH without RF (special T2 authorization required) NOTE− 1. PBN Codes B1−B6 indicates RNAV 5 capability. The FAA considers these B codes to be synonymous and qualifying for point−to−point routing but not for assignment to the PBN routes shown in the table. 2. Combinations of alphanumeric characters not included above are reserved. 3. The PBN/ specifications are allowed per ICAO Doc. 4444. The FAA makes use of a subset of these codes as described in the section on filing navigation capability. (c) The following sections detail what capabilities need to be provided to obtain services from the FAA for: S IFR flights (general). S Assignment of Performance−Based Navigation (PBN) routes. S Automated Departure clearance (via Datacom DCL or PDC). S Reduced Vertical Separation Minima (if requesting FL 290 or above). S Reduced Separation in Oceanic Airspace. (d) Capabilities such as voice communications, required communications performance, approach aids, and ADS−C, are not required in a flight plan that remains entirely within domestic airspace. (e) Flights that leave domestic United States airspace may be required to include additional capabilities, per requirements for the FIRs being overflown. Consult the appropriate State Aeronautical Information Publications for requirements.

FAA Form 7233−4 − International Flight Plan Appendix A−7 JO 7110.10BB 6/17/21

(f) Include the capability only if: S The requisite equipment is installed and operational; S The crew is trained as required; and S Any required Operations Specification, Letter of Authorization, or other approvals are in hand. NOTE− Do not include a capability solely based on the installed equipment, if an operational approval is required. 5. Filing equipment and capability in an IFR Flight Plan. This section details the minimum requirements to identify capabilities in an IFR flight plan for flights in the domestic United States. Other requirements to file a capability are associated with obtaining specific services as described in subsequent sections. The basic capabilities that must be addressed include Navigation, Transponder, Voice, and ADS−B Out as described below. A designator for “Standard” capability is also allowed to cover a suite of commonly carried voice, navigation, and approach equipment with one code. (a) Standard Capability and No Capability (Item 10a) S Use “S” if VHF radio, VOR, and ILS equipment for the route to be flown are carried and serviceable. Use of the ’S’ removes the need to list these three capabilities separately. S Use “N” if no communications, navigation, or approach aid equipment for the route to be flown are carried or the equipment is unserviceable. S When there is no transponder, ADS−B, or ADS−C capability then file only the letter ’N’ in Item 10b. (b) Navigation Capabilities (Item 10a, Item 18 NAV/) S Indicate radio navigation capability by filing one or more of the codes in TBL A−6. S Indicate Area Navigation (RNAV) capability by filing one or more of the codes in TBL A−7.

TBL A−6 Radio Navigation Capabilities

Capability Item 10a Item 18 NAV/ VOR O DME D TACAN T

TBL A−7 Area Navigation Capabilities

Capability Item 10a Item 18 NAV/ SBAS (if WAAS equipped) GNSS G GBAS (if LAAS equipped) INS I DME / DME DR VOR / DME DOR

NOTE− 1. SBAS – Space−Based Augmentation System GBAS − Ground−Based Augmentation System 2. No PBN/ code needs to be filed to indicate the ability to fly point−to−point routes using GNSS or INS. 3. Filing one of these four area navigation capabilities as shown does not indicate performance based navigation sufficient for flying Q−Routes, T−Routes, or RNAV SIDs or STARs. To qualify for these routes, see the section on Performance Based Navigation Routes. (c) Transponder Capabilities (Item 10b)

Appendix A−8 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

S For domestic flights, it is not necessary to indicate Mode S capability. It is acceptable to simply file one of the following codes in TBL A−8.

TBL A−8 Mode C

Capability Item 10b Transponder with no Mode C A Transponder with Mode C C S International flights must file in accordance with relevant AIPs and regional supplements. Include one of the Mode S codes in TBL A−9, if appropriate. NOTE− File only one transponder code.

TBL A−9 Mode S

Altitude Aircraft Item Capability Encod- ID 10b ing Mode S Transponder No No X Mode S Transponder No Yes P Mode S Transponder Yes No I Mode S Transponder Yes Yes S Mode S Transponder with Extended Squitter Yes Yes E Enhanced Mode S Transponder Yes Yes H Enhanced Mode S Transponder with Extended Squitter Yes Yes L (d) ADS−B Capabilities (Item 10b, Item 18 SUR/ and Item 18 CODE/) S Indicate ADS−B capability as shown in TBL A−10. The accompanying entry in Item 18 indicates that the equipment is compliant with 14 CFR §91.227. Some ADS−B equipment used in other countries is based on an earlier standard and does not meet U.S. requirements. S Do not file an ADS−B code for “in” capability only. There is currently no way to indicate that an aircraft has “in” capability but no “out” capability. S For aircraft with ADS−B “out” on one frequency and “in” on another, include only the ADS−B “out” code. For example, B1 or U1, (See TBL A−10).

TBL A−10 ADS−B Capabilities

FAA Form 7233−4 − International Flight Plan Appendix A−9 JO 7110.10BB 6/17/21

The FAA does not require indication of voice communication capabilities in a flight plan for domestic flights, but it is permissible. For flights outside the domestic United States, all relevant capabilities must be indicated as follows (See TBL A−11):

TBL A−11 Voice Communication Capabilities

Capability Item 10a VHF Radio V UHF Radio U HF Radio H VHF Radio (8.33 kHZ Spacing) Y ATC SATVOICE (INMARSAT) M1 ATC SATVOICE (Iridium) M2 ATC SATVOICE (MTSAT) M3 (f) Approach Aid Capabilities (Item 10a). The FAA does not require filing of approach aid capability in order to request a specific type of approach, however any of the codes indicated in TBL A−12 in 10a are permissible. S International flights may be required to indicate approach capability, based on instructions from relevant service providers.

TBL A−12 Approach Aid Capabilities

Capability Item 10a ILS L MLS K LPV Approach (APV with SBAS ) (WAAS) B GBAS Landing System (LAAS) A 6. Performance−Based Navigation Routes (Item 10a, Item 18 PBN/, Item 18 NAV/)− When planning to fly routes that require PBN capability, file the appropriate capability as shown in TBL A−13.

Appendix A−10 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

TBL A−13 Filing for Performance Based Navigation (PBN) Routes

Item 18 Type of Routing Capability Required Item 10a PBN/ Notes See NOTE 4

RNAV SID or STAR (See NOTE GR D2 If GNSS RNAV 1 1) DIR D4 If DME/DME/IRU Domestic Q−Route (see separate GR C2 If GNSS requirements for Gulf of Mexico RNAV 2 Q−Routes) DIR C4 If DME/DME/IRU T−Route RNAV 2 GR C2 GNSS is required for T−Routes RNAV (GPS) Approach RNAV Approach, GPS GR S1 RNAV Approach, GPS RNAV (GPS) Approach GR S2 Baro−VNAV Domestic arrivals do not need to file PBN approach capabilities to RNP Approval Required RNP AR Approach GR T1 request the approach. RF Leg Capability RNP AR Approach RNP Approval Required GR T2 NOTE− 1. If the flight is requesting an RNAV SID only (no RNAV STAR) or RNAV STAR only (no RNAV SID) then the flight plan can include the following entries in Item 18 NAV/: S Assign RNAV SID, but no RNAV STAR: NAV/RNVD1E2A0 (optionally, the A0 may be omitted) S Assign RNAV STAR, but no RNAV SID: NAV/RNVD0E2A1 (optionally, the D0 may be omitted) 2. PBN code D1 includes the capabilities of D2, D3, and D4. PBN code B1 includes the capabilities of B2, B3, and B4. PBN code C1 includes the capabilities of C2, C3, and C4. 7. Automated Departure Clearance Delivery (DCL or PDC). When planning to use automated pre−departure clearance delivery capability, file as indicated below. (a) PDC provides pre−departure clearances from the FAA to the operators designated flight operations center, which then delivers the clearance to the pilot by various means. Use of PDC does not require any special flight plan entry. (b) DCL provides pre−departure clearances from the FAA directly to the cockpit/FMS via Controller Pilot Datalink Communications (CPDLC). Use of DCL requires flight plan entries as follows: S Include CPDLC codes in Item 10a only if the flight is capable of en route/oceanic CPDLC, the codes are not required for DCL. S Include Z in Item 10a to indicate there is information provided in Item 18 DAT/. S Include the clearance delivery methods of which the flight is capable, and order of preference in Item 18 DAT/. (See AIM 5−2−2) ○ VOICE − deliver clearance via Voice ○ PDC − deliver clearance via PDC ○ FANS − deliver clearance via FANS 1/A ○ FANSP − deliver clearance via FANS 1/A+ EXAMPLE− DAT/1FANS2PDC DAT/1FANSP2VOICE 8. Operating in Reduced Vertical Separation Minima (RVSM) Airspace (Item 10a). When planning to fly in RVSM airspace (FL 290 up to and including FL 410) then file as indicated below. (a) If capable and approved for RVSM operations, per AIM 4−6−1, Applicability and RVSM Mandate (Date/Time and Area), file a W in Item 10a. Include the aircraft registration mark in Item 18 REG/, which is used to post−operationally monitor the safety of RVSM operations.

FAA Form 7233−4 − International Flight Plan Appendix A−11 JO 7110.10BB 6/17/21

S Do not file a “W” in Item 10a if the aircraft is capable of RVSM operations, but is not approved to operate in RVSM airspace. S If RVSM capability is lost after the flight plan is filed, request that ATC remove the ’W’ from Item 10a. (b) When requesting to operate non−RVSM in RVSM airspace, using one of the exceptions identified in AIM 4−6−10, do not include a “W” in Item 10a. Include STS/NONRVSM in Item 18. STS/NONRVSM is used only as part of a request to operate non−RVSM in RVSM airspace. 9. Eligibility for Reduced Oceanic Separation. Indicate eligibility for the listed reduced separation minima as indicated in the tables below.

TBL A−14 Filing for Gulf of Mexico CTA

Flight Plan Entries

Dimension PBN Re- PBN in Item 18 Separation ADS−C Surveillance Comm. Re- PBN in of Separa- quirement ADS−C in CPDLC in PBN/ Minima Requirements quirement Item 18 tion Item 10b Item 10a (also File ’R’ in NAV/ Item 10a) Voice comm− HF or VHF as N/A required to RNP10 Lateral 50 NM (ADS−C not maintain con- or N/A N/A A1 or L1 N/A required) tact over the RNP4 entire route to be flown.

NOTE− If not RNAV10/RNP10 capable and planning to operate in the Gulf of Mexico CTA, then put the notation NONRNP10 in Item 18 RMK/, preferably first.

TBL A−15 Filing for 50 NM Lateral Separation in Anchorage Arctic FIR

Flight Plan Entries

Dimension Separa- PBN Require- PBN in Item 18 ADS−C Surveillance Comm. Re- PBN in of Separa- tion Mini- ment ADS−C in CPDLC in PBN/ Requirements quirement Item 18 tion ma Item 10b Item 10a (also File ’R’ in NAV/ Item 10a) None be- RNP10 N/A yond normal Lateral 50 NM (ADS−C not requirements or N/A N/A A1 or L1 N/A required) for the RNP4 airspace

Appendix A−12 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

TBL A−16 Filing for 30 NM Lateral, 30 NM Longitudinal, and 50 NM Longitudinal Oceanic Separation in Anchorage, Oakland, and New York Oceanic CTAs

Flight Plan Entries

PBN Require- PBN in Item Dimension of Separation ADS−C Surveillance Comm. Re- PBN in ment ADS−C in CPDLC in 18 PBN/ Separation Minima Requirements quirement Item 18 Item 10b Item 10a (also File ’R’ NAV/ in Item 10a) Position report at J5, and/ least every 27 min- or utes (at least every 32 J6, and/ Longitudinal 50 NM minutes if both air- CPDLC RNP10 D1 A1 N/A or craft are approved J7 for RNP−4 operations)

J5, and/ ADS−C position re- or Longitudinal 30 NM port at least every 10 CPDLC RNP4 D1 J6, and/ L1 N/A minutes or J7

ADS−C−based lateral deviation event J5, and/ contract with 5NM or lateral deviation RNP4 J6, and/ Lateral from planned routing CPDLC D1 L1 N/A 30 NM or set as threshold for J7 triggering ADS report of lateral deviation event

FAA Form 7233−4 − International Flight Plan Appendix A−13 JO 7110.10BB 6/17/21

TBL A−17 Filing for Reduced Oceanic Separation when RSP/RCP Required on March 29, 2018

Flight Plan Entries

RSP RCP PBN Require- PBN in Item 18 Dimension of Separation RCP in CDPLC PBN in ment RSP in Item PBN/ Separation Minima Require- Require- Item in Item 18 18 SUR/ ment ment 10a Item10a (also File ’R’ in NAV/ Item 10a) Lateral 180 240 RNP 2 or RSP180 P2 J5, L1 55.5 km RNP4 and/or 30 NM J6, and/or J7 Perfor- 5 Minutes 180 240 RNAV10 RSP180 P2 J5, A1 or L1 RNP2 mance− (RNP10) and/or (See based RNP4, or J6, Note) Longitudinal RNP2 and/or J7

Perfor- 180 240 RNP4 or RSP180 P2 J5, L1 RNP2 55.5 km mance− RNP2 and/or (See 30 NM based J6, Note) Longitudinal and/or J7 Perfor- 180 240 RNAV10 RSP180 P2 J5, A1 or L1 93 km mance− (RNP10) and/or 50 NM based or RNP4, J6, Longitudinal and/or J7

NOTE− Filing of RNP2 alone is not supported in FAA controlled airspace; PBN/L1 (for RNP4) must be filed to obtain the indicated separation. 10. Date of Flight (Item 18 DOF/) Flights planned more than 23 hours after the time the flight plan is filed, must include the date of flight in DOF/ expressed in a six−digit format YYMMDD, where YY equals the year (Y), MM equals the month, and DD equals the day. NOTE− FAA ATC systems will not accept flight plans more than 23 hours prior to their proposed departure time. FAA Flight Service and commercial flight planning services generally accept flight plans earlier and forward to ATC at an appropriate time, typically 2 to 4 hours before the flight. EXAMPLE− DOF/171130 11. Reasons for Special Handling (Item 18 STS/) (a) Indicate the applicable Special Handling in Item 18 STS/ as shown in TBL A−18. NOTE− Priority for a flight is not automatically granted based on filing one of these codes but is based on documented procedures. In some cases, additional information may also be required in remarks; follow all such instructions as well.

Appendix A−14 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

TBL A−18 Special Handling

Special Handling Item 18 STS/ Flight operating in accordance with an altitude reservation ALTRV Flight approved for exemption from ATFM measures by the appropriate ATS authority ATFMX Fire Fighting FFR Flight check for calibration of NAVAIDS FLTCK Flight carrying hazardous material(s) HAZMAT Flight with Head of State status HEAD Medical flight declared by medical authorities HOSP Flight operating on a humanitarian mission HUM Flight for which a military entity assumes responsibility for separation of military aircraft MARSA Life critical medical emergency evacuation MEDEVAC Non−RVSM capable flight intending to operate in RVSM airspace NONRVSM Flight engaged in a search and rescue mission SAR Flight engaged in military, customs, or police services STATE (b) Any other requests for special handling must be made in Item 18 RMK/. (c) Include plain−language remarks when required by ATC or deemed necessary. Do not use special characters, for example; / * − = +. EXAMPLE− RMK/NRP RMK/DVRSN 12. Remarks Include when necessary. 13. Operator (Item 18 OPR/) When the operator is not obvious from the aircraft identification, the operator may be indicated. EXAMPLE− OPR/NETJETS 14. Flight Plan Originator (Item 18 ORGN/) (a) VFR flight plans originating outside of FAA FSS or FAA contracted flight plan filing services must enter the 8−letter AFTN address of the service where the FPL was originally filed. Alternately, enter the name of the service where the FPL was originally filed. This information is critical to locating the FPL originator in the event additional information is needed. (b) For IFR flight plans, the original filers AFTN address may be indicated, which is helpful in cases where a flight plan has been forwarded. EXAMPLE− ORGN/Acme Flight Plans ORGN/KDENXLDS

FAA Form 7233−4 − International Flight Plan Appendix A−15 JO 7110.10BB 6/17/21

TBL A−19 Aircraft Specific Information

Equivalent Item on International Flight Item Domestic U.S. Requirements Domestic Flight Plan Plan (FAA Form 7233−4) (FAA Form 7233−1) Number of Aircraft Item 9 Included when more than one a/c in flight Item 3 Type of Aircraft Item 9 Required Item 3 Wake Turbulence Category Item 9 Required N/A Include when planning to operate in RVSM Aircraft Registration Item 18 REG/ N/A airspace Mode S Address Item 18 CODE/ Not required within U.S. controlled airspace N/A SELCAL Codes Item 18 SEL/ Include when SELCAL equipped N/A Performance Category Item 18 PER/ Not required for domestic flights N/A e. Instructions for Aircraft−Specific Information. 1. Number of Aircraft (Item 9) when there is more than one aircraft in the flight; indicate the number of aircraft up to 99. 2. Type of Aircraft (Item 9) (a) Provide the appropriate 2−4−character aircraft type designator listed in FAA Order 7360.1, Aircraft Type Designators at: https://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/documentID/1 036757 (b) When there is no designator for the aircraft type use ’ZZZZ’, and provide a description in Item 18 TYP/. 3. Wake Turbulence Category (Item 9) Provide the appropriate wake turbulence category for the aircraft type as listed in FAA Order 7360.1. The categories include: (a) H − HEAVY, to indicate an aircraft type with a maximum certificated take−off mass of 300,000 lbs. or more. (b) M − MEDIUM, to indicate an aircraft type with a maximum certificated take−off mass of less than 300,000 lbs. but more than 15,500 lbs. (c) L − LIGHT, to indicate an aircraft type with a maximum certificated take−off mass of 15,500 lbs. or less. NOTE− 1. The FAA does not use the ICAO Medium or Light categories for separation. ATC Automation requires the information be available in case flight plan information needs to be provided to a neighboring country that does use these categories. 2. The FAA does not use the “J” (Jumbo)/ “Super” heavy wake turbulence category. 4. Aircraft Registration (Item 18 REG/) Provide the appropriate wake turbulence category for the aircraft type as listed in FAA Order 7360.1. The categories include: EXAMPLE− U.S. aircraft with registration N789AK REG/N789AK Belgian aircraft with registration OO−FAH REG/OOFAH 5. Mode S Address (Item 18 CODE/) There is no U.S. requirement to file the aircraft Mode S Code in Item 18. 6. SELCAL code (Item 18 SEL/)

Appendix A−16 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

(a) Flights with HF radio and Selective Calling capability should include their 4−letter SELCAL code. Per the U.S. AIP, GEN 3.4, Paragraph 9, Selective Calling System (SELCAL) Facilities Available. (b) The SELCAL is a communication system that permits the selective calling of individual aircraft over radio−telephone channels from the ground station to properly equipped aircraft, to eliminate the need for the flight crew to constantly monitor the frequency in use. EXAMPLE− SEL/CLEF 7. Performance Category (Item 18 PER/) Include the appropriate single−letter Aircraft Approach Category as defined in the Pilot/Controller Glossary. EXAMPLE− PER/A TBL A−20 Flight Routing Information

Equivalent Item on International Flight Item Domestic U.S. Requirements Domestic Flight Plan Plan (FAA Form 7233−4) (FAA Form 7233−1) Departure Airport Item 13 Required Item 2 Departure Time Item 13 Required Item 1 Cruise Speed Item 15 Required N/A Requested Altitude Item 15 Required Item 3 Route Item 15 Required N/A Delay En Route Item 15, Item 18 DLE/ Required N/A Destination Airport Item 16 Required Item 11 Total Estimated Elapsed Time Item 16 Required Item Item 16 Item 18 ALTN/ (Destination Alternate). If necessary Alternate Airport N/A No need to file for domestic U.S. flight RALT/ (En route Alternate); TALT/ (Take−off Alternate) Include when filing flight plan with center Estimated Elapsed Times Item 18 EET/ N/A other than departure center f. Instructions for Flight Routing Items 1. Departure Airport (Item 13, Item 18 DEP/) (a) Enter the departure airport. The airport should be identified using the four−letter location identifier from FAA Order JO 7350.9, Location Identifiers, or from ICAO Document 7910. FSS and FAA contracted flight plan filing services will allow up to 11 characters in the departure field. This will permit entry of non−ICAO identifier airports, and other fixes such as an intersection, fix/radial/distance, and latitude/longitude coordinates. Other electronic filing services may require a different format. NOTE− While user interfaces for flight plan filing are not specified, all flight plan filing services must adhere to the appropriate Interface Control Document upon transmission of the flight plan to the control facility. (b) When the intended departure airport (Item 13) is outside of domestic US airspace, or if using the paper version of FAA Form 7233−4, or DOD equivalent, if the chosen flight plan filing service does not allow non−ICAO airport identifiers in Item 13 or Item 16, use the following ICAO procedure. Enter four Z’s (ZZZZ) in Item 13 and include the non− ICAO airport location identifier, fix, or waypoint location in Item 18 DEP/. A text description following the location identifier is permissible in Item 18 DEP/. NOTE− Use of non−ICAO identifiers in Item 13 and Item 16 is only permissible when flight destination is within U.S. airspace. If the destination is outside of the U.S., then both Item 13 and Item 16 must contain either a valid ICAO airport identifier or ZZZZ. Use of non−ICAO departure point is not permitted in Item 13 if destination in Item 16 is outside of U.S.

FAA Form 7233−4 − International Flight Plan Appendix A−17 JO 7110.10BB 6/17/21

EXAMPLE− DEP/MD21 DEP/W29 BAY BRIDGE AIRPORT DEP/EMI211017 DEP/3925N07722W 2. Departure Time (Item 13) Indicate the expected departure time using 4 digits, 2 digits for hours and 2 digits for minutes. Time is to be entered as Coordinated Universal Time (UTC). 3. Requested Cruising Speed (Item 15) (a) Include the requested cruising speed as True Airspeed in knots using an N followed by four digits. EXAMPLE− N0450 (b) Indicate the requested cruising speed in Mach using an M followed by three digits. EXAMPLE− M081 4. Requested Cruising Altitude or Flight Level (Item 15) (a) Indicate a Requested Flight Level above the Minimum Assignable Flight Level using the letter F followed by 3 digits. EXAMPLE− F350 (b) Indicate a Requested Altitude in hundreds of feet using the letter A followed by 3 digits. EXAMPLE− A080 5. Route (Item 15) Provide the requested route of flight using a combination of published routes, latitude/longitude, and/or fixes in the following formats. (a) Consecutive fixes, lat/long points, NAVAIDs, and waypoints should be separated by the characters “DCT”, meaning direct. EXAMPLE− FLACK DCT IRW DCT IRW12503 4020N07205W DCT MONEY (b) A published route should be preceded by a fix that is published on the route, indicating where the route will be joined. The published route should be followed by a fix that is published as part of the route, indicating where the route will be exited. EXAMPLE− DALL3 EIC V18 MEI LGC4 (c) It is acceptable to specify intended speed and altitude changes along the route by appending an oblique stroke followed by the next speed and altitude. However, note that FAA ATC systems will neither process this information nor display it to ATC personnel. Pilots are expected to maintain the last assigned altitude and request revised altitude clearances from ATC. EXAMPLE− DCT APN J177 LEXOR/N0467F380 J177 TAM/N0464F390 J177 NOTE− Further guidance on route construction can be found at http://www.faa.gov/ato?k=fpl. 6. Delay En Route (Item 15, Item 18 DLE/) (a) ICAO defines Item 18 DLE/ to provide information about a delay en route. International flights with a delay outside U.S. domestic airspace should indicate the place and duration of the delay in Item 18 DLE/. The delay is expressed by a fix identifier followed by the duration in hours (H) and minutes (M), HHMM.

Appendix A−18 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

EXAMPLE− DLE/EMI0140 (b) U.S. ATC systems will accept but not process information in DLE/. Therefore, for flights in the lower 48 states, it is preferable to include the delay as part of the route (Item 15). Delay in this format is specified by an oblique stroke (/) followed by the letter D, followed by 2 digits for hours (H) of delay, followed by a plus sign (+), followed by 2 digits for minutes (M) of delay: /DHH+MM. EXAMPLE− DCT EMI/D01+40 DCT MAPEL/D00+30 V143 DELRO DCT 7. Destination Airport (Item 16, Item 18 DEST/) (a) Enter the destination airport. The airport should be identified using the four−letter location identifier from FAA Order JO 7350.9, Location Identifiers, or from ICAO Document 7910. FSS and FAA contracted flight plan filing services will allow up to 11 characters in the destination field. This will permit entry of non−ICAO identifier airports, and other fixes such as an intersection, fix/radial/distance, and latitude/longitude coordinates. Other electronic filing services may require a different format. NOTE− While user interfaces for flight plan filing are not specified, all flight plan filing services must adhere to the appropriate Interface Control Document upon transmission of the flight plan to the control facility. (b) When the intended destination (Item 16) is outside of domestic US airspace, or if using the paper version of FAA Form 7233−4, or if the chosen flight plan filing service does not allow non−ICAO airport identifiers in Item 13 or Item 16, use the following ICAO procedure. Enter four Z’s (ZZZZ) in Item 13 and include the non− ICAO airport location identifier, fix, or waypoint location in Item 18 DEP/. A text description following the location identifier is permissible in Item 18 DEP/. EXAMPLE− DEST/06A MOTON FIELD DEST/4AK6 DEST/MONTK DEST /3925N07722W 8. Total Estimated Elapsed Time (Item 16) All flight plans must include the total estimated elapsed time from departure to destination in hours (H) and minutes (M), format HHMM. 9. Alternate Airport (Item 16, Item 18 ALTN/) (a) When necessary, specify an alternate airport in Item 16 using the four−letter location identifier from FAA Order 7350.9 or ICAO Document 7910. When the airport does not have a four−letter location identifier, include ZZZZ in Item 16c and file the non−standard identifier in Item 18 ALTN/. (b) While the FAA does not require filing of alternate airports in the flight plan provided to ATC, rules for establishing alternate airports must be followed. (c) Adding an alternate may assist during Search and Rescue by identifying additional areas to search. (d) Although alternate airport information filed in a flight plan will be accepted by air traffic computer systems, it will not be presented to controllers. If diversion to an alternate airport becomes necessary, pilots are expected to notify ATC and request an amended clearance. EXAMPLE− ALTN/W50 2W2 10. Estimated Elapsed Times (EET) at boundaries or reporting points (Item 18 EET/) EETs are required for international or oceanic flights when crossing a Flight Information Region (FIR) boundary. The EET will include the ICAO four−letter location identifier for the FIR followed by the elapsed time to the FIR boundary (e.g., KZNY0245 indicates 2 hours, 45 minutes from departure until the New York FIR boundary). EXAMPLE− EET/MMFR0011 MMTY0039 KZAB0105

FAA Form 7233−4 − International Flight Plan Appendix A−19 JO 7110.10BB 6/17/21

11. Remarks (Item 18 RMK/) Enter only those remarks pertinent to ATC or to the clarification of other flight plan information. Items of a personal nature are not accepted. NOTE− 1. “DVRSN” should be placed in Block 11 only if the pilot/company is requesting priority handling to their original destination from ATC as a result of a diversion as defined in the Pilot/Controller Glossary. 2. Do not assume that remarks will be automatically transmitted to every controller. Specific ATC or en route requests should be made directly to the appropriate controller. g. Flight Specific Supplemental Information (Item 19) 1. Supplemental Information is not to be transmitted as part of an IFR flight plan to Air Traffic Control. The ATC system will reject an FPL message that contains Item 19. 2. Do not include Supplemental Information as part of Item 18. The information in Item 19 is retained with the flight plan filing service for retrieval only if necessary. NOTE− Supplemental Information within Item 19 will be transmitted as a separate message to the destination FSS for VFR flight plans filed with a FSS or FAA contracted flight plan filing service. This will reduce the time necessary to conduct SAR actions should the flight become overdue, as this information will be readily available to the destination Flight Service Station. 3. Minimum required Item 19 entries for a domestic flight are Endurance, Persons on Board, Pilot Name and Contact Information, and Color of Aircraft. Additional entries may be required by foreign air traffic services, or at pilot discretion. (a) After E/ Enter fuel endurance time in hours and minutes. (b) After P/ Enter total number of persons on board using up to 30 alphanumeric characters. Enter TBN (to be notified) if the total number of persons is not known at the time of filing. EXAMPLE− P/005 P/TBN P/ON FILE CAPEAIR OPERATIONS (c) R/ (Radio) Cross out items not carried (d) S/ (Survival Equipment). Cross out items not carried. (e) J/ (Jackets) Cross out items not carried. (f) D/ (Life Raft/Dinghies) Enter number carried and total capacity. Indicate if covered and color. (g) A/ (Aircraft Color and Markings) Enter aircraft color(s). EXAMPLE− White Yellow Blue 4. N/ (Remarks. Not for ATC) select N if no remarks. Enter comments concerning survival equipment and information concerning personal GPS locating service, if utilized. Enter name and contact information for responsible party to verify VFR arrival/closure, if desired. Ensure party will be available for contact at ETA. (for example; FBO is open at ETA) 5. C/ (Pilot) Enter name and contact information, including telephone number, of pilot−in−command. Ensure contact information will be valid at ETA in case SAR is necessary.

Appendix A−20 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

FAA FORM 7233−4, INTERNATIONAL FLIGHT PLAN

FAA Form 7233−4 − International Flight Plan Appendix A−21 JO 7110.10BB 6/17/21

FAA FORM 7233−4, INTERNATIONAL FLIGHT PLAN

Appendix A−22 FAA Form 7233−4 − International Flight Plan 6/17/21 JO 7110.10BB

Appendix B. FAA Form 7233−1 − Flight Plan

Throughout this document where references are made to FAA Form 7233−1, Flight Plan, and FAA Form 7233−4, International Flight Plan, DOD use of the equivalent DOD Forms 175 and 1801 respectfully, are implied and acceptable. Within US controlled air space, FAA Form 7233−1, Flight Plan, may be used by filers of DOD/military flight plans and civilian stereo route flight plans. Use of the international format flight plan format is mandatory for: a. Any flight that will depart U.S. domestic airspace. b. Any flight requesting routing that requires Performance Based Navigation. c. Any flight requesting services that require filing of capabilities only supported in the international flight plan. NOTE− The order of flight plan elements in FAA Form 7233−1 is equivalent to the DD−175. d. Explanation of IFR/VFR Flight Plan Items. (1) Block 1. Check the type of flight plan. (2) Block 2. Enter your complete aircraft identification. (3) Block 3. Enter the aircraft type. (4) Block 4. Enter the true airspeed (TAS). (5) Block 5. Enter the departure airport identifier. (6) Block 6. Enter the proposed departure time in Zulu (Z). If airborne, specify the actual or proposed departure time as appropriate. (7) Block 7. Enter the appropriate altitude. (8) Block 8. Define the route of flight by using NAVAID identifier codes and airways. (9) Block 9. Enter the destination airport identifier code. (10) Block 10. Enter the estimated time en route in hours and minutes. (11) Block 11. Enter remarks, if necessary (12) Block 12. Specify the fuel on board in hours and minutes. (13) Block 13. Specify an alternate airport if desired. (14) Block 14. Enter name and contact information for pilot in command. NOTE− This information is essential in the event of search and rescue operations. (15) Block 15. Enter total number of persons on board (POB) including crew. (16) Block 16. Enter the aircraft color.

FAA Form 7233−1 − Flight Plan Appendix B−1 JO 7110.10BB 6/17/21

FIG B−1 FAA Form 7233−1 − Flight Plan For Military/DOD, Civilian Stereo Route Flight Plan Use Only

Appendix B−2 FAA Form 7233−1 − Flight Plan 6/17/21 JO 7110.10BB

FIG B−1 FAA Form 7233−1 − Flight Plan For Military/DOD, Civilian Stereo Route Flight Plan Use Only

FAA Form 7233−1 − Flight Plan Appendix B−3

6/17/21 JO 7110.10BB

Appendix C. FAA Forms

INFLIGHT CONTACT RECORD

FAA Forms Appendix C−1 JO 7110.10BB 6/17/21

FAA FORM 7230−21 FLIGHT PROGRESS STRIPS − FSS

Appendix C−2 FAA Forms 6/17/21 JO 7110.10BB

POSITION LOGS

FAA Forms Appendix C−3

6/17/21 JO 7110.10BB

Appendix D. Service B Message Formats

NOTE− After each message format there are examples. The following format will be used to indicate the Message Number (MN) and Reference Data (RD) fields: JNU/CYKA515 (MN) JNU/CYKA514 (RD) 1. ICAO SUPPLEMENTARY FLIGHT PLAN (SPL) MESSAGE The ICAO Supplementary Flight Plan message is sent from an addressee with information additional to that already transmitted in an FPL message. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(SPL’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. ICAO DEP PT is Departure Point. The format is four alphabetic characters. g. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. h. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. i. ICAO DEST is Destination. The format is four alphabetic characters. j. ETE is Estimated Time Enroute. The first two digits are 00 to 99 and the last two digits are 00 to 59. k. ICAO ALT DEST is optional. If present, ICAO ALT DEST is a space character followed by four alphabetic characters or four alphabetic characters followed by a space followed by four alphabetic characters.

Service B Message Formats Appendix D−1 JO 7110.10BB 6/17/21

l. ICAO REMARKS is Other Information and is 1−325 displayable characters. It may include embedded EOL sequences. m. SUPPLEMENTARY INFORMATION is Endurance, Persons On Board, Emergency Radio, Survival Equipment, Jackets, Dinghies, Aircraft Color and Markings, Remarks, and/or Pilot−in−Command; each separated by a space. It may include embedded EOL sequences. The format is: E/ followed by four NUMERICS giving the fuel endurance in hours and minutes P/ for outside the NAS the format is: followed by 1, 2, or 3 NUMERICS giving the total number of persons on board, or “TBN” (to be notified) if the total number of persons is not known at the time of filing, when so prescribed by the appropriate ATS authority for inside the NAS the format is: followed by 1−30 alphanumeric, space, and backward slash (\) characters giving the total number of persons on board, when so prescribed by the appropriate ATS authority R/ followed by one or more of the following, without spaces: U − if frequency 243.0 MHz (UHF) is available, V − if frequency 121.5 MHz (VHF) is available, E − if emergency locator transmitter (ELT) is available S/ followed by one or more of the following, without spaces: P − if polar survival equipment is carried, D − if desert survival equipment is carried, M − if maritime survival equipment is carried, J − if jungle survival equipment is carried J/ followed by one or more of the following, without spaces: L − if the life jackets are equipped with lights, F − if they are equipped with fluorescein, followed by space followed by U − if any life jacket radio is equipped with UHF on frequency 243.0 MHz, V − if any life jacket radio is equipped with VHF on frequency 121.5 MHz D/ followed by one or more of the following, separated by spaces: Two NUMERICS giving the number of dinghies carried, Three NUMERICS giving the total capacity, in persons carried, of all dinghies C if dinghies are covered The color of the dinghies (e.g., RED) A/ followed by 0 to 500 A/N, space, and colon (:) characters indicating the color of the aircraft and significant markings (this may include the aircraft registration) N/ followed by 0 to 500 A/N, space, and colon (:) characters indicating any other survival equipment carried and any other useful remarks C/ followed by 0 to 201 alphanumeric, space, and colon (:) characters indicating the pilot information EXAMPLE− (SPLJNU/CYKA515JNU/CYKA514−TVFR30−KSEA1414 −CYVR0400 −DOF/170428 RMK/OUT OF AREA OASIS TO NAV CANADA FIMS TEST DO NOT POST −E/0400 P/2 R/U S/P J/U D/01 006 C ORANGE A/RED WHITE N/SPOT GEN3 WIFE JANE DOE 555:555:6666 C/JOHN DOE 555:555:5555)

Appendix D−2 Service B Message Formats 6/17/21 JO 7110.10BB

2. PROPOSED ICAO MODIFICATION (CHG) MESSAGE The Proposed ICAO Modification message is sent from an addressee when any change is to be made to basic flight plan data contained in a previously transmitted FPL message. If this message is sent to an ARTCC, this message requires either an ICAO Acknowledgement message or an ICAO Rejection message. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(CHG’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. ICAO DEP PT is Departure Point. The format is four alphabetic characters. f. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. g. ICAO DEST is Destination. The format is four alphabetic characters. h. ICAO REMARKS is Other Information and is “DOF/” portion if available, else “−0”. i. AMENDMENT is the amended data. It may include multiple fields separated by oblique strokes. It may include embedded EOL sequences. The format is: [a]/[b] where: a. One or two numeric characters representing the type number of the field to be amended two b. The complete and amended data of the field indicated in (a), constructed as specified for that field. NOTE− 1. If any part of Field 13 (ICAO DEP PT or TIME) is modified and ICAO DEP PT contains “ZZZZ” then the entire contents of Field 18 (Other Information) must be included in Field 22 (AMENDMENT). 2. If any part of Field 16 (ICAO DEST, ETE, or ICAO ALT DEST) is modified and ICAO DEST contains “ZZZZ” then the entire contents of Field 18 (Other Information) must be included in Field 22 (AMENDMENT). j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. NOTE− Transmit CHG messages on Proposed FPs: EXAMPLE− (CHGJNU/KSEA518JNU/CYKA514−TVFR30−KSEA1414−CYVR−DOF/170428

Service B Message Formats Appendix D−3 JO 7110.10BB 6/17/21

−15/N0120A055 DCT −16/CYVR0330 PAJN) 3. ACTIVE ICAO MODIFICATION (MOD) MESSAGE The Active ICAO Modification message is sent from an addressee when any change is to be made to basic flight plan data contained in a previously transmitted FPL and/or DEP message for an active flight plan. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(MOD’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. ICAO DEP PT is Departure Point. The format is four alphabetic characters. g. ICAO DEST is Destination. The format is four alphabetic characters. h. AMENDMENT is the amended data. It may include multiple fields separated by oblique strokes. It may include embedded EOL sequences. The format is: [a]/[b] where: a. One or two numeric characters representing the type number of the field to be amended. b. The complete and amended data of the field indicated in (a), constructed as specified for that field. j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed.

NOTE− Transmit MOD messages on Active FPs. EXAMPLE− (MODJNU/CYKA523JNU/CYKA514−TVFR30−KSEA−CYVR −10/A/S −15/N0120VFR DCT JNU DCT −16/CYVR0400)

Appendix D−4 Service B Message Formats 6/17/21 JO 7110.10BB

4. ICAO ARRIVAL (ARR) MESSAGE The ICAO Arrival message is sent from an addressee when a flight, for which basic flight plan data has been previously distributed, has been closed. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(ARR’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is for receipt only and is optional. If present, it is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. ICAO DEP PT is Departure Point. The format is four alphabetic characters. g. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. h. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. EXAMPLE− (ARRJNU/CYKA524JNU/CYKA514−TVFR30−KSEA1323−CYVR1339) 5. ICAO CANCELLATION (CNL) MESSAGE The ICAO Cancellation message is sent from an addressee when a flight, for which basic flight plan data has been previously distributed, has been cancelled. If this message is sent to an ARTCC, this message requires either an ICAO Acknowledgement message or an ICAO Rejection message. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

Service B Message Formats Appendix D−5 JO 7110.10BB 6/17/21

a. ʻ(CNL’ is the ASCII text string used for an ICAO Cancellation. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. ICAO DEP PT is Departure Point. The format is four alphabetic characters. f. TIME is estimated Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. g. ICAO DEST is Destination. The format is four alphabetic characters. h. ICAO REMARKS is Other Information and is “DOF/” portion if available, else “−0”. i. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. EXAMPLE− (CNLJNU/CYKA521JNU/CYKA514−TVFR30−KSEA1414−CYVR−DOF/170428) 6. ICAO DEPARTURE (DEP) MESSAGE An ICAO Departure message is a notice of an inbound ICAO flight to an airport associated with an addressed FSS. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(DEP’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters.

Appendix D−6 Service B Message Formats 6/17/21 JO 7110.10BB

e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. ICAO DEP PT is Departure Point. The format is four alphabetic characters. g. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. h. ICAO DEST is Destination. The format is four alphabetic characters. i. ICAO REMARKS is Other Information and is 1−325 displayable characters. It may include embedded EOL sequences. j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed

NOTE− For Out−of−Area FPs, send the DEP message to the Departure tie−in facility only; in this example, transmit the DEP to KSEAYFYX only. EXAMPLE− (DEPJNU/KSEA522JNU/CYKA514−TVFR30−KSEA1323−CYVR−DOF/170428 RMK/OUT OF AREA OASIS TO NAV CANADA FIMS TEST DO NOT POST) 7. PROPOSED ICAO FLIGHT PLAN (FPL) MESSAGE A Proposed ICAO Flight Plan message is a notice of a proposed ICAO flight that is departing outside of the flight plan area of the originating facility. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

Service B Message Formats Appendix D−7 JO 7110.10BB 6/17/21

d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. TYPE FLT is Type of Flight. TYPE FLT is one or two alphabetic characters. The first character is V, Y, Z and the second is S, N, G, M, X. g. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. h. ICAO ACTYPE is Aircraft Type. The format is two to eight alphanumeric and slash characters. i. EQUIP is Equipment. The format is up to 76 alphanumeric and slash characters. It may include embedded EOL sequences immediately prior to EQUIP and/or between the Comm/Nav and Transponder portions of EQUIP. j. ICAO DEP PT is Departure Point. The format is four alphabetic characters. k. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. l. AIRSPEED is True Airspeed. It is the alphanumeric character ʻM’ followed by three numeric characters, or the alphanumeric character ʻK’ or ʻN’ followed by four numeric characters. m. ALTITUDE is Requested Altitude. It is three to seven alphanumeric characters. The format is: 1. Fddd 2. Sdddd 3. Addd 4. Mdddd 5. VFR 6. VFR/ddd where d – numeric character n. SP is a single ASCII space character. o. ROUTE is Route of Flight and is a string of 0 to 558 displayable characters. It may include embedded EOL sequences. p. ICAO DEST is Destination. The format is four alphabetic characters. q. ETE is Estimated Time Enroute. The first two digits are 00 to 99 and the last two digits are 00 to 59. r. ICAO ALT DEST is optional. If present, ICAO ALT DEST is a space character followed by four alphabetic characters or four alphabetic characters followed by a space followed by four alphabetic characters. s. ICAO REMARKS is Other Information and is 1−325 displayable characters. It may include embedded EOL sequences. t. CLOSURE POINTS is the Closure Points field address(es). It is appended to the end of the ICAO RE- MARKS preceded by the “RMK/” indicator. The format is: xx=address(es), where xx is ʻCP’ address(es) is up to 16 8−character addresses with no embedded spaces EXAMPLE− (FPLJNU/KSEA516JNU/CYKA514−TVFR30−VG

Appendix D−8 Service B Message Formats 6/17/21 JO 7110.10BB

−P28A/L−S/S −KSEA1414 −N0220F055 DCT −CYVR0400 −DOF/170428 RMK/OUT OF AREA OASIS TO NAV CANADA FIMS TEST DO NOT POST CP=CYKAYFYX) 8. ICAO FLIGHT PLAN (FPL) MESSAGE (Proposed−Inbound) The ICAO Flight Plan message is a notice of an inbound ICAO flight to an airport associated with an addressed FSS. If this message is sent to an ARTCC, this message requires either an ICAO Acknowledgement message or an ICAO Rejection message. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(FPL’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is for receipt only and is optional. If present, it is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. TYPE FLT is Type of Flight. TYPE FLT is one or two alphabetic characters. The first character is V, Y, Z and the second is S, N, G, M, X. g. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. h. ICAO ACTYPE is Aircraft Type. The format is two to eight alphanumeric and slash characters. i. EQUIP is Equipment. The format is up to 76 alphanumeric and slash characters. It may include embedded EOL sequences immediately prior to EQUIP and/or between the Comm/Nav and Transponder portions of EQUIP.

Service B Message Formats Appendix D−9 JO 7110.10BB 6/17/21

j. ICAO DEP PT is Departure Point. The format is four alphabetic characters. k. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. l. AIRSPEED is True Airspeed. It is the alphanumeric character ʻM’ followed by three numeric characters, or the alphanumeric character ʻK’ or ʻN’ followed by four numeric characters. m. ALTITUDE is Requested Altitude. It is three to seven alphanumeric characters. The format is: (1) Fddd (2) Sdddd (3) Addd (4) Mdddd (5) VFR (6) VFR/ddd where d – numeric character n. SP is a single ASCII space character. o. ROUTE is Route of Flight and is a string of 0 to 558 displayable characters. It may include embedded EOL sequences. p. ICAO DEST is Destination. The format is four alphabetic characters. q. ETE is Estimated Time Enroute. The first two digits are 00 to 99 and the last two digits are 00 to 59. r. ICAO ALT DEST is optional. If present, ICAO ALT DEST is a space character followed by four alphabetic characters or four alphabetic characters followed by a space followed by four alphabetic characters. s. ICAO REMARKS is Other Information and is 1−325 displayable characters. It may include embedded EOL sequences. NOTE− The FPL message will only contain an MN field; all of the subsequent messages on this FP will use this MN as their RD field: EXAMPLE− (FPLJNU/CYKA514−TVFR30−VG −P28A/L−S/S −KSEA1414 −N0220F055DCT −CYVR0400 −DOF/170428 RMK/OUT OF AREA OASIS TO NAV CANADA FIMS TEST DO NOT POST) 9. ICAO ACKNOWLEDGEMENT (ACK) MESSAGE NOTE− This message is received only; FS21/OASIS will never transmit this message. The ICAO Acknowledgement message is sent from an ARTCC to indicate that the receipt of a message has occurred.

a. ACK ID is the character string ʻACK’.

Appendix D−10 Service B Message Formats 6/17/21 JO 7110.10BB

b. SP is a single ASCII space character. c. MESSAGE TYPE contains the characters ʻFPL’, ʻCHG’, or ʻCNL’. d. MSGNUM is only present if the original FPL message contained a message number. If present, MS- GNUM is ’/’ followed by that message number in the format of three numeric characters in the range 001 to 999. e. ORIGIN is three or four alphabetic characters which identify the origin of the message. f. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. g. ICAO DEP PT is Departure Point. The format is four alphabetic characters. h. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. i. ICAO DEST is Destination. The format is four alphabetic characters. For messages originating from Honolulu ARTCC, the ICAO DEST is optional. j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed.

10. ICAO REJECT (REJ) MESSAGE NOTE− This message is received only; FS21/OASIS will never transmit this message. The ICAO Reject message is sent from an ARTCC to indicate that the receipt of a message has occurred but rejected.

ACK ID SP MESSAGE MSGNUM SP ORIGIN SP TEXT EOL TYPE

a. ACK ID is the character string ʻREG’. b. SP is a single ASCII space character. c. MESSAGE TYPE contains the characters ʻFPL’, ʻCHG’, or ʻCNL’. d. MSGNUM is only present if the original FPL message contained a message number. If present, MS- GNUM is ’/’ followed by that message number in the format of three numeric characters in the range 001 to 999. e. ORIGIN is three or four alphabetic characters which identify the origin of the message. f. TEXT is a set of ASCII characters that contains the reason that the message is being rejected and the contents of the original message. TEXT may contain embedded EOL sequences. For messages originating from Honolulu ARTCC, TEXT is the following set of fields:

ACID SP ICAO DEP PT SP TIME SP ICAO DEST

(1) ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. (2) ICAO DEP PT is Departure Point. The format is four alphabetic characters. (3) TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. (4) ICAO DEST is Destination. The format is four alphabetic characters.

Service B Message Formats Appendix D−11 JO 7110.10BB 6/17/21

j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed

11. ICAO LOGICAL ACKNOWLEDGEMENT (LAM) MESSAGE The ICAO Logical Acknowledgement message is sent from an addressee to indicate that the receipt of a message has occurred. The reference data (RD) contains the reference number (i.e., message number (MN)) of the message being responded to.

ʻ(LAM’ MN RD ʻ)’ EOL

a. ʻ(LAM’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. NOTE− If you are going to manually generate this message, then you have to know the MN of the message you are replying to. EXAMPLE− (LAMCYKA/PAJN002JNU/CYKA514) − LAM received on the FPL example transmitted above (LAMCYKA/PAJN001JNU/CYKA515) − LAM received on the SPL example transmitted above 12. ICAO LOGICAL REJECTION (LRM) MESSAGE The ICAO Logical Rejection message is sent from an addressee to indicate that the receipt of a message has occurred but contained an error and has been rejected by the receiving system. The reference data (RD) contains the reference number (i.e., message number (MN)) of the message being responded to.

ʻ(LRM’ MN RD ʻ−’ ICAO REMARKS ʻ)’ EOL

a. ʻ(LRM’ is the ASCII text string used for an ICAO Logical Rejection. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ICAO REMARKS is from the Other Information field and the format is: RMK/code/field/text. where:

Appendix D−12 Service B Message Formats 6/17/21 JO 7110.10BB

(1) Code. Two numeric characters comprising the error code. NOTE− Error code 57 will be used for any error that is not field specific and that is not identified in Table E − Error Codes.) (2) Field. Two numeric characters comprising the field in error or “00” if the error is not field specific. (3) Text. The contents of the message that caused the error when the error is field specific. When the error is non−field specific, a descriptive error message shall be included. e. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. EOL is a string of 1 carriage return followed by a line feed or 2 carriage returns followed by a line feed. NOTE− If you are going to manually generate this message, then you have to know the MN of the message you are replying to. EXAMPLE− (LRMCYKA/PAJN001JNU/CYKA515−RMK/49/19/INVALID SUPPLEMENTARY INFORMATION ELEMENT) An LRM received on the SPL example transmitted above if the SPL was bad.

13. ICAO SEARCH AND RESCUE (SAR) MESSAGES An ICAO SAR Request message consists of three different alert types: the INCERFA, the ALERFA, and the DETRESFA. These messages are similar to the QALQ, INREQ, and ALNOT messages. This message can be forwarded between domestic facilities, which is the case for MBO and AMOC. This message does not require acknowledgment.

a. ʻ(ALR’ is the ASCII text string used for an ICAO SAR Messages. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ALERT PHASE (1) INCERFA (2) ALERTFA (3) DETRESFA e. ORIGIN is eight alpha characters. f. FILLER is a string of characters with the size dependent on the alert type; not to exceed the line length of 69 characters. g. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed.

Service B Message Formats Appendix D−13 JO 7110.10BB 6/17/21

h. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. i. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) j. TEXT is a string of characters including embedded EOL sequences. The number of characters between each EOL will not exceed 69 characters. SAR messages are limited to 20 lines of text separated by EOL sequences.

NOTE− ICAO SAR Cancellation Messages − The ICAO SAR Cancellation format is the same as the ICAO SAR Message format for Foreign ATC with ʻCNL’ as the first three characters in the FILLER field. This message does not require acknowledgment.

ICAO SAR Response Messages − The ICAO SAR Response format is the same as the ICAO SAR Message format for Foreign ATC, with the response in the TEXT field. This message is originated by the site that is the recipient of an ICAO SAR Request. The response to the ICAO SAR provides the results or status of the communications search. Also the ICAO SAR Response can provide pertinent information about the missing aircraft or provides notification to the destination site if the aircraft is located. This message does not require acknowledgment.

14. ADDITIONAL ICAO SVC B MESSAGES EXAMPLES a. ICAO FLIGHT PLAN (FPL) FF KZOAZQZX DTG KOAKYFYX (FPL−N12345−IG −SR22/L−S/S −KSEA1414 −N0220F090 DCT −PAEN0600 −DOF/170428 RMK/DO NOT POST) FF PAENYFYX DTG KOAKYFYX (FPL−N12345−VG −SR22/L−S/S −KSEA1414 −N0220F095 DCT −PAEN0600 −DOF/170428 RMK/DO NOT POST)

b. ICAO SUPPLEMENTARY FLIGHT PLAN (SPL) FF PAENYFYX DTG KOAKYFYX (SPL−N12345−KOAK2100 −PAEN0500KSEA −DOF/170448 RMK/DO NOT POST −E/0600 P/3 R/VE S/P J/V D/03 005 C YELLOW A/RED WHITE N/SPOT GEN3 SISTER IN FRESNO 559−555−5555 C/JOE PILOT 555−555−5555)

Appendix D−14 Service B Message Formats 6/17/21 JO 7110.10BB

c. CHANGE PROPOSED TIME (P−TIME) FF PAENYFYX DTG KOAKYFYX (CHG−N12345−PAEN2315−KOAK−0−13/PAEN2350)

d. CANCEL PROPOSED FLIGHT PLAN FF PAENYFYX DTG KOAKYFYX (CNL−N12345−PAEN2200−KOAK−0)

e. CHANGE ESTIMATED TIME ENROUTE (ETE) FOR PROPOSED FLIGHT FF PAENYFYX DTG KOAKYFYX (CHG−N12345−KOAK2330−PAEN−0−16/PAEN0130)

f. CHANGE ROUTE FOR PROPOSED FLIGHT FF PAENYFYX DTG KOAKYFYX (CHG−N12345−KOAK1800−PAEN−0−15/KOAK−KSEA−PAEN)

g. DEPARTURE MESSAGE FF PAENYFYX DTG KOAKYFYX (DEP−N12345−PAEN1500−KSEA−0)

h. CHANGE OF DESTINATION FOR ACTIVE FLIGHT FF PAENYFYX DTG KOAKYFYX (CNL−N12345−PAEN2200−KOAK−0) NOTE− To change the destination for an active flight, send a cancellation message to the original destination station and send a new FPL and SPL to the new arrival station. Then send a departure message. i. CHANGE ESTIMATE TIME OF ARRIVAL (ETA) FOR ACTIVE FLIGHT PLAN FF PAENYFYX DTG KOAKYFYX (MOD−N12345−KOAK−PAEN−16/PAEN2350)

j. ARRIVAL/CLOSURE MESSAGE FF PAENYFYX DTG KOAKYFYX (ARR−N12345−KOAK1900−PAEN2350)

Service B Message Formats Appendix D−15

6/17/21 JO 7110.10BB

Appendix E. Domestic Flight Data (Legacy)

Section 1. General

5−1−1. COMMUNICATIONS SERVICE b. When a departure report is unlikely because of inadequate communications capability, advise the Most flight movement data exchanged outside of the pilot that the flight plan will be activated using the facility is processed by automated systems such as proposed departure time as the actual departure time. NADIN. It is important to adhere to strict format and Include “ASMD DEP” in remarks. The pilot is procedures during normal operations as well as responsible for closing, cancelling, or extending the system interruption periods. flight plan if the flight is canceled or delayed. a. Circuit interruption notifications should be as c. Determine the flight plan area in which the follows: destination is located. Request the pilot close the 1. Consult your operational system handbook flight plan with the tie−in facility. Provide the pilot and standard operating procedures for detailed the tie−in facility/sector contact information upon instructions regarding circuit interruption notifica- request. tion procedures. d. Recommend that a separate flight plan be filed 2. Notify any guarding facility/sector, the for each leg of a VFR flight. Aeronautical Information System Replacement (AISR) Customer Service Center, and NADIN. e. Request the pilot inform FSS whenever the filed time en route changes more than 30 minutes. b. All outage reports should refer to the correct circuit and/or equipment identification numbers. f. On return flights from remote areas, such as a Facilities should obtain and record ticket numbers fishing site, establish a mutually acceptable date/time provided by AISR or the TELCO authority. with the pilot for alerting search and rescue. c. AISR and NADIN telephone numbers. g. When a pilot files to an airport served by a part−time FSS and the ETA is during the period the 1. NADIN/ATLANTA: (KATLYTYX) facility is closed, ask the pilot to close with the 770−210−7675. associated FSS, identified in FAA Order JO 7350.9, 2. NADIN/SALT LAKE CITY: (KSLCYTYX) Location Identifiers, and the Chart Supplement U.S. 801−320−2172. h. Upon request, inform pilots filing IFR flight 3. AISR Helpdesk: 866−466−1336. plans of the appropriate and most effective means of d. Weather Message Switching Center Replace- obtaining IFR departure clearances. ment (WMSCR) telephone numbers. i. When a pilot files a DVFR flight plan, advise the 1. WMSCR/ATLANTA: 770−210−7574. pilot to activate with Flight Service. Also advise the pilot that a discrete beacon code will be assigned 2. WMSCR/SALT LAKE CITY: upon activation. 801−320−2046. NOTE− 1. A discrete beacon code may be assigned when the 5−1−2. FLIGHT PLANS flight plan is filed, as necessary. If the pilot wants to file a DVFR flight plan that departs outside the facility’s flight Filing a VFR flight plan is recommended. Brief plan area, provide the applicable toll−free number for the pilots, as appropriate, on the following: departure FSS. a. Identify the tie−in station for the departure point, 2. Discrete beacon codes are assigned to facilities in and advise the pilot to report departure time directly accordance with FAA Order JO 7110.66, National Beacon to that facility. Code Allocation Plan.

Domestic Flight Data (Legacy) Appendix E−1 JO 7110.10BB 6/17/21

5−1−3. FLIGHT PLAN DATA approved contractions and identifiers must be placed in facility files for record and reference purposes. Handle flight plan data as follows: d. When recording data manually, use the standard a. Record flight plan data on a domestic or ICAO hand−printed characters shown in FIG 6−1−1 to flight plan form or electronic equivalent. Locally prevent misinterpretation. approved procedures may be used to manually record data prior to entry into the operational system. Flight TBL 5−1−1 plan data received from an operations office may be Hand−Printed Characters Chart limited to only those items required for ATC or SAR purposes, provided the operations office obtains complete information on the flight. b. Accept military flight plan proposals, cancellations, and closures from any source, including collect telephone calls. NOTE− Part−time operations offices must provide complete information in the event it is needed for SAR purposes.

5−1−5. METHODS OF RECORDING DATA a. Except as provided in para 3−2−2b, all entries must be made directly into the operational system. b. Locally approved procedures may be used to manually record data during heavy traffic periods or system outages. Aircraft contact information should be logged in the operational system as soon as practical. c. Use control/clearance symbols, abbreviations, location identifiers, and contractions for recording position reports, traffic clearances, and other data. When recording data either electronically or manually, you may use: 1. Plain language to supplement data when it will aid in understanding the recorded information. 2. Locally approved contractions and identifiers for frequently used terms and local fixes not listed in FAA Order JO 7340.2, Contractions, or FAA Order JO 7350.9, Location Identifiers. Use only within your facility, not on data or interphone circuits. All locally

Appendix E−2 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

NOTE− 5−1−7. PART−TIME FSS CLOSURE ACTION A slant line crossing through the numeral zero and an underline of the letter “S” on handwritten portions of Part−time facilities must forward the following flight progress strips are required only when there is information to the designated guard FSS: reason to believe the lack of these markings could lead to a misunderstanding. A slant line through the numeral zero a. Inbound flights − all information. is required on all weather data. e. To correct or update data, draw a horizontal line b. Outbound flights − VFR and IFR flight plan data through it and write the correct information adjacent when proposed departure time and/or ETA is within to it. the period from 1 hour prior to closing until 1 hour after opening. f. Do not erase any item. c. All other pertinent information; for example, 5−1−6. IFR/VFR/DVFR FLIGHT PLAN NOTAMs and pending outages. RECORDING a. Use the operational system to record and file 5−1−8. TELEPHONE REQUESTS FOR ATC flight plans, flight plan modifications, cancellations, CLEARANCES activations, and closures for appropriate distribution and processing. Detailed instructions are contained in When a telephone request for an ATC clearance is the operational system manuals. received, positively verify the departure location by NOTE− airport name or location identifier, and the city name FSS operational systems contain an electronic equivalent and state. of authorized FAA Flight Plan Forms. NOTE− b. When closing an active VFR flight plan, obtain 1. With telephone calls being received from larger departure point and destination, if not already known. geographic areas, verification of the departure location may prevent a critical safety situation involving similar or NOTE− identical airport or city names possibly located in A canceled VFR flight plan is one that is removed from a different states. proposed list and has not been activated. A closed VFR flight plan is one that has been activated and is now 2. City refers to a city, town, village, or publicly removed from an inbound list. recognized place. c. Flight plan information may initially be recorded 3. Refer to FAA Order JO 7110.10, Paragraph 3−3−7, on FAA Form 7233−1 or other paper prior to entry ATC Clearances, Advisories, or Requests, for guidance on into the operational system. relaying ATC clearances.

Domestic Flight Data (Legacy) Appendix E−3 JO 7110.10BB 6/17/21

Section 2. Flight Plan Recording

5−2−1. FLIGHT PLAN RECORDING TBL 5−2−1 Military Record flight plans on FAA Form 7233−1, Flight Abbreviation Military Service Plan, or electronic equivalent. Completion of all A USAF blocks or fields is not required in every case, and all C Coast Guard items filed are not always transmitted. Use authorized E Air Evacuation abbreviations where possible. The instructions below G Air/Army National Guard are for completion of FAA Form 7233−1. For L LOGAIR (USAF contract) electronic versions of flight plan forms, refer to that R Army system’s operating instructions. RCH REACH (USAF Air Mobility Command) NOTE− S Special Air Mission Use FAA Form 7233−4, International Flight Plan, for VM Marine Corps international flights as well as flights in domestic U.S. VV Navy airspace in which automatic assignment of RNAV routes (b) Aircraft carrying the President, Vice is desired. See para 5−2−3, Flight Plans with Area Navigation (RNAV) Routes in Domestic U.S. Airspace. President, and/or their family members will use the identifiers in the following tables. (See TBL 5−2−2 a. Item 1. Type of flight plan. Check the and TBL 5−2−3.) appropriate box. TBL 5−2−2 President and Family b. Item 2. Aircraft Identification. Enter as follows, but do not exceed seven alphanumeric characters: Service President Family Air Force AF1 EXEC1F 1. Civil Aircraft Including Air Carrier. Aircraft Marine VM1 EXEC1F letter/digit registration including the letter “T” prefix Navy VV1 EXEC1F for air taxi aircraft, the letter “L” for MEDEVAC Army RR1 EXEC1F aircraft, or the three−letter aircraft company Coast Guard C1 EXEC1F Guard G1 EXEC1F designator specified in FAA Order JO 7340.2, Commercial EXEC1 EXEC1F Contractions, followed by the trip or the flight number. TBL 5−2−3 Vice President and Family EXAMPLE− N12345 Service Vice President Family TN5552Q Air Force AF2 EXEC2F AAL192 Marine VM2 EXEC2F LN751B Navy VV2 EXEC2F Army RR2 EXEC2F NOTE− Coast Guard C2 EXEC2F The letter “L” must not be entered in Item 2 of the flight Guard G2 EXEC2F plan for air carrier or air taxi MEDEVAC aircraft. Commercial EXEC2 EXEC2F Include the word “MEDEVAC” in the remarks section of the flight plan. 3. Canadian Military Aircraft. The abbreviations must be followed by a number group not to exceed 2. U.S. Military Aircraft. four digits. (See TBL 6−2−3.)

(a) Use the military abbreviation followed by TBL 5−2−4 the last five digits of the aircraft’s number. For certain Canadian Military tactical mission aircraft, enter the assigned three−to− Abbreviation Military Service six letter code word followed by a one−to−four digit CFC Canadian Forces number. (See TBL 5−2−1.) CTG Canadian Coast Guard

Appendix E−4 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

c. Item 3. Aircraft Type. Insert the standard aircraft NOTE− type designator, in accordance with FAA Order JO The /E and /F suffixes will only be used by aircraft 7360.1, Aircraft Type Designators. operating to and from airports within the U.S., unless authorized by the controlling authority. 1. Prefix to Aircraft Type (one−to−two alphanu- REFERENCE− FAA Order JO 7110.65, Para 2−3−8 and TBL 2−3−10, Aircraft Equipment meric characters). For IFR operations, if the aircraft’s Suffixes. weight class is heavy, indicate this with the prefix d. Item 4. True Airspeed (TAS Knots). Enter “H.” If a formation flight is planned, enter the number two−to− four digits for TAS in knots; M followed by and type of aircraft; for example, 2H/B52. three digits for Mach number; or SC for “speed classified.” 2. Suffix to Aircraft Type (one alpha character). Indicate for IFR operations the aircraft’s radar e. Item 5. Departure Point. Enter two−to−twelve transponder, DME, or RNAV (includes LORAN) alphanumeric and slant characters for name or capability by adding the appropriate symbol identifier of the departure airport or point over which preceded by a slant (/). (See TBL 5−2−5.) the flight plan is activated. f. Item 6. Departure Time. Enter departure time in UTC. TBL 5−2−5 Suffix to Aircraft Type g. Item 7. Cruising Altitude. Proposed altitude or flight level using two−to−seven characters; for Navigation Tr a ns p onde r example, 80 or 080, OTP, OTP/125, VFR, ABV/060. Suffix Capability Capability h. Item 8. Route of Flight. Enter identifiers for No Transponder airways or jet routes to clearly indicate the proposed GNSS, with Mode C /W flight path. For direct flight, use names or identifiers No RNAV RNAV, Transponder of navigation aids, Navigation Reference System RVSM /Z No GNSS with Mode C (NRS) waypoints, and geographical points or Transponder coordinates. If more than one airway or jet route is to GNSS /L with Mode C be flown, clearly indicate the transition points. NOTE− 1. On some direct flights beyond the departure center’s No transponder /X airspace, it may be necessary to include a fix in the Transponder /T adjacent center’s airspace or latitude/longitude coordi- No DME with no Mode C Transponder nates, as appropriate, to facilitate computer acceptance. /U with Mode C Local procedures should be applied to these special No transponder /D situations. Transponder 2. NRS waypoints consist of five alphanumeric charac- /B DME with no Mode C ters, which include the ICAO Flight Information Region Transponder /A (FIR) identifier, followed by the letter corresponding to with Mode C the FIR subset (ARTCC area for the contiguous U.S.), the No transponder /M latitude increment in single digit or group form, and the Transponder No /N longitude increment. TACAN with no Mode C RVSM Transponder EXAMPLE− /P with Mode C “KD34U” No transponder /Y i. Item 9. Destination. Enter two−to−twelve Transponder RNAV, /C with no Mode C alphanumeric and/or slant characters for name or No GNSS Transponder identifier of the destination airport or point over /I with Mode C which the flight plan is to be canceled. No transponder /V j. Item 10. Estimated Time En route. Enter in hours Transponder /S GNSS with no Mode C and minutes the total elapsed time between departure Transponder and destination in four−digit format, for example, /G with Mode C 0215.

Domestic Flight Data (Legacy) Appendix E−5 JO 7110.10BB 6/17/21

k. Item 11. Remarks. Information necessary for 2. Local procedures may be developed for use on the ATC, search and rescue operations, and any other reverse side of FAA Form 7233−1. data pertinent to the flight or provided by the pilot. For RM: field only − Use 1−80 characters beginning 5−2−2. OUTBOUNDS DEPARTING FROM with *, #, $, or %. (See TBL 5−2−6.) OUTSIDE FLIGHT PLAN AREA For domestic flight plans, accept flight plans TBL 5−2−6 regardless of departure point within the NAS. * transmit remarks to all centers. Forward VFR flight plan proposals for aircraft # transmit remarks to departure centers only. proposing to depart from outside the facility’s flight plan area to the tie−in facility/sector for the departure $ transmit remarks only to those addresses in the CP field of the flight notification mes- point. Insert the originator of the flight plan into the sage. “Remarks” field. Transmit the proposed flight plan in % for remarks not to be transmitted. the following format: a. Type of flight. l. Item 12. Fuel on Board. Enter in hours and minutes in four−digit format; for example, 0330. b. Aircraft identification. c. Aircraft type. m. Item 13. Alternate Airport/s. Enter the location identifier if specified by the pilot. d. Departure point. n. Item 14. Pilot’s Name, Telephone Number, e. Destination. Aircraft’s Home Base. Self−explanatory. f. Proposed departure time/ETE. NOTE− g. Remarks. Pilot’s name not required if BASEOPS/Aircraft Operators name and contact data is provided. EXAMPLE− FF PAENYFYX o. Item 15. Number Aboard. Self−explanatory. DTG PAFAYFYX VFR N1234 BE9L ENA FAI P1330/0130 $FP PAFAYFYX p. Item 16. Color of Aircraft. Use authorized NOTE− contractions when available. (See TBL 5−2−7.) For civil flight movement messages with remarks, precede the remarks with a dollar symbol ($). TBL 5−2−7 Code and Color 5−2−3. FLIGHT PLANS WITH AREA NAVIGA- Code Color Code Color TION (RNAV) ROUTES IN DOMESTIC U.S. AIRSPACE A Amber B Blue BE Beige BK Black Use FAA Form 7233−4, International Flight Plan, BR Brown G Green and use the following guidelines for pilots filing GD Gold GY Gray flight plans in domestic U.S. airspace if automatic assignment of any of the following RNAV routes are M Maroon O Orange desired: OD Olive Drab P Purple PK Pink R Red a. RNAV standard instrument departure (SID); S Silver T Tan b. RNAV standard terminal arrival route (STAR); TQ Turquoise V Violet and/or W White Y Yellow c. RNAV point−to−point (PTP). NOTE− ICAO Flight Plan procedures are located in 1. For ICAO flight plans, see Appendix A. Appendix A.

Appendix E−6 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

Section 3. IFR Flight Plan Handling

5−3−1. IFR FLIGHT PLANS involving a change of altitude stratum, do not require separate messages. Delay information must be filed IFR flight plans should consist of items 1 through 17 within the route of flight. If a change of altitude of FAA Form 7233−1 or electronic equivalent. Items stratum is indicated, transmit separate messages as in 1 through 11 must be transmitted to the ARTCC as subparas 5−3−2 a or b. part of the IFR flight plan proposal. Items 12 through 17 must be retained by the FSS or in the operational d. When a composite, stopover, or terminal area system and be available upon request. delay flight plan is revised: NOTE− 1. Before departure, transmit the information to 1. Part−time FSSs must forward items 1 through 17 in the original addressees plus any new addressees. accordance with Paragraph 5−1−7, Part−time FSS Closure Action. 2. After departure, transmit the information to all new addresses that are affected by the change. 2. Procedures for automatic assignment of RNAV routes are contained in Paragraph 5−2−3, Flight Plans with e. When a flight is to depart after 0500 hours local Area Navigation (RNAV) Routes in Domestic U.S. time on the day following the filing of the flight plan, Airspace. do not transmit the flight plan to the ARTCC until after 0000 hours local time. 5−3−2. NOTIFYING ARTCC NOTE− In the event of a time zone difference between the station Transmit flight plans and flight plan amendments to and the associated ARTCC, use the ARTCC’s local time the ARTCC for the departure point. Facilities should in determining transmission time. use FAA Order JO 7350.9, Location Identifiers, or f. Address all IFR flight plan messages to the the appropriate aeronautical charts to determine the ARTCC serving the point of departure and all ARTCC to which each transmission must be made. concerned oceanic and non−conterminous air traffic Transmit flight plans (if necessary) and flight plan service (ATS) units, except FAA ATCTs. amendments via interphone to the flight data position (error referral position) or departure sector when the NOTE− aircraft’s proposed departure time is 46 minutes or The ARTCC within whose control area IFR flight is less from transmittal time. Advise the ARTCC’s proposed to begin will forward the proposed tower en route flight plan data to the appropriate departure departure sector or flight data position (error referral terminal facility. position), via interphone, when a message is received indicating ineligibility or a response is not received g. For flights inbound to the conterminous U.S. via data terminal within 10 minutes. Transmit flight from Alaska or Hawaii, address only the first plans as follows: conterminous U.S. ARTCC; for example, for a proposed flight from Sitka to Houston, address a. When multiple (two or more) flight plans are PAZAZQZX, CZVRZQZX, and KZSEZQZX. received from the same aircraft, or for flight plans REFERENCE− which propose alternating VFR and IFR, stopover, or FAA Order JO 7110.65, Para 2−2−2, Forwarding Information. terminal area delay, the station receiving the flight plans transmits separate flight plans to the 5−3−3. IFR FLIGHT PLAN CONTROL MES- appropriate ARTCCs for each IFR portion or SAGES segment. Transmit all proposed IFR flight plan messages to the b. Transmit flight plans specifying special use ARTCC within whose control area IFR flight is airspace delays (MOAs, warning areas, restricted proposed to begin. areas, ATCAA) as in subpara 5−3−2 a except when a. Communications Functions. Flight plan data letters of agreement specify otherwise. messages must be addressed to the computer only. All c. Aerial refueling delays, or any other en route other types of messages for ARTCC attention must be delays not covered in subparas 5−3−2 a or b and not addressed to the Flight Data position only.

Domestic Flight Data (Legacy) Appendix E−7 JO 7110.10BB 6/17/21

Acknowledgements for all numbered messages will these messages are dependent on flight data be received from the computer or the Flight Data personnel action. The prime consideration of these position indicating receipt by the ARTCC, but not types of messages must be the readability of the necessarily computer acceptance. (See TBL 5−3−1.) transmitted data. f. All domestic flight data processing computers TBL 5−3−1 have the capability to return acknowledgments to the ARTCC ID & Computer Flight Data source and, depending on local adaption, return error ARTCC ID Computer Flight Data messages and accept amendments. Notify the Albuquerque ZAB KZABZQZX KZABZRZX appropriate ARTCC Data Systems Specialist or Atlanta ZTL KZTLZQZX KZTLZRZX Primary A position when it is suspected that a flight Anchorage ZAN PAZAZQZX PAZAZRZX plan has been erroneously rejected by the computer. Boston ZBW KZBWZQZX KZBWZRZX g. IFR flight plans specifying stopovers or terminal Chicago ZAU KZAUZQZX KZAUZRZX Cleveland ZOB KZOBZQZX KZOBZRZX area delays require separate messages sent to the Denver ZDV KZDVZQZX KZDVZRZX appropriate ARTCCs for each segment. Unless Fort Worth ZFW KZFWZQZX KZFWZRZX otherwise covered by a letter of agreement, treat Honolulu ZHN PHZHZQZX PHZHZRZX flight plans proposing SUA delays in the same Houston ZHU KZHUZQZX KZHUZRZX manner. Separate messages are also required for any Indianapolis ZID KZIDZQZX KZIDZRZX other en route delays if a change of altitude stratum Jacksonville ZJX KZJXZQZX KZJXZRZX is proposed at the delay point. See subparagraph Kansas City ZKC KZKCZQZX KZKCZRZX 6−3−4n8(b)(2) for delays not involving a change of Los Angeles ZLA KZLAZQZX KZLAZRZX altitude stratum. Memphis ZME KZMEZQZX KZMEZRZX Miami ZMA KZMAZQZX KZMAZRZX h. Some fields contain the necessary functions to Minneapolis ZMP KZMPZQZX KZMPZRZX operate the computer data terminal adapters and are New York ZNY KZNYZQZX KZNYZRZX designated by alpha characters (HIO..RAW− Oakland ZOA KZ0AZQZX KZOAZRZX ER.V23.EUG/D0+30..16S). Do not separate these Salt Lake ZLC KZLCZQZX KZLCZRZX fields with spaces. San Juan ZLU TJZSZQZX TJZSZRZX Seattle ZSE KZSEZQZX KZSEZRZX Washington ZDC KZDCZQZX KZDCZRZX 5−3−4. IFR FLIGHT PLAN CONTROL MES- SAGE FORMAT b. Adhere to a fixed order of data. Do not exceed For En Route Automation System Flight Data the stated maximum number of characters or Processing (EAS FDP) acceptance, the complete elements allowed for each field in messages message contents, the order of data, the number of addressed to an ARTCC computer. Flight plans filed characters allowed within any data field or element, containing more than the stated character maximums and any associated operational procedures or should be sent using the ARTCC flight data address. restrictions are as follows (as used here, “field” refers c. For manual entry into Service B, one space to EAS FDP field): character must be entered at the end of each data field. NOTE− The first data field of a message need not be preceded Detailed operating instructions for processing IFR Flight by a space. The last data field of a message need not Plans are contained in the operational system instruc- be followed by a space. tions. d. Each field of data is composed of one or more a. Start of Message Code (Field A). (New Line elements. Discrete elements of information within a Key) field are separated by delimiters, generally slashes (/) b. Preamble Line (Field B). Consists of originator, or periods (ABC..DEF). priority, and addressee(s). e. Messages addressed using a ARTCC flight data c. Originator Line (Field C). Consists of a six−digit address (see TBL 5−3−1) are not processed by the date−time group and the eight−character originator ARTCC computer. Response and/or interpretation of identifier.

Appendix E−8 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

d. End of Line Function (Field E). Same as subpara 2. Type of Aircraft. Insert the standard aircraft 6−3−4a. type designator, in accordance with FAA Order JO 7360.1, Aircraft Type Designators. e. Source Identification (Field 00). Nine or ten characters required followed by a space character in 3. Equipment Suffix. This element consists of a the following order: slash (/) followed by one letter which is one of the approved designators identifying transponder and/or 1. The three−character address of the originating navigation gear. facility. i. Airspeed (Field 05). Consists of two−to−four 2. Four characters (digits) to indicate the time (in characters followed by a space character. This field UTC) the flight plan was composed by the originator. must indicate the filed true airspeed in knots or Mach number. 3. Three characters (digits) representing the EXAMPLE− number of the message; for example, 021. It is 350 recommended that numbering systems be restarted M075 with 001 at the beginning of each day (0000Z). j. Departure Point or Coordination Fix (Field 06). NOTE− Consists of two−to−twelve characters followed by a There are no spaces between characters in subparas space character. This field contains the departure 6−3−4e1, 2, and 3. point or fix at which an aircraft will pick up IFR. It must be a fix, not an airway. For proposed departures, f. Message Type (Field 01). The letters “FP” it must match the first element in the route of flight; followed by a space character. and for IFR pickups, it must match either the first g. Aircraft Identification (Field 02). Consists of element in the route of flight or the third element if the two−to−seven alphanumeric characters followed by ./. or VFR is used as the second element. a space character. The first character of the k. Proposed Departure Time (Field 07). Consists of identification must be a letter. five or seven characters followed by a space character. This field contains the letter “P” followed 1. Phrases such as FLYNET, Snow Time, etc., by a four or six digit time group in UTC. which do not identify specific aircraft but are supplemental data defining a special mission or l. Requested Altitude (Field 09). Consists of function, must be contained in remarks (Field 11). two−to−seven characters followed by a space character. Altitudes or flight levels, as appropriate, 2. For foreign aircraft flight identifications with must be expressed in hundreds of feet, but without a numeral as the first character, insert a Q as the first leading zeros. The letters “OTP” must be entered in character and explain in the remarks section by listing this field to indicate a requested altitude of VFR the actual flight identification. conditions−on−top. If a VFR conditions−on−top NOTE− altitude is provided, it must be entered as “OTP/XXX Use caution not to modify existing remarks. where “XXX” is a VFR altitude. Blocked altitudes are indicated by entering the lower altitude of the h. Aircraft Data (Field 03). Consists of two−to− requested block, the letter “B,” and the higher altitude nine characters followed by a space character. of the block; for example, 80B100, 240B270, with no Aircraft data within the field may vary from spaces. one−to−three elements consisting of: m. End of Line (New Line Key) (Field E). The first 1. Number of aircraft (when more than one) occurrence of Field E must always follow Field 09 of and/or the heavy aircraft indicator. For heavy aircraft the message. Any time a subsequent end of line the indicator is “H/.” This element contains a becomes necessary, if used within Field 10, it must be maximum of two characters followed by a slash. preceded by the appropriate element separator (not a space). If used within Field 11, Field E may be EXAMPLE− entered at any point within the remarks sequence. 2/F15 3H/B52 n. Route of Flight (Field 10). The route of flight 10/F18 consists of departure point or pickup point (PUP), the

Domestic Flight Data (Legacy) Appendix E−9 JO 7110.10BB 6/17/21

route of flight, and normally a destination followed components as required to assure the transmission of by a space character. three characters for each.

1. Field 10 is a fixed sequence field and must (c) Latitude/Longitude. Consists of nine−to− begin with a fix; for example, fix, airway, fix, airway, twelve characters entered as follows: The latitude etc. The last element may be a fix or one of the route must appear as the first component as four numbers elements VFR, DVFR, or XXX (incomplete route (trailing zeros required) followed by an optional letter indicator). An element is separated from another “N” or “S.” If the optional letter is omitted, north is element by a period character. understood. Latitude must be separated from longitude with a slash (/) element separator. 2. When consecutive fix elements or route Longitude must appear as the second component as elements are filed, the fixed sequence format is four or five digits (trailing zeros required, leading maintained by inserting two period characters zero optional) followed by an optional letter “W” or between the filed Field 10 elements; for example, “E.” If the optional letter is omitted, west is fix..fix or airway..airway. understood. (d) Navigation Reference System (NRS) 3. When a pilot files an airway..airway Waypoints. NRS waypoints consist of five alphanu- combination, obtain the point of transition and insert meric characters, which include the ICAO FIR it in the transmitted flight plan; for example, identifier, followed by the letter corresponding to the SGF.J105..J24.STL.J24. The foregoing does not FIR subset (ARTCC area for the contiguous U.S.), apply if the first encountered fix happens to be the the latitude increment in single digit or group form, next filed junction point within the route. and the longitude increment. NOTE− EXAMPLE− Airway..airway combinations in the route of flight require “KD34U” a defined junction (either five−character alphanumeric, location identification, or pre−defined fix−radial−dis- 7. Route Descriptions. A route must be filed in tance). one of the following ways: (a) Airway. The official airway designator 4. The slash character (/) is used to file a must be filed. latitude/longitude fix or in describing an ETE. (b) Coded Routes. Coded routes are a 5. The maximum number of filed field elements shorthand method of describing a route segment or for computer−addressed flight plans is 40. Double segments which may have an altitude profile period insertions do not count against the 40−element described, an adapted airspeed within the route, limitation. Transmit flight plans filed exceeding the re−entry or loop routes as an option, or a time delay route element limitation to the ARTCC, not its at a fix within the route as an option. Some of the computer. principal uses of coded routes are as follows: 6. Fix Descriptions. A fix must be filed in one of (1) Instrument Departures (DP). DP, if used, the following ways: must be filed by the computer code designator as the second element of Field 10 and be followed by the (a) Fix Name. Domestic, Canadian, and transition or exit fix. International identifiers of two−to−five alphanumer- (2) Standard Terminal Arrivals (STARs). ic characters. STAR, if used, must be filed by the computer code (b) Fix Radial Distance (FRD). Consists of designator as the next to last element of Field 10 and eight−to−eleven alphanumeric characters in the immediately follow the entry or transition fix. following sequence: Two−to−five characters identi- (3) Published Radials. Published radials fying a NAVAID, three characters of azimuth (for example, within a preferred route) are considered expressed in degrees magnetic, and three characters airways. Do not file unpublished radials. of distance expressed in nautical miles from the EXAMPLE− NAVAID. Zeros preceding a significant character .JFK053..DPK017 must be entered before the azimuth and distance .RBV020

Appendix E−10 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

(4) Military Routes. Certain military routes (6) Stereo Routes. A stereo route must (for example, MTR and air refueling tracks/anchors), specify a pre−stored stereo tag. An “FP” message are considered coded routes. The route designator may be entered with a stereo tag as the only Field 10 must be preceded and followed by the entry and exit entry, which causes the Field 10 data stored for the fixes in terms of fix/radial/distance (FRD), and stereo tag to be substituted for the stereo tag and re−entry information may be suffixed to certain processed as the filed Field 10. Additionally, the filed military coded routes as follows: departure point (Field 06) must agree with the stored departure point. [a] The entry and exit fix must be associated with a fix on the route, and the entry fix (7) Incomplete Route Indicator (XXX). must be prior to the exit fix on the route. When XXX, the incomplete route indicator appears in Field 10, the element preceding the XXX element EXAMPLE− must be a fix. TNP355025..IR252 PKE107012 (8) VFR or DVFR element. When VFR or DVFR is the second element of Field 10, the filed fix [b] Routes having re−entries for a single following VFR or DVFR must be internal to the strategic training range (STR) site must contain the ARTCC’s area to whom the flight plan was initially entry of alternate entry fix in terms of FRD, the route submitted. When VFR or DVFR is other than the designator followed immediately by a plus sign (+), second element in Field 10, the element preceding the either the letter “R” (1st STR site) or “S” (2nd STR VFR or DVFR must be a filed fix. site), and a digit indicating the number of re−entries. 8. Fix Suffix. EXAMPLE− (FRD) IR240+R2 (FRD) (a) En Route Delay Suffix consists of an (FRD) IR240+S3 (FRD) element separator (/), followed by the letter D, followed by the hours and minutes separated by a plus [c] Routes having re−entries for two STR sign (+). Must be appended to a fix. sites must contain the entry/alternate fix in terms of FRD, the route designator followed immediately by EXAMPLE− a plus sign (+), the letter “R,” and a digit indicating .STL/D1+30 the number of re−entries on the first STR site, .PKE107012/D2+05 immediately followed by second plus sign (+), the (b) Use of this suffix is limited to the letter “S,” and a digit indicating the number of following cases: re−entries on the second STR site. (1) Aerial Refueling Tracks and Anchors. EXAMPLE− The suffix is appended to the entry fix. (FRD) IR240+R2+S3 (FRD) EXAMPLE− [d] STR routes must be entered and exited .ICT248055/D0+30.AR330 at the respective primary fix. Alternate STR routes (2) En route delays not involving a change must be entered/exited at the alternate entry/exit fix. of altitude stratum and not involving a stopover, The routes must be identified by an individual name. terminal area delay, or SUA delay unless specifically covered by a letter of agreement with the receiving EXAMPLE− (FRD) IR240+R2 (FRD) (Primary) ARTCC. (FRD) IR240A+R2 (FRD) (Alternate) (c) ETE Suffix. Consists of an element (5) North American Routes (NAR). NAR separator (/) and four digits appended to the routes are numerically coded over existing airways destination. Leading zeros are required, and the time and route systems from and to specific coastal fixes en route is expressed in hours and minutes. serving the North Atlantic. EXAMPLE− .STL/0105 EXAMPLE− .NA9 9. A period is not required after the last element .NA50 of Field 10. If remarks (Field 11) are present, a space

Domestic Flight Data (Legacy) Appendix E−11 JO 7110.10BB 6/17/21

is required after the last element of Field 10. If authorized radiotelephony call sign must be included remarks are not present, no space is required and in the remarks field for at least 60 days following the Field F (End of Message) should be the next entry. effective date. In cases where there is no three−letter identifier assignment or a three−letter identifier is o. Remarks (Field 11). Consists of the appropriate used in a medical emergency, the assigned remarks code character and the remarks. Spaces are radiotelephony must be included in the remarks field. permitted within the remarks field to separate words or contractions. Remarks must be transmitted in Field NOTE− 11 whenever a pilot files the information on the flight 1. A radiotelephony may be assigned by the FAA without plan. A remark is required whenever there is a assigning a three−letter identifier. Special radiotelephony modification to the flight plan by the specialist. assignments are usually temporary and for commemorative flights, large number of aircraft in an organized race, 1. If it is necessary to make modifications to the aircraft operating during an emergency or disaster filed route of flight for the purpose of achieving condition, or aircraft requiring special handling for test computer acceptance of the input due, for example, to purposes. correct a fix or an airway identification, “FRC,” 2. The pilot is responsible for knowing when it is meaning “Full Route Clearance Necessary,” or appropriate to file the radiotelephony in remarks under “FRC/(fix),” will be added to the remarks. “FRC” or the 60 day rule or for special radiotelephony assignments. “FRC/(fix)” must always be the first item of The pilot may also request that the radiotelephony be filed intra−center remarks. When “FRC” or “FRC/(fix)” in remarks due to special needs of the flight. appears on a flight progress strip, the controller p. End of Message Function (Field F). Consists of issuing the ATC clearance to the aircraft must issue enter function. a full route clearance to the specified fix, or if no fix is specified, for the entire route. “FRC” or 5−3−5. ADDITIONAL MESSAGES “FRC/(fix)” must always be first in Remarks (Field 11). The following messages are eligible for input to ARTCC computers via Service B, in addition to the

NOTE− flight plan (“FP”) message: INPUT OPERATORS ARE LIMITED TO MAKING ONLY THOSE CHANGES REQUIRED FOR COMPUTER a. Remove Strip (RS). The purpose of the RS ACCEPTANCE. Modifications, such as those to conform message input is to advise the computer that data on with traffic flows and preferred/recommended routings, a particular flight is no longer valid and in effect must only be made by the pilot or his/her operations office cancels the flight plan and removes it from computer or the controller responsible for initiating the clearance storage. to the aircraft. 2. In the case of applicable military flights 1. Eligibility. RS messages may be entered only requesting that the flight plan is not passed to air for flight plans which: defense radar (NOPAR), NOPAR must be the first (a) Are proposed flights. item in Remarks (Field 11). (b) Have been previously entered by the same 3. Remarks for military flight plans filing an IR source entering the RS message. route must contain the IR route designator, entry time (c) The flight plan is inactive; for example, a prefaced by the letter “E,” exit time prefaced by the departure strip must not yet have been printed. letter “X,” and MARSA when applicable. Remarks Otherwise, the following rejection message is for flight plans filing a terminal area delay must returned: “REJECT−−NOT YOUR CONTROL.” contain the airport identifier at which the delay will occur, followed by the letter “D,” followed by the 2. Format. Fields 01 (Message type) and 02 duration of the delay in hours plus minutes, followed (Aircraft Identification) are required. by the destination airport. These should be the first EXAMPLE− item in Remarks (Field 11). RS SWA138 4. When a pilot files an FAA−assigned b. Amendment (AM) Message. The purpose of the three−letter company designator, if the designator AM message is to change data previously stored in and/or radiotelephony is new or changed, the the ARTCC computer.

Appendix E−12 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

1. Eligibility. Same as for the RS message (3) The amended route data (Field 10) may (above). completely replace the previously filed Field 10 or may be merged with the filed Field 10. 2. Format. AM messages sent to the ARTCC computer must follow a specific format. First, the (4) If the last element of the amended route field to be amended must be identified, then the data is followed by a destination indicator, this last amended information given. The ARTCC computer element becomes the new destination fix. recognizes the following fields by either number or name: (See TBL 5−3−2.) (5) When amended route data is merged with filed data, it replaces all data between the TBL 5−3−2 departure point and the first non−amended element Field Number and Name remaining in the field. The last element of the amended data must match the first element of the Field Field Field Number remaining non−amended data, otherwise the follow- Name ing rejection message is returned: “REJECT−−(last Aircraft Identification 02 AID element) CANNOT MERGE.” Aircraft Type 03 TYP Speed 05 SPD (d) Amendment to Field 10 Only. Except as Departure/Coordination Pt. 06 FIX permitted above, a Field 10 amendment must be the Proposed Time 07 TIM only field amended; no other field may be amended Altitude 09 RAL with the same message. Otherwise, the following is Route of Flight 10 RTE returned: “REJECT—INVALID AMENDMENT.” Remarks 11 RMK EXAMPLE−

3. Restrictions. Field Field Mes- Aircraft New to be New Field to be (a) If Field 02 is to be amended, no other field sage Identifica- Field Re- Data Re- Type tion Data may be amended in the same message. If Field 02 and vised vised other fields are to be amended, send an RS message AM TWA179 07 P0800 08 350 and re−enter the entire corrected flight plan. If an AM UAL466 07 0300 AM AAL4355 10 ORD.J60 attempt is made to amend Field 02 within a multiple .DEN amendment message or to amend Field 02 to M, the following rejection message is returned: “RE- c. Correction Message (CM). When the ARTCC JECT—INVALID AMENDMENT.” computer detects an error in a flight plan, an error NOTE− message is generated to the sender when the sender Alternate procedure is to send two amendments − the first is within the departure ARTCC’s adapted boundaries. amends field 2; the second amends the other field or fields. NOTE− (b) Field 07 Amendments. An attempt to These procedures may not apply to all operational amend Field 07 to anything other than a P−time is not systems. allowed. If such an amendment is attempted, the 1. Eligibility. CM messages may be entered only following error message is returned: “COFIE for the period for which the departure ARTCC’s INVALID TIME PREFIX.” program is adapted, normally 5 minutes. After that (c) Amendment to Fields 06, 07, and 10: time, the flight plan in error drops out to the ARTCC Where Fields 06, 07, and 10 are amended with a Primary A position for re−entry. The sender has single AM message, the following rules apply: primary responsibility for corrective action. (1) The amended Field 06 replaces the NOTE− previously stored coordination fix (Field 06). Error messages are generated only on messages from sending stations within the adaptation parameters of the (2) The amended Field 07, with appropriate departure ARTCC and for only that portion of the route letter prefix, replaces the previously stored coordina- within that ARTCC’s adapted boundaries. Other flight tion time (Field 07). plans in error are referred to a Primary A position.

Domestic Flight Data (Legacy) Appendix E−13 JO 7110.10BB 6/17/21

2. Format. Responses to error messages must be 5−3−6. COORDINATE RNAV ROUTES transmitted in the form of a CM message within the a. When accepting flight plans containing time parameters adapted for your ARTCC. coordinate RNAV routes, ensure that the route of EXAMPLE− flight after the departure fix is defined by ARTCC−Generated Error Message: latitude/longitude coordinates and a fix identifier. Sending MSG MSG Field in Data in Reason Facility Type NR Error Error b. The arrival fix must be identified by both the DCA Error 123 08 9A FORMAT latitude/longitude coordinates and the fix identifier. CM Format: Field 00 MSG Type Correct Data EXAMPLE− DCA 1820123 CM 090 3. When a CM message in response to an error (1) (2) (3) (4) (4) (5) message results in any change to a pilot−filed Field MIA SRQ 3407/10615 3407/11546 TNP LAX 06 (Departure Point) or Field 10 (Route of Flight) once the flight plan has been accepted, an AM 1. Departure airport. message must be sent to add a field 11 intra−ARTCC 2. Departure fix. remark. In remarks, insert “FRC PILOT FILED (original data).” 3. Intermediate fixes defined by latitude/longi- 4. Should a “NOT YOUR CONTROL” response tude coordinates. be received, do not retransmit the flight plan or the 4. Arrival fix for the destination airport in terms AM. Confirm ARTCC receipt of the flight plan or of both the latitude/longitude coordinates and the fix AM (FRC/REMARKS) via interphone with the identifier. Primary A position. (See TBL 5−3−3.) 5. Destination airport. TBL 5−3−3 Computer Flight Data Input COMPUTER FLIGHT DATA INPUT CHART Field Element Example Requirements A Start of New Line Required for Message Key SOM (SOM code) recognition. B Preamble FF Provides Line KZFWZQZ priority, and X addressee. C Originator DTG Required for KMLCYFY ending the X message header. D End of Line (New Line EOL. Key) E End of (Enter End of Message. Message Function)

Appendix E−14 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

Section 4. Flight Plan Handling

5−4−1. FLIGHT PLAN ACTIVATION Identifiers. Telephone or interphone, when available, may be used for flights of 30 minutes or less. The a. If a departure report has not been received within flight notification message must contain the a predetermined time, but not less than 1 hour of the following information: proposed departure time, and specific arrangements have not been made to activate the flight plan, cancel 1. Type of flight plan (VFR or IFR). and store in the history file. 2. Aircraft identification. b. The FSS history file is used for statistical and 3. Aircraft type. historical purposes. Movement messages, pilot 4. Departure point. briefings, and aircraft contacts are stored in the history files automatically and retained for 15 days. 5. Destination. c. When a pilot reports an actual departure time of 6. ETA (If more than 24 hours, may use DTG). more than 2 hours prior to the current clock time, 7. Remarks, preceded by a $ sign (as request an updated ETE based on the aircraft’s appropriate). present position. Amend the ETE in the existing EXAMPLE− flight plan and activate the flight plan using the FF KBOIYFYX current time as the time of departure and inform the DTG KCDCYFYX pilot of the new ETA. VFR N2346F AC11/U PVU BOI 1348 $ASMD DEP NOTE− 5−4−2. DEPARTURE REPORT MESSAGE The operational system will automatically format the required items and transmit the flight notification When a pilot activates a flight plan with other than the message when activated. facility holding the flight plan, transmit a numbered b. When the proposed flight plan is received from message to the departure tie−in facility. another FSS, base operations (BASOPS), or direct EXAMPLE− user access terminal (DUAT) vendor and the FF KRCAYXYX departure facility has only partial flight plan data, add DTG KHONYFYX a remark indicating the Service B address of the HON001 RCA facility holding the complete flight plan. Operational N98765 D1645 RCA ALW systems will automatically add this to the “Remarks” section of the flight plan. 5−4−3. ACKNOWLEDGING NUMBERED EXAMPLE− MESSAGES FF KBOIYFYX Acknowledge a numbered message as soon as DTG KCDCYFYX practical after receipt. Prefix the acknowledgement VFR N12345 C182/U PVU BOI 1958 $FPKIADXCLX with the letter “R” followed by a space and then the c. If the pilot elects to close the flight plan with a 3−digit message number. facility other than the designated tie−in facility, send the flight notification message with remarks to both EXAMPLE− FF KMMVYFYX tie−in facilities; for example, FIRIV FAI. The DTG KRNOYFYX designated tie−in facility must assume both R 001 destination and search and rescue responsibility. EXAMPLE− 5−4−4. FLIGHT NOTIFICATION MESSAGE FF PAENYFYX PAFAYFYX DTG KJNUYFYX a. When a departure report is received or the pilot VFR N2346F AC11 JNU FAI 1303 requests an assumed departure, transmit a flight $FIRIV ENA notification message to the destination tie−in facility NOTE− as specified in FAA Order JO 7350.9, Location The operational system will auto address to the tie−in

Domestic Flight Data (Legacy) Appendix E−15 JO 7110.10BB 6/17/21

facility. Because the pilot elected to FIRIV with ENA (a 3. Separate stopover legs by inserting a slant (/) facility other than the tie−in facility), the message must at the end of each leg except the last. Begin each leg also be manually addressed to ENA. on a new line. d. The facility with which the pilot elects to close EXAMPLE− the flight plan must forward a numbered closure FF KANDYFYX KGNVYFYX KMIAYFYX message to the designated tie−in facility. DTG KDCAYFYX IFR VV12345 P3 ADW CHS 1300/ e. On civil flight plans, if the pilot advises of NIP 01+30 A5 BALL DP10 AP5 S/ stopover points, show these in remarks. MIA 02+30 NO DE−ICING EQUIPMENT EXAMPLE− 4. For composite flights, specify type flight plan FF KBOIYFYX as the first item of each leg. DTG KCDCYFYX 5. When en route delays are involved, include VFR N12345 C182/U PVU BOI 1958 $LNDG delay time in ETE. TWF h. Apply military flight plan procedures to all civil f. On military flight plans, in remarks use coded aircraft landing at military bases. data pertinent to services, passengers, or cargo. In the absence of remarks, enter the letter “N” (meaning NOTE− It is the civil pilot’s responsibility to obtain permission none) in the remarks field. (from military authorities) to land at a military base. REFERENCE− i. Apply civil flight plan procedure to civil aircraft DOD Flight Information Publication, General Planning Document. departing military bases and en route to civil airports. 1. Flight notification messages with remarks generate an alert at designated workstations. 5−4−5. SUSPENDING FLIGHT NOTIFICA- TION MESSAGES 2. When landing at a civil airport, if there are no remarks with the flight notification message, it is a. Suspend the flight notification message or placed on the Inbound List with no alerts for proposal message until acknowledgment is received notification purposes. from the addressee, then store in the history file. b. If an acknowledgment is not received within the 3. When landing at a military airport, all flight following time period, use the telephone or notification messages generate an alert. interphone to assure delivery. EXAMPLE− 1. Thirty minutes after departure if ETE is FF KRCAYXYX between 30 minutes and 2 hours. DTG KRIUYFYX IFR DECAL01 T18/R SMF RCA 0135 2. One hour before ETA if ETE is 2 hours or $AP3NP3S more. 3. Thirty minutes after departure if remaining FF KBOIYFYX overnight (RON)/VIP information is contained in DTG KCDCYFYX VFR R54321 2/UH1/U SLC BOI 1943 $N remarks of a military flight notification. c. When an acknowledgment for a message is g. Address military stopover flight notification required and has not been received in accordance with messages to and obtain acknowledgements from the the procedure described above, retransmit the destination tie−in facility serving all destinations. complete message to the addressee. 1. For the first leg, transmit the items in subparas d. Messages awaiting acknowledgment are 5−4−4a and 5−4−4f. suspended on the Suspense List. It contains a list of 2. For each subsequent leg, transmit the all numbered Service B messages and those messages destination, ETE, and remarks applicable to that leg transmitted from the flight plan mask not acknowl- only, prior to (/). Remarks pertaining to the entire edged by all the addressees. flight are entered in the “Remarks” section of the 1. The message identification is the aircraft original flight plan and are transmitted to all identification for flight notifications and/or the addressees. message number for all other message types.

Appendix E−16 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

2. Acknowledgments received via NADIN will 2. Upon request, deliver flight plan amendments be automatically processed if they are in the proper to the ARTCC. format. 3. File the flight notification message in the 3. Improperly formatted acknowledgments will operational system history files or with the daily be directed to a list for manual processing and will traffic. generate an alert at designated workstations for 4. Forward the actual departure time to the editing. destination tie−in facility for the next destination. 4. The Suspense List will display the aircraft b. Military VFR flights. identification and message numbers in chronological order of transmission times and the addressees for 1. Notify BASOPS, if applicable, of the inbound each message with an indication of those that have flight. not acknowledged. 2. Suspense the message, await closure/cancellation/departure and assume destination station 5. If a transmission has not been acknowledged responsibility. by all addressees within 30 minutes, an alert will be generated by the operational system. 3. Forward the departure time to the destination tie−in facility and assume departure station responsi- 6. Upon receipt of a Suspense alert, retransmit bility. the message to addressees who have not acknowledged the message. 4. All flight notification messages are suspended on the Inbound List. An entry on the list will remain 7. When an acknowledgment message is there until the flight plan is closed. Thirty minutes received from any other source, such as interphone/ after the ETA, if the flight plan has not been closed, telephone or facility guarding for the addressee, the it is considered overdue and will generate an alert at specialist must manually acknowledge the message. designated workstations. c. If no information is received (for example, 5−4−6. ACKNOWLEDGING FLIGHT NOTIFI- departure time, revised ETA) indicating that the flight CATION MESSAGES is still active prior to the void time, close the flight Acknowledge a flight notification message or plan and note this on the flight notification message proposal as soon as practical after receipt. Prefix the and file. acknowledgment with the letter “R” followed by a space and then the full aircraft identification. 5−4−8. MAJOR FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT EXAMPLE− FF KRCAYXYX a. Change of Destination. DTG KRIUYFYX R DECAL01 1. When a civil aircraft on a VFR flight plan or a military aircraft on any flight plan changes NOTE− destination, obtain, as a minimum, the following The operational system will automatically acknowledge information if not already known: flight notification messages which are received in or have been edited into the correct format. (a) Type of flight plan. (b) Aircraft identification. 5−4−7. ACTION BY ADDRESSEES (c) Aircraft type. In addition to acknowledging receipt of flight (d) Departure point. notification, addressees must take the following actions: (e) Old destination. a. Military IFR flights. (f) Present position. (g) Altitude and route. 1. Notify BASOPS, if applicable, of the inbound flight. (h) New destination.

Domestic Flight Data (Legacy) Appendix E−17 JO 7110.10BB 6/17/21

(i) Estimated time en route. The destination tie−in facility must acknowledge and, thereafter, use the new ETA as the standard for 2. Transmit a revised flight notification message any necessary follow−up action; for example, QALQ to the departure, original, and new destination tie−in message. facilities containing the type of flight, aircraft identification, aircraft type, departure point, new EXAMPLE− destination, new ETA, and in Remarks, aircraft FF KENAYFYX position and time, the words “ORIG DESTN” DTG KSEAYFYX followed by the identifier of the original destination. SEA001 ENA N34567 E2140 EXAMPLE− REFERENCE− VFR Change of Destination: FAA Order 7210.3, Para. 14−1−3.c. Flight Plan Area FF KBOIYFYX KSEAYFYX DTG KCDCYFYX 5−4−10. FLIGHT PLAN CLOSURE VFR N98789 C182/U PVU GEG 2230 $0VR SLC 1900 ORIG DESTN BOI Do not transmit arrival reports except under unusual circumstances or in the following cases: IFR Change of Destination: FF KRCAYXYX KTIKYXYX KRIUYFYX a. Transmit arrival or other information involving DTG KCDCYFYX FAA or Canadian MOT aircraft by a numbered IFR DECAL01 T43/R SMF TIK 0230 $AP3NP3S OVR message to any facility requested by the pilot. SLC 2330 ORIG DESTN RCA EXAMPLE− b. Change from IFR to VFR. When a civil aircraft FF KDCAYFYX changes from an IFR to a VFR flight plan, obtain all DTG KHHRYFYX flight plan information and send a flight notification HHR002 DCA message to the destination tie−in facility. Include the N2 A0839 (Remarks, as appropriate) type of flight plan, aircraft identification and type, b. For U.S. military aircraft, transmit arrival departure point, destination, ETA, and pertinent reports to the departure station only when: remarks. 1. Requested by BASOPS. EXAMPLE− 2. Special military flights arrive. FF KABQYFYX DTG KOAKYFYX c. When a pilot closes a flight plan with a station VFR N87690 C182/U SFO ELP 2100 $CNLD that has not received a flight notification message, IFR OVER BFL obtain as a minimum, the departure point, the flight NOTE− planned destination point, and the station with which Obtaining the name of the original flight plan source may the flight plan was filed. provide additional information if the aircraft becomes overdue. 1. If the station receiving the closure is the tie−in station for the planned destination, transmit a c. Military Change from IFR to VFR or VFR to numbered arrival message to the departure station IFR. When a military aircraft changes from IFR to with the remark “FPNO” and the departure point and VFR, or VFR to IFR, or requests that other destination identifiers. The departure station must significant information be forwarded, transmit this relay the arrival information to the station holding the information to the destination station. flight plan notification message in the active file. EXAMPLE− EXAMPLE− FF KTIKYXYX FF KDCAYFYX DTG KDENYFYX DTG KMIVYFYX DECAL01 CHGD TO VFR RON MIV001 DCA N8567 A1745 FPNO PHF NMK 5−4−9. CHANGE IN ETA 2. If the station receiving the closure message is When an aircraft wants to change its ETE, obtain a not the destination tie−in station, transmit a new ETA, and forward the information to the numbered closure message to the destination tie−in destination tie−in facility as a numbered message. station, including the aircraft identification, the

Appendix E−18 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB closure time, the departure point, and destination. a. To U.S. If “REQ ARR” is in remarks, suspend Remarks are optional. the flight plan until arrival information is received EXAMPLE− from BASOPS and forward to the departure location. FF KHUFYFYX DTG KDAYYFYX b. From U.S. If requested by BASOPS, include DAY003 “REQ ARR” in remarks section of ICAO flight plan. N11ND C1217 LOU IND LNDD CMH Terminate suspense action only after receipt of an 5−4−11. MILITARY FLIGHTS TO/FROM U.S. arrival message and delivery to BASOPS.

Domestic Flight Data (Legacy) Appendix E−19 JO 7110.10BB 6/17/21

Section 5. Military Operations

5−5−1. SPECIAL MILITARY FLIGHTS expected. This does not change the requirement to use the letter “Z” as a suffix to the aircraft identification. a. Advise the ARTCC of flight notification messages, progress reports, changes en route, and 5−5−4. MESSAGE HANDLING related messages concerning Presidential or Vice Presidential flights. Accept and forward messages from any military authority that concern aircraft movement, national b. Alaska. In addition to the above, give advance defense, safety of flight, or emergencies. This notice to all RCCs along the route of flight. includes, but is not limited, to the following: Telephone SARCC (907) 752−0227 or (907) 752−0128. Initiate communications search proce- a. Flight Advisory Messages. dures if arrival is not received within 15 minutes after 1. The FSS originating the advisory or receiving ETA, and immediately notify Alaskan NORAD it from the originating BASOPS must determine the Region Control Center (ANRCC). FSS nearest the aircraft’s estimated position for VFR flights, or the appropriate ARTCC for IFR flights. 5−5−2. MILITARY FOREIGN FLIGHTS Transmit a numbered message only to the facility identified. Include in the text “FLT ADVY,” aircraft Generally, all military foreign flights are required to identification and type, and route of flight, in that clear through specified military bases. Pilots order. The last item must be the identifier of the normally will not file flight plans directly with an originating BASOPS or FSS. Plain language may be FSS unless BASOPS is not available. BASOPS with used. no Service B access will forward an ICAO−type flight plan message via their tie−in FSS for relay EXAMPLE− through the Aeronautical Fixed Telecommunications FF KZIDZRZX DTG KCOUYFYX Network (AFTN). BASOPS should specify all COU005 ZID addressees, both ATC and operational, in accordance FLT ADVY A12345 T38 GVW J80 DAY with ICAO standards and military regulations. DAY WX BLO LNDG MIN. SUG PROCD CVG. ADZ INTENTIONS DLVR 1625 5−5−3. USAF/USN UNDERGRADUATE PI- GVW BASOPS LOTS 2. Inform the originator if unable to deliver the flight advisory within 15 minutes. Store the message Aircraft piloted by solo USAF/USN undergraduate in the history files. student pilots (who may occasionally request revised clearances), are normally restricted to flight in VFR b. Electronic Counter Measure (ECM) Alerts. conditions. The aircraft identification in the flight Transmit a numbered message via Service B to tie−in plan must include the letter “Z” as a suffix. Do not use stations serving the addressees. If acknowledgements this suffix in ground−to−air communication. are not received within 1 hour, deliver via telephone. NOTE− c. REACH and SAM Flight Messages. Forward to USAF/USN solo students who have passed an the airlift command post specified by the pilot if instrument certification check may penetrate cloud message contains request “Pass to Air Mobility layers in climb or descent only. Requests for revised Command & Airlift Command Post (AMC ACP),” clearances to avoid clouds in level flight can still be specified by the pilot.

Appendix E−20 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

Section 6. IFR/DVFR ADIZ Flight Plans

5−6−1. AIRCRAFT MOVEMENT INFORMA- 5. Time of departure. TION SERVICES (AMIS) WITHIN AN ADIZ−IFR (a) When the flight plan information is provided before the aircraft’s departure, enter as a In addition to the normal handling of aircraft proposal. Depart the flight plan immediately upon operating in accordance with IFR, ADIZ penetration receipt of the actual departure time. information or position reports on IFR operations outside of controlled airspace must be forwarded (b) If arrangements cannot be made to obtain immediately to the appropriate ARTCC. the actual departure time, forward the ETD. 6. Point of departure. 5−6−2. AMIS WITHIN AN ADIZ−DVFR 7. ETA. For security control of air traffic, specific information 8. Destination. contained in flight plans filed by a pilot operating or proposing to operate in accordance with DVFR 9. Remarks. within an ADIZ must be forwarded to NORAD. (a) DVFR discrete transponder code. NOTE− Other offices, military and civil, as well as pilots, may file (b) True airspeed. DVFR flight plans for civil aircraft with a FSS for forwarding to NORAD. (c) Estimated point of penetration of the ADIZ (latitude/longitude or fix−radial−distance), except in Alaska. 5−6−3. FORWARDING DVFR INFORMATION (d) Estimated time of penetration of the ADIZ, a. Forward DVFR flight plan information to except in Alaska. NORAD via the Service B NORAD address or by telephone. (e) If no arrival report (NORIV) will be filed with an appropriate aeronautical facility, include the NOTE− 1. The following NORAD addresses are group addresses contraction “NORIV” as a non−transmitted remark. that include all appropriate NORAD sectors and law Do not pass “NORIV” to NORAD. enforcement: EXAMPLE− KZAMZQZX – the contiguous 48 states and San Juan. 1210 135 3442/09345 1446 PHIRAOCZ – Hawaii PAEDYYYX – Alaska NOTE− On a proposed flight plan, a single “X” may replace the 2. NORAD will not send an acknowledgement and must DVFR discrete transponder code, true airspeed, be manually acknowledged from the suspense list by the estimated point of penetration of the ADIZ, or the specialist. (NORAD Headquarters assumes responsibility estimated time of penetration of the ADIZ. for receipt.) EXAMPLE− b. DVFR flight plans must be entered into the Missing true airspeed: operational system for processing in accordance with 1210 X 3442/09345 1446 system instructions and include the following information: Missing estimated point of ADIZ penetration and time: 1210 135 XX 1. Aircraft call sign. c. Forward DVFR flight plan information for 2. Number and type of aircraft. aircraft operating into Canada using the same procedures in paragraph 5−6−3b, except add 3. Altitude (within ADIZ). “DVFR” in remarks and transmit the information to 4. True airspeed. the appropriate Canadian transborder tie−in facility.

Domestic Flight Data (Legacy) Appendix E−21 JO 7110.10BB 6/17/21

5−6−4. STOPOVER DVFR FLIGHT PLANS information in paragraph 5−6−3 is furnished for each segment of flight. Remind the pilot that 14 CFR Part Accept stopover DVFR flight plans filed on those 99 requires departure times to be made good and that aircraft planning one or more landings (within an a written record should be retained of these times at ADIZ) en route to the destination, provided the each departure point.

Appendix E−22 Domestic Flight Data (Legacy) 6/17/21 JO 7110.10BB

Section 7. Non−Emergency Parachute Jumping

5−7−1. COORDINATION begins. If the controller has pertinent traffic, advise the jump aircraft to contact the control facility on the All pertinent information received from pilots prior appropriate frequency for traffic information. to and during parachute jumping activity must be forwarded to other affected ATC facilities. b. If the aircraft is unable to contact the control facility direct, obtain traffic information and relay it 5−7−2. PRE−JUMP RADIO COMMUNICA- to the aircraft. TIONS EXAMPLE− a. When a pre−jump radio call required by 14 CFR “Cessna Four Zero Yankee, A−T−C advises traffic, Section 105.13 is received, contact the ARTCC Cessna Four Twenty−One passing SPUTS intersection sector or terminal facility in whose airspace the jump eastbound on Victor One Fifty−Seven at seven thousand.”

Domestic Flight Data (Legacy) Appendix E−23

6/17/21 JO 7110.10BB

Appendix F. International Operations (Legacy)

Section 1. Messages and Formats

6−1−1. GENERAL Navigation Services, lists various ATS movement messages. Location indicators are contained in ICAO a. Title 19 of the U.S. Code of Federal Regulations Document 7910, and Designators for Aircraft Operating (CFR), Part 122 contains Advance Passenger Agencies, Aeronautical Authorities and Services are Information System (APIS) regulations, which contained in ICAO DOC 8585. FAA policies concerning require APIS manifests to be submitted to U.S. acceptance of messages for international transmission Customs and Border Protection (CBP) for all private are contained in 14 CFR Part 189. aircraft arriving from or departing for a foreign port c. Address the message to the proper FSS gateway or place. APIS regulations also require that electronic facility/sector for handling. FSSs that transmit only notices of arrival and departure as well as electronic occasional international messages or are unable to manifests relative to travelers (passengers and crew) determine the correct addressing for all air traffic be submitted to CBP within specific timeframes. For units concerned may refer or transfer the pilot to the detailed information on the APIS regulations, see proper gateway facility/sector. The FSS gateway Advance Information on Private Aircraft Arriving facility/sector and their areas of responsibilities are as and Departing the United States, 73 Fed. Reg. 68,295 follows: (Nov. 18, 2008) (19 CFR 122.22). This publication, 1. Miami FSS Sector (MIA): Africa, Bermuda, along with other resources, is available at Canada, Caribbean, Central America, Europe, North http://www.cbp.gov. In addition, 14 CFR and the Atlantic, and South America. International Civil Aviation Organization (ICAO) 2. Kenai FSS (ENA): Alaska. require flight plans for all civil aircraft operation between the United States and foreign locations. 3. Honolulu (HNL)/Oakland (OAK) Sectors: International flight plan information and ADIZ Pacific. penetration requirements are listed in other publica- 4. Seattle Sector (SEA): Pacific Northwest to tions; for example, the Aeronautical Information Alaska. Manual (AIM), the Aeronautical Information d. To ensure that the FSS gateway facility/sector Publication (AIP), 14 CFR Part 91, and 14 CFR Part understands your request, include T (transmit) 99. instructions in the first line of text. b. This chapter provides guidance to FSS facilities EXAMPLE− when transmitting international flight movement FF KOAKYFYX messages. It incorporates relevant information from DTG PAJNYFYX ICAO and 14 CFR documents. All personnel OAK T ALL INTL ADDRESSEES required to handle international messages must be (Text) familiar with ICAO documents containing instruc- e. Use of FAA Form 7233−4 is mandatory for all tions for preparing and transmitting communications IFR flights that will depart U.S. controlled airspace through the Aeronautical Fixed Telecommunications and enter international airspace. The filer is Network (AFTN) circuits. These documents should responsible for providing the information required in be retained at facilities. FSS personnel must not act items 3 through 19. as agents for any aircraft operating or dispatching company. 6−1−2. AIR TRAFFIC SERVICE (ATS) MES- SAGES NOTE− International telecommunications instructions are found ATS messages, as used in this section, is a generic in International Standards and Recommended Practices, term meaning and including: flight information, ICAO Annex 10 – Aeronautical Telecommunications, alerting, air traffic advisory, and air traffic control Volume II. PANS ATM DOC 4444, Procedures for Air (ATC) services.

International Operations (Legacy) Appendix F−1 JO 7110.10BB 6/17/21

6−1−3. CATEGORIES OF MESSAGES * Normally exchanged between ATC units via voice circuits. The following ATS messages, with their normal priority indicators, are authorized for transmission by d. Technical Messages. Four categories of these any means; for example, AFTN, NADIN, inter- messages are specified for use on computer−to−com- phone, computer−to−computer, or via the puter circuits only. They will not be sent on AFTN or aeronautical mobile service, as applicable. NADIN circuits. a. Emergency Messages. 6−1−4. SERVICE MESSAGES 1. Distress messages and distress traffic, a. NADIN immediately generates a service including alerting (ALR) messages relating to message to an originator when incorrect code or distress (DETRESFA) phase−SS. routing indicators are detected. 2. Urgency messages, including alerting mes- EXAMPLE− sages relating to an alert (ALERFA) phase or to an FF KZKCZQZX uncertainty (INCERFA) phase−SS. 031840 KSLCYTYX SVC. ZKC121 QTA RPT 3. Other messages concerning known or FF KZKCZQZX suspected emergencies which do not fall under 031840 KSLCYTYX subparas 6−1−3a1 and a2 and radio communications SVC. ZKC122 QTA MSR failure (RCF) messages−FF or higher as required. b. Assign the appropriate priority indicator to b. Movement and Control Messages. international service messages. When service 1. Flight plan (FPL)−FF. messages refer to messages previously transmitted, assign the same priority prefix. Identify a service 2. Amendment and coordination messages. message by inserting “SVC” as the first item of the (a) Departure (DEP)−FF. text. EXAMPLE− (b) Delay (DLA)−GG. FF TJSJYFYX (c) Arrival (ARR)−GG. DTG KSEAYFYX SVC. RUMES 231015 (d) Boundary estimate (EST)−FF.* (Text) (e) Modification (CHG)−FF.* 6−1−5. TRANSMISSION VIA NADIN (f) Coordination (CDN)−FF.* International messages are generally introduced on (g) Acceptance (ACP)−FF.* NADIN for relay to AFTN circuits. 3. Cancellation (CNL)−GG.* a. Operational Systems use the ICAO Flight Plan or Service−B message formats as described in the 4. Clearances, flow control (SPL, CHG, Operational System operating procedures. CDN)−FF or DD.* b. Handle international messages on NADIN for 5. Transfer of control (TCX)−FF.* relay to AFTN as follows: 6. Requests (RQS)−FF.* 1. Start of message. New Line Key. 7. Position reports (AIREP)−FF.* 2. Preamble (priority, space, addressee(s). c. Flight Information Messages. (a) Priority. Two−character precedence field. 1. Traffic information−FF.* (b) Addressee(s). Not to exceed 69 characters 2. Meteorological information (MET)−FF or or seven addressees, each addressee separated by a GG. space. (c) End of Line (EOL) new line key. 3. Operation of aeronautical facilities and essential airport information (NOTAM)−GG. (d) End of Text (EOT) (enter function).

Appendix F−2 International Operations (Legacy) 6/17/21 JO 7110.10BB

6−1−6. TRANSMISSION OF ATS MESSAGES ZOZX Oceanic Air Traffic Control Center. ZPZX Air Traffic Service Reporting Office. a. Air traffic service messages are interchanged in ZQZX Computer Facility at ACC/ARTCC. the international air traffic control system in the ZRZX ACC/ARTCC. (Center in charge of a FIR/UIR when following modes: the message is relevant to a VFR flight (AMIS)). ZTZX Aerodrome Control Tower. ZZZX Aircraft in flight. 1. The preferred step−by−step mode wherein each ACC/ARTCC sends forward the full current (c) A one−letter designator will appear (updated) flight plan information as the flight following an air carrier designator to indicate the progresses. department or division of the organization addressed. 2. The simultaneous mode wherein information 2. Filing time. A six−digit date/time group extracted from the filed flight plan (FPL) is sent indicating the time the message is filed with the FSS simultaneously to all ATS units along the route of for transmission. flight. In this mode, only amendments to the FPL, c. Originator Indicator. Consists of an eight−letter plus necessary control information, are forwarded sequence similar to an address indicator, identifying from center to center as the flight progresses. the place of origin and the organization originating the message. b. Prepare and transmit ATS messages as described below. Address these messages as follows: d. Supplementary Address and Origin Informa- tion. When the four−letter designators YXYX, 1. Include an eight−character addressee indicator ZZZX, or YYYX are used, identify the aircraft for each addressee. When the number of addressees operator or organization at the beginning of the text required is more than the operational system preceding the start−of−ATS data symbol ( (− −), in the parameters allow, two or more transmissions of the same order as in the addressee(s) and/or originator message must be made. The eight−letter combination indicator(s). Where there is more than one such addressee indicators are composed as follows: insertion, the last should be followed by the word (a) The four−letter ICAO location indicator; “stop.” Where there are one or more insertions in for example, MPTO. Use only those listed in ICAO respect to addressee indicators plus an insertion in DOC 7910 (Location Indicators). Some ICAO respect to the originator indicator, the word “from” is eight−character addressees for Mexico and Canada to appear before that relating to the originator. are listed in FAA Order JO 7350.9, Location e. When addressing flight plan messages or related Identifiers. amendments and flight plan cancellation messages to (b) A four−letter designator for the facility centers, use one of the four−letter designators as type/office, or if no designator has been assigned, follows: affix YXYX for military, ZZZX for aircraft in flight, 1. If message is relevant to IFR and: or YYYX for all other cases; for example, (a) The ARTCC is computer−equipped (U.S. MTPPYYYX. (See Note.) ARTCCs), use ZQZX. REFERENCE− ICAO DOC 8585, Designators for Aircraft Operating Agencies, (b) The center is not computer−equipped, use Aeronautical Authorities and Services. ZRZX. NOTE− (c) Relevant to oceanic operations, use ZOZX. The most frequently used and authorized designators are: NOTE− YAYX Government Civil Aviation Authority Some centers may request specific addressing different (FAA Regional Office or Headquarters) YCYX Rescue from above. ZTZX and ZPZX are used internationally, but Coordination Center (RCC). are not used in internal U.S. application. YDYX Authority Supervising the Aerodrome. YFYX Aeronautical Fixed Station FSS/IATSC). 2. If message is VFR (AMIS), use ZRZX. YMYX Meteorological Office (NWS). 3. If SVC or administrative, use ZRZX. YNYX International NOTAM Office (NOF) YTYX Telecommunications Authority. 6−1−7. ORIGINATING MESSAGES YWYX Military Flight Operational Control Center (ACP) YXYX Military Organization (BASOPS). a. Messages for ATS purposes may be originated YYYX Organization not allocated a two−letter designator. with ATS units by aircraft in flight, or, through local

International Operations (Legacy) Appendix F−3 JO 7110.10BB 6/17/21

arrangements, a pilot, the operator, or their must be addressed to the adjacent ACC to provide lateral designated representative. separation. For all other aircraft, a 120 nautical mile proximity limit must apply. b. Accept air filed flight plans or changes in c. Transmit all IFR FPLs to ARTCCs not less than destination information from aircraft inbound from 1 hour prior to the proposed departure time. Do not foreign locations and, if requested by the pilot, enter hold FPLs until after departure time and transmit as Customs notification service. a combined FPL and departure message (DEP). c. Do not accept round−robin flight plans to Separate FPL and DEP messages must be international locations, other than Canada. transmitted. NOTE− NOTE− 1. Only accept VFR round−robin flight plans to Canada ICAO flight plans do not require an acknowledgment to if the filer of the flight plan is in possession of a valid the transmitting facility. numbered letter of authorization and adheres to the d. Address aircraft movement messages only to provisions contained therein. those ATS units responsible for the provision of 2. Individual requests for the temporary authorization relevant service, except when requested by the letter should be directed to the appropriate service area operator concerned, these messages, when transmit- office. ted via the AFTN, may also be routed, as specified by 3. The temporary authorization letter mandates the pilot, the operator or a representative to: or responsible party, to provide the FSS with a name, 1. One addressee at the point of intended landing telephone number, and authorization number for or point of departure. inclusion in the remarks section of the flight plan. 2. Not more than two operational control units 4. FSS must log a double (2) count for the round−robin concerned. flight plan. e. The ARTCC serving the departure airport must d. Do not accept assumed departure flight plans transmit the DEP message on IFR aircraft to all when the destination is in a foreign country other than known recipients of the FPL message. Flights Canada. between conterminous U.S. and Canada (excluding e. Aircraft movement, control, and flight informa- Gander Oceanic), Alaska, Hawaii and Puerto Rico do tion messages for purposes other than ATS, such as not require DEP messages. Discontinuance of DEP operational control, must be originated by the pilot, messages affecting the route of flight can only be the operator, or their designated representative. accomplished by ICAO Regional Air Navigation Agreement.

6−1−8. ADDRESSING MESSAGES 6−1−9. FLIGHT PLAN FORMS AND INSTRUC- a. Addressing the flight plan is determined by the TIONS point of departure, the destination, and the FIR a. All IFR flights that depart U.S. domestic boundaries to be penetrated during the course of the airspace and enter international airspace must use flight. FAA Form 7233−4, International Flight Plan (see Appendix A), the ICAO Model Flight Plan Form in b. Address IFR FPL messages to the ARTCC ICAO DOC 4444, or an electronic equivalent. The serving the airport of departure and to all ATS units flight plan filer is responsible for providing the (including oceanic) providing air traffic control information required in items 3 through 19. service or concerned with flight along part or the whole of the route to be flown except FAA ATCTs 1. The procedure described in paragraph a. above and other conterminous U.S. ARTCCs. also applies to IFR flight plans originating within or transiting Pacific Flight Information Regions (FIR) NOTE− and flying to or from FIRs beyond the Pacific Region Within the North Atlantic (NAT) Region, FPLs on turbo jet aircraft transiting the control areas of Gander Oceanic, including the North American (NAM) Region. New York Oceanic, Reykjavik, Santa Maria Oceanic, NOTE− Shanwick Oceanic, and Sondrestrom (south of 70 degrees) The NAM Region encompasses the conterminous U.S., within 90 nautical miles of the control area boundary, Alaska, and Canada to the North Pole.

Appendix F−4 International Operations (Legacy) 6/17/21 JO 7110.10BB

2. VFR flights within the conterminous U.S., entry into the next control area or FIR to the airport Canada, Mexico, Honolulu, Alaska, and San Juan of intended landing. domestic control areas may use FAA Form 7233−1, g. Acceptance (ACP) Message. Transmitted when Flight Plan, or an electronic equivalent. the data contained in a CPL message are found to be b. When paper forms are used, record on the form acceptable to the receiving ACC. the time the flight plan was filed. This time will h. Flight Plan Cancellation (CNL) Message. constitute evidence of the pilot’s intention to comply Transmitted when a current (CPL) or filed flight plan with Customs, Immigration, and Public Health (FPL) message was transmitted and the flight is requirements and will be made available upon request canceled. from these authorities 6−1−11. FLIGHT PLAN CHANGES AND 6−1−10. ICAO ATS MESSAGE FORMAT CANCELLATIONS a. Assume departure station duties when a flight The following are examples of ICAO message types plan change is received from an aircraft en route to a most likely to appear on AFTN/NADIN circuits. The foreign location. number above the data corresponds to the field type REFERENCE− numbers on the flight plan form (FAA Form 7233−4) FAA Order JO 7110.10, Para 5−4−8, Major Flight Plan Changes from En and on the chart of Standard ATS Messages and Their Route Aircraft. Composition, Appendix A. FAA Order JO 7110.10, Para 5−4−9, Change in ETA. b. An FSS receiving a VFR flight plan cancellation a. Departure Message (DEP). ARTCCs are the report from aircraft en route to a foreign location must designated ATS unit responsible for originating and transmit a cancellation message to the appropriate transmitting DEP messages on all IFR aircraft foreign tie−in facility. departing airports within their center boundaries. IFR REFERENCE− flight plans must be transmitted to ARTCCs at least FAA Order JO 7110.10, Para 6−4−10, Flight Plan Closure. 1 hour before departure. This allows ARTCCs to determine recipients of DEP message when domestic 6−1−12. AIR MOBILE SERVICE (AMS) portions are transmitted to ARTCCs in an automated format. Do not hold FPLs and combine with DEP into a. Air Mobile Service (AMS) is an international a single message. air/ground communications network. It provides service to en route aircraft primarily in support of b. Delay Message (DLA). Transmitted when ATC and company operations, and collects meteoro- departure of an aircraft, for which an FPL message logical data for dissemination. Although in the U.S. has been transmitted, is postponed or delayed more this service is provided via contract (ARINC), FAA than 30 minutes after the estimated time of departure flight service facilities may be required to relay contained in the FPL. information on a case−by−case basis. c. Alerting Message (ALR). Relating to an overdue b. The AMS network is composed of individual situation on an aircraft. units geographically limited to areas where effective coordination and cooperation between ground d. Supplementary Flight Plan (SPL). Information stations are possible. must be sent to ATS units that transmit Request Supplementary Flight Plan (RQS) messages. c. For any individual route segment, the AMS communication requirements will normally be met e. Arrival Message (ARR). Sent only on Canadian by two or more network stations serving the flights on MOT, U.S. DOT, or FAA aircraft or upon request. that route segment. In general, these primary stations f. Current Flight Plan (CPL) Message. Originated serve the ACC serving the FIRs and the points of by and transmitted in a step−by−step mode between takeoff and landing. In some cases, additional successive ACCs and between the last ACC to the suitably located stations are required to complete the control at the airport of intended landing. CPLs communications coverage. contain only information relevant to that portion of d. Each of these stations may be required at some the route of flight which extends from the point of stage of the flight to exchange communications with

International Operations (Legacy) Appendix F−5 JO 7110.10BB 6/17/21

the aircraft, and when not so engaged, to intercept, as 1. Be responsible for designating primary and required, communications exchanged between the secondary frequencies for communications with aircraft and any one of the other stations. aircraft. 2. Receive all position reports and handle other e. Stations providing regular network service to messages from and to the aircraft essential to the safe aircraft operation along route segments in an ACC’s conduct of the flight. FIR are termed regular stations. Other network stations will only be required to assist communica- 3. Be responsible for the action required in case tions for that FIR in the event of communications of failure of communication. failure. j. Transfer of primary guard from one primary station to the next will normally take place at the time f. When communications permit, aircraft should of traversing FIR or control area boundaries. When transmit their messages to the primary station of the communications conditions so demand, a station network from which they can most readily be may be required to retain primary guard beyond delivered to their ultimate destination. In particular, geographical boundaries or release its guard before aircraft reports required by ATC should be the aircraft reaches a boundary. transmitted to the network station serving the ATC center in whose area the aircraft is flying. Conversely, 6−1−13. AIREPs (POSITION REPORTS) messages to aircraft in flight should be transmitted direct to the aircraft by the network station serving the a. AIREPs are messages from an aircraft to a location of the originator. ground station. AIREPs are normally comprised of the aircraft’s position, time, flight level, ETA over its next reporting point, destination ETA, fuel remain- g. Messages passed from aircraft to a network ing, and meteorological information. When station should be intercepted and acknowledged by recording an AIREP on data terminals or written other stations which serve locations where the copy, the following procedures must be used: information is also required. Such intercepts provide instantaneous delivery of information and eliminates 1. Each line must begin at the left margin. the transmission of messages over the AFTN. 2. A new line must be used for each transmission. Networks may not be used for transmission of aircraft reports except under the intercept principle. 3. If communications allow, each report must Acknowledgments of intercept must be made contain the following items in the order shown: immediately after the acknowledgment of receipt by (a) Message type aerodrome reference point the station to which the message was passed. In the (ARP). absence of acknowledgment of intercept within 1 minute, the station accepting the message from the (b) Call sign of the calling station (aircraft). aircraft must forward the message via the AFTN to (c) Text of the message. the ultimate destination. (d) Call sign of the station called or receiving station followed by the appropriate abbreviation to h. In areas or on routes where radio operations, indicate received, readback, or no reply heard. lengths of flights, or distance between stations require additional measures to ensure continuity of (e) Call sign of station(s) acknowledging communications throughout the route segment, the intercept followed by appropriate abbreviation to stations must share the responsibility of primary indicate received. guard whereby each station will provide the primary (f) Designation of frequency used. guard for that portion of the flight during which the messages from the aircraft can be handled most EXAMPLE− effectively by that station. *2866QM 8903VO 13300YH 2932QI *5631TY 11384XM 2998QL 6532UA 13294YF i. During its tenure of primary guard, each station 5628TO 10048WH 17904ZC will: *For Alaskan domestic use only.

Appendix F−6 International Operations (Legacy) 6/17/21 JO 7110.10BB

(g) Time in UTC of the communication. (e) Item 5, Next position and time over. Record the next reporting point and the estimated 4. Missing parts of the message text must be time over such reporting point, or record the indicated by the letter “M.” estimated position that will be reached 1 hour later, EXAMPLE− according to the position reporting procedures in ARP CPC583 KBRO 2100 F330 MMTM 2128 effect. Use the data conventions specified in subpara ETA XMMMX 2248 FUEL 0324 6−1−13b1(b), Item 2, Position, for position. Record KNEW RB MMMX R TO2103 time in minutes past the hour (two numerics) or in hours and minutes UTC (four numerics) when b. AIREPs may be filed from any aircraft inflight necessary. within World Meteorological Organization (WMO) areas of responsibility in conformity with ICAO EXAMPLE− requirements for position, operational, or meteoro- PSNRP portion of AIREP prepared by De Ridder and logical reporting in AIREP format. AIREP addressed to Canadian Pacific Airlines (CPC) in Toronto and Mexico City: information must be disseminated to ATC, company, FF CYYZCPCX MMMXXMZT and meteorological offices as required. AIREPs 122105 KDRIYFYX consist of three sections comprised of 12 items. ARP CPC583 KBRO 2100 F370 MMTM28 AIREPs may be filed in one, two, or three sections as KNEW RB follows: MMMM R TO2103] 1. Section 1, Routine report. A position report (PSNRP) comprising the Message Type Designator− 2. Section 2. When reported by the pilot: ARP and the following items: (a) Item 6, Estimated Time of Arrival (ETA). Record ETA by the four−letter location indicator of (a) Item 1, Aircraft identification. the airport of first intended landing, or if no location (b) Item 2, Position. Record position in indicator exists, the name of the airport followed by latitude (degrees as two numerics, or degrees and the estimated time of arrival at this aerodrome in minutes as four numerics, followed without a space hours and minutes UTC (four numerics). by N or S) and longitude (degrees as three numerics, (b) Item 7, Endurance. Record fuel in hours or degrees and minutes as five numerics, followed and minutes (four numerics). without a space by E or W) or as a significant point 3. Section 3. A full AIREP comprising a PSNRP, identified by a coded designator (two−to−five company information, and en route meteorological characters) or as a significant point followed by a information. magnetic bearing (three numerics) and a distance in nautical miles (three numerics) from the point, such (a) Item 8, Air temperature. Record PS (plus) as 4620N07805W, 4620N078W, 46N078W, LN, or MS (minus), no space, followed by the MAY, or DUB180040. Precede significant point by temperature in degrees centigrade corrected for ABM (abeam), if applicable. instrument error and airspeed, such as MS05. (c) Item 3, Time. Record time in hours and (b) Item 9, Spot wind or mean wind and minutes UTC (four numerics). The time recorded position. Spot wind is used whenever practical and must be the actual time of the aircraft at the position normally refers to the position given in subpara and not the time of origination or transmission of the 7−1−13b1(b), Item 2, Position. When a spot wind is report. given for any other location, record its position. Whenever it is not practical to record spot wind, (d) Item 4, Flight level or altitude. Record record the mean wind between two fixes, followed by flight level as “F” followed by three numerics when the word ”mean,” and the position of the midpoint on standard pressure altimeter setting, such as F370. between the two fixes. Record wind direction in Record altitude in meters followed by M, or in feet degrees true (three numerics) and wind speed in knots followed by FT, when on QNH. Record ASC (level) (two or three numerics), separated by an oblique when climbing, or DES (level) when descending to stroke, such as 345/55. Record the direction of a new level after passing the significant point. variable winds of a given strength as VRB, such as

International Operations (Legacy) Appendix F−7 JO 7110.10BB 6/17/21

VRB/10. Record light and variable winds or calm as (3) Turbulence and Icing. Moderate turbu- LV. If wind position is required, record latitude and lence (TURB MOD) if in subsonic flight, or moderate longitude to the nearest whole degree, using the data aircraft icing (ICE MOD) observed prior to the last 10 convention specified in Item 2, such as 22N180W. minutes. EXAMPLE− (4) D−Value. Reading or radio altimeter AIREP comprised of PSNRP and aircraft operator minus reading of pressure altimeter set to 1013.2 mb information: and corrected for calibration and position error; FF CYYZCPCX MMMXXMZT record differences as PS (plus) or MS (minus), no 122105 KDRIYFYX space, followed by the number of meters or feet. ARP CPC583 KBRO 2100 F370 MMTM28 MMMX 2248 FUEL 0324 EXAMPLE− KNEW RB Full AIREP: MMMX R FF CYYZCPCX MMMXXMZT KMIAYMYX 162215 TO2103 TJSJYFYX ARP CPC583 2709N05415W 2212 F330 (c) Item 10, Turbulence (TURB). Record 23N056W 59 0035 FUEL 0324 M534 310/60 severe turbulence as TURB SEV and moderate MEAN 2543N05532W TURB MOD ICE MOD SCT CB turbulence as TURB MOD. If turbulence is TOP F280 experienced in cloud, add INC (in cloud). If in TJSJ RB TO2214 subsonic flight, report severe turbulence as soon as NOTE− possible after occurrence. This requires AIREP Transmit to the WMO office serving the FIR where the SPECIAL. Record and report moderate turbulence report is made. only if encountered within last 10 minutes prior to (5) Operationally Significant Weather reaching position in subpara 6−1−13b1(b), Item 2, Radar Echoes (echo or echo line). True bearing of Position. If in transonic or supersonic flight, report center of echo or line and distance from aircraft in severe or moderate turbulence as soon as possible nautical miles; if appropriate, indicate weather after occurrence. This requires AIREP SPECIAL. intensifying or weakening and whether no gaps, some (d) Item 11, Icing. Record severe icing as ICE gaps, or frequent gaps are observed. SEV, moderate icing as ICE MOD. Report severe (6) Significant differences between condi- icing as soon as possible after occurrence. This tions encountered and those forecast for the flight, requires AIREP SPECIAL. Record and report such as forecast thunderstorms not observed or moderate icing only if encountered within last 10 freezing rain not forecast. minutes prior to reaching position in subpara 7−1−13b1(b), Item 2, Position. (7) If the position of the phenomenon reported is not the same as the position given under (e) Item 12, Supplementary Information. subpara 6−1−13b1(b), Item 2, Position, report it after Record data which in the opinion of the pilot−in− the phenomenon. command are of aeronautical interest. (1) Present Weather. Rain (RA), Snow (SN), 6−1−14. AIREP SPECIALS (ARS) Freezing rain (FZRA), Funnel cloud (FC), Water- a. Turbulence. TURB SEV encountered while in spout or tornado (+FC), Thunderstorm (TS) on or subsonic flight is reported as soon as possible after near flight path, Front (FRONT). occurrence and requires AIREP SPECIAL. TURB (2) Clouds. If heights of cloud bases and/or MOD is reported only if encountered within 10 tops can be accurately ascertained, amount of clouds minutes prior to reaching reporting position. If in scattered (SCT) if clear intervals predominate, transonic or supersonic flight, TURB MOD and SEV broken (BKN) if cloud masses predominate, or is reported as soon as possible and requires AIREP continuous (CNS) type of clouds only if cumulonim- SPECIAL. bus (CB), and an indication of the bases (BASE) b. Icing. ICE SEV is reported as soon as possible and/or the tops (TOP) together with the respective after occurrence and requires AIREP SPECIAL. ICE height indication F (number) or (number) or MOD is reported only if encountered within last 10 (number) M/ or (number) FT. minutes prior to reaching reporting position.

Appendix F−8 International Operations (Legacy) 6/17/21 JO 7110.10BB

EXAMPLE− 6−1−15. ARTCC RELAY OF VFR MESSAGES FF KMIAYMYX ARTCC operators must relay all international VFR 211538 TJSJYFYX flight movement messages to the adjacent FSS unless ARS PAA101 5045N02015W 1536 F310 ASC F350 51N030W 21 FUEL 0900 ICE SEV that facility is also an addressee. NOTE− If an overseas unit erroneously routes a VFR movement message to an ARTCC, the automatic NADIN switch will not divert it to an FSS.

International Operations (Legacy) Appendix F−9 JO 7110.10BB 6/17/21

Section 2. Customs Notification and ADIZ Requirements

6−2−1. FLIGHT PLAN/CUSTOMS REQUIRE- ADIZ unless that person has filed a flight plan with MENTS an appropriate aeronautical facility. a. U.S. Customs and Border Protection (CBP) b. Unless otherwise authorized by ATC, no person requirements for Advance Passenger Information may operate an aircraft into, within, or across an System (APIS) authorizations are contained in 19 ADIZ unless that aircraft is equipped with a coded CFR 122 and apply to both inbound and outbound radar beacon transponder and automatic pressure aircraft. Do not include ADCUS in flight plan altitude reporting equipment having altitude report- remarks; pilots are required to coordinate directly ing capability that automatically replies to with CBP. interrogations by transmitting pressure altitude information in 100−foot increments. b. Flight plan and customs requirements for other countries are usually contained in that country’s NOTE− This paragraph does not apply to the operation of an Aeronautical Information Publication (AIP). aircraft which was not originally certificated with an engine−driven electrical system and which has not 6−2−2. CUSTOMS REQUIREMENTS FOR subsequently been certified with such a system installed; INBOUND AND OUTBOUND AIRCRAFT for example, a balloon or glider. c. A person who operates a civil aircraft into an 19 CFR Part 122 contains Advance Passenger ADIZ must have a functioning two−way radio, and Information System (APIS) regulations which the pilot must maintain a continuous listening watch require APIS manifests to be submitted to U.S. on the appropriate aeronautical facility’s frequency. Customs and Border Protection (CBP) for all private aircraft arriving from or departing for a foreign port d. Pilots of aircraft entering or departing the United or place. APIS regulations also require that electronic States through an ADIZ, or operating within an notices of arrival and departure as well as electronic ADIZ, are required to comply with the provisions of manifests relative to travelers (passengers and crew) 14 CFR 99. be submitted to CBP within specific timeframes. For e. Forward information on DVFR aircraft inbound detailed information on the APIS regulations, see to the U.S. to NORAD via Service B or by telephone. Advance Information on Private Aircraft Arriving Forward the following information: and Departing the United States, 73 Fed. Reg. 68,295 (Nov. 18, 2008) (19 CFR 122.22). This publication, 1. Aircraft call sign. along with other resources, is available at 2. Number and type of aircraft. http://www.cbp.gov. 3. Altitude (within ADIZ). a. All aircraft entering U.S. airspace from a foreign 4. True airspeed. port or departing U.S. airspace for a foreign port must provide at least 1 hour advance notice to the U.S. 5. Time of departure. Customs and Border Protection (CBP) via the 6. Point of departure. Electronic APIS (eAPIS). 7. Destination. b. Pilots of aircraft inbound to the U.S. from a 8. ETA. foreign port are required to notify CBP of any changes to their ETA which are 15 minutes or greater. 9. Remarks: DVFR discrete transponder code; Upon pilot request, relay changes in ETA to CBP. estimated first point of penetration of ADIZ (latitude/longitude or fix−radial−distance); estimated time of penetration of ADIZ. 6−2−3. ADIZ REQUIREMENTS FOR IN- BOUND AND OUTBOUND AIRCRAFT EXAMPLE− 1210 135 3442/09345 1446 a. Unless otherwise authorized by ATC, no person NOTE− may operate an aircraft into, within, or across an See Para 6−3−3, IFR Flight Plan Control Messages.

Appendix F−10 International Operations (Legacy) 6/17/21 JO 7110.10BB

Section 3. Alerting Service

6−3−1. GENERAL (c) Information has been received which indicates that the operating efficiency of the aircraft a. Alerting service must be provided: has been impaired, but not to the extent that a forced 1. For all aircraft provided with ATC service. landing is likely. 2. Insofar as practical, to all other aircraft having (d) An aircraft is known or believed to be the filed a flight plan or otherwise known to an air traffic subject of unlawful interference. service. 3. Distress phase when: 3. To any aircraft known or believed to be the (a) Following the alert phase further unsuc- subject of unlawful interference. cessful attempts to establish communication with the aircraft and more widespread unsuccessful inquiries b. Additional information related to ICAO Search point to the probability that the aircraft is in distress. and Rescue procedures can be found in ICAO ANNEX 11, Chapter 5, Alerting Service. (b) The fuel on board is considered to be exhausted or thought to be insufficient to enable the c. Apply domestic SAR procedures for the U.S. aircraft to reach safety. portion of the flight. (c) Information is received which indicates that the operating efficiency of the aircraft has been 6−3−2. ALERTING PHASES impaired to the extent that a forced landing is likely. a. Air traffic services units must notify rescue (d) Information is received and it is reasonably coordination centers immediately when an aircraft is certain that the aircraft is about to make or has made considered to be in a state of emergency in accordance a forced landing. with the following: b. In addition to the initial notification, the Rescue 1. Uncertainty phase when: Coordination Center (RCC) must, without delay, be furnished with: (a) No communication has been received from 1. Any useful additional information, especially an aircraft within a period of 30 minutes after the time on the development of the state of emergency through a communication should have been received, or from subsequent phases. the time an unsuccessful attempt to establish communication with such aircraft was first made, 2. Information that the emergency situation no whichever is earlier. longer exists. (b) An aircraft fails to arrive within 30 minutes 6−3−3. ALERTING MESSAGE CONTENTS of the estimated time of arrival last notified to or estimated by air traffic services units, whichever is a. The notification must contain as much later, except when no doubt exists as to the safety of information as is available. the aircraft and its occupants. NOTE− 2. Alert phase when: For supplemental flight plan information, transmit an “RQS” Message. This information is used in the (a) Following the uncertainty phase, subse- transmission of the INCERFA. quent attempts to establish communication with the EXAMPLE− aircraft or inquiries to other relevant sources have FF SVZMZRZX failed to reveal any news of the aircraft. 231247 KMIAYFYX (RQS−N1234−SVMI−KMIA (b) An aircraft has been cleared to land and 1. INCERFA, ALERFA, DETRESFA, as fails to land within five minutes of the estimated time appropriate to the phase of the emergency. of landing and communication has not been reestablished with the aircraft. 2. Agency and person calling.

International Operations (Legacy) Appendix F−11 JO 7110.10BB 6/17/21

3. Nature of the emergency. (ALERFA) SS MMMXYAYX 4. Significant information from the flight plan. TEXT:(ALR−ALERFA/KSAN/OVERDUE) 5. Unit which made last contact, time, and text remains same except for remarks information). frequency used. (DETRESFA) SS MMMXYAYX 6. Last position report and how determined. TEXT:(ALR−DETRESFA/KSAN/OVERDUE (text remains same except for remarks information). 7. Color and distinctive marks of aircraft. b. The cancellation of action initiated by the RCC 8. Any action taken by reporting office. is the responsibility of that center. 9. Other pertinent remarks. EXAMPLE− EXAMPLE− (CANCELLATION) (INCERFA)SS MMMXYAYX SS MMMXYAYX DTG KSANYFYX(ALR−INCERFA/KSAN/OVERDUE 020618 KMIAYFYX −N1234S−VG (ALR−ALERFA/KMIAYFYX/CNLD −C172 N1234 LOCATED) −KRNO2000−MMLP0130 NOTE− −REQ ACK OR ARR ACFT OVERDUE YOUR STN) Transmit cancellation messages for INCERFA and DETRESFA using same format as above.

Appendix F−12 International Operations (Legacy) 6/17/21 JO 7110.10BB

Section 4. Canadian Movement and Control Messages (Transborder Flights Only)

6−4−1. GENERAL 6−4−3. OUTBOUNDS FROM CANADA a. When Customs notification service is requested, Except as indicated in this section, handle advise the pilot to contact Canada’s Private Aircraft Transborder Canadian movement and control Program for Customs (CANPASS) at 888−226−7277 messages as described in Sections 1, 2, and 3. Do not and include CANPASS in the remarks section of the include ADCUS in flight plan remarks for flight flight plan. If the pilot informs that he/she has plans to Canada because NAV CANADA no longer contacted CANPASS, place CANPASS in the alerts Canadian Customs. CANPASS authorizations remarks section of the flight plan. Process outbound are the obligation of the pilot, at the number in flight plans in accordance with Chapter 5 and subpara 6−4−3a. Do not include ADCUS in flight subparas 6−4−3d and e. plan remarks for flights plans from Canada to the United States because U.S. flight service no longer NOTE− alerts U.S. Customs and Border Patrol (CBP). U.S. U.S. CBP authorizations for flights outbound from the Advance Passenger Information System (APIS) U.S. to Canada are the obligation of the pilot and must be obtained via the APIS process. APIS resources for pilots authorizations are the obligation of the pilot for are available at http://www.cbp.gov. flights departing and entering the U.S., as stated in 19 CFR 122. APIS resources for pilots are available at b. Accept Customs notification requests from http://www.cbp.gov. inflight aircraft for relay via flight notification message only for airports of entry where Customs flight notification service is provided and when proposed ETA is during Customs service hours. 6−4−2. INBOUNDS FROM CANADA c. Upon notification of departure of VFR flights, transmit a flight notification message directly to the a. Do not accept VFR flight plans other than air destination Canadian relay facility. Include CAN− filed flight plans for aircraft departing from Canada. PASS in the remarks. Refer individuals to the appropriate NAVCANADA facility to file flight plans out of Canada. Do not NOTE− accept round−robin flight plans to international 1. The operational system will automatically format the required items and transmit the flight notification locations, other than Canada. message when activated if the proposed flight plan was filed in accordance with subparas 6−4−3d and 6−4−3e. b. The operational system should automatically 2. Facilities address messages to the destination relay format the required items of the flight notification facility listed in FAA Order JO 7350.9, Location message when activated. U.S. CBP authorizations Identifiers. Facilities transmit flight notification mes- for flights inbound to the U.S. from Canada are the sages for VFR flights in accordance with Paragraph obligation of the pilot and must be obtained via the 5−4−4, Flight Notification Message. Flight notification APIS process. APIS resources for pilots are available messages included the type of flight plan as the first item at http://www.cbp.gov. of the notification message. CANPASS is required in the remarks, as appropriate. c. Facilities acknowledge receipt of flight EXAMPLE− notification messages as soon as practical by FF CZYZZFZX transmitting the letter “R” followed by the full DTG KBUFYFYX aircraft identification; for example, R N711VR. VFR N711VR C182 BUF YYZ 1735 CANPASS Suspense VFR flight notification messages until d. IFR Flight Plans. arrival or closure information is received. Remove IFR messages from the inbound list after delivery. 1. CANPASS Flight Plans.

International Operations (Legacy) Appendix F−13 JO 7110.10BB 6/17/21

NOTE− AE:045 RT:BUF..CYYZ The operational system should automatically format the AD:CYYZ TE:0030 RM:$CANPASS required items and transmit the flight notification FB:0330 AA: message. PD:JOE PILOT EXAMPLE− HB:DSM NB:2 CR:5/W TL: FR:I AI:N1234 AT:C421/R TS:280 OP:&C DD:DSM TM:P1800 AE:200 CP:CZYZZFZX RT:DSM..CYYZ TA:1830 AD:CYYZ TE:0300 RM:$CANPASS f. Refer to the Canada and North Atlantic IFR and FB:0400 AA: VFR supplements to determine Customs hours of PD:JOE PILOT service, availability of Customs flight notification HB:DSM NB:2 CR:R/W TL: service (CANPASS), and the relay facility for OP: infrequently used Airports of Entry not listed in FAA CP: Order JO 7350.9, Location Identifiers. TA:2100 FR:I AI:N1234 AT:C421/R TS:280 DD:DSM TM:P1800 g. Suspense VFR message until acknowledgment AE:200 is received. RT:DSM..CYYZ REFERENCE− AD:CYYZ TE:0300 RM:$CANPASS FAA Order JO 7110.10, Para 7−5−1, Canadian Transborder. FB:0400 AA: 1. If an acknowledgment is not received within PD:JOE PILOT 30 minutes after departure, retransmit the message. HB:DSM NB:2 CR:R/W TL: OP:&C AISR facilities transmit the contraction “REQ ACP” CP:CZYZZFZX (request acceptance) and the complete aircraft TA:2100 identification. 2. Send a flight notification message on airfile EXAMPLE− IFR aircraft that has requested Customs notification. FF CZYZZFZX DTG KBUFYFYX Place CANPASS (if prior notification) in the remarks REQ ACP N711VR section of the flight notification message. If the pilot files a flight plan, but gives no indication that 2. If acknowledgment is not received within 1 CANPASS procedures have been implemented, or hour after departure, use interphone or telephone to prefers to leave the notification off of the flight plan, deliver. In any event, assure delivery prior to ETA. leave the remarks section blank and allow the NAV 3. Refer to Section B of the Canada and North CANADA specialists to handle the situation upon Atlantic IFR Supplements for Canadian FSS and arrival. Area Control Center (ACC) telephone numbers. e. VFR Flight Plans. h. When correcting or revising a message, retransmit the complete message preceded by the NOTE− The operational system will automatically format the contraction CHG (change). required items and transmit the flight notification EXAMPLE− message. FF CZYZZFZX EXAMPLE− DTG KBUFYFYX AIRFILED CHG VFR N711VR C182 BUF YYZ 1845 CANPASS FR:V AI:N1234 AT:C150 TS:90 DD:BUF TM:D1800 FF CZYZZFZX AE:045 RT:BUF..CYYZ DTG KBUFYFYX AD:CYYZ TE:0030 RM:$CANPASS 2 FB:0330 AA: CHG VFR N711VR C182 BUF YYZ 1845 CANPASS PD:JOE PILOT i. Do not transmit IFR flight notification messages HB:DSM NB:2 CR:5/W TL: except for military aircraft or Customs notification OP:&C purposes. CP:CZYZZFZX NOTE− TA:1830 Canada will not acknowledge receipt of these messages.

CANPASS j. When available, use interphone or telephone for FR:V AI:N1234 AT:C150 TS:90 DD:BUF TM:P1800 flights of 30 minutes or less.

Appendix F−14 International Operations (Legacy) 6/17/21 JO 7110.10BB

6−4−4. OUTBOUNDS TO CANADA DEPART- required items and transmit the flight notification ING FROM OUTSIDE FLIGHT PLAN AREA message. Accept flight plans regardless of departure point c. Identify the tie−in SECTOR/FSS, and advise the within the NAS. (See para 7−4−1 and subpara 7−4−3a pilot to report departure time directly to that facility. for CANPASS guidance.) NOTE− While the report may be relayed through another facility, a. Forward VFR flight plan information for aircraft it is the pilot’s responsibility to notify the tie−in departing from outside the facility’s flight plan area SECTOR/FSS of the departure time. to the tie−in SECTOR/FSS for the departure point in d. Upon receipt of the departure report, the tie−in the following format: SECTOR/FSS is responsible for delivery of the flight 1. Aircraft identification. notification message to Canada. 2. Aircraft type. 1. Transmit a flight notification message in accordance with Paragraph 5−4−4, Flight Notifica- 3. Departure point. tion Message. 4. Destination. NOTE− If a departure report has not been received within 1 hour 5. Proposed departure time/ETE. of the proposed departure time, cancel and file the 6. Remarks. proposed flight plan. EXAMPLE− 2. The operational system changed should FF PAKTYFYX automatically format the required items and transmit DTG KSEAYFYX the flight notification message. N711VR C182 KTN YYJ P1630/0330 CANPASS e. Acknowledgment from the departure point NOTE− tie−in SECTOR/FSS is required for both VFR and U.S. CBP authorizations for flights outbound from the IFR proposals. U.S. to Canada are the obligation of the pilot and must be obtained via the APIS process. APIS resources for pilots are available at http://www.cbp.gov. 6−4−5. IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS b. Forward IFR flight plan information for aircraft proposing to depart from outside the facility’s flight a. Accept IFR flight plans departing from plan area in accordance with Para 5−3−1, Domestic Canadian airports and destined to the U.S. Transmit IFR Flight Plans. If Customs flight notification a proposal message in ARTCC HOST computer service (ADCUS) is requested, advise the pilot to format to the associated Canadian ACC. Address contact CANPASS at 888−226−7277; include messages to the ACC listed in FAA Order JO 7350.9, CANPASS information as an intrafacility remark, Location Identifiers. and transmit the proposal message to both the NOTE− ARTCC and the tie−in SECTOR/FSS. Enter the FSSs in Alaska will still accept Canada to Canada IFR ARTCC computer address last. flight plans. EXAMPLE− b. Canada does not acknowledge for proposal FF KAOOYFYX KZOBZQZX messages. Do not expect or request acknowledgment. DTG KDCAYFYX DCA2010001 FP N1234P P28R/A 150 PIT P0200 150 PIT..CIP..DKK..BUF..YYZ/0130 CANPASS 6−4−6. SEARCH AND RESCUE MESSAGES NOTE− Provide Search and Rescue for flights inbound from The operational system will automatically format the Canada in accordance with Chapter 7.

International Operations (Legacy) Appendix F−15 JO 7110.10BB 6/17/21

Section 5. Mexican Movement and Control Messages (Transborder Flights Only)

6−5−1. GENERAL APIS process. APIS resources for pilots are available at http://www.cbp.gov. a. Except as outlined in this section, handle transborder Mexican movement and control mes- NOTE− sages as described in Sections 1, 2, and 3. IFR flight Mexican customs regulations require that only interna- plans to Mexico require the ICAO flight plan form. tional airports−of−entry may be used for first landing. REFERENCE− b. Do not include ADCUS in flight plan remarks FAA Order JO 7350.9, Location Identifiers. for flight plans to Mexico; Mexican Customs 1. If the pilot still intends to land at a destination authorizations are the obligation of the pilot. Do not other than an airport−of−entry, advise the pilot that include ADCUS in flight plan remarks for flights the flight plan will not be used for Customs or search plans from Mexico to the United States because U.S. and rescue service in Mexico. flight service no longer alerts U.S Customs and 2. Transmit the flight notification message to the Border Patrol (CBP). U.S. APIS authorizations are Regional Flight Dispatch Office, not the destination the obligation of the pilot for flights departing and tie−in station. entering the U.S., as stated in 19 CFR 122. APIS resources for pilots are available at http://www.cbp.- NOTE− gov. If the correct addressee cannot be determined, transmit to the nearest border Regional Flight Dispatch Office. b. VFR Flight Plans. 6−5−2. INBOUNDS FROM MEXICO 1. Upon notification of departure of VFR flights, a. Flight notification messages. transmit a flight notification message. Address 1. When received in the proper format, VFR messages to the ICAO addressee for the appropriate flight notification messages are automatically destination location. acknowledged and suspended by the operational 2. If a VFR flight plan is filed with a destination system. other than an airport−of−entry, transmit the flight 2. Acknowledge receipt of a flight notification notification message to the Regional Flight Dispatch message as soon as practical by transmitting the letter Office, not the destination tie−in station. If the correct R followed by the full ACID; e.g., R N7llVR. addressee cannot be determined, transmit to the Suspense VFR flight notification messages until nearest border Regional Flight Dispatch Office. arrival or closure information is received. File IFR NOTE− messages. Facilities with interphone/telephone capability may relay flight notification messages by this method. b. Search and Rescue. Provide search and rescue REFERENCE− service in accordance with standard format/time FAA Order JO 7350.9, Location Identifiers. increments listed in Section 3, Alerting Service, and 3. Address messages to the ICAO addressee for Chapter 8, Search and Rescue (SAR) Procedures. The the appropriate destination location. Transmit the departure station in Mexico is responsible for following information: initiating SAR action until an acknowledgment of the flight notification message is received. (a) Type of flight. (b) Aircraft identification. 6−5−3. OUTBOUNDS TO MEXICO (c) Aircraft type. a. Mexican customs notification is the obligation (d) Departure point. of the pilot. U.S. CBP authorizations for flights outbound from the U.S. to Mexico are also the (e) Destination. obligation of the pilot and must be obtained via the (f) ETA.

Appendix F−16 International Operations (Legacy) 6/17/21 JO 7110.10BB

(g) Remarks. EXAMPLE− FF MMCUXMXO MMMYXMXO EXAMPLE− REQ ACP N1234S FF MMCUXMXO DTG KSJTYFYX d. The Regional Flight Dispatch Office involved VFR N1234S C182 SJT MMCU 1400 4ZUCHERMANN will then normally send an acknowledgment to the departure station and assume responsibility for the c. If acknowledgment is not received within 30 flight notification message. minutes after departure, transmit a “request acceptance” message to the destination station tie−in e. If acknowledgment/acceptance is not received addressee and to the Regional Flight Dispatch Office. within 1 hour of the departure, use interphone/tele- Manually address the message to the designated phone or other available means to deliver the message Regional Flight Dispatch Office. to the appropriate Regional Flight Dispatch Office. REFERENCE− See TBL 6−5−1 for telephone numbers. For a FAA Order JO 7350.9, Location Identifiers. complete address, add xmxo to the identifier. TBL 6−5−1 Mexican Regional Flight Dispatch Office Phone Numbers

Mexican Regional Flight Dispatch Office Telephone Numbers REGION IDENTIFIER TELEPHONE NUMBER CENTRO (Central) MMMX 01152 5 762−7062 01152 5 784−40−99 ext. 153 01152 5 762−58−77 ext. 153 NORESTE (Northeast) MMMY 01152 83 454−020 ext. 141 NOROESTE (Northwest) MMMZ 01152 67 23−114 01152 67 22−075 ext. 140 OCCIDENTE (West) MMGL 01152 36 890−121 ext. 32 and 167 SURESTE (Southeast) MMMD 01152 99 231−186 ext. 149 f. Do not accept round−robin flight plans to Mexico.

International Operations (Legacy) Appendix F−17

6/17/21 Pilot/Controller Glossary PILOT/CONTROLLER GLOSSARY

PURPOSE a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic Control system. It includes those terms which are intended for pilot/controller communications. Those terms most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily defined in an operational sense applicable to both users and operators of the National Airspace System. Use of the Glossary will preclude any misunderstandings concerning the system’s design, function, and purpose. b. Because of the international nature of flying, terms used in the Lexicon, published by the International Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are followed by “[ICAO].” For the reader’s convenience, there are also cross references to related terms in other parts of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical Information Manual (AIM). c. This Glossary will be revised, as necessary, to maintain a common understanding of the system. EXPLANATION OF CHANGES d. Terms Added: AERONAUTICAL INFORMATION SERVICES (AIS) CERTIFICATE OF WAIVER OR AUTHORIZATION (COA) FLYAWAY HIGH UPDATE RATE SURVEILLANCE REMOTE PILOT IN COMMAND (RPIC) SELF−BRIEFING SMALL UNMANNED AIRCRAFT SYSTEM (sUAS) VISUAL OBSERVER (VO) e. Terms Deleted: ARINC NATIONAL FLIGHT DATA CENTER (NFDC) f. Terms Modified: DOMESTIC NOTICES FLIGHT PLAN FLIGHT SERVICE STATION (FSS) ICING INTERNATIONAL NOTICES g. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes.

PCG−1

6/17/21 Pilot/Controller Glossary A

AAI− ACLT− (See ARRIVAL AIRCRAFT INTERVAL.) (See ACTUAL CALCULATED LANDING TIME.) AAR− ACROBATIC FLIGHT− An intentional maneuver (See AIRPORT ARRIVAL RATE.) involving an abrupt change in an aircraft’s attitude, an abnormal attitude, or abnormal acceleration not ABBREVIATED IFR FLIGHT PLANS− An necessary for normal flight. authorization by ATC requiring pilots to submit only (See ICAO term ACROBATIC FLIGHT.) that information needed for the purpose of ATC. It (Refer to 14 CFR Part 91.) includes only a small portion of the usual IFR flight plan information. In certain instances, this may be ACROBATIC FLIGHT [ICAO]− Maneuvers inten- only aircraft identification, location, and pilot tionally performed by an aircraft involving an abrupt request. Other information may be requested if change in its attitude, an abnormal attitude, or an needed by ATC for separation/control purposes. It is abnormal variation in speed. frequently used by aircraft which are airborne and ACTIVE RUNWAY− desire an instrument approach or by aircraft which are (See RUNWAY IN USE/ACTIVE RUNWAY/DUTY on the ground and desire a climb to VFR-on-top. RUNWAY.) (See VFR-ON-TOP.) (Refer to AIM.) ACTUAL CALCULATED LANDING TIME− ACLT is a flight’s frozen calculated landing time. An ABEAM− An aircraft is “abeam” a fix, point, or actual time determined at freeze calculated landing object when that fix, point, or object is approximately time (FCLT) or meter list display interval (MLDI) for 90 degrees to the right or left of the aircraft track. the adapted vertex for each arrival aircraft based upon Abeam indicates a general position rather than a runway configuration, airport acceptance rate, airport precise point. arrival delay period, and other metered arrival ABORT− To terminate a preplanned aircraft aircraft. This time is either the vertex time of arrival maneuver; e.g., an aborted takeoff. (VTA) of the aircraft or the tentative calculated landing time (TCLT)/ACLT of the previous aircraft ACC [ICAO]− plus the arrival aircraft interval (AAI), whichever is (See ICAO term AREA CONTROL CENTER.) later. This time will not be updated in response to the ACCELERATE-STOP DISTANCE AVAILABLE− aircraft’s progress. The runway plus stopway length declared available ACTUAL NAVIGATION PERFORMANCE and suitable for the acceleration and deceleration of (ANP)− an airplane aborting a takeoff. (See REQUIRED NAVIGATION ACCELERATE-STOP DISTANCE AVAILABLE PERFORMANCE.) [ICAO]− The length of the take-off run available plus ADDITIONAL SERVICES− Advisory information the length of the stopway if provided. provided by ATC which includes but is not limited to the following: ACDO− (See AIR CARRIER DISTRICT OFFICE.) a. Traffic advisories. b. Vectors, when requested by the pilot, to assist ACKNOWLEDGE− Let me know that you have aircraft receiving traffic advisories to avoid observed received and understood this message. traffic. ACL− c. Altitude deviation information of 300 feet or (See AIRCRAFT LIST.) more from an assigned altitude as observed on a ACLS− verified (reading correctly) automatic altitude (See AUTOMATIC CARRIER LANDING readout (Mode C). SYSTEM.) d. Advisories that traffic is no longer a factor.

PCG A−1 Pilot/Controller Glossary 6/17/21

e. Weather and chaff information. ADVISORY FREQUENCY− The appropriate fre- f. Weather assistance. quency to be used for Airport Advisory Service. (See LOCAL AIRPORT ADVISORY.) g. Bird activity information. (See UNICOM.) h. Holding pattern surveillance. Additional ser- (Refer to ADVISORY CIRCULAR NO. 90-66.) vices are provided to the extent possible contingent (Refer to AIM.) only upon the controller’s capability to fit them into the performance of higher priority duties and on the ADVISORY SERVICE− Advice and information basis of limitations of the radar, volume of traffic, provided by a facility to assist pilots in the safe frequency congestion, and controller workload. The conduct of flight and aircraft movement. controller has complete discretion for determining if (See ADDITIONAL SERVICES.) he/she is able to provide or continue to provide a (See LOCAL AIRPORT ADVISORY.) service in a particular case. The controller’s reason (See RADAR ADVISORY.) not to provide or continue to provide a service in a (See SAFETY ALERT.) particular case is not subject to question by the pilot (See TRAFFIC ADVISORIES.) and need not be made known to him/her. (Refer to AIM.) (See TRAFFIC ADVISORIES.) AERIAL REFUELING− A procedure used by the (Refer to AIM.) military to transfer fuel from one aircraft to another during flight. ADF− (Refer to VFR/IFR Wall Planning Charts.) (See AUTOMATIC DIRECTION FINDER.) AERODROME− A defined area on land or water ADIZ− (including any buildings, installations and equip- (See AIR DEFENSE IDENTIFICATION ZONE.) ment) intended to be used either wholly or in part for the arrival, departure, and movement of aircraft. ADLY− (See ARRIVAL DELAY.) AERODROME BEACON [ICAO]− Aeronautical beacon used to indicate the location of an aerodrome ADMINISTRATOR− The Federal Aviation Admin- from the air. istrator or any person to whom he/she has delegated his/her authority in the matter concerned. AERODROME CONTROL SERVICE [ICAO]− Air traffic control service for aerodrome traffic. ADR− AERODROME CONTROL TOWER [ICAO]− A (See AIRPORT DEPARTURE RATE.) unit established to provide air traffic control service ADS [ICAO]− to aerodrome traffic. (See ICAO term AUTOMATIC DEPENDENT AERODROME ELEVATION [ICAO]− The eleva- SURVEILLANCE.) tion of the highest point of the landing area. ADS−B− AERODROME TRAFFIC CIRCUIT [ICAO]− The (See AUTOMATIC DEPENDENT specified path to be flown by aircraft operating in the SURVEILLANCE−BROADCAST.) vicinity of an aerodrome. ADS−C− AERONAUTICAL BEACON− A visual NAVAID (See AUTOMATIC DEPENDENT displaying flashes of white and/or colored light to SURVEILLANCE−CONTRACT.) indicate the location of an airport, a heliport, a landmark, a certain point of a Federal airway in ADVISE INTENTIONS− Tell me what you plan to mountainous terrain, or an obstruction. do. (See AIRPORT ROTATING BEACON.) ADVISORY− Advice and information provided to (Refer to AIM.) assist pilots in the safe conduct of flight and aircraft AERONAUTICAL CHART− A map used in air movement. navigation containing all or part of the following: (See ADVISORY SERVICE.) topographic features, hazards and obstructions,

PCG A−2 6/17/21 Pilot/Controller Glossary navigation aids, navigation routes, designated f. Instrument Departure Procedure (DP) Charts− airspace, and airports. Commonly used aeronautical Designed to expedite clearance delivery and to charts are: facilitate transition between takeoff and en route operations. Each DP is presented as a separate chart a. Sectional Aeronautical Charts (1:500,000)− and may serve a single airport or more than one Designed for visual navigation of slow or medium airport in a given geographical location. speed aircraft. Topographic information on these charts features the portrayal of relief and a judicious g. Standard Terminal Arrival (STAR) Charts− selection of visual check points for VFR flight. Designed to expedite air traffic control arrival Aeronautical information includes visual and radio procedures and to facilitate transition between en aids to navigation, airports, controlled airspace, route and instrument approach operations. Each permanent special use airspace (SUA), obstructions, STAR procedure is presented as a separate chart and and related data. may serve a single airport or more than one airport in a given geographical location. b. VFR Terminal Area Charts (1:250,000)− h. Airport Taxi Charts− Designed to expedite the Depict Class B airspace which provides for the efficient and safe flow of ground traffic at an airport. control or segregation of all the aircraft within Class These charts are identified by the official airport B airspace. The chart depicts topographic informa- name; e.g., Ronald Reagan Washington National tion and aeronautical information which includes Airport. visual and radio aids to navigation, airports, (See ICAO term AERONAUTICAL CHART.) controlled airspace, permanent SUA, obstructions, and related data. AERONAUTICAL CHART [ICAO]− A representation of a portion of the earth, its culture and relief, c. En Route Low Altitude Charts− Provide specifically designated to meet the requirements of aeronautical information for en route instrument air navigation. navigation (IFR) in the low altitude stratum. Information includes the portrayal of airways, limits AERONAUTICAL INFORMATION MANUAL of controlled airspace, position identification and (AIM)− A primary FAA publication whose purpose frequencies of radio aids, selected airports, minimum is to instruct airmen about operating in the National en route and minimum obstruction clearance Airspace System of the U.S. It provides basic flight altitudes, airway distances, reporting points, perma- information, ATC Procedures and general instruc- nent SUA, and related data. Area charts, which are a tional information concerning health, medical facts, part of this series, furnish terminal data at a larger factors affecting flight safety, accident and hazard scale in congested areas. reporting, and types of aeronautical charts and their use. d. En Route High Altitude Charts− Provide AERONAUTICAL INFORMATION PUBLICA- aeronautical information for en route instrument TION (AIP) [ICAO]− A publication issued by or with navigation (IFR) in the high altitude stratum. the authority of a State and containing aeronautical Information includes the portrayal of jet routes, information of a lasting character essential to air identification and frequencies of radio aids, selected airports, distances, time zones, special use airspace, navigation. and related information. (See CHART SUPPLEMENT U.S.) AERONAUTICAL INFORMATION SERVICES e. Instrument Approach Procedure (IAP) Charts− (AIS)− A facility in Silver Spring, MD, established Portray the aeronautical data which is required to by FAA to operate a central aeronautical information execute an instrument approach to an airport. These service for the collection, validation, and dissemina- charts depict the procedures, including all related tion of aeronautical data in support of the activities of data, and the airport diagram. Each procedure is government, industry, and the aviation community. designated for use with a specific type of electronic The information is published in the National Flight navigation system including NDB, TACAN, VOR, Data Digest. ILS RNAV and GLS. These charts are identified by (See NATIONAL FLIGHT DATA DIGEST.) the type of navigational aid(s)/equipment required to provide final approach guidance. AFFIRMATIVE− Yes.

PCG A−3 Pilot/Controller Glossary 6/17/21

AFIS− AIR ROUTE SURVEILLANCE RADAR− Air route (See AUTOMATIC FLIGHT INFORMATION traffic control center (ARTCC) radar used primarily SERVICE − ALASKA FSSs ONLY.) to detect and display an aircraft’s position while en route between terminal areas. The ARSR enables AFP− controllers to provide radar air traffic control service (See AIRSPACE FLOW PROGRAM.) when aircraft are within the ARSR coverage. In some AHA− instances, ARSR may enable an ARTCC to provide (See AIRCRAFT HAZARD AREA.) terminal radar services similar to but usually more limited than those provided by a radar approach AIM− control. (See AERONAUTICAL INFORMATION AIR ROUTE TRAFFIC CONTROL CENTER MANUAL.) (ARTCC)− A facility established to provide air traffic AIP [ICAO]− control service to aircraft operating on IFR flight (See ICAO term AERONAUTICAL plans within controlled airspace and principally INFORMATION PUBLICATION.) during the en route phase of flight. When equipment capabilities and controller workload permit, certain AIR CARRIER DISTRICT OFFICE− An FAA field advisory/assistance services may be provided to VFR office serving an assigned geographical area, staffed aircraft. with Flight Standards personnel serving the aviation (See EN ROUTE AIR TRAFFIC CONTROL industry and the general public on matters related to SERVICES.) the certification and operation of scheduled air (Refer to AIM.) carriers and other large aircraft operations. AIR TAXI− Used to describe a helicopter/VTOL AIR DEFENSE EMERGENCY− A military emer- aircraft movement conducted above the surface but gency condition declared by a designated authority. normally not above 100 feet AGL. The aircraft may This condition exists when an attack upon the proceed either via hover taxi or flight at speeds more continental U.S., Alaska, Canada, or U.S. installa- than 20 knots. The pilot is solely responsible for tions in Greenland by hostile aircraft or missiles is selecting a safe airspeed/altitude for the operation considered probable, is imminent, or is taking place. being conducted. (Refer to AIM.) (See HOVER TAXI.) AIR DEFENSE IDENTIFICATION ZONE (ADIZ)− (Refer to AIM.) An area of airspace over land or water in which the AIR TRAFFIC− Aircraft operating in the air or on an ready identification, location, and control of all airport surface, exclusive of loading ramps and aircraft (except for Department of Defense and law parking areas. enforcement aircraft) is required in the interest of (See ICAO term AIR TRAFFIC.) national security. AIR TRAFFIC [ICAO]− All aircraft in flight or Note: ADIZ locations and operating and flight plan operating on the maneuvering area of an aerodrome. requirements for civil aircraft operations are specified in 14 CFR Part 99. AIR TRAFFIC CLEARANCE− An authorization by (Refer to AIM.) air traffic control for the purpose of preventing collision between known aircraft, for an aircraft to AIR NAVIGATION FACILITY− Any facility used proceed under specified traffic conditions within in, available for use in, or designed for use in, aid of controlled airspace. The pilot-in-command of an air navigation, including landing areas, lights, any aircraft may not deviate from the provisions of a apparatus or equipment for disseminating weather visual flight rules (VFR) or instrument flight rules information, for signaling, for radio-directional (IFR) air traffic clearance except in an emergency or finding, or for radio or other electrical communica- unless an amended clearance has been obtained. tion, and any other structure or mechanism having a Additionally, the pilot may request a different similar purpose for guiding or controlling flight in the clearance from that which has been issued by air air or the landing and takeoff of aircraft. traffic control (ATC) if information available to the (See NAVIGATIONAL AID.) pilot makes another course of action more practicable

PCG A−4 6/17/21 Pilot/Controller Glossary

or if aircraft equipment limitations or company AIR TRAFFIC CONTROL SPECIALIST− A person procedures forbid compliance with the clearance authorized to provide air traffic control service. issued. Pilots may also request clarification or (See AIR TRAFFIC CONTROL.) amendment, as appropriate, any time a clearance is (See FLIGHT SERVICE STATION.) not fully understood, or considered unacceptable (See ICAO term CONTROLLER.) because of safety of flight. Controllers should, in AIR TRAFFIC CONTROL SYSTEM COMMAND such instances and to the extent of operational CENTER (ATCSCC)− An Air Traffic Tactical practicality and safety, honor the pilot’s request. Operations facility responsible for monitoring and 14 CFR Part 91.3(a) states: “The pilot in command managing the flow of air traffic throughout the NAS, of an aircraft is directly responsible for, and is the producing a safe, orderly, and expeditious flow of final authority as to, the operation of that aircraft.” traffic while minimizing delays. The following THE PILOT IS RESPONSIBLE TO REQUEST AN functions are located at the ATCSCC: AMENDED CLEARANCE if ATC issues a a. Central Altitude Reservation Function clearance that would cause a pilot to deviate from a (CARF). Responsible for coordinating, planning, rule or regulation, or in the pilot’s opinion, would and approving special user requirements under the place the aircraft in jeopardy. Altitude Reservation (ALTRV) concept. (See ATC INSTRUCTIONS.) (See ALTITUDE RESERVATION.) (See ICAO term AIR TRAFFIC CONTROL b. Airport Reservation Office (ARO). Monitors CLEARANCE.) the operation and allocation of reservations for unscheduled operations at airports designated by the AIR TRAFFIC CONTROL− A service operated by Administrator as High Density Airports. These appropriate authority to promote the safe, orderly and airports are generally known as slot controlled expeditious flow of air traffic. airports. The ARO allocates reservations on a first (See ICAO term AIR TRAFFIC CONTROL come, first served basis determined by the time the SERVICE.) request is received at the ARO. (Refer to 14 CFR Part 93.) AIR TRAFFIC CONTROL CLEARANCE [ICAO]− (See CHART SUPPLEMENT U.S.) Authorization for an aircraft to proceed under c. U.S. Notice to Airmen (NOTAM) Office. conditions specified by an air traffic control unit. Responsible for collecting, maintaining, and distrib- Note 1: For convenience, the term air traffic control uting NOTAMs for the U.S. civilian and military, as clearance is frequently abbreviated to clearance well as international aviation communities. when used in appropriate contexts. (See NOTICE TO AIRMEN.) Note 2: The abbreviated term clearance may be d. Weather Unit. Monitor all aspects of weather prefixed by the words taxi, takeoff, departure, en for the U.S. that might affect aviation including cloud route, approach or landing to indicate the particular cover, visibility, winds, precipitation, thunderstorms, portion of flight to which the air traffic control clear- icing, turbulence, and more. Provide forecasts based ance relates. on observations and on discussions with meteorologists from various National Weather Service offices, AIR TRAFFIC CONTROL SERVICE− FAA facilities, airlines, and private weather services. (See AIR TRAFFIC CONTROL.) AIR TRAFFIC SERVICE− A generic term meaning: AIR TRAFFIC CONTROL SERVICE [ICAO]− A a. Flight Information Service. service provided for the purpose of: b. Alerting Service. c. Air Traffic Advisory Service. a. Preventing collisions: d. Air Traffic Control Service: 1. Between aircraft; and 1. Area Control Service, 2. On the maneuvering area between aircraft 2. Approach Control Service, or and obstructions. 3. Airport Control Service. b. Expediting and maintaining an orderly flow of AIR TRAFFIC SERVICE (ATS) ROUTES − The air traffic. term “ATS Route” is a generic term that includes

PCG A−5 Pilot/Controller Glossary 6/17/21

“VOR Federal airways,” “colored Federal airways,” operating at this weight during a particular phase of “jet routes,” and “RNAV routes.” The term “ATS flight. route” does not replace these more familiar route c. Large− Aircraft of more than 41,000 pounds, names, but serves only as an overall title when listing maximum certificated takeoff weight, up to but not the types of routes that comprise the United States including 300,000 pounds. route structure. d. Small− Aircraft of 41,000 pounds or less AIRBORNE− An aircraft is considered airborne maximum certificated takeoff weight. when all parts of the aircraft are off the ground. (Refer to AIM.) AIRBORNE DELAY− Amount of delay to be AIRCRAFT CONFLICT− Predicted conflict, within encountered in airborne holding. EDST of two aircraft, or between aircraft and AIRCRAFT− Device(s) that are used or intended to airspace. A Red alert is used for conflicts when the be used for flight in the air, and when used in air traffic predicted minimum separation is 5 nautical miles or control terminology, may include the flight crew. less. A Yellow alert is used when the predicted (See ICAO term AIRCRAFT.) minimum separation is between 5 and approximately 12 nautical miles. A Blue alert is used for conflicts

AIRCRAFT [ICAO]− Any machine that can derive between an aircraft and predefined airspace. support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s (See EN ROUTE DECISION SUPPORT surface. TOOL.) AIRCRAFT APPROACH CATEGORY− A AIRCRAFT LIST (ACL)− A view available with grouping of aircraft based on a speed of 1.3 times the EDST that lists aircraft currently in or predicted to be stall speed in the landing configuration at maximum in a particular sector’s airspace. The view contains gross landing weight. An aircraft must fit in only one textual flight data information in line format and may category. If it is necessary to maneuver at speeds in be sorted into various orders based on the specific excess of the upper limit of a speed range for a needs of the sector team. category, the minimums for the category for that (See EN ROUTE DECISION SUPPORT speed must be used. For example, an aircraft which TOOL.) falls in Category A, but is circling to land at a speed in excess of 91 knots, must use the approach AIRCRAFT SURGE LAUNCH AND Category B minimums when circling to land. The RECOVERY− Procedures used at USAF bases to categories are as follows: provide increased launch and recovery rates in instrument flight rules conditions. ASLAR is based a. Category A− Speed less than 91 knots. on: b. Category B− Speed 91 knots or more but less a. Reduced separation between aircraft which is than 121 knots. based on time or distance. Standard arrival separation c. Category C− Speed 121 knots or more but less applies between participants including multiple than 141 knots. flights until the DRAG point. The DRAG point is a d. Category D− Speed 141 knots or more but less published location on an ASLAR approach where than 166 knots. aircraft landing second in a formation slows to a e. Category E− Speed 166 knots or more. predetermined airspeed. The DRAG point is the (Refer to 14 CFR Part 97.) reference point at which MARSA applies as expanding elements effect separation within a flight AIRCRAFT CLASSES− For the purposes of Wake or between subsequent participating flights. Turbulence Separation Minima, ATC classifies b. ASLAR procedures shall be covered in a Letter aircraft as Super, Heavy, Large, and Small as follows: of Agreement between the responsible USAF a. Super. The Airbus A-380-800 (A388) and the military ATC facility and the concerned Federal Antonov An-225 (A225) are classified as super. Aviation Administration facility. Initial Approach b. Heavy− Aircraft capable of takeoff weights of Fix spacing requirements are normally addressed as 300,000 pounds or more whether or not they are a minimum.

PCG A−6 6/17/21 Pilot/Controller Glossary

AIRCRAFT HAZARD AREA (AHA)− Used by AIRPORT ARRIVAL RATE (AAR)− A dynamic ATC to segregate air traffic from a launch vehicle, input parameter specifying the number of arriving reentry vehicle, amateur rocket, jettisoned stages, aircraft which an airport or airspace can accept from hardware, or falling debris generated by failures the ARTCC per hour. The AAR is used to calculate associated with any of these activities. An AHA is the desired interval between successive arrival designated via NOTAM as either a TFR or stationary aircraft. ALTRV. Unless otherwise specified, the vertical AIRPORT DEPARTURE RATE (ADR)− A dynamic limits of an AHA are from the surface to unlimited. parameter specifying the number of aircraft which (See CONTINGENCY HAZARD AREA.) can depart an airport and the airspace can accept per (See REFINED HAZARD AREA.) hour. (See TRANSITIONAL HAZARD AREA.) AIRPORT ELEVATION− The highest point of an AIRCRAFT WAKE TURBULENCE CATE- airport’s usable runways measured in feet from mean GORIES− For the purpose of Wake Turbulence sea level. Recategorization (RECAT) Separation Minima, ATC (See TOUCHDOWN ZONE ELEVATION.) groups aircraft into categories ranging from Category (See ICAO term AERODROME ELEVATION.) A through Category I, dependent upon the version of AIRPORT LIGHTING− Various lighting aids that RECAT that is applied. Specific category assign- may be installed on an airport. Types of airport ments vary and are listed in the RECAT Orders. lighting include: AIRMEN’S METEOROLOGICAL INFORMA- a. Approach Light System (ALS)− An airport TION (AIRMET)− In-flight weather advisories lighting facility which provides visual guidance to issued only to amend the Aviation Surface Forecast, landing aircraft by radiating light beams in a Aviation Cloud Forecast, or area forecast concerning directional pattern by which the pilot aligns the weather phenomena which are of operational interest aircraft with the extended centerline of the runway on to all aircraft and potentially hazardous to aircraft his/her final approach for landing. Condenser- having limited capability because of lack of Discharge Sequential Flashing Lights/Sequenced equipment, instrumentation, or pilot qualifications. Flashing Lights may be installed in conjunction with AIRMETs concern weather of less severity than that the ALS at some airports. Types of Approach Light covered by SIGMETs or Convective SIGMETs. Systems are: AIRMETs cover moderate icing, moderate turbu- 1. ALSF-1− Approach Light System with lence, sustained winds of 30 knots or more at the Sequenced Flashing Lights in ILS Cat-I configura- surface, widespread areas of ceilings less than 1,000 tion. feet and/or visibility less than 3 miles, and extensive mountain obscurement. 2. ALSF-2− Approach Light System with Sequenced Flashing Lights in ILS Cat-II configura- (See AWW.) tion. The ALSF-2 may operate as an SSALR when (See CONVECTIVE SIGMET.) weather conditions permit. (See CWA.) 3. SSALF− Simplified Short Approach Light (See SIGMET.) System with Sequenced Flashing Lights. (Refer to AIM.) 4. SSALR− Simplified Short Approach Light AIRPORT− An area on land or water that is used or System with Runway Alignment Indicator Lights. intended to be used for the landing and takeoff of 5. MALSF− Medium Intensity Approach Light aircraft and includes its buildings and facilities, if System with Sequenced Flashing Lights. any. 6. MALSR− Medium Intensity Approach Light AIRPORT ADVISORY AREA− The area within ten System with Runway Alignment Indicator Lights. miles of an airport without a control tower or where 7. RLLS− Runway Lead-in Light System the tower is not in operation, and on which a Flight Consists of one or more series of flashing lights Service Station is located. installed at or near ground level that provides positive (See LOCAL AIRPORT ADVISORY.) visual guidance along an approach path, either (Refer to AIM.) curving or straight, where special problems exist with

PCG A−7 Pilot/Controller Glossary 6/17/21

hazardous terrain, obstructions, or noise abatement aircraft have three-bar VASIs which provide two procedures. visual glide paths to the same runway. 8. RAIL− Runway Alignment Indicator Lights− h. Precision Approach Path Indicator (PAPI)− An Sequenced Flashing Lights which are installed only airport lighting facility, similar to VASI, providing in combination with other light systems. vertical approach slope guidance to aircraft during 9. ODALS− Omnidirectional Approach Light- approach to landing. PAPIs consist of a single row of ing System consists of seven omnidirectional either two or four lights, normally installed on the left flashing lights located in the approach area of a side of the runway, and have an effective visual range nonprecision runway. Five lights are located on the of about 5 miles during the day and up to 20 miles at runway centerline extended with the first light night. PAPIs radiate a directional pattern of high located 300 feet from the threshold and extending at intensity red and white focused light beams which equal intervals up to 1,500 feet from the threshold. indicate that the pilot is “on path” if the pilot sees an The other two lights are located, one on each side of equal number of white lights and red lights, with the runway threshold, at a lateral distance of 40 feet white to the left of the red; “above path” if the pilot from the runway edge, or 75 feet from the runway sees more white than red lights; and “below path” if edge when installed on a runway equipped with a the pilot sees more red than white lights. VASI. i. Boundary Lights− Lights defining the perimeter (Refer to FAA Order JO 6850.2, VISUAL of an airport or landing area. GUIDANCE LIGHTING SYSTEMS.) (Refer to AIM.) b. Runway Lights/Runway Edge Lights− Lights AIRPORT MARKING AIDS− Markings used on having a prescribed angle of emission used to define runway and taxiway surfaces to identify a specific the lateral limits of a runway. Runway lights are runway, a runway threshold, a centerline, a hold line, uniformly spaced at intervals of approximately 200 etc. A runway should be marked in accordance with feet, and the intensity may be controlled or preset. its present usage such as: c. Touchdown Zone Lighting− Two rows of a. Visual. transverse light bars located symmetrically about the runway centerline normally at 100 foot intervals. The b. Nonprecision instrument. basic system extends 3,000 feet along the runway. c. Precision instrument. d. Runway Centerline Lighting− Flush centerline (Refer to AIM.) lights spaced at 50-foot intervals beginning 75 feet AIRPORT REFERENCE POINT (ARP)− The from the landing threshold and extending to within 75 approximate geometric center of all usable runway feet of the opposite end of the runway. surfaces. e. Threshold Lights− Fixed green lights arranged symmetrically left and right of the runway centerline, AIRPORT RESERVATION OFFICE− Office identifying the runway threshold. responsible for monitoring the operation of slot controlled airports. It receives and processes requests f. Runway End Identifier Lights (REIL)− Two for unscheduled operations at slot controlled airports. synchronized flashing lights, one on each side of the runway threshold, which provide rapid and positive AIRPORT ROTATING BEACON− A visual identification of the approach end of a particular NAVAID operated at many airports. At civil airports, runway. alternating white and green flashes indicate the g. Visual Approach Slope Indicator (VASI)− An location of the airport. At military airports, the airport lighting facility providing vertical visual beacons flash alternately white and green, but are approach slope guidance to aircraft during approach differentiated from civil beacons by dualpeaked (two to landing by radiating a directional pattern of high quick) white flashes between the green flashes. intensity red and white focused light beams which (See INSTRUMENT FLIGHT RULES.) indicate to the pilot that he/she is “on path” if he/she (See SPECIAL VFR OPERATIONS.) sees red/white, “above path” if white/white, and (See ICAO term AERODROME BEACON.) “below path” if red/red. Some airports serving large (Refer to AIM.)

PCG A−8 6/17/21 Pilot/Controller Glossary

AIRPORT STREAM FILTER (ASF)− An on/off implemented in various forms depending upon the filter that allows the conflict notification function to needs of the air traffic system. be inhibited for arrival streams into single or multiple AIRSPACE HIERARCHY− Within the airspace airports to prevent nuisance alerts. classes, there is a hierarchy and, in the event of an AIRPORT SURFACE DETECTION EQUIPMENT overlap of airspace: Class A preempts Class B, Class (ASDE)− Surveillance equipment specifically de- B preempts Class C, Class C preempts Class D, Class signed to detect aircraft, vehicular traffic, and other D preempts Class E, and Class E preempts Class G. objects, on the surface of an airport, and to present the AIRSPEED− The speed of an aircraft relative to its image on a tower display. Used to augment visual surrounding air mass. The unqualified term observation by tower personnel of aircraft and/or “airspeed” means one of the following: vehicular movements on runways and taxiways. a. Indicated Airspeed− The speed shown on the There are three ASDE systems deployed in the NAS: aircraft airspeed indicator. This is the speed used in a. ASDE−3− a Surface Movement Radar. pilot/controller communications under the general b. ASDE−X− a system that uses an X−band term “airspeed.” Surface Movement Radar, multilateration, and (Refer to 14 CFR Part 1.) ADS−B. b. True Airspeed− The airspeed of an aircraft c. Airport Surface Surveillance Capability relative to undisturbed air. Used primarily in flight (ASSC)− A system that uses Surface Movement planning and en route portion of flight. When used in Radar, multilateration, and ADS−B. pilot/controller communications, it is referred to as “true airspeed” and not shortened to “airspeed.” AIRPORT SURVEILLANCE RADAR− Approach AIRSTART− The starting of an aircraft engine while control radar used to detect and display an aircraft’s the aircraft is airborne, preceded by engine shutdown position in the terminal area. ASR provides range and during training flights or by actual engine failure. azimuth information but does not provide elevation data. Coverage of the ASR can extend up to 60 miles. AIRWAY− A Class E airspace area established in the form of a corridor, the centerline of which is defined AIRPORT TAXI CHARTS− by radio navigational aids. (See AERONAUTICAL CHART.) (See FEDERAL AIRWAYS.) AIRPORT TRAFFIC CONTROL SERVICE− A (See ICAO term AIRWAY.) service provided by a control tower for aircraft (Refer to 14 CFR Part 71.) operating on the movement area and in the vicinity of (Refer to AIM.) an airport. AIRWAY [ICAO]− A control area or portion thereof (See MOVEMENT AREA.) established in the form of corridor equipped with (See TOWER.) radio navigational aids. (See ICAO term AERODROME CONTROL AIRWAY BEACON− Used to mark airway segments SERVICE.) in remote mountain areas. The light flashes Morse AIRPORT TRAFFIC CONTROL TOWER− Code to identify the beacon site. (See TOWER.) (Refer to AIM.) AIRSPACE CONFLICT− Predicted conflict of an AIS− aircraft and active Special Activity Airspace (SAA). (See AERONAUTICAL INFORMATION SERVICES.) AIRSPACE FLOW PROGRAM (AFP)− AFP is a AIT− Traffic Management (TM) process administered by (See AUTOMATED INFORMATION the Air Traffic Control System Command Center TRANSFER.) (ATCSCC) where aircraft are assigned an Expect Departure Clearance Time (EDCT) in order to ALERFA (Alert Phase) [ICAO]− A situation wherein manage capacity and demand for a specific area of the apprehension exists as to the safety of an aircraft and National Airspace System (NAS). The purpose of the its occupants. program is to mitigate the effects of en route ALERT− A notification to a position that there constraints. It is a flexible program and may be is an aircraft-to-aircraft or aircraft-to-airspace

PCG A−9 Pilot/Controller Glossary 6/17/21 conflict, as detected by Automated Problem ALTITUDE− The height of a level, point, or object Detection (APD). measured in feet Above Ground Level (AGL) or from Mean Sea Level (MSL). ALERT AREA− (See FLIGHT LEVEL.) (See SPECIAL USE AIRSPACE.) a. MSL Altitude− Altitude expressed in feet measured from mean sea level. ALERT NOTICE (ALNOT)− A request originated by a flight service station (FSS) or an air route traffic b. AGL Altitude− Altitude expressed in feet control center (ARTCC) for an extensive commu- measured above ground level. nication search for overdue, unreported, or missing c. Indicated Altitude− The altitude as shown by an aircraft. altimeter. On a pressure or barometric altimeter it is altitude as shown uncorrected for instrument error ALERTING SERVICE− A service provided to notify and uncompensated for variation from standard appropriate organizations regarding aircraft in need atmospheric conditions. of search and rescue aid and assist such organizations (See ICAO term ALTITUDE.) as required. ALTITUDE [ICAO]− The vertical distance of a level, ALNOT− a point or an object considered as a point, measured (See ALERT NOTICE.) from mean sea level (MSL). ALTITUDE READOUT− An aircraft’s altitude, ALONG−TRACK DISTANCE (ATD)− The hori- transmitted via the Mode C transponder feature, that zontal distance between the aircraft’s current position is visually displayed in 100-foot increments on a and a fix measured by an area navigation system that radar scope having readout capability. is not subject to slant range errors. (See ALPHANUMERIC DISPLAY.) ALPHANUMERIC DISPLAY− Letters and numer- (See AUTOMATED RADAR TERMINAL als used to show identification, altitude, beacon code, SYSTEMS.) and other information concerning a target on a radar (Refer to AIM.) display. ALTITUDE RESERVATION (ALTRV)− Airspace (See AUTOMATED RADAR TERMINAL utilization under prescribed conditions normally SYSTEMS.) employed for the mass movement of aircraft or other special user requirements which cannot otherwise be ALTERNATE AERODROME [ICAO]− An aero- accomplished. ALTRVs are approved by the drome to which an aircraft may proceed when it appropriate FAA facility. becomes either impossible or inadvisable to proceed (See AIR TRAFFIC CONTROL SYSTEM to or to land at the aerodrome of intended landing. COMMAND CENTER.) Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate ALTITUDE RESTRICTION− An altitude or alti- aerodrome for the flight. tudes, stated in the order flown, which are to be maintained until reaching a specific point or time. Altitude restrictions may be issued by ATC due to ALTERNATE AIRPORT− An airport at which an traffic, terrain, or other airspace considerations. aircraft may land if a landing at the intended airport becomes inadvisable. ALTITUDE RESTRICTIONS ARE CANCELED− (See ICAO term ALTERNATE AERODROME.) Adherence to previously imposed altitude restrictions is no longer required during a climb or descent. ALTIMETER SETTING− The barometric pressure reading used to adjust a pressure altimeter for ALTRV− variations in existing atmospheric pressure or to the (See ALTITUDE RESERVATION.) standard altimeter setting (29.92). AMVER− (Refer to 14 CFR Part 91.) (See AUTOMATED MUTUAL-ASSISTANCE (Refer to AIM.) VESSEL RESCUE SYSTEM.)

PCG A−10 6/17/21 Pilot/Controller Glossary

APB− departing aircraft. These locations are identified by (See AUTOMATED PROBLEM DETECTION signs and markings. BOUNDARY.) APPROACH LIGHT SYSTEM− APD− (See AIRPORT LIGHTING.) (See AUTOMATED PROBLEM DETECTION.) APPROACH SEQUENCE− The order in which aircraft are positioned while on approach or awaiting

APDIA− approach clearance. (See AUTOMATED PROBLEM DETECTION (See LANDING SEQUENCE.) INHIBITED AREA.) (See ICAO term APPROACH SEQUENCE.) APPROACH CLEARANCE− Authorization by APPROACH SEQUENCE [ICAO]− The order in ATC for a pilot to conduct an instrument approach. which two or more aircraft are cleared to approach to The type of instrument approach for which a land at the aerodrome. clearance and other pertinent information is provided APPROACH SPEED− The recommended speed in the approach clearance when required. contained in aircraft manuals used by pilots when (See CLEARED APPROACH.) making an approach to landing. This speed will vary (See INSTRUMENT APPROACH for different segments of an approach as well as for PROCEDURE.) aircraft weight and configuration. (Refer to AIM.) (Refer to 14 CFR Part 91.) APPROACH WITH VERTICAL GUIDANCE (APV)– A term used to describe RNAV approach APPROACH CONTROL FACILITY− A terminal procedures that provide lateral and vertical guidance ATC facility that provides approach control service in but do not meet the requirements to be considered a a terminal area. precision approach. (See APPROACH CONTROL SERVICE.) APPROPRIATE ATS AUTHORITY [ICAO]− The (See RADAR APPROACH CONTROL relevant authority designated by the State responsible FACILITY.) for providing air traffic services in the airspace APPROACH CONTROL SERVICE− Air traffic concerned. In the United States, the “appropriate ATS control service provided by an approach control authority” is the Program Director for Air Traffic facility for arriving and departing VFR/IFR aircraft Planning and Procedures, ATP-1. and, on occasion, en route aircraft. At some airports APPROPRIATE AUTHORITY− not served by an approach control facility, the a. Regarding flight over the high seas: the relevant ARTCC provides limited approach control service. authority is the State of Registry. (See ICAO term APPROACH CONTROL b. Regarding flight over other than the high seas: SERVICE.) the relevant authority is the State having sovereignty (Refer to AIM.) over the territory being overflown. APPROACH CONTROL SERVICE [ICAO]− Air APPROPRIATE OBSTACLE CLEARANCE traffic control service for arriving or departing MINIMUM ALTITUDE− Any of the following: controlled flights. (See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM IFR ALTITUDE.) APPROACH GATE− An imaginary point used (See MINIMUM OBSTRUCTION CLEARANCE within ATC as a basis for vectoring aircraft to the ALTITUDE.) final approach course. The gate will be established (See MINIMUM VECTORING ALTITUDE.) along the final approach course 1 mile from the final approach fix on the side away from the airport and APPROPRIATE TERRAIN CLEARANCE will be no closer than 5 miles from the landing MINIMUM ALTITUDE− Any of the following: threshold. (See MINIMUM EN ROUTE IFR ALTITUDE.) (See MINIMUM IFR ALTITUDE.) APPROACH/DEPARTURE HOLD AREA− The (See MINIMUM OBSTRUCTION CLEARANCE locations on taxiways in the approach or departure ALTITUDE.) areas of a runway designated to protect landing or (See MINIMUM VECTORING ALTITUDE.)

PCG A−11 Pilot/Controller Glossary 6/17/21

APRON− A defined area on an airport or heliport Course reversal or radar vectoring may be required at intended to accommodate aircraft for purposes of busy terminals with multiple runways. loading or unloading passengers or cargo, refueling, d. TERMINAL ARRIVAL AREA (TAA)− The parking, or maintenance. With regard to seaplanes, a TAA is controlled airspace established in conjunction ramp is used for access to the apron from the water. with the Standard or Modified T and I RNAV (See ICAO term APRON.) approach configurations. In the standard TAA, there are three areas: straight-in, left base, and right base. APRON [ICAO]− A defined area, on a land The arc boundaries of the three areas of the TAA are aerodrome, intended to accommodate aircraft for published portions of the approach and allow aircraft purposes of loading or unloading passengers, mail or to transition from the en route structure direct to the cargo, refueling, parking or maintenance. nearest IAF. TAAs will also eliminate or reduce ARC− The track over the ground of an aircraft flying feeder routes, departure extensions, and procedure at a constant distance from a navigational aid by turns or course reversal. reference to distance measuring equipment (DME). 1. STRAIGHT-IN AREA− A 30 NM arc centered on the IF bounded by a straight line AREA CONTROL CENTER [ICAO]− An air traffic extending through the IF perpendicular to the control facility primarily responsible for ATC intermediate course. services being provided IFR aircraft during the en route phase of flight. The U.S. equivalent facility is 2. LEFT BASE AREA− A 30 NM arc centered an air route traffic control center (ARTCC). on the right corner IAF. The area shares a boundary with the straight-in area except that it extends out for AREA NAVIGATION (RNAV)− A method of 30 NM from the IAF and is bounded on the other side navigation which permits aircraft operation on any by a line extending from the IF through the FAF to the desired flight path within the coverage of ground− or arc. space−based navigation aids or within the limits of 3. RIGHT BASE AREA− A 30 NM arc the capability of self-contained aids, or a combination centered on the left corner IAF. The area shares a of these. boundary with the straight-in area except that it Note: Area navigation includes performance− extends out for 30 NM from the IAF and is bounded based navigation as well as other operations that on the other side by a line extending from the IF do not meet the definition of performance−based through the FAF to the arc. navigation. AREA NAVIGATION (RNAV) GLOBAL AREA NAVIGATION (RNAV) APPROACH POSITIONING SYSTEM (GPS) PRECISION CONFIGURATION: RUNWAY MONITORING (PRM) APPROACH– A GPS approach, which requires vertical guidance, a. STANDARD T− An RNAV approach whose used in lieu of another type of PRM approach to design allows direct flight to any one of three initial conduct approaches to parallel runways whose approach fixes (IAF) and eliminates the need for extended centerlines are separated by less than 4,300 procedure turns. The standard design is to align the feet and at least 3,000 feet, where simultaneous close procedure on the extended centerline with the missed parallel approaches are permitted. Also used in lieu approach point (MAP) at the runway threshold, the of an ILS PRM and/or LDA PRM approach to final approach fix (FAF), and the initial approach/ conduct Simultaneous Offset Instrument Approach intermediate fix (IAF/IF). The other two IAFs will be (SOIA) operations. established perpendicular to the IF. b. MODIFIED T− An RNAV approach design for ARMY AVIATION FLIGHT INFORMATION single or multiple runways where terrain or BULLETIN− A bulletin that provides air operation operational constraints do not allow for the standard data covering Army, National Guard, and Army T. The “T” may be modified by increasing or Reserve aviation activities. decreasing the angle from the corner IAF(s) to the IF ARO− or by eliminating one or both corner IAFs. (See AIRPORT RESERVATION OFFICE.) c. STANDARD I− An RNAV approach design for ARRESTING SYSTEM− A safety device consisting a single runway with both corner IAFs eliminated. of two major components, namely, engaging or

PCG A−12 6/17/21 Pilot/Controller Glossary

catching devices and energy absorption devices for ASF− the purpose of arresting both tailhook and/or (See AIRPORT STREAM FILTER.) nontailhook-equipped aircraft. It is used to prevent ASLAR− aircraft from overrunning runways when the aircraft (See AIRCRAFT SURGE LAUNCH AND cannot be stopped after landing or during aborted RECOVERY.) takeoff. Arresting systems have various names; e.g., arresting gear, hook device, wire barrier cable. ASP− (See ABORT.) (See ARRIVAL SEQUENCING PROGRAM.) (Refer to AIM.) ASR− ARRIVAL AIRCRAFT INTERVAL− An internally (See AIRPORT SURVEILLANCE RADAR.) generated program in hundredths of minutes based ASR APPROACH− upon the AAR. AAI is the desired optimum interval (See SURVEILLANCE APPROACH.) between successive arrival aircraft over the vertex. ASSOCIATED− A radar target displaying a data ARRIVAL CENTER− The ARTCC having jurisdic- block with flight identification and altitude tion for the impacted airport. information. (See UNASSOCIATED.) ARRIVAL DELAY− A parameter which specifies a period of time in which no aircraft will be metered for ATC− arrival at the specified airport. (See AIR TRAFFIC CONTROL.) ATC ADVISES− Used to prefix a message of ARRIVAL SECTOR− An operational control sector noncontrol information when it is relayed to an containing one or more meter fixes. aircraft by other than an air traffic controller. ARRIVAL SECTOR ADVISORY LIST− An (See ADVISORY.) ordered list of data on arrivals displayed at the ATC ASSIGNED AIRSPACE− Airspace of defined PVD/MDM of the sector which controls the meter vertical/lateral limits, assigned by ATC, for the fix. purpose of providing air traffic segregation between ARRIVAL SEQUENCING PROGRAM− The auto- the specified activities being conducted within the mated program designed to assist in sequencing assigned airspace and other IFR air traffic. aircraft destined for the same airport. (See SPECIAL USE AIRSPACE.) ATC CLEARANCE− ARRIVAL TIME− The time an aircraft touches down (See AIR TRAFFIC CLEARANCE.) on arrival. ATC CLEARS− Used to prefix an ATC clearance ARSR− when it is relayed to an aircraft by other than an air (See AIR ROUTE SURVEILLANCE RADAR.) traffic controller. ARTCC− ATC INSTRUCTIONS− Directives issued by air (See AIR ROUTE TRAFFIC CONTROL traffic control for the purpose of requiring a pilot to CENTER.) take specific actions; e.g., “Turn left heading two five zero,” “Go around,” “Clear the runway.” ASDA− (Refer to 14 CFR Part 91.) (See ACCELERATE-STOP DISTANCE AVAILABLE.) ATC PREFERRED ROUTE NOTIFICATION− EDST notification to the appropriate controller of the ASDA [ICAO]− need to determine if an ATC preferred route needs to (See ICAO Term ACCELERATE-STOP be applied, based on destination airport. DISTANCE AVAILABLE.) (See ROUTE ACTION NOTIFICATION.) ASDE− (See EN ROUTE DECISION SUPPORT TOOL.) (See AIRPORT SURFACE DETECTION ATC PREFERRED ROUTES− Preferred routes that EQUIPMENT.) are not automatically applied by Host.

PCG A−13 Pilot/Controller Glossary 6/17/21

ATC REQUESTS− Used to prefix an ATC request or any comparable ground−based system that enables when it is relayed to an aircraft by other than an air the identification of aircraft. traffic controller. Note: A comparable ground−based system is one that has been demonstrated, by comparative ATC SECURITY SERVICES− Communications assessment or other methodology, to have a level and security tracking provided by an ATC facility in of safety and performance equal to or better than support of the DHS, the DOD, or other Federal monopulse SSR. security elements in the interest of national security. ATCAA− Such security services are only applicable within (See ATC ASSIGNED AIRSPACE.) designated areas. ATC security services do not include ATC basic radar services or flight following. ATCRBS− (See RADAR.) ATC SECURITY SERVICES POSITION− The ATCSCC− position responsible for providing ATC security (See AIR TRAFFIC CONTROL SYSTEM services as defined. This position does not provide COMMAND CENTER.) ATC, IFR separation, or VFR flight following ATCT− services, but is responsible for providing security (See TOWER.) services in an area comprising airspace assigned to one or more ATC operating sectors. This position ATD− may be combined with control positions. (See ALONG−TRACK DISTANCE.) ATIS− ATC SECURITY TRACKING− The continuous (See AUTOMATIC TERMINAL INFORMATION tracking of aircraft movement by an ATC facility in SERVICE.) support of the DHS, the DOD, or other security ATIS [ICAO]− elements for national security using radar (i.e., radar (See ICAO Term AUTOMATIC TERMINAL tracking) or other means (e.g., manual tracking) INFORMATION SERVICE.) without providing basic radar services (including traffic advisories) or other ATC services not defined ATS ROUTE [ICAO]− A specified route designed for in this section. channeling the flow of traffic as necessary for the provision of air traffic services. ATS SURVEILLANCE SERVICE [ICAO]– A term Note: The term “ATS Route” is used to mean used to indicate a service provided directly by means variously, airway, advisory route, controlled or of an ATS surveillance system. uncontrolled route, arrival or departure, etc. ATTENTION ALL USERS PAGE (AAUP)- The ATC SURVEILLANCE SOURCE– Used by ATC AAUP provides the pilot with additional information for establishing identification, control and separation relative to conducting a specific operation, for using a target depicted on an air traffic control example, PRM approaches and RNAV departures. facility’s video display that has met the relevant safety standards for operational use and received AUTOLAND APPROACH−An autoland system from one, or a combination, of the following aids by providing control of aircraft systems during surveillance sources: a precision instrument approach to at least decision a. Radar (See RADAR.) altitude and possibly all the way to touchdown, as b. ADS-B (See AUTOMATIC DEPENDENT well as in some cases, through the landing rollout. SURVEILLANCE−BROADCAST.) The autoland system is a sub-system of the autopilot c. WAM (See WIDE AREA MULTILATERATION.) system from which control surface management occurs. The aircraft autopilot sends instructions to the (See INTERROGATOR.) autoland system and monitors the autoland system (See TRANSPONDER.) performance and integrity during its execution. (See ICAO term RADAR.) AUTOMATED EMERGENCY DESCENT− (Refer to AIM.) (See EMERGENCY DESCENT MODE.) ATS SURVEILLANCE SYSTEM [ICAO]– A AUTOMATED INFORMATION TRANSFER generic term meaning variously, ADS−B, PSR, SSR (AIT)− A precoordinated process, specifically

PCG A−14 6/17/21 Pilot/Controller Glossary

defined in facility directives, during which a transfer AUTOMATIC CARRIER LANDING SYSTEM− of altitude control and/or radar identification is U.S. Navy final approach equipment consisting of accomplished without verbal coordination between precision tracking radar coupled to a computer data controllers using information communicated in a full link to provide continuous information to the aircraft, data block. monitoring capability to the pilot, and a backup approach system. AUTOMATED MUTUAL-ASSISTANCE VESSEL RESCUE SYSTEM− A facility which can deliver, in AUTOMATIC DEPENDENT SURVEILLANCE a matter of minutes, a surface picture (SURPIC) of (ADS) [ICAO]− A surveillance technique in which vessels in the area of a potential or actual search and aircraft automatically provide, via a data link, data rescue incident, including their predicted positions derived from on−board navigation and position and their characteristics. fixing systems, including aircraft identification, four (See FAA Order JO 7110.65, Para 10−6−4, dimensional position and additional data as INFLIGHT CONTINGENCIES.) appropriate. AUTOMATED PROBLEM DETECTION (APD)− AUTOMATIC DEPENDENT SURVEILLANCE− An Automation Processing capability that compares BROADCAST (ADS-B)− A surveillance system in trajectories in order to predict conflicts. which an aircraft or vehicle to be detected is fitted with cooperative equipment in the form of a data link AUTOMATED PROBLEM DETECTION transmitter. The aircraft or vehicle periodically BOUNDARY (APB)− The adapted distance beyond broadcasts its GNSS−derived position and other a facilities boundary defining the airspace within required information such as identity and velocity, which EDST performs conflict detection. which is then received by a ground−based or (See EN ROUTE DECISION SUPPORT TOOL.) space−based receiver for processing and display at an air traffic control facility, as well as by suitably AUTOMATED PROBLEM DETECTION INHIB- equipped aircraft. ITED AREA (APDIA)− Airspace surrounding a (See AUTOMATIC DEPENDENT terminal area within which APD is inhibited for all SURVEILLANCE−BROADCAST IN.) flights within that airspace. (See AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST OUT.) AUTOMATED WEATHER SYSTEM− Any of the (See COOPERATIVE SURVEILLANCE.) automated weather sensor platforms that collect (See GLOBAL POSITIONING SYSTEM.) weather data at airports and disseminate the weather (See SPACE−BASED ADS−B.) information via radio and/or landline. The systems currently consist of the Automated Surface Observ- AUTOMATIC DEPENDENT SURVEILLANCE− ing System (ASOS) and Automated Weather BROADCAST IN (ADS−B In)− Aircraft avionics Observation System (AWOS). capable of receiving ADS−B Out transmissions directly from other aircraft, as well as traffic or AUTOMATED UNICOM− Provides completely weather information transmitted from ground automated weather, radio check capability and airport stations. advisory information on an Automated UNICOM (See AUTOMATIC DEPENDENT system. These systems offer a variety of features, SURVEILLANCE−BROADCAST OUT.) typically selectable by microphone clicks, on the (See AUTOMATIC DEPENDENT UNICOM frequency. Availability will be published SURVEILLANCE−REBROADCAST.) in the Chart Supplement U.S. and approach charts. (See FLIGHT INFORMATION SERVICE−BROADCAST.)

AUTOMATIC ALTITUDE REPORT− (See TRAFFIC INFORMATION (See ALTITUDE READOUT.) SERVICE−BROADCAST.) AUTOMATIC ALTITUDE REPORTING− That AUTOMATIC DEPENDENT SURVEILLANCE− function of a transponder which responds to Mode C BROADCAST OUT (ADS−B Out)− The transmitter interrogations by transmitting the aircraft’s altitude onboard an aircraft or ground vehicle that in 100-foot increments. periodically broadcasts its GNSS−derived position

PCG A−15 Pilot/Controller Glossary 6/17/21

along with other required information, such as discrete VHF radio frequency (usually the ASOS/ identity, altitude, and velocity. AWOS frequency). (See AUTOMATIC DEPENDENT AUTOMATIC TERMINAL INFORMATION SER- SURVEILLANCE−BROADCAST.) VICE− The continuous broadcast of recorded (See AUTOMATIC DEPENDENT noncontrol information in selected terminal areas. Its SURVEILLANCE−BROADCAST IN.) purpose is to improve controller effectiveness and to AUTOMATIC DEPENDENT SURVEILLANCE− relieve frequency congestion by automating the CONTRACT (ADS−C)− A data link position repetitive transmission of essential but routine reporting system, controlled by a ground station, that information; e.g., “Los Angeles information Alfa. establishes contracts with an aircraft’s avionics that One three zero zero Coordinated Universal Time. occur automatically whenever specific events occur, Weather, measured ceiling two thousand overcast, or specific time intervals are reached. visibility three, haze, smoke, temperature seven one, dew point five seven, wind two five zero at five, AUTOMATIC DEPENDENT SURVEILLANCE- altimeter two niner niner six. I-L-S Runway Two Five REBROADCAST (ADS-R)− A datalink translation Left approach in use, Runway Two Five Right closed, function of the ADS−B ground system required to advise you have Alfa.” accommodate the two separate operating frequencies (See ICAO term AUTOMATIC TERMINAL (978 MHz and 1090 MHz). The ADS−B system INFORMATION SERVICE.) receives the ADS−B messages transmitted on one (Refer to AIM.) frequency and ADS−R translates and reformats the AUTOMATIC TERMINAL INFORMATION SER- information for rebroadcast and use on the other VICE [ICAO]− The provision of current, routine frequency. This allows ADS−B In equipped aircraft information to arriving and departing aircraft by to see nearby ADS−B Out traffic regardless of the means of continuous and repetitive broadcasts operating link of the other aircraft. Aircraft operating throughout the day or a specified portion of the day. on the same ADS−B frequency exchange information directly and do not require the ADS−R translation AUTOROTATION− A rotorcraft flight condition in function. which the lifting rotor is driven entirely by action of the air when the rotorcraft is in motion. AUTOMATIC DIRECTION FINDER− An aircraft a. Autorotative Landing/Touchdown Autorota- radio navigation system which senses and indicates tion. Used by a pilot to indicate that the landing will the direction to a L/MF nondirectional radio beacon be made without applying power to the rotor. (NDB) ground transmitter. Direction is indicated to the pilot as a magnetic bearing or as a relative bearing b. Low Level Autorotation. Commences at an to the longitudinal axis of the aircraft depending on altitude well below the traffic pattern, usually below the type of indicator installed in the aircraft. In certain 100 feet AGL and is used primarily for tactical applications, such as military, ADF operations may military training. be based on airborne and ground transmitters in the c. 180 degrees Autorotation. Initiated from a VHF/UHF frequency spectrum. downwind heading and is commenced well inside the (See BEARING.) normal traffic pattern. “Go around” may not be (See NONDIRECTIONAL BEACON.) possible during the latter part of this maneuver. AVAILABLE LANDING DISTANCE (ALD)− The AUTOMATIC FLIGHT INFORMATION SER- portion of a runway available for landing and roll-out VICE (AFIS) − ALASKA FSSs ONLY− The for aircraft cleared for LAHSO. This distance is continuous broadcast of recorded non−control measured from the landing threshold to the information at airports in Alaska where a FSS hold-short point. provides local airport advisory service. The AFIS broadcast automates the repetitive transmission of AVIATION WEATHER SERVICE− A service essential but routine information such as weather, provided by the National Weather Service (NWS) and wind, altimeter, favored runway, braking action, FAA which collects and disseminates pertinent airport NOTAMs, and other applicable information. weather information for pilots, aircraft operators, and The information is continuously broadcast over a ATC. Available aviation weather reports and

PCG A−16 6/17/21 Pilot/Controller Glossary forecasts are displayed at each NWS office and FAA FSS. (See TRANSCRIBED WEATHER BROADCAST.) (See WEATHER ADVISORY.) (Refer to AIM.) AWW− (See SEVERE WEATHER FORECAST ALERTS.)

PCG A−17

6/17/21 Pilot/Controller Glossary B

BACK-TAXI− A term used by air traffic controllers BLIND VELOCITY [ICAO]− The radial velocity of to taxi an aircraft on the runway opposite to the traffic a moving target such that the target is not seen on flow. The aircraft may be instructed to back-taxi to primary radars fitted with certain forms of fixed echo the beginning of the runway or at some point before suppression. reaching the runway end for the purpose of departure BLIND ZONE− or to exit the runway. (See BLIND SPOT.) BASE LEG− BLOCKED− Phraseology used to indicate that a (See TRAFFIC PATTERN.) radio transmission has been distorted or interrupted due to multiple simultaneous radio transmissions. BEACON− (See AERONAUTICAL BEACON.) BOTTOM ALTITUDE– In reference to published altitude restrictions on a STAR or STAR runway (See AIRPORT ROTATING BEACON.) transition, the lowest altitude authorized. (See AIRWAY BEACON.) (See MARKER BEACON.) BOUNDARY LIGHTS− (See NONDIRECTIONAL BEACON.) (See AIRPORT LIGHTING.) (See RADAR.) BRAKING ACTION (GOOD, GOOD TO MEDI- UM, MEDIUM, MEDIUM TO POOR, POOR, OR BEARING− The horizontal direction to or from any NIL)− A report of conditions on the airport point, usually measured clockwise from true north, movement area providing a pilot with a degree/quali- magnetic north, or some other reference point ty of braking to expect. Braking action is reported in through 360 degrees. terms of good, good to medium, medium, medium to (See NONDIRECTIONAL BEACON.) poor, poor, or nil. BELOW MINIMUMS− Weather conditions below (See RUNWAY CONDITION READING.) the minimums prescribed by regulation for the (See RUNWAY CONDITION REPORT.) particular action involved; e.g., landing minimums, (See RUNWAY CONDITION CODES.) takeoff minimums. BRAKING ACTION ADVISORIES− When tower controllers receive runway braking action reports BLAST FENCE− A barrier that is used to divert or which include the terms “medium,” “poor,” or “nil,” dissipate jet or propeller blast. or whenever weather conditions are conducive to BLAST PAD− A surface adjacent to the ends of a deteriorating or rapidly changing runway braking runway provided to reduce the erosive effect of jet conditions, the tower will include on the ATIS blast and propeller wash. broadcast the statement, “Braking Action Advisories are in Effect.” During the time braking action BLIND SPEED− The rate of departure or closing of advisories are in effect, ATC will issue the most a target relative to the radar antenna at which current braking action report for the runway in use to cancellation of the primary radar target by moving each arriving and departing aircraft. Pilots should be target indicator (MTI) circuits in the radar equipment prepared for deteriorating braking conditions and causes a reduction or complete loss of signal. should request current runway condition information (See ICAO term BLIND VELOCITY.) if not issued by controllers. Pilots should also be prepared to provide a descriptive runway condition BLIND SPOT− An area from which radio report to controllers after landing. transmissions and/or radar echoes cannot be received. The term is also used to describe portions BREAKOUT− A technique to direct aircraft out of of the airport not visible from the control tower. the approach stream. In the context of simultaneous (independent) parallel operations, a breakout is used BLIND TRANSMISSION− to direct threatened aircraft away from a deviating (See TRANSMITTING IN THE BLIND.) aircraft.

PCG B−1 Pilot/Controller Glossary 6/17/21

BROADCAST− Transmission of information for BUFFER AREA− As applied to an MVA or MIA which an acknowledgement is not expected. chart, a depicted 3 NM or 5 NM radius MVA/MIA (See ICAO term BROADCAST.) sector isolating a displayed obstacle for which the BROADCAST [ICAO]− A transmission of informa- sector is established. A portion of a buffer area can tion relating to air navigation that is not addressed to also be inclusive of a MVA/MIA sector polygon a specific station or stations. boundary.

PCG B−2 6/17/21 Pilot/Controller Glossary C

CALCULATED LANDING TIME− A term that may CENTER’S AREA− The specified airspace within be used in place of tentative or actual calculated which an air route traffic control center (ARTCC) landing time, whichever applies. provides air traffic control and advisory service. (See AIR ROUTE TRAFFIC CONTROL CALL FOR RELEASE− Wherein the overlying CENTER.) ARTCC requires a terminal facility to initiate verbal (Refer to AIM.) coordination to secure ARTCC approval for release of a departure into the en route environment. CENTER TRACON AUTOMATION SYSTEM (CTAS)− A computerized set of programs designed CALL UP− Initial voice contact between a facility to aid Air Route Traffic Control Centers and and an aircraft, using the identification of the unit TRACONs in the management and control of air being called and the unit initiating the call. traffic. (Refer to AIM.) CENTER WEATHER ADVISORY− An unsched- CANADIAN MINIMUM NAVIGATION PERFOR- uled weather advisory issued by Center Weather MANCE SPECIFICATION AIRSPACE− That Service Unit meteorologists for ATC use to alert portion of Canadian domestic airspace within which pilots of existing or anticipated adverse weather MNPS separation may be applied. conditions within the next 2 hours. A CWA may CARDINAL ALTITUDES− “Odd” or “Even” modify or redefine a SIGMET. thousand-foot altitudes or flight levels; e.g., 5,000, (See AWW.) 6,000, 7,000, FL 250, FL 260, FL 270. (See AIRMET.) (See ALTITUDE.) (See CONVECTIVE SIGMET.) (See FLIGHT LEVEL.) (See SIGMET.) (Refer to AIM.) CARDINAL FLIGHT LEVELS− CENTRAL EAST PACIFIC− An organized route (See CARDINAL ALTITUDES.) system between the U.S. West Coast and Hawaii. CAT− CEP− (See CLEAR-AIR TURBULENCE.) (See CENTRAL EAST PACIFIC.) CATCH POINT− A fix/waypoint that serves as a CERAP− transition point from the high altitude waypoint (See COMBINED CENTER-RAPCON.) navigation structure to an arrival procedure (STAR) or the low altitude ground−based navigation CERTIFICATE OF WAIVER OR AUTHORIZA- structure. TION (COA)− An FAA grant of approval for a specific flight operation or airspace authorization or CEILING− The heights above the earth’s surface of waiver. the lowest layer of clouds or obscuring phenomena that is reported as “broken,” “overcast,” or CERTIFIED TOWER RADAR DISPLAY (CTRD)− “obscuration,” and not classified as “thin” or An FAA radar display certified for use in the NAS. “partial.” CFR− (See ICAO term CEILING.) (See CALL FOR RELEASE.) CEILING [ICAO]− The height above the ground or CHA water of the base of the lowest layer of cloud below (See CONTINGENCY HAZARD AREA) 6,000 meters (20,000 feet) covering more than half CHAFF− Thin, narrow metallic reflectors of various the sky. lengths and frequency responses, used to reflect radar CENTER− energy. These reflectors, when dropped from aircraft (See AIR ROUTE TRAFFIC CONTROL and allowed to drift downward, result in large targets CENTER.) on the radar display.

PCG C−1 Pilot/Controller Glossary 6/17/21

CHART SUPPLEMENT U.S.− A publication obtained and the pilot has established required visual designed primarily as a pilot’s operational manual reference to the airport. containing all airports, seaplane bases, and heliports (See CIRCLE TO RUNWAY.) open to the public including communications data, (See LANDING MINIMUMS.) navigational facilities, and certain special notices and (Refer to AIM.) procedures. This publication is issued in seven CIRCLE TO RUNWAY (RUNWAY NUMBER)− volumes according to geographical area. Used by ATC to inform the pilot that he/she must circle to land because the runway in use is other than CHARTED VFR FLYWAYS− Charted VFR Fly- the runway aligned with the instrument approach ways are flight paths recommended for use to bypass procedure. When the direction of the circling areas heavily traversed by large turbine-powered maneuver in relation to the airport/runway is aircraft. Pilot compliance with recommended required, the controller will state the direction (eight flyways and associated altitudes is strictly voluntary. cardinal compass points) and specify a left or right VFR Flyway Planning charts are published on the downwind or base leg as appropriate; e.g., “Cleared back of existing VFR Terminal Area charts. VOR Runway Three Six Approach circle to Runway Two Two,” or “Circle northwest of the airport for a CHARTED VISUAL FLIGHT PROCEDURE right downwind to Runway Two Two.” APPROACH− An approach conducted while (See CIRCLE-TO-LAND MANEUVER.) operating on an instrument flight rules (IFR) flight (See LANDING MINIMUMS.) plan which authorizes the pilot of an aircraft to (Refer to AIM.) proceed visually and clear of clouds to the airport via visual landmarks and other information depicted on CIRCLING APPROACH− a charted visual flight procedure. This approach must (See CIRCLE-TO-LAND MANEUVER.) be authorized and under the control of the appropriate CIRCLING MANEUVER− air traffic control facility. Weather minimums (See CIRCLE-TO-LAND MANEUVER.) required are depicted on the chart. CIRCLING MINIMA− (See LANDING MINIMUMS.) CHASE− An aircraft flown in proximity to another CLASS A AIRSPACE− aircraft normally to observe its performance during (See CONTROLLED AIRSPACE.) training or testing. CLASS B AIRSPACE− CHASE AIRCRAFT− (See CONTROLLED AIRSPACE.) (See CHASE.) CLASS C AIRSPACE− (See CONTROLLED AIRSPACE.) CHOP− A form of turbulence. CLASS D AIRSPACE− a. Light Chop– Turbulence that causes slight, (See CONTROLLED AIRSPACE.) rapid and somewhat rhythmic bumpiness without CLASS E AIRSPACE− appreciable changes in altitude or attitude. (See CONTROLLED AIRSPACE.) b. Moderate Chop– Turbulence similar to Light CLASS G AIRSPACE− Airspace that is not Chop but of greater intensity. It causes rapid bumps designated in 14 CFR Part 71 as Class A, Class B, or jolts without appreciable changes in aircraft Class C, Class D, or Class E controlled airspace is altitude or attitude. Class G (uncontrolled) airspace. (See TURBULENCE.) (See UNCONTROLLED AIRSPACE.) CLEAR AIR TURBULENCE (CAT)− Turbulence CIRCLE-TO-LAND MANEUVER− A maneuver encountered in air where no clouds are present. This initiated by the pilot to align the aircraft with a term is commonly applied to high-level turbulence runway for landing when a straight-in landing from associated with wind shear. CAT is often encountered an instrument approach is not possible or is not in the vicinity of the jet stream. desirable. At tower controlled airports, this maneuver (See WIND SHEAR.) is made only after ATC authorization has been (See JET STREAM.)

PCG C−2 6/17/21 Pilot/Controller Glossary

CLEAR OF THE RUNWAY− CLEARED (Type of) APPROACH− ATC authoriza- a. Taxiing aircraft, which is approaching a tion for an aircraft to execute a specific instrument runway, is clear of the runway when all parts of the approach procedure to an airport; e.g., “Cleared ILS aircraft are held short of the applicable runway Runway Three Six Approach.” holding position marking. (See APPROACH CLEARANCE.) (See INSTRUMENT APPROACH b. A pilot or controller may consider an aircraft, PROCEDURE.) which is exiting or crossing a runway, to be clear of (Refer to 14 CFR Part 91.) the runway when all parts of the aircraft are beyond (Refer to AIM.) the runway edge and there are no restrictions to its continued movement beyond the applicable runway CLEARED AS FILED− Means the aircraft is cleared holding position marking. to proceed in accordance with the route of flight filed in the flight plan. This clearance does not include the c. Pilots and controllers shall exercise good altitude, DP, or DP Transition. judgement to ensure that adequate separation exists (See REQUEST FULL ROUTE CLEARANCE.) between all aircraft on runways and taxiways at (Refer to AIM.) airports with inadequate runway edge lines or holding position markings. CLEARED FOR TAKEOFF− ATC authorization for an aircraft to depart. It is predicated on known CLEARANCE− traffic and known physical airport conditions. (See AIR TRAFFIC CLEARANCE.) CLEARED FOR THE OPTION− ATC authoriza- CLEARANCE LIMIT− The fix, point, or location to tion for an aircraft to make a touch-and-go, low which an aircraft is cleared when issued an air traffic approach, missed approach, stop and go, or full stop clearance. landing at the discretion of the pilot. It is normally (See ICAO term CLEARANCE LIMIT.) used in training so that an instructor can evaluate a student’s performance under changing situations. CLEARANCE LIMIT [ICAO]− The point to which Pilots should advise ATC if they decide to remain on an aircraft is granted an air traffic control clearance. the runway, of any delay in their stop and go, delay CLEARANCE VOID IF NOT OFF BY (TIME)− clearing the runway, or are unable to comply with the Used by ATC to advise an aircraft that the departure instruction(s). clearance is automatically canceled if takeoff is not (See OPTION APPROACH.) made prior to a specified time. The pilot must obtain (Refer to AIM.) a new clearance or cancel his/her IFR flight plan if not CLEARED THROUGH− ATC authorization for an off by the specified time. aircraft to make intermediate stops at specified (See ICAO term CLEARANCE VOID TIME.) airports without refiling a flight plan while en route to the clearance limit. CLEARANCE VOID TIME [ICAO]− A time specified by an air traffic control unit at which a CLEARED TO LAND− ATC authorization for an clearance ceases to be valid unless the aircraft aircraft to land. It is predicated on known traffic and concerned has already taken action to comply known physical airport conditions. therewith. CLEARWAY− An area beyond the takeoff runway CLEARED APPROACH− ATC authorization for an under the control of airport authorities within which aircraft to execute any standard or special instrument terrain or fixed obstacles may not extend above approach procedure for that airport. Normally, an specified limits. These areas may be required for aircraft will be cleared for a specific instrument certain turbine-powered operations and the size and approach procedure. upward slope of the clearway will differ depending on (See CLEARED (Type of) APPROACH.) when the aircraft was certificated. (See INSTRUMENT APPROACH (Refer to 14 CFR Part 1.) PROCEDURE.) CLIMB TO VFR− ATC authorization for an aircraft (Refer to 14 CFR Part 91.) to climb to VFR conditions within Class B, C, D, and (Refer to AIM.) E surface areas when the only weather limitation is

PCG C−3 Pilot/Controller Glossary 6/17/21

restricted visibility. The aircraft must remain clear of CMNPS− clouds while climbing to VFR. (See CANADIAN MINIMUM NAVIGATION (See SPECIAL VFR CONDITIONS.) PERFORMANCE SPECIFICATION AIRSPACE.) (Refer to AIM.) COA− CLIMBOUT− That portion of flight operation (See CERTIFICATE OF WAIVER OR between takeoff and the initial cruising altitude. AUTHORIZATION.) CLIMB VIA– An abbreviated ATC clearance that COASTAL FIX− A navigation aid or intersection requires compliance with the procedure lateral path, where an aircraft transitions between the domestic associated speed restrictions, and altitude restrictions route structure and the oceanic route structure. along the cleared route or procedure. CODES− The number assigned to a particular CLOSE PARALLEL RUNWAYS− Two parallel multiple pulse reply signal transmitted by a runways whose extended centerlines are separated by transponder. less than 4,300 feet and at least 3000 feet (750 feet for (See DISCRETE CODE.) SOIA operations) for which ATC is authorized to conduct simultaneous independent approach opera- COLD TEMPERATURE COMPENSATION− An tions. PRM and simultaneous close parallel appear in action on the part of the pilot to adjust an aircraft’s approach title. Dual communications, special pilot indicated altitude due to the effect of cold training, an Attention All Users Page (AAUP), NTZ temperatures on true altitude above terrain versus monitoring by displays that have aural and visual aircraft indicated altitude. The amount of alerting algorithms are required. A high update rate compensation required increases at a greater rate with surveillance sensor is required for certain runway or a decrease in temperature and increase in height approach course spacing. above the reporting station. CLOSED RUNWAY− A runway that is unusable for COLLABORATIVE TRAJECTORY OPTIONS aircraft operations. Only the airport management/ PROGRAM (CTOP)− CTOP is a traffic management military operations office can close a runway. program administered by the Air Traffic Control System Command Center (ATCSCC) that manages CLOSED TRAFFIC− Successive operations involv- demand through constrained airspace, while consid- ing takeoffs and landings or low approaches where ering operator preference with regard to both route the aircraft does not exit the traffic pattern. and delay as defined in a Trajectory Options Set (TOS). CLOUD− A cloud is a visible accumulation of minute water droplets and/or ice particles in the COMBINED CENTER-RAPCON− An air traffic atmosphere above the Earth’s surface. Cloud differs facility which combines the functions of an ARTCC from ground fog, fog, or ice fog only in that the latter and a radar approach control facility. are, by definition, in contact with the Earth’s surface. (See AIR ROUTE TRAFFIC CONTROL CLT− CENTER.) (See RADAR APPROACH CONTROL (See CALCULATED LANDING TIME.) FACILITY.) CLUTTER− In radar operations, clutter refers to the COMMON POINT− A significant point over which reception and visual display of radar returns caused two or more aircraft will report passing or have by precipitation, chaff, terrain, numerous aircraft reported passing before proceeding on the same or targets, or other phenomena. Such returns may limit diverging tracks. To establish/maintain longitudinal or preclude ATC from providing services based on separation, a controller may determine a common radar. point not originally in the aircraft’s flight plan and (See CHAFF.) then clear the aircraft to fly over the point. (See GROUND CLUTTER.) (See SIGNIFICANT POINT.) (See PRECIPITATION.) (See TARGET.) COMMON PORTION− (See ICAO term RADAR CLUTTER.) (See COMMON ROUTE.)

PCG C−4 6/17/21 Pilot/Controller Glossary

COMMON ROUTE− That segment of a North COMPOSITE FLIGHT PLAN− A flight plan which American Route between the inland navigation specifies VFR operation for one portion of flight and facility and the coastal fix. IFR for another portion. It is used primarily in military operations. OR (Refer to AIM.) COMMON ROUTE− Typically the portion of a COMPULSORY REPORTING POINTS− Reporting RNAV STAR between the en route transition end points which must be reported to ATC. They are point and the runway transition start point; however, designated on aeronautical charts by solid triangles or the common route may only consist of a single point filed in a flight plan as fixes selected to define direct that joins the en route and runway transitions. routes. These points are geographical locations which are defined by navigation aids/fixes. Pilots COMMON TRAFFIC ADVISORY FREQUENCY should discontinue position reporting over compul- (CTAF)− A frequency designed for the purpose of sory reporting points when informed by ATC that carrying out airport advisory practices while their aircraft is in “radar contact.” operating to or from an airport without an operating control tower. The CTAF may be a UNICOM, COMPUTER NAVIGATION FIX (CNF)− A Multicom, FSS, or tower frequency and is identified Computer Navigation Fix is a point defined by a in appropriate aeronautical publications. latitude/longitude coordinate and is required to (See DESIGNATED COMMON TRAFFIC support Performance−Based Navigation (PBN) ADVISORY FREQUENCY (CTAF) AREA.) operations. A five−letter identifier denoting a CNF (Refer to AC 90-66, Non−Towered Airport Flight can be found next to an “x” on en route charts and on Operations.) some approach charts. Eventually, all CNFs will be labeled and begin with the letters “CF” followed by COMPASS LOCATOR− A low power, low or three consonants (e.g., ‘CFWBG’). CNFs are not medium frequency (L/MF) radio beacon installed at recognized by ATC, are not contained in ATC fix or the site of the outer or middle marker of an instrument automation databases, and are not used for ATC landing system (ILS). It can be used for navigation at purposes. Pilots should not use CNFs for point−to− distances of approximately 15 miles or as authorized point navigation (e.g., proceed direct), filing a flight in the approach procedure. plan, or in aircraft/ATC communications. Use of a. Outer Compass Locator (LOM)− A compass CNFs has not been adopted or recognized by the locator installed at the site of the outer marker of an International Civil Aviation Organization (ICAO). instrument landing system. (REFER to AIM 1−1−17b5(i)(2), Global Positioning System (GPS). (See OUTER MARKER.) b. Middle Compass Locator (LMM)− A compass CONDITIONS NOT MONITORED− When an locator installed at the site of the middle marker of an airport operator cannot monitor the condition of the instrument landing system. movement area or airfield surface area, this (See MIDDLE MARKER.) information is issued as a NOTAM. Usually necessitated due to staffing, operating hours or other (See ICAO term LOCATOR.) mitigating factors associated with airport operations. COMPASS ROSE− A circle, graduated in degrees, CONFIDENCE MANEUVER− A confidence man- printed on some charts or marked on the ground at an euver consists of one or more turns, a climb or airport. It is used as a reference to either true or descent, or other maneuver to determine if the pilot magnetic direction. in command (PIC) is able to receive and comply with COMPLY WITH RESTRICTIONS− An ATC ATC instructions. instruction that requires an aircraft being vectored CONFLICT ALERT− A function of certain air traffic back onto an arrival or departure procedure to comply control automated systems designed to alert radar with all altitude and/or speed restrictions depicted on controllers to existing or pending situations between the procedure. This term may be used in lieu of tracked targets (known IFR or VFR aircraft) that repeating each remaining restriction that appears on require his/her immediate attention/action. the procedure. (See MODE C INTRUDER ALERT.)

PCG C−5 Pilot/Controller Glossary 6/17/21

CONFLICT RESOLUTION− The resolution of CONTAMINATED RUNWAY− A runway is potential conflictions between aircraft that are radar considered contaminated whenever standing water, identified and in communication with ATC by ice, snow, slush, frost in any form, heavy rubber, or ensuring that radar targets do not touch. Pertinent other substances are present. A runway is contami- traffic advisories shall be issued when this procedure nated with respect to rubber deposits or other is applied. friction-degrading substances when the average Note: This procedure shall not be provided utilizing friction value for any 500-foot segment of the runway mosaic radar systems. within the ALD fails below the recommended minimum friction level and the average friction value CONFORMANCE− The condition established when in the adjacent 500-foot segments falls below the an aircraft’s actual position is within the conformance maintenance planning friction level. region constructed around that aircraft at its position, CONTERMINOUS U.S.− The 48 adjoining States according to the trajectory associated with the and the District of Columbia. aircraft’s Current Plan. CONTINENTAL UNITED STATES− The 49 States CONFORMANCE REGION− A volume, bounded located on the continent of North America and the laterally, vertically, and longitudinally, within which District of Columbia. an aircraft must be at a given time in order to be in CONTINGENCY HAZARD AREA (CHA)− Used conformance with the Current Plan Trajectory for that by ATC. Areas of airspace that are defined and aircraft. At a given time, the conformance region is distributed in advance of a launch or reentry determined by the simultaneous application of the operation and are activated in response to a failure. lateral, vertical, and longitudinal conformance (See AIRCRAFT HAZARD AREA.) bounds for the aircraft at the position defined by time and aircraft’s trajectory. (See REFINED HAZARD AREA.) (See TRANSITIONAL HAZARD AREA.) CONSOLAN− A low frequency, long-distance CONTINUE− When used as a control instruction NAVAID used principally for transoceanic naviga- should be followed by another word or words tions. clarifying what is expected of the pilot. Example: “continue taxi,” “continue descent,” “continue CONTACT− inbound,” etc. a. Establish communication with (followed by the CONTROL AREA [ICAO]− A controlled airspace name of the facility and, if appropriate, the frequency extending upwards from a specified limit above the to be used). earth. b. A flight condition wherein the pilot ascertains the attitude of his/her aircraft and navigates by visual CONTROL SECTOR− An airspace area of defined reference to the surface. horizontal and vertical dimensions for which a controller or group of controllers has air traffic (See CONTACT APPROACH.) control responsibility, normally within an air route (See RADAR CONTACT.) traffic control center or an approach control facility. CONTACT APPROACH− An approach wherein an Sectors are established based on predominant traffic aircraft on an IFR flight plan, having an air traffic flows, altitude strata, and controller workload. Pilot control authorization, operating clear of clouds with communications during operations within a sector at least 1 mile flight visibility and a reasonable are normally maintained on discrete frequencies expectation of continuing to the destination airport in assigned to the sector. those conditions, may deviate from the instrument (See DISCRETE FREQUENCY.) approach procedure and proceed to the destination CONTROL SLASH− A radar beacon slash repre- airport by visual reference to the surface. This senting the actual position of the associated aircraft. approach will only be authorized when requested by Normally, the control slash is the one closest to the the pilot and the reported ground visibility at the interrogating radar beacon site. When ARTCC radar destination airport is at least 1 statute mile. is operating in narrowband (digitized) mode, the (Refer to AIM.) control slash is converted to a target symbol.

PCG C−6 6/17/21 Pilot/Controller Glossary

CONTROLLED AIRSPACE− An airspace of ments. Although the configuration of each Class C defined dimensions within which air traffic control area is individually tailored, the airspace usually service is provided to IFR flights and to VFR flights consists of a surface area with a 5 NM radius, a circle in accordance with the airspace classification. with a 10 NM radius that extends no lower than 1,200 feet up to 4,000 feet above the airport elevation, and a. Controlled airspace is a generic term that covers an outer area that is not charted. Each person must Class A, Class B, Class C, Class D, and Class E establish two-way radio communications with the airspace. ATC facility providing air traffic services prior to b. Controlled airspace is also that airspace within entering the airspace and thereafter maintain those which all aircraft operators are subject to certain pilot communications while within the airspace. VFR qualifications, operating rules, and equipment aircraft are only separated from IFR aircraft within requirements in 14 CFR Part 91 (for specific the airspace. operating requirements, please refer to 14 CFR (See OUTER AREA.) Part 91). For IFR operations in any class of controlled airspace, a pilot must file an IFR flight plan and 4. CLASS D− Generally, that airspace from the receive an appropriate ATC clearance. Each Class B, surface to 2,500 feet above the airport elevation Class C, and Class D airspace area designated for an (charted in MSL) surrounding those airports that airport contains at least one primary airport around have an operational control tower. The configuration which the airspace is designated (for specific of each Class D airspace area is individually tailored designations and descriptions of the airspace classes, and when instrument procedures are published, the please refer to 14 CFR Part 71). airspace will normally be designed to contain the procedures. Arrival extensions for instrument c. Controlled airspace in the United States is approach procedures may be Class D or Class E designated as follows: airspace. Unless otherwise authorized, each person must establish two-way radio communications with 1. CLASS A− Generally, that airspace from the ATC facility providing air traffic services prior to 18,000 feet MSL up to and including FL 600, entering the airspace and thereafter maintain those including the airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous States communications while in the airspace. No separation and Alaska. Unless otherwise authorized, all persons services are provided to VFR aircraft. must operate their aircraft under IFR. 5. CLASS E− Generally, if the airspace is not Class A, Class B, Class C, or Class D, and it is 2. CLASS B− Generally, that airspace from the controlled airspace, it is Class E airspace. Class E surface to 10,000 feet MSL surrounding the nation’s airspace extends upward from either the surface or a busiest airports in terms of airport operations or designated altitude to the overlying or adjacent passenger enplanements. The configuration of each controlled airspace. When designated as a surface Class B airspace area is individually tailored and area, the airspace will be configured to contain all consists of a surface area and two or more layers instrument procedures. Also in this class are Federal (some Class B airspace areas resemble upside-down airways, airspace beginning at either 700 or 1,200 wedding cakes), and is designed to contain all feet AGL used to transition to/from the terminal or en published instrument procedures once an aircraft route environment, en route domestic, and offshore enters the airspace. An ATC clearance is required for airspace areas designated below 18,000 feet MSL. all aircraft to operate in the area, and all aircraft that Unless designated at a lower altitude, Class E are so cleared receive separation services within the airspace begins at 14,500 MSL over the United airspace. The cloud clearance requirement for VFR States, including that airspace overlying the waters operations is “clear of clouds.” within 12 nautical miles of the coast of the 48 3. CLASS C− Generally, that airspace from the contiguous States and Alaska, up to, but not surface to 4,000 feet above the airport elevation including 18,000 feet MSL, and the airspace above (charted in MSL) surrounding those airports that FL 600. have an operational control tower, are serviced by a radar approach control, and that have a certain CONTROLLED AIRSPACE [ICAO]− An airspace number of IFR operations or passenger enplane- of defined dimensions within which air traffic control

PCG C−7 Pilot/Controller Glossary 6/17/21

service is provided to IFR flights and to VFR flights seconds of latitude and longitude, used to determine in accordance with the airspace classification. position or location. Note: Controlled airspace is a generic term which COORDINATION FIX− The fix in relation to which covers ATS airspace Classes A, B, C, D, and E. facilities will handoff, transfer control of an aircraft, CONTROLLED TIME OF ARRIVAL− Arrival time or coordinate flight progress data. For terminal assigned during a Traffic Management Program. This facilities, it may also serve as a clearance for arriving time may be modified due to adjustments or user aircraft. options. COPTER− CONTROLLER− (See HELICOPTER.) (See AIR TRAFFIC CONTROL SPECIALIST.) CORRECTION− An error has been made in the CONTROLLER [ICAO]− A person authorized to transmission and the correct version follows. provide air traffic control services. COUPLED APPROACH− An instrument approach performed by the aircraft autopilot, and/or visually CONTROLLER PILOT DATA LINK depicted on the flight director, which is receiving COMMUNICATIONS (CPDLC)− A two−way position information and/or steering commands from digital communications system that conveys textual onboard navigational equipment. In general, coupled air traffic control messages between controllers and non-precision approaches must be flown manually pilots using ground or satellite-based radio relay (autopilot disengaged) at altitudes lower than 50 feet stations. AGL below the minimum descent altitude, and CONVECTIVE SIGMET− A weather advisory coupled precision approaches must be flown concerning convective weather significant to the manually (autopilot disengaged) below 50 feet AGL safety of all aircraft. Convective SIGMETs are issued unless authorized to conduct autoland operations. for tornadoes, lines of thunderstorms, embedded Coupled instrument approaches are commonly flown thunderstorms of any intensity level, areas of to the allowable IFR weather minima established by thunderstorms greater than or equal to VIP level 4 the operator or PIC, or flown VFR for training and 4 with an area coverage of /10 (40%) or more, and hail safety. 3 /4 inch or greater. COURSE− (See AIRMET.) a. The intended direction of flight in the horizontal (See AWW.) plane measured in degrees from north. (See CWA.) (See SIGMET.) b. The ILS localizer signal pattern usually (Refer to AIM.) specified as the front course or the back course. (See BEARING.) CONVECTIVE SIGNIFICANT METEOROLOG- (See INSTRUMENT LANDING SYSTEM.) ICAL INFORMATION− (See RADIAL.) (See CONVECTIVE SIGMET.) CPDLC− COOPERATIVE SURVEILLANCE− Any surveil- (See CONTROLLER PILOT DATA LINK lance system, such as secondary surveillance radar COMMUNICATIONS.) (SSR), wide−area multilateration (WAM), or ADS− CPL [ICAO]− B, that is dependent upon the presence of certain (See ICAO term CURRENT FLIGHT PLAN.) equipment onboard the aircraft or vehicle to be detected. CRITICAL ENGINE− The engine which, upon (See AUTOMATIC DEPENDENT failure, would most adversely affect the performance SURVEILLANCE−BROADCAST.) or handling qualities of an aircraft. (See NON−COOPERATIVE SURVEILLANCE.) CROSS (FIX) AT (ALTITUDE)− Used by ATC (See RADAR.) when a specific altitude restriction at a specified fix (See WIDE AREA MULTILATERATION.) is required. COORDINATES− The intersection of lines of CROSS (FIX) AT OR ABOVE (ALTITUDE)− Used reference, usually expressed in degrees/minutes/ by ATC when an altitude restriction at a specified fix

PCG C−8 6/17/21 Pilot/Controller Glossary

is required. It does not prohibit the aircraft from b. An airport clearance limit at locations that are crossing the fix at a higher altitude than specified; within/below/outside controlled airspace and with- however, the higher altitude may not be one that will out a standard/special instrument approach violate a succeeding altitude restriction or altitude procedure. Such a clearance is NOT AUTHORIZA- assignment. TION for the pilot to descend under IFR conditions (See ALTITUDE RESTRICTION.) below the applicable minimum IFR altitude nor does (Refer to AIM.) it imply that ATC is exercising control over aircraft in Class G airspace; however, it provides a means for CROSS (FIX) AT OR BELOW (ALTITUDE)− the aircraft to proceed to destination airport, descend, Used by ATC when a maximum crossing altitude at and land in accordance with applicable CFRs a specific fix is required. It does not prohibit the governing VFR flight operations. Also, this provides aircraft from crossing the fix at a lower altitude; search and rescue protection until such time as the however, it must be at or above the minimum IFR IFR flight plan is closed. altitude. (See INSTRUMENT APPROACH (See ALTITUDE RESTRICTION.) PROCEDURE.) (See MINIMUM IFR ALTITUDES.) CRUISE CLIMB− A climb technique employed by (Refer to 14 CFR Part 91.) aircraft, usually at a constant power setting, resulting in an increase of altitude as the aircraft weight CROSSWIND− decreases. a. When used concerning the traffic pattern, the CRUISING ALTITUDE− An altitude or flight level word means “crosswind leg.” maintained during en route level flight. This is a (See TRAFFIC PATTERN.) constant altitude and should not be confused with a b. When used concerning wind conditions, the cruise clearance. word means a wind not parallel to the runway or the (See ALTITUDE.) path of an aircraft. (See ICAO term CRUISING LEVEL.) (See CROSSWIND COMPONENT.) CRUISING LEVEL− CROSSWIND COMPONENT− The wind compo- (See CRUISING ALTITUDE.) nent measured in knots at 90 degrees to the CRUISING LEVEL [ICAO]− A level maintained longitudinal axis of the runway. during a significant portion of a flight. CRUISE− Used in an ATC clearance to authorize a CT MESSAGE− An EDCT time generated by the pilot to conduct flight at any altitude from the ATCSCC to regulate traffic at arrival airports. minimum IFR altitude up to and including the Normally, a CT message is automatically transferred altitude specified in the clearance. The pilot may from the traffic management system computer to the level off at any intermediate altitude within this block NAS en route computer and appears as an EDCT. In of airspace. Climb/descent within the block is to be the event of a communication failure between the made at the discretion of the pilot. However, once the traffic management system computer and the NAS, pilot starts descent and verbally reports leaving an the CT message can be manually entered by the TMC altitude in the block, he/she may not return to that at the en route facility. altitude without additional ATC clearance. Further, it CTA− is approval for the pilot to proceed to and make an (See CONTROLLED TIME OF ARRIVAL.) approach at destination airport and can be used in (See ICAO term CONTROL AREA.) conjunction with: CTAF− a. An airport clearance limit at locations with a standard/special instrument approach procedure. The (See COMMON TRAFFIC ADVISORY FREQUENCY.) CFRs require that if an instrument letdown to an airport is necessary, the pilot shall make the letdown CTAS− in accordance with a standard/special instrument (See CENTER TRACON AUTOMATION approach procedure for that airport, or SYSTEM.)

PCG C−9 Pilot/Controller Glossary 6/17/21

CTOP− CURRENT PLAN− The ATC clearance the aircraft (See COLLABORATIVE TRAJECTORY has received and is expected to fly. OPTIONS PROGRAM) CVFP APPROACH− CTRD− (See CHARTED VISUAL FLIGHT PROCEDURE (See CERTIFIED TOWER RADAR DISPLAY.) APPROACH.) CURRENT FLIGHT PLAN [ICAO]− The flight CWA− plan, including changes, if any, brought about by (See CENTER WEATHER ADVISORY and subsequent clearances. WEATHER ADVISORY.)

PCG C−10 6/17/21 Pilot/Controller Glossary D

D−ATIS− 3. The required visual reference means that section of (See DIGITAL-AUTOMATIC TERMINAL the visual aids or of the approach area which should INFORMATION SERVICE.) have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and D−ATIS [ICAO]− rate of change of position, in relation to the desired (See ICAO Term DATA LINK AUTOMATIC flight path. TERMINAL INFORMATION SERVICE.) DECISION ALTITUDE (DA)− A specified altitude DA [ICAO]− (mean sea level (MSL)) on an instrument approach (See ICAO Term DECISION procedure (ILS, GLS, vertically guided RNAV) at ALTITUDE/DECISION HEIGHT.) which the pilot must decide whether to continue the DAIR− approach or initiate an immediate missed approach if (See DIRECT ALTITUDE AND IDENTITY the pilot does not see the required visual references. READOUT.) DECISION HEIGHT (DH)− With respect to the DANGER AREA [ICAO]− An airspace of defined operation of aircraft, means the height at which a dimensions within which activities dangerous to the decision must be made during an ILS or PAR flight of aircraft may exist at specified times. instrument approach to either continue the approach Note: The term “Danger Area” is not used in or to execute a missed approach. reference to areas within the United States or any (See ICAO term DECISION of its possessions or territories. ALTITUDE/DECISION HEIGHT.) DAS− DECODER− The device used to decipher signals (See DELAY ASSIGNMENT.) received from ATCRBS transponders to effect their display as select codes. DATA BLOCK− (See CODES.) (See ALPHANUMERIC DISPLAY.) (See RADAR.) DATA LINK AUTOMATIC TERMINAL INFOR- DEFENSE AREA– Any airspace of the contiguous MATION SERVICE (D−ATIS) [ICAO]− The United States that is not an ADIZ in which the control provision of ATIS via data link. of aircraft is required for reasons of national security. DEAD RECKONING− Dead reckoning, as applied DEFENSE VISUAL FLIGHT RULES− Rules to flying, is the navigation of an airplane solely by applicable to flights within an ADIZ conducted under means of computations based on airspeed, course, the visual flight rules in 14 CFR Part 91. heading, wind direction, and speed, groundspeed, (See AIR DEFENSE IDENTIFICATION ZONE.) and elapsed time. (Refer to 14 CFR Part 91.) DECISION ALTITUDE/DECISION HEIGHT (Refer to 14 CFR Part 99.) [ICAO Annex 6]- A specified altitude or height (A/H) DELAY ASSIGNMENT (DAS)− Delays are distrib- in the precision approach at which a missed approach uted to aircraft based on the traffic management must be initiated if the required visual reference to program parameters. The delay assignment is continue the approach has not been established. calculated in 15−minute increments and appears as a 1. Decision altitude (DA) is referenced to mean sea table in Traffic Flow Management System (TFMS). level and decision height (DH) is referenced to the threshold elevation. DELAY INDEFINITE (REASON IF KNOWN) 2. Category II and III minima are expressed as a DH EXPECT FURTHER CLEARANCE (TIME)− and not a DA. Minima is assessed by reference to a Used by ATC to inform a pilot when an accurate radio altimeter and not a barometric altimeter, which estimate of the delay time and the reason for the delay makes the minima a DH. cannot immediately be determined; e.g., a disabled

PCG D−1 Pilot/Controller Glossary 6/17/21

aircraft on the runway, terminal or center area DESIRED TRACK− The planned or intended track saturation, weather below landing minimums, etc. between two waypoints. It is measured in degrees (See EXPECT FURTHER CLEARANCE (TIME).) from either magnetic or true north. The instantaneous angle may change from point to point along the great DELAY TIME− The amount of time that the arrival circle track between waypoints. must lose to cross the meter fix at the assigned meter fix time. This is the difference between ACLT and DETRESFA (DISTRESS PHASE) [ICAO]− The VTA. code word used to designate an emergency phase wherein there is reasonable certainty that an aircraft DEPARTURE CENTER− The ARTCC having and its occupants are threatened by grave and jurisdiction for the airspace that generates a flight to imminent danger or require immediate assistance. the impacted airport. DEVIATIONS− DEPARTURE CONTROL− A function of an a. A departure from a current clearance, such as an approach control facility providing air traffic control off course maneuver to avoid weather or turbulence. service for departing IFR and, under certain b. Where specifically authorized in the CFRs and conditions, VFR aircraft. requested by the pilot, ATC may permit pilots to (See APPROACH CONTROL FACILITY.) deviate from certain regulations. (Refer to AIM.) DH− DEPARTURE SEQUENCING PROGRAM− A (See DECISION HEIGHT.) program designed to assist in achieving a specified interval over a common point for departures. DH [ICAO]− (See ICAO Term DECISION ALTITUDE/ DEPARTURE TIME− The time an aircraft becomes DECISION HEIGHT.) airborne. DIGITAL-AUTOMATIC TERMINAL INFORMA- DESCEND VIA– An abbreviated ATC clearance that TION SERVICE (D-ATIS)− The service provides requires compliance with a published procedure text messages to aircraft, airlines, and other users lateral path and associated speed restrictions and outside the standard reception range of conventional provides a pilot-discretion descent to comply with ATIS via landline and data link communications to published altitude restrictions. the cockpit. Also, the service provides a computer− synthesized voice message that can be transmitted to DESCENT SPEED ADJUSTMENTS− Speed decel- all aircraft within range of existing transmitters. The eration calculations made to determine an accurate Terminal Data Link System (TDLS) D-ATIS VTA. These calculations start at the transition point application uses weather inputs from local automated and use arrival speed segments to the vertex. weather sources or manually entered meteorological DESIGNATED COMMON TRAFFIC ADVISORY data together with preprogrammed menus to provide FREQUENCY (CTAF) AREA− In Alaska, in standard information to users. Airports with D-ATIS addition to being designated for the purpose of capability are listed in the Chart Supplement U.S. carrying out airport advisory practices while DIGITAL TARGET− A computer−generated symbol operating to or from an airport without an operating representing an aircraft’s position, based on a primary airport traffic control tower, a CTAF may also be return or radar beacon reply, shown on a digital designated for the purpose of carrying out advisory display. practices for operations in and through areas with a high volume of VFR traffic. DIGITAL TERMINAL AUTOMATION SYSTEM (DTAS)− A system where digital radar and beacon DESIRED COURSE− data is presented on digital displays and the a. True− A predetermined desired course direction operational program monitors the system perfor- to be followed (measured in degrees from true north). mance on a real−time basis. b. Magnetic− A predetermined desired course DIGITIZED TARGET− A computer−generated direction to be followed (measured in degrees from indication shown on an analog radar display resulting local magnetic north). from a primary radar return or a radar beacon reply.

PCG D−2 6/17/21 Pilot/Controller Glossary

DIRECT− Straight line flight between two naviga- DISTRESS− A condition of being threatened by tional aids, fixes, points, or any combination thereof. serious and/or imminent danger and of requiring When used by pilots in describing off-airway routes, immediate assistance. points defining direct route segments become DIVE BRAKES− compulsory reporting points unless the aircraft is (See SPEED BRAKES.) under radar contact. DIVERSE VECTOR AREA− In a radar environ- DIRECTLY BEHIND− An aircraft is considered to ment, that area in which a prescribed departure route be operating directly behind when it is following the is not required as the only suitable route to avoid actual flight path of the lead aircraft over the surface obstacles. The area in which random radar vectors of the earth except when applying wake turbulence below the MVA/MIA, established in accordance with separation criteria. the TERPS criteria for diverse departures, obstacles and terrain avoidance, may be issued to departing DISCRETE BEACON CODE− aircraft. (See DISCRETE CODE.) DIVERSION (DVRSN)− Flights that are required to DISCRETE CODE− As used in the Air Traffic land at other than their original destination for Control Radar Beacon System (ATCRBS), any one reasons beyond the control of the pilot/company, e.g. of the 4096 selectable Mode 3/A aircraft transponder periods of significant weather. codes except those ending in zero zero; e.g., discrete DME− codes: 0010, 1201, 2317, 7777; nondiscrete codes: 0100, 1200, 7700. Nondiscrete codes are normally (See DISTANCE MEASURING EQUIPMENT.) reserved for radar facilities that are not equipped with DME FIX− A geographical position determined by discrete decoding capability and for other purposes reference to a navigational aid which provides such as emergencies (7700), VFR aircraft (1200), etc. distance and azimuth information. It is defined by a (See RADAR.) specific distance in nautical miles and a radial, (Refer to AIM.) azimuth, or course (i.e., localizer) in degrees magnetic from that aid. DISCRETE FREQUENCY− A separate radio (See DISTANCE MEASURING EQUIPMENT.) frequency for use in direct pilot-controller commu- (See FIX.) nications in air traffic control which reduces DME SEPARATION− Spacing of aircraft in terms of frequency congestion by controlling the number of distances (nautical miles) determined by reference to aircraft operating on a particular frequency at one distance measuring equipment (DME). time. Discrete frequencies are normally designated for each control sector in en route/terminal ATC (See DISTANCE MEASURING EQUIPMENT.) facilities. Discrete frequencies are listed in the Chart DOD FLIP− Department of Defense Flight Informa- Supplement U.S. and the DOD FLIP IFR En Route tion Publications used for flight planning, en route, Supplement. and terminal operations. FLIP is produced by the (See CONTROL SECTOR.) National Geospatial−Intelligence Agency (NGA) for world-wide use. United States Government Flight DISPLACED THRESHOLD− A threshold that is Information Publications (en route charts and located at a point on the runway other than the instrument approach procedure charts) are incorpo- designated beginning of the runway. rated in DOD FLIP for use in the National Airspace (See THRESHOLD.) System (NAS). (Refer to AIM.) DOMESTIC AIRSPACE− Airspace which overlies DISTANCE MEASURING EQUIPMENT (DME)− the continental land mass of the United States plus Equipment (airborne and ground) used to measure, in Hawaii and U.S. possessions. Domestic airspace nautical miles, the slant range distance of an aircraft extends to 12 miles offshore. from the DME navigational aid. DOMESTIC NOTICE− A special notice or notice (See TACAN.) containing graphics or plain language text pertaining (See VORTAC.) to almost every aspect of aviation, such as military

PCG D−3 Pilot/Controller Glossary 6/17/21

training areas, large scale sporting events, air show DTAS− information, Special Traffic Management Programs (See DIGITAL TERMINAL AUTOMATION (STMPs), and airport−specific information. These SYSTEM.) notices are applicable to operations within the United DUE REGARD− A phase of flight wherein an States and can be found on the Domestic Notices aircraft commander of a State-operated aircraft website. assumes responsibility to separate his/her aircraft DOWNBURST− A strong downdraft which induces from all other aircraft. an outburst of damaging winds on or near the ground. (See also FAA Order JO 7110.65, Para 1−2−1, Damaging winds, either straight or curved, are highly WORD MEANINGS.) divergent. The sizes of downbursts vary from 1/2 DUTY RUNWAY− mile or less to more than 10 miles. An intense (See RUNWAY IN USE/ACTIVE RUNWAY/DUTY downburst often causes widespread damage. Damag- RUNWAY.) ing winds, lasting 5 to 30 minutes, could reach speeds as high as 120 knots. DVA− (See DIVERSE VECTOR AREA.) DOWNWIND LEG− (See TRAFFIC PATTERN.) DVFR− (See DEFENSE VISUAL FLIGHT RULES.) DP− DVFR FLIGHT PLAN− A flight plan filed for a VFR (See INSTRUMENT DEPARTURE PROCEDURE.) aircraft which intends to operate in airspace within DRAG CHUTE− A parachute device installed on which the ready identification, location, and control certain aircraft which is deployed on landing roll to of aircraft are required in the interest of national assist in deceleration of the aircraft. security. DROP ZONE− Any pre-determined area upon which DVRSN− parachutists or objects land after making an (See DIVERSION.) intentional parachute jump or drop. DYNAMIC− Continuous review, evaluation, and (Refer to 14 CFR §105.3, Definitions) change to meet demands. DSP− DYNAMIC RESTRICTIONS− Those restrictions (See DEPARTURE SEQUENCING PROGRAM.) imposed by the local facility on an “as needed” basis DT− to manage unpredictable fluctuations in traffic (See DELAY TIME.) demands.

PCG D−4 6/17/21 Pilot/Controller Glossary E

EAS− an electronic means to provide a display of the (See EN ROUTE AUTOMATION SYSTEM.) forward external scene topography (the natural or man−made features of a place or region especially in EDCT− a way to show their relative positions and elevation) (See EXPECT DEPARTURE CLEARANCE through the use of imaging sensors, including but not TIME.) limited to forward−looking infrared, millimeter wave EDST− radiometry, millimeter wave radar, or low−light level (See EN ROUTE DECISION SUPPORT TOOL) image intensification. An EFVS includes the display element, sensors, computers and power supplies, EFC− indications, and controls. An operator’s authoriza- (See EXPECT FURTHER CLEARANCE (TIME).) tion to conduct an EFVS operation may have provisions which allow pilots to conduct IAPs when ELT− the reported weather is below minimums prescribed (See EMERGENCY LOCATOR TRANSMITTER.) on the IAP to be flown. EMERGENCY− A distress or an urgency condition. EN ROUTE AIR TRAFFIC CONTROL SER- EMERGENCY AUTOLAND SYSTEM− This VICES− Air traffic control service provided aircraft system, if activated, will determine an optimal on IFR flight plans, generally by centers, when these airport, plot a course, broadcast the aircraft’s aircraft are operating between departure and intentions, fly to the airport, land, and (depending on destination terminal areas. When equipment, capa- the model) shut down the engines. Though the system bilities, and controller workload permit, certain will broadcast the aircraft’s intentions, the controller advisory/assistance services may be provided to VFR should assume that transmissions to the aircraft will aircraft. not be acknowledged. (See AIR ROUTE TRAFFIC CONTROL CENTER.) EMERGENCY DESCENT MODE− This automated system senses conditions conducive to hypoxia (Refer to AIM.) (cabin depressurization). If an aircraft is equipped EN ROUTE AUTOMATION SYSTEM (EAS)− The and the system is activated, it is designed to turn the complex integrated environment consisting of aircraft up to 90 degrees, then descend to a lower situation display systems, surveillance systems and altitude and level off, giving the pilot(s) time to flight data processing, remote devices, decision recover. support tools, and the related communications EMERGENCY LOCATOR TRANSMITTER equipment that form the heart of the automated IFR (ELT)− A radio transmitter attached to the aircraft air traffic control system. It interfaces with automated structure which operates from its own power source terminal systems and is used in the control of en route on 121.5 MHz and 243.0 MHz. It aids in locating IFR aircraft. downed aircraft by radiating a downward sweeping (Refer to AIM.) audio tone, 2-4 times per second. It is designed to EN ROUTE CHARTS− function without human action after an accident. (See AERONAUTICAL CHART.) (Refer to 14 CFR Part 91.) (Refer to AIM.) EN ROUTE DECISION SUPPORT TOOL (EDST)− An automated tool provided at each Radar Associate E-MSAW− position in selected En Route facilities. This tool (See EN ROUTE MINIMUM SAFE ALTITUDE utilizes flight and radar data to determine present and WARNING.) future trajectories for all active and proposal aircraft ENHANCED FLIGHT VISION SYSTEM (EFVS)− and provides enhanced automated flight data An EFVS is an installed aircraft system which uses management.

PCG E−1 Pilot/Controller Glossary 6/17/21

EN ROUTE DESCENT− Descent from the en route expiration time. Any NOTAM which includes an cruising altitude which takes place along the route of “EST” will be auto−expired at the designated flight. expiration time. EN ROUTE HIGH ALTITUDE CHARTS− ESTIMATED ELAPSED TIME [ICAO]− The (See AERONAUTICAL CHART.) estimated time required to proceed from one significant point to another. EN ROUTE LOW ALTITUDE CHARTS− (See ICAO Term TOTAL ESTIMATED ELAPSED (See AERONAUTICAL CHART.) TIME.) EN ROUTE MINIMUM SAFE ALTITUDE WARN- ESTIMATED OFF-BLOCK TIME [ICAO]− The ING (E−MSAW)− A function of the EAS that aids the estimated time at which the aircraft will commence controller by providing an alert when a tracked movement associated with departure. aircraft is below or predicted by the computer to go below a predetermined minimum IFR altitude ESTIMATED POSITION ERROR (EPE)− (MIA). (See Required Navigation Performance) EN ROUTE SPACING PROGRAM (ESP)− A ESTIMATED TIME OF ARRIVAL− The time the program designed to assist the exit sector in flight is estimated to arrive at the gate (scheduled achieving the required in-trail spacing. operators) or the actual runway on times for nonscheduled operators. EN ROUTE TRANSITION− ESTIMATED TIME EN ROUTE− The estimated a. Conventional STARs/SIDs. The portion of a flying time from departure point to destination SID/STAR that connects to one or more en route (lift-off to touchdown). airway/jet route. b. RNAV STARs/SIDs. The portion of a STAR ETA− preceding the common route or point, or for a SID the (See ESTIMATED TIME OF ARRIVAL.) portion following, that is coded for a specific en route ETE− fix, airway or jet route. (See ESTIMATED TIME EN ROUTE.) ESP− EXECUTE MISSED APPROACH− Instructions (See EN ROUTE SPACING PROGRAM.) issued to a pilot making an instrument approach EST− which means continue inbound to the missed (See ESTIMATED.) approach point and execute the missed approach procedure as described on the Instrument Approach ESTABLISHED− To be stable or fixed at an altitude Procedure Chart or as previously assigned by ATC. or on a course, route, route segment, heading, The pilot may climb immediately to the altitude instrument approach or departure procedure, etc. specified in the missed approach procedure upon ESTABLISHED ON RNP (EoR) CONCEPT– A making a missed approach. No turns should be system of authorized instrument approaches, ATC initiated prior to reaching the missed approach point. procedures, surveillance, and communication re- When conducting an ASR or PAR approach, execute quirements that allow aircraft operations to be safely the assigned missed approach procedure immediately conducted with approved reduced separation criteria upon receiving instructions to “execute missed once aircraft are established on a PBN segment of a approach.” published instrument flight procedure. (Refer to AIM.) ESTIMATED (EST)−When used in NOTAMs EXPECT (ALTITUDE) AT (TIME) or (FIX)− Used “EST” is a contraction that is used by the issuing under certain conditions to provide a pilot with an authority only when the condition is expected to altitude to be used in the event of two-way return to service prior to the expiration time. Using communications failure. It also provides altitude “EST” lets the user know that this NOTAM has the information to assist the pilot in planning. possibility of returning to service earlier than the (Refer to AIM.)

PCG E−2 6/17/21 Pilot/Controller Glossary

EXPECT DEPARTURE CLEARANCE TIME pilot of the routing he/she can expect if any part of the (EDCT)− The runway release time assigned to an route beyond a short range clearance limit differs aircraft in a traffic management program and shown from that filed. on the flight progress strip as an EDCT. (See GROUND DELAY PROGRAM.) EXPEDITE− Used by ATC when prompt compliance is required to avoid the development of an EXPECT FURTHER CLEARANCE (TIME)− The imminent situation. Expedite climb/descent normal- time a pilot can expect to receive clearance beyond a ly indicates to a pilot that the approximate best rate clearance limit. of climb/descent should be used without requiring an EXPECT FURTHER CLEARANCE VIA (AIR- exceptional change in aircraft handling characteris- WAYS, ROUTES OR FIXES)− Used to inform a tics.

PCG E−3

6/17/21 Pilot/Controller Glossary F

FAF− FIELD ELEVATION− (See FINAL APPROACH FIX.) (See AIRPORT ELEVATION.) FALLEN HERO– Remains of fallen members of the FILED− Normally used in conjunction with flight United States military are often returned home by plans, meaning a flight plan has been submitted to aircraft. These flights may be identified with the ATC. phrase “FALLEN HERO” added to the remarks FILED EN ROUTE DELAY− Any of the following section of the flight plan, or they may be transmitted preplanned delays at points/areas along the route of via air/ground communications. If able, these flights flight which require special flight plan filing and will receive priority handling. handling techniques. FAST FILE− An FSS system whereby a pilot files a a. Terminal Area Delay. A delay within a terminal flight plan via telephone that is recorded and later area for touch-and-go, low approach, or other transcribed for transmission to the appropriate air terminal area activity. traffic facility. (Alaska only.) b. Special Use Airspace Delay. A delay within a Military Operations Area, Restricted Area, Warning FAWP− Final Approach Waypoint Area, or ATC Assigned Airspace. FCLT− c. Aerial Refueling Delay. A delay within an (See FREEZE CALCULATED LANDING TIME.) Aerial Refueling Track or Anchor. FILED FLIGHT PLAN− The flight plan as filed with FEATHERED PROPELLER− A propeller whose an ATS unit by the pilot or his/her designated blades have been rotated so that the leading and representative without any subsequent changes or trailing edges are nearly parallel with the aircraft clearances. flight path to stop or minimize drag and engine rotation. Normally used to indicate shutdown of a FINAL− Commonly used to mean that an aircraft is reciprocating or turboprop engine due to malfunc- on the final approach course or is aligned with a tion. landing area. (See FINAL APPROACH COURSE.) FEDERAL AIRWAYS− (See FINAL APPROACH-IFR.) (See LOW ALTITUDE AIRWAY STRUCTURE.) (See SEGMENTS OF AN INSTRUMENT FEEDER FIX− The fix depicted on Instrument APPROACH PROCEDURE.) Approach Procedure Charts which establishes the FINAL APPROACH [ICAO]− That part of an starting point of the feeder route. instrument approach procedure which commences at the specified final approach fix or point, or where FEEDER ROUTE− A route depicted on instrument such a fix or point is not specified. approach procedure charts to designate routes for a. At the end of the last procedure turn, base turn aircraft to proceed from the en route structure to the or inbound turn of a racetrack procedure, if specified; initial approach fix (IAF). or (See INSTRUMENT APPROACH PROCEDURE.) b. At the point of interception of the last track specified in the approach procedure; and ends at a FERRY FLIGHT− A flight for the purpose of: point in the vicinity of an aerodrome from which: a. Returning an aircraft to base. 1. A landing can be made; or b. Delivering an aircraft from one location to 2. A missed approach procedure is initiated. another. FINAL APPROACH COURSE− A bearing/radial/ c. Moving an aircraft to and from a maintenance track of an instrument approach leading to a runway base. Ferry flights, under certain conditions, may be or an extended runway centerline all without regard conducted under terms of a special flight permit. to distance.

PCG F−1 Pilot/Controller Glossary 6/17/21

FINAL APPROACH FIX− The fix from which the FINAL CONTROLLER− The controller providing final approach (IFR) to an airport is executed and information and final approach guidance during PAR which identifies the beginning of the final approach and ASR approaches utilizing radar equipment. segment. It is designated on Government charts by (See RADAR APPROACH.) the Maltese Cross symbol for nonprecision FINAL GUARD SERVICE− A value added service approaches and the lightning bolt symbol, provided in conjunction with LAA/RAA only during designating the PFAF, for precision approaches; or periods of significant and fast changing weather when ATC directs a lower-than-published conditions that may affect landing and takeoff glideslope/path or vertical path intercept altitude, it is operations. the resultant actual point of the glideslope/path or vertical path intercept. FINAL MONITOR AID− A high resolution color (See FINAL APPROACH POINT.) display that is equipped with the controller alert (See GLIDESLOPE INTERCEPT ALTITUDE.) system hardware/software used to monitor the no transgression zone (NTZ) during simultaneous (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) parallel approach operations. The display includes alert algorithms providing the target predictors, a color change alert when a target penetrates or is FINAL APPROACH-IFR− The flight path of an predicted to penetrate the no transgression zone aircraft which is inbound to an airport on a final (NTZ), synthesized voice alerts, and digital mapping. instrument approach course, beginning at the final approach fix or point and extending to the airport or (See RADAR APPROACH.) the point where a circle-to-land maneuver or a missed FINAL MONITOR CONTROLLER− Air Traffic approach is executed. Control Specialist assigned to radar monitor the (See FINAL APPROACH COURSE.) flight path of aircraft during simultaneous parallel (See FINAL APPROACH FIX.) (approach courses spaced less than 9000 feet/9200 feet above 5000 feet) and simultaneous close parallel (See FINAL APPROACH POINT.) approach operations. Each runway is assigned a final (See SEGMENTS OF AN INSTRUMENT monitor controller during simultaneous parallel and APPROACH PROCEDURE.) simultaneous close parallel ILS approaches. (See ICAO term FINAL APPROACH.) FIR− FINAL APPROACH POINT− The point, applicable (See FLIGHT INFORMATION REGION.) only to a nonprecision approach with no depicted FIRST TIER CENTER− An ARTCC immediately FAF (such as an on airport VOR), where the aircraft adjacent to the impacted center. is established inbound on the final approach course from the procedure turn and where the final approach FIS−B− descent may be commenced. The FAP serves as the (See FLIGHT INFORMATION FAF and identifies the beginning of the final SERVICE−BROADCAST.) approach segment. FIX− A geographical position determined by visual (See FINAL APPROACH FIX.) reference to the surface, by reference to one or more (See SEGMENTS OF AN INSTRUMENT radio NAVAIDs, by celestial plotting, or by another APPROACH PROCEDURE.) navigational device. FIX BALANCING− A process whereby aircraft are FINAL APPROACH SEGMENT− evenly distributed over several available arrival fixes (See SEGMENTS OF AN INSTRUMENT reducing delays and controller workload. APPROACH PROCEDURE.) FLAG− A warning device incorporated in certain FINAL APPROACH SEGMENT [ICAO]− That airborne navigation and flight instruments indicating segment of an instrument approach procedure in that: which alignment and descent for landing are a. Instruments are inoperative or otherwise not accomplished. operating satisfactorily, or

PCG F−2 6/17/21 Pilot/Controller Glossary

b. Signal strength or quality of the received signal network over the UAT data link that operates on 978 falls below acceptable values. MHz. The FIS−B system provides pilots and flight crews of properly equipped aircraft with a cockpit FLAG ALARM− display of certain aviation weather and aeronautical (See FLAG.) information.

FLAMEOUT− An emergency condition caused by a FLIGHT INSPECTION− Inflight investigation and loss of engine power. evaluation of a navigational aid to determine whether FLAMEOUT PATTERN− An approach normally it meets established tolerances. conducted by a single-engine military aircraft (See FLIGHT CHECK.) experiencing loss or anticipating loss of engine (See NAVIGATIONAL AID.) power or control. The standard overhead approach starts at a relatively high altitude over a runway FLIGHT LEVEL− A level of constant atmospheric (“high key”) followed by a continuous 180 degree pressure related to a reference datum of 29.92 inches turn to a high, wide position (“low key”) followed by of mercury. Each is stated in three digits that represent a continuous 180 degree turn final. The standard hundreds of feet. For example, flight level (FL) 250 straight-in pattern starts at a point that results in a represents a barometric altimeter indication of straight-in approach with a high rate of descent to the 25,000 feet; FL 255, an indication of 25,500 feet. runway. Flameout approaches terminate in the type (See ICAO term FLIGHT LEVEL.) approach requested by the pilot (normally fullstop). FLIGHT LEVEL [ICAO]− A surface of constant FLIGHT CHECK− A call sign prefix used by FAA atmospheric pressure which is related to a specific aircraft engaged in flight inspection/certification of pressure datum, 1013.2 hPa (1013.2 mb), and is navigational aids and flight procedures. The word separated from other such surfaces by specific “recorded” may be added as a suffix; e.g., “Flight pressure intervals. Check 320 recorded” to indicate that an automated Note 1: A pressure type altimeter calibrated in flight inspection is in progress in terminal areas. accordance with the standard atmosphere: (See FLIGHT INSPECTION.) a. When set to a QNH altimeter setting, will (Refer to AIM.) indicate altitude; b. When set to a QFE altimeter setting, will FLIGHT FOLLOWING− indicate height above the QFE reference datum; (See TRAFFIC ADVISORIES.) and c. When set to a pressure of 1013.2 hPa FLIGHT INFORMATION REGION− An airspace of (1013.2 mb), may be used to indicate flight levels. defined dimensions within which Flight Information Note 2: The terms ‘height’ and ‘altitude,’ used in Service and Alerting Service are provided. Note 1 above, indicate altimetric rather than a. Flight Information Service. A service provided geometric heights and altitudes. for the purpose of giving advice and information useful for the safe and efficient conduct of flights. FLIGHT LINE− A term used to describe the precise movement of a civil photogrammetric aircraft along b. Alerting Service. A service provided to notify a predetermined course(s) at a predetermined altitude appropriate organizations regarding aircraft in need during the actual photographic run. of search and rescue aid and to assist such organizations as required. FLIGHT MANAGEMENT SYSTEMS− A comput- FLIGHT INFORMATION SERVICE− A service er system that uses a large data base to allow routes provided for the purpose of giving advice and to be preprogrammed and fed into the system by information useful for the safe and efficient conduct means of a data loader. The system is constantly of flights. updated with respect to position accuracy by reference to conventional navigation aids. The FLIGHT INFORMATION SERVICE− sophisticated program and its associated data base BROADCAST (FIS−B)− A ground broadcast service ensures that the most appropriate aids are automati- provided through the ADS−B Broadcast Services cally selected during the information update cycle.

PCG F−3 Pilot/Controller Glossary 6/17/21

FLIGHT PATH− A line, course, or track along which FLIGHT STANDARDS DISTRICT OFFICE− An an aircraft is flying or intended to be flown. FAA field office serving an assigned geographical (See COURSE.) area and staffed with Flight Standards personnel who (See TRACK.) serve the aviation industry and the general public on matters relating to the certification and operation of FLIGHT PLAN− Specified information relating to air carrier and general aviation aircraft. Activities the intended flight of an aircraft that is filed include general surveillance of operational safety, electronically, orally, or in writing with an FSS, certification of airmen and aircraft, accident third−party vendor, or an ATC facility. prevention, investigation, enforcement, etc. (See FAST FILE.) FLIGHT TERMINATION− The intentional and (See FILED.) deliberate process of terminating the flight of a UA in (Refer to AIM.) the event of an unrecoverable lost link, loss of FLIGHT PLAN AREA (FPA)− The geographical control, or other failure that compromises the safety area assigned to a flight service station (FSS) for the of flight. purpose of establishing primary responsibility for FLIGHT TEST− A flight for the purpose of: services that may include search and rescue for VFR a. Investigating the operation/flight characteris- aircraft, issuance of NOTAMs, pilot briefings, tics of an aircraft or aircraft component. inflight services, broadcast services, emergency services, flight data processing, international opera- b. Evaluating an applicant for a pilot certificate or tions, and aviation weather services. Large rating. consolidated FSS facilities may combine FPAs into FLIGHT VISIBILITY− larger areas of responsibility (AOR). (See VISIBILITY.) (See FLIGHT SERVICE STATION.) FLIP− (See TIE-IN FACILITY.) (See DOD FLIP.) FLIGHT RECORDER− A general term applied to FLY-BY WAYPOINT− A fly-by waypoint requires any instrument or device that records information the use of turn anticipation to avoid overshoot of the about the performance of an aircraft in flight or about next flight segment. conditions encountered in flight. Flight recorders may make records of airspeed, outside air FLY HEADING (DEGREES)− Informs the pilot of temperature, vertical acceleration, engine RPM, the heading he/she should fly. The pilot may have to manifold pressure, and other pertinent variables for a turn to, or continue on, a specific compass direction given flight. in order to comply with the instructions. The pilot is expected to turn in the shorter direction to the heading (See ICAO term FLIGHT RECORDER.) unless otherwise instructed by ATC. FLIGHT RECORDER [ICAO]− Any type of FLY-OVER WAYPOINT− A fly-over waypoint recorder installed in the aircraft for the purpose of precludes any turn until the waypoint is overflown complementing accident/incident investigation. and is followed by an intercept maneuver of the next Note: See Annex 6 Part I, for specifications relating flight segment. to flight recorders. FLY VISUAL TO AIRPORT− FLIGHT SERVICE STATION (FSS)− An air traffic (See PUBLISHED INSTRUMENT APPROACH facility which provides pilot briefings, flight plan PROCEDURE VISUAL SEGMENT.) processing, en route flight advisories, search and FLYAWAY− When the pilot is unable to effect control rescue services, and assistance to lost aircraft and of the aircraft and, as a result, the UA is not operating aircraft in emergency situations. FSS also relay ATC in a predictable or planned manner. clearances, process Notices to Airmen, and broadcast aviation weather and aeronautical information. In FMA− Alaska, FSS provide Airport Advisory Services. (See FINAL MONITOR AID.) (See FLIGHT PLAN AREA.) FMS− (See TIE-IN FACILITY.) (See FLIGHT MANAGEMENT SYSTEM.)

PCG F−4 6/17/21 Pilot/Controller Glossary

FORMATION FLIGHT− More than one aircraft FREEZE SPEED PARAMETER− A speed adapted which, by prior arrangement between the pilots, for each aircraft to determine fast and slow aircraft. operate as a single aircraft with regard to navigation Fast aircraft freeze on parameter FCLT and slow and position reporting. Separation between aircraft aircraft freeze on parameter MLDI. within the formation is the responsibility of the flight FRICTION MEASUREMENT− A measurement of leader and the pilots of the other aircraft in the flight. the friction characteristics of the runway pavement This includes transition periods when aircraft within surface using continuous self-watering friction the formation are maneuvering to attain separation measurement equipment in accordance with the from each other to effect individual control and specifications, procedures and schedules contained during join-up and breakaway. in AC 150/5320−12, Measurement, Construction, a. A standard formation is one in which a and Maintenance of Skid Resistant Airport Pavement proximity of no more than 1 mile laterally or Surfaces. longitudinally and within 100 feet vertically from the FSDO− flight leader is maintained by each wingman. (See FLIGHT STANDARDS DISTRICT OFFICE.) b. Nonstandard formations are those operating under any of the following conditions: FSPD− (See FREEZE SPEED PARAMETER.) 1. When the flight leader has requested and ATC has approved other than standard formation FSS− dimensions. (See FLIGHT SERVICE STATION.) 2. When operating within an authorized altitude FUEL DUMPING− Airborne release of usable fuel. reservation (ALTRV) or under the provisions of a This does not include the dropping of fuel tanks. letter of agreement. (See JETTISONING OF EXTERNAL STORES.) 3. When the operations are conducted in FUEL REMAINING− A phrase used by either pilots airspace specifically designed for a special activity. or controllers when relating to the fuel remaining on (See ALTITUDE RESERVATION.) board until actual fuel exhaustion. When transmitting (Refer to 14 CFR Part 91.) such information in response to either a controller question or pilot initiated cautionary advisory to air FRC− traffic control, pilots will state the APPROXIMATE (See REQUEST FULL ROUTE CLEARANCE.) NUMBER OF MINUTES the flight can continue FREEZE/FROZEN− Terms used in referring to with the fuel remaining. All reserve fuel SHOULD arrivals which have been assigned ACLTs and to the BE INCLUDED in the time stated, as should an lists in which they are displayed. allowance for established fuel gauge system error. FUEL SIPHONING− Unintentional release of fuel FREEZE CALCULATED LANDING TIME− A caused by overflow, puncture, loose cap, etc. dynamic parameter number of minutes prior to the meter fix calculated time of arrival for each aircraft FUEL VENTING− when the TCLT is frozen and becomes an ACLT (i.e., (See FUEL SIPHONING.) the VTA is updated and consequently the TCLT is FUSED TARGET- modified as appropriate until FCLT minutes prior to (See DIGITAL TARGET) meter fix calculated time of arrival, at which time updating is suspended and an ACLT and a frozen FUSION [STARS]- the combination of all available meter fix crossing time (MFT) is assigned). surveillance sources (airport surveillance radar [ASR], air route surveillance radar [ARSR], ADS-B, FREEZE HORIZON− The time or point at which an etc.) into the display of a single tracked target for air aircraft’s STA becomes fixed and no longer fluctuates traffic control separation services. FUSION is the with each radar update. This setting ensures a equivalent of the current single-sensor radar display. constant time for each aircraft, necessary for the FUSION performance is characteristic of a metering controller to plan his/her delay technique. single-sensor radar display system. Terminal areas This setting can be either in distance from the meter use mono-pulse secondary surveillance radar (ASR fix or a prescribed flying time to the meter fix. 9, Mode S or ASR 11, MSSR).

PCG F−5

6/17/21 Pilot/Controller Glossary G

GATE HOLD PROCEDURES− Procedures at the visual portion of an instrument approach and selected airports to hold aircraft at the gate or other landing. ground location whenever departure delays exceed or c. PAR. Used by ATC to inform an aircraft making are anticipated to exceed 15 minutes. The sequence a PAR approach of its vertical position (elevation) for departure will be maintained in accordance with relative to the descent profile. initial call−up unless modified by flow control (See ICAO term GLIDEPATH.) restrictions. Pilots should monitor the ground control/clearance delivery frequency for engine GLIDESLOPE INTERCEPT ALTITUDE− The start/taxi advisories or new proposed start/taxi time published minimum altitude to intercept the if the delay changes. glideslope in the intermediate segment of an GCA− instrument approach. Government charts use the lightning bolt symbol to identify this intercept point. (See GROUND CONTROLLED APPROACH.) This intersection is called the Precise Final Approach GDP− fix (PFAF). ATC directs a higher altitude, the (See GROUND DELAY PROGRAM.) resultant intercept becomes the PFAF. (See FINAL APPROACH FIX.) GENERAL AVIATION− That portion of civil (See SEGMENTS OF AN INSTRUMENT aviation that does not include scheduled or APPROACH PROCEDURE.) unscheduled air carriers or commercial space operations. GLOBAL NAVIGATION SATELLITE SYSTEM (See ICAO term GENERAL AVIATION.) (GNSS)− GNSS refers collectively to the worldwide positioning, navigation, and timing determination GENERAL AVIATION [ICAO]− All civil aviation capability available from one or more satellite operations other than scheduled air services and constellations. A GNSS constellation may be nonscheduled air transport operations for remunera- augmented by ground stations and/or geostationary tion or hire. satellites to improve integrity and position accuracy. GEO MAP− The digitized map markings associated (See GROUND−BASED AUGMENTATION with the ASR-9 Radar System. SYSTEM.) (See SATELLITE−BASED AUGMENTATION GLIDEPATH− SYSTEM.) (See GLIDESLOPE.) GLOBAL NAVIGATION SATELLITE SYSTEM GLIDEPATH [ICAO]− A descent profile determined MINIMUM EN ROUTE IFR ALTITUDE (GNSS for vertical guidance during a final approach. MEA)− The minimum en route IFR altitude on a published ATS route or route segment which assures GLIDEPATH INTERCEPT ALTITUDE− acceptable Global Navigation Satellite System (See GLIDESLOPE INTERCEPT ALTITUDE.) reception and meets obstacle clearance requirements. GLIDESLOPE− Provides vertical guidance for (Refer to 14 CFR Part 91.) aircraft during approach and landing. The glideslope/ (Refer to 14 CFR Part 95.) glidepath is based on the following: GLOBAL POSITIONING SYSTEM (GPS)− GPS a. Electronic components emitting signals which refers to the worldwide positioning, navigation and provide vertical guidance by reference to airborne timing determination capability available from the instruments during instrument approaches such as U.S. satellite constellation. The service provided by ILS; or, GPS for civil use is defined in the GPS Standard b. Visual ground aids, such as VASI, which Positioning System Performance Standard. GPS is provide vertical guidance for a VFR approach or for composed of space, control, and user elements.

PCG G−1 Pilot/Controller Glossary 6/17/21

GNSS [ICAO]− GROUND BASED AUGMENTATION SYSTEM (See GLOBAL NAVIGATION SATELLITE (GBAS) LANDING SYSTEM (GLS)- A type of SYSTEM.) precision IAP based on local augmentation of GNSS data using a single GBAS station to transmit locally GNSS MEA− corrected GNSS data, integrity parameters and (See GLOBAL NAVIGATION SATELLITE approach information. This improves the accuracy of SYSTEM MINIMUM EN ROUTE IFR aircraft GNSS receivers’ signal in space, enabling the ALTITUDE.) pilot to fly a precision approach with much greater GO AHEAD− Proceed with your message. Not to be flexibility, reliability and complexity. The GLS used for any other purpose. procedure is published on standard IAP charts, features the title GLS with the designated runway and GO AROUND− Instructions for a pilot to abandon minima as low as 200 feet DA. Future plans are his/her approach to landing. Additional instructions expected to support Cat II and CAT III operations. may follow. Unless otherwise advised by ATC, a VFR aircraft or an aircraft conducting visual GROUND CLUTTER− A pattern produced on the approach should overfly the runway while climbing radar scope by ground returns which may degrade to traffic pattern altitude and enter the traffic pattern other radar returns in the affected area. The effect of via the crosswind leg. A pilot on an IFR flight plan ground clutter is minimized by the use of moving making an instrument approach should execute the target indicator (MTI) circuits in the radar equipment published missed approach procedure or proceed as resulting in a radar presentation which displays only instructed by ATC; e.g., “Go around” (additional targets which are in motion. instructions if required). (See CLUTTER.) (See LOW APPROACH.) GROUND COMMUNICATION OUTLET (GCO)− (See MISSED APPROACH.) An unstaffed, remotely controlled, ground/ground GPD− communications facility. Pilots at uncontrolled (See GRAPHIC PLAN DISPLAY.) airports may contact ATC and FSS via VHF radio to a telephone connection. If the connection goes to GPS− ATC, the pilot can obtain an IFR clearance or close (See GLOBAL POSITIONING SYSTEM.) an IFR flight plan. If the connection goes to Flight Service, the pilot can open or close a VFR flight plan; GRAPHIC PLAN DISPLAY (GPD)− A view obtain an updated weather briefing prior to takeoff; available with EDST that provides a graphic display close an IFR flight plan; or, for Alaska or MEDEVAC of aircraft, traffic, and notification of predicted only, obtain an IFR clearance. Pilots will use four conflicts. Graphic routes for Current Plans and Trial “key clicks” on the VHF radio to contact the Plans are displayed upon controller request. appropriate ATC facility or six “key clicks” to contact (See EN ROUTE DECISION SUPPORT TOOL.) the FSS. The GCO system is intended to be used only GROSS NAVIGATION ERROR (GNE) − A lateral on the ground. deviation of 10 NM or more from the aircraft’s GROUND CONTROLLED APPROACH− A radar cleared route. approach system operated from the ground by air GROUND BASED AUGMENTATION SYSTEM traffic control personnel transmitting instructions to (GBAS)– A ground based GNSS station which the pilot by radio. The approach may be conducted provides local differential corrections, integrity with surveillance radar (ASR) only or with both parameters and approach data via VHF data broadcast surveillance and precision approach radar (PAR). to GNSS users to meet real-time performance Usage of the term “GCA” by pilots is discouraged requirements for CAT I precision approaches. The except when referring to a GCA facility. Pilots should aircraft applies the broadcast data to improve the specifically request a “PAR” approach when a accuracy and integrity of its GNSS signals and precision radar approach is desired or request an computes the deviations to the selected approach. A “ASR” or “surveillance” approach when a nonpreci- single ground station can serve multiple runway ends sion radar approach is desired. up to an approximate radius of 23 NM. (See RADAR APPROACH.)

PCG G−2 6/17/21 Pilot/Controller Glossary

GROUND DELAY PROGRAM (GDP)− A traffic requires aircraft that meet a specific criteria to remain management process administered by the ATCSCC, on the ground. The criteria may be airport specific, when aircraft are held on the ground. The purpose of airspace specific, or equipment specific; for example, the program is to support the TM mission and limit all departures to San Francisco, or all departures airborne holding. It is a flexible program and may be entering Yorktown sector, or all Category I and II implemented in various forms depending upon the aircraft going to Charlotte. GSs normally occur with needs of the AT system. Ground delay programs little or no warning. provide for equitable assignment of delays to all system users. GROUND VISIBILITY− (See VISIBILITY.) GROUND SPEED− The speed of an aircraft relative to the surface of the earth. GS− GROUND STOP (GS)− The GS is a process that (See GROUND STOP.)

PCG G−3

6/17/21 Pilot/Controller Glossary H

HAA− is published on instrument approach charts in (See HEIGHT ABOVE AIRPORT.) conjunction with all straight-in minimums. (See DECISION HEIGHT.) HAL− (See MINIMUM DESCENT ALTITUDE.) (See HEIGHT ABOVE LANDING.) HELICOPTER− A heavier-than-air aircraft sup- HANDOFF− An action taken to transfer the radar ported in flight chiefly by the reactions of the air on identification of an aircraft from one controller to one or more power-driven rotors on substantially another if the aircraft will enter the receiving vertical axes. controller’s airspace and radio communications with HELIPAD− A small, designated area, usually with a the aircraft will be transferred. prepared surface, on a heliport, airport, landing/take- HAT− off area, apron/ramp, or movement area used for (See HEIGHT ABOVE TOUCHDOWN.) takeoff, landing, or parking of helicopters. HAVE NUMBERS− Used by pilots to inform ATC HELIPORT− An area of land, water, or structure used that they have received runway, wind, and altimeter or intended to be used for the landing and takeoff of information only. helicopters and includes its buildings and facilities if any.

HAZARDOUS WEATHER INFORMATION− HELIPORT REFERENCE POINT (HRP)− The Summary of significant meteorological information geographic center of a heliport. (SIGMET/WS), convective significant meteorological information (convective SIGMET/WST), urgent HERTZ− The standard radio equivalent of frequency pilot weather reports (urgent PIREP/UUA), center in cycles per second of an electromagnetic wave. weather advisories (CWA), airmen’s meteorological Kilohertz (kHz) is a frequency of one thousand cycles information (AIRMET/WA) and any other weather per second. Megahertz (MHz) is a frequency of one such as isolated thunderstorms that are rapidly million cycles per second. developing and increasing in intensity, or low HF− ceilings and visibilities that are becoming wide- (See HIGH FREQUENCY.) spread which is considered significant and are not included in a current hazardous weather advisory. HF COMMUNICATIONS− (See HIGH FREQUENCY COMMUNICATIONS.) HEAVY (AIRCRAFT)− (See AIRCRAFT CLASSES.) HIGH FREQUENCY− The frequency band between 3 and 30 MHz. HEIGHT ABOVE AIRPORT (HAA)− The height of (See HIGH FREQUENCY COMMUNICATIONS.) the Minimum Descent Altitude above the published HIGH FREQUENCY COMMUNICATIONS− High airport elevation. This is published in conjunction radio frequencies (HF) between 3 and 30 MHz used with circling minimums. for air-to-ground voice communication in overseas (See MINIMUM DESCENT ALTITUDE.) operations. HEIGHT ABOVE LANDING (HAL)− The height HIGH SPEED EXIT− above a designated helicopter landing area used for (See HIGH SPEED TAXIWAY.) helicopter instrument approach procedures. (Refer to 14 CFR Part 97.) HIGH SPEED TAXIWAY− A long radius taxiway designed and provided with lighting or marking to HEIGHT ABOVE TOUCHDOWN (HAT)− The define the path of aircraft, traveling at high speed (up height of the Decision Height or Minimum Descent to 60 knots), from the runway center to a point on the Altitude above the highest runway elevation in the center of a taxiway. Also referred to as long radius touchdown zone (first 3,000 feet of the runway). HAT exit or turn-off taxiway. The high speed taxiway is

PCG H−1 Pilot/Controller Glossary 6/17/21

designed to expedite aircraft turning off the runway HOLDING POINT [ICAO]− A specified location, after landing, thus reducing runway occupancy time. identified by visual or other means, in the vicinity of which the position of an aircraft in flight is HIGH SPEED TURNOFF− maintained in accordance with air traffic control (See HIGH SPEED TAXIWAY.) clearances. HIGH UPDATE RATE SURVEILLANCE– A HOLDING PROCEDURE− surveillance system that provides a sensor update rate (See HOLD PROCEDURE.) of less than 4.8 seconds. HOLD-SHORT POINT− A point on the runway beyond which a landing aircraft with a LAHSO HOLD FOR RELEASE− Used by ATC to delay an clearance is not authorized to proceed. This point aircraft for traffic management reasons; i.e., weather, may be located prior to an intersecting runway, traffic volume, etc. Hold for release instructions taxiway, predetermined point, or approach/departure (including departure delay information) are used to flight path. inform a pilot or a controller (either directly or through an authorized relay) that an IFR departure HOLD-SHORT POSITION LIGHTS− Flashing clearance is not valid until a release time or additional in-pavement white lights located at specified instructions have been received. hold-short points. (See ICAO term HOLDING POINT.) HOLD-SHORT POSITION MARKING− The painted runway marking located at the hold-short HOLD−IN−LIEU OF PROCEDURE TURN− A point on all LAHSO runways. hold−in−lieu of procedure turn shall be established over a final or intermediate fix when an approach can HOLD-SHORT POSITION SIGNS− Red and white be made from a properly aligned holding pattern. The holding position signs located alongside the hold−in−lieu of procedure turn permits the pilot to hold-short point. align with the final or intermediate segment of the HOMING− Flight toward a NAVAID, without approach and/or descend in the holding pattern to an correcting for wind, by adjusting the aircraft heading altitude that will permit a normal descent to the final to maintain a relative bearing of zero degrees. approach fix altitude. The hold−in−lieu of procedure (See BEARING.) turn is a required maneuver (the same as a procedure (See ICAO term HOMING.) turn) unless the aircraft is being radar vectored to the HOMING [ICAO]− The procedure of using the final approach course, when “NoPT” is shown on the direction-finding equipment of one radio station with approach chart, or when the pilot requests or the the emission of another radio station, where at least controller advises the pilot to make a “straight−in” one of the stations is mobile, and whereby the mobile approach. station proceeds continuously towards the other station. HOLD PROCEDURE− A predetermined maneuver which keeps aircraft within a specified airspace while HOVER CHECK− Used to describe when a awaiting further clearance from air traffic control. helicopter/VTOL aircraft requires a stabilized hover Also used during ground operations to keep aircraft to conduct a performance/power check prior to hover within a specified area or at a specified point while taxi, air taxi, or takeoff. Altitude of the hover will awaiting further clearance from air traffic control. vary based on the purpose of the check. (See HOLDING FIX.) HOVER TAXI− Used to describe a helicopter/VTOL (Refer to AIM.) aircraft movement conducted above the surface and in ground effect at airspeeds less than approximately HOLDING FIX− A specified fix identifiable to a 20 knots. The actual height may vary, and some pilot by NAVAIDs or visual reference to the ground helicopters may require hover taxi above 25 feet AGL used as a reference point in establishing and to reduce ground effect turbulence or provide maintaining the position of an aircraft while holding. clearance for cargo slingloads. (See FIX.) (See AIR TAXI.) (See VISUAL HOLDING.) (See HOVER CHECK.) (Refer to AIM.) (Refer to AIM.)

PCG H−2 6/17/21 Pilot/Controller Glossary

HOW DO YOU HEAR ME?− A question relating to the quality of the transmission or to determine how well the transmission is being received. HZ− (See HERTZ.)

PCG H−3

6/17/21 Pilot/Controller Glossary I

I SAY AGAIN− The message will be repeated. exiting the icing conditions before they become worse. IAF− (See INITIAL APPROACH FIX.) b. Light− The rate of ice accumulation requires occasional cycling of manual deicing systems to IAP− minimize ice accretions on the airframe. A (See INSTRUMENT APPROACH representative accretion rate for reference purposes is PROCEDURE.) ¼ inch to 1 inch (0.6 to 2.5 cm) per hour on the IAWP− Initial Approach Waypoint unprotected part of the outer wing. The pilot should consider exiting the icing condition.

ICAO− c. Moderate− The rate of ice accumulation (See ICAO Term INTERNATIONAL CIVIL requires frequent cycling of manual deicing systems AVIATION ORGANIZATION.) to minimize ice accretions on the airframe. A ICAO 3LD− representative accretion rate for reference purposes is (See ICAO Term ICAO Three−Letter Designator) 1 to 3 inches (2.5 to 7.5 cm) per hour on the unprotected part of the outer wing. The pilot should ICAO Three−Letter Designator (3LD)− An ICAO consider exiting the icing condition as soon as 3LD is an exclusive designator that, when used possible. together with a flight number, becomes the aircraft call sign and provides distinct aircraft identification d. Severe− The rate of ice accumulation is such to air traffic control (ATC). ICAO approves 3LDs to that ice protection systems fail to remove the enhance the safety and security of the air traffic accumulation of ice and ice accumulates in locations system. An ICAO 3LD may be assigned to a not normally prone to icing, such as areas aft of company, agency, or organization and is used instead protected surfaces and any other areas identified by of the aircraft registration number for ATC the manufacturer. A representative accretion rate for operational and security purposes. An ICAO 3LD is reference purposes is more than 3 inches (7.5 cm) per also used for aircraft identification in the flight plan hour on the unprotected part of the outer wing. By and associated messages and can be used for regulation, immediate exit is required. domestic and international flights. A telephony Note: associated with an ICAO 3LD is used for radio Severe icing is aircraft dependent, as are the other categories of icing intensity. Severe icing may communication. occur at any ice accumulation rate when the icing ICING− The accumulation of airframe ice. rate or ice accumulations exceed the tolerance of the aircraft. Types of icing are: IDENT− A request for a pilot to activate the aircraft a. Rime Ice− Rough, milky, opaque ice formed by transponder identification feature. This will help the the instantaneous freezing of small supercooled controller to confirm an aircraft identity or to identify water droplets. an aircraft. b. Clear Ice− A glossy, clear, or translucent ice (Refer to AIM.) formed by the relatively slow freezing of large supercooled water droplets. IDENT FEATURE− The special feature in the Air Traffic Control Radar Beacon System (ATCRBS) c. Mixed− A mixture of clear ice and rime ice. equipment. It is used to immediately distinguish one Intensity of icing: displayed beacon target from other beacon targets. a. Trace− Ice becomes noticeable. The rate of (See IDENT.) accumulation is slightly greater than the rate of IDENTIFICATION [ICAO]− The situation which sublimation. A representative accretion rate for exists when the position indication of a particular reference purposes is less than ¼ inch (6 mm) per aircraft is seen on a situation display and positively hour on the outer wing. The pilot should consider identified.

PCG I−1 Pilot/Controller Glossary 6/17/21

IF− facilities available, pilots should advise ATC of any (See INTERMEDIATE FIX.) departure limitations. Controllers may query a pilot to determine acceptable departure directions, turns, IF NO TRANSMISSION RECEIVED FOR or headings after takeoff. Pilots should be familiar (TIME)− Used by ATC in radar approaches to prefix with the departure procedures and must assure that procedures which should be followed by the pilot in their aircraft can meet or exceed any specified climb event of lost communications. gradients. (See LOST COMMUNICATIONS.) IF/IAWP− Intermediate Fix/Initial Approach Way- IFR− point. The waypoint where the final approach course (See INSTRUMENT FLIGHT RULES.) of a T approach meets the crossbar of the T. When IFR AIRCRAFT− An aircraft conducting flight in designated (in conjunction with a TAA) this accordance with instrument flight rules. waypoint will be used as an IAWP when approaching the airport from certain directions, and as an IFWP IFR CONDITIONS− Weather conditions below the when beginning the approach from another IAWP. minimum for flight under visual flight rules. (See INSTRUMENT METEOROLOGICAL IFWP− Intermediate Fix Waypoint CONDITIONS.) ILS− IFR DEPARTURE PROCEDURE− (See INSTRUMENT LANDING SYSTEM.) (See IFR TAKEOFF MINIMUMS AND ILS CATEGORIES− 1. Category I. An ILS approach DEPARTURE PROCEDURES.) procedure which provides for approach to a height (Refer to AIM.) above touchdown of not less than 200 feet and with IFR FLIGHT− runway visual range of not less than 1,800 feet.− (See IFR AIRCRAFT.) 2. Special Authorization Category I. An ILS approach procedure which provides for approach to IFR LANDING MINIMUMS− a height above touchdown of not less than 150 feet (See LANDING MINIMUMS.) and with runway visual range of not less than 1,400 IFR MILITARY TRAINING ROUTES (IR)− Routes feet, HUD to DH. 3. Category II. An ILS approach used by the Department of Defense and associated procedure which provides for approach to a height Reserve and Air Guard units for the purpose of above touchdown of not less than 100 feet and with conducting low-altitude navigation and tactical runway visual range of not less than 1,200 feet (with training in both IFR and VFR weather conditions autoland or HUD to touchdown and noted on below 10,000 feet MSL at airspeeds in excess of 250 authorization, RVR 1,000 feet).− 4. Special knots IAS. Authorization Category II with Reduced Lighting. An ILS approach procedure which provides for IFR TAKEOFF MINIMUMS AND DEPARTURE approach to a height above touchdown of not less PROCEDURES− Title 14 Code of Federal than 100 feet and with runway visual range of not less Regulations Part 91, prescribes standard takeoff rules than 1,200 feet with autoland or HUD to touchdown for certain civil users. At some airports, obstructions and noted on authorization (no touchdown zone and or other factors require the establishment of centerline lighting are required).− 5. Category III: nonstandard takeoff minimums, departure proce- a. IIIA.−An ILS approach procedure which dures, or both to assist pilots in avoiding obstacles provides for approach without a decision height during climb to the minimum en route altitude. Those minimum and with runway visual range of not less airports are listed in FAA/DOD Instrument Approach than 700 feet. Procedures (IAPs) Charts under a section entitled “IFR Takeoff Minimums and Departure Procedures.” b. IIIB.−An ILS approach procedure which The FAA/DOD IAP chart legend illustrates the provides for approach without a decision height symbol used to alert the pilot to nonstandard takeoff minimum and with runway visual range of not less minimums and departure procedures. When depart- than 150 feet. ing IFR from such airports or from any airports where c. IIIC.−An ILS approach procedure which there are no departure procedures, DPs, or ATC provides for approach without a decision height

PCG I−2 6/17/21 Pilot/Controller Glossary

minimum and without runway visual range INLAND NAVIGATION FACILITY− A navigation minimum. aid on a North American Route at which the common route and/or the noncommon route begins or ends. IM− (See INNER MARKER.) INNER MARKER− A marker beacon used with an ILS (CAT II) precision approach located between the IMC− middle marker and the end of the ILS runway, (See INSTRUMENT METEOROLOGICAL transmitting a radiation pattern keyed at six dots per CONDITIONS.) second and indicating to the pilot, both aurally and IMMEDIATELY− Used by ATC or pilots when such visually, that he/she is at the designated decision action compliance is required to avoid an imminent height (DH), normally 100 feet above the touchdown situation. zone elevation, on the ILS CAT II approach. It also INCERFA (Uncertainty Phase) [ICAO]− A situation marks progress during a CAT III approach. wherein uncertainty exists as to the safety of an (See INSTRUMENT LANDING SYSTEM.) aircraft and its occupants. (Refer to AIM.) INCREASED SEPARATION REQUIRED (ISR)– INNER MARKER BEACON− Indicates the confidence level of the track requires 5 (See INNER MARKER.) ½ NM separation. 3 NM separation, 1 NM INREQ− separation, and target resolution cannot be used. (See INFORMATION REQUEST.)

INCREASE SPEED TO (SPEED)− INS− (See SPEED ADJUSTMENT.) (See INERTIAL NAVIGATION SYSTEM.) INERTIAL NAVIGATION SYSTEM (INS)− An INSTRUMENT APPROACH− RNAV system which is a form of self-contained navigation. (See INSTRUMENT APPROACH PROCEDURE.) (See Area Navigation/RNAV.) INSTRUMENT APPROACH OPERATIONS INFLIGHT REFUELING− [ICAO]− An approach and landing using instruments (See AERIAL REFUELING.) for navigation guidance based on an instrument INFLIGHT WEATHER ADVISORY− approach procedure. There are two methods for (See WEATHER ADVISORY.) executing instrument approach operations: INFORMATION REQUEST (INREQ)− A request a. A two−dimensional (2D) instrument approach originated by an FSS for information concerning an operation, using lateral navigation guidance only; overdue VFR aircraft. and b. A three−dimensional (3D) instrument approach INITIAL APPROACH FIX (IAF)− The fixes operation, using both lateral and vertical navigation depicted on instrument approach procedure charts guidance. that identify the beginning of the initial approach segment(s). Note: Lateral and vertical navigation guidance refers to the guidance provided either by: (See FIX.) a) a ground−based radio navigation aid; or (See SEGMENTS OF AN INSTRUMENT b) computer−generated navigation data from APPROACH PROCEDURE.) ground−based, space−based, self−contained INITIAL APPROACH SEGMENT− navigation aids or a combination of these. (See SEGMENTS OF AN INSTRUMENT (See ICAO term INSTRUMENT APPROACH APPROACH PROCEDURE.) PROCEDURE.) INITIAL APPROACH SEGMENT [ICAO]− That INSTRUMENT APPROACH PROCEDURE− A segment of an instrument approach procedure series of predetermined maneuvers for the orderly between the initial approach fix and the intermediate transfer of an aircraft under instrument flight approach fix or, where applicable, the final approach conditions from the beginning of the initial approach fix or point. to a landing or to a point from which a landing may

PCG I−3 Pilot/Controller Glossary 6/17/21

be made visually. It is prescribed and approved for a INSTRUMENT DEPARTURE PROCEDURE (DP) specific airport by competent authority. CHARTS− (See SEGMENTS OF AN INSTRUMENT (See AERONAUTICAL CHART.) APPROACH PROCEDURE.) INSTRUMENT FLIGHT RULES (IFR)− Rules (Refer to 14 CFR Part 91.) governing the procedures for conducting instrument (Refer to AIM.) flight. Also a term used by pilots and controllers to indicate type of flight plan. a. U.S. civil standard instrument approach procedures are approved by the FAA as prescribed (See INSTRUMENT METEOROLOGICAL CONDITIONS.) under 14 CFR Part 97 and are available for public (See VISUAL FLIGHT RULES.) use. (See VISUAL METEOROLOGICAL b. U.S. military standard instrument approach CONDITIONS.) procedures are approved and published by the (See ICAO term INSTRUMENT FLIGHT Department of Defense. RULES.) (Refer to AIM.) c. Special instrument approach procedures are approved by the FAA for individual operators but are INSTRUMENT FLIGHT RULES [ICAO]− A set of not published in 14 CFR Part 97 for public use. rules governing the conduct of flight under instrument meteorological conditions. (See ICAO term INSTRUMENT APPROACH PROCEDURE.) INSTRUMENT LANDING SYSTEM (ILS)− A precision instrument approach system which normal- INSTRUMENT APPROACH PROCEDURE ly consists of the following electronic components [ICAO]− A series of predetermined maneuvers by and visual aids: reference to flight instruments with specified a. Localizer. protection from obstacles from the initial approach (See LOCALIZER.) fix, or where applicable, from the beginning of a b. Glideslope. defined arrival route to a point from which a landing (See GLIDESLOPE.) can be completed and thereafter, if a landing is not c. Outer Marker. completed, to a position at which holding or en route obstacle clearance criteria apply. (See OUTER MARKER.) d. Middle Marker. (See ICAO term INSTRUMENT APPROACH OPERATIONS) (See MIDDLE MARKER.) e. Approach Lights. INSTRUMENT APPROACH PROCEDURE (See AIRPORT LIGHTING.) CHARTS− (Refer to 14 CFR Part 91.) (See AERONAUTICAL CHART.) (Refer to AIM.) INSTRUMENT METEOROLOGICAL CONDI- INSTRUMENT DEPARTURE PROCEDURE TIONS (IMC)− Meteorological conditions expressed (DP)− A preplanned instrument flight rule (IFR) in terms of visibility, distance from cloud, and ceiling departure procedure published for pilot use, in less than the minima specified for visual meteorolog- graphic or textual format, that provides obstruction ical conditions. clearance from the terminal area to the appropriate en (See INSTRUMENT FLIGHT RULES.) route structure. There are two types of DP, Obstacle (See VISUAL FLIGHT RULES.) Departure Procedure (ODP), printed either textually (See VISUAL METEOROLOGICAL or graphically, and, Standard Instrument Departure CONDITIONS.) (SID), which is always printed graphically. INSTRUMENT RUNWAY− A runway equipped (See IFR TAKEOFF MINIMUMS AND with electronic and visual navigation aids for which DEPARTURE PROCEDURES.) a precision or nonprecision approach procedure (See OBSTACLE DEPARTURE PROCEDURES.) having straight-in landing minimums has been (See STANDARD INSTRUMENT DEPARTURES.) approved. (Refer to AIM.) (See ICAO term INSTRUMENT RUNWAY.)

PCG I−4 6/17/21 Pilot/Controller Glossary

INSTRUMENT RUNWAY [ICAO]− One of the procedure and the final approach fix or point, as following types of runways intended for the appropriate. operation of aircraft using instrument approach INTERMEDIATE FIX− The fix that identifies the procedures: beginning of the intermediate approach segment of an a. Nonprecision Approach Runway− An instru- instrument approach procedure. The fix is not ment runway served by visual aids and a nonvisual normally identified on the instrument approach chart aid providing at least directional guidance adequate as an intermediate fix (IF). for a straight-in approach. (See SEGMENTS OF AN INSTRUMENT b. Precision Approach Runway, Category I− An APPROACH PROCEDURE.) instrument runway served by ILS and visual aids INTERMEDIATE LANDING− On the rare occasion intended for operations down to 60 m (200 feet) that this option is requested, it should be approved. decision height and down to an RVR of the order of The departure center, however, must advise the 800 m. ATCSCC so that the appropriate delay is carried over c. Precision Approach Runway, Category II− An and assigned at the intermediate airport. An instrument runway served by ILS and visual aids intermediate landing airport within the arrival center intended for operations down to 30 m (100 feet) will not be accepted without coordination with and decision height and down to an RVR of the order of the approval of the ATCSCC. 400 m. INTERNATIONAL AIRPORT− Relating to interna- d. Precision Approach Runway, Category III− An tional flight, it means: instrument runway served by ILS to and along the a. An airport of entry which has been designated surface of the runway and: by the Secretary of Treasury or Commissioner of 1. Intended for operations down to an RVR of Customs as an international airport for customs the order of 200 m (no decision height being service. applicable) using visual aids during the final phase of b. A landing rights airport at which specific landing; permission to land must be obtained from customs 2. Intended for operations down to an RVR of authorities in advance of contemplated use. the order of 50 m (no decision height being c. Airports designated under the Convention on applicable) using visual aids for taxiing; International Civil Aviation as an airport for use by 3. Intended for operations without reliance on international commercial air transport and/or interna- visual reference for landing or taxiing. tional general aviation. Note 1: See Annex 10 Volume I, Part I, Chapter 3, (See ICAO term INTERNATIONAL AIRPORT.) for related ILS specifications. (Refer to Chart Supplement U.S.) Note 2: Visual aids need not necessarily be INTERNATIONAL AIRPORT [ICAO]− Any airport matched to the scale of nonvisual aids provided. designated by the Contracting State in whose The criterion for the selection of visual aids is the territory it is situated as an airport of entry and conditions in which operations are intended to be conducted. departure for international air traffic, where the formalities incident to customs, immigration, public INTEGRITY− The ability of a system to provide health, animal and plant quarantine and similar timely warnings to users when the system should not procedures are carried out. be used for navigation. INTERNATIONAL CIVIL AVIATION ORGA- INTERMEDIATE APPROACH SEGMENT− NIZATION [ICAO]− A specialized agency of the (See SEGMENTS OF AN INSTRUMENT United Nations whose objective is to develop the APPROACH PROCEDURE.) principles and techniques of international air INTERMEDIATE APPROACH SEGMENT navigation and to foster planning and development of [ICAO]− That segment of an instrument approach international civil air transport. procedure between either the intermediate approach INTERNATIONAL NOTICE− A notice containing fix and the final approach fix or point, or between the flight prohibitions, potential hostile situations, or end of a reversal, race track or dead reckoning track other international/foreign oceanic airspace matters.

PCG I−5 Pilot/Controller Glossary 6/17/21

These notices can be found on the International a. A point defined by any combination of courses, Notices website. radials, or bearings of two or more navigational aids. INTERROGATOR− The ground-based surveillance b. Used to describe the point where two runways, radar beacon transmitter-receiver, which normally a runway and a taxiway, or two taxiways cross or scans in synchronism with a primary radar, meet. transmitting discrete radio signals which repetitious- INTERSECTION DEPARTURE− A departure from ly request all transponders on the mode being used to any runway intersection except the end of the runway. reply. The replies received are mixed with the (See INTERSECTION.) primary radar returns and displayed on the same plan position indicator (radar scope). Also, applied to the INTERSECTION TAKEOFF− airborne element of the TACAN/DME system. (See INTERSECTION DEPARTURE.) (See TRANSPONDER.) IR− (Refer to AIM.) (See IFR MILITARY TRAINING ROUTES.) INTERSECTING RUNWAYS− Two or more IRREGULAR SURFACE− A surface that is open for runways which cross or meet within their lengths. use but not per regulations. (See INTERSECTION.) ISR− INTERSECTION− (See INCREASED SEPARATION REQUIRED.)

PCG I−6 6/17/21 Pilot/Controller Glossary J

JAMMING− Denotes emissions that do not mimic JET STREAM− A migrating stream of high-speed Global Navigation Satellite System (GNSS) signals winds present at high altitudes. (e.g., GPS and WAAS), but rather interfere with the civil receiver’s ability to acquire and track GNSS JETTISONING OF EXTERNAL STORES− Air- signals. Jamming can result in denial of GNSS borne release of external stores; e.g., tiptanks, navigation, positioning, timing and aircraft depen- ordnance. dent functions. (See FUEL DUMPING.) JET BLAST− The rapid air movement produced by (Refer to 14 CFR Part 91.) exhaust from jet engines.

JET ROUTE− A route designed to serve aircraft JOINT USE RESTRICTED AREA− operations from 18,000 feet MSL up to and including flight level 450. The routes are referred to as “J” (See RESTRICTED AREA.) routes with numbering to identify the designated route; e.g., J105. JUMP ZONE− The airspace directly associated with (See Class A AIRSPACE.) a Drop Zone. Vertical and horizontal limits may be (Refer to 14 CFR Part 71.) locally defined.

PCG J−1

6/17/21 Pilot/Controller Glossary K

KNOWN TRAFFIC− With respect to ATC clearances, means aircraft whose altitude, position, and intentions are known to ATC.

PCG K−1

6/17/21 Pilot/Controller Glossary L

LAA− LANDING DISTANCE AVAILABLE (LDA)− The (See LOCAL AIRPORT ADVISORY.) runway length declared available and suitable for a landing airplane. LAHSO− An acronym for “Land and Hold Short (See ICAO term LANDING DISTANCE Operation.” These operations include landing and AVAILABLE.) holding short of an intersecting runway, a taxiway, a predetermined point, or an approach/departure LANDING DISTANCE AVAILABLE [ICAO]− The flightpath. length of runway which is declared available and suitable for the ground run of an aeroplane landing. LAHSO-DRY− Land and hold short operations on LANDING MINIMUMS− The minimum visibility runways that are dry. prescribed for landing a civil aircraft while using an LAHSO-WET− Land and hold short operations on instrument approach procedure. The minimum runways that are wet (but not contaminated). applies with other limitations set forth in 14 CFR Part 91 with respect to the Minimum Descent LAND AND HOLD SHORT OPERATIONS− Altitude (MDA) or Decision Height (DH) prescribed Operations which include simultaneous takeoffs and in the instrument approach procedures as follows: landings and/or simultaneous landings when a landing aircraft is able and is instructed by the a. Straight-in landing minimums. A statement of controller to hold-short of the intersecting runway/ MDA and visibility, or DH and visibility, required for taxiway or designated hold-short point. Pilots are a straight-in landing on a specified runway, or expected to promptly inform the controller if the hold b. Circling minimums. A statement of MDA and short clearance cannot be accepted. visibility required for the circle-to-land maneuver. (See PARALLEL RUNWAYS.) Note: Descent below the MDA or DH must meet the (Refer to AIM.) conditions stated in 14 CFR Section 91.175. (See CIRCLE-TO-LAND MANEUVER.) LAND−BASED AIR DEFENSE IDENTIFICA- (See DECISION HEIGHT.) TION ZONE (ADIZ)− An ADIZ over U.S. (See INSTRUMENT APPROACH metropolitan areas, which is activated and deactivat- PROCEDURE.) ed as needed, with dimensions, activation dates, and (See MINIMUM DESCENT ALTITUDE.) other relevant information disseminated via NO- (See STRAIGHT-IN LANDING.) TAM. (See VISIBILITY.) (See AIR DEFENSE IDENTIFICATION ZONE.) (Refer to 14 CFR Part 91.) LANDING AREA− Any locality either on land, LANDING ROLL− The distance from the point of water, or structures, including airports/heliports and touchdown to the point where the aircraft can be intermediate landing fields, which is used, or brought to a stop or exit the runway. intended to be used, for the landing and takeoff of LANDING SEQUENCE− The order in which aircraft whether or not facilities are provided for the aircraft are positioned for landing. shelter, servicing, or for receiving or discharging (See APPROACH SEQUENCE.) passengers or cargo. (See ICAO term LANDING AREA.) LAST ASSIGNED ALTITUDE− The last altitude/ flight level assigned by ATC and acknowledged by LANDING AREA [ICAO]− That part of a movement the pilot. area intended for the landing or take-off of aircraft. (See MAINTAIN.) LANDING DIRECTION INDICATOR− A device (Refer to 14 CFR Part 91.) which visually indicates the direction in which LATERAL NAVIGATION (LNAV)– A function of landings and takeoffs should be made. area navigation (RNAV) equipment which calculates, (See TETRAHEDRON.) displays, and provides lateral guidance to a profile or (Refer to AIM.) path.

PCG L−1 Pilot/Controller Glossary 6/17/21

LATERAL SEPARATION− The lateral spacing of LINE UP AND WAIT (LUAW)− Used by ATC to aircraft at the same altitude by requiring operation on inform a pilot to taxi onto the departure runway to line different routes or in different geographical locations. up and wait. It is not authorization for takeoff. It is (See SEPARATION.) used when takeoff clearance cannot immediately be issued because of traffic or other reasons. LDA− (See CLEARED FOR TAKEOFF.) (See LOCALIZER TYPE DIRECTIONAL AID.) LOCAL AIRPORT ADVISORY (LAA)− A service (See LANDING DISTANCE AVAILABLE.) available only in Alaska and provided by facilities (See ICAO Term LANDING DISTANCE that are located on the landing airport, have a discrete AVAILABLE.) ground−to−air communication frequency or the tower frequency when the tower is closed, automated LF− weather reporting with voice broadcasting, and a (See LOW FREQUENCY.) continuous ASOS/AWOS data display, other continuous direct reading instruments, or manual LIGHTED AIRPORT− An airport where runway and observations available to the specialist. obstruction lighting is available. (See AIRPORT ADVISORY AREA.) (See AIRPORT LIGHTING.) (Refer to AIM.) LOCAL TRAFFIC− Aircraft operating in the traffic pattern or within sight of the tower, or aircraft known LIGHT GUN− A handheld directional light signaling to be departing or arriving from flight in local practice device which emits a brilliant narrow beam of white, areas, or aircraft executing practice instrument green, or red light as selected by the tower controller. approaches at the airport. The color and type of light transmitted can be used to (See TRAFFIC PATTERN.) approve or disapprove anticipated pilot actions where LOCALIZER− The component of an ILS which radio communication is not available. The light gun provides course guidance to the runway. is used for controlling traffic operating in the vicinity of the airport and on the airport movement area. (See INSTRUMENT LANDING SYSTEM.) (See ICAO term LOCALIZER COURSE.) (Refer to AIM.) (Refer to AIM.) LIGHT-SPORT AIRCRAFT (LSA)− An LOCALIZER COURSE [ICAO]− The locus of FAA-registered aircraft, other than a helicopter or points, in any given horizontal plane, at which the powered-lift, that meets certain weight and DDM (difference in depth of modulation) is zero. performance. Principally it is a single−engine aircraft with a maximum of two seats and weighing no more LOCALIZER OFFSET− An angular offset of the than 1,430 pounds if intended for operation on water, localizer aligned within 3 of the runway alignment. or 1,320 pounds if not. It must be of simple design LOCALIZER TYPE DIRECTIONAL AID (LDA)− (fixed landing gear (except if intended for operations A localizer with an angular offset that exceeds 3 of on water or a glider), piston powered, the runway alignment, used for nonprecision nonpressurized, with a fixed or ground adjustable instrument approaches with utility and accuracy propeller). Performance is also limited to a maximum comparable to a localizer, but which are not part of a airspeed in level flight of not more than 120 knots complete ILS. calibrated airspeed (CAS), have a maximum never-exceed speed of not more than 120 knots CAS (Refer to AIM.) for a glider, and have a maximum stalling speed, LOCALIZER TYPE DIRECTIONAL AID (LDA) without the use of lift-enhancing devices of not more PRECISION RUNWAY MONITOR (PRM) than 45 knots CAS. It may be certificated as either APPROACH− An approach, which includes a Experimental LSA or as a Special LSA aircraft. A glideslope, used in conjunction with an ILS PRM, minimum of a sport pilot certificate is required to RNAV PRM or GLS PRM approach to an adjacent operate light-sport aircraft. runway to conduct Simultaneous Offset Instrument (Refer to 14 CFR Part 1, §1.1.) Approaches (SOIA) to parallel runways whose

PCG L−2 6/17/21 Pilot/Controller Glossary

centerlines are separated by less than 3,000 feet and LOST LINK (LL)− An interruption or loss of the at least 750 feet. NTZ monitoring is required to control link, or when the pilot is unable to effect conduct these approaches. control of the aircraft and, as a result, the UA will (See SIMULTANEOUS OFFSET INSTRUMENT perform a predictable or planned maneuver. Loss of APPROACH (SOIA).) command and control link between the Control (Refer to AIM) Station and the aircraft. There are two types of links: LOCALIZER USABLE DISTANCE− The maxi- a. An uplink which transmits command instruc- mum distance from the localizer transmitter at a tions to the aircraft, and specified altitude, as verified by flight inspection, at b. A downlink which transmits the status of the which reliable course information is continuously aircraft and provides situational awareness to the received. pilot. (Refer to AIM.) LOST LINK PROCEDURE− Preprogrammed or LOCATOR [ICAO]− An LM/MF NDB used as an aid predetermined mitigations to ensure the continued to final approach. safe operation of the UA in the event of a lost link Note: A locator usually has an average radius of (LL). In the event positive link cannot be established, rated coverage of between 18.5 and 46.3 km (10 flight termination must be implemented. and 25 NM). LONG RANGE NAVIGATION− LOW ALTITUDE AIRWAY STRUCTURE− The (See LORAN.) network of airways serving aircraft operations up to but not including 18,000 feet MSL. LONGITUDINAL SEPARATION− The longitudi- (See AIRWAY.) nal spacing of aircraft at the same altitude by a (Refer to AIM.) minimum distance expressed in units of time or miles. LOW ALTITUDE ALERT, CHECK YOUR ALTI- (See SEPARATION.) TUDE IMMEDIATELY− (Refer to AIM.) (See SAFETY ALERT.) LORAN− An electronic navigational system by LOW APPROACH− An approach over an airport or which hyperbolic lines of position are determined by runway following an instrument approach or a VFR measuring the difference in the time of reception of approach including the go-around maneuver where synchronized pulse signals from two fixed transmit- the pilot intentionally does not make contact with the ters. Loran A operates in the 1750-1950 kHz runway. frequency band. Loran C and D operate in the (Refer to AIM.) 100-110 kHz frequency band. In 2010, the U.S. Coast Guard terminated all U.S. LORAN-C transmissions. LOW FREQUENCY (LF)− The frequency band (Refer to AIM.) between 30 and 300 kHz. LOST COMMUNICATIONS− Loss of the ability to (Refer to AIM.) communicate by radio. Aircraft are sometimes LOCALIZER PERFORMANCE WITH VERTI- referred to as NORDO (No Radio). Standard pilot CAL GUIDANCE (LPV)− A type of approach with procedures are specified in 14 CFR Part 91. Radar vertical guidance (APV) based on WAAS, published controllers issue procedures for pilots to follow in the on RNAV (GPS) approach charts. This procedure event of lost communications during a radar approach takes advantage of the precise lateral guidance when weather reports indicate that an aircraft will available from WAAS. The minima is published as a likely encounter IFR weather conditions during the decision altitude (DA). approach. (Refer to 14 CFR Part 91.) LUAW− (Refer to AIM.) (See LINE UP AND WAIT.)

PCG L−3

6/17/21 Pilot/Controller Glossary M

MAA− is real and requires familiarity with the subject. (See MAXIMUM AUTHORIZED ALTITUDE.) Terrorists choose MANPADS because the weapons are low cost, highly mobile, require minimal set−up MACH NUMBER− The ratio of true airspeed to the time, and are easy to use and maintain. Although the speed of sound; e.g., MACH .82, MACH 1.6. weapons have limited range, and their accuracy is (See AIRSPEED.) affected by poor visibility and adverse weather, they MACH TECHNIQUE [ICAO]− Describes a control can be fired from anywhere on land or from boats technique used by air traffic control whereby turbojet where there is unrestricted visibility to the target. aircraft operating successively along suitable routes MANDATORY ALTITUDE− An altitude depicted are cleared to maintain appropriate MACH numbers on an instrument Approach Procedure Chart for a relevant portion of the en route phase of flight. requiring the aircraft to maintain altitude at the The principle objective is to achieve improved depicted value. utilization of the airspace and to ensure that separation between successive aircraft does not MANPADS− decrease below the established minima. (See MAN PORTABLE AIR DEFENSE SYSTEMS.) MAHWP− Missed Approach Holding Waypoint MAP− MAINTAIN− (See MISSED APPROACH POINT.) a. Concerning altitude/flight level, the term MARKER BEACON− An electronic navigation means to remain at the altitude/flight level specified. facility transmitting a 75 MHz vertical fan or The phrase “climb and” or “descend and” normally boneshaped radiation pattern. Marker beacons are precedes “maintain” and the altitude assignment; identified by their modulation frequency and keying e.g., “descend and maintain 5,000.” code, and when received by compatible airborne b. Concerning other ATC instructions, the term is equipment, indicate to the pilot, both aurally and used in its literal sense; e.g., maintain VFR. visually, that he/she is passing over the facility. (See INNER MARKER.) MAINTENANCE PLANNING FRICTION (See MIDDLE MARKER.) LEVEL− The friction level specified in (See OUTER MARKER.) AC 150/5320-12, Measurement, Construction, and (Refer to AIM.) Maintenance of Skid Resistant Airport Pavement Surfaces, which represents the friction value below MARSA− which the runway pavement surface remains (See MILITARY AUTHORITY ASSUMES acceptable for any category or class of aircraft RESPONSIBILITY FOR SEPARATION OF operations but which is beginning to show signs of AIRCRAFT.) deterioration. This value will vary depending on the MAWP− Missed Approach Waypoint particular friction measurement equipment used. MAXIMUM AUTHORIZED ALTITUDE− A pub- MAKE SHORT APPROACH− Used by ATC to lished altitude representing the maximum usable inform a pilot to alter his/her traffic pattern so as to altitude or flight level for an airspace structure or make a short final approach. route segment. It is the highest altitude on a Federal (See TRAFFIC PATTERN.) airway, jet route, area navigation low or high route, or other direct route for which an MEA is designated MAN PORTABLE AIR DEFENSE SYSTEMS in 14 CFR Part 95 at which adequate reception of (MANPADS)− MANPADS are lightweight, navigation aid signals is assured. shoulder−launched, missile systems used to bring down aircraft and create mass casualties. The MAYDAY− The international radiotelephony distress potential for MANPADS use against airborne aircraft signal. When repeated three times, it indicates

PCG M−1 Pilot/Controller Glossary 6/17/21

imminent and grave danger and that immediate METERING AIRPORTS− Airports adapted for assistance is requested. metering and for which optimum flight paths are (See PAN-PAN.) defined. A maximum of 15 airports may be adapted. (Refer to AIM.) METERING FIX− A fix along an established route MCA− from over which aircraft will be metered prior to (See MINIMUM CROSSING ALTITUDE.) entering terminal airspace. Normally, this fix should be established at a distance from the airport which MDA− will facilitate a profile descent 10,000 feet above (See MINIMUM DESCENT ALTITUDE.) airport elevation (AAE) or above. MEA− METERING POSITION(S)− Adapted PVDs/ (See MINIMUM EN ROUTE IFR ALTITUDE.) MDMs and associated “D” positions eligible for MEARTS− display of a metering position list. A maximum of (See MICRO-EN ROUTE AUTOMATED RADAR four PVDs/MDMs may be adapted. TRACKING SYSTEM.) METERING POSITION LIST− An ordered list of METEOROLOGICAL IMPACT STATEMENT− data on arrivals for a selected metering airport An unscheduled planning forecast describing displayed on a metering position PVD/MDM. conditions expected to begin within 4 to 12 hours

which may impact the flow of air traffic in a specific MFT− center’s (ARTCC) area. (See METER FIX TIME/SLOT TIME.) METER FIX ARC− A semicircle, equidistant from MHA− a meter fix, usually in low altitude relatively close to (See MINIMUM HOLDING ALTITUDE.) the meter fix, used to help CTAS/ERAM calculate a MIA− meter time, and determine appropriate sector meter (See MINIMUM IFR ALTITUDES.) list assignments for aircraft not on an established arrival route or assigned a meter fix. MICROBURST− A small downburst with outbursts of damaging winds extending 2.5 miles or less. In METER FIX TIME/SLOT TIME (MFT)− A spite of its small horizontal scale, an intense calculated time to depart the meter fix in order to microburst could induce wind speeds as high as 150 cross the vertex at the ACLT. This time reflects knots descent speed adjustment and any applicable time (Refer to AIM.) that must be absorbed prior to crossing the meter fix. MICRO-EN ROUTE AUTOMATED RADAR METER LIST− TRACKING SYSTEM (MEARTS)− An automated (See ARRIVAL SECTOR ADVISORY LIST.) radar and radar beacon tracking system capable of METER LIST DISPLAY INTERVAL− A dynamic employing both short-range (ASR) and long-range parameter which controls the number of minutes (ARSR) radars. This microcomputer driven system prior to the flight plan calculated time of arrival at the provides improved tracking, continuous data record- meter fix for each aircraft, at which time the TCLT is ing, and use of full digital radar displays. frozen and becomes an ACLT; i.e., the VTA is MID RVR− updated and consequently the TCLT modified as (See VISIBILITY.) appropriate until frozen at which time updating is suspended and an ACLT is assigned. When frozen, MIDDLE COMPASS LOCATOR− the flight entry is inserted into the arrival sector’s (See COMPASS LOCATOR.) meter list for display on the sector PVD/MDM. MIDDLE MARKER− A marker beacon that defines MLDI is used if filed true airspeed is less than or a point along the glideslope of an ILS normally equal to freeze speed parameters (FSPD). located at or near the point of decision height (ILS METERING− A method of time-regulating arrival Category I). It is keyed to transmit alternate dots and traffic flow into a terminal area so as not to exceed a dashes, with the alternate dots and dashes keyed at the predetermined terminal acceptance rate. rate of 95 dot/dash combinations per minute on a

PCG M−2 6/17/21 Pilot/Controller Glossary

1300 Hz tone, which is received aurally and visually which assures acceptable navigational signal cover- by compatible airborne equipment. age and meets obstacle clearance requirements (See INSTRUMENT LANDING SYSTEM.) between those fixes. The MEA prescribed for a (See MARKER BEACON.) Federal airway or segment thereof, area navigation (Refer to AIM.) low or high route, or other direct route applies to the entire width of the airway, segment, or route between MILES-IN-TRAIL− A specified distance between the radio fixes defining the airway, segment, or route. aircraft, normally, in the same stratum associated (Refer to 14 CFR Part 91.) with the same destination or route of flight. (Refer to 14 CFR Part 95.) MILITARY AUTHORITY ASSUMES RESPONSI- (Refer to AIM.) BILITY FOR SEPARATION OF AIRCRAFT (MARSA)− A condition whereby the military MINIMUM FRICTION LEVEL− The friction level services involved assume responsibility for separa- specified in AC 150/5320-12, Measurement, Con- tion between participating military aircraft in the struction, and Maintenance of Skid Resistant Airport ATC system. It is used only for required IFR Pavement Surfaces, that represents the minimum operations which are specified in letters of agreement recommended wet pavement surface friction value or other appropriate FAA or military documents. for any turbojet aircraft engaged in LAHSO. This value will vary with the particular friction MILITARY LANDING ZONE− A landing strip used measurement equipment used. exclusively by the military for training. A military landing zone does not carry a runway designation. MINIMUM FUEL− Indicates that an aircraft’s fuel MILITARY OPERATIONS AREA− supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not (See SPECIAL USE AIRSPACE.) an emergency situation but merely indicates an MILITARY TRAINING ROUTES− Airspace of emergency situation is possible should any undue defined vertical and lateral dimensions established delay occur. for the conduct of military flight training at airspeeds (Refer to AIM.) in excess of 250 knots IAS. (See IFR MILITARY TRAINING ROUTES.) MINIMUM HOLDING ALTITUDE− The lowest (See VFR MILITARY TRAINING ROUTES.) altitude prescribed for a holding pattern which assures navigational signal coverage, communica- MINIMA− tions, and meets obstacle clearance requirements. (See MINIMUMS.) MINIMUM IFR ALTITUDES (MIA)− Minimum MINIMUM CROSSING ALTITUDE (MCA)− The altitudes for IFR operations as prescribed in 14 CFR lowest altitude at certain fixes at which an aircraft Part 91. These altitudes are published on aeronautical must cross when proceeding in the direction of a charts and prescribed in 14 CFR Part 95 for airways higher minimum en route IFR altitude (MEA). and routes, and in 14 CFR Part 97 for standard (See MINIMUM EN ROUTE IFR ALTITUDE.) instrument approach procedures. If no applicable MINIMUM DESCENT ALTITUDE (MDA)− The minimum altitude is prescribed in 14 CFR Part 95 or lowest altitude, expressed in feet above mean sea 14 CFR Part 97, the following minimum IFR level, to which descent is authorized on final altitude applies: approach or during circle-to-land maneuvering in a. In designated mountainous areas, 2,000 feet execution of a standard instrument approach above the highest obstacle within a horizontal procedure where no electronic glideslope is provided. distance of 4 nautical miles from the course to be (See NONPRECISION APPROACH flown; or PROCEDURE.) b. Other than mountainous areas, 1,000 feet above MINIMUM EN ROUTE IFR ALTITUDE (MEA)− the highest obstacle within a horizontal distance of 4 The lowest published altitude between radio fixes nautical miles from the course to be flown; or

PCG M−3 Pilot/Controller Glossary 6/17/21

c. As otherwise authorized by the Administrator published procedures as “Emergency Safe or assigned by ATC. Altitudes.” (See MINIMUM CROSSING ALTITUDE.) MINIMUM SAFE ALTITUDE WARNING (See MINIMUM EN ROUTE IFR ALTITUDE.) (MSAW)− A function of the EAS and STARS (See MINIMUM OBSTRUCTION CLEARANCE computer that aids the controller by alerting him/her ALTITUDE.) when a tracked Mode C equipped aircraft is below or (See MINIMUM SAFE ALTITUDE.) is predicted by the computer to go below a (See MINIMUM VECTORING ALTITUDE.) predetermined minimum safe altitude. (Refer to 14 CFR Part 91.) (Refer to AIM.) MINIMUM OBSTRUCTION CLEARANCE ALTI- MINIMUM SECTOR ALTITUDE [ICAO]− The TUDE (MOCA)− The lowest published altitude in lowest altitude which may be used under emergency effect between radio fixes on VOR airways, conditions which will provide a minimum clearance off-airway routes, or route segments which meets of 300 m (1,000 feet) above all obstacles located in obstacle clearance requirements for the entire route an area contained within a sector of a circle of 46 km segment and which assures acceptable navigational (25 NM) radius centered on a radio aid to navigation. signal coverage only within 25 statute (22 nautical) MINIMUMS− Weather condition requirements miles of a VOR. established for a particular operation or type of (Refer to 14 CFR Part 91.) operation; e.g., IFR takeoff or landing, alternate (Refer to 14 CFR Part 95.) airport for IFR flight plans, VFR flight, etc. MINIMUM RECEPTION ALTITUDE (MRA)− The (See IFR CONDITIONS.) lowest altitude at which an intersection can be (See IFR TAKEOFF MINIMUMS AND determined. DEPARTURE PROCEDURES.) (Refer to 14 CFR Part 95.) (See LANDING MINIMUMS.) (See VFR CONDITIONS.) MINIMUM SAFE ALTITUDE (MSA)− (Refer to 14 CFR Part 91.) a. The minimum altitude specified in 14 CFR (Refer to AIM.) Part 91 for various aircraft operations. MINIMUM VECTORING ALTITUDE (MVA)− b. Altitudes depicted on approach charts which The lowest MSL altitude at which an IFR aircraft will provide at least 1,000 feet of obstacle clearance for be vectored by a radar controller, except as otherwise emergency use. These altitudes will be identified as authorized for radar approaches, departures, and Minimum Safe Altitudes or Emergency Safe missed approaches. The altitude meets IFR obstacle Altitudes and are established as follows: clearance criteria. It may be lower than the published 1. Minimum Safe Altitude (MSA). Altitudes MEA along an airway or J-route segment. It may be depicted on approach charts which provide at least utilized for radar vectoring only upon the controller’s 1,000 feet of obstacle clearance within a 25-mile determination that an adequate radar return is being radius of the navigation facility, waypoint, or airport received from the aircraft being controlled. Charts reference point upon which the MSA is predicated. depicting minimum vectoring altitudes are normally MSAs are for emergency use only and do not available only to the controllers and not to pilots. necessarily assure acceptable navigational signal (Refer to AIM.) coverage. MINUTES-IN-TRAIL− A specified interval be- (See ICAO term Minimum Sector Altitude.) tween aircraft expressed in time. This method would 2. Emergency Safe Altitude (ESA). Altitudes more likely be utilized regardless of altitude. depicted on approach charts which provide at least MIS− 1,000 feet of obstacle clearance in nonmountainous (See METEOROLOGICAL IMPACT areas and 2,000 feet of obstacle clearance in STATEMENT.) designated mountainous areas within a 100-mile radius of the navigation facility or waypoint used as MISSED APPROACH− the ESA center. These altitudes are normally used a. A maneuver conducted by a pilot when an only in military procedures and are identified on instrument approach cannot be completed to a

PCG M−4 6/17/21 Pilot/Controller Glossary

landing. The route of flight and altitude are shown on Mode C (altitude reporting) are used in air traffic instrument approach procedure charts. A pilot control. executing a missed approach prior to the Missed (See INTERROGATOR.) Approach Point (MAP) must continue along the final (See RADAR.) approach to the MAP. (See TRANSPONDER.) (See ICAO term MODE.) b. A term used by the pilot to inform ATC that (Refer to AIM.) he/she is executing the missed approach. MODE (SSR MODE) [ICAO]− The letter or number c. At locations where ATC radar service is assigned to a specific pulse spacing of the provided, the pilot should conform to radar vectors interrogation signals transmitted by an interrogator. when provided by ATC in lieu of the published There are 4 modes, A, B, C and D specified in Annex missed approach procedure. 10, corresponding to four different interrogation (See MISSED APPROACH POINT.) pulse spacings. (Refer to AIM.) MODE C INTRUDER ALERT− A function of certain air traffic control automated systems designed MISSED APPROACH POINT (MAP)− A point to alert radar controllers to existing or pending prescribed in each instrument approach procedure at situations between a tracked target (known IFR or which a missed approach procedure shall be executed VFR aircraft) and an untracked target (unknown IFR if the required visual reference does not exist. or VFR aircraft) that requires immediate attention/ac- (See MISSED APPROACH.) tion. (See CONFLICT ALERT.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) MODEL AIRCRAFT− An unmanned aircraft that is: (1) capable of sustained flight in the atmosphere; (2) MISSED APPROACH PROCEDURE [ICAO]− The flown within visual line of sight of the person procedure to be followed if the approach cannot be operating the aircraft; and (3) flown for hobby or continued. recreational purposes. MONITOR− (When used with communication MISSED APPROACH SEGMENT− transfer) listen on a specific frequency and stand by (See SEGMENTS OF AN INSTRUMENT for instructions. Under normal circumstances do not APPROACH PROCEDURE.) establish communications. MONITOR ALERT (MA)− A function of the TFMS MLDI− that provides traffic management personnel with a (See METER LIST DISPLAY INTERVAL.) tool for predicting potential capacity problems in individual operational sectors. The MA is an MM− indication that traffic management personnel need to (See MIDDLE MARKER.) analyze a particular sector for actual activity and to determine the required action(s), if any, needed to MOA− control the demand. (See MILITARY OPERATIONS AREA.) MONITOR ALERT PARAMETER (MAP)− The number designated for use in monitor alert MOCA− processing by the TFMS. The MAP is designated for each operational sector for increments of 15 minutes. (See MINIMUM OBSTRUCTION CLEARANCE ALTITUDE.) MOSAIC/MULTI−SENSOR MODE− Accepts posi- tional data from multiple radar or ADS−B sites. MODE− The letter or number assigned to a specific Targets are displayed from a single source within a pulse spacing of radio signals transmitted or received radar sort box according to the hierarchy of the by ground interrogator or airborne transponder sources assigned. components of the Air Traffic Control Radar Beacon MOUNTAIN WAVE– Mountain waves occur when System (ATCRBS). Mode A (military Mode 3) and air is being blown over a mountain range or even the

PCG M−5 Pilot/Controller Glossary 6/17/21

ridge of a sharp bluff area. As the air hits the upwind MRA− side of the range, it starts to climb, thus creating what (See MINIMUM RECEPTION ALTITUDE.) is generally a smooth updraft which turns into a turbulent downdraft as the air passes the crest of the MSA− ridge. Mountain waves can cause significant (See MINIMUM SAFE ALTITUDE.) fluctuations in airspeed and altitude with or without

associated turbulence. MSAW− (Refer to AIM.) (See MINIMUM SAFE ALTITUDE WARNING.) MOVEMENT AREA− The runways, taxiways, and MTI− other areas of an airport/heliport which are utilized (See MOVING TARGET INDICATOR.) for taxiing/hover taxiing, air taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and MTR− parking areas. At those airports/heliports with a (See MILITARY TRAINING ROUTES.) tower, specific approval for entry onto the movement MULTICOM− A mobile service not open to public area must be obtained from ATC. correspondence used to provide communications (See ICAO term MOVEMENT AREA.) essential to conduct the activities being performed by MOVEMENT AREA [ICAO]− That part of an or directed from private aircraft. aerodrome to be used for the takeoff, landing and taxiing of aircraft, consisting of the maneuvering area MULTIPLE RUNWAYS− The utilization of a and the apron(s). dedicated arrival runway(s) for departures and a dedicated departure runway(s) for arrivals when MOVING TARGET INDICATOR− An electronic feasible to reduce delays and enhance capacity. device which will permit radar scope presentation only from targets which are in motion. A partial MVA− remedy for ground clutter. (See MINIMUM VECTORING ALTITUDE.)

PCG M−6 6/17/21 Pilot/Controller Glossary N

NAS− specified. Extended range is made possible (See NATIONAL AIRSPACE SYSTEM.) through flight inspection determinations. Some aids also have lesser service range due to location, NAT HLA– terrain, frequency protection, etc. Restrictions to (See NORTH ATLANTIC HIGH LEVEL service range are listed in Chart Supplement U.S. AIRSPACE.) NAVIGABLE AIRSPACE− Airspace at and above NATIONAL AIRSPACE SYSTEM− The common the minimum flight altitudes prescribed in the CFRs network of U.S. airspace; air navigation facilities, including airspace needed for safe takeoff and equipment and services, airports or landing areas; landing. aeronautical charts, information and services; rules, (Refer to 14 CFR Part 91.) regulations and procedures, technical information, NAVIGATION REFERENCE SYSTEM (NRS)− and manpower and material. Included are system The NRS is a system of waypoints developed for use components shared jointly with the military. within the United States for flight planning and NATIONAL BEACON CODE ALLOCATION navigation without reference to ground based PLAN AIRSPACE (NBCAP)− Airspace over United navigational aids. The NRS waypoints are located in States territory located within the North American a grid pattern along defined latitude and longitude continent between Canada and Mexico, including lines. The initial use of the NRS will be in the high adjacent territorial waters outward to about bound- altitude environment. The NRS waypoints are aries of oceanic control areas (CTA)/Flight intended for use by aircraft capable of point−to−point Information Regions (FIR). navigation. (See FLIGHT INFORMATION REGION.) NAVIGATION SPECIFICATION [ICAO]− A set of NATIONAL FLIGHT DATA DIGEST (NFDD)− A aircraft and flight crew requirements needed to daily (except weekends and Federal holidays) support performance−based navigation operations publication of flight information appropriate to within a defined airspace. There are two kinds of aeronautical charts, aeronautical publications, No- navigation specifications: tices to Airmen, or other media serving the purpose a. RNP specification. A navigation specification of providing operational flight data essential to safe based on area navigation that includes the and efficient aircraft operations. requirement for performance monitoring and alerting, designated by the prefix RNP; e.g., RNP 4, NATIONAL SEARCH AND RESCUE PLAN− An RNP APCH. interagency agreement which provides for the effective utilization of all available facilities in all b. RNAV specification. A navigation specifica- types of search and rescue missions. tion based on area navigation that does not include the requirement for performance monitoring and alert- NAVAID− ing, designated by the prefix RNAV; e.g., RNAV 5, (See NAVIGATIONAL AID.) RNAV 1. NAVAID CLASSES− VOR, VORTAC, and TACAN Note: The Performance−based Navigation Manual aids are classed according to their operational use. (Doc 9613), Volume II contains detailed guidance The three classes of NAVAIDs are: on navigation specifications. a. T− Terminal. NAVIGATIONAL AID− Any visual or electronic device airborne or on the surface which provides b. L− Low altitude. point-to-point guidance information or position data c. H− High altitude. to aircraft in flight. Note: The normal service range for T, L, and H class (See AIR NAVIGATION FACILITY.) aids is found in the AIM. Certain operational NAVSPEC- requirements make it necessary to use some of these aids at greater service ranges than (See NAVIGATION SPECIFICATION [ICAO].)

PCG N−1 Pilot/Controller Glossary 6/17/21

NBCAP AIRSPACE− by the tower or to transit the Class D airspace. The (See NATIONAL BEACON CODE ALLOCATION primary function of a nonapproach control tower is PLAN AIRSPACE.) the sequencing of aircraft in the traffic pattern and on the landing area. Nonapproach control towers also NDB− separate aircraft operating under instrument flight (See NONDIRECTIONAL BEACON.) rules clearances from approach controls and centers. NEGATIVE− “No,” or “permission not granted,” or They provide ground control services to aircraft, “that is not correct.” vehicles, personnel, and equipment on the airport movement area. NEGATIVE CONTACT− Used by pilots to inform ATC that: NONCOMMON ROUTE/PORTION− That segment a. Previously issued traffic is not in sight. It may of a North American Route between the inland be followed by the pilot’s request for the controller to navigation facility and a designated North American provide assistance in avoiding the traffic. terminal. b. They were unable to contact ATC on a NON−COOPERATIVE SURVEILLANCE− Any particular frequency. surveillance system, such as primary radar, that is not dependent upon the presence of any equipment on the NFDD− aircraft or vehicle to be tracked. (See NATIONAL FLIGHT DATA DIGEST.) (See COOPERATIVE SURVEILLANCE.) NIGHT− The time between the end of evening civil (See RADAR.) twilight and the beginning of morning civil twilight, NONDIRECTIONAL BEACON− An L/MF or UHF as published in the Air Almanac, converted to local radio beacon transmitting nondirectional signals time. whereby the pilot of an aircraft equipped with (See ICAO term NIGHT.) direction finding equipment can determine his/her NIGHT [ICAO]− The hours between the end of bearing to or from the radio beacon and “home” on or evening civil twilight and the beginning of morning track to or from the station. When the radio beacon is civil twilight or such other period between sunset and installed in conjunction with the Instrument Landing sunrise as may be specified by the appropriate System marker, it is normally called a Compass authority. Locator. Note: Civil twilight ends in the evening when the (See AUTOMATIC DIRECTION FINDER.) center of the sun’s disk is 6 degrees below the (See COMPASS LOCATOR.) horizon and begins in the morning when the center NONMOVEMENT AREAS− Taxiways and apron of the sun’s disk is 6 degrees below the horizon. (ramp) areas not under the control of air traffic. NO GYRO APPROACH− A radar approach/vector NONPRECISION APPROACH− provided in case of a malfunctioning gyro-compass (See NONPRECISION APPROACH or directional gyro. Instead of providing the pilot PROCEDURE.) with headings to be flown, the controller observes the radar track and issues control instructions “turn NONPRECISION APPROACH PROCEDURE− A right/left” or “stop turn” as appropriate. standard instrument approach procedure in which no (Refer to AIM.) electronic glideslope is provided; e.g., VOR, TACAN, NDB, LOC, ASR, LDA, or SDF NO GYRO VECTOR− approaches. (See NO GYRO APPROACH.) NONRADAR− Precedes other terms and generally NO TRANSGRESSION ZONE (NTZ)− The NTZ is means without the use of radar, such as: a 2,000 foot wide zone, located equidistant between a. Nonradar Approach. Used to describe parallel runway or SOIA final approach courses, in instrument approaches for which course guidance on which flight is normally not allowed. final approach is not provided by ground-based NONAPPROACH CONTROL TOWER− Author- precision or surveillance radar. Radar vectors to the izes aircraft to land or takeoff at the airport controlled final approach course may or may not be provided by

PCG N−2 6/17/21 Pilot/Controller Glossary

ATC. Examples of nonradar approaches are VOR, route systems to and from specific coastal fixes NDB, TACAN, ILS, RNAV, and GLS approaches. serving the North Atlantic. North American Routes (See FINAL APPROACH COURSE.) consist of the following: (See FINAL APPROACH-IFR.) a. Common Route/Portion. That segment of a (See INSTRUMENT APPROACH North American Route between the inland navigation PROCEDURE.) facility and the coastal fix. (See RADAR APPROACH.) b. Noncommon Route/Portion. That segment of a b. Nonradar Approach Control. An ATC facility North American Route between the inland navigation providing approach control service without the use of facility and a designated North American terminal. radar. c. Inland Navigation Facility. A navigation aid on (See APPROACH CONTROL FACILITY.) a North American Route at which the common route (See APPROACH CONTROL SERVICE.) and/or the noncommon route begins or ends. c. Nonradar Arrival. An aircraft arriving at an d. Coastal Fix. A navigation aid or intersection airport without radar service or at an airport served by where an aircraft transitions between the domestic a radar facility and radar contact has not been route structure and the oceanic route structure. established or has been terminated due to a lack of NORTH AMERICAN ROUTE PROGRAM (NRP)− radar service to the airport. The NRP is a set of rules and procedures which are (See RADAR ARRIVAL.) designed to increase the flexibility of user flight (See RADAR SERVICE.) planning within published guidelines. d. Nonradar Route. A flight path or route over NORTH ATLANTIC HIGH LEVEL AIRSPACE which the pilot is performing his/her own navigation. (NAT HLA)− That volume of airspace (as defined in The pilot may be receiving radar separation, radar ICAO Document 7030) between FL 285 and FL 420 monitoring, or other ATC services while on a within the Oceanic Control Areas of Bodo Oceanic, nonradar route. Gander Oceanic, New York Oceanic East, Reykjavik, (See RADAR ROUTE.) Santa Maria, and Shanwick, excluding the Shannon e. Nonradar Separation. The spacing of aircraft in and Brest Ocean Transition Areas. ICAO Doc 007 accordance with established minima without the use North Atlantic Operations and Airspace Manual of radar; e.g., vertical, lateral, or longitudinal provides detailed information on related aircraft and separation. operational requirements. (See RADAR SEPARATION.) NORTH PACIFIC− An organized route system between the Alaskan west coast and Japan. NON−RESTRICTIVE ROUTING (NRR)− Portions of a proposed route of flight where a user can flight NOT STANDARD− Varying from what is expected plan the most advantageous flight path with no or published. For use in NOTAMs only. requirement to make reference to ground−based NOT STD- NAVAIDs. (See NOT STANDARD.) NOPAC− NOTAM− (See NORTH PACIFIC.) (See NOTICE TO AIRMEN.) NOTAM [ICAO]− A notice containing information NORDO (No Radio)− Aircraft that cannot or do not concerning the establishment, condition or change in communicate by radio when radio communication is any aeronautical facility, service, procedure or required are referred to as “NORDO.” hazard, the timely knowledge of which is essential to (See LOST COMMUNICATIONS.) personnel concerned with flight operations. NORMAL OPERATING ZONE (NOZ)− The NOZ a. I Distribution− Distribution by means of is the operating zone within which aircraft flight telecommunication. remains during normal independent simultaneous b. II Distribution− Distribution by means other parallel ILS approaches. than telecommunications. NORTH AMERICAN ROUTE− A numerically NOTICE TO AIRMEN (NOTAM)− A notice coded route preplanned over existing airway and containing information (not known sufficiently in

PCG N−3 Pilot/Controller Glossary 6/17/21

advance to publicize by other means) concerning the nature, transmitted by USNOF and given system establishment, condition, or change in any wide dissemination. component (facility, service, or procedure of, or (See ICAO term NOTAM.) hazard in the National Airspace System) the timely NRR− knowledge of which is essential to personnel (See NON−RESTRICTIVE ROUTING.) concerned with flight operations. NRS− (See NAVIGATION REFERENCE SYSTEM.) NOTAM(D)− A NOTAM given (in addition to local dissemination) distant dissemination beyond the area NUMEROUS TARGETS VICINITY (LOCA- of responsibility of the Flight Service Station. These TION)− A traffic advisory issued by ATC to advise NOTAMs will be stored and available until canceled. pilots that targets on the radar scope are too numerous to issue individually. c. FDC NOTAM− A NOTAM regulatory in (See TRAFFIC ADVISORIES.)

PCG N−4 6/17/21 Pilot/Controller Glossary O

OBSTACLE− An existing object, object of natural (b) 180 feet, plus the wingspan of the most growth, or terrain at a fixed geographical location or demanding airplane, plus 20 feet per 1,000 feet of which may be expected at a fixed location within a airport elevation. prescribed area with reference to which vertical 2. For runways serving only small airplanes: clearance is or must be provided during flight (a) 300 feet for precision instrument run- operation. ways. OBSTACLE DEPARTURE PROCEDURE (ODP)− (b) 250 feet for other runways serving small A preplanned instrument flight rule (IFR) departure airplanes with approach speeds of 50 knots, or more. procedure printed for pilot use in textual or graphic (c) 120 feet for other runways serving small form to provide obstruction clearance via the least airplanes with approach speeds of less than 50 knots. onerous route from the terminal area to the b. Inner-approach OFZ. The inner-approach OFZ appropriate en route structure. ODPs are recom- is a defined volume of airspace centered on the mended for obstruction clearance and may be flown approach area. The inner-approach OFZ applies only without ATC clearance unless an alternate departure to runways with an approach lighting system. The procedure (SID or radar vector) has been specifically inner-approach OFZ begins 200 feet from the runway assigned by ATC. threshold at the same elevation as the runway (See IFR TAKEOFF MINIMUMS AND threshold and extends 200 feet beyond the last light DEPARTURE PROCEDURES.) unit in the approach lighting system. The width of the (See STANDARD INSTRUMENT inner-approach OFZ is the same as the runway OFZ DEPARTURES.) and rises at a slope of 50 (horizontal) to 1 (vertical) (Refer to AIM.) from the beginning. c. Inner-transitional OFZ. The inner transitional OBSTACLE FREE ZONE− The OFZ is a surface OFZ is a defined volume of airspace along the three−dimensional volume of airspace which protects sides of the runway and inner-approach OFZ and for the transition of aircraft to and from the runway. applies only to precision instrument runways. The The OFZ clearing standard precludes taxiing and inner-transitional surface OFZ slopes 3 (horizontal) parked airplanes and object penetrations, except for to 1 (vertical) out from the edges of the runway OFZ frangible NAVAID locations that are fixed by and inner-approach OFZ to a height of 150 feet above function. Additionally, vehicles, equipment, and the established airport elevation. personnel may be authorized by air traffic control to (Refer to AC 150/5300-13, Chapter 3.) enter the area using the provisions of FAA Order (Refer to FAA Order JO 7110.65, Para 3−1−5, JO 7110.65, paragraph 3−1−5, Vehicles/Equipment/ Vehicles/Equipment/Personnel Near/On Personnal Near/On Runways. The runway OFZ and Runways.) when applicable, the inner-approach OFZ, and the OBSTRUCTION− Any object/obstacle exceeding inner-transitional OFZ, comprise the OFZ. the obstruction standards specified by 14 CFR a. Runway OFZ. The runway OFZ is a defined Part 77, Subpart C. volume of airspace centered above the runway. The OBSTRUCTION LIGHT− A light or one of a group runway OFZ is the airspace above a surface whose of lights, usually red or white, frequently mounted on elevation at any point is the same as the elevation of a surface structure or natural terrain to warn pilots of the nearest point on the runway centerline. The the presence of an obstruction. runway OFZ extends 200 feet beyond each end of the runway. The width is as follows: OCEANIC AIRSPACE− Airspace over the oceans of the world, considered international airspace, where 1. For runways serving large airplanes, the oceanic separation and procedures per the Interna- greater of: tional Civil Aviation Organization are applied. (a) 400 feet, or Responsibility for the provisions of air traffic control

PCG O−1 Pilot/Controller Glossary 6/17/21

service in this airspace is delegated to various b. Used by ATC to advise a pilot making a radar countries, based generally upon geographic proxim- approach that his/her aircraft is lined up on the final ity and the availability of the required resources. approach course. (See ON-COURSE INDICATION.) OCEANIC ERROR REPORT− A report filed when ATC observes an Oceanic Error as defined by FAA ON-COURSE INDICATION− An indication on an Order 7110.82, Reporting Oceanic Errors. instrument, which provides the pilot a visual means of determining that the aircraft is located on the OCEANIC PUBLISHED ROUTE− A route estab- centerline of a given navigational track, or an lished in international airspace and charted or indication on a radar scope that an aircraft is on a described in flight information publications, such as given track. Route Charts, DOD En route Charts, Chart Supplements, NOTAMs, and Track Messages. ONE-MINUTE WEATHER− The most recent one minute updated weather broadcast received by a pilot OCEANIC TRANSITION ROUTE− An ATS route from an uncontrolled airport ASOS/AWOS. established for the purpose of transitioning aircraft ONER− to/from an organized track system. (See OCEANIC NAVIGATIONAL ERROR ODP− REPORT.) (See OBSTACLE DEPARTURE PROCEDURE.) OPERATIONAL− OFF COURSE− A term used to describe a situation (See DUE REGARD.) where an aircraft has reported a position fix or is OPERATIONS SPECIFICATIONS [ICAO]− The observed on radar at a point not on the ATC-approved authorizations, conditions and limitations associated route of flight. with the air operator certificate and subject to the conditions in the operations manual. OFF-ROUTE VECTOR− A vector by ATC which takes an aircraft off a previously assigned route. OPPOSITE DIRECTION AIRCRAFT− Aircraft are Altitudes assigned by ATC during such vectors operating in opposite directions when: provide required obstacle clearance. a. They are following the same track in reciprocal directions; or OFFSET PARALLEL RUNWAYS− Staggered runways having centerlines which are parallel. b. Their tracks are parallel and the aircraft are flying in reciprocal directions; or OFFSHORE/CONTROL AIRSPACE AREA− That c. Their tracks intersect at an angle of more than portion of airspace between the U.S. 12 NM limit and 135. the oceanic CTA/FIR boundary within which air traffic control is exercised. These areas are OPTION APPROACH− An approach requested and established to provide air traffic control services. conducted by a pilot which will result in either a Offshore/Control Airspace Areas may be classified touch-and-go, missed approach, low approach, as either Class A airspace or Class E airspace. stop-and-go, or full stop landing. Pilots should advise ATC if they decide to remain on the runway, of any OFT− delay in their stop and go, delay clearing the runway, (See OUTER FIX TIME.) or are unable to comply with the instruction(s). (See CLEARED FOR THE OPTION.) OM− (Refer to AIM.) (See OUTER MARKER.) ORGANIZED TRACK SYSTEM− A series of ATS ON COURSE− routes which are fixed and charted; i.e., CEP, a. Used to indicate that an aircraft is established on NOPAC, or flexible and described by NOTAM; i.e., the route centerline. NAT TRACK MESSAGE.

PCG O−2 6/17/21 Pilot/Controller Glossary

OFF−ROUTE OBSTRUCTION CLEARANCE AL- OR TITUDE (OROCA)− An off-route altitude which OUTER FIX− An adapted fix along the converted provides obstruction clearance with a 1,000 foot route of flight, prior to the meter fix, for which buffer in non−mountainous terrain areas and a 2,000 crossing times are calculated and displayed in the foot buffer in designated mountainous areas within metering position list. the United States. This altitude may not provide signal coverage from ground-based navigational OUTER FIX ARC− A semicircle, usually about a aids, air traffic control radar, or communications 50−70 mile radius from a meter fix, usually in high coverage. altitude, which is used by CTAS/ERAM to calculate outer fix times and determine appropriate sector OTR− meter list assignments for aircraft on an established (See OCEANIC TRANSITION ROUTE.) arrival route that will traverse the arc. OTS− OUTER FIX TIME− A calculated time to depart the (See ORGANIZED TRACK SYSTEM.) outer fix in order to cross the vertex at the ACLT. The OUT− The conversation is ended and no response is time reflects descent speed adjustments and any expected. applicable delay time that must be absorbed prior to crossing the meter fix. OUT OF SERVICE/UNSERVICEABLE (U/S)− OUTER MARKER− A marker beacon at or near the When a piece of equipment, a NAVAID, a facility or glideslope intercept altitude of an ILS approach. It is a service is not operational, certified (if required) and keyed to transmit two dashes per second on a 400 Hz immediately “available” for Air Traffic or public use. tone, which is received aurally and visually by OUTER AREA (associated with Class C airspace)− compatible airborne equipment. The OM is normally Non−regulatory airspace surrounding designated located four to seven miles from the runway threshold Class C airspace airports wherein ATC provides radar on the extended centerline of the runway. vectoring and sequencing on a full-time basis for all (See INSTRUMENT LANDING SYSTEM.) IFR and participating VFR aircraft. The service (See MARKER BEACON.) provided in the outer area is called Class C service (Refer to AIM.) which includes: IFR/IFR−IFR separation; IFR/ OVER− My transmission is ended; I expect a VFR−traffic advisories and conflict resolution; and response. VFR/VFR−traffic advisories and, as appropriate, safety alerts. The normal radius will be 20 nautical OVERHEAD MANEUVER− A series of predeter- miles with some variations based on site-specific mined maneuvers prescribed for aircraft (often in requirements. The outer area extends outward from formation) for entry into the visual flight rules (VFR) the primary Class C airspace airport and extends from traffic pattern and to proceed to a landing. An the lower limits of radar/radio coverage up to the overhead maneuver is not an instrument flight rules ceiling of the approach control’s delegated airspace (IFR) approach procedure. An aircraft executing an excluding the Class C charted area and other airspace overhead maneuver is considered VFR and the IFR as appropriate. flight plan is canceled when the aircraft reaches the (See CONFLICT RESOLUTION.) “initial point” on the initial approach portion of the (See CONTROLLED AIRSPACE.) maneuver. The pattern usually specifies the following: OUTER COMPASS LOCATOR− a. The radio contact required of the pilot. (See COMPASS LOCATOR.) b. The speed to be maintained. OUTER FIX− A general term used within ATC to c. An initial approach 3 to 5 miles in length. describe fixes in the terminal area, other than the final d. An elliptical pattern consisting of two 180 approach fix. Aircraft are normally cleared to these degree turns. fixes by an Air Route Traffic Control Center or an Approach Control Facility. Aircraft are normally e. A break point at which the first 180 degree turn cleared from these fixes to the final approach fix or is started. final approach course. f. The direction of turns.

PCG O−3 Pilot/Controller Glossary 6/17/21

g. Altitude (at least 500 feet above the convention- OVERLYING CENTER− The ARTCC facility that al pattern). is responsible for arrival/departure operations at a h. A “Roll-out” on final approach not less than 1/4 specific terminal. mile from the landing threshold and not less than 300 feet above the ground.

PCG O−4 6/17/21 Pilot/Controller Glossary P

P TIME− PERFORMANCE−BASED NAVIGATION (PBN) (See PROPOSED DEPARTURE TIME.) [ICAO]− Area navigation based on performance requirements for aircraft operating along an ATS P-ACP− route, on an instrument approach procedure or in a (See PREARRANGED COORDINATION designated airspace. PROCEDURES.) Note: Performance requirements are expressed in PAN-PAN− The international radio-telephony urgen- navigation specifications (RNAV specification, cy signal. When repeated three times, indicates RNP specification) in terms of accuracy, integrity, uncertainty or alert followed by the nature of the continuity, availability, and functionality needed for urgency. the proposed operation in the context of a particular airspace concept. (See MAYDAY.) (Refer to AIM.) PERMANENT ECHO− Radar signals reflected from fixed objects on the earth’s surface; e.g., buildings, PAR− towers, terrain. Permanent echoes are distinguished (See PRECISION APPROACH RADAR.) from “ground clutter” by being definable locations PAR [ICAO]− rather than large areas. Under certain conditions they (See ICAO Term PRECISION APPROACH may be used to check radar alignment. RADAR.) PHOTO RECONNAISSANCE− Military activity PARALLEL ILS APPROACHES− Approaches to that requires locating individual photo targets and parallel runways by IFR aircraft which, when navigating to the targets at a preplanned angle and established inbound toward the airport on the altitude. The activity normally requires a lateral route adjacent final approach courses, are radar-separated width of 16 NM and altitude range of 1,500 feet to by at least 2 miles. 10,000 feet AGL. (See FINAL APPROACH COURSE.) PILOT BRIEFING− A service provided by the FSS (See SIMULTANEOUS ILS APPROACHES.) to assist pilots in flight planning. Briefing items may PARALLEL OFFSET ROUTE− A parallel track to include weather information, NOTAMS, military the left or right of the designated or established activities, flow control information, and other items airway/route. Normally associated with Area Navi- as requested. gation (RNAV) operations. (Refer to AIM.) (See AREA NAVIGATION.) PILOT IN COMMAND− The pilot responsible for PARALLEL RUNWAYS− Two or more runways at the operation and safety of an aircraft during flight the same airport whose centerlines are parallel. In time. addition to runway number, parallel runways are (Refer to 14 CFR Part 91.) designated as L (left) and R (right) or, if three parallel PILOT WEATHER REPORT− A report of meteoro- runways exist, L (left), C (center), and R (right). logical phenomena encountered by aircraft in flight. PBCT− (Refer to AIM.) (See PROPOSED BOUNDARY CROSSING PILOT’S DISCRETION− When used in conjunc- TIME.) tion with altitude assignments, means that ATC has PBN− offered the pilot the option of starting climb or (See ICAO Term PERFORMANCE−BASED descent whenever he/she wishes and conducting the NAVIGATION.) climb or descent at any rate he/she wishes. He/she may temporarily level off at any intermediate PDC− altitude. However, once he/she has vacated an (See PRE−DEPARTURE CLEARANCE.) altitude, he/she may not return to that altitude.

PCG P−1 Pilot/Controller Glossary 6/17/21

PIREP− PREARRANGED COORDINATION PROCE- (See PILOT WEATHER REPORT.) DURES− A facility’s standardized procedure that describes the process by which one controller shall PITCH POINT− A fix/waypoint that serves as a allow an aircraft to penetrate or transit another transition point from a departure procedure or the low controller’s airspace in a manner that assures altitude ground−based navigation structure into the approved separation without individual coordination high altitude waypoint system. for each aircraft. PLANS DISPLAY− A display available in EDST PRECIPITATION− Any or all forms of water that provides detailed flight plan and predicted particles (rain, sleet, hail, or snow) that fall from the conflict information in textual format for requested atmosphere and reach the surface. Current Plans and all Trial Plans. (See EN ROUTE DECISION SUPPORT TOOL) PRECIPITATION RADAR WEATHER DESCRIP- TIONS− Existing radar systems cannot detect POFZ− turbulence. However, there is a direct correlation (See PRECISION OBSTACLE FREE ZONE.) between the degree of turbulence and other weather POINT OUT− features associated with thunderstorms and the (See RADAR POINT OUT.) weather radar precipitation intensity. Controllers will issue (where capable) precipitation intensity as POINT−TO−POINT (PTP)− A level of NRR service observed by radar when using weather and radar for aircraft that is based on traditional waypoints in processor (WARP) or NAS ground−based digital their FMSs or RNAV equipage. radars with weather capabilities. When precipitation POLAR TRACK STRUCTURE− A system of intensity information is not available, the intensity organized routes between Iceland and Alaska which will be described as UNKNOWN. When intensity overlie Canadian MNPS Airspace. levels can be determined, they shall be described as: a. LIGHT (< 26 dBZ) POSITION REPORT− A report over a known location as transmitted by an aircraft to ATC. b. MODERATE (26 to 40 dBZ) (Refer to AIM.) c. HEAVY (> 40 to 50 dBZ) d. EXTREME (> 50 dBZ) POSITION SYMBOL− A computer-generated indication shown on a radar display to indicate the (Refer to AC 00−45, Aviation Weather Services.) mode of tracking. PRECISION APPROACH− POSITIVE CONTROL− The separation of all air (See PRECISION APPROACH PROCEDURE.) traffic within designated airspace by air traffic PRECISION APPROACH PROCEDURE− A control. standard instrument approach procedure in which an electronic glideslope or other type of glidepath is PRACTICE INSTRUMENT APPROACH− An provided; e.g., ILS, PAR, and GLS. instrument approach procedure conducted by a VFR or an IFR aircraft for the purpose of pilot training or (See INSTRUMENT LANDING SYSTEM.) proficiency demonstrations. (See PRECISION APPROACH RADAR.) PRECISION APPROACH RADAR− Radar equip- PRE−DEPARTURE CLEARANCE− An application ment in some ATC facilities operated by the FAA with the Terminal Data Link System (TDLS) that and/or the military services at joint-use civil/military provides clearance information to subscribers, locations and separate military installations to detect through a service provider, in text to the cockpit or and display azimuth, elevation, and range of aircraft gate printer. on the final approach course to a runway. This PREARRANGED COORDINATION− A standard- equipment may be used to monitor certain non−radar ized procedure which permits an air traffic controller approaches, but is primarily used to conduct a to enter the airspace assigned to another air traffic precision instrument approach (PAR) wherein the controller without verbal coordination. The proce- controller issues guidance instructions to the pilot dures are defined in a facility directive which ensures based on the aircraft’s position in relation to the final approved separation between aircraft. approach course (azimuth), the glidepath (elevation),

PCG P−2 6/17/21 Pilot/Controller Glossary

and the distance (range) from the touchdown point on aircraft’s heading at or below 1200’ AGL. Departing the runway as displayed on the radar scope. flights may receive a wind shear alert after they start Note: The abbreviation “PAR” is also used to the takeoff roll and may elect to abort the takeoff. denote preferential arrival routes in ARTCC Aircraft on approach receiving an alert may elect to computers. go around or perform a wind shear escape maneuver. (See GLIDEPATH.) PREFERENTIAL ROUTES− Preferential routes (See PAR.) (PDRs, PARs, and PDARs) are adapted in ARTCC (See PREFERENTIAL ROUTES.) computers to accomplish inter/intrafacility controller (See ICAO term PRECISION APPROACH coordination and to assure that flight data is posted at RADAR.) the proper control positions. Locations having a need (Refer to AIM.) for these specific inbound and outbound routes PRECISION APPROACH RADAR [ICAO]− Pri- normally publish such routes in local facility mary radar equipment used to determine the position bulletins, and their use by pilots minimizes flight of an aircraft during final approach, in terms of lateral plan route amendments. When the workload or traffic and vertical deviations relative to a nominal approach situation permits, controllers normally provide radar path, and in range relative to touchdown. vectors or assign requested routes to minimize circuitous routing. Preferential routes are usually Note: Precision approach radars are designed to enable pilots of aircraft to be given guidance by confined to one ARTCC’s area and are referred to by radio communication during the final stages of the the following names or acronyms: approach to land. a. Preferential Departure Route (PDR). A specific departure route from an airport or terminal area to an PRECISION OBSTACLE FREE ZONE (POFZ)− en route point where there is no further need for flow An 800 foot wide by 200 foot long area centered on control. It may be included in an Instrument the runway centerline adjacent to the threshold Departure Procedure (DP) or a Preferred IFR Route. designed to protect aircraft flying precision b. Preferential Arrival Route (PAR). A specific approaches from ground vehicles and other aircraft arrival route from an appropriate en route point to an when ceiling is less than 250 feet or visibility is less airport or terminal area. It may be included in a than 3/4 statute mile (or runway visual range below Standard Terminal Arrival (STAR) or a Preferred IFR 4,000 feet.) Route. The abbreviation “PAR” is used primarily PRECISION RUNWAY MONITOR (PRM) within the ARTCC and should not be confused with SYSTEM− Provides air traffic controllers the abbreviation for Precision Approach Radar. monitoring the NTZ during simultaneous close c. Preferential Departure and Arrival Route parallel PRM approaches with precision, high update (PDAR). A route between two terminals which are rate secondary surveillance data. The high update rate within or immediately adjacent to one ARTCC’s area. surveillance sensor component of the PRM system is PDARs are not synonymous with Preferred IFR only required for specific runway or approach course Routes but may be listed as such as they do separation. The high resolution color monitoring accomplish essentially the same purpose. display, Final Monitor Aid (FMA) of the PRM (See PREFERRED IFR ROUTES.) system, or other FMA with the same capability, PREFERRED IFR ROUTES− Routes established presents NTZ surveillance track data to controllers between busier airports to increase system efficiency along with detailed maps depicting approaches and and capacity. They normally extend through one or no transgression zone and is required for all more ARTCC areas and are designed to achieve simultaneous close parallel PRM NTZ monitoring balanced traffic flows among high density terminals. operations. IFR clearances are issued on the basis of these routes (Refer to AIM) except when severe weather avoidance procedures or PREDICTIVE WIND SHEAR ALERT SYSTEM other factors dictate otherwise. Preferred IFR Routes (PWS)− A self−contained system used on board some are listed in the Chart Supplement U.S. If a flight is aircraft to alert the flight crew to the presence of a planned to or from an area having such routes but the potential wind shear. PWS systems typically monitor departure or arrival point is not listed in the Chart 3 miles ahead and 25 degrees left and right of the Supplement U.S., pilots may use that part of a

PCG P−3 Pilot/Controller Glossary 6/17/21

Preferred IFR Route which is appropriate for the 3000 feet. Runway spacing can be as close as 750 departure or arrival point that is listed. Preferred IFR feet. Routes are correlated with DPs and STARs and may (Refer to AIM.) be defined by airways, jet routes, direct routes PROCEDURAL CONTROL [ICAO]– Term used to between NAVAIDs, Waypoints, NAVAID radials/ indicate that information derived from an ATS DME, or any combinations thereof. surveillance system is not required for the provision (See CENTER’S AREA.) of air traffic control service. (See INSTRUMENT DEPARTURE PROCEDURAL SEPARATION [ICAO]– The sepa- PROCEDURE.) ration used when providing procedural control. (See PREFERENTIAL ROUTES.) (See STANDARD TERMINAL ARRIVAL.) PROCEDURE TURN− The maneuver prescribed when it is necessary to reverse direction to establish (Refer to CHART SUPPLEMENT U.S.) an aircraft on the intermediate approach segment or PRE-FLIGHT PILOT BRIEFING− final approach course. The outbound course, direction of turn, distance within which the turn must (See PILOT BRIEFING.) be completed, and minimum altitude are specified in PREVAILING VISIBILITY− the procedure. However, unless otherwise restricted, the point at which the turn may be commenced and (See VISIBILITY.) the type and rate of turn are left to the discretion of the PRIMARY RADAR TARGET− An analog or digital pilot. target, exclusive of a secondary radar target, (See ICAO term PROCEDURE TURN.) presented on a radar display. PROCEDURE TURN [ICAO]− A maneuver in which a turn is made away from a designated track PRM− followed by a turn in the opposite direction to permit (See AREA NAVIGATION (RNAV) GLOBAL the aircraft to intercept and proceed along the POSITIONING SYSTEM (GPS) PRECISION reciprocal of the designated track. RUNWAY MONITORING (PRM) APPROACH.) Note 1: Procedure turns are designated “left” or (See PRM APPROACH.) “right” according to the direction of the initial turn. (See PRECISION RUNWAY MONITOR Note 2: Procedure turns may be designated as SYSTEM.) being made either in level flight or while descending, according to the circumstances of PRM APPROACH− An instrument approach each individual approach procedure. procedure titled ILS PRM, RNAV PRM, LDA PRM, or GLS PRM conducted to parallel runways PROCEDURE TURN INBOUND− That point of a separated by less than 4,300 feet and at least 3,000 procedure turn maneuver where course reversal has feet where independent closely spaced approaches been completed and an aircraft is established inbound are permitted. Use of an enhanced display with on the intermediate approach segment or final alerting, a No Transgression Zone (NTZ), secondary approach course. A report of “procedure turn monitor frequency, pilot PRM training, and inbound” is normally used by ATC as a position publication of an Attention All Users Page are report for separation purposes. required for all PRM approaches. Depending on the (See FINAL APPROACH COURSE.) runway spacing, the approach courses may be parallel (See PROCEDURE TURN.) or one approach course must be offset. PRM (See SEGMENTS OF AN INSTRUMENT procedures are also used to conduct Simultaneous APPROACH PROCEDURE.) Offset Instrument Approach (SOIA) operations. In PROFILE DESCENT− An uninterrupted descent SOIA, one straight−in ILS PRM, RNAV PRM, GLS (except where level flight is required for speed PRM, and one offset LDA PRM, RNAV PRM or adjustment; e.g., 250 knots at 10,000 feet MSL) from GLS PRM approach are utilized. PRM procedures cruising altitude/level to interception of a glideslope are terminated and a visual segment begins at the or to a minimum altitude specified for the initial or offset approach missed approach point where the intermediate approach segment of a nonprecision minimum distance between the approach courses is instrument approach. The profile descent normally

PCG P−4 6/17/21 Pilot/Controller Glossary

terminates at the approach gate or where the to the adjacent center if the flight time along the glideslope or other appropriate minimum altitude is proposed route from the departure airport to the intercepted. center boundary is less than or equal to the value of PBCT or if airport adaptation specifies transmission PROGRESS REPORT− regardless of PBCT. (See POSITION REPORT.) PROPOSED DEPARTURE TIME− The time that the PROGRESSIVE TAXI− Precise taxi instructions aircraft expects to become airborne. given to a pilot unfamiliar with the airport or issued in stages as the aircraft proceeds along the taxi route. PROTECTED AIRSPACE− The airspace on either side of an oceanic route/track that is equal to one-half PROHIBITED AREA− the lateral separation minimum except where (See SPECIAL USE AIRSPACE.) reduction of protected airspace has been authorized. (See ICAO term PROHIBITED AREA.) PROTECTED SEGMENT- The protected segment is

PROHIBITED AREA [ICAO]− An airspace of a segment on the amended TFM route that is to be defined dimensions, above the land areas or territorial inhibited from automatic adapted route alteration by waters of a State, within which the flight of aircraft ERAM. is prohibited. PT− PROMINENT OBSTACLE– An obstacle that meets (See PROCEDURE TURN.) one or more of the following conditions: a. An obstacle which stands out beyond the PTP− adjacent surface of surrounding terrain and immedi- (See POINT−TO−POINT.) ately projects a noticeable hazard to aircraft in flight. PTS− b. An obstacle, not characterized as low and close (See POLAR TRACK STRUCTURE.) in, whose height is no less than 300 feet above the PUBLISHED INSTRUMENT APPROACH departure end of takeoff runway (DER) elevation, is PROCEDURE VISUAL SEGMENT− A segment on within 10 NM from the DER, and that penetrates that an IAP chart annotated as “Fly Visual to Airport” or airport/heliport’s diverse departure obstacle clear- “Fly Visual.” A dashed arrow will indicate the visual ance surface (OCS). flight path on the profile and plan view with an c. An obstacle beyond 10 NM from an airport/ associated note on the approximate heading and heliport that requires an obstacle departure procedure distance. The visual segment should be flown as a (ODP) to ensure obstacle avoidance. dead reckoning course while maintaining visual (See OBSTACLE.) conditions. (See OBSTRUCTION.) PUBLISHED ROUTE− A route for which an IFR PROPELLER (PROP) WASH (PROP BLAST)− The altitude has been established and published; e.g., disturbed mass of air generated by the motion of a Federal Airways, Jet Routes, Area Navigation propeller. Routes, Specified Direct Routes. PROPOSED BOUNDARY CROSSING TIME− PWS− Each center has a PBCT parameter for each internal (See PREDICTIVE WIND SHEAR ALERT airport. Proposed internal flight plans are transmitted SYSTEM.)

PCG P−5

6/17/21 Pilot/Controller Glossary Q

Q ROUTE− ‘Q’ is the designator assigned to as follows: NE quadrant 000-089, SE quadrant published RNAV routes used by the United States. 090-179, SW quadrant 180-269, NW quadrant 270-359. QFE− The atmospheric pressure at aerodrome elevation (or at runway threshold). QUEUING− QNE− The barometric pressure used for the standard altimeter setting (29.92 inches Hg.). (See STAGING/QUEUING.) QNH− The barometric pressure as reported by a QUICK LOOK− A feature of the EAS and STARS particular station. which provides the controller the capability to QUADRANT− A quarter part of a circle, centered on display full data blocks of tracked aircraft from other a NAVAID, oriented clockwise from magnetic north control positions.

PCG Q−1

6/17/21 Pilot/Controller Glossary R

RADAR− A device that provides information on RADAR APPROACH− An instrument approach range, azimuth, and/or elevation of objects by procedure which utilizes Precision Approach Radar measuring the time interval between transmission (PAR) or Airport Surveillance Radar (ASR). and reception of directional radio pulses and (See AIRPORT SURVEILLANCE RADAR.) correlating the angular orientation of the radiated (See INSTRUMENT APPROACH antenna beam or beams in azimuth and/or elevation. PROCEDURE.) (See PRECISION APPROACH RADAR.) a. Primary Radar− A radar system in which a (See SURVEILLANCE APPROACH.) minute portion of a radio pulse transmitted from a site is reflected by an object and then received back at that (See ICAO term RADAR APPROACH.) (Refer to AIM.) site for processing and display at an air traffic control facility. RADAR APPROACH [ICAO]− An approach, executed by an aircraft, under the direction of a radar b. Secondary Radar/Radar Beacon (ATCRBS)− A controller. radar system in which the object to be detected is fitted with cooperative equipment in the form of a RADAR APPROACH CONTROL FACILITY− A radio receiver/transmitter (transponder). Radar terminal ATC facility that uses radar and nonradar pulses transmitted from the searching transmitter/re- capabilities to provide approach control services to ceiver (interrogator) site are received in the aircraft arriving, departing, or transiting airspace cooperative equipment and used to trigger a controlled by the facility. distinctive transmission from the transponder. This (See APPROACH CONTROL SERVICE.) reply transmission, rather than a reflected signal, is a. Provides radar ATC services to aircraft then received back at the transmitter/receiver site for operating in the vicinity of one or more civil and/or processing and display at an air traffic control facility. military airports in a terminal area. The facility may (See COOPERATIVE SURVEILLANCE.) provide services of a ground controlled approach (See INTERROGATOR.) (GCA); i.e., ASR and PAR approaches. A radar (See NON−COOPERATIVE SURVEILLANCE.) approach control facility may be operated by FAA, USAF, US Army, USN, USMC, or jointly by FAA (See TRANSPONDER.) and a military service. Specific facility nomencla- (See ICAO term RADAR.) tures are used for administrative purposes only and (Refer to AIM.) are related to the physical location of the facility and the operating service generally as follows: RADAR [ICAO]− A radio detection device which provides information on range, azimuth and/or 1. Army Radar Approach Control (ARAC) elevation of objects. (US Army). 2. Radar Air Traffic Control Facility (RATCF) a. Primary Radar− Radar system which uses (USN/FAA and USMC/FAA). reflected radio signals. 3. Radar Approach Control (RAPCON) b. Secondary Radar− Radar system wherein a (USAF/FAA, USN/FAA, and USMC/FAA). radio signal transmitted from a radar station initiates 4. Terminal Radar Approach Control the transmission of a radio signal from another (TRACON) (FAA). station. 5. Airport Traffic Control Tower (ATCT) RADAR ADVISORY− The provision of advice and (FAA). (Only those towers delegated approach information based on radar observations. control authority.) (See ADVISORY SERVICE.) RADAR ARRIVAL− An aircraft arriving at an airport served by a radar facility and in radar contact RADAR ALTIMETER− with the facility. (See RADIO ALTIMETER.) (See NONRADAR.)

PCG R−1 Pilot/Controller Glossary 6/17/21

RADAR BEACON− RADAR FLIGHT FOLLOWING− The observation (See RADAR.) of the progress of radar−identified aircraft, whose primary navigation is being provided by the pilot, RADAR CLUTTER [ICAO]− The visual indication wherein the controller retains and correlates the on a radar display of unwanted signals. aircraft identity with the appropriate target or target RADAR CONTACT− symbol displayed on the radar scope. (See RADAR CONTACT.) a. Used by ATC to inform an aircraft that it is (See RADAR SERVICE.) identified using an approved ATC surveillance (Refer to AIM.) source on an air traffic controller’s display and that radar flight following will be provided until radar RADAR IDENTIFICATION− The process of service is terminated. Radar service may also be ascertaining that an observed radar target is the radar provided within the limits of necessity and capability. return from a particular aircraft. When a pilot is informed of “radar contact,” he/she (See RADAR CONTACT.) automatically discontinues reporting over compuls- (See RADAR SERVICE.) ory reporting points. RADAR IDENTIFIED AIRCRAFT− An aircraft, the (See ATC SURVEILLANCE SOURCE.) position of which has been correlated with an (See RADAR CONTACT LOST.) observed target or symbol on the radar display. (See RADAR FLIGHT FOLLOWING.) (See RADAR CONTACT.) (See RADAR SERVICE.) (See RADAR CONTACT LOST.) (See RADAR SERVICE TERMINATED.) RADAR MONITORING− (Refer to AIM.) (See RADAR SERVICE.) b. The term used to inform the controller that the RADAR NAVIGATIONAL GUIDANCE− aircraft is identified and approval is granted for the (See RADAR SERVICE.) aircraft to enter the receiving controllers airspace. RADAR POINT OUT− An action taken by a (See ICAO term RADAR CONTACT.) controller to transfer the radar identification of an aircraft to another controller if the aircraft will or may RADAR CONTACT [ICAO]− The situation which enter the airspace or protected airspace of another exists when the radar blip or radar position symbol of controller and radio communications will not be a particular aircraft is seen and identified on a radar transferred. display. RADAR REQUIRED− A term displayed on charts RADAR CONTACT LOST− Used by ATC to inform and approach plates and included in FDC NOTAMs a pilot that the surveillance data used to determine the to alert pilots that segments of either an instrument aircraft’s position is no longer being received, or is no approach procedure or a route are not navigable longer reliable and radar service is no longer being because of either the absence or unusability of a provided. The loss may be attributed to several NAVAID. The pilot can expect to be provided radar factors including the aircraft merging with weather or navigational guidance while transiting segments ground clutter, the aircraft operating below radar line labeled with this term. of sight coverage, the aircraft entering an area of poor (See RADAR ROUTE.) radar return, failure of the aircraft’s equipment, or (See RADAR SERVICE.) failure of the surveillance equipment. RADAR ROUTE− A flight path or route over which (See CLUTTER.) an aircraft is vectored. Navigational guidance and (See RADAR CONTACT.) altitude assignments are provided by ATC. RADAR ENVIRONMENT− An area in which radar (See FLIGHT PATH.) service may be provided. (See ROUTE.) (See ADDITIONAL SERVICES.) RADAR SEPARATION− (See RADAR CONTACT.) (See RADAR SERVICE.) (See RADAR SERVICE.) RADAR SERVICE− A term which encompasses one (See TRAFFIC ADVISORIES.) or more of the following services based on the use of

PCG R−2 6/17/21 Pilot/Controller Glossary

radar which can be provided by a controller to a pilot RADAR SURVEILLANCE− The radar observation of a radar identified aircraft. of a given geographical area for the purpose of a. Radar Monitoring− The radar flight-following performing some radar function. of aircraft, whose primary navigation is being RADAR TRAFFIC ADVISORIES− Advisories performed by the pilot, to observe and note deviations issued to alert pilots to known or observed radar from its authorized flight path, airway, or route. traffic which may affect the intended route of flight When being applied specifically to radar monitoring of their aircraft. of instrument approaches; i.e., with precision (See TRAFFIC ADVISORIES.) approach radar (PAR) or radar monitoring of RADAR TRAFFIC INFORMATION SERVICE− simultaneous ILS,RNAV and GLS approaches, it (See TRAFFIC ADVISORIES.) includes advice and instructions whenever an aircraft nears or exceeds the prescribed PAR safety limit or RADAR VECTORING [ICAO]− Provision of simultaneous ILS RNAV and GLS no transgression navigational guidance to aircraft in the form of zone. specific headings, based on the use of radar. (See ADDITIONAL SERVICES.) RADIAL− A magnetic bearing extending from a (See TRAFFIC ADVISORIES.) VOR/VORTAC/TACAN navigation facility. b. Radar Navigational Guidance− Vectoring RADIO− aircraft to provide course guidance. a. A device used for communication. c. Radar Separation− Radar spacing of aircraft in b. Used to refer to a flight service station; e.g., accordance with established minima. “Seattle Radio” is used to call Seattle FSS. (See ICAO term RADAR SERVICE.) RADIO ALTIMETER− Aircraft equipment which RADAR SERVICE [ICAO]− Term used to indicate makes use of the reflection of radio waves from the a service provided directly by means of radar. ground to determine the height of the aircraft above a. Monitoring− The use of radar for the purpose of the surface. providing aircraft with information and advice RADIO BEACON− relative to significant deviations from nominal flight (See NONDIRECTIONAL BEACON.) path. RADIO DETECTION AND RANGING− b. Separation− The separation used when aircraft (See RADAR.) position information is derived from radar sources. RADIO MAGNETIC INDICATOR− An aircraft RADAR SERVICE TERMINATED− Used by ATC navigational instrument coupled with a gyro compass to inform a pilot that he/she will no longer be or similar compass that indicates the direction of a provided any of the services that could be received selected NAVAID and indicates bearing with respect while in radar contact. Radar service is automatically to the heading of the aircraft. terminated, and the pilot is not advised in the following cases: RAIS− (See REMOTE AIRPORT INFORMATION a. An aircraft cancels its IFR flight plan, except SERVICE.) within Class B airspace, Class C airspace, a TRSA, or where Basic Radar service is provided. RAMP− (See APRON.) b. An aircraft conducting an instrument, visual, or contact approach has landed or has been instructed to RANDOM ALTITUDE− An altitude inappropriate change to advisory frequency. for direction of flight and/or not in accordance with FAA Order JO 7110.65, paragraph 4−5−1, VER- c. An arriving VFR aircraft, receiving radar TICAL SEPARATION MINIMA. service to a tower-controlled airport within Class B airspace, Class C airspace, a TRSA, or where RANDOM ROUTE− Any route not established or sequencing service is provided, has landed; or to all charted/published or not otherwise available to all other airports, is instructed to change to tower or users. advisory frequency. RC− d. An aircraft completes a radar approach. (See ROAD RECONNAISSANCE.)

PCG R−3 Pilot/Controller Glossary 6/17/21

RCAG− RELEASE TIME [ICAO]− Time prior to which an (See REMOTE COMMUNICATIONS aircraft should be given further clearance or prior to AIR/GROUND FACILITY.) which it should not proceed in case of radio failure. RCC− REMOTE AIRPORT INFORMATION SERVICE (See RESCUE COORDINATION CENTER.) (RAIS)− A temporary service provided by facilities, which are not located on the landing airport, but have RCO− communication capability and automated weather (See REMOTE COMMUNICATIONS OUTLET.) reporting available to the pilot at the landing airport. RCR− REMOTE COMMUNICATIONS AIR/GROUND (See RUNWAY CONDITION READING.) FACILITY− An unmanned VHF/UHF transmitter/ READ BACK− Repeat my message back to me. receiver facility which is used to expand ARTCC air/ground communications coverage and to facilitate RECEIVER AUTONOMOUS INTEGRITY MON- direct contact between pilots and controllers. RCAG ITORING (RAIM)− A technique whereby a civil facilities are sometimes not equipped with emergen- GNSS receiver/processor determines the integrity of cy frequencies 121.5 MHz and 243.0 MHz. the GNSS navigation signals without reference to (Refer to AIM.) sensors or non-DoD integrity systems other than the receiver itself. This determination is achieved by a REMOTE COMMUNICATIONS OUTLET consistency check among redundant pseudorange (RCO)− An unmanned communications facility measurements. remotely controlled by air traffic personnel. RCOs serve FSSs. Remote Transmitter/Receivers (RTR) RECEIVING CONTROLLER− A controller/facility serve terminal ATC facilities. An RCO or RTR may receiving control of an aircraft from another be UHF or VHF and will extend the communication controller/facility. range of the air traffic facility. There are several classes of RCOs and RTRs. The class is determined RECEIVING FACILITY− by the number of transmitters or receivers. Classes A (See RECEIVING CONTROLLER.) through G are used primarily for air/ground purposes. RECONFORMANCE− The automated process of RCO and RTR class O facilities are nonprotected bringing an aircraft’s Current Plan Trajectory into outlets subject to undetected and prolonged outages. conformance with its track. RCO (O’s) and RTR (O’s) were established for the express purpose of providing ground-to-ground REDUCE SPEED TO (SPEED)− communications between air traffic control special- (See SPEED ADJUSTMENT.) ists and pilots located at a satellite airport for delivering en route clearances, issuing departure REFINED HAZARD AREA (RHA)− Used by ATC. authorizations, and acknowledging instrument flight Airspace that is defined and distributed after a failure rules cancellations or departure/landing times. As a of a launch or reentry operation to provide a more secondary function, they may be used for advisory concise depiction of the hazard location than a purposes whenever the aircraft is below the coverage Contingency Hazard Area. of the primary air/ground frequency. (See AIRCRAFT HAZARD AREA.) (See CONTINGENCY HAZARD AREA.) REMOTE PILOT IN COMMAND (RPIC)− The (See TRANSITIONAL HAZARD AREA.) RPIC is directly responsible for and is the final authority as to the operation of the unmanned aircraft REIL− system. (See RUNWAY END IDENTIFIER LIGHTS.) REMOTE TRANSMITTER/RECEIVER (RTR)− RELEASE TIME− A departure time restriction (See REMOTE COMMUNICATIONS OUTLET.) issued to a pilot by ATC (either directly or through an authorized relay) when necessary to separate a REPORT− Used to instruct pilots to advise ATC of departing aircraft from other traffic. specified information; e.g., “Report passing Hamil- (See ICAO term RELEASE TIME.) ton VOR.”

PCG R−4 6/17/21 Pilot/Controller Glossary

REPORTING POINT− A geographical location in displays, and provides lateral guidance to a profile or relation to which the position of an aircraft is path. reported. g. Vertical Navigation (VNAV). A function of area (See COMPULSORY REPORTING POINTS.) navigation (RNAV) equipment which calculates, (See ICAO term REPORTING POINT.) displays, and provides vertical guidance to a profile (Refer to AIM.) or path. REPORTING POINT [ICAO]− A specified geo- RESCUE COORDINATION CENTER (RCC)− A graphical location in relation to which the position of search and rescue (SAR) facility equipped and an aircraft can be reported. manned to coordinate and control SAR operations in an area designated by the SAR plan. The U.S. Coast REQUEST FULL ROUTE CLEARANCE− Used Guard and the U.S. Air Force have responsibility for by pilots to request that the entire route of flight be the operation of RCCs. read verbatim in an ATC clearance. Such request should be made to preclude receiving an ATC (See ICAO term RESCUE CO-ORDINATION CENTRE.) clearance based on the original filed flight plan when a filed IFR flight plan has been revised by the pilot, RESCUE CO-ORDINATION CENTRE [ICAO]− A company, or operations prior to departure. unit responsible for promoting efficient organization of search and rescue service and for coordinating the REQUIRED NAVIGATION PERFORMANCE conduct of search and rescue operations within a (RNP)– A statement of the navigational performance search and rescue region. necessary for operation within a defined airspace. The following terms are commonly associated with RESOLUTION ADVISORY− A display indication RNP: given to the pilot by the Traffic alert and Collision a. Required Navigation Performance Level or Avoidance System (TCAS II) recommending a Type (RNP-X). A value, in nautical miles (NM), from maneuver to increase vertical separation relative to an the intended horizontal position within which an intruding aircraft. Positive, negative, and vertical aircraft would be at least 95-percent of the total flying speed limit (VSL) advisories constitute the resolution time. advisories. A resolution advisory is also classified as corrective or preventive. b. Advanced − Required Navigation Performance (A−RNP). A navigation specification based on RNP RESTRICTED AREA− that requires advanced functions such as scalable (See SPECIAL USE AIRSPACE.) RNP, radius−to−fix (RF) legs, and tactical parallel (See ICAO term RESTRICTED AREA.) offsets. This sophisticated Navigation Specification (NavSpec) is designated by the abbreviation RESTRICTED AREA [ICAO]− An airspace of “A−RNP”. defined dimensions, above the land areas or territorial c. Required Navigation Performance (RNP) waters of a State, within which the flight of aircraft Airspace. A generic term designating airspace, is restricted in accordance with certain specified route(s), leg(s), operation(s), or procedure(s) where conditions. minimum required navigational performance (RNP) RESUME NORMAL SPEED− Used by ATC to have been established. advise a pilot to resume an aircraft’s normal operating d. Actual Navigation Performance (ANP). A speed. It is issued to terminate a speed adjustment measure of the current estimated navigational where no published speed restrictions apply. It does performance. Also referred to as Estimated Position not delete speed restrictions in published procedures Error (EPE). of upcoming segments of flight. This does not relieve e. Estimated Position Error (EPE). A measure of the pilot of those speed restrictions that are applicable the current estimated navigational performance. Also to 14 CFR Section 91.117. referred to as Actual Navigation Performance (ANP). RESUME OWN NAVIGATION− Used by ATC to f. Lateral Navigation (LNAV). A function of area advise a pilot to resume his/her own navigational navigation (RNAV) equipment which calculates, responsibility. It is issued after completion of a radar

PCG R−5 Pilot/Controller Glossary 6/17/21

vector or when radar contact is lost while the aircraft ROUTE− A defined path, consisting of one or more is being radar vectored. courses in a horizontal plane, which aircraft traverse (See RADAR CONTACT LOST.) over the surface of the earth. (See RADAR SERVICE TERMINATED.) (See AIRWAY.) (See JET ROUTE.) RESUME PUBLISHED SPEED− Used by ATC to (See PUBLISHED ROUTE.) advise a pilot to resume published speed restrictions (See UNPUBLISHED ROUTE.) that are applicable to a SID, STAR, or other ROUTE ACTION NOTIFICATION− EDST notifi- instrument procedure. It is issued to terminate a speed cation that a PAR/PDR/PDAR has been applied to the adjustment where speed restrictions are published on flight plan. a charted procedure. (See ATC PREFERRED ROUTE RHA− NOTIFICATION.) (See EN ROUTE DECISION SUPPORT TOOL.) (See REFINED HAZARD AREA.) ROUTE SEGMENT− As used in Air Traffic Control, RMI− a part of a route that can be defined by two (See RADIO MAGNETIC INDICATOR.) navigational fixes, two NAVAIDs, or a fix and a NAVAID. RNAV− (See FIX.) (See AREA NAVIGATION (RNAV).) (See ROUTE.) (See ICAO term ROUTE SEGMENT.) RNAV APPROACH− An instrument approach procedure which relies on aircraft area navigation ROUTE SEGMENT [ICAO]− A portion of a route to equipment for navigational guidance. be flown, as defined by two consecutive significant points specified in a flight plan. (See AREA NAVIGATION (RNAV).) (See INSTRUMENT APPROACH RPIC− PROCEDURE.) (See REMOTE PILOT IN COMMAND.) RSA− ROAD RECONNAISSANCE (RC)− Military activ- (See RUNWAY SAFETY AREA.) ity requiring navigation along roads, railroads, and rivers. Reconnaissance route/route segments are RTR− seldom along a straight line and normally require a (See REMOTE TRANSMITTER/RECEIVER.) lateral route width of 10 NM to 30 NM and an altitude RUNWAY− A defined rectangular area on a land range of 500 feet to 10,000 feet AGL. airport prepared for the landing and takeoff run of aircraft along its length. Runways are normally ROGER− I have received all of your last numbered in relation to their magnetic direction transmission. It should not be used to answer a rounded off to the nearest 10 degrees; e.g., Runway question requiring a yes or a no answer. 1, Runway 25. (See AFFIRMATIVE.) (See PARALLEL RUNWAYS.) (See NEGATIVE.) (See ICAO term RUNWAY.) ROLLOUT RVR− RUNWAY [ICAO]− A defined rectangular area on a (See VISIBILITY.) land aerodrome prepared for the landing and takeoff of aircraft. ROTOR WASH− A phenomenon resulting from the RUNWAY CENTERLINE LIGHTING− vertical down wash of air generated by the main (See AIRPORT LIGHTING.) rotor(s) of a helicopter. RUNWAY CONDITION CODES (RwyCC)− Nu- ROUND−ROBIN FLIGHT PLAN− A single flight merical readings, provided by airport operators, that plan filed from the departure airport to an indicate runway surface contamination (for example, intermediary destination(s) and then returning to the slush, ice, rain, etc.). These values range from “1” original departure airport. (poor) to “6” (dry) and must be included on the ATIS

PCG R−6 6/17/21 Pilot/Controller Glossary

when the reportable condition is less than 6 in any one determined by the runway configuration for arrival or more of the three runway zones (touchdown, metering processing purposes. midpoint, rollout). RUNWAY LIGHTS− RUNWAY CONDITION READING− Numerical (See AIRPORT LIGHTING.) decelerometer readings relayed by air traffic controllers at USAF and certain civil bases for use by RUNWAY MARKINGS− the pilot in determining runway braking action. (See AIRPORT MARKING AIDS.) These readings are routinely relayed only to USAF RUNWAY OVERRUN− In military aviation exclu- and Air National Guard Aircraft. sively, a stabilized or paved area beyond the end of a (See BRAKING ACTION.) runway, of the same width as the runway plus RUNWAY CONDITION REPORT (RwyCR)− A shoulders, centered on the extended runway data collection worksheet used by airport operators centerline. that correlates the runway percentage of coverage RUNWAY PROFILE DESCENT− An instrument along with the depth and type of contaminant for the flight rules (IFR) air traffic control arrival procedure purpose of creating a FICON NOTAM. to a runway published for pilot use in graphic and/or (See RUNWAY CONDITION CODES.) textual form and may be associated with a STAR. RUNWAY END IDENTIFIER LIGHTS (REIL)− Runway Profile Descents provide routing and may depict crossing altitudes, speed restrictions, and (See AIRPORT LIGHTING.) headings to be flown from the en route structure to the RUNWAY ENTRANCE LIGHTS (REL)−An array point where the pilot will receive clearance for and of red lights which include the first light at the hold execute an instrument approach procedure. A line followed by a series of evenly spaced lights to the Runway Profile Descent may apply to more than one runway edge aligned with the taxiway centerline, and runway if so stated on the chart. one additional light at the runway centerline in line (Refer to AIM.) with the last two lights before the runway edge. RUNWAY SAFETY AREA− A defined surface RUNWAY GRADIENT− The average slope, mea- surrounding the runway prepared, or suitable, for sured in percent, between two ends or points on a reducing the risk of damage to airplanes in the event runway. Runway gradient is depicted on Government of an undershoot, overshoot, or excursion from the aerodrome sketches when total runway gradient runway. The dimensions of the RSA vary and can be exceeds 0.3%. determined by using the criteria contained within AC 150/5300-13, Airport Design, Chapter 3. RUNWAY HEADING− The magnetic direction that Figure 3−1 in AC 150/5300-13 depicts the RSA. The corresponds with the runway centerline extended, not design standards dictate that the RSA shall be: the painted runway number. When cleared to “fly or maintain runway heading,” pilots are expected to fly a. Cleared, graded, and have no potentially or maintain the heading that corresponds with the hazardous ruts, humps, depressions, or other surface extended centerline of the departure runway. Drift variations; correction shall not be applied; e.g., Runway 4, actual b. Drained by grading or storm sewers to prevent magnetic heading of the runway centerline 044, fly water accumulation; 044. c. Capable, under dry conditions, of supporting RUNWAY IN USE/ACTIVE RUNWAY/DUTY snow removal equipment, aircraft rescue and RUNWAY− Any runway or runways currently being firefighting equipment, and the occasional passage of used for takeoff or landing. When multiple runways aircraft without causing structural damage to the are used, they are all considered active runways. In aircraft; and, the metering sense, a selectable adapted item which d. Free of objects, except for objects that need to specifies the landing runway configuration or be located in the runway safety area because of their direction of traffic flow. The adapted optimum flight function. These objects shall be constructed on low plan from each transition fix to the vertex is impact resistant supports (frangible mounted struc-

PCG R−7 Pilot/Controller Glossary 6/17/21

tures) to the lowest practical height with the frangible aircraft less than 12,500 pounds are included only if point no higher than 3 inches above grade. the airport proprietor determines that the aircraft (Refer to AC 150/5300-13, Airport Design, creates a noise problem. Runway use programs are Chapter 3.) coordinated with FAA offices, and safety criteria RUNWAY STATUS LIGHTS (RWSL) SYSTEM− used in these programs are developed by the Office of The RWSL is a system of runway and taxiway Flight Operations. Runway use programs are lighting to provide pilots increased situational administered by the Air Traffic Service as “Formal” awareness by illuminating runway entry lights (REL) or “Informal” programs. when the runway is unsafe for entry or crossing, and a. Formal Runway Use Program− An approved take-off hold lights (THL) when the runway is unsafe noise abatement program which is defined and for departure. acknowledged in a Letter of Understanding between Flight Operations, Air Traffic Service, the airport RUNWAY TRANSITION− proprietor, and the users. Once established, participa- a. Conventional STARs/SIDs. The portion of a tion in the program is mandatory for aircraft operators STAR/SID that serves a particular runway or and pilots as provided for in 14 CFR Section 91.129. runways at an airport. b. Informal Runway Use Program− An approved b. RNAV STARs/SIDs. Defines a path(s) from noise abatement program which does not require a the common route to the final point(s) on a STAR. For Letter of Understanding, and participation in the a SID, the common route that serves a particular program is voluntary for aircraft operators/pilots. runway or runways at an airport. RUNWAY VISUAL RANGE (RVR)− RUNWAY USE PROGRAM− A noise abatement (See VISIBILITY.) runway selection plan designed to enhance noise RwyCC− abatement efforts with regard to airport communities for arriving and departing aircraft. These plans are (See RUNWAY CONDITION CODES.) developed into runway use programs and apply to all RwyCR− turbojet aircraft 12,500 pounds or heavier; turbojet (See RUNWAY CONDITION REPORT.)

PCG R−8 6/17/21 Pilot/Controller Glossary S

SAA− or aircraft/other tangible object) that safety logic has (See SPECIAL ACTIVITY AIRSPACE.) predicted will result in an imminent collision, based upon the current set of Safety Logic parameters. SAFETY ALERT− A safety alert issued by ATC to b. FALSE ALERT− aircraft under their control if ATC is aware the aircraft is at an altitude which, in the controller’s judgment, 1. Alerts generated by one or more false places the aircraft in unsafe proximity to terrain, surface−radar targets that the system has interpreted obstructions, or other aircraft. The controller may as real tracks and placed into safety logic. discontinue the issuance of further alerts if the pilot 2. Alerts in which the safety logic software did advises he/she is taking action to correct the situation not perform correctly, based upon the design or has the other aircraft in sight. specifications and the current set of Safety Logic parameters. a. Terrain/Obstruction Alert− A safety alert issued by ATC to aircraft under their control if ATC is aware 3. The alert is generated by surface radar targets the aircraft is at an altitude which, in the controller’s caused by moderate or greater precipitation. judgment, places the aircraft in unsafe proximity to c. NUISANCE ALERT− An alert in which one or terrain/obstructions; e.g., “Low Altitude Alert, check more of the following is true: your altitude immediately.” 1. The alert is generated by a known situation b. Aircraft Conflict Alert− A safety alert issued by that is not considered an unsafe operation, such as ATC to aircraft under their control if ATC is aware of LAHSO or other approved operations. an aircraft that is not under their control at an altitude 2. The alert is generated by inaccurate secon- which, in the controller’s judgment, places both dary radar data received by the Safety Logic System. aircraft in unsafe proximity to each other. With the 3. One or more of the aircraft involved in the alert, ATC will offer the pilot an alternate course of alert is not intending to use a runway (for example, action when feasible; e.g., “Traffic Alert, advise you helicopter, pipeline patrol, non−Mode C overflight, turn right heading zero niner zero or climb to eight etc.). thousand immediately.” d. VALID NON−ALERT− A situation in which Note: The issuance of a safety alert is contingent the safety logic software correctly determines that an upon the capability of the controller to have an alert is not required, based upon the design awareness of an unsafe condition. The course of specifications and the current set of Safety Logic action provided will be predicated on other traffic parameters. under ATC control. Once the alert is issued, it is e. INVALID NON−ALERT− A situation in which solely the pilot’s prerogative to determine what course of action, if any, he/she will take. the safety logic software did not issue an alert when an alert was required, based upon the design SAFETY LOGIC SYSTEM− A software enhance- specifications. ment to ASDE−3, ASDE−X, and ASSC, that predicts SAIL BACK− A maneuver during high wind the path of aircraft landing and/or departing, and/or conditions (usually with power off) where float plane vehicular movements on runways. Visual and aural movement is controlled by water rudders/opening alarms are activated when the safety logic projects a and closing cabin doors. potential collision. The Airport Movement Area SAME DIRECTION AIRCRAFT− Aircraft are Safety System (AMASS) is a safety logic system operating in the same direction when: enhancement to the ASDE−3. The Safety Logic a. They are following the same track in the same System for ASDE−X and ASSC is an integral part of direction; or the software program. b. Their tracks are parallel and the aircraft are SAFETY LOGIC SYSTEM ALERTS− flying in the same direction; or a. ALERT− An actual situation involving two real c. Their tracks intersect at an angle of less than 45 safety logic tracks (aircraft/aircraft, aircraft/vehicle, degrees.

PCG S−1 Pilot/Controller Glossary 6/17/21

SAR− directly to the Rescue Coordination Center by (See SEARCH AND RESCUE.) telephone. (See FLIGHT SERVICE STATION.) SATELLITE−BASED AUGMENTATION SYS- (See RESCUE COORDINATION CENTER.) TEM (SBAS) − A wide coverage augmentation (Refer to AIM.) system in which the user receives augmentation SEARCH AND RESCUE FACILITY− A facility information from a satellite−based transmitter. responsible for maintaining and operating a search (See WIDE−AREA AUGMENTATION SYSTEM and rescue (SAR) service to render aid to persons and (WAAS.) property in distress. It is any SAR unit, station, NET, or other operational activity which can be usefully SAY AGAIN− Used to request a repeat of the last employed during an SAR Mission; e.g., a Civil Air transmission. Usually specifies transmission or Patrol Wing, or a Coast Guard Station. portion thereof not understood or received; e.g., “Say (See SEARCH AND RESCUE.) again all after ABRAM VOR.” SECNOT− SAY ALTITUDE− Used by ATC to ascertain an (See SECURITY NOTICE.) aircraft’s specific altitude/flight level. When the SECONDARY RADAR TARGET− A target derived aircraft is climbing or descending, the pilot should from a transponder return presented on a radar state the indicated altitude rounded to the nearest 100 display. feet. SECTIONAL AERONAUTICAL CHARTS− (See AERONAUTICAL CHART.) SAY HEADING− Used by ATC to request an aircraft heading. The pilot should state the actual heading of SECTOR LIST DROP INTERVAL− A parameter the aircraft. number of minutes after the meter fix time when arrival aircraft will be deleted from the arrival sector SCHEDULED TIME OF ARRIVAL (STA)− A STA list. is the desired time that an aircraft should cross a SECURITY NOTICE (SECNOT) − A SECNOT is a certain point (landing or metering fix). It takes other request originated by the Air Traffic Security traffic and airspace configuration into account. A Coordinator (ATSC) for an extensive communica- STA time shows the results of the TBFM scheduler tions search for aircraft involved, or suspected of that has calculated an arrival time according to being involved, in a security violation, or are parameters such as optimized spacing, aircraft considered a security risk. A SECNOT will include performance, and weather. the aircraft identification, search area, and expiration time. The search area, as defined by the ATSC, could SDF− be a single airport, multiple airports, a radius of an (See SIMPLIFIED DIRECTIONAL FACILITY.) airport or fix, or a route of flight. Once the expiration time has been reached, the SECNOT is considered to SEA LANE− A designated portion of water outlined be canceled. by visual surface markers for and intended to be used SECURITY SERVICES AIRSPACE − Areas by aircraft designed to operate on water. established through the regulatory process or by NOTAM, issued by the Administrator under title 14, SEARCH AND RESCUE− A service which seeks CFR, sections 99.7, 91.141, and 91.139, which missing aircraft and assists those found to be in need specify that ATC security services are required; i.e., of assistance. It is a cooperative effort using the ADIZ or temporary flight rules areas. facilities and services of available Federal, state and local agencies. The U.S. Coast Guard is responsible SEE AND AVOID− When weather conditions for coordination of search and rescue for the Maritime permit, pilots operating IFR or VFR are required to Region, and the U.S. Air Force is responsible for observe and maneuver to avoid other aircraft. search and rescue for the Inland Region. Information Right-of-way rules are contained in 14 CFR Part 91. pertinent to search and rescue should be passed SEGMENTED CIRCLE− A system of visual through any air traffic facility or be transmitted indicators designed to provide traffic pattern

PCG S−2 6/17/21 Pilot/Controller Glossary

information at airports without operating control SERVICE− A generic term that designates functions towers. or assistance available from or rendered by air traffic (Refer to AIM.) control. For example, Class C service would denote the ATC services provided within a Class C airspace SEGMENTS OF AN INSTRUMENT APPROACH area. PROCEDURE− An instrument approach procedure may have as many as four separate segments SEVERE WEATHER AVOIDANCE PLAN depending on how the approach procedure is (SWAP)− An approved plan to minimize the affect of structured. severe weather on traffic flows in impacted terminal and/or ARTCC areas. A SWAP is normally a. Initial Approach− The segment between the implemented to provide the least disruption to the initial approach fix and the intermediate fix or the ATC system when flight through portions of airspace point where the aircraft is established on the is difficult or impossible due to severe weather. intermediate course or final approach course. (See ICAO term INITIAL APPROACH SEVERE WEATHER FORECAST ALERTS− SEGMENT.) Preliminary messages issued in order to alert users b. Intermediate Approach− The segment between that a Severe Weather Watch Bulletin (WW) is being the intermediate fix or point and the final approach issued. These messages define areas of possible fix. severe thunderstorms or tornado activity. The messages are unscheduled and issued as required by (See ICAO term INTERMEDIATE APPROACH SEGMENT.) the Storm Prediction Center (SPC) at Norman, Oklahoma. c. Final Approach− The segment between the final (See AIRMET.) approach fix or point and the runway, airport, or (See CONVECTIVE SIGMET.) missed approach point. (See CWA.) (See ICAO term FINAL APPROACH SEGMENT.) (See SIGMET.) d. Missed Approach− The segment between the SFA− missed approach point or the point of arrival at (See SINGLE FREQUENCY APPROACH.) decision height and the missed approach fix at the prescribed altitude. SFO− (Refer to 14 CFR Part 97.) (See SIMULATED FLAMEOUT.) (See ICAO term MISSED APPROACH SHF− PROCEDURE.) (See SUPER HIGH FREQUENCY.) SELF−BRIEFING− A self−briefing is a review, SHORT RANGE CLEARANCE− A clearance using automated tools, of all meteorological and issued to a departing IFR flight which authorizes IFR aeronautical information that may influence the pilot flight to a specific fix short of the destination while in planning, altering, or canceling a proposed route of air traffic control facilities are coordinating and flight. obtaining the complete clearance. SEPARATION− In air traffic control, the spacing of SHORT TAKEOFF AND LANDING AIRCRAFT aircraft to achieve their safe and orderly movement in (STOL)− An aircraft which, at some weight within its flight and while landing and taking off. approved operating weight, is capable of operating (See SEPARATION MINIMA.) from a runway in compliance with the applicable (See ICAO term SEPARATION.) STOL characteristics, airworthiness, operations, noise, and pollution standards. SEPARATION [ICAO]− Spacing between aircraft, (See VERTICAL TAKEOFF AND LANDING levels or tracks. AIRCRAFT.) SEPARATION MINIMA− The minimum longitudi- SIAP− nal, lateral, or vertical distances by which aircraft are (See STANDARD INSTRUMENT APPROACH spaced through the application of air traffic control PROCEDURE.) procedures. SID− (See SEPARATION.) (See STANDARD INSTRUMENT DEPARTURE.)

PCG S−3 Pilot/Controller Glossary 6/17/21

SIDESTEP MANEUVER− A visual maneuver SIMULTANEOUS CLOSE PARALLEL AP- accomplished by a pilot at the completion of an PROACHES− A simultaneous, independent instrument approach to permit a straight-in landing approach operation permitting ILS/RNAV/GLS on a parallel runway not more than 1,200 feet to either approaches to airports having parallel runways side of the runway to which the instrument approach separated by at least 3,000 feet and less than was conducted. 4,300−feet between centerlines. Aircraft are permit- (Refer to AIM.) ted to pass each other during these simultaneous operations. Integral parts of a total system are radar, SIGMET− A weather advisory issued concerning NTZ monitoring with enhanced FMA color displays weather significant to the safety of all aircraft. that include aural and visual alerts and predictive SIGMET advisories cover severe and extreme aircraft position software, communications override, turbulence, severe icing, and widespread dust or ATC procedures, an Attention All Users Page sandstorms that reduce visibility to less than 3 miles. (AAUP), PRM in the approach name, and (See AIRMET.) appropriate ground based and airborne equipment. (See AWW.) High update rate surveillance sensor required for (See CONVECTIVE SIGMET.) certain runway or approach course separations. (See CWA.) (See ICAO term SIGMET INFORMATION.) SIMULTANEOUS (CONVERGING) DEPEND- (Refer to AIM.) ENT APPROACHES- An approach operation permitting ILS/RNAV/GLS approaches to runways SIGMET INFORMATION [ICAO]− Information or missed approach courses that intersect where issued by a meteorological watch office concerning required minimum spacing between the aircraft on the occurrence or expected occurrence of specified each final approach course is required. en-route weather phenomena which may affect the SIMULTANEOUS (CONVERGING) INDEPEND- safety of aircraft operations. ENT APPROACHES- An approach operation SIGNIFICANT METEOROLOGICAL INFOR- permitting ILS/RNAV/GLS approaches to non-par- MATION− allel runways where approach procedure design (See SIGMET.) maintains the required aircraft spacing throughout the approach and missed approach and hence the SIGNIFICANT POINT− A point, whether a named operations may be conducted independently. intersection, a NAVAID, a fix derived from a NAVAID(s), or geographical coordinate expressed in SIMULTANEOUS ILS APPROACHES− An degrees of latitude and longitude, which is approach system permitting simultaneous ILS established for the purpose of providing separation, approaches to airports having parallel runways as a reporting point, or to delineate a route of flight. separated by at least 4,300 feet between centerlines. Integral parts of a total system are ILS, radar, SIMPLIFIED DIRECTIONAL FACILITY (SDF)− communications, ATC procedures, and appropriate A NAVAID used for nonprecision instrument airborne equipment. approaches. The final approach course is similar to (See PARALLEL RUNWAYS.) that of an ILS localizer except that the SDF course (Refer to AIM.) may be offset from the runway, generally not more SIMULTANEOUS OFFSET INSTRUMENT than 3 degrees, and the course may be wider than the APPROACH (SOIA)− An instrument landing localizer, resulting in a lower degree of accuracy. system comprised of an ILS PRM, RNAV PRM or (Refer to AIM.) GLS PRM approach to one runway and an offset SIMULATED FLAMEOUT− A practice approach LDA PRM with glideslope or an RNAV PRM or by a jet aircraft (normally military) at idle thrust to a GLS PRM approach utilizing vertical guidance to runway. The approach may start at a runway (high another where parallel runway spaced less than 3,000 key) and may continue on a relatively high and wide feet and at least 750 feet apart. The approach courses downwind leg with a continuous turn to final. It converge by 2.5 to 3 degrees. Simultaneous close terminates in landing or low approach. The purpose parallel PRM approach procedures apply up to the of this approach is to simulate a flameout. point where the approach course separation becomes (See FLAMEOUT.) 3,000 feet, at the offset MAP. From the offset MAP

PCG S−4 6/17/21 Pilot/Controller Glossary

to the runway threshold, visual separation by the SLOW TAXI− To taxi a float plane at low power or aircraft conducting the offset approach is utilized. low RPM. (Refer to AIM) SMALL UNMANNED AIRCRAFT SYSTEM SIMULTANEOUS (PARALLEL) DEPENDENT (sUAS)– An unmanned aircraft weighing less than 55 APPROACHES- An approach operation permitting pounds on takeoff, including everything that is on ILS/RNAV/GLS approaches to adjacent parallel board or otherwise attached to the aircraft. runways where prescribed diagonal spacing must be SN− maintained. Aircraft are not permitted to pass each other during simultaneous dependent operations. (See SYSTEM STRATEGIC NAVIGATION.) Integral parts of a total system ATC procedures, and SPACE−BASED ADS−B (SBA)− A constellation of appropriate airborne and ground based equipment. satellites that receives ADS−B Out broadcasts and relays that information to the appropriate surveil- SINGLE DIRECTION ROUTES− Preferred IFR lance facility. The currently deployed SBA system is Routes which are sometimes depicted on high only capable of receiving broadcasts from 1090ES− altitude en route charts and which are normally flown equipped aircraft, and not from those equipped with in one direction only. only a universal access transceiver (UAT). Also, (See PREFERRED IFR ROUTES.) aircraft with a top−of−fuselage−mounted transponder (Refer to CHART SUPPLEMENT U.S.) antenna (required for TCAS II installations) will be SINGLE FREQUENCY APPROACH− A service better received by SBA, especially at latitudes below provided under a letter of agreement to military 45 degrees. single-piloted turbojet aircraft which permits use of (See AUTOMATIC DEPENDENT a single UHF frequency during approach for landing. SURVEILLANCE−BROADCAST.) Pilots will not normally be required to change (See AUTOMATIC DEPENDENT frequency from the beginning of the approach to SURVEILLANCE−BROADCAST OUT.) touchdown except that pilots conducting an en route SPEAK SLOWER− Used in verbal communications descent are required to change frequency when as a request to reduce speech rate. control is transferred from the air route traffic control center to the terminal facility. The abbreviation SPECIAL ACTIVITY AIRSPACE (SAA)− Any “SFA” in the DOD FLIP IFR Supplement under airspace with defined dimensions within the National “Communications” indicates this service is available Airspace System wherein limitations may be at an aerodrome. imposed upon aircraft operations. This airspace may be restricted areas, prohibited areas, military SINGLE-PILOTED AIRCRAFT− A military operations areas, air ATC assigned airspace, and any turbojet aircraft possessing one set of flight controls, other designated airspace areas. The dimensions of tandem cockpits, or two sets of flight controls but this airspace are programmed into EDST and can be operated by one pilot is considered single-piloted by designated as either active or inactive by screen entry. ATC when determining the appropriate air traffic Aircraft trajectories are constantly tested against the service to be applied. dimensions of active areas and alerts issued to the (See SINGLE FREQUENCY APPROACH.) applicable sectors when violations are predicted. SKYSPOTTER− A pilot who has received (See EN ROUTE DECISION SUPPORT TOOL.) specialized training in observing and reporting SPECIAL AIR TRAFFIC RULES (SATR)− Rules inflight weather phenomena. that govern procedures for conducting flights in SLASH− A radar beacon reply displayed as an certain areas listed in 14 CFR Part 93. The term elongated target. “SATR” is used in the United States to describe the rules for operations in specific areas designated in the SLDI− Code of Federal Regulations. (See SECTOR LIST DROP INTERVAL.) (Refer to 14 CFR Part 93.) SLOT TIME− SPECIAL EMERGENCY− A condition of air piracy (See METER FIX TIME/SLOT TIME.) or other hostile act by a person(s) aboard an aircraft

PCG S−5 Pilot/Controller Glossary 6/17/21

which threatens the safety of the aircraft or its an aircraft without the permission of the using passengers. agency. (Refer to AIM.) SPECIAL FLIGHT RULES AREA (SFRA)− An (Refer to En Route Charts.) area in the NAS, described in 14 CFR Part 93, e. Restricted Area− Permanent and temporary wherein the flight of aircraft is subject to special restricted areas are airspace designated under 14 CFR traffic rules, unless otherwise authorized by air traffic Part 73, within which the flight of aircraft, while not control. Not all areas listed in 14 CFR Part 93 are wholly prohibited, is subject to restriction. Most designated SFRA, but special air traffic rules apply to restricted areas are designated joint use and IFR/VFR all areas described in 14 CFR Part 93. operations in the area may be authorized by the controlling ATC facility when it is not being utilized SPECIAL INSTRUMENT APPROACH PROCE- by the using agency. Permanent restricted areas are DURE− depicted on Sectional Aeronautical, VFR Terminal (See INSTRUMENT APPROACH PROCEDURE.) Area, and applicable En Route charts. Where joint use is authorized, the name of the ATC controlling SPECIAL USE AIRSPACE− Airspace of defined facility is also shown. dimensions identified by an area on the surface of the Note: Temporary restricted areas are not charted. earth wherein activities must be confined because of (Refer to 14 CFR Part 73.) their nature and/or wherein limitations may be (Refer to AIM.) imposed upon aircraft operations that are not a part of those activities. Types of special use airspace are: f. Warning Area− A warning area is airspace of defined dimensions extending from 3 nautical miles a. Alert Area− Airspace which may contain a high outward from the coast of the United States, that volume of pilot training activities or an unusual type contains activity that may be hazardous to of aerial activity, neither of which is hazardous to nonparticipating aircraft. The purpose of such aircraft. Alert Areas are depicted on aeronautical warning area is to warn nonparticipating pilots of the charts for the information of nonparticipating pilots. potential danger. A warning area may be located over All activities within an Alert Area are conducted in domestic or international waters or both. accordance with Federal Aviation Regulations, and pilots of participating aircraft as well as pilots SPECIAL VFR CONDITIONS− Meteorological transiting the area are equally responsible for conditions that are less than those required for basic collision avoidance. VFR flight in Class B, C, D, or E surface areas and in which some aircraft are permitted flight under b. Controlled Firing Area− Airspace wherein visual flight rules. activities are conducted under conditions so (See SPECIAL VFR OPERATIONS.) controlled as to eliminate hazards to nonparticipating (Refer to 14 CFR Part 91.) aircraft and to ensure the safety of persons and property on the ground. SPECIAL VFR FLIGHT [ICAO]− A VFR flight cleared by air traffic control to operate within Class c. Military Operations Area (MOA)− Permanent B, C, D, and E surface areas in meteorological and temporary MOAs are airspace established conditions below VMC. outside of Class A airspace area to separate or segregate certain nonhazardous military activities SPECIAL VFR OPERATIONS− Aircraft operating from IFR traffic and to identify for VFR traffic where in accordance with clearances within Class B, C, D, these activities are conducted. Permanent MOAs are and E surface areas in weather conditions less than the depicted on Sectional Aeronautical, VFR Terminal basic VFR weather minima. Such operations must be Area, and applicable En Route Low Altitude Charts. requested by the pilot and approved by ATC. (See SPECIAL VFR CONDITIONS.) Note: Temporary MOAs are not charted. (See ICAO term SPECIAL VFR FLIGHT.) (Refer to AIM.) SPEED− d. Prohibited Area− Airspace designated under (See AIRSPEED.) 14 CFR Part 73 within which no person may operate (See GROUND SPEED.)

PCG S−6 6/17/21 Pilot/Controller Glossary

SPEED ADJUSTMENT− An ATC procedure used to STANDARD INSTRUMENT APPROACH PRO- request pilots to adjust aircraft speed to a specific CEDURE (SIAP)− value for the purpose of providing desired spacing. (See INSTRUMENT APPROACH PROCEDURE.) Pilots are expected to maintain a speed of plus or STANDARD INSTRUMENT DEPARTURE (SID)− minus 10 knots or 0.02 Mach number of the specified A preplanned instrument flight rule (IFR) air traffic speed. Examples of speed adjustments are: control (ATC) departure procedure printed for a. “Increase/reduce speed to Mach point pilot/controller use in graphic form to provide (number).” obstacle clearance and a transition from the terminal b. “Increase/reduce speed to (speed in knots)” or area to the appropriate en route structure. SIDs are “Increase/reduce speed (number of knots) knots.” primarily designed for system enhancement to expedite traffic flow and to reduce pilot/controller SPEED BRAKES− Moveable aerodynamic devices workload. ATC clearance must always be received on aircraft that reduce airspeed during descent and prior to flying a SID. landing. (See IFR TAKEOFF MINIMUMS AND SPEED SEGMENTS− Portions of the arrival route DEPARTURE PROCEDURES.) between the transition point and the vertex along the (See OBSTACLE DEPARTURE PROCEDURE.) optimum flight path for which speeds and altitudes (Refer to AIM.) are specified. There is one set of arrival speed STANDARD RATE TURN− A turn of three degrees segments adapted from each transition point to each per second. vertex. Each set may contain up to six segments. STANDARD TERMINAL ARRIVAL (STAR)− A SPOOFING− Denotes emissions of GNSS−like preplanned instrument flight rule (IFR) air traffic signals that may be acquired and tracked in control arrival procedure published for pilot use in combination with or instead of the intended signals graphic and/or textual form. STARs provide by civil receivers. The onset of spoofing effects can transition from the en route structure to an outer fix be instantaneous or delayed, and effects can persist or an instrument approach fix/arrival waypoint in the after the spoofing has ended. Spoofing can result in terminal area. false and potentially confusing, or hazardously misleading, position, navigation, and/or date/time STANDARD TERMINAL ARRIVAL CHARTS− information in addition to loss of GNSS use. (See AERONAUTICAL CHART.) SQUAWK (Mode, Code, Function)− Used by ATC STANDARD TERMINAL AUTOMATION RE- to instruct a pilot to activate the aircraft transponder PLACEMENT SYSTEM (STARS)− and ADS−B Out with altitude reporting enabled, or (See DTAS.) (military) to activate only specific modes, codes, or STAR− functions. Examples: “Squawk five seven zero (See STANDARD TERMINAL ARRIVAL.) seven;” “Squawk three/alpha, two one zero five.” (See TRANSPONDER.) STATE AIRCRAFT− Aircraft used in military, customs and police service, in the exclusive service STA− of any government or of any political subdivision (See SCHEDULED TIME OF ARRIVAL.) thereof, including the government of any state, STAGING/QUEUING− The placement, integration, territory, or possession of the United States or the and segregation of departure aircraft in designated District of Columbia, but not including any movement areas of an airport by departure fix, EDCT, government-owned aircraft engaged in carrying and/or restriction. persons or property for commercial purposes. STATIC RESTRICTIONS− Those restrictions that STAND BY− Means the controller or pilot must are usually not subject to change, fixed, in place, pause for a few seconds, usually to attend to other and/or published. duties of a higher priority. Also means to wait as in “stand by for clearance.” The caller should STATIONARY ALTITUDE RESERVATION reestablish contact if a delay is lengthy. “Stand by” is (STATIONARY ALTRV)– An altitude reservation not an approval or denial. which encompasses activities in a fixed area.

PCG S−7 Pilot/Controller Glossary 6/17/21

Stationary ALTRVs may include activities such as transmissions, or to turn off only specified functions special tests of weapons systems or equipment; of the aircraft transponder (military). certain U.S. Navy carrier, fleet, and anti−submarine (See STOP ALTITUDE SQUAWK.) operations; rocket, missile, and drone operations; and (See TRANSPONDER.) certain aerial refueling or similar operations. STOP STREAM− Used by ATC to request a pilot to STEP TAXI− To taxi a float plane at full power or suspend electronic attack activity. high RPM. (See JAMMING.) STEP TURN− A maneuver used to put a float plane STOPOVER FLIGHT PLAN− A flight plan format in a planing configuration prior to entering an active which permits in a single submission the filing of a sea lane for takeoff. The STEP TURN maneuver sequence of flight plans through interim full-stop should only be used upon pilot request. destinations to a final destination. STEPDOWN FIX− A fix permitting additional STOPWAY− An area beyond the takeoff runway no descent within a segment of an instrument approach less wide than the runway and centered upon the procedure by identifying a point at which a extended centerline of the runway, able to support the controlling obstacle has been safely overflown. airplane during an aborted takeoff, without causing STEREO ROUTE− A routinely used route of flight structural damage to the airplane, and designated by established by users and ARTCCs identified by a the airport authorities for use in decelerating the coded name; e.g., ALPHA 2. These routes minimize airplane during an aborted takeoff. flight plan handling and communications. STRAIGHT-IN APPROACH IFR− An instrument STNR ALT RESERVATION– An abbreviation for approach wherein final approach is begun without Stationary Altitude Reservation commonly used in first having executed a procedure turn, not NOTAMs. necessarily completed with a straight-in landing or (See STATIONARY ALTITUDE RESERVATION.) made to straight-in landing minimums. (See LANDING MINIMUMS.) STOL AIRCRAFT− (See STRAIGHT-IN APPROACH VFR.) (See SHORT TAKEOFF AND LANDING (See STRAIGHT-IN LANDING.) AIRCRAFT.) STRAIGHT-IN APPROACH VFR− Entry into the STOP ALTITUDE SQUAWK− Used by ATC to traffic pattern by interception of the extended runway instruct a pilot to turn off the automatic altitude centerline (final approach course) without executing reporting feature of the aircraft transponder and any other portion of the traffic pattern. ADS−B Out. It is issued when a verbally reported (See TRAFFIC PATTERN.) altitude varies by 300 feet or more from the automatic altitude report. STRAIGHT-IN LANDING− A landing made on a (See ALTITUDE READOUT.) runway aligned within 30 of the final approach (See TRANSPONDER.) course following completion of an instrument approach. STOP AND GO− A procedure wherein an aircraft (See STRAIGHT-IN APPROACH IFR.) will land, make a complete stop on the runway, and then commence a takeoff from that point. STRAIGHT-IN LANDING MINIMUMS− (See LOW APPROACH.) (See LANDING MINIMUMS.) (See OPTION APPROACH.) STRAIGHT-IN MINIMUMS− STOP BURST− (See STRAIGHT-IN LANDING MINIMUMS.) (See STOP STREAM.) STRATEGIC PLANNING− Planning whereby STOP BUZZER− solutions are sought to resolve potential conflicts. (See STOP STREAM.) sUAS− STOP SQUAWK (Mode or Code)− Used by ATC to (See SMALL UNMANNED AIRCRAFT instruct a pilot to stop transponder and ADS−B SYSTEM.)

PCG S−8 6/17/21 Pilot/Controller Glossary

SUBSTITUTE ROUTE− A route assigned to pilots SURFACE AREA− The airspace contained by the when any part of an airway or route is unusable lateral boundary of the Class B, C, D, or E airspace because of NAVAID status. These routes consist of: designated for an airport that begins at the surface and extends upward. a. Substitute routes which are shown on U.S. Government charts. SURPIC− A description of surface vessels in the area of a Search and Rescue incident including their b. Routes defined by ATC as specific NAVAID predicted positions and their characteristics. radials or courses. (Refer to FAA Order JO 7110.65, Para 10−6−4, c. Routes defined by ATC as direct to or between INFLIGHT CONTINGENCIES.) NAVAIDs. SURVEILLANCE APPROACH− An instrument approach wherein the air traffic controller issues SUNSET AND SUNRISE− The mean solar times of instructions, for pilot compliance, based on aircraft sunset and sunrise as published in the Nautical position in relation to the final approach course Almanac, converted to local standard time for the (azimuth), and the distance (range) from the end of locality concerned. Within Alaska, the end of evening the runway as displayed on the controller’s radar civil twilight and the beginning of morning civil scope. The controller will provide recommended twilight, as defined for each locality. altitudes on final approach if requested by the pilot. SUPPLEMENTAL WEATHER SERVICE LOCA- (Refer to AIM.) TION− Airport facilities staffed with contract SWAP− personnel who take weather observations and (See SEVERE WEATHER AVOIDANCE PLAN.) provide current local weather to pilots via telephone SWSL− or radio. (All other services are provided by the parent FSS.) (See SUPPLEMENTAL WEATHER SERVICE LOCATION.) SUPPS− Refers to ICAO Document 7030 Regional SYSTEM STRATEGIC NAVIGATION− Military Supplementary Procedures. SUPPS contain activity accomplished by navigating along a procedures for each ICAO Region which are unique preplanned route using internal aircraft systems to to that Region and are not covered in the worldwide maintain a desired track. This activity normally provisions identified in the ICAO Air Navigation requires a lateral route width of 10 NM and altitude Plan. Procedures contained in Chapter 8 are based in range of 1,000 feet to 6,000 feet AGL with some route part on those published in SUPPS. segments that permit terrain following.

PCG S−9

6/17/21 Pilot/Controller Glossary T

TACAN− this pertains to the act of becoming airborne after (See TACTICAL AIR NAVIGATION.) departing a takeoff area. TACAN-ONLY AIRCRAFT− An aircraft, normally TAKEOFF RUN AVAILABLE (TORA) – The military, possessing TACAN with DME but no VOR runway length declared available and suitable for the navigational system capability. Clearances must ground run of an airplane taking off. specify TACAN or VORTAC fixes and approaches. (See ICAO term TAKEOFF RUN AVAILABLE.) TAKEOFF RUN AVAILABLE [ICAO]− The length TACTICAL AIR NAVIGATION (TCAN)− An of runway declared available and suitable for the ultra-high frequency electronic rho-theta air naviga- ground run of an aeroplane take-off. tion aid which provides suitably equipped aircraft a continuous indication of bearing and distance to the TARGET− The indication shown on a display TACAN station. resulting from a primary radar return, a radar beacon (See VORTAC.) reply, or an ADS−B report. The specific target (Refer to AIM.) symbol presented to ATC may vary based on the surveillance source and automation platform. TAILWIND− Any wind more than 90 degrees to the (See ASSOCIATED.) longitudinal axis of the runway. The magnetic (See DIGITAL TARGET.) direction of the runway shall be used as the basis for (See DIGITIZED RADAR TARGET.) determining the longitudinal axis. (See FUSED TARGET.) (See PRIMARY RADAR TARGET.) TAKEOFF AREA− (See RADAR.) (See LANDING AREA.) (See SECONDARY RADAR TARGET.) TAKEOFF DISTANCE AVAILABLE (TODA)– The (See ICAO term TARGET.) takeoff run available plus the length of any remaining (See UNASSOCIATED.) runway or clearway beyond the far end of the takeoff TARGET [ICAO]− In radar: run available. a. Generally, any discrete object which reflects or (See ICAO term TAKEOFF DISTANCE retransmits energy back to the radar equipment. AVAILABLE.) b. Specifically, an object of radar search or TAKEOFF DISTANCE AVAILABLE [ICAO]− The surveillance. length of the takeoff run available plus the length of TARGET RESOLUTION− A process to ensure that the clearway, if provided. correlated radar targets do not touch. Target TAKEOFF HOLD LIGHTS (THL)– The THL resolution must be applied as follows: system is composed of in-pavement lighting in a a. Between the edges of two primary targets or the double, longitudinal row of lights aligned either side edges of the ASR-9/11 primary target symbol. of the runway centerline. The lights are focused b. Between the end of the beacon control slash and toward the arrival end of the runway at the “line up the edge of a primary target. and wait” point, and they extend for 1,500 feet in c. Between the ends of two beacon control slashes. front of the holding aircraft. Illuminated red lights Note 1: Mandatory traffic advisories and safety indicate to an aircraft in position for takeoff or rolling alerts must be issued when this procedure is used. that it is unsafe to takeoff because the runway is Note 2: This procedure must not be used when occupied or about to be occupied by an aircraft or utilizing mosaic radar systems or multi−sensor vehicle. mode. TAKEOFF ROLL − The process whereby an aircraft TARGET SYMBOL− is aligned with the runway centerline and the aircraft (See TARGET.) is moving with the intent to take off. For helicopters, (See ICAO term TARGET.)

PCG T−1 Pilot/Controller Glossary 6/17/21

TARMAC DELAY− The holding of an aircraft on the territories to restrict certain aircraft from operating ground either before departure or after landing with within a defined area on a temporary basis to protect no opportunity for its passengers to deplane. persons or property in the air or on the ground. While not all inclusive, TFRs may be issued for disaster or TARMAC DELAY AIRCRAFT− An aircraft whose hazard situations such as: toxic gas leaks or spills, pilot−in−command has requested to taxi to the ramp, fumes from flammable agents, aircraft accident/in- gate, or alternate deplaning area to comply with the cident sites, aviation or ground resources engaged in Three−hour Tarmac Rule. wildfire suppression, or aircraft relief activities TARMAC DELAY REQUEST− A request by the following a disaster. TFRs may also be issued in pilot−in−command to taxi to the ramp, gate, or support of VIP movements, for reasons of national alternate deplaning location to comply with the security; or when determined necessary for the Three−hour Tarmac Rule. management of air traffic in the vicinity of aerial demonstrations or major sporting events. NAS users TAS− or other interested parties should contact a FSS for (See TERMINAL AUTOMATION SYSTEMS.) TFR information. Additionally, TFR information can TAWS− be found in automated briefings, NOTAM publica- (See TERRAIN AWARENESS WARNING tions, and on the internet at http://www.faa.gov. The SYSTEM.) FAA also distributes TFR information to aviation user groups for further dissemination. TAXI− The movement of an airplane under its own power on the surface of an airport (14 CFR TENTATIVE CALCULATED LANDING TIME Section 135.100 [Note]). Also, it describes the (TCLT)− A projected time calculated for adapted surface movement of helicopters equipped with vertex for each arrival aircraft based upon runway wheels. configuration, airport acceptance rate, airport arrival (See AIR TAXI.) delay period, and other metered arrival aircraft. This (See HOVER TAXI.) time is either the VTA of the aircraft or the (Refer to 14 CFR Section 135.100.) TCLT/ACLT of the previous aircraft plus the AAI, (Refer to AIM.) whichever is later. This time will be updated in response to an aircraft’s progress and its current TAXI PATTERNS− Patterns established to illustrate relationship to other arrivals. the desired flow of ground traffic for the different runways or airport areas available for use. TERMINAL AREA− A general term used to describe airspace in which approach control service or airport TCAS− traffic control service is provided. (See TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM.) TERMINAL AREA FACILITY− A facility providing air traffic control service for arriving and TCH− departing IFR, VFR, Special VFR, and on occasion (See THRESHOLD CROSSING HEIGHT.) en route aircraft. TCLT− (See APPROACH CONTROL FACILITY.) (See TENTATIVE CALCULATED LANDING (See TOWER.) TIME.) TERMINAL AUTOMATION SYSTEMS (TAS)− TDLS− TAS is used to identify the numerous automated tracking systems including STARS and MEARTS. (See TERMINAL DATA LINK SYSTEM.) TERMINAL DATA LINK SYSTEM (TDLS)− A TDZE− system that provides Digital Automatic Terminal (See TOUCHDOWN ZONE ELEVATION.) Information Service (D−ATIS) both on a specified TEMPORARY FLIGHT RESTRICTION (TFR)− A radio frequency and also, for subscribers, in a text TFR is a regulatory action issued by the FAA via the message via data link to the cockpit or to a gate U.S. NOTAM System, under the authority of United printer. TDLS also provides Pre−departure Clear- States Code, Title 49. TFRs are issued within the ances (PDC), at selected airports, to subscribers, sovereign airspace of the United States and its through a service provider, in text to the cockpit or to

PCG T−2 6/17/21 Pilot/Controller Glossary

a gate printer. In addition, TDLS will emulate the of aircraft based on IFR, VFR, and/or weight, and Flight Data Input/Output (FDIO) information within sequencing of VFR arrivals to the primary airport(s). the control tower. (See CONTROLLED AIRSPACE.) (See TERMINAL RADAR SERVICE AREA.) TERMINAL RADAR SERVICE AREA− Airspace (Refer to AIM.) surrounding designated airports wherein ATC (Refer to CHART SUPPLEMENT U.S.) provides radar vectoring, sequencing, and separation TERMINAL-VERY HIGH FREQUENCY OMNI- on a full-time basis for all IFR and participating VFR DIRECTIONAL RANGE STATION (TVOR)− A aircraft. The AIM contains an explanation of TRSA. very high frequency terminal omnirange station TRSAs are depicted on VFR aeronautical charts. located on or near an airport and used as an approach Pilot participation is urged but is not mandatory. aid. (See NAVIGATIONAL AID.) TERMINAL VFR RADAR SERVICE− A national (See VOR.) program instituted to extend the terminal radar TERRAIN AWARENESS WARNING SYSTEM services provided instrument flight rules (IFR) (TAWS)− An on−board, terrain proximity alerting aircraft to visual flight rules (VFR) aircraft. The system providing the aircrew ‘Low Altitude program is divided into four types service referred to warnings’ to allow immediate pilot action. as basic radar service, terminal radar service area (TRSA) service, Class B service and Class C service. TERRAIN FOLLOWING− The flight of a military The type of service provided at a particular location aircraft maintaining a constant AGL altitude above is contained in the Chart Supplement U.S. the terrain or the highest obstruction. The altitude of the aircraft will constantly change with the varying a. Basic Radar Service− These services are terrain and/or obstruction. provided for VFR aircraft by all commissioned TETRAHEDRON− A device normally located on terminal radar facilities. Basic radar service includes uncontrolled airports and used as a landing direction safety alerts, traffic advisories, limited radar indicator. The small end of a tetrahedron points in the vectoring when requested by the pilot, and direction of landing. At controlled airports, the sequencing at locations where procedures have been tetrahedron, if installed, should be disregarded established for this purpose and/or when covered by because tower instructions supersede the indicator. a letter of agreement. The purpose of this service is to (See SEGMENTED CIRCLE.) adjust the flow of arriving IFR and VFR aircraft into (Refer to AIM.) the traffic pattern in a safe and orderly manner and to provide traffic advisories to departing VFR aircraft. TF− (See TERRAIN FOLLOWING.) b. TRSA Service− This service provides, in addition to basic radar service, sequencing of all IFR THAT IS CORRECT− The understanding you have and participating VFR aircraft to the primary airport is right. and separation between all participating VFR THA− aircraft. The purpose of this service is to provide (See TRANSITIONAL HAZARD AREA.) separation between all participating VFR aircraft and THREE−HOUR TARMAC RULE– Rule that relates all IFR aircraft operating within the area defined as a to Department of Transportation (DOT) requirements TRSA. placed on airlines when tarmac delays are anticipated c. Class C Service− This service provides, in to reach 3 hours. addition to basic radar service, approved separation 360 OVERHEAD− between IFR and VFR aircraft, and sequencing of (See OVERHEAD MANEUVER.) VFR aircraft, and sequencing of VFR arrivals to the primary airport. THRESHOLD− The beginning of that portion of the runway usable for landing. d. Class B Service− This service provides, in (See AIRPORT LIGHTING.) addition to basic radar service, approved separation (See DISPLACED THRESHOLD.)

PCG T−3 Pilot/Controller Glossary 6/17/21

THRESHOLD CROSSING HEIGHT− The TIS−B− theoretical height above the runway threshold at (See TRAFFIC INFORMATION which the aircraft’s glideslope antenna would be if SERVICE−BROADCAST.) the aircraft maintains the trajectory established by the TMPA− mean ILS glideslope or the altitude at which the (See TRAFFIC MANAGEMENT PROGRAM calculated glidepath of an RNAV or GPS approaches. ALERT.) (See GLIDESLOPE.) TMU− (See THRESHOLD.) (See TRAFFIC MANAGEMENT UNIT.) THRESHOLD LIGHTS− TODA− (See TAKEOFF DISTANCE AVAILABLE.) (See AIRPORT LIGHTING.) (See ICAO term TAKEOFF DISTANCE AVAILABLE.) TIE-IN FACILITY– The FSS primarily responsible for providing FSS services, including telecommu- TOI− nications services for landing facilities or (See TRACK OF INTEREST.) navigational aids located within the boundaries of a TOP ALTITUDE− In reference to SID published flight plan area (FPA). Three-letter identifiers are altitude restrictions, the charted “maintain” altitude assigned to each FSS/FPA and are annotated as tie-in contained in the procedure description or assigned by facilities in the Chart Supplement U.S., the Alaska ATC. Supplement, the Pacific Supplement, and FAA Order JO 7350.9, Location Identifiers. Large consolidated TORA− FSS facilities may have many tie-in facilities or FSS (See TAKEOFF RUN AVAILABLE.) sectors within one facility. (See ICAO term TAKEOFF RUN AVAILABLE.) (See FLIGHT PLAN AREA.) TORCHING− The burning of fuel at the end of an (See FLIGHT SERVICE STATION.) exhaust pipe or stack of a reciprocating aircraft engine, the result of an excessive richness in the fuel TIME−BASED FLOW MANAGEMENT (TBFM)− air mixture. The hardware, software, methods, processes, and TOS− initiatives to manage air traffic flows based on time (See TRAJECTORY OPTIONS SET) to balance air traffic demand with system capacity, TOTAL ESTIMATED ELAPSED TIME [ICAO]− and support the management of PBN. This includes, For IFR flights, the estimated time required from but not limited to, Adjacent Center Metering (ACM), takeoff to arrive over that designated point, defined En Route Departure Capability (EDC), by reference to navigation aids, from which it is Ground−based Interval Management-Spacing intended that an instrument approach procedure will (GIM-S), Integrated Departure/Arrival Capability be commenced, or, if no navigation aid is associated (IDAC), Single Center Metering (SCM), with the destination aerodrome, to arrive over the Time−Based Metering (TBM), Time−Based destination aerodrome. For VFR flights, the Scheduling (TBS), and Extended/Coupled Metering. estimated time required from takeoff to arrive over the destination aerodrome. TIME GROUP− Four digits representing the hour and minutes from the Coordinated Universal Time (See ICAO term ESTIMATED ELAPSED TIME.) (UTC) clock. FAA uses UTC for all operations. The TOUCH-AND-GO− An operation by an aircraft that term “ZULU” may be used to denote UTC. The word lands and departs on a runway without stopping or “local” or the time zone equivalent shall be used to exiting the runway. denote local when local time is given during radio and TOUCH-AND-GO LANDING− telephone communications. When written, a time (See TOUCH-AND-GO.) zone designator is used to indicate local time; e.g., “0205M” (Mountain). The local time may be based TOUCHDOWN− on the 24-hour clock system. The day begins at 0000 a. The point at which an aircraft first makes and ends at 2359. contact with the landing surface.

PCG T−4 6/17/21 Pilot/Controller Glossary

b. Concerning a precision radar approach (PAR), TOWER EN ROUTE CONTROL SERVICE− The it is the point where the glide path intercepts the control of IFR en route traffic within delegated landing surface. airspace between two or more adjacent approach (See ICAO term TOUCHDOWN.) control facilities. This service is designed to expedite traffic and reduce control and pilot communication TOUCHDOWN [ICAO]− The point where the requirements. nominal glide path intercepts the runway. TOWER TO TOWER− Note: Touchdown as defined above is only a datum and is not necessarily the actual point at which the (See TOWER EN ROUTE CONTROL aircraft will touch the runway. SERVICE.) TRACEABLE PRESSURE STANDARD− The TOUCHDOWN RVR− facility station pressure instrument, with certifica- (See VISIBILITY.) tion/calibration traceable to the National Institute of Standards and Technology. Traceable pressure TOUCHDOWN ZONE− The first 3,000 feet of the standards may be mercurial barometers, commis- runway beginning at the threshold. The area is used sioned ASOS or dual transducer AWOS, or portable for determination of Touchdown Zone Elevation in pressure standards or DASI. the development of straight-in landing minimums for instrument approaches. TRACK− The actual flight path of an aircraft over the (See ICAO term TOUCHDOWN ZONE.) surface of the earth. (See COURSE.) TOUCHDOWN ZONE [ICAO]− The portion of a (See FLIGHT PATH.) runway, beyond the threshold, where it is intended (See ROUTE.) landing aircraft first contact the runway. (See ICAO term TRACK.) TOUCHDOWN ZONE ELEVATION− The highest TRACK [ICAO]− The projection on the earth’s elevation in the first 3,000 feet of the landing surface. surface of the path of an aircraft, the direction of TDZE is indicated on the instrument approach which path at any point is usually expressed in procedure chart when straight-in landing minimums degrees from North (True, Magnetic, or Grid). are authorized. TRACK OF INTEREST (TOI)− Displayed data (See TOUCHDOWN ZONE.) representing an airborne object that threatens or has TOUCHDOWN ZONE LIGHTING− the potential to threaten North America or National Security. Indicators may include, but are not limited (See AIRPORT LIGHTING.) to: noncompliance with air traffic control instructions TOWER− A terminal facility that uses air/ground or aviation regulations; extended loss of communica- communications, visual signaling, and other devices tions; unusual transmissions or unusual flight to provide ATC services to aircraft operating in the behavior; unauthorized intrusion into controlled vicinity of an airport or on the movement area. airspace or an ADIZ; noncompliance with issued Authorizes aircraft to land or takeoff at the airport flight restrictions/security procedures; or unlawful controlled by the tower or to transit the Class D interference with airborne flight crews, up to and airspace area regardless of flight plan or weather including hijack. In certain circumstances, an object conditions (IFR or VFR). A tower may also provide may become a TOI based on specific and credible approach control services (radar or nonradar). intelligence pertaining to that particular aircraft/ (See AIRPORT TRAFFIC CONTROL SERVICE.) object, its passengers, or its cargo. (See APPROACH CONTROL FACILITY.) TRACK OF INTEREST RESOLUTION− A TOI (See APPROACH CONTROL SERVICE.) will normally be considered resolved when: the (See MOVEMENT AREA.) aircraft/object is no longer airborne; the aircraft (See TOWER EN ROUTE CONTROL complies with air traffic control instructions, aviation SERVICE.) regulations, and/or issued flight restrictions/security (See ICAO term AERODROME CONTROL procedures; radio contact is re−established and TOWER.) authorized control of the aircraft is verified; the (Refer to AIM.) aircraft is intercepted and intent is verified to be

PCG T−5 Pilot/Controller Glossary 6/17/21 nonthreatening/nonhostile; TOI was identified based avoidance system based on radar beacon signals on specific and credible intelligence that was later which operates independent of ground-based equip- determined to be invalid or unreliable; or displayed ment. TCAS-I generates traffic advisories only. data is identified and characterized as invalid. TCAS-II generates traffic advisories, and resolution (collision avoidance) advisories in the vertical plane. TRAFFIC−

a. A term used by a controller to transfer radar TRAFFIC INFORMATION− identification of an aircraft to another controller for (See TRAFFIC ADVISORIES.) the purpose of coordinating separation action. Traffic TRAFFIC INFORMATION SERVICE−BROAD- is normally issued: CAST (TIS−B)− The broadcast of ATC derived 1. In response to a handoff or point out, traffic information to ADS−B equipped (1090ES or UAT) aircraft. The source of this traffic information 2. In anticipation of a handoff or point out, or is derived from ground−based air traffic surveillance 3. In conjunction with a request for control of an sensors, typically from radar targets. TIS−B service aircraft. will be available throughout the NAS where there are b. A term used by ATC to refer to one or more both adequate surveillance coverage (radar) and aircraft. adequate broadcast coverage from ADS−B ground stations. Loss of TIS−B will occur when an aircraft TRAFFIC ADVISORIES− Advisories issued to alert enters an area not covered by the GBT network. If this pilots to other known or observed air traffic which occurs in an area with adequate surveillance coverage may be in such proximity to the position or intended (radar), nearby aircraft that remain within the route of flight of their aircraft to warrant their adequate broadcast coverage (ADS−B) area will view attention. Such advisories may be based on: the first aircraft. TIS−B may continue when an a. Visual observation. aircraft enters an area with inadequate surveillance b. Observation of radar identified and nonidenti- coverage (radar); nearby aircraft that remain within fied aircraft targets on an ATC radar display, or the adequate broadcast coverage (ADS−B) area will c. Verbal reports from pilots or other facilities. not view the first aircraft. Note 1: The word “traffic” followed by additional TRAFFIC IN SIGHT− Used by pilots to inform a information, if known, is used to provide such controller that previously issued traffic is in sight. advisories; e.g., “Traffic, 2 o’clock, one zero miles, (See NEGATIVE CONTACT.) southbound, eight thousand.” (See TRAFFIC ADVISORIES.) Note 2: Traffic advisory service will be provided to TRAFFIC MANAGEMENT PROGRAM ALERT− the extent possible depending on higher priority A term used in a Notice to Airmen (NOTAM) issued duties of the controller or other limitations; e.g., in conjunction with a special traffic management radar limitations, volume of traffic, frequency program to alert pilots to the existence of the program congestion, or controller workload. Radar/ nonradar traffic advisories do not relieve the pilot and to refer them to a special traffic management of his/her responsibility to see and avoid other program advisory message for program details. The aircraft. Pilots are cautioned that there are many contraction TMPA is used in NOTAM text. times when the controller is not able to give traffic TRAFFIC MANAGEMENT UNIT− The entity in advisories concerning all traffic in the aircraft’s ARTCCs and designated terminals directly involved proximity; in other words, when a pilot requests or in the active management of facility traffic. Usually is receiving traffic advisories, he/she should not under the direct supervision of an assistant manager assume that all traffic will be issued. for traffic management. (Refer to AIM.) TRAFFIC NO FACTOR− Indicates that the traffic TRAFFIC ALERT (aircraft call sign), TURN described in a previously issued traffic advisory is no (left/right) IMMEDIATELY, (climb/descend) AND factor. MAINTAIN (altitude). TRAFFIC NO LONGER OBSERVED− Indicates (See SAFETY ALERT.) that the traffic described in a previously issued traffic TRAFFIC ALERT AND COLLISION AVOID- advisory is no longer depicted on radar, but may still ANCE SYSTEM (TCAS)− An airborne collision be a factor.

PCG T−6 6/17/21 Pilot/Controller Glossary

TRAFFIC PATTERN− The traffic flow that is TRAJECTORY MODELING− The automated pro- prescribed for aircraft landing at, taxiing on, or taking cess of calculating a trajectory. off from an airport. The components of a typical traffic pattern are upwind leg, crosswind leg, TRAJECTORY OPTIONS SET (TOS)− A TOS is an downwind leg, base leg, and final approach. electronic message, submitted by the operator, that is used by the Collaborative Trajectory Options a. Upwind Leg− A flight path parallel to the Program (CTOP) to manage the airspace captured in landing runway in the direction of landing. the traffic management program. The TOS will allow b. Crosswind Leg− A flight path at right angles to the operator to express the route and delay trade-off the landing runway off its upwind end. options that they are willing to accept. c. Downwind Leg− A flight path parallel to the TRANSFER OF CONTROL− That action whereby landing runway in the direction opposite to landing. the responsibility for the separation of an aircraft is The downwind leg normally extends between the transferred from one controller to another. crosswind leg and the base leg. (See ICAO term TRANSFER OF CONTROL.) d. Base Leg− A flight path at right angles to the TRANSFER OF CONTROL [ICAO]− Transfer of landing runway off its approach end. The base leg responsibility for providing air traffic control service. normally extends from the downwind leg to the intersection of the extended runway centerline. TRANSFERRING CONTROLLER− A controller/ e. Final Approach− A flight path in the direction facility transferring control of an aircraft to another of landing along the extended runway centerline. The controller/facility. final approach normally extends from the base leg to (See ICAO term TRANSFERRING the runway. An aircraft making a straight-in approach UNIT/CONTROLLER.) VFR is also considered to be on final approach. TRANSFERRING FACILITY− (See STRAIGHT-IN APPROACH VFR.) (See TRANSFERRING CONTROLLER.) (See TAXI PATTERNS.) TRANSFERRING UNIT/CONTROLLER [ICAO]− (See ICAO term AERODROME TRAFFIC CIRCUIT.) Air traffic control unit/air traffic controller in the process of transferring the responsibility for (Refer to 14 CFR Part 91.) providing air traffic control service to an aircraft to (Refer to AIM.) the next air traffic control unit/air traffic controller TRAFFIC SITUATION DISPLAY (TSD)− TSD is a along the route of flight. computer system that receives radar track data from Note: See definition of accepting unit/controller. all 20 CONUS ARTCCs, organizes this data into a mosaic display, and presents it on a computer screen. TRANSITION− The display allows the traffic management coordina- a. The general term that describes the change from tor multiple methods of selection and highlighting of one phase of flight or flight condition to another; e.g., individual aircraft or groups of aircraft. The user has transition from en route flight to the approach or the option of superimposing these aircraft positions transition from instrument flight to visual flight. over any number of background displays. These b. A published procedure (DP Transition) used to background options include ARTCC boundaries, any connect the basic DP to one of several en route stratum of en route sector boundaries, fixes, airways, airways/jet routes, or a published procedure (STAR military and other special use airspace, airports, and Transition) used to connect one of several en route geopolitical boundaries. By using the TSD, a airways/jet routes to the basic STAR. coordinator can monitor any number of traffic (Refer to DP/STAR Charts.) situations or the entire systemwide traffic flows. TRANSITION POINT− A point at an adapted TRAJECTORY− A EDST representation of the path number of miles from the vertex at which an arrival an aircraft is predicted to fly based upon a Current aircraft would normally commence descent from its Plan or Trial Plan. en route altitude. This is the first fix adapted on the (See EN ROUTE DECISION SUPPORT TOOL.) arrival speed segments.

PCG T−7 Pilot/Controller Glossary 6/17/21

TRANSITION WAYPOINT− The waypoint that reply has been observed and its position correlated for defines the beginning of a runway or en route transit through the designated area. transition on an RNAV SID or STAR. TRIAL PLAN− A proposed amendment which TRANSITIONAL AIRSPACE− That portion of utilizes automation to analyze and display potential controlled airspace wherein aircraft change from one conflicts along the predicted trajectory of the selected phase of flight or flight condition to another. aircraft. TRANSITIONAL HAZARD AREA (THA)− Used TRSA− by ATC. Airspace normally associated with an (See TERMINAL RADAR SERVICE AREA.) Aircraft Hazard Area within which the flight of aircraft is subject to restrictions. TSD− (See AIRCRAFT HAZARD AREA.) (See TRAFFIC SITUATION DISPLAY.) (See CONTINGENCY HAZARD AREA.) TURBOJET AIRCRAFT− An aircraft having a jet (See REFINED HAZARD AREA.) engine in which the energy of the jet operates a TRANSMISSOMETER− An apparatus used to turbine which in turn operates the air compressor. determine visibility by measuring the transmission of TURBOPROP AIRCRAFT− An aircraft having a jet light through the atmosphere. It is the measurement engine in which the energy of the jet operates a source for determining runway visual range (RVR). turbine which drives the propeller. (See VISIBILITY.) TURBULENCE− An atmospheric phenomenon that TRANSMITTING IN THE BLIND− A transmis- causes changes in aircraft altitude, attitude, and or sion from one station to other stations in airspeed with aircraft reaction depending on circumstances where two-way communication intensity. Pilots report turbulence intensity according cannot be established, but where it is believed that the to aircraft’s reaction as follows: called stations may be able to receive the transmission. a. Light − Causes slight, erratic changes in altitude and or attitude (pitch, roll, or yaw). TRANSPONDER− The airborne radar beacon b. Moderate− Similar to Light but of greater receiver/transmitter portion of the Air Traffic Control intensity. Changes in altitude and or attitude occur Radar Beacon System (ATCRBS) which automati- but the aircraft remains in positive control at all times. cally receives radio signals from interrogators on the It usually causes variations in indicated airspeed. ground, and selectively replies with a specific reply pulse or pulse group only to those interrogations c. Severe− Causes large, abrupt changes in altitude being received on the mode to which it is set to and or attitude. It usually causes large variations in respond. indicated airspeed. Aircraft may be momentarily out of control. (See INTERROGATOR.) (See ICAO term TRANSPONDER.) d. Extreme− The aircraft is violently tossed about (Refer to AIM.) and is practically impossible to control. It may cause structural damage. TRANSPONDER [ICAO]− A receiver/transmitter (See CHOP.) which will generate a reply signal upon proper (Refer to AIM.) interrogation; the interrogation and reply being on different frequencies. TURN ANTICIPATION− (maneuver anticipation). TRANSPONDER CODES− TVOR− (See CODES.) (See TERMINAL-VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE STATION.) TRANSPONDER OBSERVED − Phraseology used to inform a VFR pilot the aircraft’s assigned beacon TWO-WAY RADIO COMMUNICATIONS FAIL- code and position have been observed. Specifically, URE− this term conveys to a VFR pilot the transponder (See LOST COMMUNICATIONS.)

PCG T−8 6/17/21 Pilot/Controller Glossary U

UHF− UNMANNED AIRCRAFT (UA)- A device used or (See ULTRAHIGH FREQUENCY.) intended to be used for flight that has no onboard pilot. This device can be any type of airplane, ULTRAHIGH FREQUENCY (UHF)− The frequen- helicopter, airship, or powered-lift aircraft. cy band between 300 and 3,000 MHz. The bank of Unmanned free balloons, moored balloons, tethered radio frequencies used for military air/ground voice aircraft, gliders, and unmanned rockets are not communications. In some instances this may go as considered to be a UA. low as 225 MHz and still be referred to as UHF. UNMANNED AIRCRAFT SYSTEM (UAS)- An ULTRALIGHT VEHICLE− A single-occupant unmanned aircraft and its associated elements related aeronautical vehicle operated for sport or recreational to safe operations, which may include control purposes which does not require FAA registration, an stations (ground, ship, or air based), control links, airworthiness certificate, or pilot certification. support equipment, payloads, flight termination Operation of an ultralight vehicle in certain airspace systems, and launch/recovery equipment. It consists requires authorization from ATC. of three elements: unmanned aircraft, control station, (Refer to 14 CFR Part 103.) and data link.

UNABLE− Indicates inability to comply with a UNPUBLISHED ROUTE− A route for which no specific instruction, request, or clearance. minimum altitude is published or charted for pilot UNASSOCIATED− A radar target that does not use. It may include a direct route between NAVAIDs, display a data block with flight identification and a radial, a radar vector, or a final approach course altitude information. beyond the segments of an instrument approach (See ASSOCIATED.) procedure. (See PUBLISHED ROUTE.) UNCONTROLLED AIRSPACE− Airspace in which (See ROUTE.) aircraft are not subject to controlled airspace (Class A, B, C, D, or E) separation criteria. UNRELIABLE (GPS/WAAS)− An advisory to pilots indicating the expected level of service of the UNDER THE HOOD− Indicates that the pilot is GPS and/or WAAS may not be available. Pilots must using a hood to restrict visibility outside the cockpit then determine the adequacy of the signal for desired while simulating instrument flight. An appropriately use. rated pilot is required in the other control seat while this operation is being conducted. UNSERVICEABLE (U/S) (Refer to 14 CFR Part 91.) (See OUT OF SERVICE/UNSERVICEABLE.) UNFROZEN− The Scheduled Time of Arrival (STA) UPWIND LEG− tags, which are still being rescheduled by the (See TRAFFIC PATTERN.) time−based flow management (TBFM) calculations. URGENCY− A condition of being concerned about The aircraft will remain unfrozen until the time the safety and of requiring timely but not immediate corresponding estimated time of arrival (ETA) tag assistance; a potential distress condition. passes the preset freeze horizon for that aircraft’s stream class. At this point the automatic rescheduling (See ICAO term URGENCY.) will stop, and the STA becomes “frozen.” URGENCY [ICAO]− A condition concerning the UNICOM− A nongovernment communication facil- safety of an aircraft or other vehicle, or of person on ity which may provide airport information at certain board or in sight, but which does not require airports. Locations and frequencies of UNICOMs are immediate assistance. shown on aeronautical charts and publications. USAFIB− (See CHART SUPPLEMENT U.S.) (See ARMY AVIATION FLIGHT INFORMATION (Refer to AIM.) BULLETIN.)

PCG U−1

6/17/21 Pilot/Controller Glossary V

VASI− and/or descents and of using very short runways or (See VISUAL APPROACH SLOPE INDICATOR.) small areas for takeoff and landings. These aircraft include, but are not limited to, helicopters.

VCOA− (See SHORT TAKEOFF AND LANDING (See VISUAL CLIMB OVER AIRPORT.) AIRCRAFT.) VDP− VERY HIGH FREQUENCY (VHF)− The frequency (See VISUAL DESCENT POINT.) band between 30 and 300 MHz. Portions of this band, 108 to 118 MHz, are used for certain NAVAIDs; 118 VECTOR− A heading issued to an aircraft to provide to 136 MHz are used for civil air/ground voice navigational guidance by radar. communications. Other frequencies in this band are (See ICAO term RADAR VECTORING.) used for purposes not related to air traffic control. VERIFY− Request confirmation of information; VERY HIGH FREQUENCY OMNIDIRECTION- e.g., “verify assigned altitude.” AL RANGE STATION− VERIFY SPECIFIC DIRECTION OF TAKEOFF (See VOR.) (OR TURNS AFTER TAKEOFF)− Used by ATC to VERY LOW FREQUENCY (VLF)− The frequency ascertain an aircraft’s direction of takeoff and/or band between 3 and 30 kHz. direction of turn after takeoff. It is normally used for VFR− IFR departures from an airport not having a control (See VISUAL FLIGHT RULES.) tower. When direct communication with the pilot is not possible, the request and information may be VFR AIRCRAFT− An aircraft conducting flight in relayed through an FSS, dispatcher, or by other accordance with visual flight rules. means. (See VISUAL FLIGHT RULES.) (See IFR TAKEOFF MINIMUMS AND VFR CONDITIONS− Weather conditions equal to DEPARTURE PROCEDURES.) or better than the minimum for flight under visual VERTEX− The last fix adapted on the arrival speed flight rules. The term may be used as an ATC segments. Normally, it will be the outer marker of the clearance/instruction only when: runway in use. However, it may be the actual a. An IFR aircraft requests a climb/descent in threshold or other suitable common point on the VFR conditions. approach path for the particular runway configura- b. The clearance will result in noise abatement tion. benefits where part of the IFR departure route does VERTEX TIME OF ARRIVAL− A calculated time of not conform to an FAA approved noise abatement aircraft arrival over the adapted vertex for the runway route or altitude. configuration in use. The time is calculated via the c. A pilot has requested a practice instrument optimum flight path using adapted speed segments. approach and is not on an IFR flight plan. Note: All pilots receiving this authorization must VERTICAL NAVIGATION (VNAV)– A function of comply with the VFR visibility and distance from area navigation (RNAV) equipment which calculates, cloud criteria in 14 CFR Part 91. Use of the term displays, and provides vertical guidance to a profile does not relieve controllers of their responsibility to or path. separate aircraft in Class B and Class C airspace or TRSAs as required by FAA Order JO 7110.65. VERTICAL SEPARATION− Separation between When used as an ATC clearance/instruction, the aircraft expressed in units of vertical distance. term may be abbreviated “VFR;” e.g., “MAINTAIN (See SEPARATION.) VFR,” “CLIMB/DESCEND VFR,” etc. VERTICAL TAKEOFF AND LANDING AIR- VFR FLIGHT− CRAFT (VTOL)− Aircraft capable of vertical climbs (See VFR AIRCRAFT.)

PCG V−1 Pilot/Controller Glossary 6/17/21

VFR MILITARY TRAINING ROUTES (VR)− night. Visibility is reported as statute miles, hundreds Routes used by the Department of Defense and of feet or meters. associated Reserve and Air Guard units for the (Refer to 14 CFR Part 91.) purpose of conducting low-altitude navigation and (Refer to AIM.) tactical training under VFR below 10,000 feet MSL a. Flight Visibility− The average forward horizon- at airspeeds in excess of 250 knots IAS. tal distance, from the cockpit of an aircraft in flight, at which prominent unlighted objects may be seen VFR NOT RECOMMENDED− An advisory and identified by day and prominent lighted objects provided by a flight service station to a pilot during may be seen and identified by night. a preflight or inflight weather briefing that flight under visual flight rules is not recommended. To be b. Ground Visibility− Prevailing horizontal visi- given when the current and/or forecast weather bility near the earth’s surface as reported by the conditions are at or below VFR minimums. It does United States National Weather Service or an not abrogate the pilot’s authority to make his/her own accredited observer. decision. c. Prevailing Visibility− The greatest horizontal visibility equaled or exceeded throughout at least half VFR-ON-TOP− ATC authorization for an IFR the horizon circle which need not necessarily be aircraft to operate in VFR conditions at any continuous. appropriate VFR altitude (as specified in 14 CFR and d. Runway Visual Range (RVR)− An instrumen- as restricted by ATC). A pilot receiving this tally derived value, based on standard calibrations, authorization must comply with the VFR visibility, that represents the horizontal distance a pilot will see distance from cloud criteria, and the minimum IFR down the runway from the approach end. It is based altitudes specified in 14 CFR Part 91. The use of this on the sighting of either high intensity runway lights term does not relieve controllers of their responsibil- or on the visual contrast of other targets whichever ity to separate aircraft in Class B and Class C airspace yields the greater visual range. RVR, in contrast to or TRSAs as required by FAA Order JO 7110.65. prevailing or runway visibility, is based on what a VFR TERMINAL AREA CHARTS− pilot in a moving aircraft should see looking down the runway. RVR is horizontal visual range, not slant (See AERONAUTICAL CHART.) visual range. It is based on the measurement of a VFR WAYPOINT− transmissometer made near the touchdown point of (See WAYPOINT.) the instrument runway and is reported in hundreds of feet. RVR, where available, is used in lieu of VHF− prevailing visibility in determining minimums for a (See VERY HIGH FREQUENCY.) particular runway. VHF OMNIDIRECTIONAL RANGE/TACTICAL 1. Touchdown RVR− The RVR visibility AIR NAVIGATION− readout values obtained from RVR equipment (See VORTAC.) serving the runway touchdown zone. 2. Mid-RVR− The RVR readout values obtained VIDEO MAP− An electronically displayed map on from RVR equipment located midfield of the runway. the radar display that may depict data such as airports, 3. Rollout RVR− The RVR readout values heliports, runway centerline extensions, hospital obtained from RVR equipment located nearest the emergency landing areas, NAVAIDs and fixes, rollout end of the runway. reporting points, airway/route centerlines, bound- (See ICAO term FLIGHT VISIBILITY.) aries, handoff points, special use tracks, obstructions, (See ICAO term GROUND VISIBILITY.) prominent geographic features, map alignment (See ICAO term RUNWAY VISUAL RANGE.) indicators, range accuracy marks, and/or minimum (See ICAO term VISIBILITY.) vectoring altitudes. VISIBILITY [ICAO]− The ability, as determined by VISIBILITY− The ability, as determined by atmospheric conditions and expressed in units of atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted distance, to see and identify prominent unlighted objects by day and prominent lighted objects by objects by day and prominent lighted objects by night.

PCG V−2 6/17/21 Pilot/Controller Glossary

a. Flight Visibility− The visibility forward from the MDA to the runway touchdown point may be the cockpit of an aircraft in flight. commenced, provided the approach threshold of that b. Ground Visibility− The visibility at an runway, or approach lights, or other markings aerodrome as reported by an accredited observer. identifiable with the approach end of that runway are clearly visible to the pilot. c. Runway Visual Range [RVR]− The range over which the pilot of an aircraft on the centerline of a VISUAL FLIGHT RULES− Rules that govern the runway can see the runway surface markings or the procedures for conducting flight under visual lights delineating the runway or identifying its conditions. The term “VFR” is also used in the centerline. United States to indicate weather conditions that are equal to or greater than minimum VFR requirements. VISUAL APPROACH− An approach conducted on In addition, it is used by pilots and controllers to an instrument flight rules (IFR) flight plan which indicate type of flight plan. authorizes the pilot to proceed visually and clear of (See INSTRUMENT FLIGHT RULES.) clouds to the airport. The pilot must, at all times, have (See INSTRUMENT METEOROLOGICAL either the airport or the preceding aircraft in sight. CONDITIONS.) This approach must be authorized and under the (See VISUAL METEOROLOGICAL control of the appropriate air traffic control facility. CONDITIONS.) Reported weather at the airport must be: ceiling at or (Refer to 14 CFR Part 91.) above 1,000 feet, and visibility of 3 miles or greater. (Refer to AIM.) (See ICAO term VISUAL APPROACH.) VISUAL HOLDING− The holding of aircraft at VISUAL APPROACH [ICAO]− An approach by an selected, prominent geographical fixes which can be IFR flight when either part or all of an instrument easily recognized from the air. approach procedure is not completed and the (See HOLDING FIX.) approach is executed in visual reference to terrain. VISUAL METEOROLOGICAL CONDITIONS− VISUAL APPROACH SLOPE INDICATOR Meteorological conditions expressed in terms of (VASI)− visibility, distance from cloud, and ceiling equal to or (See AIRPORT LIGHTING.) better than specified minima. (See INSTRUMENT FLIGHT RULES.) VISUAL CLIMB OVER AIRPORT (VCOA)− A (See INSTRUMENT METEOROLOGICAL departure option for an IFR aircraft, operating in CONDITIONS.) visual meteorological conditions equal to or greater (See VISUAL FLIGHT RULES.) than the specified visibility and ceiling, to visually VISUAL OBSERVER (VO)− A person who is conduct climbing turns over the airport to the designated by the remote pilot in command to assist published “climb−to” altitude from which to proceed the remote pilot in command and the person with the instrument portion of the departure. VCOA operating the flight controls of the small UAS procedures are developed to avoid obstacles greater (sUAS) to see and avoid other air traffic or objects than 3 statute miles from the departure end of the aloft or on the ground. runway as an alternative to complying with climb gradients greater than 200 feet per nautical mile. VISUAL SEGMENT− Pilots are responsible to advise ATC as early as (See PUBLISHED INSTRUMENT APPROACH possible of the intent to fly the VCOA option prior to PROCEDURE VISUAL SEGMENT.) departure. These textual procedures are published in VISUAL SEPARATION− A means employed by the ‘Take−Off Minimums and (Obstacle) Departure ATC to separate aircraft in terminal areas and en route Procedures’ section of the Terminal Procedures airspace in the NAS. There are two ways to effect this Publications and/or appear as an option on a Graphic separation: ODP. a. The tower controller sees the aircraft involved (See AIM.) and issues instructions, as necessary, to ensure that VISUAL DESCENT POINT− A defined point on the the aircraft avoid each other. final approach course of a nonprecision straight-in b. A pilot sees the other aircraft involved and upon approach procedure from which normal descent from instructions from the controller provides his/her own

PCG V−3 Pilot/Controller Glossary 6/17/21 separation by maneuvering his/her aircraft as VORTICES− Circular patterns of air created by the necessary to avoid it. This may involve following movement of an airfoil through the air when another aircraft or keeping it in sight until it is no generating lift. As an airfoil moves through the longer a factor. atmosphere in sustained flight, an area of area of low (See SEE AND AVOID.) pressure is created above it. The air flowing from the (Refer to 14 CFR Part 91.) high pressure area to the low pressure area around and about the tips of the airfoil tends to roll up into two VLF− rapidly rotating vortices, cylindrical in shape. These (See VERY LOW FREQUENCY.) vortices are the most predominant parts of aircraft VMC− wake turbulence and their rotational force is (See VISUAL METEOROLOGICAL dependent upon the wing loading, gross weight, and CONDITIONS.) speed of the generating aircraft. The vortices from VOICE SWITCHING AND CONTROL SYSTEM medium to super aircraft can be of extremely high (VSCS)− A computer controlled switching system velocity and hazardous to smaller aircraft. that provides air traffic controllers with all voice (See AIRCRAFT CLASSES.) circuits (air to ground and ground to ground) (See WAKE TURBULENCE.) necessary for air traffic control. (Refer to AIM.) (Refer to AIM.) VOR− A ground-based electronic navigation aid VOT− A ground facility which emits a test signal to transmitting very high frequency navigation signals, check VOR receiver accuracy. Some VOTs are 360 degrees in azimuth, oriented from magnetic available to the user while airborne, and others are north. Used as the basis for navigation in the National limited to ground use only. Airspace System. The VOR periodically identifies (See CHART SUPPLEMENT U.S.) itself by Morse Code and may have an additional (Refer to 14 CFR Part 91.) voice identification feature. Voice features may be (Refer to AIM.) used by ATC or FSS for transmitting instructions/information to pilots. VR− (See NAVIGATIONAL AID.) (See VFR MILITARY TRAINING ROUTES.) (Refer to AIM.) VOR TEST SIGNAL− VSCS− (See VOT.) (See VOICE SWITCHING AND CONTROL VORTAC− A navigation aid providing VOR SYSTEM.) azimuth, TACAN azimuth, and TACAN distance measuring equipment (DME) at one site. VTA− (See DISTANCE MEASURING EQUIPMENT.) (See VERTEX TIME OF ARRIVAL.) (See NAVIGATIONAL AID.) (See TACAN.) VTOL AIRCRAFT− (See VOR.) (See VERTICAL TAKEOFF AND LANDING (Refer to AIM.) AIRCRAFT.)

PCG V−4 6/17/21 Pilot/Controller Glossary W

WA− a. In conjunction with ATC instructions, gives the (See AIRMET.) pilot the latitude to delay compliance until a (See WEATHER ADVISORY.) condition or event has been reconciled. Unlike “pilot discretion,” when instructions are prefaced “when WAAS− able,” the pilot is expected to seek the first (See WIDE-AREA AUGMENTATION SYSTEM.) opportunity to comply. WAKE TURBULENCE− A phenomenon that occurs b. In conjunction with a weather deviation when an aircraft develops lift and forms a pair of clearance, requires the pilot to determine when he/she counter−rotating vortices. is clear of weather, then execute ATC instructions. (See AIRCRAFT CLASSES.) c. Once a maneuver has been initiated, the pilot is (See VORTICES.) expected to continue until the specifications of the instructions have been met. “When able,” should not (Refer to AIM.) be used when expeditious compliance is required. WARNING AREA− WIDE-AREA AUGMENTATION SYSTEM (See SPECIAL USE AIRSPACE.) (WAAS)− The WAAS is a satellite navigation system WAYPOINT− A predetermined geographical posi- consisting of the equipment and software which tion used for route/instrument approach definition, augments the GPS Standard Positioning Service progress reports, published VFR routes, visual (SPS). The WAAS provides enhanced integrity, reporting points or points for transitioning and/or accuracy, availability, and continuity over and above circumnavigating controlled and/or special use GPS SPS. The differential correction function airspace, that is defined relative to a VORTAC station provides improved accuracy required for precision or in terms of latitude/longitude coordinates. approach. WIDE AREA MULTILATERATION (WAM)– A WEATHER ADVISORY− In aviation weather distributed surveillance technology which may forecast practice, an expression of hazardous weather utilize any combination of signals from Air Traffic conditions not predicted in the Aviation Surface Control Radar Beacon System (ATCRBS) (Modes A Forecast, Aviation Cloud Forecast, or area forecast, and C) and Mode S transponders, and ADS-B as they affect the operation of air traffic and as transmissions. Multiple geographically dispersed prepared by the NWS. ground sensors measure the time-of-arrival of the (See AIRMET.) transponder messages. Aircraft position is deter- (See SIGMET.) mined by joint processing of the time-difference-of-arrival (TDOA) measurements WEATHER RECONNAISSANCE AREA (WRA)− computed between a reference and the ground A WRA is airspace with defined dimensions and stations’ measured time-of-arrival. published by Notice to Airmen, which is established to support weather reconnaissance/research flights. WILCO− I have received your message, understand Air traffic control services are not provided within it, and will comply with it. WRAs. Only participating weather reconnaissance/ WIND GRID DISPLAY− A display that presents the rd research aircraft from the 53 Weather latest forecasted wind data overlaid on a map of the Reconnaissance Squadron and National Oceanic and ARTCC area. Wind data is automatically entered and Atmospheric Administration Aircraft Operations updated periodically by transmissions from the Center are permitted to operate within a WRA. A National Weather Service. Winds at specific WRA may only be established in airspace within U.S. altitudes, along with temperatures and air pressure Flight Information Regions outside of U.S. territorial can be viewed. airspace. WIND SHEAR− A change in wind speed and/or wind WHEN ABLE− direction in a short distance resulting in a tearing or

PCG W−1 Pilot/Controller Glossary 6/17/21

shearing effect. It can exist in a horizontal or vertical a. As a request: “Communication is difficult. direction and occasionally in both. Please say every phrase twice.” WIND SHEAR ESCAPE− An unplanned abortive b. As information: “Since communications are maneuver initiated by the pilot in command (PIC) as difficult, every phrase in this message will be spoken a result of onboard cockpit systems. Wind shear twice.” escapes are characterized by maximum thrust climbs WS− in the low altitude terminal environment until wind (See SIGMET.) shear conditions are no longer detected. (See WEATHER ADVISORY.) WING TIP VORTICES− WST− (See VORTICES.) (See CONVECTIVE SIGMET.) WORDS TWICE− (See WEATHER ADVISORY.)

PCG W−2 6/17/21 JO 7110.10BB

Index [References are to page numbers] A ALNOT, 7−4−1 ALTITUDE CHANGE FOR IMPROVED ACKNOWLEDGING FLIGHT NOTIFICATION RECEPTION , 4−2−1 MESSAGES, 5−4−3 ANNOUNCING MISSING ITEMS, 11−1−1 ACTION BY ADDRESSEES, 5−4−3 APPROACH LIGHTING SYSTEM INTENSITY ACTION BY DEPARTURE STATION ON SETTINGS (ALS), 9−1−1 RECEIPT OF QALQ, 7−2−1 APPROACH LIGHTS, 9−1−1 ACTION UPON RECEIPT OF ALNOT , 7−4−1 AREA FORECAST (FA) SCHEDULE, 8−5−1 ACTION UPON RECEIPT OF INREQ, 7−3−1 ARS, 6−1−9 ACTIONS REQUIRED, 4−4−1 ADDITIONAL MESSAGES, 5−3−7 ARTCC RELAY OF VFR MESSAGES , 6−1−9 ADDRESSING MESSAGES, 6−1−4 AUTHORIZATION, 3−5−1 ADIZ REQUIREMENTS FOR INBOUND AND AUTHORIZED FREQUENCIES, 3−4−4 OUTBOUND AIRCRAFT, 6−2−1 Automatic Flight Information Service (AFIS), AFIS, 3−6−1 3−6−1 AIR MOBILE SERVICE (AMS) , 6−1−6 AVIATION SURFACE FORECAST AND AVIATION CLOUD FORECAST ISSUANCE AIR TRAFFIC SERVICE (ATS) MESSAGES , TIMES, 8−5−2 6−1−2 Aviation Surface Forecast/Aviation Cloud AIRCRAFT BOMB THREATS, 4−2−3 Forecast/Area Forecast (FA), FTs, 8−5−1 AIRCRAFT EQUIPMENT CHECKS, 3−4−5 AIRCRAFT EQUIPMENT CODES , 11−1−14 AIRCRAFT IDENTIFICATION, 11−1−11 C AIRCRAFT MOVEMENT SERVICES, 5−6−1 CANADIAN TRANSBORDER, 7−5−1 WITHIN AN ADIZ−DVFR, 5−6−1 CANCELLATION OF ALNOT, 7−4−2 WITHIN AN ADIZ−IFR, 5−6−1 CANCELLATION OF INREQ, 7−3−1 AIRCRAFT ORIENTATION, 4−2−1 AIRCRAFT POSITION PLOTS , 4−2−2 CANCELLATION OF THE QALQ, 7−2−2 AIRCRAFT-REPORTED MALFUNCTIONS, CATEGORIES OF MESSAGES , 6−1−2 3−1−2 CHANGE IN ETA, 5−4−3 AIREP SPECIALS, 6−1−9 Changes, Recommendation for Procedural, 1−1−1, AIREPs (POSITION REPORTS), 6−1−6 1−1−2 Airport Advisory/RAIS ELEMENTS AND CHANGING LIGHTED RUNWAYS, 9−1−2 PHRASEOLOGY, 3−4−2 CHARTS, 3−4−4 Airport Lighting, 9−1−1, 10−1−1 COMMUNICATIONS SEARCH, 7−2−1 AIRWAYS AND ROUTES, 11−1−15 COMMUNICATIONS SERVICE , 5−1−1 ALERTING CONTROL FACILITY, 4−2−1 CONDUCT OF ABBREVIATED BRIEFING, ALERTING MESSAGE CONTENTS , 6−3−1 2−2−2 ALERTING PHASES, 6−3−1 CONDUCT OF OUTLOOK BRIEFING, 2−2−3

Index I−1 JO 7110.10BB 6/17/21

[References are to page numbers]

CONDUCT OF STANDARD BRIEFING, 2−2−1 F CONTROL MESSAGES FOR FORMATTED IFR FLIGHT PLANS, 5−3−2 FACILITY IDENTIFICATION, 11−1−11 CONVECTIVE OUTLOOK NARRATIVE (AC) , Flight Data 8−6−1 Flight Plan Handling, 5−4−1 Flight Plan Proposals, 5−2−1, 5−2−3 COORDINATE RNAV ROUTES, 5−3−8 Flight Plans with Area Navigation (RNAV) Routes in Domestic U.S. Airspace, 5−2−3 CUSTOMS REQUIREMENTS FOR INBOUND General, 5−1−1 AND OUTBOUND AIRCRAFT, 6−2−1 IFR Flight Plan Handling, 5−3−1, 5−3−2, 5−3−8 IFR/DVFR ADIZ Flight Plans, 5−6−1 Military Operations, 5−5−1 D Nonemergency Parachute Jumping, 5−7−1 FLIGHT PLAN ACTIVATION, 5−4−1 Data Communication System, 12−1−1 FLIGHT PLAN CHANGES AND DATA TO BE INCLUDED IN PIREPs, 8−2−2 CANCELLATIONS , 6−1−5 DEPARTURE MESSAGE, 5−4−1 FLIGHT PLAN CLOSURE, 5−4−4 DEPARTURE REPORT MESSAGE , 5−4−1 FLIGHT PLAN DATA, 5−1−1 DESCRIPTION OF AIRCRAFT TYPES , FLIGHT PLAN FORMS AND INSTRUCTIONS , 11−1−14 6−1−4 Duty FLIGHT PLAN RECORDING, 5−2−1 Familiarization and Transfer of Position Respon- FLIGHT PLAN/CUSTOMS REQUIREMENTS, sibility, 1−3−1 6−2−1 Priority, 1−3−1 FLIGHT PLANS, 5−1−1 FLIGHT PLANS WITH AREA NAVIGATION (RNAV) ROUTES IN DOMESTIC U.S. E AIRSPACE, 5−2−3

Effective Date of this Order, 1−1−1 FLIGHT PROGRESS STRIPS (FAA FORMS 7230-21 AND 7233-5), 3−2−2 EMERGENCY DETERMINATION, 4−1−1 FLIGHT PROGRESS STRIPS AND ENTRY EMERGENCY LOCATOR TRANSMITTER DATA , 3−2−2 (ELT) SIGNALS , 4−2−2 FORECASTS, WARNINGS, AND ADVISORIES, EMERGENCY SECURITY CONTROL OF AIR 2−1−3 TRAFFIC (ESCAT), 4−2−4 FORWARDING DVFR INFORMATION, 5−6−1 Emergency Services FREQUENCY CHANGES, 4−2−1 ADF/VOR, 4−4−1 DF, 4−3−1 General, 4−1−1 G EXPEDITIOUS COMPLIANCE, 11−1−2 EXPLOSIVE CARGO, 4−2−2 GPS ORIENTATION, 4−4−1 GROUP CODES, 12−1−1 EXPLOSIVE DETECTION DOG HANDLER TEAMS, 4−2−2 GUIDANCE TO AIRPORT, 4−3−4, 4−4−1

I−2 Index 6/17/21 JO 7110.10BB

[References are to page numbers]

Canadian, 6−4−1 H Mexican, 6−5−1 HIGH INTENSITY RUNWAY LIGHTS (HIRL) INTERPHONE TRANSMISSION PRIORITIES , ASSOCIATED WITH MALSR, 9−1−2 10−1−1 HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE (RCLS), AND TOUCHDOWN ZONE LIGHTS (TDZL), 9−1−3 L HIGH SPEED TURNOFF LIGHTS , 9−1−3 LEVELS FORECAST, 8−3−1 LOGGING PILOT BRIEFINGS , 2−1−3 HIRL CHANGES AFFECTING RVR , 9−1−3 M I MAJOR FLIGHT PLAN CHANGES FROM EN ICAO ATS MESSAGE FORMAT, 6−1−5 ROUTE AIRCRAFT , 5−4−3 ICAO PHONETICS, 11−1−1 MEANS USED TO SOLICIT PIREPs, 8−2−2 MEDIUM INTENSITY RUNWAY LIGHTS IFR FLIGHT PLAN CONTROL MESSAGE (MIRL), 9−1−3 FORMAT (FAA Form 7233−4), 5−3−3 MEDIUMINTENSITY APPROACH LIGHTING IFR FLIGHT PLANS, 5−3−1 SYSTEM WITH RUNWAY ALIGNMENT IFR FLIGHT PLANS DEPARTING CANADIAN INDICATOR LIGHTS AIRPORTS , 6−4−2 (MALSR)/OMNIDIRECTIONAL APPROACH LIGHTING SYSTEM (ODALS), IFR/VFR/DVFR FLIGHT PLAN RECORDING, 9−1−2 5−1−3 MESSAGE FORMATS, 12−1−2 IFR/VFR/DVFR FLIGHT PLAN RECORDING , 3−2−2 MESSAGE HANDLING, 5−5−1 MESSAGE INITIATION , 10−1−1 INBOUNDS FROM CANADA, 6−4−1 MESSAGE TERMINATION, 10−1−2 INBOUNDS FROM MEXICO, 6−5−1 METHODS OF RECORDING DATA, 3−2−1 INFLIGHT EQUIPMENT MALFUNCTIONS, 4−2−3 METHODS OF RECORDING DATA , 5−1−2 MILITARY FLIGHTS TO/FROM U.S., 5−4−4 INFLIGHT EQUIPMENT MALFUNCTIONS , 3−1−2 MILITARY FOREIGN FLIGHTS, 5−5−1 Inflight Services, 3−1−1 MINIMUM FUEL, 4−2−3 Data Recording, 3−2−1 LAA, 3−4−1 Radio Communications, 3−3−1 N Special VFR, 3−5−1 NAVAID FIXES, 11−1−16 INFLIGHT WEATHER BRIEFING, 3−1−1 NAVAID FLIGHT CHECK, 3−1−3 INFORMATION REQUIREMENTS, 4−2−1 NAVAID TERMS, 11−1−15 INREQ, 7−3−1 NOTIFYING ARTCC, 5−3−1 International Operations, 6−1−1 NUMBER USAGE, 11−1−9 Alerting Service, 6−3−1 Customs Notification and ADIZ, 6−2−1 O Messages and Formats, 6−1−1 Movement and Control OBSTRUCTION LIGHTS , 9−1−1

Index I−3 JO 7110.10BB 6/17/21

[References are to page numbers] OFFSHORE COASTAL ROUTES, 8−2−3 Q OPERATION OF LANDING DIRECTION Q SIGNALS, 12−1−3 INDICATOR, 9−1−5 QALQ, 7−2−1 OPERATIONAL PRIORITY , 3−1−1 ORIGINATING MESSAGES, 6−1−4 R OUTBOUNDS DEPARTING FROM OUTSIDE FLIGHT PLAN AREA, 5−2−3 RADAR, 11−1−8 RELAY OF ATC COMMUNICATIONS, 11−1−2 OUTBOUNDS TO CANADA, 6−4−1 REPORTING ALNOT STATUS TO RCC , 7−4−1 OUTBOUNDS TO CANADA DEPARTING REPORTING ICING CONDITIONS IN PIREPs, FROM OUTSIDE FLIGHT PLAN AREA , 6−4−2 8−2−2 REPORTING TURBULENCE IN PIREPs , 8−2−2 OUTBOUNDS TO MEXICO , 6−5−1 REQUESTS FOR SPECIAL VFR CLEARANCE, OVERDUE AIRCRAFT NOT ON FLIGHT 3−5−1 PLAN, 7−1−1 RESPONSIBILITY FOR SAR ACTION, 7−1−1 OVERDUE AIRCRAFT ON FLIGHT PLAN, ROTATING BEACON, 9−1−1 7−1−1 RUNWAY CONDITIONS, 11−1−16 RUNWAY EDGE LIGHTS, 9−1−2 RUNWAY END IDENTIFIER LIGHTS (REIL), P 9−1−3 PART-TIME FSS CLOSURE ACTION, 5−1−3 Runway Visual Range (RVR), 9−1−5 PHRASEOLOGY, 11−1−1, 11−1−9, 11−1−11 RVR, 9−1−5 Weather, 11−1−2 Pilot Briefing, 2−1−1 S Preflight, 2−2−1, 2−2−2, 2−2−3 SCHEDULED TRANSMISSION TIMES PIREP CLASSIFICATION, 8−2−3 (ALASKA ONLY) , 8−1−1 PIREP ENCODING, 8−2−8 Search and Rescue ALNOTs, 7−4−1 PIREP FORMAT , 8−2−4 General, 7−1−1 PIREP HANDLING, 8−2−3 INREQs, 7−3−1 Other SARs, 7−5−1 PIREP PREPARATION, 8−2−3 Overdue Aircraft, 7−2−1 PRE-DUTY REQUIREMENTS, 2−1−1 SEARCH AND RESCUE MESSAGES , 6−4−2 PRE-JUMP RADIO COMMUNICATIONS , SEQUENCED FLASHING LIGHTS (SFL), 9−1−1 5−7−1 SERVICE MESSAGES, 6−1−2 PREDESIGNED SPECIAL VFR CLEARANCES, SOLICITING PIREPs, 8−2−1 3−5−3 SPECIAL MILITARY FLIGHTS, 5−5−1 PREFLIGHT BRIEFING DISPLAY, 2−1−1 STOPOVER DVFR FLIGHT PLANS, 5−6−1 PRIORITY INTERRUPTION, 10−1−1 PRIORITY MESSAGES, 12−1−1 T PROCEDURAL APPLICATIONS, 1−3−1 TAXIWAY LIGHTS, 9−1−4

I−4 Index 6/17/21 JO 7110.10BB

[References are to page numbers]

TELEPHONE REQUESTS FOR ATC CLEARANCES , 5−1−3 V TERMINAL AERODROME FORECAST VFR AIRCRAFT IN WEATHER DIFFICULTY, SCHEDULES, 8−4−1 4−2−1 Terms of Reference, 1−2−1 VISIBILITY AIDS - GENERAL, 9−1−4 Abbreviations, 1−2−1 VISIBILITY BELOW 1 MILE, 3−5−2 TRAFFIC CONTROL, 3−4−5 VISUAL APPROACH SLOPE INDICATORS TRANSMISSION OF ATS MESSAGES , 6−1−3 (VASIs), 9−1−4 TRANSMISSION VIA NADIN, 6−1−2 VOR ORIENTATION/VOR CROSS-FIX, 4−3−2 TYPE OF BRIEFING TO BE CONDUCTED, 2−1−3 W TYPES OF AIRPORT ADVISORY SERVICES, 3−4−1 WEATHER ADVISORIES, 11−1−8 TYPES OF DATA ACCEPTABLE ON FAA WEATHER DISPLAY PRODUCTS, 2−1−1 DATA COMMUNICATIONS SYSTEMS , WEATHER REMARKS, 11−1−6 12−1−1 Weather Service, FAAs TYPES OF DATA RECORDED, 3−2−1 FAs, 8−6−1 FDs, 8−4−1 TYPES OF DATA RECORDED , 5−1−2 Flight Advisories: WS, WA, WST, 8−8−1 SD/ROB, 8−3−1 Severe Weather Forecasts, 8−7−1 U UA/UUA, 8−1−1 UNAVAILABILITY OF DATA, 2−1−3 Weather Services, FAA, UA/UUA, 8−2−1 UNMANNED AIRCRAFT SYSTEMS (UAS), WINDS AND TEMPERATURES ALOFT 4−2−5 FORECAST (FB), 11−1−8 SUSPICIOUS ACTIVITY, 4−2−5 WMSCR NEGATIVE RESPONSE MESSAGES , USAF/USN UNDERGRADUATE PILOTS , 12−1−2 5−5−1 WORDS AND PHRASES, 11−1−1

Index I−5

Federal Aviation JO 7110.10BB Administration 6/17/21

BRIEFING GUIDE

AV AL I A R T I E O D E N

A D N M I O I T N I S T RA

U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION

Initiated By: AJR−0 Vice President, System Operations Services JO 7110.10BB 6/17/21

Table of Contents

Paragraph Title Page Number

2−1−4 WEATHER DISPLAY PRODUCTS ...... BG−5 2−1−8 LOGGING OF PILOT BRIEFINGS ...... BG−5 3−3−5 ROUTINE RADIO CONTACTS ...... BG−5 4−1−3 OBTAINING INFORMATION ...... BG−5 4−1−4 COORDINATION ...... BG−5 4−2−5 ALERTING CONTROL FACILITY ...... BG−5 4−2−15 SUSPICIOUS UNMANNED AIRCRAFT SYSTEMS (UAS) ACTIVITY .... BG−7 5−1−1 COMMUNICATIONS SERVICE ...... BG−8 5−1−2 FLIGHT PLANS ...... BG−11 5−1−3 FLIGHT PLAN DATA ...... BG−11 5−1−6 IFR/VFR/DVFR FLIGHT PLAN RECORDING ...... BG−11 5−2−1 FLIGHT PLAN RECORDING ...... BG−11 BG−178 5−2−2 OUTBOUNDS DEPARTING FROM OUTSIDE FLIGHT PLAN AREA ..... BG−11 5−3−1 IFR FLIGHT PLANS ...... BG−11 5−3−2 NOTIFYING ARTCC ...... BG−8 5−3−3 IFR FLIGHT PLAN CONTROL MESSAGES ...... BG−11 5−3−4 IFR FLIGHT PLAN CONTROL MESSAGE FORMAT ...... BG−11 5−4−2 DEPARTURE REPORT MESSAGE ...... BG−11 5−4−3 ACKNOWLEDGING NUMBERED MESSAGES ...... BG−11 5−4−4 FLIGHT NOTIFICATION MESSAGE ...... BG−11 5−4−5 SUSPENDING FLIGHT NOTIFICATION MESSAGES ...... BG−11 5−4−6 ACKNOWLEDGING FLIGHT NOTIFICATION MESSAGES ...... BG−11 5−4−8 MAJOR FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT ...... BG−11 5−4−9 CHANGE IN ETA ...... BG−11 5−4−10 FLIGHT PLAN CLOSURE ...... BG−11 5−5−1 SPECIAL MILITARY FLIGHTS ...... BG−8 5−5−4 MESSAGE HANDLING ...... BG−11 5−6−1 AIRCRAFT MOVEMENT INFORMATION SERVICES (AMIS) WITHIN AN ADIZ−IFR...... BG−8 5−6−2 AMIS WITHIN AN ADIZ−DVFR ...... BG−8 5−6−3 FORWARDING DVFR INFORMATION ...... BG−11 6−1−8 ADDRESSING MESSAGES ...... BG−11 6−1−9 FLIGHT PLAN FORMS AND INSTRUCTIONS ...... BG−11 6−1−10 ICAO ATS MESSAGE FORMAT ...... BG−11 6−1−12 AIR MOBILE SERVICE (AMS) ...... BG−179

BG−2 Briefing Guide 6/17/21 JO 7110.10BB

6−4−2 INBOUNDS FROM CANADA ...... BG−11 6−4−3 OUTBOUNDS TO CANADA ...... BG−11 6−4−4 OUTBOUNDS TO CANADA DEPARTING FROM OUTSIDE FLIGHT PLAN AREA ...... BG−11 6−4−5 IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS ...... BG−11 7−2−2 QALQ ...... BG−179 7−2−3 ACTION BY DEPARTURE STATION ON RECEIPT OF QALQ ...... BG−179 7−4−2 ACTION UPON RECEIPT OF ALNOT ...... BG−179 8−1−2 SCHEDULED TRANSMISSION TIMES ...... BG−181 8−2−4 PIREP DISPLAY ...... BG−181 8−2−11 PIREP HANDLING ...... BG−181 8−2−14 PIREP FORMAT ...... BG−181 8−3−1 GENERAL ...... BG−181 8−3−2 LEVELS FORECAST ...... BG−181 8−4−2 TERMINAL AERODROME FORECAST SCHEDULES ...... BG−181 8−7−1 GENERAL ...... BG−181 8−7−2 DISTRIBUTION ...... BG−181 9−1−1 AIRPORT LIGHTING ...... BG−184 9−1−5 APPROACH LIGHTING SYSTEM INTENSITY SETTING (ALS) ...... BG−184 9−1−9 MEDIUM INTENSITY APPROACH LIGHTING SYSTEM WITH RUNWAY ALIGNMENT INDICATOR LIGHTS (MALSR)/OMNIDIRECTIONAL AP- PROACH LIGHTING SYSTEM (ODALS) ...... BG−184 9−1−12 HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE (RCLS), AND TOUCHDOWN ZONE LIGHTS (TDZL) ...... BG−184 9−1−15 RUNWAY END IDENTIFIER LIGHTS (REIL) ...... BG−184 9−1−17 VISUAL APPROACH SLOPE INDICATORS (VASIs) ...... BG−184 9−1−18 VISIBILITY AIDS – GENERAL ...... BG−184 9−1−19 RVR/RVV ...... BG−184 10−1−1 PURPOSE ...... BG−189 10−1−4 MESSAGE INITIATION ...... BG−189 11−1−8 WEATHER PHRASEOLOGY ...... BG−190 11−1−9 WEATHER REMARKS ...... BG−190 11−1−12 WINDS AND TEMPERATURES ALOFT FORECAST (FB) ...... BG−190 11−1−15 AIRCRAFT IDENTIFICATION ...... BG−190 11−1−16 DESCRIPTION OF AIRCRAFT TYPES ...... BG−190 11−1−18 AIRWAYS AND ROUTES ...... BG−190 11−1−19 NAVAID TERMS ...... BG−190 12−1−3 GROUP CODES ...... BG−190 Appendix A ICAO Flight Plans ...... BG−11 Appendix B FSS Forms ...... BG−11

Briefing Guide BG−3 JO 7110.10BB 6/17/21

Appendix C FAA FORMS ...... BG−11 Appendix D SERVICE B MESSAGES FORMATS ...... BG−11 Appendix E DOMESTIC FLIGHT DATA (LEGACY) ...... BG−11 Appendix F INTERNATIONAL OPERATIONS (LEGACY) ...... BG−11

BG−4 Briefing Guide 6/17/21 JO 7110.10BB

1. PARAGRAPH NUMBER AND TITLE: 2−1−4. WEATHER DISPLAY PRODUCTS 2−1−8. LOGGING OF PILOT BRIEFINGS 3−3−5. ROUTINE RADIO CONTACTS 4−1−3. OBTAINING INFORMATION 4−1−4. COORDINATION 4−2−5. ALERTING CONTROL FACILITY

2. BACKGROUND: In the past few years, as pilots have gravitated toward automated resources for filing flight plans and obtaining weather briefings, Flight Services (AJR−B) has likewise transformed the way it has provided services to its users. AJR−B is in the process of establishing a baseline document for FAA Order JO 7110.10, Flight Services, in preparation for a larger scale revision to take place in 2021 to better reflect how services will be provided in the future. These changes to Chapters 2, 3, and 4 of FAA Order JO 7110.10 remove services that are no longer provided, amend procedures that have changed with emerging technologies, and clarify procedures based on comments from users.

3. CHANGE: OLD NEW 2−1−4. WEATHER DISPLAY PRODUCTS 2−1−4. WEATHER DISPLAY PRODUCTS Title through FIG 2−1−1 No Change

OLD

FIG 2−1−2 Precipitation and Obstruction To Vision Chart

Briefing Guide BG−5 JO 7110.10BB 6/17/21

NEW

FIG 2−1−2 NWS Surface Analysis Chart Common Weather Symbols

Add REFERENCE− AC 00−45, Aviation Weather Services, Figure 4−7. Add NOTE− For a complete listing of weather map symbols, see “National Weather Service Observing Handbook,” Appendix C: https://www.weather.gov/media/owlie/Observing- Handbook1_2010_508_compliant.pdf.

OLD NEW 2−1−8. LOGGING PILOT BRIEFINGS 2−1−8. LOGGING PILOT BRIEFINGS Title through b3 No Change c. To manually log pilot briefings, use one of the c. (Alaska only) To manually log pilot briefings, following FAA forms: use one of the following FAA forms: c1 through d No Change e. Where fast−file recorders are used and the pilot e. In Alaska, where fast−file recorders are used states the source of a briefing on the recorder, it and the pilot states the source of a briefing on the must be entered in the remarks field of the flight recorder, it must be entered in the remarks field of plan. the flight plan. EXAMPLE− EXAMPLE− PB/DCA PB/ENA PB/DUATS

BG−6 Briefing Guide 6/17/21 JO 7110.10BB

OLD NEW 3−3−5. ROUTINE RADIO CONTACTS 3−3−5. ROUTINE RADIO CONTACTS Title through c2 No Change 3. When a pilot acknowledges that he/she has 3. When a pilot acknowledges that he/she has received the AFIS broadcast, specialists may omit received the AFIS broadcast, specialists may omit those items contained in the broadcasts if they are those items contained in the broadcasts if they are current. current (Alaska only).

OLD NEW 4−1−3. OBTAINING INFORMATION 4−1−3. OBTAINING INFORMATION Obtain enough information to handle the emergen- No Change cy intelligently. Base decisions about the type of assistance needed on information and requests received from the pilot. 14 CFR Part 91 authorizes the pilot to determine a course of action. Add NOTE− Refer to paragraph 4−2−1 for what information is required when handling an emergency operation.

OLD NEW 4−1−4. COORDINATION 4−1−4. COORDINATION Title through b No Change Add c. Notify the operations supervisor or controller−in−charge as soon as practical.

OLD NEW 4−2−5. ALERTING CONTROL FACILITY 4−2−5. ALERTING CONTROL FACILITY When an aircraft is considered to be in emergency No Change status, alert the appropriate control facility, and forward the following information as available: a. Facility/sector and position calling. No Change Add b. Nature of the emergency. b through j Re−letter as c through k

1. PARAGRAPH NUMBER AND TITLE: 4−2−15. SUSPICIOUS UNMANNED AIRCRAFT SYSTEMS (UAS) ACTIVITY

2. BACKGROUND: Unauthorized or suspicious Unmanned Aircraft System (UAS) operations potentially pose the same hazardous conditions as manned aircraft to the safety of flight. Therefore, it is imperative air traffic control personnel report any suspicious aircraft or pilot activity whether it involves manned or unmanned flights.

Briefing Guide BG−7 JO 7110.10BB 6/17/21

3. CHANGE: OLD NEW Add 4−2−15. SUSPICIOUS UNMANNED AIRCRAFT SYSTEMS (UAS) ACTIVITY Add Notify the operations supervisor or controller− in−charge of aircraft/pilot activity, including Unmanned Aircraft System (UAS) operations that are considered suspicious, as prescribed in FAA Orders JO 7610.4, JO 7210.3 and JO 7210.632. Add REFERENCE− FAA Order JO 7610.4, Para 7−3−1, Suspicious Aircraft/Pilot Activity −Application. FAA Order JO 7210.3, Para 2−1−30, Reporting Suspicious Aircraft/Pilot Activities; Para 2−1−32, Reporting Unauthorized, Hazardous, or Suspicious UAS Activities. FAA Order JO 7210.632, ATO Occurrence Reporting, Appendix A, Mandatory Occurrence Report Criteria.

1. PARAGRAPH NUMBER AND TITLE: 5−1−1. COMMUNICATIONS SERVICE 5−3−2. NOTIFYING ARTCC 5−5−1. SPECIAL MILITARY FLIGHTS 5−6−1. AIRCRAFT MOVEMENT INFORMATION SERVICES (AMIS) WITHIN AN ADIZ−IFR 5−6−2. AMIS WITHIN AN ADIZ−DVFR 2. BACKGROUND: In the past few years, as pilots have gravitated toward automated resources for filing flight plans and obtaining weather briefings, Flight Services (AJR−B) has likewise transformed the way it has provided services to its users. AJR−B is in the process of establishing a baseline document for FAA Order JO 7110.10, Flight Services, in preparation for a larger scale revision to take place in 2021 to better reflect how services will be provided in the future. These changes to Chapter 5 of FAA Order JO 7110.10 remove services that are no longer provided, amend procedures that have changed with emerging technologies, and clarify procedures based on comments from users. 3. CHANGE: OLD NEW 5−1−1. COMMUNICATIONS SERVICE 5−1−1. COMMUNICATIONS SERVICE Title through b No Change c. AISR and NADIN telephone numbers. c. Weather Message Switching Center Replacement (WMSCR) and NADIN: contact the FAA National Enterprise Management Center (NEMC) at 855−322−6362 (FAA−NEMC). 1. NADIN/ATLANTA: (KATLYTYX) 770 1. For ATLANTA (KATLYTYX), press 1; 210−7675. 2. NADIN/SALT LAKE CITY: (KSLCYTYX) 2. For SALT LAKE CITY (KSLCYTYX), 801 320−2172. press 2. 3. AISR Helpdesk: 866−466−1336. Delete

BG−8 Briefing Guide 6/17/21 JO 7110.10BB

d. Weather Message Switching Center d. AISR Helpdesk: 866−466−1336. Replacement (WMSCR) telephone numbers. 1. WMSCR/ATLANTA: 770−210−7574. Delete 2. WMSCR/SALT LAKE CITY: Delete 801−320−2046.

OLD NEW 5−3−2. NOTIFYING ARTCC 5−3−2. NOTIFYING ARTCC Transmit flight plans and flight plan amendments to Transmit flight plans and flight plan amendments to the ARTCC for the departure point. Facilities the ARTCC for the departure point. Facilities should use FAA Order JO 7350.9, Location should use FAA Order JO 7350.9, Location Identifiers, or the appropriate aeronautical charts to Identifiers, or the appropriate aeronautical charts to determine the ARTCC to which each transmission determine the ARTCC to which each transmission must be made. Transmit flight plans (if necessary) must be made. Transmit flight plans (if necessary) and flight plan amendments via interphone to the and flight plan amendments via interphone to the flight data position (error referral position) or flight data position (error referral position) or departure sector when the aircraft’s proposed departure sector when the aircraft’s proposed departure time is 46 minutes or less from departure time is within the parameters listed in transmittal time. Advise the ARTCC’s departure TBL 5−3−1. Advise the ARTCC’s departure sector sector or flight data position (error referral or flight data position (error referral position), via position), via interphone, when a message is interphone, when a message is received indicating received indicating ineligibility or a response is not ineligibility or a response is not received via data received via data terminal within 10 minutes. terminal within 10 minutes. Flight plans are Transmit flight plans as follows: automatically deleted if no action is taken within the time limits listed in TBL 5−3−1. Transmit flight plans as follows: a through d2 No Change e. When a flight is to depart after 0500 hours local e. Transmit flight plans when the ETD is within time on the day following the filing of the flight 23 hours of current time. plan, do not transmit the flight plan to the ARTCC until after 0000 hours local time. NOTE− No Change In the event of a time zone difference between the station and the associated ARTCC, use the ARTCC’s local time in determining transmission time.

f through g REFERENCE No Change

OLD Add Add

Briefing Guide BG−9 JO 7110.10BB 6/17/21

NEW

TBL 5−3−1 ARTCC Flight Plan Times Center Filer Lock− Flight Plan (ARTCC) out Time Deletion Time1 Name (Minutes) (Minutes) Albuquerque 46 120 Anchorage 43 90 Atlanta 46 120 Boston 55 120 Chicago 46 120 Cleveland 46 120 Denver 46 180 Fort Worth 46 180 Guam Manual 120 (OFDPS) Coordination2 Honolulu Manual 120 (OFDPS) Coordination2 Houston 46 120 Indianapolis 61 240 Jacksonville 46 120 Kansas City 46 120 Los Angeles 46 120 Memphis 46 120 Miami 46 120 Minneapolis 46 120 New York 61 121 Oakland 46 120 Salt Lake City 46 120 San Juan3 46 120 Seattle 46 120 Washington 46 120 1Following proposed departure time. 2Electronic amendments are not accepted; manual coordination is required. 3Flight plans with San Juan Center are processed via Miami Center’s Flight Data Processor.

BG−10 Briefing Guide 6/17/21 JO 7110.10BB

OLD NEW 5−5−1. SPECIAL MILITARY FLIGHTS 5−5−1. SPECIAL MILITARY FLIGHTS a. Advise the ARTCC of flight notification Advise the ARTCC of flight notification messages, messages, progress reports, changes en route, and progress reports, changes en route, and related related messages concerning Presidential or messages concerning Presidential or Vice−Presi- Vice−Presidential flights. dential flights. b. Alaska. In addition to the above, give advance Delete notice to all RCCs along the route of flight. Telephone SARCC (907) 752−0227 or (907) 752−0128. Initiate communications search procedures if arrival is not received within 15 minutes after ETA, and immediately notify Alaskan NORAD Region Control Center (ANRCC).

OLD NEW 5−6−1. AIRCRAFT MOVEMENT 5−6−1. AIRCRAFT MOVEMENT SERVICES INFORMATION SERVICES (AMIS) WITHIN AN ADIZ−IFR WITHIN AN ADIZ−IFR In addition to the normal handling of aircraft No Change operating in accordance with IFR, ADIZ penetration information or position reports on IFR operations outside of controlled airspace must be forwarded immediately to the appropriate ARTCC.

OLD NEW 5−6−2. AMIS WITHIN AN ADIZ−DVFR 5−6−2. AIRCRAFT MOVEMENT SERVICES WITHIN AN ADIZ−DVFR For security control of air traffic, specific No Change information contained in flight plans filed by a pilot operating or proposing to operate in accordance with DVFR within an ADIZ must be forwarded to NORAD. NOTE− No Change Other offices, military and civil, as well as pilots, may file DVFR flight plans for civil aircraft with a FSS for forwarding to NORAD.

1. PARAGRAPH NUMBER AND TITLE: 5−1−2. FLIGHT PLANS 5−1−3. FLIGHT PLAN DATA 5−1−6. IFR/VFR/DVFR FLIGHT PLAN RECORDING 5−2−1. FLIGHT PLAN RECORDING 5−2−2. OUTBOUNDS DEPARTING FROM OUTSIDE FLIGHT PLAN AREA 5−3−1. IFR FLIGHT PLANS 5−3−3. IFR FLIGHT PLAN CONTROL MESSAGES

Briefing Guide BG−11 JO 7110.10BB 6/17/21

5−3−4. IFR FLIGHT PLAN CONTROL MESSAGE FORMAT 5−4−2. DEPARTURE REPORT MESSAGE 5−4−3. ACKNOWLEDGING NUMBERED MESSAGES 5−4−4. FLIGHT NOTIFICATION MESSAGE 5−4−5. SUSPENDING FLIGHT NOTIFICATION MESSAGES 5−4−6. ACKNOWLEDGING FLIGHT NOTIFICATION MESSAGES 5−4−8. MAJOR FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT 5−4−9. CHANGE IN ETA 5−4−10. FLIGHT PLAN CLOSURE 5−5−4. MESSAGE HANDLING 5−6−3. FORWARDING DVFR INFORMATION 6−1−8. ADDRESSING MESSAGES 6−1−9. FLIGHT PLAN FORMS AND INSTRUCTIONS 6−1−10. ICAO ATS MESSAGE FORMAT 6−4−2. INBOUNDS FROM CANADA 6−4−3. OUTBOUNDS TO CANADA 6−4−4. OUTBOUNDS TO CANADA DEPARTING FROM OUTSIDE FLIGHT PLAN AREA 6−4−5. IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS Appendix A. ICAO FLIGHT PLANS Appendix B. FSS Forms Appendix C. FAA Forms Appendix D. Service B Messages Formats Appendix E. Domestic Flight Data (Legacy) Appendix F. International Operations (Legacy)

2. BACKGROUND: The design of Federal Aviation Administration (FAA) Form 7233−1, Flight Plan, is not compatible with non−United States (U.S.) flight data processing systems and requires manual intervention that is both costly and time−consuming. Additionally, FAA Form 7233−1 cannot provide the flight plan detail necessary to gain benefits for system users that are being introduced through the FAA’s NextGen. In 2012, the U.S. increased the use of FAA Form 7233−4, International Flight Plan, which is equivalent to DOD Form 1801, and is compatible with domestic and international automation systems. To streamline, standardize, and reduce the cost of flight plan processing within the U.S. and with international air navigation service providers, most civilian pilots will be required to file both IFR and VFR flight plans using FAA Form 7233−4, or its electronic equivalent, once the use of FAA Form 7233−1 ends. Department of Defense (DOD)/military flight plans and civilian stereo route flight plans can still be filed using FAA Form 7233−1, or electronic equivalent. Additionally, NextGen deployment is fast approaching and with it comes a number of enhancements which will benefit the aviation community. In order to take advantage of these benefits, it has become necessary to add a level of detail to flight plans that current domestic flight plans lack.

3. CHANGE:

OLD NEW 5−1−2. FLIGHT PLANS 5−1−2. FLIGHT PLANS Filing a VFR flight plan is recommended. Brief Advise pilots, as appropriate, on the following: pilots, as appropriate, on the following:

OLD NEW 5−1−3. FLIGHT PLAN DATA 5−1−3. FLIGHT PLAN DATA Handle flight plan data as follows: No Change

BG−12 Briefing Guide 6/17/21 JO 7110.10BB

a. Record flight plan data on a domestic or ICAO No Change flight plan form or electronic equivalent. Locally approved procedures may be used to manually record data prior to entry into the operational system. Flight plan data received from an operations office may be limited to only those items required for ATC or SAR purposes, provided the operations office obtains complete information on the flight. b. Accept military flight plan proposals, b. Accept military flight plan proposals, cancellations, and closures from any source, cancellations, and closures from any source. including collect telephone calls. NOTE− No Change Part−time operations offices must provide complete information in the event it is needed for SAR purposes.

OLD NEW 5−1−6. IFR/VFR/DVFR FLIGHT PLAN 5−1−6. IFR/VFR/DVFR FLIGHT PLAN RECORDING RECORDING Title through b NOTE No Change c. Flight plan information may initially be Delete recorded on FAA Form 7233−1 or other paper prior to entry into the operational system.

OLD NEW 5−2−1. FLIGHT PLAN RECORDING 5−2−1. FLIGHT PLAN RECORDING Record flight plans on FAA Form 7233−1, Flight Record flight plans on the appropriate flight plan Plan, or electronic equivalent. Completion of all form or electronic equivalent. Completion of all blocks or fields is not required in every case, and all items or fields is not required in every case, and all items filed are not always transmitted. Use items filed are not always transmitted. Use authorized abbreviations where possible. The authorized abbreviations where possible. The instructions below are for completion of FAA Form instructions for flight plan completion are 7233−1. For electronic versions of flight plan addressed in Appendix A, FAA Form 7233−4, forms, refer to that system’s operating instructions. International Flight Plan, or Appendix B, FAA Form 7233−1, Flight Plan, and elsewhere in this section. For completing electronic versions of the flight plan forms, refer to that system’s operating instructions. NOTE− Delete Use FAA Form 7233−4, International Flight Plan, for international flights as well as flights in domestic U.S. airspace in which automatic assignment of RNAV routes is desired. See para 5−2−3, Flight Plans with Area Navigation (RNAV) Routes in Domestic U.S. Airspace.

Briefing Guide BG−13 JO 7110.10BB 6/17/21

OLD NEW 5−2−2. OUTBOUNDS DEPARTING FROM 5−2−2. OUTBOUNDS DEPARTING FROM OUTSIDE FLIGHT PLAN AREA OUTSIDE FLIGHT PLAN AREA For domestic flight plans, accept flight plans For domestic flight plans, accept flight plans regardless of departure point within the NAS. regardless of departure point within the NAS. Forward VFR flight plan proposals for aircraft Forward the complete VFR flight plan proposals proposing to depart from outside the facility’s flight for aircraft proposing to depart from outside the plan area to the tie−in facility/sector for the facility’s flight plan area to the tie−in facility/sector departure point. Insert the originator of the flight for the departure and destination points. A plan into the “Remarks” field. Transmit the complete flight plan for civilian flights (except proposed flight plan in the following format: stereo routes) includes FAA Form 7233−4 Item 19 Supplemental Information sent in a separate SPL message. Insert the originator of the flight plan into Item 18 of the FPL following the indicator ORGN/. VFR Department of Defense (DOD)/military flight plans and civilian stereo route flight plans can still be filed using FAA Form 7233−1, or electronic equivalent. Add NOTE− FPL and SPL message formats may be found in Appendix D, Service B Message Formats. a. Type of flight. Delete b. Aircraft identification. Delete c. Aircraft type. Delete d. Departure point. Delete e. Destination. Delete f. Proposed departure time/ETE. Delete g. Remarks. Delete EXAMPLE− Delete FF PAENYFYX DTG PAFAYFYX VFR N1234 BE9L ENA FAI P1330/0130 $FP PAFAYFYX NOTE− Delete For civil flight movement messages with remarks, precede the remarks with a dollar symbol ($).

BG−14 Briefing Guide 6/17/21 JO 7110.10BB

OLD NEW 5−3−1. IFR FLIGHT PLANS 5−3−1. IFR FLIGHT PLANS IFR flight plans should consist of items 1 through Civilian IFR flight plans consist of the informa- 17 of FAA Form 7233−1 or electronic equivalent. tion requested on FAA Form 7233−4 (or Form Items 1 through 11 must be transmitted to the 7233−1 for stereo routes) or an electronic ARTCC as part of the IFR flight plan proposal. equivalent. All items except Item 19 are Items 12 through 17 must be retained by the FSS or transmitted to the ARTCC as part of the IFR flight in the operational system and be available upon plan proposal. Item 19 information is retained by request. the service that filed the flight plan, and made available to ATC upon request. DOD/military IFR flight plans within U.S. controlled airspace and civilian stereo route flight plans can still be filed using FAA Form 7233−1, or electronic equivalent. NOTE− Delete 1. Part−time FSSs must forward items 1 through 17 in accordance with para 5−1−7, Part−time FSS Closure Action. 2. Procedures for automatic assignment of RNAV routes Delete are contained in para 5−2−3, Flight Plans with Area Navigation (RNAV) Routes in Domestic U.S. Airspace.

OLD NEW 5−3−3. IFR FLIGHT PLAN CONTROL 5−3−3. CONTROL MESSAGES FOR MESSAGES FORMATTED IFR FLIGHT PLANS Title through a No Change OLD

TBL 5−3−1 ARTCC ID & Computer Flight Data ARTCC ID Computer Flight Data Albuquerque ZAB KZABZQZX KZABZRZX Atlanta ZTL KZTLZQZX KZTLZRZX Anchorage ZAN PAZAZQZX PAZAZRZX Boston ZBW KZBWZQZX KZBWZRZX Chicago ZAU KZAUZQZX KZAUZRZX Cleveland ZOB KZOBZQZX KZOBZRZX Denver ZDV KZDVZQZX KZDVZRZX Fort Worth ZFW KZFWZQZX KZFWZRZX Honolulu ZHN PHZHZQZX PHZHZRZX Houston ZHU KZHUZQZX KZHUZRZX Indianapolis ZID KZIDZQZX KZIDZRZX Jacksonville ZJX KZJXZQZX KZJXZRZX Kansas City ZKC KZKCZQZX KZKCZRZX Los Angeles ZLA KZLAZQZX KZLAZRZX Memphis ZME KZMEZQZX KZMEZRZX Miami ZMA KZMAZQZX KZMAZRZX Minneapolis ZMP KZMPZQZX KZMPZRZX New York ZNY KZNYZQZX KZNYZRZX Oakland ZOA KZ0AZQZX KZOAZRZX

Briefing Guide BG−15 JO 7110.10BB 6/17/21

Salt Lake ZLC KZLCZQZX KZLCZRZX San Juan ZLU TJZSZQZX TJZSZRZX Seattle ZSE KZSEZQZX KZSEZRZX Washington ZDC KZDCZQZX KZDCZRZX NEW

TBL 5−3−2 ARTCC ID & Computer Flight Data ARTCC ID Computer Flight Data Albuquerque ZAB KZABZQZX KZABZRZX Atlanta ZTL KZTLZQZX KZTLZRZX Anchorage ZAN PAZAZQZX PAZAZRZX Boston ZBW KZBWZQZX KZBWZRZX Chicago ZAU KZAUZQZX KZAUZRZX Cleveland ZOB KZOBZQZX KZOBZRZX Denver ZDV KZDVZQZX KZDVZRZX Fort Worth ZFW KZFWZQZX KZFWZRZX Honolulu ZHN PHZHZQZX PHZHZRZX Houston ZHU KZHUZQZX KZHUZRZX Indianapolis ZID KZIDZQZX KZIDZRZX Jacksonville ZJX KZJXZQZX KZJXZRZX Kansas City ZKC KZKCZQZX KZKCZRZX Los Angeles ZLA KZLAZQZX KZLAZRZX Memphis ZME KZMEZQZX KZMEZRZX Miami ZMA KZMAZQZX KZMAZRZX Minneapolis ZMP KZMPZQZX KZMPZRZX New York ZNY KZNYZQZX KZNYZRZX Oakland ZOA KZOAZQZX KZOAZRZX Salt Lake ZLC KZLCZQZX KZLCZRZX San Juan ZLU TJZSZQZX TJZSZRZX Seattle ZSE KZSEZQZX KZSEZRZX Washington ZDC KZDCZQZX KZDCZRZX

OLD NEW 5−3−4. IFR FLIGHT PLAN CONTROL 5−3−4. IFR FLIGHT PLAN CONTROL MESSAGE FORMAT MESSAGE FORMAT (FAA Form 7233−4) For En Route Automation System Flight Data No Change Processing (EAS FDP) acceptance, the complete message contents, the order of data, the number of characters allowed within any data field or element, and any associated operational procedures or restrictions are as follows (as used here, “field” refers to EAS FDP field): NOTE− NOTE− Add 1. Instructions for the completion of FAA Form 7233−1, Flight Plan, are contained in Appendix B, FAA Form 7233−1, Flight Plan. Detailed operating instructions for processing IFR 2. Detailed operating instructions for processing IFR Flight Plans are contained in the operational system Flight Plans are contained in the operational system instructions. instructions. a through o No Change

BG−16 Briefing Guide 6/17/21 JO 7110.10BB

1. If it is necessary to make modifications to the 1. If it is necessary to make modifications to the filed route of flight for the purpose of achieving filed route of flight for the purpose of achieving computer acceptance of the input due, for example, computer acceptance of the input due to, for to correct a fix or an airway identification, “FRC,” example, correcting a fix or an airway meaning “Full Route Clearance Necessary,” or identification, “FRC,” meaning “Full Route “FRC/(fix),” will be added to the remarks. “FRC” Clearance Necessary,” must be added to Item 18. or “FRC/(fix)” must always be the first item of “FRC” must always be the first item following intra−center remarks. When “FRC” or “FRC/(fix)” RMK/. When “FRC” appears on a flight progress appears on a flight progress strip, the controller strip, the controller issuing the ATC clearance to the issuing the ATC clearance to the aircraft must issue aircraft must issue a full route clearance. a full route clearance to the specified fix, or if no fix is specified, for the entire route. “FRC” or “FRC/(fix)” must always be first in Remarks (Field 11). Add EXAMPLE− −RMK/FRC NOTE− No Change INPUT OPERATORS ARE LIMITED TO MAKING ONLY THOSE CHANGES REQUIRED FOR COM- PUTER ACCEPTANCE. Modifications, such as those to conform with traffic flows and preferred/recommended routings, must only be made by the pilot or his/her operations office or the controller responsible for initiating the clearance to the aircraft.

OLD NEW 5−4−2. DEPARTURE REPORT MESSAGE 5−4−2. DEPARTURE REPORT MESSAGE When a pilot activates a flight plan with other than When a pilot activates a flight plan with other than the facility holding the flight plan, transmit a the facility holding the flight plan, transmit a numbered message to the departure tie−in facility. departure message to the departure tie−in facility. EXAMPLE− Delete FF KRCAYXYX DTG KHONYFYX HON001 RCA N98765 D1645 RCA ALW

OLD NEW 5−4−3. ACKNOWLEDGING NUMBERED Delete MESSAGES Acknowledge a numbered message as soon as practical after receipt. Prefix the acknowledgement with the letter “R” followed by a space and then the 3−digit message number. EXAMPLE− Delete FF KMMVYFYX DTG KRNOYFYX R 001 5−4−4 through 5−4−11 Renumber 5−4−3 through 5−4−10

Briefing Guide BG−17 JO 7110.10BB 6/17/21

OLD NEW 5−4−4. FLIGHT NOTIFICATION MESSAGE 5−4−3. DEPARTURE MESSAGE a. When a departure report is received or the pilot a. When a pilot activates a flight plan or requests requests an assumed departure, transmit a flight an assumed departure, transmit a departure notification message to the destination tie−in message to the destination tie−in facility as facility as specified in FAA Order JO 7350.9, specified in FAA Order JO 7350.9, Location Location Identifiers. Telephone or interphone, Identifiers. when available, may be used for flights of 30 minutes or less. The flight notification message must contain the following information: 1. Type of flight plan (VFR or IFR). Delete 2. Aircraft identification. Delete 3. Aircraft type. Delete 4. Departure point. Delete 5. Destination. Delete 6. ETA (If more than 24 hours, may use DTG). Delete 7. Remarks, preceded by a $ sign (as Delete appropriate). EXAMPLE− Delete FF KBOIYFYX DTG KCDCYFYX VFR N2346F AC11/U PVU BOI 1348 $ASMD DEP NOTE− Delete The operational system will automatically format the required items and transmit the flight notification message when activated. b. When the proposed flight plan is received from b. When the proposed flight plan is received from another FSS, base operations (BASOPS), or direct another FSS or base operations (BASOPS), the user access terminal (DUAT) vendor and the departure facility will have only partial flight plan departure facility has only partial flight plan data, data. Add a remark indicating the Service B address add a remark indicating the Service B address of the of the facility holding the complete flight plan. facility holding the complete flight plan. Operational systems will automatically add this to Operational systems will automatically add this to the “Remarks” section of the flight plan. the “Remarks” section of the flight plan. EXAMPLE− No Change FF KBOIYFYX DTG KCDCYFYX VFR N12345 C182/U PVU BOI 1958 $FPKIADXCLX c. If the pilot elects to close the flight plan with a c. If the pilot elects to close the flight plan with a facility other than the designated tie−in facility, facility other than the designated tie−in facility, send the flight notification message with remarks to send the departure message with remarks to both both tie−in facilities; for example, FIRIV FAI. The tie−in facilities; for example, FIRIV FAI. The designated tie−in facility must assume both designated tie−in facility must assume both destination and search and rescue responsibility. destination and search and rescue responsibility.

BG−18 Briefing Guide 6/17/21 JO 7110.10BB

EXAMPLE− EXAMPLE− FF PAENYFYX PAFAYFYX FF PAENYFYX PAFAYFYX DTG KJNUYFYX DTG KJNUYFYX VFR N2346F AC11 JNU FAI 1303 (DEP (MN) (RD)−N12345−KANC1500−KFAI−FIRIV $FIRIV ENA ENA) NOTE− Delete The operational system will auto address to the tie−in facility. Because the pilot elected to FIRIV with ENA (a facility other than the tie−in facility), the message must also be manually addressed to ENA. d. The facility with which the pilot elects to close Delete the flight plan must forward a numbered closure message to the designated tie−in facility. e. On civil flight plans, if the pilot advises of d. On civil flight plans, if the pilot advises of stopover points, show these in remarks. stopover points, show these in Item 18. EXAMPLE− EXAMPLE− FF KBOIYFYX FF KBOIYFYX DTG KCDCYFYX DTG KCDCYFYX VFR N12345 C182/U PVU BOI 1958 $LNDG TWF (FPL (MN)(RD)−N12345−VG −P28−S −KPVU1755 −N0115A030 DCT −KBOI0123 −RMK/LNDG TWF f. On military flight plans, in remarks use coded e. When using the format of FAA Form 7233−4 data pertinent to services, passengers, or cargo. In or DD Form 1801, in remarks use coded data the absence of remarks, enter the letter “N” pertinent to services, passengers, or cargo. In the (meaning none) in the remarks field. absence of Item 18 entries, enter the number “0” (meaning none) in the remarks field. Add EXAMPLE− −RMK/0 REFERENCE− No Change DOD Flight Information Publication, General Planning Document. f1 through f3 EXAMPLE Re−letter e1 through e3 EXAMPLE g through i Re−letter f through h

OLD NEW 5−4−5. SUSPENDING FLIGHT 5−4−4. AWAITING MESSAGE NOTIFICATION MESSAGES ACKNOWLEDGMENT a. Suspend the flight notification message or a. Following transmission, suspend the proposal message until acknowledgment is following message types until acknowledgment is received from the addressee, then store in the received from the addressee, then store in the history file. history file: Add 1. FPL Flight Plan Add 2. SPL Supplemental Add 3. DEP Departure

Briefing Guide BG−19 JO 7110.10BB 6/17/21

Add 4. CNL Cancellation Add 5. MOD Modification

OLD NEW 5−4−6. ACKNOWLEDGING FLIGHT 5−4−5. ACKNOWLEDGING FLIGHT NOTIFICATION MESSAGES NOTIFICATION MESSAGES Acknowledge a flight notification message or Acknowledge a flight notification message as soon proposal as soon as practical after receipt. Prefix the as practical after receipt. Message acknowledge- acknowledgment with the letter “R” followed by a ment formats are contained in Appendix D, space and then the full aircraft identification. Service B Message Formats. EXAMPLE− Delete FF KRCAYXYX DTG KRIUYFYX R DECAL01 NOTE− No Change The operational system will automatically acknowledge flight notification messages which are received in or have been edited into the correct format.

OLD NEW 5−4−8. MAJOR FLIGHT PLAN CHANGES 5−4−7. MAJOR FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT FROM EN ROUTE AIRCRAFT a. Change of Destination. No Change 1. When a civil aircraft on a VFR flight plan or 1. When an aircraft on a VFR flight plan a military aircraft on any flight plan changes changes destination, obtain and record, as a destination, obtain, as a minimum, the following minimum, the following information if not already information if not already known: known: a1(a) through a1(d) No Change (e) Old destination. (e) New destination. (f) Present position. (f) New ETA. (g) Altitude and route. (g) Present position. (h) New destination. (h) Old destination. (i) Estimated time en route. No Change 2. Transmit a revised flight notification message No Change to the departure, original, and new destination tie−in facilities containing the type of flight, aircraft identification, aircraft type, departure point, new destination, new ETA, and in Remarks, aircraft position and time, the words “ORIG DESTN” followed by the identifier of the original destination.

BG−20 Briefing Guide 6/17/21 JO 7110.10BB

EXAMPLE− Delete VFR Change of Destination: FF KBOIYFYX KSEAYFYX DTG KCDCYFYX VFR N98789 C182/U PVU GEG 2230 $0VR SLC 1900 ORIG DESTN BOI

IFR Change of Destination: FF KRCAYXYX KTIKYXYX KRIUYFYX DTG KCDCYFYX IFR DECAL01 T43/R SMF TIK 0230 $AP3NP3S OVR SLC 2330 ORIG DESTN RCA b. Change from IFR to VFR. When a civil aircraft b. Change from IFR to VFR. When a civil aircraft changes from an IFR to a VFR flight plan, obtain all changes from an IFR to a VFR flight plan, obtain all flight plan information and send a flight flight plan information and send appropriate notification message to the destination tie−in flight plan messages, including a SPL message. facility. Include the type of flight plan, aircraft identification and type, departure point, destination, ETA, and pertinent remarks. EXAMPLE− Delete FF KABQYFYX DTG KOAKYFYX VFR N87690 C182/U SFO ELP 2100 $CNLD IFR OVER BFL NOTE− Delete Obtaining the name of the original flight plan source may provide additional information if the aircraft becomes overdue. c. Military Change from IFR to VFR, or VFR to No Change IFR. When a military aircraft changes from IFR to VFR, or VFR to IFR, or requests that other significant information be forwarded, transmit this information to the destination station. EXAMPLE− Delete FF KTIKYXYX DTG KDENYFYX DECAL01 CHGD TO VFR RON

OLD NEW 5−4−9. CHANGE IN ETA 5−4−8. CHANGE IN ETA When an aircraft wants to change its ETE, obtain a When an aircraft wants to change its ETE, obtain a new ETA, and forward the information to the new ETA, and using appropriate messaging destination tie−in facility as a numbered message. procedures, notify the destination tie−in facility of The destination tie−in facility must acknowledge the new ETA. The destination tie−in facility must and, thereafter, use the new ETA as the standard for acknowledge and, thereafter, use the new ETA as any necessary follow−up action; for example, the standard for any necessary follow−up action; QALQ message. for example, QALQ message.

Briefing Guide BG−21 JO 7110.10BB 6/17/21

EXAMPLE− Delete FF KENAYFYX DTG KSEAYFYX SEA001 ENA N34567 E2140 REFERENCE− Delete FAA Order JO 7210.3, Para 14−1−3, Flight Plan Area, Subpara c.

OLD NEW 5−4−10. FLIGHT PLAN CLOSURE 5−4−9. FLIGHT PLAN CLOSURE Title through b2 No Change c. When a pilot closes a flight plan with a station No Change that has not received a flight notification message, obtain as a minimum, the departure point, the flight planned destination point, and the station with which the flight plan was filed. 1. If the station receiving the closure is the tie−in 1. If the station receiving the closure is the tie−in station for the planned destination, transmit a station for the planned destination, transmit the numbered arrival message to the departure station appropriate message to the departure station with with the remark “FPNO” and the departure point the remark “FPNO” and the departure point and and destination identifiers. The departure station destination identifiers. The departure station must must relay the arrival information to the station relay the arrival information to the station holding holding the flight plan notification message in the the flight plan notification message in the active active file. file. EXAMPLE− Delete FF KDCAYFYX DTG KMIVYFYX MIV001 DCA N8567 A1745 FPNO PHF NMK 2. If the station receiving the closure message is 2. If the station receiving the closure message is not the destination tie−in station, transmit a not the destination tie−in station, transmit the numbered closure message to the destination tie−in appropriate closure message to the destination station, including the aircraft identification, the tie−in station. closure time, the departure point, and destination. Remarks are optional. EXAMPLE− Delete FF KHUFYFYX DTG KDAYYFYX DAY003 N11ND C1217 LOU IND LNDD CMH

OLD NEW 5−5−4. MESSAGE HANDLING 5−5−4. MESSAGE HANDLING Title through a No Change

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1. The FSS originating the advisory or receiving No Change it from the originating BASOPS must determine the FSS nearest the aircraft’s estimated position for VFR flights, or the appropriate ARTCC for IFR flights. Transmit a numbered message only to the facility identified. Include in the text “FLT ADVY,” aircraft identification and type, and route of flight, in that order. The last item must be the identifier of the originating BASOPS or FSS. Plain language may be used. EXAMPLE− Delete FF KZIDZRZX DTG KCOUYFYX COU005 ZID FLT ADVY A12345 T38 GVW J80 DAY DAY WX BLO LNDG MIN. SUG PROCD CVG. ADZ INTENTIONS DLVR 1625 GVW BASOPS

OLD NEW 5−6−3. FORWARDING DVFR 5−6−3. FORWARDING DVFR INFORMATION INFORMATION Title through b9(d) No Change (e) If no arrival report (NORIV) will be filed (e) On a proposed flight plan, a single “X” with an appropriate aeronautical facility, include may replace the DVFR discrete transponder the contraction “NORIV” as a non−transmitted code, true airspeed, estimated point of remark. Do not pass “NORIV” to NORAD. penetration of the ADIZ, or the estimated time of penetration of the ADIZ. EXAMPLE− Delete 1210 135 3442/09345 1446 NOTE− Delete On a proposed flight plan, a single “X” may replace the DVFR discrete transponder code, true airspeed, estimated point of penetration of the ADIZ, or the estimated time of penetration of the ADIZ. EXAMPLE− Delete Missing true airspeed: 1210 X 3442/09345 1446

Missing estimated point of ADIZ penetration and time: 1210 135 XX Add (f) If no arrival report (NORIV) will be filed with an appropriate aeronautical facility, include the contraction “NORIV” as a non−transmitted remark. Do not pass “NORIV” to NORAD. Add EXAMPLE− 1. Missing true airspeed: 1210 X 3442/09345 1446

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Add 2. Missing estimated point of ADIZ penetration and time: 1210 135 XX Add NOTE− The use of NORIV implies that NO SAR is desired.

OLD NEW 6−1−8. ADDRESSING MESSAGES 6−1−8. ADDRESSING MESSAGES Title through a No Change b. Address IFR FPL messages to the ARTCC No Change serving the airport of departure and to all ATS units (including oceanic) providing air traffic control service or concerned with flight along part or the whole of the route to be flown except FAA ATCTs and other conterminous U.S. ARTCCs. NOTE− Delete Within the North Atlantic (NAT) Region, FPLs on turbo jet aircraft transiting the control areas of Gander Oceanic, New York Oceanic, Reykjavik, Santa Maria Oceanic, Shanwick Oceanic and Sondrestrom (south of 70 degrees) within 90 nautical miles of the control area boundary, must be addressed to the adjacent ACC to provide lateral separation. For all other aircraft, a 120 nautical mile proximity limit must apply. Add c. For flights where the destination is in Canada, address only the initial and final ATS units. It is not necessary to address each FIR through which the flight will operate. Add NOTE− Within the North Atlantic (NAT) Region, FPLs on turbo jet aircraft transiting the control areas of Gan- der Oceanic, New York Oceanic, Reykjavik, Santa Maria Oceanic, Shanwick Oceanic, and Sondrestrom (south of 70 degrees), within 90 nautical miles of the control area boundary, must be addressed to the adjacent ACC to provide lateral separation. For all other aircraft, a 120 nautical mile proximity limit must apply. c. Transmit all IFR FPLs to ARTCCs not less than d. Transmit all IFR FPLs to ARTCCs no less than 1 hour prior to the proposed departure time. Do not 1 hour prior to the proposed departure time. Do not hold FPLs until after departure time and transmit as hold FPLs until after departure time and transmit as a combined FPL and departure message (DEP). a combined FPL and departure message (DEP). Separate FPL and DEP messages must be Separate FPL and DEP messages must be transmitted. transmitted. NOTE− NOTE− ICAO flight plans do not require an acknowledgment IFR ICAO flight plans do not require an acknowledge- to the transmitting facility. ment to the transmitting facility. d through e Re−letter e through f

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OLD NEW 6−1−9. FLIGHT PLAN FORMS AND 6−1−9. FLIGHT PLAN FORMS AND INSTRUCTIONS INSTRUCTIONS a. All IFR flights that depart U.S. domestic a. All flights that depart U.S. controlled airspace airspace and enter international airspace must use and enter airspace controlled by a foreign Air FAA Form 7233−4, International Flight Plan (see Navigation Service Provider (ANSP) must use Appendix A), the ICAO Model Flight Plan Form in FAA Form 7233−4, International Flight Plan, (see ICAO DOC 4444, or an electronic equivalent. The Appendix A) the ICAO Model Flight Plan Form in flight plan filer is responsible for providing the ICAO DOC 4444, or an electronic equivalent. information required in items 3 through 19. DOD/military may still use DD Form 1801, Military International Flight Plan. The flight plan filer is responsible for providing the information required in items 3 through 19. DOD/military may still use FAA Form 7233−1 or DD Form 175 within U.S. controlled airspace. Civilian filers of stereo route flight plans may also use FAA Form 7233−1. 1. The procedure described in paragraph a. b. The procedure described in subparagraph a above also applies to IFR flight plans originating above also applies to all flight plans originating within or transiting Pacific Flight Information within or transiting Pacific Flight Information Regions (FIR) and flying to or from FIRs beyond Regions (FIR) and flying to or from FIRs beyond the Pacific Region including the North American the Pacific Region including the North American (NAM) Region. (NAM) Region. NOTE− No Change The NAM Region encompasses the conterminous U.S., Alaska, and Canada to the North Pole. 2. VFR flights within the conterminous U.S., Delete Canada, Mexico, Honolulu, Alaska, and San Juan domestic control areas may use FAA Form 7233−1, Flight Plan, or an electronic equivalent. b. When paper forms are used, record on the form c. When paper forms are used, record on the form the time the flight plan was filed. This time will the time the flight plan was filed. This time will constitute evidence of the pilot’s intention to constitute evidence of the pilot’s intention to comply with Customs, Immigration, and Public comply with Customs, Immigration, and Public Health requirements and will be made available Health requirements and will be made available upon request from these authorities. upon request from these authorities.

OLD NEW 6−1−10. ICAO ATS MESSAGE FORMAT 6−1−10. ICAO ATS MESSAGE FORMAT Title through a No Change Add b. Proposed Flight Plan Messages.

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Add 1. IFR FPL. ARTCCs are the designated ATS units responsible for originating and transmitting DEP messages on all IFR aircraft departing airports within their center boundaries. IFR flight plans must be transmitted to ARTCCs at least 1 hour before departure. This allows ARTCCs to determine recipients of DEP message when domestic portions are transmitted to ARTCCs in an automated format. Do not hold FPLs and combine with DEP into a single message. Add 2. VFR FPL. The FSS or contracted flight plan filing service is responsible for transmitting DEP messages on VFR aircraft. b through h Re−letter c through i

OLD NEW 6−4−2. INBOUNDS FROM CANADA 6−4−2. INBOUNDS FROM CANADA Title through b No Change c. Facilities acknowledge receipt of flight c. Facilities acknowledge receipt of inbound notification messages as soon as practical by flight plan and flight data messages as soon as transmitting the letter “R” followed by the full practical by transmitting a Logical aircraft identification; for example, R N711VR. Acknowledgement Message (LAM). Suspense Suspense VFR flight notification messages until VFR flight plans until arrival or closure arrival or closure information is received. Remove information is received. Remove IFR messages IFR messages from the inbound list after delivery. from the inbound list after delivery. Add NOTE− ATS messages used by Flight Service are explained in Appendix D.

OLD NEW 6−4−3. OUTBOUNDS TO CANADA 6−4−3. OUTBOUNDS TO CANADA Title through b No Change c. Upon notification of departure of VFR flights, c. Upon notification of the departure of VFR transmit a flight notification message directly to the flights, transmit a Departure Message (DEP) destination Canadian relay facility. Include directly to the destination Canadian relay facility. CANPASS in the remarks. NOTE− Delete 1. The operational system will automatically format the required items and transmit the flight notification message when activated if the proposed flight plan was filed in accordance with subparagraphs 6−4−3d and 6−4−3e.

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2. Facilities address messages to the destination relay Delete facility listed in FAAO JO 7350.8, Location Identifiers. Facilities transmit flight notification messages for VFR flights in accordance with Paragraph 5−4−4, Flight Notification Message. Flight notification messages included the type of flight plan as the first item of the notification message. CANPASS is required in the remarks, as appropriate. EXAMPLE− Delete FF CZYZZFZX DTG KBUFYFYX VFR N711VR C182 BUF YYZ 1735 CANPASS d. IFR Flight Plans Delete 1. CANPASS Flight Plans. Delete NOTE− Delete The operational system should automatically format the required items and transmit the flight notification message. EXAMPLE− Delete FR:I AI:N1234 AT:C421/R TS:280 DD:DSM TM:P1800 AE:200 RT:DSM..CYYZ AD:CYYZ TE:0300 RM:$CANPASS FB:0400 AA: PD:JOE PILOT HB:DSM NB:2 CR:R/W TL: OP: CP: TA:2100

FR:I AI:N1234 AT:C421/R TS:280 DD:DSM TM:P1800 AE:200RT:DSM..CYYZ AD:CYYZ TE:0300 RM:$CANPASS FB:0400 AA: PD:JOE PILOT HB:DSM NB:2 CR:R/W TL: OP:&C CP:CZYZZFZX TA:2100 2. Send a flight notification message on airfile Delete IFR aircraft that has requested Customs notification. Place CANPASS (if prior notification) in the remarks section of the flight notification message. If the pilot files a flight plan, but gives no indication that CANPASS procedures have been implemented, or prefers to leave the notification off of the flight plan, leave the remarks section blank and allow the NAV CANADA specialists to handle the situation upon arrival. e. VFR Flight Plans. Delete

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NOTE− Delete The operational system will automatically format the required items and transmit the flight notification message. EXAMPLE− Delete AIRFILED FR:V AI:N1234 AT:C150 TS:90 DD:BUF TM:D1800 AE:045 RT:BUF..CYYZ AD:CYYZ TE:0030 RM:$CANPASS 2 FB:0330 AA: PD:JOE PILOT HB:DSM NB:2 CR:5/W TL: OP:&C CP:CZYZZFZX TA:1830

CANPASS FR:V AI:N1234 AT:C150 TS:90 DD:BUF TM:P1800 AE:045 RT:BUF..CYYZ AD:CYYZ TE:0030 RM:$CANPASS FB:0330 AA: PD:JOE PILOT HB:DSM NB:2 CR:5/W TL: OP:&C CP:CZYZZFZX TA:1830 f. Refer to the Canada and North Atlantic IFR and Delete VFR supplements to determine Customs hours of service, availability of Customs flight notification service (CANPASS), and the relay facility for infrequently used Airports of Entry not listed in FAA Order JO 7350.8, Location Identifiers. g. Suspense VFR message until acknowledgment d. Suspense ATS flight data message until is received. acknowledgment is received. REFERENCE− No Change FAA Order JO 7110.10, Para 7−5−1, Canadian Transborder. g1 through g3 Re−letter d1 through d3 h. When correcting or revising a message, Delete retransmit the complete message preceded by the contraction CHG (change). EXAMPLE− Delete FF CZYZZFZX DTG KBUFYFYX CHG VFR N711VR C182 BUF YYZ 1845 CANPASS

FF CZYZZFZX DTG KBUFYFYX CHG VFR N711VR C182 BUF YYZ 1845 CANPASS i. Do not transmit IFR flight notification messages Delete except for military aircraft or Customs notification purposes.

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NOTE− Delete Canada will not acknowledge receipt of these messages. j. When available, use interphone or telephone for Delete flights of 30 minutes or less. k. Do not accept round−robin flight plans to e. Do not accept round−robin flight plans to Canada. Canada.

OLD NEW 6−4−4. OUTBOUNDS TO CANADA 6−4−4. OUTBOUNDS TO CANADA DEPARTING FROM OUTSIDE FLIGHT DEPARTING FROM OUTSIDE FLIGHT PLAN AREA PLAN AREA Accept flight plans regardless of departure point Delete within the NAS. (See para 6−4−1 and subpara 6−4−3a for CANPASS guidance.) a. Forward VFR flight plan information for a. Accept flight plans regardless of departure aircraft departing from outside the facility’s flight point within the NAS. plan area to the tie−in SECTOR/FSS for the departure point in the following format: 1. Aircraft identification. Delete 2. Aircraft type. Delete 3. Departure point. Delete 4. Destination. Delete 5. Proposed departure time/ETE. Delete 6. Remarks. Delete EXAMPLE− Delete FF PAKTYFYX DTG KSEAYFYX N711VR C182 KTN YYJ P1630/0330 CANPASS NOTE− Delete U.S. CBP authorizations for flights outbound from the U.S. to Canada are the obligation of the pilot and must be obtained via the APIS process. APIS resources for pilots are available at http://www.cbp.gov. b. Forward IFR flight plan information for aircraft Delete proposing to depart from outside the facility’s flight plan area in accordance with Paragraph 5−3−1, Domestic IFR Flight Plans. If Customs flight notification service (ADCUS) is requested, advise the pilot to contact CANPASS at 888−226−7277; include CANPASS information as an intrafacility remark, and transmit the proposal message to both the ARTCC and the tie−in SECTOR/FSS. Enter the ARTCC computer address last.

Briefing Guide BG−29 JO 7110.10BB 6/17/21

EXAMPLE− Delete FF KAOOYFYX KZOBZQZX DTG KDCAYFYX DCA2010001 FP N1234P P28R/A 150 PIT P0200 150 PIT..CIP..DKK..BUF..YYZ/0130 CANPASS NOTE− Delete The operational system will automatically format the required items and transmit the flight notification message. c. Identify the tie−in SECTOR/FSS, and advise Delete the pilot to report departure time directly to that facility. NOTE− Delete While the report may be relayed through another facility, it is the pilot’s responsibility to notify the tie−in SECTOR/FSS of the departure time. d. Upon receipt of the departure report, the tie−in b. Upon receipt of the departure report, the tie−in SECTOR/FSS is responsible for delivery of the SECTOR/FSS is responsible for delivery of the flight notification message to Canada. departure message to Canada. 1. Transmit a flight notification message in Delete accordance with Paragraph 5−4−4, Flight Notification Message. NOTE− Delete If a departure report has not been received within 1 hour of the proposed departure time, cancel and file the proposed flight plan. 2. The operational system changed should Delete automatically format the required items and transmit the flight notification message. e. Acknowledgment from the departure point Delete tie−in SECTOR/FSS is required for both VFR and IFR proposals.

OLD NEW 6−4−5. IFR FLIGHT PLANS DEPARTING 6−4−5. IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS CANADIAN AIRPORTS a. Accept IFR flight plans departing from a. Accept IFR flight plans departing from Canadian airports and destined to the U.S. Transmit Canadian airports and destined to the U.S. Address a proposal message in ARTCC HOST computer messages to the ACC listed in FAA Order JO format to the associated Canadian ACC. Address 7350.9, Location Identifiers. messages to the ACC listed in FAA Order JO 7350.9, Location Identifiers.

BG−30 Briefing Guide 6/17/21 JO 7110.10BB

NOTE− No Change FSSs in Alaska will still accept Canada to Canada IFR flight plans. b. Canada does not acknowledge for proposal b. Accept IFR flight plans regardless of messages. Do not expect or request destination when the departure airport is a acknowledgment. Canadian airport where air traffic control services are provided by the FAA.

OLD Appendix A. ICAO FLIGHT PLANS 1. ICAO Model Flight Plan Form. 2. Instructions for the Completion of the Flight Plan Form. 3. Instructions for the Transmission of a Filed Flight Plan (FPL) Message. 4. Instructions for the Transmission of a Supplementary Flight Plan (SPL) Message. 5. Example of Completed Flight Plan Form. 6. ICAO Model Flight Plan, Reverse Side. 7. ICAO Model Repetitive Flight Plan (RPL) Listing Form. 8. Example of a Completed Repetitive Flight Plan (RPL) Listing Form.

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1. ICAO Model Flight Plan Form

Department of Transportation Federal Aviation Administration International Flight Plan

PRIORITY ADDRESSEE(S) FF

FILING TIME ORIGINATOR

SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/ OR ORIGINATOR

3 MESSAGE 7. AIRCRAFT IDENTIFICATION 8 FLIGHT RULES TYPE OF FLIGHT FPL 9. NUMBER TYPE OF AIRCRAFT WAKE TURBULENCE CAT. 10 EQUIPMENT / TIME 13 DEPARTURE AEODROME

15 CRUISING SPEED LEVEL ROUTE

TOTAL EET 16. DESTINATION AERODROME HR. MIN. ALTN AERODROME 2ND, ALTN AERODROME

18 OTHER INFORMATION

SUPPLEMENTARY INFORMATION (NOT TOBE TRANSMITTED IN FPL MESSAGES) RENSE 19 ENDURANCE EMERGENCY RADIO HR. MIN. PERSONS ON BOARD UHF VHF ELBA EP/ / R/ U V E SURVIVAL EQUIPMENT POLAR DESERT MARITIME JUNGLE LIGHT FLOURES UHF VHF SP/ DMJ J/ L F U V DINGHIES NUMBER CAPACITY COVER COLOUR D / C AIRCRAFT COLOUR AND MARKINGS A / REMARKS N / PILOT-IN-COMMAND C /

FILED BY ACCEPTED BBY Y ADDITIONALADDITION AL INFORMATIONINFORM ATION

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2. Instructions for the Completion of the Flight Plan Form

2.1 General Follow the prescribed formats and manner of specifying data. Start entering data in the first space provided. Leave unused spaces blank. ENTER all clock times in 4 figures UTC. ENTER all estimated elapsed times in 4 figures (hours and minutes). Shaded area preceding Item 3 - to be completed by ATS and COM services, unless the responsibility for originating flight plan messages has been delegated. NOTE- The term “aerodrome,” where used in the flight plan, also covers sites other than aerodromes which may be used by certain types of aircraft; for example, helicopters or balloons. 2.2 Instructions for entering ATS data Complete Items 7 to 18 as indicated below. Complete also Item 19 as indicated below, when required by the appropriate ATS authority or when otherwise deemed necessary. NOTE- 1. Item numbers on the form are not consecutive, as they correspond to Field Type numbers in ATS messages. 2. ATS data systems may impose communications or processing constraints on information in filed flight plans. Possible constraints may, for example, be limits regarding item length, number of elements in the route item, or total flight plan length. Significant constraints are documented in the relevant Aeronautical Information Publication (AIP). ITEM 7: AIRCRAFT IDENTIFICATION (MAXIMUM 7 CHARACTERS) ENTER one of the following aircraft identifications, not exceeding 7 alphanumeric characters and without hyphens or symbols: (a) The ICAO designator for the aircraft operating agency, followed by the flight identification (for example, KLM511, NGA213, JTR25). When in radiotelephony the call sign to be used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification (for example, KLM511, NIGERIA213, JESTER25); (b) The nationality or common mark and registration marking of the aircraft (for example, EIAKO, 4XBCD, N2567GA), when: (1) In radiotelephony, the call sign to be used by the aircraft will consist of this identification alone (for example, CGAJS) or preceded by the ICAO telephony designator for the aircraft operating agency (for example, BLIZZARD CGAJS); or (2) The aircraft is not equipped with radio. NOTE 1. Standards for nationality, common and registration marks to be used are contained in Annex 7, Chapter 2. 2. Provisions for using radiotelephony call signs are contained in Annex 10, Volume II, Chapter 5. ICAO designators and telephony designators for aircraft operating agencies are contained in Doc 8585 — Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services. ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT (1 OR 2 CHARACTERS) Flight Rules ENTER one of the following letters to denote the category of flight rules with which the pilot intends to comply: I if it is intended that the entire flight will be operated under IFR.

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V if it is intended that the entire flight will be operated under VFR. Y if the flight initially will be operated under IFR, followed by one or more changes of flight rules. Z if the flight initially will be operated under VFR, followed by one or more changes of flight rules. NOTE- U.S. domestic automation systems cannot accept a flight plan that begins under VFR and subsequently changes to one or more flight rules (that is, “Z”). For this purpose, file separate flight plans for the portions of the route that the pilot intends to conduct under IFR. Specify in Item 15 the point or points where change of flight rules is planned. Type of flight ENTER one of the following letters to denote the type of flight when required by the appropriate ATS authority: S if scheduled air service N if non-scheduled air transport operation G if general aviation M if military X if other than any of the defined categories above. Specify flight status following the indicator “STS” in Item 18, or when necessary to denote other reasons for specific handling by ATS, indicate the reason following the indicator “RMK” in Item 18. ITEM 9: NUMBER AND TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY Number of aircraft (1 or 2 characters) ENTER the number of aircraft, if more than one. Type of aircraft (2 to 4 characters) ENTER the appropriate designator as specified in ICAO Doc 8643, Aircraft Type Designators, OR if no such designator has been assigned, or in case of formation flights comprising more than one type, ENTER ZZZZ, and SPECIFY in Item 18, the (numbers and) type(s) of aircraft preceded by TYP/. Wake turbulence category (1 character) ENTER an oblique stroke followed by one of the following letters to indicate the wake turbulence category of the aircraft: H - HEAVY, to indicate an aircraft type with a maximum certificated take-off mass of 136 000 kg or more; M - MEDIUM, to indicate an aircraft type with a maximum certificated take-off mass of less than 136,000 kg but more than 7,000 kg; L - LIGHT, to indicate an aircraft type with a maximum certificated take-off mass of 7,000 kg or less. ITEM 10: EQUIPMENT AND CAPABILITIES Capabilities comprise the following elements: (a) Presence of relevant serviceable equipment on board the aircraft; (b) Equipment and capabilities commensurate with flight crew qualifications; and (c) Where applicable, authorization from the appropriate authority. Radio communication, navigation and approach aid equipment and capabilities ENTER one letter as follows: N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is unserviceable,

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OR S if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable (see Note 1), AND/OR ENTER one or more of the following letters to indicate the serviceable COM/NAV/ approach aid equipment and capabilities available:

A GBAS landing system K MLS B LPV (APV with SBAS) L ILS C LORAN C M1 ATC RTF SATCOM (INMARSAT) DDME M2 Reserved E1 FMC WPR ACARS M3 ATC RTF (Iridium) E2 DFIS ACARS O VOR E3 PDC ACARS P1 CPDLC RCP 400 (See Note 7) F ADF P2 CPDLC RCP 240 (See Note 7) G GNSS (See Note 2) P3 SATVOICE RCP 400 (See Note 7) H HF RTF P4−P9 Reserved for RCP I Inertial Navigation R PBN approved (See Note 4) J1 CPDLC ATN VDL Mode 2 (See Note 3) T TACAN J2 CPDLC FANS 1/A HFDL U UHF RTF J3 CPDLC FANS 1/A VDL Mode A V VHF RTF J4 CPDLC FANS 1/A VDL Mode 2 W RVSM approved J5 CPDLC FANS 1/A SATCOM(INMARSAT) X MNPS approved J6 Reserved Y VHF with 8.33 kHz channel spacing capability J7 CPDLC FANS 1/A SATCOM (Iridium) Z Other equipment carried or other capabilities (See Note 5) Any alphanumeric characters not indicated above are reserved. NOTE- 1. If the letter S is used, standard equipment is considered to be VHF RTF, VOR, and ILS, unless another combination is prescribed by the appropriate ATS authority. 2. If the letter G is used, the types of external GNSS augmentation, if any, are specified in Item 18 following the indicator NAV/ and separated by a space. 3. See RTCA/EUROCAE Interoperability Requirements Standard For ATN Baseline 1 (ATN B1 INTEROP Standard – DO-280B/ED-110B) for data link services air traffic control clearance and information/air traffic control communications management/air traffic control microphone check. 4. If the letter R is used, the performance based navigation levels that can be met are specified in Item 18 following the indicator PBN/. Guidance material on the application of performance based navigation to a specific route segment, route or area is contained in the Performance-Based Navigation Manual (Doc 9613). 5. If the letter Z is used, specify in Item 18 the other equipment carried or other capabilities, preceded by COM/, NAV/ and/or DAT/, as appropriate. 6. Information on navigation capability is provided to ATC for clearance and routing purposes. 7. Guidance material on the application of performance−based communication, which prescribes RCP to an air traffic service in a specific area, is contained in the Performance−based Communication and Surveillance (PBCS) Manual (Doc 9869). Surveillance equipment and capabilities ENTER N if no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable, OR ENTER one or more of the following descriptors, up to a maximum of 20 characters, to describe the serviceable surveillance equipment and/or capabilities on board. Enter no more than one transponder code (Modes A, C, or S)

Briefing Guide BG−35 JO 7110.10BB 6/17/21

SSR Modes A and C: A Transponder - Mode A (4 digits - 4096 codes) C Transponder - Mode A (4 digits - 4096 codes) and Mode C SSR Mode S: E Transponder - Mode S, including aircraft identification, pressure-altitude and extended squitter (ADS-B) capability H Transponder - Mode S, including aircraft identification, pressure-altitude and enhanced surveillance capability I Transponder - Mode S, including aircraft identification, but no pressure-altitude capability L Transponder - Mode S, including aircraft identification, pressure-altitude, extended squitter (ADS−B) and enhanced surveillance capability P Transponder — Mode S, including pressure-altitude, but no aircraft identification capability S Transponder - Mode S, including both pressure-altitude and aircraft identification capability X Transponder - Mode S with neither aircraft identification nor pressure-altitude capability NOTE- Enhanced surveillance capability is the ability of the aircraft to down-link aircraft derived data via a Mode S transponder. ADS-B: B1 ADS-B with dedicated 1090 MHz ADS-B “out” capability B2 ADB-B with dedicated 1090 MHz ADS-B “out” and “in” capability U1 ADS-B “out” capability using UAT U2 ADS-B “out” and “in” capability using UAT V1 ADS-B “out” capability using VDL Mode 4 V2 ADS-B “out” and “in” capability using VDL Mode 4 NOTE− File no more than one code for each type of capability, e.g. file B1 or B2 and not both ADS-C: D1 ADS-C with FANS 1/A capabilities G1 ADS-C with ATN capabilities Alphanumeric characters not indicated above are reserved. EXAMPLE- ADE3RV/HB2U2V2G1 NOTE Additional surveillance application should be listed in Item 18 following the indicator SUR/. ITEM 13: DEPARTURE AERODROME AND TIME (8 CHARACTERS) ENTER the ICAO four-letter location indicator of the departure aerodrome as specified in Doc 7910, Location Indicators, OR if no location indicator has been assigned, ENTER ZZZZ and SPECIFY, in Item 18, the name and location of the aerodrome preceded by DEP/, OR the first point of the route or the marker radio beacon preceded by DEP/…, if the aircraft has not taken off from the aerodrome, OR if the flight plan is received from an aircraft in flight,

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ENTER AFIL, and SPECIFY, in Item 18, the ICAO four-letter location indicator of the location of the ATS unit from which supplementary flight plan data can be obtained, preceded by DEP/. THEN, WITHOUT A SPACE, ENTER for a flight plan submitted before departure, the estimated off-block time (EOBT), OR for a flight plan received from an aircraft in flight, the actual or estimated time over the first point of the route to which the flight plan applies. ITEM 15: ROUTE ENTER the first cruising speed as in (a) and the first cruising level as in (b), without a space between them. THEN following the arrow, ENTER the route description as in (c). (a) Cruising speed (maximum 5 characters) ENTER the True Air Speed for the first or the whole cruising portion of the flight, in terms of: Kilometers per hour, expressed as K followed by 4 figures (for example, K0830), or Knots, expressed as N followed by 4 figures (for example, N0485), or True Mach number, when so prescribed by the appropriate ATS authority, to the nearest hundredth of unit Mach, expressed as M followed by 3 figures (for example, M082). (b) Cruising level (maximum 5 characters) ENTER the planned cruising level for the first or the whole portion of the route to be flown, in terms of: Flight level, expressed as F followed by 3 figures (for example, F085; F330), or *Standard Metric Level in tens of meters, expressed as S followed by 4 figures (for example, S1130), or Altitude in hundreds of feet, expressed as A followed by 3 figures (for example, A045; A100), or Altitude in tens of meters, expressed as M followed by 4 figures (for example, M0840), or for uncontrolled VFR flights, the letters VFR. *When so prescribed by the appropriate ATS authorities. (c) Route (including changes of speed, level and/or flight rules) Flights along designated ATS routes ENTER if the departure aerodrome is located on or connected to the ATS route, the designator of the first ATS route, OR if the departure aerodrome is not located on or connected to the ATS route, the letters DCT followed by the point of joining the first ATS route, followed by the designator of the ATS route. THEN ENTER each point at which either a change of speed and/or level is planned to start, or a change of ATS route, and/or a change of flight rules is planned, NOTE- When a transition is planned between a lower and upper ATS route and the routes are oriented in the same direction, the point of transition does not need to be entered. FOLLOWED IN EACH CASE by the designator of the next ATS route segment, even if the same as the previous one, OR by DCT, if the flight to the next point will be outside a designated route, unless both points are defined by geographical coordinates. Flights outside designated ATS routes ENTER points normally not more than 30 minutes flying time or 370 km (200 NM) apart, including each point at which a change of speed or level, a change of track, or a change of flight rules is planned,

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OR when required by appropriate ATS authority(ies), DEFINEthe track of flights operating predominantly in an east-west direction between 70_N and 70_S by reference to significant points formed by the intersections of half or whole degrees of latitude with meridians spaced at intervals of 10 degrees of longitude. For flights operating in areas outside those latitudes the tracks must be defined by significant points formed by the intersection of parallels of latitude with meridians normally spaced at 20 degrees of longitude. The distance between significant points must, as far as possible, not exceed one hour’s flight time. Additional significant points must be established as deemed necessary. For flights operating predominantly in a north-south direction, define tracks by reference to significant points formed by the intersection of whole degrees of longitude with specified parallels of latitude which are spaced at 5 degrees. ENTER DCT between successive points unless both points are defined by geographical coordinates or by bearing and distance. USE ONLY the conventions in (1) to (5) below and SEPARATE each sub-item by a space. (1) ATS route (2 to 7 characters) The coded designator assigned to the route or route segment including, where appropriate, the coded designator assigned to the standard departure or arrival route (for example, V218, J3, Q108, T111, BCN1, ANC4, AR3, Bl, R14, UB10, UJ5, UQ104, KODAP2A, RIIVR2). NOTE- Provisions for the application of route designators are contained in Annex 11, Appendix 1. (2) Significant point (2 to 11 characters) The coded designator (2 to 5 characters) assigned to the point (for example, LN, MAY, HADDY), or, if no coded designator has been assigned, one of the following ways: Degrees only (7 characters): 2 figures describing latitude in degrees, followed by “N” (North) or “S” (South), followed by 3 figures describing longitude in degrees, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, for example, 46N078W. Degrees and minutes (11 characters): 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by entering zeros; for example, 4620N07805W. Bearing and distance from a significant point: The identification of the significant point, followed by the bearing from the point in the form of 3 figures giving degrees magnetic, followed by the distance from the point in the form of 3 figures expressing nautical miles. In areas of high latitude where it is determined by the appropriate authority that reference to degrees magnetic is impractical, degrees true may be used. Make up the correct number of figures, where necessary, by insertion of zeros; for example, a point 180_magnetic at a distance of 40 nautical miles from VOR “DUB” should be expressed as DUB180040. (3) Change of speed or level (maximum 21 characters) The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level is planned to start, expressed exactly as in (2) above, followed by an oblique stroke and both the cruising speed and the cruising level, expressed exactly as in (a) and (b) above, without a space between them, even when only one of these quantities will be changed. EXAMPLES- LN/N0284A045 MAY/N0305Fl80 HADDY/N0420F330 4602N07805W/N0500F350 46N078W/M082F330 DUB180040/N0350M0840 (4) Change of flight rules (maximum 3 characters)

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The point at which the change of flight rules is planned, expressed exactly as in (2) or (3) above as appropriate, followed by a space and one of the following: VFR if from IFR to VFR IFR if from VFR to IFR EXAMPLES- LN VFR LN/N0284A050 IFR NOTE- U.S. domestic automation systems cannot accept flight plans that begin VFR and change to IFR. For this purpose, file a separate flight plan for the IFR portion of the flight. (5) Cruise climb (maximum 28 characters) NOTE- Flight plans containing a cruise climb cannot be accepted by domestic U.S. automation systems. The letter C followed by an oblique stroke; THEN the point at which cruise climb is planned to start, expressed exactly as in (2) above, followed by an oblique stroke; THEN the speed to be maintained during cruise climb, expressed exactly as in (a) above, followed by the two levels defining the layer to be occupied during cruise climb, each level expressed exactly as in (b) above, or the level above which cruise climb is planned followed by the letters PLUS, without a space between them. EXAMPLES- C/48N050W/M082F290F350 C/48N050W/M082F290PLUS C/52N050W/M220F580F620 ITEM 16: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME, DESTINATION ALTERNATE AERODROME(S) Destination aerodrome and total estimated elapsed time (8 characters) ENTER the ICAO four-letter location indicator of the destination aerodrome as specified in Doc 7910, Location Indicators, OR if no location indicator has been assigned, ENTER ZZZZ followed, without a space, by the total estimated elapsed time, and SPECIFY in Item 18 the name and location of the aerodrome, preceded by DEST/. THEN, WITHOUT A SPACE, ENTER the total estimated elapsed time. NOTE- For a flight plan received from an aircraft in flight, the total estimated elapsed time is the estimated time from the first point of the route to which the flight plan applies to the termination point of the flight plan. Destination alternate aerodrome(s) ENTER the ICAO four-letter location indicator(s) of not more than two destination alternate aerodromes, as specified in Doc 7910, Location Indicators, separated by a space, OR if no location indicator has been assigned to the destination alternate aerodrome(s), ENTER ZZZZ and SPECIFY in Item 18 the name and location of the destination alternate aerodrome(s), preceded by ALTN/. ITEM 18: OTHER INFORMATION NOTE- Use of indicators not included under this item may result in data being rejected, processed incorrectly or lost. Hyphens or oblique strokes should only be used as prescribed below.

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ENTER 0 (zero) if no other information, OR any other necessary information in the sequence shown hereunder, in the form of the appropriate indicator selected from those defined hereunder followed by an oblique stroke and the information to be recorded: STS/ Reason for special handling by ATS (for example, a search and rescue mission), as follows: NOTE- Additional information, if needed to clarify a reason for special handling, must follow RMK/. ALTRV: for a flight operated in accordance with an altitude reservation EXAMPLE- STS/ALTRV RMK/ALTRV AT CN718 FL250B270 ATFMX: for a flight approved for exemption from ATFM measures by the appropriate ATS authority; FFR: fire-fighting; FLTCK: flight check for calibration of NAVAIDs; EXAMPLE- STS/FLTCHK RMK/FLIGHT CHECK ILS RY23 AT YIP HAZMAT: for a flight carrying hazardous material; HEAD: a flight with Head of State status; HOSP: for a medical flight declared by medical authorities; HUM: for a flight operating on a humanitarian mission; MARSA: for a flight for which a military entity assumes responsibility for separation of military aircraft; EXAMPLE- STS/MARSA RMK/IR101 E1802X1817 MARSA BAKER23 AND TOGA17 MEDEVAC: for a life critical medical emergency evacuation; NONRVSM: for a non-RVSM capable flight intending to operate in RVSM airspace; SAR: for a flight engaged in a search and rescue mission; and STATE: for a flight engaged in military, customs or police services. Other reasons for special handling by ATS must be denoted under the designator RMK/. PBN/ Indication of RNAV and/or RNP capabilities. Include as many of the applicable descriptors, up to a maximum of 8 entries (not more than 16 characters). RNAV SPECIFICATIONS B4 RNAV 5 VOR/DME B5 RNAV 5 INS or IRS A1 RNAV 10 (RNP 10) B6 RNAV 5 LORAN C B1 RNAV 5 all permitted sensors C1 RNAV 2 all permitted sensors B2 RNAV 5 GNSS C2 RNAV 2 GNSS B3 RNAV 5 DME/DME C3 RNAV 2 DME/DME C4 RNAV 2 DME/DME/IRU RNP SPECIFICATIONS D1 RNAV 1 all permitted sensors L1 RNP 4 O1 Basic RNP 1 all permitted sensors D2 RNAV 1 GNSS O2 Basic RNP 1 GNSS D3 RNAV 1 DME/DME O3 Basic RNP 1 DME/DME

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D4 RNAV 1 DME/DME/IRU O4 Basic RNP 1 DME/DME/IRU S1 RNP APCH S2 RNP APCH with BARO-VNAV T1 RNP AR APCH with RF (special authorization required) T2 RNP AR APCH without RF (special authorization required) Combinations of alphanumeric characters not indicated above are reserved. NAV/ Significant data related to navigation equipment, other than specified in PBN/, as required by the appropriate ATS authority. Indicate GNSS augmentation under this indicator, with a space between two or more methods of augmentation, for example, NAV/GBAS SBAS. NOTE- See paragraph 6-2-3 to file NAV/ for flight with Area Navigation (RNAV) Routes in Domestic U.S. airspace. COM/ Indicate communications applications or capabilities not specified in Item 10(a). DAT/ Indicate data applications or capabilities not specified in 10(a). SUR/ When Required Surveillance Performance (RSP) Capability has been filed in SUR/, this can be conveyed by inserting the character “Z” in Item 10 and “SUR/” in field 18 followed by the appropriate RSP performance per the following: For RSP 180 – flight plan RSP180 For RSP 400 – flight plan RSP400 EXAMPLE- SUR/ RSP180 SUR/ RSP400 SUR/ RSP180 RSP400 SUR/ Include surveillance applications or capabilities not specified in Item 10(b). If ADS-B capability filed in Item 10 is compliant with RTCA DO-260B, include the item “260B” in SUR/. If ADS-B capability filed in Item 10 is compliant with RTCA DO-282B, include the item “282B” in SUR/. EXAMPLE- 1. SUR/260B 2. SUR/260B 282B DEP/ Insert the non−ICAO identifier of departure aerodrome, if ZZZZ is inserted in Item 13, or the ATS unit from which supplementary flight plan data can be obtained, if AFIL is inserted in Item 13. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location as follows: With 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 4620N07805W (11 characters). OR Bearing and distance from the nearest significant point, as follows: The identification of the significant point followed by the bearing from the point in the form of 3 figures giving degrees magnetic, followed by the distance from the point in the form of 3 figures expressing nautical miles. In areas of high latitude where it is determined by the appropriate authority that reference to degrees magnetic is impractical, degrees true may be used. Make up the correct number of figures, where necessary, by insertion of zeros, e.g., a point of 180_magnetic at a distance of 40 nautical miles from VOR “DUB” should be expressed as DUB180040. OR The first point of the route (name or LAT/LONG) or the marker radio beacon, if the aircraft has not taken off from an aerodrome.

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DEST/ Insert the non−ICAO identifier of destination aerodrome, if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described under DEP/ above. DOF/ The date of flight departure in a six figure format (YYMMDD, where YY equals the year, MM equals the month and DD equals the day). The FAA will not accept flight plans filed with Date of Flight resulting in more than 24 hours in advance. REG/ The nationality or common mark and registration mark of the aircraft, if different from the aircraft identification in Item 7. EET/ Significant points or FIR boundary designators and accumulated estimated elapsed times from take-off to such points or FIR boundaries, when so prescribed on the basis of regional air navigation agreements, or by the appropriate ATS authority. EXAMPLES- EET/CAP0745 XYZ0830 EET/EINN0204 SEL/ SELCAL Code, for aircraft so equipped. TYP/ Type(s) of aircraft, preceded if necessary without a space by number(s) of aircraft and separated by one space, if ZZZZ is inserted in Item 9. EXAMPLE- TYP/2F15 5F5 3B2 CODE/ Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal characters) when required by the appropriate ATS authority. Example: “F00001” is the lowest aircraft address contained in the specific block administered by ICAO. DLE/ En route delay or holding, insert the significant point(s) on the route where a delay is planned to occur, followed by the length of delay using four figure time in hours and minutes (hhmm). EXAMPLE- DLE/MDG0030 OPR/ ICAO designator or name of the aircraft operating agency, if different from the aircraft identification in item 7. ORGN/ The originator−s 8 letter AFTN address or other appropriate contact details, in cases where the originator of the flight plan may not be readily identified, as required by the appropriate ATS authority. NOTE- In some areas, flight plan reception centers may insert the ORGN/ identifier and originator’s AFTN address automatically. PER/ Aircraft performance data, indicated by a single letter as specified in the Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168), Volume I — Flight Procedures, if so prescribed by the appropriate ATS authority. ALTN/ Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. RALT/ ICAO four letter indicator(s) for en-route alternate(s), as specified in Doc 7910, Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. TALT/ ICAO four letter indicator(s) for take-off alternate, as specified in Doc 7910, Location Indicators, or name of take-off alternate aerodrome, if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. RIF/ The route details to the revised destination aerodrome, following by the ICAO four-letter location indicator of the aerodrome. The revised route is subject to reclearance in flight.

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EXAMPLES- RIF/DTA HEC KLAX RIF/ESP G94 CLA YPPH RMK/Any other plain language remarks when required by the appropriate ATS authority or deemed necessary. ITEM 19: SUPPLEMENTARY INFORMATION Endurance After E/ ENTER a 4-figure group giving the fuel endurance in hours and minutes. Persons on board After P/ ENTER the total number of persons (passengers and crew) on board, when required by the appropriate ATS authority. ENTER TBN (to be notified) if the total number of persons is not known at the time of filing. Emergency and survival equipment R/ (RADIO) CROSS OUT U if UHF on frequency 243.0 MHz is not available. CROSS OUT V if VHF on frequency 121.5 MHz is not available. CROSS OUT E if emergency locator transmitter (ELT) is not available. S/ (SURVIVAL EQUIPMENT) CROSS OUT all indicators if survival equipment is not carried. CROSS OUT P if polar survival equipment is not carried. CROSS OUT D if desert survival equipment is not carried. CROSS OUT M if maritime survival equipment is not carried. CROSS OUT J if jungle survival equipment is not carried. J/ (JACKETS) CROSS OUT all indicators if life jackets are not carried. CROSS OUT L if life jackets are not equipped with lights. CROSS OUT F if life jackets are not equipped with fluorescein. CROSS OUT U or V or both as in R/ above to indicate radio capability of jackets, if any. D/ (DINGHIES) (NUMBER) CROSS OUT indicators D and C if no dinghies are carried, or ENTER number of dinghies carried; and (CAPACITY) ENTER total capacity, in persons, of all dinghies carried; and (COVER) CROSS OUT indicator C if dinghies are not covered; and (COLOR) ENTER color of dinghies if carried. A/ (AIRCRAFT COLOR AND MARKINGS) ENTER color of aircraft and significant markings. N/ (REMARKS) CROSS OUT indicator N if no remarks, or INDICATE any other survival equipment carried and any other remarks regarding survival equipment. C/ (PILOT) ENTER name of pilot-in-command. 2.3 Filed by ENTER the name of the unit, agency or person filing the flight plan. 2.4 Acceptance of the flight plan Indicate acceptance of the flight plan in the manner prescribed by the appropriate ATS authority. 2.5 Instructions for entering COM data Items to be completed COMPLETE the top two shaded lines of the form, and COMPLETE the third shaded line only when necessary, following the provisions in PANS-ATM, Chapter 11, 11.2.1.2, unless ATS prescribes otherwise.

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3. Instructions for the Transmission of a Filed Flight Plan (FPL) Message 3.1 Correction of obvious errors Unless otherwise prescribed, CORRECT obvious format errors and/or omissions (i.e. oblique stokes) to ensure adherence as specified in Section 2. 3.2 Items to be transmitted TRANSMIT items as indicated below, unless otherwise prescribed: a. the items in the shaded lines, above Item 3; b. Starting with << (FPL of Item 3: All symbols and data in the unshaded boxes to the ) << at the end of Item 18, additional alignment functions as necessary to prevent the inclusion of more than 69 characters in any line of Items 15 and 18. The alignment function is to be inserted only in lieu of a space so as not to break up a group of data, letter shifts and figure shifts (not preprinted on the form) as necessary; c. the AFTN Ending, as described below: End−of−Text Signal (1) one LETTER SHIFT (2) two CARRIAGE RETURNS, one LINE FEED Page−feed Sequence Seven LINE FEEDS End−of−Message Signal Four of the letter N. 4. Instructions for the Transmission of a Supplementary Flight Plan (SPL) Message 4.1 Items to be transmitted Transmit items as indicated hereunder, unless otherwise prescribed: a. AFTN Priority Indicator, Addressee Indicators <<, Filing Time, Originator Indicator << and, if necessary, specific identification of addressees and/or originator; b. Starting with <

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5. Example of Completed Flight Plan Form

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6. ICAO Model Flight Plan, Reverse Side

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7. ICAO Model Repetitive Flight Plan (RPL) Listing Form

7.1 Instructions for the completion of the repetitive flight plan (RPL) listings form 7.2 General List only flight plans that will operate in accordance with IFR. (Flight rules I in FPL format). It is assumed that all aircraft are operating as scheduled flights (Type of flight S in FPL format), otherwise notify in Q (Remarks). It is assumed that all aircraft operating on RPL’s are equipped with 4096−code transplanters with modes A and C. Otherwise, notify Q (Remarks). List flight plans in alphabetical order of the location indicator of the departure aerodrome. List flight plans for each departure − aerodrome in chronological order of estimated off−block times. Adhere closely to the data conventions as indicated for the Flight Plan Form unless otherwise specifically indicated in 7.5. Insert all clock times in 4 figures UTC. Insert all estimated elapsed times in 4 figures (hours and minutes).

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Insert data on a separate line for each segment of operations with one or more stops; i.e., from any departure aerodrome to the next destination aerodrome even through call sign or flight number is the same for multiple segments. Clearly identify additions and deletions in accordance with Item H at 7.4. Subsequent listings must list the corrected and added data, and deleted flight plans must be omitted. Number pages by indicating number of pages and total number of pages in submission. Utilize more than one line for any RPL where the space provided for items O and Q on one line is not sufficient. 7.3 A flight must be canceled as follows: a. indicate a minus sign in item H followed by all other items of the canceled flight; b. insert a subsequent entry denoted by a plus sign in item H and the date of the last flight in item J, with all other items of the canceled flight unchanged. 7.4 Modification to a flight must be made as follows: a. carry out the cancellation as indicated in 7.2; and b. insert a third entry giving the new flight plan(s) with the appropriate items modified as necessary, including the new validity dates in items I and J. Note.− All entries related to the same flight will be inserted in succession in the order specified above. 7.5 Instructions for insertion of RPL data Complete Items A to Q as indicated hereunder. ITEM A: OPERATOR INSERT Name of operator. ITEM B: ADDRESSEE(S) INSERT Name of agency(ies) designated by States to administer RPL’s for FIR’s or areas of responsibility concerned with the route of flight. ITEM C: DEPARTURE AERODROME(S) INSERT Location indicator(s) of departure aerodrome(s). ITEM D: DATE INSERT On each page of submission the date (year, month, day) in a 6−figure group that the listing was submitted. ITEM E: SERIAL NUMBER INSERT Serial number of submission (2 numerics) indicating last two digits of year, a dash, and the sequential number of the submission for the year indicated (start with numeral 1 each new year). ITEM F: PAGE OF INSERT Page number and total number of pages submitted. ITEM G: SUPPLEMENTARY DATA AT INSERT Name of contact where information normally provided under Item 19 of the FPL is kept readily available and can be supplied without delay. ITEM H: ENTRY TYPE INSERT A minus sign (−) for each flight plan that is to be deleted from the listing. INSERT A plus sign (+) for each initial listing and, in the case of subsequent submissions, for each flight plan not listed in the previous submission. Note − No information is required under this item for any flight plan which is unchanged from the previous submission.

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ITEM I: VALID FROM INSERT First date (year, month, day) upon which the flight is scheduled to operate. ITEM J: VALID UNTIL INSERT Last date (year, month, day) upon which the flight is scheduled to operate as listed, or UFN if the duration is unknown ITEM K: DAYS OF OPERATION INSERT Number corresponding to the day of the week in the appropriate column; Monday = 1 through Sunday = 7. INSERT 0 for each day of non−operation in the appropriate column. ITEM L: AIRCRAFT IDENTIFICATION (Item 7 of the ICAO flight plan) INSERT Aircraft identification to be used for the flight. ITEM M: TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY (Item 9 of the ICAO flight plan) INSERT Appropriate ICAO designator as specified in ICAO Doc 8643 − Aircraft Type Designators. INSERT H, M or L indicator as appropriate: H − HEAVY to indicate an aircraft type with a maximum certificated take−off mass of 136,000 kg or more, M − MEDIUM to indicate an aircraft type with a maximum certificated take−off mass of less than 136,000 kg but more than 7,000 kg, L − LIGHT to indicate an aircraft type with a maximum certificated take−off mass of 7,000 kg or less. ITEM N: DEPARTURE AERODROME AND TIME (Item 13 of the ICAO flight plan) INSERT Location indicator of the departure aerodrome. INSERT The off−block time, i.e., the estimated time that the aircraft will commence movement associated with departure. ITEM O: ROUTE (Item 15 of the ICAO flight plan)

a. Cruising Speed INSERT The true airspeed for the first or whole cruising portion of the flight in accordance with Item 15(a) of the ICAO flight plan. b. Cruising level INSERT The planned cruising level for the first or whole portion of the route in accordance with Item 15(b) of the ICAO flight plan. c. Route INSERT The entire route in accordance with Item 15(c) of the ICAO flight plan. ITEM P: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME (Item 16 of the ICAO flight plan) INSERT Location indicator of the destination aerodrome. INSERT The total estimated elapsed time. ITEM Q: REMARKS INSERT Items of information as required by the appropriate ATS authority, items normally notified in Item 18 of the ICAO flight plan and any other information pertinent to the flight of concern to ATS.

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8. Example of a Completed Repetitive Flight Plan (RPL) Listing Form

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NEW Appendix A. FAA Form 7233−4 − International Flight Plan a. The FAA will accept a flight plan in international format for IFR, VFR, SFRA, and DVFR flights. File the flight plan electronically via a Flight Service Station (FSS), FAA contracted flight plan filing service, or other commercial flight plan filing service. Depending on the filing service chosen, the flight plan input interface may be different but the information required is generally the same. b. The international flight plan format is mandatory for: 1. Any flight plan filed through a FSS or FAA contracted flight plan filing service; with the exception of Department of Defense flight plans and civilian stereo route flight plans, which can still be filed using the format prescribed in FAA Form 7233−1. NOTE− DOD Form DD−175 and FAA Form 7233−1 are considered to follow the same format. 2. Any flight that will depart U.S. domestic airspace. For DOD flight plan purposes, offshore Warning Areas may utilize FAA Form 7233−1 or military equivalent. 3. Any flight requesting routing that requires Performance Based Navigation. 4. Any flight requesting services that require filing of capabilities only supported in the international flight plan format. NOTE− Additional information to assist with filing a flight plan using the international format can be found at http://www.faa.gov/ato?k=fpl. c. Flight Plan Contents 1. A flight plan will include information shown below: (a) Flight Specific Information (TBL A−1) (b) Aircraft Specific Information (TBL A−19) (c) Flight Routing Information (TBL A−20) (d) Flight Specific Supplementary Information (Item 19) 2. The tables indicate where the information is located in the international flight plan format, the information required for U.S. domestic flights, and the location of equivalent information in the domestic flight plan format. 3. International flights, including those that temporarily leave domestic U.S. airspace and return, require all applicable information in the international flight plan. Consult ICAO Doc. 4444 (Procedures for Air Traffic Services, Air Traffic Management, and ICAO Doc. 7030 (Regional Supplemental Procedures) as well as the AIPs, AICs, and NOTAMs of applicable other countries). TBL A−1 Flight Specific Information

Equivalent Item on International Flight Plan Item Domestic U.S. Requirements Domestic Flight Plan (FAA Form 7233−4) (FAA Form 7233−1) Aircraft Identification Item 7 Required Item 2 Flight Rules Item 8 Required Item 1 Type of Flight Item 8 No need to file for domestic U.S. flight N/A Item 10 Equipment and Capabilities Item 18 PBN/; NAV/; COM/; Required Item 3 DAT/; SUR/ Date of Flight Item 18 DOF/ Include when date of flight is not today N/A

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Include when special category is applica- Reasons for Special Handling Item 18 STS/; RMK/ Item 11 ble

Remarks Item 18 RMK/ Include when necessary Item 11 Operator Item 18 OPR/ No need to file for domestic U.S. flight N/A Flight Plan Originator Item 18 ORGN/ No need to file for domestic U.S. flight N/A d. Instructions for Flight−Specific Information Items 1. Aircraft Identification (Item 7) Aircraft Identification is always required. Aircraft identification must not exceed seven alphanumeric characters and be either: (a) The ICAO designator for the aircraft operating agency, followed by the flight identification (for example, KLM511, NGA213, JTR25). When in radiotelephony the call sign to be used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification (for example, KLM511, NIGERIA213, JESTER25); (b) The nationality or common mark and registration marking of the aircraft (for example, EIAKO, 4XBCD, N2567GA), when: (1) In radiotelephony, the call sign to be used by the aircraft will consist of this identification alone (for example, CGAJS) or preceded by the ICAO telephony designator for the aircraft operating agency (for example, BLIZZARD CGAJS); or (2) The aircraft is not equipped with radio. NOTE− 1. Standards for nationality, common and registration marks to be used are contained in Annex 7, Chapter 2. 2. Provisions for using radiotelephony call signs are contained in Annex 10, Volume II, Chapter 5. ICAO designators and telephony designators for aircraft operating agencies are contained in Doc 8585—Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services. NOTE− Some state (country) registration marks begin with a number. U.S. ATC automation cannot process aircraft identification that starts with a numeral. The FAA will add a leading letter temporarily to gain automation acceptance for aircraft identification with a numeral. For flight−processing systems (e.g., ERAM or STARS) which will not accept a call sign that begins with a number, if the call sign is 6 characters or less, add a Q at the beginning of the call sign. If the call sign is 7 characters, delete the first character and replace it with a Q. Put the original call sign in the remarks section of the flight plan. EXAMPLE− 9HRA becomes Q9HRA 5744233 becomes Q744233 2. Flight Rules (Item 8a) (a) Flight rules are always required. (b) Flight rules must indicate IFR (I) or VFR (V). (c) Do not submit a composite flight, (IFR then VFR [“Y”] or VFR then IFR [“Z”]). Submit separate flight plans for the IFR and VFR portions of the flight. Specify in Item 15 the point or points where change of flight rules is planned. The IFR plan will be routed to ATC, and the VFR plan will be routed to a Flight Service for Search and Rescue services. NOTE− The pilot is responsible for opening and closing the VFR flight plan. ATC does not have knowledge of a VFR flight plan’s status. 3. Type of Flight (Item 8b) (a) The type of flight is optional for flights remaining wholly within U.S. domestic airspace. (b) Indicate the type of flight as follows: S G − General Aviation

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S S − Scheduled Air Service S N − Non−Scheduled Air Transport Operation S M − Military S X − other than any of the defined categories above 4. Equipment and Capabilities (Item 10, Item 18 NAV/, COM/, DAT/, SUR/) (a) Equipment and capabilities that can be filed in a flight plan include: S Navigation capabilities in Item 10a, Item 18 PBN/, and Item 18 NAV/ S Voice communication capabilities in Item 10a and Item 18 COM/ S Data communication capabilities in Item 10a and Item 18 DAT/ S Approach capabilities in Item 10a and Item 18 NAV/ S Surveillance capabilities in Item 10b and Item 18 SUR/ (b) Codes allowed in Item 10a are shown in TBL A−2. Codes allowed in Item 10b are shown in TBL A−3. Codes recognized in Item 18 NAV/, COM/, DAT/ and SUR/ are shown in TBL A−4. Note that other service providers may define additional allowable (and required) codes for use in Item 18 NAV/, COM/, DAT/, or SUR/. Codes to designate PBN capability are described in TBL A−5. Radio communication, navigation and approach aid equipment and capabilities ENTER one letter as follows: N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is unserviceable, OR S if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable (see Note 1), AND/OR ENTER one or more of the following letters from TBL A−2 to indicate the serviceable COM/NAV/ approach aid equipment and capabilities available.

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TBL A−2 Item 10a Navigation, Communication, and Approach Aid Capabilities

Any alphanumeric characters not indicated above are reserved. NOTE− 1. If the letter “S” is used, standard equipment is considered to be VHF RTF, VOR, and ILS, unless another combination is prescribed by the appropriate ATS authority. 2. If the letter “G” is used, the types of external GNSS augmentation, if any, are specified in Item 18 following the indicator NAV/ and separated by a space. EXAMPLE− NAV/SBAS 3. See RTCA/EUROCAE Interoperability Requirements Standard for ATN Baseline 1 (ATN B1 INTEROP Standard – DO –280B/ED−110B) for data link services air traffic control clearance and information/air traffic control communications management/air traffic control microphone check. 4. If the letter “R” is used, the performance−based navigation levels that can be met are specific in Item 18 following the indicator PBN/. Guidance material on the application of performance−based navigation to a specific route segment, route, or area is contained in the Performance−based Navigation (PBN) Manual (Doc 9613) 5. If the letter “Z” is used, specify in Item 18 the other equipment carried or other capabilities, preceded by COM/, NAV/, and/or DAT, as appropriate. 6. Information on navigation capability is provided to ATC for clearance and routing purposes. 7. Guidance on the application of performance−based communication, which prescribes RCP to an air traffic service in a specific area, is contained in the Performance−based Communication and Surveillance (PBCS) Manual (Doc 9869).

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TBL A−3 Item 10b Surveillance Capabilities

TBL A−4 Item 18 NAV/, COM/, DAT/, and SUR/ capabilities used by FAA

Item Purpose Entry Explanation NAV/ en- Qualify PBN for de- RNVD0E2A1 Indicates that flight is capable of RNAV 1 arrivals and tries used parture or arrival RNAV 2 enroute, but cannot fly an RNAV 1 departure. by FAA only RNVD1E2A0 Indicates that flight is capable of RNAV 1 departures and RNAV 2 enroute, but cannot fly an RNAV 1 arrival. COM/ en- The FAA currently does not use any entries in COM/. tries used N/A N/A by FAA

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DAT/ en- Capability and pref- Priority num- Entries are combined with a priority number, for tries used erence for delivery of ber followed example; 1FANS2PDC means a preference for departure by FAA pre−departure clear- by: clearance delivered via FANS 1/A; with capability to also ance S FANS receive the clearance via ACARS PDC. S FANSP FANS = FANS 1/A DCL S PDC FANSP = FANS 1/A+ DCL S VOICE PDC = ACARS PDC VOICE = PDC via voice (no automated delivery) SUR/ en- Req. Surveillance RSP180 Aircraft is authorized for Required Surveillance Perfor- tries used Performance mance RSP180 by FAA RSP400 Aircraft is authorized for Required Surveillance Perfor- mance RSP400 ADS−B 260B Aircraft has 1090 MHz Extended Squitter ADS−B compliant with RTCA DO−260B (complies with FAA requirements) 282B Aircraft has 978 MHz UAT ADS−B compliant with RTCA DO−282B (complies with FAA requirements)

NOTE− Other entries in NAV/, COM/, DAT/, and SUR/ are permitted for international flights when instructed by other service providers. Direction on use of these capabilities by the FAA is detailed in the following sections.

TBL A−5 Item 18. PBN/ Specifications (Include as many of the applicable descriptors, up to a maximum of 8 entries (not more than 16 characters).

PBN/ RNAV SPECIFICATIONS A1 RNAV 10 (RNP 10) B1 RNAV 5 all permitted sensors B2 RNAV 5 GNSS B3 RNAV 5 DME/DME B4 RNAV 5 VOR/DME B5 RNAV 5 INS or IRS B6 RNAV 5 LORAN C C1 RNAV 2 all permitted sensors C2 RNAV 2 GNSS C3 RNAV 2 DME/DME C4 RNAV 2 DME/DME/IRU D1 RNAV 1 all permitted sensors D2 RNAV 1 GNSS D3 RNAV 1 DME/DME D4 RNAV 1 DME/DME/IRU PBN/ RNP SPECIFICATIONS L1 RNP 4 O1 Basic RNP 1 all permitted sensors O2 Basic RNP 1 GNSS O3 Basic RNP 1 DME/DME O4 Basic RNP 1 DME/DME/IRU S1 RNP APCH S2 RNP APCH with BARO−VNAV

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RNP AR APCH with RF (special T1 authorization required) RNP AR APCH without RF (special T2 authorization required)

NOTE− 1. PBN Codes B1−B6 indicates RNAV 5 capability. The FAA considers these B codes to be synonymous and qualifying for point−to−point routing but not for assignment to the PBN routes shown in the table. 2. Combinations of alphanumeric characters not included above are reserved. 3. The PBN/ specifications are allowed per ICAO Doc. 4444. The FAA makes use of a subset of these codes as described in the section on filing navigation capability. (c) The following sections detail what capabilities need to be provided to obtain services from the FAA for: S IFR flights (general). S Assignment of Performance−Based Navigation (PBN) routes. S Automated Departure clearance (via Datacom DCL or PDC). S Reduced Vertical Separation Minima (if requesting FL 290 or above). S Reduced Separation in Oceanic Airspace. (d) Capabilities such as voice communications, required communications performance, approach aids, and ADS−C, are not required in a flight plan that remains entirely within domestic airspace. (e) Flights that leave domestic United States airspace may be required to include additional capabilities, per requirements for the FIRs being overflown. Consult the appropriate State Aeronautical Information Publications for requirements. (f) Include the capability only if: S The requisite equipment is installed and operational; S The crew is trained as required; and S Any required Operations Specification, Letter of Authorization, or other approvals are in hand. NOTE− Do not include a capability solely based on the installed equipment, if an operational approval is required. 5. Filing equipment and capability in an IFR Flight Plan. This section details the minimum requirements to identify capabilities in an IFR flight plan for flights in the domestic United States. Other requirements to file a capability are associated with obtaining specific services as described in subsequent sections. The basic capabilities that must be addressed include Navigation, Transponder, Voice, and ADS−B Out as described below. A designator for “Standard” capability is also allowed to cover a suite of commonly carried voice, navigation, and approach equipment with one code. (a) Standard Capability and No Capability (Item 10a) S Use “S” if VHF radio, VOR, and ILS equipment for the route to be flown are carried and serviceable. Use of the ’S’ removes the need to list these three capabilities separately. S Use “N” if no communications, navigation, or approach aid equipment for the route to be flown are carried or the equipment is unserviceable. S When there is no transponder, ADS−B, or ADS−C capability then file only the letter ’N’ in Item 10b. (b) Navigation Capabilities (Item 10a, Item 18 NAV/) S Indicate radio navigation capability by filing one or more of the codes in TBL A−6. S Indicate Area Navigation (RNAV) capability by filing one or more of the codes in TBL A−7.

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TBL A−6 Radio Navigation Capabilities

Capability Item 10a Item 18 NAV/ VOR O DME D TACAN T

TBL A−7 Area Navigation Capabilities

Capability Item 10a Item 18 NAV/ SBAS (if WAAS equipped) GNSS G GBAS (if LAAS equipped) INS I DME / DME DR VOR / DME DOR NOTE− 1. SBAS – Space−Based Augmentation System GBAS − Ground−Based Augmentation System 2. No PBN/ code needs to be filed to indicate the ability to fly point−to−point routes using GNSS or INS. 3. Filing one of these four area navigation capabilities as shown does not indicate performance based navigation sufficient for flying Q−Routes, T−Routes, or RNAV SIDs or STARs. To qualify for these routes, see the section on Performance Based Navigation Routes. (c) Transponder Capabilities (Item 10b) S For domestic flights, it is not necessary to indicate Mode S capability. It is acceptable to simply file one of the following codes in TBL A−8. TBL A−8 Mode C

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Enhanced Mode S Transponder Yes Yes H Enhanced Mode S Transponder with Extended Yes Yes L Squitter (d) ADS−B Capabilities (Item 10b, Item 18 SUR/ and Item 18 CODE/) S Indicate ADS−B capability as shown in TBL A−10. The accompanying entry in Item 18 indicates that the equipment is compliant with 14 CFR §91.227. Some ADS−B equipment used in other countries is based on an earlier standard and does not meet U.S. requirements. S Do not file an ADS−B code for “in” capability only. There is currently no way to indicate that an aircraft has “in” capability but no “out” capability. S For aircraft with ADS−B “out” on one frequency and “in” on another, include only the ADS− B “out” code. For example, B1 or U1, (See TBL A−10).

TBL A−10 ADS−B Capabilities

Item Item 18 Capability 10b SUR/ 1090 ES Out Capability B1 260B 1090 ES Out and In Capability B2 260B UAT Out Capability U1 282B UAT Out and In Capability U2 282B (e) Voice Communication Capabilities (Item 10a) The FAA does not require indication of voice communication capabilities in a flight plan for domestic flights, but it is permissible. For flights outside the domestic United States, all relevant capabilities must be indicated as follows (See TBL A−11):

TBL A−11 Voice Communication Capabilities

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TBL A−12 Approach Aid Capabilities

Item Capability 10a ILS L MLS K LPV Approach (APV with SBAS ) (WAAS) B GBAS Landing System (LAAS) A 6. Performance−Based Navigation Routes (Item 10a, Item 18 PBN/, Item 18 NAV/)− When planning to fly routes that require PBN capability, file the appropriate capability as shown in TBL A−13. TBL A−13 Filing for Performance Based Navigation (PBN) Routes

Item 18 PBN/ Type of Routing Capability Required Item 10a Notes See NOTE 4

RNAV SID or STAR (See NOTE GR D2 If GNSS RNAV 1 1) DIR D4 If DME/DME/IRU Domestic Q−Route (see separate GR C2 If GNSS requirements for Gulf of Mexico RNAV 2 Q−Routes) DIR C4 If DME/DME/IRU T−Route RNAV 2 GR C2 GNSS is required for T−Routes RNAV (GPS) Approach RNAV Approach, GPS GR S1 RNAV Approach, GPS RNAV (GPS) Approach GR S2 Baro−VNAV Domestic arrivals do not need RNP Approval Re- to file PBN approach capabili- RNP AR Approach quired RF Leg Capabili- GR T1 ties to request the approach. ty RNP Approval Re- RNP AR Approach GR T2 quired NOTE− 1. If the flight is requesting an RNAV SID only (no RNAV STAR) or RNAV STAR only (no RNAV SID) then the flight plan can include the following entries in Item 18 NAV/: S Assign RNAV SID, but no RNAV STAR: NAV/RNVD1E2A0 (optionally, the A0 may be omitted) S Assign RNAV STAR, but no RNAV SID: NAV/RNVD0E2A1 (optionally, the D0 may be omitted) 2. PBN code D1 includes the capabilities of D2, D3, and D4. PBN code B1 includes the capabilities of B2, B3, and B4. PBN code C1 includes the capabilities of C2, C3, and C4. 7. Automated Departure Clearance Delivery (DCL or PDC). When planning to use automated pre−departure clearance delivery capability, file as indicated below. (a) PDC provides pre−departure clearances from the FAA to the operators designated flight operations center, which then delivers the clearance to the pilot by various means. Use of PDC does not require any special flight plan entry. (b) DCL provides pre−departure clearances from the FAA directly to the cockpit/FMS via Controller Pilot Datalink Communications (CPDLC). Use of DCL requires flight plan entries as follows: S Include CPDLC codes in Item 10a only if the flight is capable of en route/oceanic CPDLC, the codes are not required for DCL. S Include Z in Item 10a to indicate there is information provided in Item 18 DAT/.

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S Include the clearance delivery methods of which the flight is capable, and order of preference in Item 18 DAT/. (See AIM 5−2−2) ○ VOICE − deliver clearance via Voice ○ PDC − deliver clearance via PDC ○ FANS − deliver clearance via FANS 1/A ○ FANSP − deliver clearance via FANS 1/A+ EXAMPLE− DAT/1FANS2PDC DAT/1FANSP2VOICE 8. Operating in Reduced Vertical Separation Minima (RVSM) Airspace (Item 10a). When planning to fly in RVSM airspace (FL 290 up to and including FL 410) then file as indicated below. (a) If capable and approved for RVSM operations, per AIM 4−6−1, Applicability and RVSM Mandate (Date/Time and Area), file a W in Item 10a. Include the aircraft registration mark in Item 18 REG/, which is used to post−operationally monitor the safety of RVSM operations. S Do not file a “W” in Item 10a if the aircraft is capable of RVSM operations, but is not approved to operate in RVSM airspace. S If RVSM capability is lost after the flight plan is filed, request that ATC remove the ’W’ from Item 10a. (b) When requesting to operate non−RVSM in RVSM airspace, using one of the exceptions identified in AIM 4−6−10, do not include a “W” in Item 10a. Include STS/NONRVSM in Item 18. STS/NONRVSM is used only as part of a request to operate non−RVSM in RVSM airspace. 9. Eligibility for Reduced Oceanic Separation. Indicate eligibility for the listed reduced separation minima as indicated in the tables below.

TBL A−14 Filing for Gulf of Mexico CTA

Flight Plan Entries

Dimension PBN Re- PBN in Item 18 Separation ADS−C Surveillance Comm. Re- CPDLC PBN in of Separa- quirement ADS−C in PBN/ Minima Requirements quirement in Item Item 18 tion Item 10b (also File ’R’ in 10a NAV/ Item 10a) Voice comm− HF or VHF as required N/A RNP10 to maintain Lateral 50 NM (ADS−C not or N/A N/A A1 or L1 N/A contact over required) RNP4 the entire route to be flown.

NOTE− If not RNAV10/RNP10 capable and planning to operate in the Gulf of Mexico CTA, then put the notation NON- RNP10 in Item 18 RMK/, preferably first.

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TBL A−15 Filing for 50 NM Lateral Separation in Anchorage Arctic FIR

Flight Plan Entries

Dimension Separa- PBN Require- PBN in Item 18 ADS−C Surveillance Comm. Re- CPDLC PBN in of Separa- tion Mini- ment ADS−C in PBN/ Requirements quirement in Item Item 18 tion ma Item 10b (also File ’R’ in 10a NAV/ Item 10a) None be- RNP10 N/A yond nor- Lateral 50 NM (ADS−C not mal require- or N/A N/A A1 or L1 N/A required) ments for RNP4 the airspace

TBL A−16 Filing for 30 NM Lateral, 30 NM Longitudinal, and 50 NM Longitudinal Oceanic Separation in Anchorage, Oakland, and New York Oceanic CTAs

Flight Plan Entries

PBN Require- PBN in Item Dimension of Separation ADS−C Surveillance Comm. Re- CPDLC PBN in ment ADS−C in 18 PBN/ Separation Minima Requirements quirement in Item Item 18 Item 10b (also File ’R’ 10a NAV/ in Item 10a) Position report at J5, and/ least every 27 min- or utes (at least every Longitudi- J6, and/ 50 NM 32 minutes if both CPDLC RNP10 D1 A1 N/A nal or aircraft are ap- J7 proved for RNP−4 operations)

J5, and/ ADS−C position re- or Longitudi- 30 NM port at least every CPDLC RNP4 D1 J6, and/ L1 N/A nal 10 minutes or J7

ADS−C−based lateral deviation event J5, and/ contract with 5NM or lateral deviation RNP4 J6, and/ Lateral from planned rout- CPDLC D1 L1 N/A 30 NM or ing set as threshold J7 for triggering ADS report of lateral deviation event

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TBL A−17 Filing for Reduced Oceanic Separation when RSP/RCP Required on March 29, 2018

Flight Plan Entries

RSP RCP PBN Require- PBN in Item 18 Dimension of Separation RSP in RCP in CDPLC PBN in ment PBN/ Separation Minima Require- Require- Item 18 Item in Item 18 ment ment SUR/ 10a Item10a (also File ’R’ in NAV/ Item 10a) Lateral 180 240 RNP 2 or RSP180 P2 J5, L1 55.5 km RNP4 and/or 30 NM J6, and/or J7 Perfor- 5 Min- 180 240 RNAV10 RSP180 P2 J5, A1 or L1 RNP2 mance− utes (RNP10) and/or (See based RNP4, or J6, Note) Longitudi- RNP2 and/or nal J7 Perfor- 180 240 RNP4 or RSP180 P2 J5, L1 RNP2 55.5 km mance− RNP2 and/or (See 30 NM based J6, Note) Longitudi- and/or nal J7 Perfor- 180 240 RNAV10 RSP180 P2 J5, A1 or L1 93 km mance− (RNP10) and/or 50 NM based or RNP4, J6, Longitudi- and/or nal J7

NOTE− Filing of RNP2 alone is not supported in FAA controlled airspace; PBN/L1 (for RNP4) must be filed to obtain the indicated separation. 10. Date of Flight (Item 18 DOF/) Flights planned more than 23 hours after the time the flight plan is filed, must include the date of flight in DOF/ expressed in a six−digit format YYMMDD, where YY equals the year (Y), MM equals the month, and DD equals the day. NOTE− FAA ATC systems will not accept flight plans more than 23 hours prior to their proposed departure time. FAA Flight Service and commercial flight planning services generally accept flight plans earlier and forward to ATC at an appropriate time, typically 2 to 4 hours before the flight. EXAMPLE− DOF/171130 11. Reasons for Special Handling (Item 18 STS/) (a) Indicate the applicable Special Handling in Item 18 STS/ as shown in TBL A−18. NOTE− Priority for a flight is not automatically granted based on filing one of these codes but is based on documented procedures. In some cases, additional information may also be required in remarks; follow all such instructions as well.

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TBL A−18 Special Handling

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TBL A−19 Aircraft Specific Information

Equivalent Item on International Flight Item Domestic U.S. Requirements Domestic Flight Plan Plan (FAA Form 7233−4) (FAA Form 7233−1) Number of Aircraft Item 9 Included when more than one a/c in flight Item 3 Type of Aircraft Item 9 Required Item 3 Wake Turbulence Category Item 9 Required N/A Include when planning to operate in Aircraft Registration Item 18 REG/ N/A RVSM airspace Not required within U.S. controlled Mode S Address Item 18 CODE/ N/A airspace SELCAL Codes Item 18 SEL/ Include when SELCAL equipped N/A Performance Category Item 18 PER/ Not required for domestic flights N/A e. Instructions for Aircraft−Specific Information. 1. Number of Aircraft (Item 9) when there is more than one aircraft in the flight; indicate the number of aircraft up to 99. 2. Type of Aircraft (Item 9) (a) Provide the appropriate 2−4−character aircraft type designator listed in FAA Order 7360.1, Aircraft Type Designators at: https://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/document ID/1036757 (b) When there is no designator for the aircraft type use ’ZZZZ’, and provide a description in Item 18 TYP/. 3. Wake Turbulence Category (Item 9) Provide the appropriate wake turbulence category for the aircraft type as listed in FAA Order 7360.1. The categories include: (a) H − HEAVY, to indicate an aircraft type with a maximum certificated take−off mass of 300,000 lbs. or more. (b) M − MEDIUM, to indicate an aircraft type with a maximum certificated take−off mass of less than 300,000 lbs. but more than 15,500 lbs. (c) L − LIGHT, to indicate an aircraft type with a maximum certificated take−off mass of 15,500 lbs. or less. NOTE− 1. The FAA does not use the ICAO Medium or Light categories for separation. ATC Automation requires the information be available in case flight plan information needs to be provided to a neighboring country that does use these categories. 2. The FAA does not use the “J” (Jumbo)/ “Super” heavy wake turbulence category. 4. Aircraft Registration (Item 18 REG/) Provide the appropriate wake turbulence category for the aircraft type as listed in FAA Order 7360.1. The categories include: EXAMPLE− U.S. aircraft with registration N789AK REG/N789AK Belgian aircraft with registration OO−FAH REG/OOFAH 5. Mode S Address (Item 18 CODE/)

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There is no U.S. requirement to file the aircraft Mode S Code in Item 18. 6. SELCAL code (Item 18 SEL/) (a) Flights with HF radio and Selective Calling capability should include their 4−letter SELCAL code. Per the U.S. AIP, GEN 3.4, Paragraph 9, Selective Calling System (SELCAL) Facilities Available. (b) The SELCAL is a communication system that permits the selective calling of individual aircraft over radio−telephone channels from the ground station to properly equipped aircraft, to eliminate the need for the flight crew to constantly monitor the frequency in use. EXAMPLE− SEL/CLEF 7. Performance Category (Item 18 PER/) Include the appropriate single−letter Aircraft Approach Category as defined in the Pilot/Controller Glossary. EXAMPLE− PER/A TBL A−20 Flight Routing Information

Equivalent Item on International Flight Item Domestic U.S. Requirements Domestic Flight Plan Plan (FAA Form 7233−4) (FAA Form 7233−1) Departure Airport Item 13 Required Item 2 Departure Time Item 13 Required Item 1 Cruise Speed Item 15 Required N/A Requested Altitude Item 15 Required Item 3 Route Item 15 Required N/A Delay En Route Item 15, Item 18 DLE/ Required N/A Destination Airport Item 16 Required Item 11 Total Estimated Elapsed Item 16 Required Item Time Item 16 Item 18 ALTN/ (Destination Alter- If necessary nate). Alternate Airport N/A No need to file for domestic U.S. flight RALT/ (En route Alternate); TALT/ (Take−off Alternate) Include when filing flight plan with Estimated Elapsed Times Item 18 EET/ N/A center other than departure center f. Instructions for Flight Routing Items 1. Departure Airport (Item 13, Item 18 DEP/) (a) Enter the departure airport. The airport should be identified using the four−letter location identifier from FAA Order JO 7350.9, Location Identifiers, or from ICAO Document 7910. FSS and FAA contracted flight plan filing services will allow up to 11 characters in the departure field. This will permit entry of non−ICAO identifier airports, and other fixes such as an intersection, fix/radial/distance, and latitude/longitude coordinates. Other electronic filing services may require a different format. NOTE− While user interfaces for flight plan filing are not specified, all flight plan filing services must adhere to the appropriate Interface Control Document upon transmission of the flight plan to the control facility. (b) When the intended departure airport (Item 13) is outside of domestic US airspace, or if using the paper version of FAA Form 7233−4, or DOD equivalent, if the chosen flight plan filing service does not allow non−ICAO airport identifiers in Item 13 or Item 16, use the following ICAO procedure. Enter four Z’s (ZZZZ) in Item 13 and include the non− ICAO airport location identifier, fix, or waypoint location in Item 18 DEP/. A text description following the location identifier is permissible in Item 18 DEP/.

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NOTE− Use of non−ICAO identifiers in Item 13 and Item 16 is only permissible when flight destination is within U.S. airspace. If the destination is outside of the U.S., then both Item 13 and Item 16 must contain either a valid ICAO airport identifier or ZZZZ. Use of non−ICAO departure point is not permitted in Item 13 if destination in Item 16 is outside of U.S. EXAMPLE− DEP/MD21 DEP/W29 BAY BRIDGE AIRPORT DEP/EMI211017 DEP/3925N07722W 2. Departure Time (Item 13) Indicate the expected departure time using 4 digits, 2 digits for hours and 2 digits for minutes. Time is to be entered as Coordinated Universal Time (UTC). 3. Requested Cruising Speed (Item 15) (a) Include the requested cruising speed as True Airspeed in knots using an N followed by four digits. EXAMPLE− N0450 (b) Indicate the requested cruising speed in Mach using an M followed by three digits. EXAMPLE− M081 4. Requested Cruising Altitude or Flight Level (Item 15) (a) Indicate a Requested Flight Level above the Minimum Assignable Flight Level using the letter F followed by 3 digits. EXAMPLE− F350 (b) Indicate a Requested Altitude in hundreds of feet using the letter A followed by 3 digits. EXAMPLE− A080 5. Route (Item 15) Provide the requested route of flight using a combination of published routes, latitude/longitude, and/or fixes in the following formats. (a) Consecutive fixes, lat/long points, NAVAIDs, and waypoints should be separated by the characters “DCT”, meaning direct. EXAMPLE− FLACK DCT IRW DCT IRW12503 4020N07205W DCT MONEY (b) A published route should be preceded by a fix that is published on the route, indicating where the route will be joined. The published route should be followed by a fix that is published as part of the route, indicating where the route will be exited. EXAMPLE− DALL3 EIC V18 MEI LGC4 (c) It is acceptable to specify intended speed and altitude changes along the route by appending an oblique stroke followed by the next speed and altitude. However, note that FAA ATC systems will neither process this information nor display it to ATC personnel. Pilots are expected to maintain the last assigned altitude and request revised altitude clearances from ATC. EXAMPLE− DCT APN J177 LEXOR/N0467F380 J177 TAM/N0464F390 J177 NOTE− Further guidance on route construction can be found at http://www.faa.gov/ato?k=fpl.

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6. Delay En Route (Item 15, Item 18 DLE/) (a) ICAO defines Item 18 DLE/ to provide information about a delay en route. International flights with a delay outside U.S. domestic airspace should indicate the place and duration of the delay in Item 18 DLE/. The delay is expressed by a fix identifier followed by the duration in hours (H) and minutes (M), HHMM. EXAMPLE− DLE/EMI0140 (b) U.S. ATC systems will accept but not process information in DLE/. Therefore, for flights in the lower 48 states, it is preferable to include the delay as part of the route (Item 15). Delay in this format is specified by an oblique stroke (/) followed by the letter D, followed by 2 digits for hours (H) of delay, followed by a plus sign (+), followed by 2 digits for minutes (M) of delay: /DHH+MM. EXAMPLE− DCT EMI/D01+40 DCT MAPEL/D00+30 V143 DELRO DCT 7. Destination Airport (Item 16, Item 18 DEST/) (a) Enter the destination airport. The airport should be identified using the four−letter location identifier from FAA Order JO 7350.9, Location Identifiers, or from ICAO Document 7910. FSS and FAA contracted flight plan filing services will allow up to 11 characters in the destination field. This will permit entry of non−ICAO identifier airports, and other fixes such as an intersection, fix/radial/distance, and latitude/longitude coordinates. Other electronic filing services may require a different format. NOTE− While user interfaces for flight plan filing are not specified, all flight plan filing services must adhere to the appropriate Interface Control Document upon transmission of the flight plan to the control facility. (b) When the intended destination (Item 16) is outside of domestic US airspace, or if using the paper version of FAA Form 7233−4, or if the chosen flight plan filing service does not allow non−ICAO airport identifiers in Item 13 or Item 16, use the following ICAO procedure. Enter four Z’s (ZZZZ) in Item 13 and include the non− ICAO airport location identifier, fix, or waypoint location in Item 18 DEP/. A text description following the location identifier is permissible in Item 18 DEP/. EXAMPLE− DEST/06A MOTON FIELD DEST/4AK6 DEST/MONTK DEST /3925N07722W 8. Total Estimated Elapsed Time (Item 16) All flight plans must include the total estimated elapsed time from departure to destination in hours (H) and minutes (M), format HHMM. 9. Alternate Airport (Item 16, Item 18 ALTN/) (a) When necessary, specify an alternate airport in Item 16 using the four−letter location identifier from FAA Order 7350.9 or ICAO Document 7910. When the airport does not have a four−letter location identifier, include ZZZZ in Item 16c and file the non−standard identifier in Item 18 ALTN/. (b) While the FAA does not require filing of alternate airports in the flight plan provided to ATC, rules for establishing alternate airports must be followed. (c) Adding an alternate may assist during Search and Rescue by identifying additional areas to search. (d) Although alternate airport information filed in a flight plan will be accepted by air traffic computer systems, it will not be presented to controllers. If diversion to an alternate airport becomes necessary, pilots are expected to notify ATC and request an amended clearance. EXAMPLE− ALTN/W50 2W2 10. Estimated Elapsed Times (EET) at boundaries or reporting points (Item 18 EET/)

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EETs are required for international or oceanic flights when crossing a Flight Information Region (FIR) boundary. The EET will include the ICAO four−letter location identifier for the FIR followed by the elapsed time to the FIR boundary (e.g., KZNY0245 indicates 2 hours, 45 minutes from departure until the New York FIR boundary). EXAMPLE− EET/MMFR0011 MMTY0039 KZAB0105 11. Remarks (Item 18 RMK/) Enter only those remarks pertinent to ATC or to the clarification of other flight plan information. Items of a personal nature are not accepted. NOTE− 1. “DVRSN” should be placed in Block 11 only if the pilot/company is requesting priority handling to their original destination from ATC as a result of a diversion as defined in the Pilot/Controller Glossary. 2. Do not assume that remarks will be automatically transmitted to every controller. Specific ATC or en route requests should be made directly to the appropriate controller. g. Flight Specific Supplemental Information (Item 19) 1. Supplemental Information is not to be transmitted as part of an IFR flight plan to Air Traffic Control. The ATC system will reject an FPL message that contains Item 19. 2. Do not include Supplemental Information as part of Item 18. The information in Item 19 is retained with the flight plan filing service for retrieval only if necessary. NOTE− Supplemental Information within Item 19 will be transmitted as a separate message to the destination FSS for VFR flight plans filed with a FSS or FAA contracted flight plan filing service. This will reduce the time necessary to conduct SAR actions should the flight become overdue, as this information will be readily available to the destination Flight Service Station. 3. Minimum required Item 19 entries for a domestic flight are Endurance, Persons on Board, Pilot Name and Contact Information, and Color of Aircraft. Additional entries may be required by foreign air traffic services, or at pilot discretion. (a) After E/ Enter fuel endurance time in hours and minutes. (b) After P/ Enter total number of persons on board using up to 30 alphanumeric characters. Enter TBN (to be notified) if the total number of persons is not known at the time of filing. EXAMPLE− P/005 P/TBN P/ON FILE CAPEAIR OPERATIONS (c) R/ (Radio) Cross out items not carried (d) S/ (Survival Equipment). Cross out items not carried. (e) J/ (Jackets) Cross out items not carried. (f) D/ (Life Raft/Dinghies) Enter number carried and total capacity. Indicate if covered and color. (g) A/ (Aircraft Color and Markings) Enter aircraft color(s). EXAMPLE− White Yellow Blue 4. N/ (Remarks. Not for ATC) select N if no remarks. Enter comments concerning survival equipment and information concerning personal GPS locating service, if utilized. Enter name and contact information for responsible party to verify VFR arrival/closure, if desired. Ensure party will be available for contact at ETA. (for example; FBO is open at ETA) 5. C/ (Pilot) Enter name and contact information, including telephone number, of pilot−in−command. Ensure contact information will be valid at ETA in case SAR is necessary.

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FAA FORM 7233−4, INTERNATIONAL FLIGHT PLAN

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FAA FORM 7233−4, INTERNATIONAL FLIGHT PLAN

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OLD Appendix B. FAA Forms

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NEW Appendix B. FAA Form 7233−1 − Flight Plan Throughout this document where references are made to FAA Form 7233−1, Flight Plan, and FAA Form 7233−4, International Flight Plan, DOD use of the equivalent DOD Forms 175 and 1801 respectfully, are implied and acceptable. Within US controlled air space, FAA Form 7233−1, Flight Plan, may be used by filers of DOD/military flight plans and civilian stereo route flight plans. Use of the international format flight plan format is mandatory for: a. Any flight that will depart U.S. domestic airspace. b. Any flight requesting routing that requires Performance Based Navigation. c. Any flight requesting services that require filing of capabilities only supported in the international flight plan. NOTE− The order of flight plan elements in FAA Form 7233−1 is equivalent to the DD−175. d. Explanation of IFR/VFR Flight Plan Items. (1) Block 1. Check the type of flight plan. (2) Block 2. Enter your complete aircraft identification. (3) Block 3. Enter the aircraft type. (4) Block 4. Enter the true airspeed (TAS). (5) Block 5. Enter the departure airport identifier. (6) Block 6. Enter the proposed departure time in Zulu (Z). If airborne, specify the actual or proposed departure time as appropriate. (7) Block 7. Enter the appropriate altitude. (8) Block 8. Define the route of flight by using NAVAID identifier codes and airways. (9) Block 9. Enter the destination airport identifier code. (10) Block 10. Enter the estimated time en route in hours and minutes. (11) Block 11. Enter remarks, if necessary (12) Block 12. Specify the fuel on board in hours and minutes. (13) Block 13. Specify an alternate airport if desired. (14) Block 14. Enter name and contact information for pilot in command. NOTE− This information is essential in the event of search and rescue operations. (15) Block 15. Enter total number of persons on board (POB) including crew. (16) Block 16. Enter the aircraft color.

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FIG B−1 FAA Form 7233−1 − Flight Plan For Military/DOD, Civilian Stereo Route Flight Plan Use Only

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FIG B−1 FAA Form 7233−1 − Flight Plan For Military/DOD, Civilian Stereo Route Flight Plan Use Only

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OLD Add NEW Appendix C. FAA Forms INFLIGHT CONTACT RECORD

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FAA FORM 7230−21 FLIGHT PROGRESS STRIPS − FSS

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POSITION LOGS

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OLD Add NEW Appendix D. Service B Message Formats NOTE− After each message format there are examples. The following format will be used to indicate the Message Number (MN) and Reference Data (RD) fields: JNU/CYKA515 (MN) JNU/CYKA514 (RD) 1. ICAO SUPPLEMENTARY FLIGHT PLAN (SPL) MESSAGE The ICAO Supplementary Flight Plan message is sent from an addressee with information additional to that already transmitted in an FPL message. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(SPL’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. ICAO DEP PT is Departure Point. The format is four alphabetic characters. g. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. h. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. i. ICAO DEST is Destination. The format is four alphabetic characters.

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j. ETE is Estimated Time Enroute. The first two digits are 00 to 99 and the last two digits are 00 to 59. k. ICAO ALT DEST is optional. If present, ICAO ALT DEST is a space character followed by four alphabetic characters or four alphabetic characters followed by a space followed by four alphabetic characters. l. ICAO REMARKS is Other Information and is 1−325 displayable characters. It may include embedded EOL sequences. m. SUPPLEMENTARY INFORMATION is Endurance, Persons On Board, Emergency Radio, Sur- vival Equipment, Jackets, Dinghies, Aircraft Color and Markings, Remarks, and/or Pilot−in−Command; each separated by a space. It may include embedded EOL sequences. The format is: E/ followed by four NUMERICS giving the fuel endurance in hours and minutes P/ for outside the NAS the format is: followed by 1, 2, or 3 NUMERICS giving the total number of persons on board, or “TBN” (to be notified) if the total number of persons is not known at the time of filing, when so prescribed by the appropriate ATS authority for inside the NAS the format is: followed by 1−30 alphanumeric, space, and backward slash (\) characters giving the total number of persons on board, when so prescribed by the appropriate ATS authority R/ followed by one or more of the following, without spaces: U − if frequency 243.0 MHz (UHF) is available, V − if frequency 121.5 MHz (VHF) is available, E − if emergency locator transmitter (ELT) is available S/ followed by one or more of the following, without spaces: P − if polar survival equipment is carried, D − if desert survival equipment is carried, M − if maritime survival equipment is carried, J − if jungle survival equipment is carried J/ followed by one or more of the following, without spaces: L − if the life jackets are equipped with lights, F − if they are equipped with fluorescein, followed by space followed by U − if any life jacket radio is equipped with UHF on frequency 243.0 MHz, V − if any life jacket radio is equipped with VHF on frequency 121.5 MHz D/ followed by one or more of the following, separated by spaces: Two NUMERICS giving the number of dinghies carried, Three NUMERICS giving the total capacity, in persons carried, of all dinghies C if dinghies are covered The color of the dinghies (e.g., RED) A/ followed by 0 to 500 A/N, space, and colon (:) characters indicating the color of the aircraft and significant markings (this may include the aircraft registration) N/ followed by 0 to 500 A/N, space, and colon (:) characters indicating any other survival equipment carried and any other useful remarks C/ followed by 0 to 201 alphanumeric, space, and colon (:) characters indicating the pilot information

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EXAMPLE− (SPLJNU/CYKA515JNU/CYKA514−TVFR30−KSEA1414 −CYVR0400 −DOF/170428 RMK/OUT OF AREA OASIS TO NAV CANADA FIMS TEST DO NOT POST −E/0400 P/2 R/U S/P J/U D/01 006 C ORANGE A/RED WHITE N/SPOT GEN3 WIFE JANE DOE 555:555:6666 C/JOHN DOE 555:555:5555) 2. PROPOSED ICAO MODIFICATION (CHG) MESSAGE The Proposed ICAO Modification message is sent from an addressee when any change is to be made to basic flight plan data contained in a previously transmitted FPL message. If this message is sent to an ARTCC, this message requires either an ICAO Acknowledgement message or an ICAO Rejection message. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(CHG’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. ICAO DEP PT is Departure Point. The format is four alphabetic characters. f. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. g. ICAO DEST is Destination. The format is four alphabetic characters. h. ICAO REMARKS is Other Information and is “DOF/” portion if available, else “−0”. i. AMENDMENT is the amended data. It may include multiple fields separated by oblique strokes. It may include embedded EOL sequences. The format is: [a]/[b] where: a. One or two numeric characters representing the type number of the field to be amended two b. The complete and amended data of the field indicated in (a), constructed as specified for that field. NOTE− 1. If any part of Field 13 (ICAO DEP PT or TIME) is modified and ICAO DEP PT contains “ZZZZ” then the entire contents of Field 18 (Other Information) must be included in Field 22 (AMENDMENT). 2. If any part of Field 16 (ICAO DEST, ETE, or ICAO ALT DEST) is modified and ICAO DEST contains “ZZZZ” then the entire contents of Field 18 (Other Information) must be included in Field 22 (AMENDMENT).

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j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. NOTE− Transmit CHG messages on Proposed FPs: EXAMPLE− (CHGJNU/KSEA518JNU/CYKA514−TVFR30−KSEA1414−CYVR−DOF/170428 −15/N0120A055 DCT −16/CYVR0330 PAJN) 3. ACTIVE ICAO MODIFICATION (MOD) MESSAGE The Active ICAO Modification message is sent from an addressee when any change is to be made to basic flight plan data contained in a previously transmitted FPL and/or DEP message for an active flight plan. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(MOD’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. ICAO DEP PT is Departure Point. The format is four alphabetic characters. g. ICAO DEST is Destination. The format is four alphabetic characters. h. AMENDMENT is the amended data. It may include multiple fields separated by oblique strokes. It may include embedded EOL sequences. The format is: [a]/[b] where: a. One or two numeric characters representing the type number of the field to be amended. b. The complete and amended data of the field indicated in (a), constructed as specified for that field. j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed.

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NOTE− Transmit MOD messages on Active FPs. EXAMPLE− (MODJNU/CYKA523JNU/CYKA514−TVFR30−KSEA−CYVR −10/A/S −15/N0120VFR DCT JNU DCT −16/CYVR0400) 4. ICAO ARRIVAL (ARR) MESSAGE The ICAO Arrival message is sent from an addressee when a flight, for which basic flight plan data has been previously distributed, has been closed. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(ARR’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is for receipt only and is optional. If present, it is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. ICAO DEP PT is Departure Point. The format is four alphabetic characters. g. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. h. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. EXAMPLE− (ARRJNU/CYKA524JNU/CYKA514−TVFR30−KSEA1323−CYVR1339) 5. ICAO CANCELLATION (CNL) MESSAGE The ICAO Cancellation message is sent from an addressee when a flight, for which basic flight plan data has been previously distributed, has been cancelled.

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If this message is sent to an ARTCC, this message requires either an ICAO Acknowledgement message or an ICAO Rejection message. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(CNL’ is the ASCII text string used for an ICAO Cancellation. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. ICAO DEP PT is Departure Point. The format is four alphabetic characters. f. TIME is estimated Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. g. ICAO DEST is Destination. The format is four alphabetic characters. h. ICAO REMARKS is Other Information and is “DOF/” portion if available, else “−0”. i. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. EXAMPLE− (CNLJNU/CYKA521JNU/CYKA514−TVFR30−KSEA1414−CYVR−DOF/170428) 6. ICAO DEPARTURE (DEP) MESSAGE An ICAO Departure message is a notice of an inbound ICAO flight to an airport associated with an addressed FSS. This message does require an acknowledgement within the NAS and Canada. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

a. ʻ(DEP’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character

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d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. ICAO DEP PT is Departure Point. The format is four alphabetic characters. g. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. h. ICAO DEST is Destination. The format is four alphabetic characters. i. ICAO REMARKS is Other Information and is 1−325 displayable characters. It may include embedded EOL sequences. j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed

a. ʻ(FPL’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where:

BG−92 Briefing Guide 6/17/21 JO 7110.10BB

a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is for receipt only and is optional. If present, it is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. e. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) f. TYPE FLT is Type of Flight. TYPE FLT is one or two alphabetic characters. The first character is V, Y, Z and the second is S, N, G, M, X. g. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. h. ICAO ACTYPE is Aircraft Type. The format is two to eight alphanumeric and slash characters. i. EQUIP is Equipment. The format is up to 76 alphanumeric and slash characters. It may include embedded EOL sequences immediately prior to EQUIP and/or between the Comm/Nav and Transponder portions of EQUIP. j. ICAO DEP PT is Departure Point. The format is four alphabetic characters. k. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. l. AIRSPEED is True Airspeed. It is the alphanumeric character ʻM’ followed by three numeric characters, or the alphanumeric character ʻK’ or ʻN’ followed by four numeric characters. m. ALTITUDE is Requested Altitude. It is three to seven alphanumeric characters. The format is: 1. Fddd 2. Sdddd 3. Addd 4. Mdddd 5. VFR 6. VFR/ddd where d – numeric character n. SP is a single ASCII space character. o. ROUTE is Route of Flight and is a string of 0 to 558 displayable characters. It may include embedded EOL sequences. p. ICAO DEST is Destination. The format is four alphabetic characters. q. ETE is Estimated Time Enroute. The first two digits are 00 to 99 and the last two digits are 00 to 59. r. ICAO ALT DEST is optional. If present, ICAO ALT DEST is a space character followed by four alphabetic characters or four alphabetic characters followed by a space followed by four alphabetic characters.

Briefing Guide BG−93 JO 7110.10BB 6/17/21

s. ICAO REMARKS is Other Information and is 1−325 displayable characters. It may include embedded EOL sequences. t. CLOSURE POINTS is the Closure Points field address(es). It is appended to the end of the ICAO REMARKS preceded by the “RMK/” indicator. The format is: xx=address(es), where xx is ʻCP’ address(es) is up to 16 8−character addresses with no embedded spaces EXAMPLE− (FPLJNU/KSEA516JNU/CYKA514−TVFR30−VG −P28A/L−S/S −KSEA1414 −N0220F055 DCT −CYVR0400 −DOF/170428 RMK/OUT OF AREA OASIS TO NAV CANADA FIMS TEST DO NOT POST CP=CYKAYFYX) 8. ICAO FLIGHT PLAN (FPL) MESSAGE (Proposed−Inbound) The ICAO Flight Plan message is a notice of an inbound ICAO flight to an airport associated with an addressed FSS. If this message is sent to an ARTCC, this message requires either an ICAO Acknowledgement message or an ICAO Rejection message. This message does require an acknowledgement within the NAS and Cana- da. If this message is sent to any other facility outside the NAS, an acknowledgement is not required.

BG−94 Briefing Guide 6/17/21 JO 7110.10BB

f. TYPE FLT is Type of Flight. TYPE FLT is one or two alphabetic characters. The first character is V, Y, Z and the second is S, N, G, M, X. g. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. h. ICAO ACTYPE is Aircraft Type. The format is two to eight alphanumeric and slash characters. i. EQUIP is Equipment. The format is up to 76 alphanumeric and slash characters. It may include embedded EOL sequences immediately prior to EQUIP and/or between the Comm/Nav and Transponder portions of EQUIP. j. ICAO DEP PT is Departure Point. The format is four alphabetic characters. k. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. l. AIRSPEED is True Airspeed. It is the alphanumeric character ʻM’ followed by three numeric characters, or the alphanumeric character ʻK’ or ʻN’ followed by four numeric characters. m. ALTITUDE is Requested Altitude. It is three to seven alphanumeric characters. The format is: (1) Fddd (2) Sdddd (3) Addd (4) Mdddd (5) VFR (6) VFR/ddd where d – numeric character n. SP is a single ASCII space character. o. ROUTE is Route of Flight and is a string of 0 to 558 displayable characters. It may include embedded EOL sequences. p. ICAO DEST is Destination. The format is four alphabetic characters. q. ETE is Estimated Time Enroute. The first two digits are 00 to 99 and the last two digits are 00 to 59. r. ICAO ALT DEST is optional. If present, ICAO ALT DEST is a space character followed by four alphabetic characters or four alphabetic characters followed by a space followed by four alphabetic characters. s. ICAO REMARKS is Other Information and is 1−325 displayable characters. It may include embedded EOL sequences.

NOTE− The FPL message will only contain an MN field; all of the subsequent messages on this FP will use this MN as their RD field: EXAMPLE− (FPLJNU/CYKA514−TVFR30−VG −P28A/L−S/S −KSEA1414 −N0220F055DCT −CYVR0400 −DOF/170428 RMK/OUT OF AREA OASIS TO NAV CANADA FIMS TEST DO NOT POST) 9. ICAO ACKNOWLEDGEMENT (ACK) MESSAGE

Briefing Guide BG−95 JO 7110.10BB 6/17/21

NOTE− This message is received only; FS21/OASIS will never transmit this message. The ICAO Acknowledgement message is sent from an ARTCC to indicate that the receipt of a message has occurred.

a. ACK ID is the character string ʻACK’. b. SP is a single ASCII space character. c. MESSAGE TYPE contains the characters ʻFPL’, ʻCHG’, or ʻCNL’. d. MSGNUM is only present if the original FPL message contained a message number. If present, MS- GNUM is ’/’ followed by that message number in the format of three numeric characters in the range 001 to 999. e. ORIGIN is three or four alphabetic characters which identify the origin of the message. f. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. g. ICAO DEP PT is Departure Point. The format is four alphabetic characters. h. TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. i. ICAO DEST is Destination. The format is four alphabetic characters. For messages originating from Honolulu ARTCC, the ICAO DEST is optional. j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed.

ACK ID SP MESSAGE MSGNUM SP ORIGIN SP TEXT EOL TYPE

a. ACK ID is the character string ʻREG’. b. SP is a single ASCII space character. c. MESSAGE TYPE contains the characters ʻFPL’, ʻCHG’, or ʻCNL’. d. MSGNUM is only present if the original FPL message contained a message number. If present, MS- GNUM is ’/’ followed by that message number in the format of three numeric characters in the range 001 to 999. e. ORIGIN is three or four alphabetic characters which identify the origin of the message. f. TEXT is a set of ASCII characters that contains the reason that the message is being rejected and the contents of the original message. TEXT may contain embedded EOL sequences. For messages originating from Honolulu ARTCC, TEXT is the following set of fields:

BG−96 Briefing Guide 6/17/21 JO 7110.10BB

ACID SP ICAO DEP PT SP TIME SP ICAO DEST

(1) ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. (2) ICAO DEP PT is Departure Point. The format is four alphabetic characters. (3) TIME is Departure Time. The format is four numeric characters. The first two characters representing hours from 00 to 23 and the last two characters representing minutes from 00 to 59. (4) ICAO DEST is Destination. The format is four alphabetic characters. j. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed

ʻ(LAM’ MN RD ʻ)’ EOL

a. ʻ(LAM’ is the ASCII text string used for an ICAO Flight Plan. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. NOTE− If you are going to manually generate this message, then you have to know the MN of the message you are replying to. EXAMPLE− (LAMCYKA/PAJN002JNU/CYKA514) − LAM received on the FPL example transmitted above (LAMCYKA/PAJN001JNU/CYKA515) − LAM received on the SPL example transmitted above 12. ICAO LOGICAL REJECTION (LRM) MESSAGE The ICAO Logical Rejection message is sent from an addressee to indicate that the receipt of a message has occurred but contained an error and has been rejected by the receiving system. The reference data (RD) contains the reference number (i.e., message number (MN)) of the message being responded to.

ʻ(LRM’ MN RD ʻ−’ ICAO REMARKS ʻ)’ EOL

a. ʻ(LRM’ is the ASCII text string used for an ICAO Logical Rejection. b. MN is the message number. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where:

Briefing Guide BG−97 JO 7110.10BB 6/17/21

a – alphabetic character d – numeric character Parentheses indicate optional character. c. RD is the reference data. The format is: a(a)(a)(a)/a(a)(a)(a)ddd, where: a – alphabetic character d – numeric character Parentheses indicate optional character. d. ICAO REMARKS is from the Other Information field and the format is: RMK/code/field/text. where: (1) Code. Two numeric characters comprising the error code. NOTE− Error code 57 will be used for any error that is not field specific and that is not identified in Table E − Error Codes.) (2) Field. Two numeric characters comprising the field in error or “00” if the error is not field specific. (3) Text. The contents of the message that caused the error when the error is field specific. When the error is non−field specific, a descriptive error message shall be included. e. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. EOL is a string of 1 carriage return followed by a line feed or 2 carriage returns followed by a line feed. NOTE− If you are going to manually generate this message, then you have to know the MN of the message you are replying to. EXAMPLE− (LRMCYKA/PAJN001JNU/CYKA515−RMK/49/19/INVALID SUPPLEMENTARY INFORMATION ELEMENT) An LRM received on the SPL example transmitted above if the SPL was bad.

BG−98 Briefing Guide 6/17/21 JO 7110.10BB

a – alphabetic character d – numeric character Parentheses indicate optional character. d. ALERT PHASE (1) INCERFA (2) ALERTFA (3) DETRESFA e. ORIGIN is eight alpha characters. f. FILLER is a string of characters with the size dependent on the alert type; not to exceed the line length of 69 characters. g. EOL is a string of one carriage return followed by a line feed or two carriage returns followed by a line feed. h. ACID is Aircraft ID and is defined to be one alphabetic character followed by one to six alphanumeric characters. i. SSR is the beacon code and is optional. If present, the format is: /adddd, where: a – alphabetic character d – numeric character; may contain a value from 0 to 7 (note: all zeros are not allowed) j. TEXT is a string of characters including embedded EOL sequences. The number of characters between each EOL will not exceed 69 characters. SAR messages are limited to 20 lines of text separated by EOL sequences. NOTE− ICAO SAR Cancellation Messages − The ICAO SAR Cancellation format is the same as the ICAO SAR Message format for Foreign ATC with ʻCNL’ as the first three characters in the FILLER field. This message does not require acknowledgment.

ICAO SAR Response Messages − The ICAO SAR Response format is the same as the ICAO SAR Message format for Foreign ATC, with the response in the TEXT field. This message is originated by the site that is the recipient of an ICAO SAR Request. The response to the ICAO SAR provides the results or status of the communications search. Also the ICAO SAR Response can provide pertinent information about the missing aircraft or provides notification to the destination site if the aircraft is located. This message does not require acknowledgment.

Briefing Guide BG−99 JO 7110.10BB 6/17/21

−SR22/L−S/S −KSEA1414 −N0220F095 DCT −PAEN0600 −DOF/170428 RMK/DO NOT POST)

c. CHANGE PROPOSED TIME (P−TIME) FF PAENYFYX DTG KOAKYFYX (CHG−N12345−PAEN2315−KOAK−0−13/PAEN2350)

d. CANCEL PROPOSED FLIGHT PLAN FF PAENYFYX DTG KOAKYFYX (CNL−N12345−PAEN2200−KOAK−0)

e. CHANGE ESTIMATED TIME ENROUTE (ETE) FOR PROPOSED FLIGHT FF PAENYFYX DTG KOAKYFYX (CHG−N12345−KOAK2330−PAEN−0−16/PAEN0130)

f. CHANGE ROUTE FOR PROPOSED FLIGHT FF PAENYFYX DTG KOAKYFYX (CHG−N12345−KOAK1800−PAEN−0−15/KOAK−KSEA−PAEN)

g. DEPARTURE MESSAGE FF PAENYFYX DTG KOAKYFYX (DEP−N12345−PAEN1500−KSEA−0)

BG−100 Briefing Guide 6/17/21 JO 7110.10BB

FF PAENYFYX DTG KOAKYFYX (MOD−N12345−KOAK−PAEN−16/PAEN2350)

j. ARRIVAL/CLOSURE MESSAGE FF PAENYFYX DTG KOAKYFYX (ARR−N12345−KOAK1900−PAEN2350) OLD NEW Add Appendix E. Domestic Flight Data (Legacy) Add Section 1. General Add 5−1−1. COMMUNICATIONS SERVICE Add Most flight movement data exchanged outside of the facility is processed by automated systems such as NADIN. It is important to adhere to strict format and procedures during normal operations as well as system interruption periods. Add a. Circuit interruption notifications should be as follows: Add 1. Consult your operational system handbook and standard operating procedures for detailed instructions regarding circuit interruption notification procedures. Add 2. Notify any guarding facility/sector, the Aeronautical Information System Replacement (AISR) Customer Service Center, and NADIN. Add b. All outage reports should refer to the correct circuit and/or equipment identification numbers. Facilities should obtain and record ticket numbers provided by AISR or the TELCO authority. Add c. AISR and NADIN telephone numbers. Add 1. NADIN/ATLANTA: (KATLYTYX) 770−210−7675. Add 2. NADIN/SALT LAKE CITY: (KSLCYTYX) 801−320−2172. Add 3. AISR Helpdesk: 866−466−1336. Add d. Weather Message Switching Center Replacement (WMSCR) telephone numbers. Add 1. WMSCR/ATLANTA: 770−210−7574. Add 2. WMSCR/SALT LAKE CITY: 801−320−2046. Add 5−1−2. FLIGHT PLANS

Briefing Guide BG−101 JO 7110.10BB 6/17/21

Add Filing a VFR flight plan is recommended. Brief pilots, as appropriate, on the following: Add a. Identify the tie−in station for the departure point, and advise the pilot to report departure time directly to that facility. Add b. When a departure report is unlikely because of inadequate communications capability, advise the pilot that the flight plan will be activated using the proposed departure time as the actual departure time. Include “ASMD DEP” in remarks. The pilot is responsible for closing, cancelling, or extending the flight plan if the flight is canceled or delayed. Add c. Determine the flight plan area in which the destination is located. Request the pilot close the flight plan with the tie−in facility. Provide the pilot the tie−in facility/sector contact information upon request. Add d. Recommend that a separate flight plan be filed for each leg of a VFR flight. Add e. Request the pilot inform FSS whenever the filed time en route changes more than 30 minutes. Add f. On return flights from remote areas, such as a fishing site, establish a mutually acceptable date/time with the pilot for alerting search and rescue. Add g. When a pilot files to an airport served by a part−time FSS and the ETA is during the period the facility is closed, ask the pilot to close with the associated FSS, identified in FAA Order JO 7350.9, Location Identifiers, and the Chart Supplement U.S. Add h. Upon request, inform pilots filing IFR flight plans of the appropriate and most effective means of obtaining IFR departure clearances. Add i. When a pilot files a DVFR flight plan, advise the pilot to activate with Flight Service. Also advise the pilot that a discrete beacon code will be assigned upon activation. Add NOTE− 1. A discrete beacon code may be assigned when the flight plan is filed, as necessary. If the pilot wants to file a DVFR flight plan that departs outside the facility’s flight plan area, provide the applicable toll−free number for the departure FSS.

BG−102 Briefing Guide 6/17/21 JO 7110.10BB

Add 2. Discrete beacon codes are assigned to facilities in accordance with FAA Order JO 7110.66, National Beacon Code Allocation Plan. Add 5−1−3. FLIGHT PLAN DATA Add Handle flight plan data as follows: Add a. Record flight plan data on a domestic or ICAO flight plan form or electronic equivalent. Locally approved procedures may be used to manually record data prior to entry into the operational system. Flight plan data received from an operations office may be limited to only those items required for ATC or SAR purposes, provided the operations office obtains complete information on the flight. Add b. Accept military flight plan proposals, cancellations, and closures from any source, including collect telephone calls. Add NOTE− Part−time operations offices must provide complete information in the event it is needed for SAR purposes. Add 5−1−4. TYPES OF DATA RECORDED Add a. Operational system entries for: Add 1. Flight plans and related messages. Add 2. Logging pilot briefings and aircraft contacts. Add 3. Service A/B messages. Add b. Manual strip marking. Add 5−1−5. METHODS OF RECORDING DATA Add a. Except as provided in para 3−2−2b, all entries must be made directly into the operational system. Add b. Locally approved procedures may be used to manually record data during heavy traffic periods or system outages. Aircraft contact information should be logged in the operational system as soon as practical. Add c. Use control/clearance symbols, abbreviations, location identifiers, and contractions for recording position reports, traffic clearances, and other data. When recording data either electronically or manually, you may use: Add 1. Plain language to supplement data when it will aid in understanding the recorded information.

Briefing Guide BG−103 JO 7110.10BB 6/17/21

Add 2. Locally approved contractions and identifiers for frequently used terms and local fixes not listed in FAA Order JO 7340.2, Contractions, or FAA Order JO 7350.9, Location Identifiers. Use only within your facility, not on data or interphone circuits. All locally approved contractions and identifiers must be placed in facility files for record and reference purposes. Add d. When recording data manually, use the standard hand−printed characters shown in FIG 6−1−1 to prevent misinterpretation.

OLD Add Add

BG−104 Briefing Guide 6/17/21 JO 7110.10BB

NEW

TBL 5−1−1 Hand−Printed Characters Chart

Briefing Guide BG−105 JO 7110.10BB 6/17/21

Add NOTE− A slant line crossing through the numeral zero and an underline of the letter “S” on handwritten portions of flight progress strips are required only when there is reason to believe the lack of these markings could lead to a misunderstanding. A slant line through the numeral zero is required on all weather data. Add e. To correct or update data, draw a horizontal line through it and write the correct information adjacent to it. Add f. Do not erase any item. Add 5−1−6. IFR/VFR/DVFR FLIGHT PLAN RECORDING Add a. Use the operational system to record and file flight plans, flight plan modifications, cancellations, activations, and closures for appropriate distribution and processing. Detailed instructions are contained in the operational system manuals. Add NOTE− FSS operational systems contain an electronic equivalent of authorized FAA Flight Plan Forms. Add b. When closing an active VFR flight plan, obtain departure point and destination, if not already known. Add NOTE− A canceled VFR flight plan is one that is removed from a proposed list and has not been activated. A closed VFR flight plan is one that has been activated and is now removed from an inbound list. Add c. Flight plan information may initially be recorded on FAA Form 7233−1 or other paper prior to entry into the operational system. Add 5−1−7. PART−TIME FSS CLOSURE ACTION Add Part−time facilities must forward the following information to the designated guard FSS: Add a. Inbound flights − all information. Add b. Outbound flights − VFR and IFR flight plan data when proposed departure time and/or ETA is within the period from 1 hour prior to closing until 1 hour after opening. Add c. All other pertinent information; for example, NOTAMs and pending outages. Add 5−1−8. TELEPHONE REQUESTS FOR ATC CLEARANCES

BG−106 Briefing Guide 6/17/21 JO 7110.10BB

Add When a telephone request for an ATC clearance is received, positively verify the departure location by airport name or location identifier, and the city name and state. Add NOTE− 1. With telephone calls being received from larger geographic areas, verification of the departure location may prevent a critical safety situation involving similar or identical airport or city names possibly located in different states. Add 2. City refers to a city, town, village, or publicly recognized place. Add 3. Refer to FAA Order JO 7110.10, Paragraph 3−3−7, ATC Clearances, Advisories, or Requests, for guidance on relaying ATC clearances. Add Section 2. Flight Plan Recording Add 5−2−1. FLIGHT PLAN RECORDING Add Record flight plans on FAA Form 7233−1, Flight Plan, or electronic equivalent. Completion of all blocks or fields is not required in every case, and all items filed are not always transmitted. Use authorized abbreviations where possible. The instructions below are for completion of FAA Form 7233−1. For electronic versions of flight plan forms, refer to that system’s operating instructions. Add NOTE− Use FAA Form 7233−4, International Flight Plan, for international flights as well as flights in domestic U.S. airspace in which automatic assignment of RNAV routes is desired. See para 5−2−3, Flight Plans with Area Navigation (RNAV) Routes in Do- mestic U.S. Airspace. Add a. Item 1. Type of flight plan. Check the appropriate box. Add b. Item 2. Aircraft Identification. Enter as follows, but do not exceed seven alphanumeric characters: Add 1. Civil Aircraft Including Air Carrier. Aircraft letter/digit registration including the letter “T” prefix for air taxi aircraft, the letter “L” for MEDEVAC aircraft, or the three−letter aircraft company designator specified in FAA Order JO 7340.2, Contractions, followed by the trip or the flight number.

Briefing Guide BG−107 JO 7110.10BB 6/17/21

Add EXAMPLE− N12345 TN5552Q AAL192 LN751B Add NOTE− The letter “L” must not be entered in Item 2 of the flight plan for air carrier or air taxi MEDEVAC aircraft. Include the word “MEDEVAC” in the remarks section of the flight plan. Add 2. U.S. Military Aircraft. Add (a) Use the military abbreviation followed by the last five digits of the aircraft’s number. For certain tactical mission aircraft, enter the assigned three−to−six letter code word followed by a one−to−four digit number. (See TBL 5−2−1.)

OLD Add Add NEW

TBL 5−2−1 Military

Abbreviation Military Service A USAF C Coast Guard E Air Evacuation G Air/Army National Guard L LOGAIR (USAF contract) R Army RCH REACH (USAF Air Mobility Command) S Special Air Mission VM Marine Corps VV Navy

Add (b) Aircraft carrying the President, Vice President, and/or their family members will use the identifiers in the following tables. (See TBL 5−2−2 and TBL 5−2−3.)

OLD Add Add Add Add

BG−108 Briefing Guide 6/17/21 JO 7110.10BB

NEW

TBL 5−2−2 President and Family

Service President Family Air Force AF1 EXEC1F Marine VM1 EXEC1F Navy VV1 EXEC1F Army RR1 EXEC1F Coast Guard C1 EXEC1F Guard G1 EXEC1F Commercial EXEC1 EXEC1F

TBL 5−2−3 Vice President and Family

Service Vice President Family Air Force AF2 EXEC2F Marine VM2 EXEC2F Navy VV2 EXEC2F Army RR2 EXEC2F Coast Guard C2 EXEC2F Guard G2 EXEC2F Commercial EXEC2 EXEC2F

Add 3. Canadian Military Aircraft. The abbreviations must be followed by a number group not to exceed four digits. (See TBL 6−2−3.)

OLD Add Add NEW

TBL 5−2−4 Canadian Military

Abbreviation Military Service CFC Canadian Forces CTG Canadian Coast Guard

Briefing Guide BG−109 JO 7110.10BB 6/17/21

Add c. Item 3. Aircraft Type. Insert the standard aircraft type designator, in accordance with FAA Order JO 7360.1, Aircraft Type Designators. Add 1. Prefix to Aircraft Type (one−to−two alphanumeric characters). For IFR operations, if the aircraft’s weight class is heavy, indicate this with the prefix “H.” If a formation flight is planned, enter the number and type of aircraft; for example, 2H/B52. Add 2. Suffix to Aircraft Type (one alpha character). Indicate for IFR operations the aircraft’s radar transponder, DME, or RNAV (includes LORAN) capability by adding the appropriate symbol preceded by a slant (/). (See TBL 5−2−5.)

OLD Add Add

BG−110 Briefing Guide 6/17/21 JO 7110.10BB

NEW

TBL 5−2−5 Suffix to Aircraft Type

Naviga- Transponder tion Cap- Suffix Capability ability No Transponder GNSS, with Mode C /W No RVSM RNAV RNAV, Transponder /Z No GNSS with Mode C Transponder GNSS /L with Mode C

No transpon- /X der Transponder No DME with no Mode /T C Transponder /U with Mode C No transpon- /D der Transponder DME with no Mode /B C Transponder /A with Mode C No transpon- /M der Transponder No TACAN with no Mode /N RVSM C Transponder /P with Mode C No transpon- /Y der Transponder RNAV, with no Mode /C No GNSS C Transponder /I with Mode C No transpon- /V der Transponder GNSS with no Mode /S C Transponder /G with Mode C

Briefing Guide BG−111 JO 7110.10BB 6/17/21

Add NOTE− The /E and /F suffixes will only be used by aircraft operating to and from airports within the U.S., unless authorized by the controlling authority. Add REFERENCE− FAA Order JO 7110.65, Para 2−3−8 and TBL 2−3−10, Aircraft Equipment Suffixes. Add d. Item 4. True Airspeed (TAS Knots). Enter two−to− four digits for TAS in knots; M followed by three digits for Mach number; or SC for “speed classified.” Add e. Item 5. Departure Point. Enter two−to−twelve alphanumeric and slant characters for name or identifier of the departure airport or point over which the flight plan is activated. Add f. Item 6. Departure Time. Enter departure time in UTC. Add g. Item 7. Cruising Altitude. Proposed altitude or flight level using two−to−seven characters; for example, 80 or 080, OTP, OTP/125, VFR, ABV/060. Add h. Item 8. Route of Flight. Enter identifiers for airways or jet routes to clearly indicate the proposed flight path. For direct flight, use names or identifiers of navigation aids, Navigation Reference System (NRS) waypoints, and geographical points or coordinates. If more than one airway or jet route is to be flown, clearly indicate the transition points. Add NOTE− 1. On some direct flights beyond the departure center’s airspace, it may be necessary to include a fix in the adjacent center’s airspace or latitude/longitude coordinates, as appropriate, to facilitate computer acceptance. Local procedures should be applied to these special situations. Add 2. NRS waypoints consist of five alphanumeric characters, which include the ICAO Flight Informa- tion Region (FIR) identifier, followed by the letter corresponding to the FIR subset (ARTCC area for the contiguous U.S.), the latitude increment in single digit or group form, and the longitude increment. Add EXAMPLE− “KD34U” Add i. Item 9. Destination. Enter two−to−twelve alphanumeric and/or slant characters for name or identifier of the destination airport or point over which the flight plan is to be canceled.

BG−112 Briefing Guide 6/17/21 JO 7110.10BB

Add j. Item 10. Estimated Time En route. Enter in hours and minutes the total elapsed time between departure and destination in four−digit format, for example, 0215. Add k. Item 11. Remarks. Information necessary for ATC, search and rescue operations, and any other data pertinent to the flight or provided by the pilot. For RM: field only − Use 1−80 characters beginning with *, #, $, or %. (See TBL 5−2−6.)

OLD Add Add NEW

TBL 5−2−6

* transmit remarks to all centers. # transmit remarks to departure centers only. $ transmit remarks only to those addresses in the CP field of the flight notification message. % for remarks not to be transmitted.

Add l. Item 12. Fuel on Board. Enter in hours and minutes in four−digit format; for example, 0330. Add m. Item 13. Alternate Airport/s. Enter the location identifier if specified by the pilot. Add n. Item 14. Pilot’s Name, Telephone Number, Aircraft’s Home Base. Self−explanatory. Add NOTE− Pilot’s name not required if BASEOPS/Aircraft Op- erators name and contact data is provided. Add o. Item 15. Number Aboard. Self−explanatory. Add p. Item 16. Color of Aircraft. Use authorized contractions when available. (See TBL 5−2−7.)

OLD Add Add

Briefing Guide BG−113 JO 7110.10BB 6/17/21

NEW

TBL 5−2−7 Code and Color

Code Color Code Color A Amber B Blue BE Beige BK Black BR Brown G Green GD Gold GY Gray M Maroon O Orange OD Olive Drab P Purple PK Pink R Red S Silver T Tan TQ Turquoise V Violet W White Y Yellow

Add NOTE− 1. For ICAO flight plans, see Appendix A. Add 2. Local procedures may be developed for use on the reverse side of FAA Form 7233−1. Add 5−2−2. OUTBOUNDS DEPARTING FROM OUTSIDE FLIGHT PLAN AREA Add For domestic flight plans, accept flight plans regardless of departure point within the NAS. Forward VFR flight plan proposals for aircraft proposing to depart from outside the facility’s flight plan area to the tie−in facility/sector for the departure point. Insert the originator of the flight plan into the “Remarks” field. Transmit the proposed flight plan in the following format: Add a. Type of flight. Add b. Aircraft identification. Add c. Aircraft type. Add d. Departure point. Add e. Destination. Add f. Proposed departure time/ETE. Add g. Remarks. Add EXAMPLE− FF PAENYFYX DTG PAFAYFYX VFR N1234 BE9L ENA FAI P1330/0130 $FP PAFAYFYX Add NOTE− For civil flight movement messages with remarks, precede the remarks with a dollar symbol ($).

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Add 5−2−3. FLIGHT PLANS WITH AREA NAVIGATION (RNAV) ROUTES IN DOMESTIC U.S. AIRSPACE Add Use FAA Form 7233−4, International Flight Plan, and use the following guidelines for pilots filing flight plans in domestic U.S. airspace if automatic assignment of any of the following RNAV routes are desired: Add a. RNAV standard instrument departure (SID); Add b. RNAV standard terminal arrival route (STAR); and/or Add c. RNAV point−to−point (PTP). Add ICAO Flight Plan procedures are located in Appendix A. Add Section 3. IFR Flight Plan Handling Add 5−3−1. IFR FLIGHT PLANS Add IFR flight plans should consist of items 1 through 17 of FAA Form 7233−1 or electronic equivalent. Items 1 through 11 must be transmitted to the ARTCC as part of the IFR flight plan proposal. Items 12 through 17 must be retained by the FSS or in the operational system and be available upon request. Add NOTE− 1. Part−time FSSs must forward items 1 through 17 in accordance with Paragraph 5−1−7, Part−time FSS Closure Action. Add 2. Procedures for automatic assignment of RNAV routes are contained in Paragraph 5−2−3, Flight Plans with Area Navigation (RNAV) Routes in Domestic U.S. Airspace. Add 5−3−2. NOTIFYING ARTCC

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Add Transmit flight plans and flight plan amendments to the ARTCC for the departure point. Facilities should use FAA Order JO 7350.9, Location Identifiers, or the appropriate aeronautical charts to determine the ARTCC to which each transmission must be made. Transmit flight plans (if necessary) and flight plan amendments via interphone to the flight data position (error referral position) or departure sector when the aircraft’s proposed departure time is 46 minutes or less from transmittal time. Advise the ARTCC’s departure sector or flight data position (error referral position), via interphone, when a message is received indicating ineligibility or a response is not received via data terminal within 10 minutes. Transmit flight plans as follows: Add a. When multiple (two or more) flight plans are received from the same aircraft, or for flight plans which propose alternating VFR and IFR, stopover, or terminal area delay, the station receiving the flight plans transmits separate flight plans to the appropriate ARTCCs for each IFR portion or segment. Add b. Transmit flight plans specifying special use airspace delays (MOAs, warning areas, restricted areas, ATCAA) as in subpara 5−3−2 a except when letters of agreement specify otherwise. Add c. Aerial refueling delays, or any other en route delays not covered in subparas 5−3−2 a or b and not involving a change of altitude stratum, do not require separate messages. Delay information must be filed within the route of flight. If a change of altitude stratum is indicated, transmit separate messages as in subparas 5−3−2 a or b. Add d. When a composite, stopover, or terminal area delay flight plan is revised: Add 1. Before departure, transmit the information to the original addressees plus any new addressees. Add 2. After departure, transmit the information to all new addresses that are affected by the change.

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Add e. When a flight is to depart after 0500 hours local time on the day following the filing of the flight plan, do not transmit the flight plan to the ARTCC until after 0000 hours local time. Add NOTE− In the event of a time zone difference between the station and the associated ARTCC, use the ARTCC’s local time in determining transmission time. Add f. Address all IFR flight plan messages to the ARTCC serving the point of departure and all concerned oceanic and non−conterminous air traffic service (ATS) units, except FAA ATCTs. Add NOTE− The ARTCC within whose control area IFR flight is proposed to begin will forward the proposed tower en route flight plan data to the appropriate departure terminal facility. Add g. For flights inbound to the conterminous U.S. from Alaska or Hawaii, address only the first conterminous U.S. ARTCC; for example, for a proposed flight from Sitka to Houston, address PAZAZQZX, CZVRZQZX, and KZSEZQZX. Add REFERENCE− FAA Order JO 7110.65, Para 2−2−2, Forwarding Information. Add 5−3−3. IFR FLIGHT PLAN CONTROL MESSAGES Add Transmit all proposed IFR flight plan messages to the ARTCC within whose control area IFR flight is proposed to begin. Add a. Communications Functions. Flight plan data messages must be addressed to the computer only. All other types of messages for ARTCC attention must be addressed to the Flight Data position only. Acknowledgements for all numbered messages will be received from the computer or the Flight Data position indicating receipt by the ARTCC, but not necessarily computer acceptance. (See TBL 5−3−1.)

OLD Add Add

Briefing Guide BG−117 JO 7110.10BB 6/17/21

NEW

TBL 5−3−1 ARTCC ID & Computer Flight Data

ARTCC ID Computer Flight Data Albuquerque ZAB KZABZQZX KZABZRZX Atlanta ZTL KZTLZQZX KZTLZRZX Anchorage ZAN PAZAZQZX PAZAZRZX Boston ZBW KZBWZQZX KZBWZRZ X Chicago ZAU KZAUZQZX KZAUZRZX Cleveland ZOB KZOBZQZX KZOBZRZX Denver ZDV KZDVZQZX KZDVZRZX Fort Worth ZFW KZFWZQZX KZFWZRZ X Honolulu ZHN PHZHZQZX PHZHZRZX Houston ZHU KZHUZQZX KZHUZRZX Indianapolis ZID KZIDZQZX KZIDZRZX Jacksonville ZJX KZJXZQZX KZJXZRZX Kansas City ZKC KZKCZQZX KZKCZRZX Los Angeles ZLA KZLAZQZX KZLAZRZX Memphis ZME KZMEZQZX KZMEZRZ X Miami ZMA KZMAZQZX KZMAZRZ X Minneapolis ZMP KZMPZQZX KZMPZRZX New York ZNY KZNYZQZX KZNYZRZX Oakland ZOA KZ0AZQZX KZOAZRZX Salt Lake ZLC KZLCZQZX KZLCZRZX San Juan ZLU TJZSZQZX TJZSZRZX Seattle ZSE KZSEZQZX KZSEZRZX Washington ZDC KZDCZQZX KZDCZRZX

Add b. Adhere to a fixed order of data. Do not exceed the stated maximum number of characters or elements allowed for each field in messages addressed to an ARTCC computer. Flight plans filed containing more than the stated character maximums should be sent using the ARTCC flight data address. Add c. For manual entry into Service B, one space character must be entered at the end of each data field. The first data field of a message need not be preceded by a space. The last data field of a message need not be followed by a space. Add d. Each field of data is composed of one or more elements. Discrete elements of information within a field are separated by delimiters, generally slashes (/) or periods (ABC..DEF).

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Add e. Messages addressed using a ARTCC flight data address (see TBL 5−3−1) are not processed by the ARTCC computer. Response and/or interpretation of these messages are dependent on flight data personnel action. The prime consideration of these types of messages must be the readability of the transmitted data. Add f. All domestic flight data processing computers have the capability to return acknowledgments to the source and, depending on local adaption, return error messages and accept amendments. Notify the appropriate ARTCC Data Systems Specialist or Primary A position when it is suspected that a flight plan has been erroneously rejected by the computer. Add g. IFR flight plans specifying stopovers or terminal area delays require separate messages sent to the appropriate ARTCCs for each segment. Unless otherwise covered by a letter of agreement, treat flight plans proposing SUA delays in the same manner. Separate messages are also required for any other en route delays if a change of altitude stratum is proposed at the delay point. See subparagraph 6−3−4n8(b)(2) for delays not involving a change of altitude stratum. Add h. Some fields contain the necessary functions to operate the computer data terminal adapters and are designated by alpha characters (HIO..RAW− ER.V23.EUG/D0+30..16S). Do not separate these fields with spaces. Add 5−3−4. IFR FLIGHT PLAN CONTROL MESSAGE FORMAT Add For En Route Automation System Flight Data Processing (EAS FDP) acceptance, the complete message contents, the order of data, the number of characters allowed within any data field or element, and any associated operational procedures or restrictions are as follows (as used here, “field” refers to EAS FDP field): Add NOTE− Detailed operating instructions for processing IFR Flight Plans are contained in the operational system instructions. Add a. Start of Message Code (Field A). (New Line Key) Add b. Preamble Line (Field B). Consists of originator, priority, and addressee(s).

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Add c. Originator Line (Field C). Consists of a six−digit date−time group and the eight−character originator identifier. Add d. End of Line Function (Field E). Same as subpara 6−3−4a. Add e. Source Identification (Field 00). Nine or ten characters required followed by a space character in the following order: Add 1. The three−character address of the originating facility. Add 2. Four characters (digits) to indicate the time (in UTC) the flight plan was composed by the originator. Add 3. Three characters (digits) representing the number of the message; for example, 021. It is recommended that numbering systems be restarted with 001 at the beginning of each day (0000Z). Add NOTE− There are no spaces between characters in subparas 6−3−4e1, 2, and 3. Add f. Message Type (Field 01). The letters “FP” followed by a space character. Add g. Aircraft Identification (Field 02). Consists of two−to−seven alphanumeric characters followed by a space character. The first character of the identification must be a letter. Add 1. Phrases such as FLYNET, Snow Time, etc., which do not identify specific aircraft but are supplemental data defining a special mission or function, must be contained in remarks (Field 11). Add 2. For foreign aircraft flight identifications with a numeral as the first character, insert a Q as the first character and explain in the remarks section by listing the actual flight identification. Add NOTE− Use caution not to modify existing remarks. Add h. Aircraft Data (Field 03). Consists of two−to−nine characters followed by a space character. Aircraft data within the field may vary from one−to−three elements consisting of: Add 1. Number of aircraft (when more than one) and/or the heavy aircraft indicator. For heavy aircraft the indicator is “H/.” This element contains a maximum of two characters followed by a slash.

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Add EXAMPLE− 2/F15 3H/B52 10/F18 Add 2. Type of Aircraft. Insert the standard aircraft type designator, in accordance with FAA Order JO 7360.1, Aircraft Type Designators. Add 3. Equipment Suffix. This element consists of a slash (/) followed by one letter which is one of the approved designators identifying transponder and/or navigation gear. Add i. Airspeed (Field 05). Consists of two−to−four characters followed by a space character. This field must indicate the filed true airspeed in knots or Mach number. Add EXAMPLE− 350 M075 Add j. Departure Point or Coordination Fix (Field 06). Consists of two−to−twelve characters followed by a space character. This field contains the departure point or fix at which an aircraft will pick up IFR. It must be a fix, not an airway. For proposed departures, it must match the first element in the route of flight; and for IFR pickups, it must match either the first element in the route of flight or the third element if the ./. or VFR is used as the second element. Add k. Proposed Departure Time (Field 07). Consists of five or seven characters followed by a space character. This field contains the letter “P” followed by a four or six digit time group in UTC. Add l. Requested Altitude (Field 09). Consists of two−to−seven characters followed by a space character. Altitudes or flight levels, as appropriate, must be expressed in hundreds of feet, but without leading zeros. The letters “OTP” must be entered in this field to indicate a requested altitude of VFR conditions−on−top. If a VFR conditions−on−top altitude is provided, it must be entered as “OTP/XXX where “XXX” is a VFR altitude. Blocked altitudes are indicated by entering the lower altitude of the requested block, the letter “B,” and the higher altitude of the block; for example, 80B100, 240B270, with no spaces.

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Add m. End of Line (New Line Key) (Field E). The first occurrence of Field E must always follow Field 09 of the message. Any time a subsequent end of line becomes necessary, if used within Field 10, it must be preceded by the appropriate element separator (not a space). If used within Field 11, Field E may be entered at any point within the remarks sequence. Add n. Route of Flight (Field 10). The route of flight consists of departure point or pickup point (PUP), the route of flight, and normally a destination followed by a space character. Add 1. Field 10 is a fixed sequence field and must begin with a fix; for example, fix, airway, fix, airway, etc. The last element may be a fix or one of the route elements VFR, DVFR, or XXX (incomplete route indicator). An element is separated from another element by a period character. Add 2. When consecutive fix elements or route elements are filed, the fixed sequence format is maintained by inserting two period characters between the filed Field 10 elements; for example, fix..fix or airway..airway. Add 3. When a pilot files an airway..airway combination, obtain the point of transition and insert it in the transmitted flight plan; for example, SGF.J105..J24.STL.J24. The foregoing does not apply if the first encountered fix happens to be the next filed junction point within the route. Add NOTE− Airway..airway combinations in the route of flight require a defined junction (either five−character alphanumeric, location identification, or pre−defined fix−radial−distance). Add 4. The slash character (/) is used to file a latitude/longitude fix or in describing an ETE. Add 5. The maximum number of filed field elements for computer−addressed flight plans is 40. Double period insertions do not count against the 40−element limitation. Transmit flight plans filed exceeding the route element limitation to the ARTCC, not its computer. Add 6. Fix Descriptions. A fix must be filed in one of the following ways: Add (a) Fix Name. Domestic, Canadian, and International identifiers of two−to−five alphanumeric characters.

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Add (b) Fix Radial Distance (FRD). Consists of eight−to−eleven alphanumeric characters in the following sequence: Two−to−five characters identifying a NAVAID, three characters of azimuth expressed in degrees magnetic, and three characters of distance expressed in nautical miles from the NAVAID. Zeros preceding a significant character must be entered before the azimuth and distance components as required to assure the transmission of three characters for each. Add (c) Latitude/Longitude. Consists of nine−to−twelve characters entered as follows: The latitude must appear as the first component as four numbers (trailing zeros required) followed by an optional letter “N” or “S.” If the optional letter is omitted, north is understood. Latitude must be separated from longitude with a slash (/) element separator. Longitude must appear as the second component as four or five digits (trailing zeros required, leading zero optional) followed by an optional letter “W” or “E.” If the optional letter is omitted, west is understood. Add (d) Navigation Reference System (NRS) Waypoints. NRS waypoints consist of five alphanumeric characters, which include the ICAO FIR identifier, followed by the letter corresponding to the FIR subset (ARTCC area for the contiguous U.S.), the latitude increment in single digit or group form, and the longitude increment. Add EXAMPLE− “KD34U” Add 7. Route Descriptions. A route must be filed in one of the following ways: Add (a) Airway. The official airway designator must be filed. Add (b) Coded Routes. Coded routes are a shorthand method of describing a route segment or segments which may have an altitude profile described, an adapted airspeed within the route, re−entry or loop routes as an option, or a time delay at a fix within the route as an option. Some of the principal uses of coded routes are as follows:

Briefing Guide BG−123 JO 7110.10BB 6/17/21

Add (1) Instrument Departures (DP). DP, if used, must be filed by the computer code designator as the second element of Field 10 and be followed by the transition or exit fix. Add (2) Standard Terminal Arrivals (STARs). STAR, if used, must be filed by the computer code designator as the next to last element of Field 10 and immediately follow the entry or transition fix. Add (3) Published Radials. Published radials (for example, within a preferred route) are considered airways. Do not file unpublished radials. Add EXAMPLE− .JFK053..DPK017 .RBV020 Add (4) Military Routes. Certain military routes (for example, MTR and air refueling tracks/anchors), are considered coded routes. The route designator must be preceded and followed by the entry and exit fixes in terms of fix/radial/distance (FRD), and re−entry information may be suffixed to certain military coded routes as follows: Add [a] The entry and exit fix must be associated with a fix on the route, and the entry fix must be prior to the exit fix on the route. Add EXAMPLE− TNP355025..IR252 PKE107012 Add [b] Routes having re−entries for a single strategic training range (STR) site must contain the entry of alternate entry fix in terms of FRD, the route designator followed immediately by a plus sign (+), either the letter “R” (1st STR site) or “S” (2nd STR site), and a digit indicating the number of re−entries. Add EXAMPLE− (FRD) IR240+R2 (FRD) (FRD) IR240+S3 (FRD) Add [c] Routes having re−entries for two STR sites must contain the entry/alternate fix in terms of FRD, the route designator followed immediately by a plus sign (+), the letter “R,” and a digit indicating the number of re−entries on the first STR site, immediately followed by second plus sign (+), the letter “S,” and a digit indicating the number of re−entries on the second STR site.

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Add EXAMPLE− (FRD) IR240+R2+S3 (FRD) Add [d] STR routes must be entered and exited at the respective primary fix. Alternate STR routes must be entered/exited at the alternate entry/exit fix. The routes must be identified by an individual name. Add EXAMPLE− (FRD) IR240+R2 (FRD) (Primary) (FRD) IR240A+R2 (FRD) (Alternate) Add (5) North American Routes (NAR). NAR routes are numerically coded over existing airways and route systems from and to specific coastal fixes serving the North Atlantic. Add EXAMPLE− .NA9 .NA50 Add (6) Stereo Routes. A stereo route must specify a pre−stored stereo tag. An “FP” message may be entered with a stereo tag as the only Field 10 entry, which causes the Field 10 data stored for the stereo tag to be substituted for the stereo tag and processed as the filed Field 10. Additionally, the filed departure point (Field 06) must agree with the stored departure point. Add (7) Incomplete Route Indicator (XXX). When XXX, the incomplete route indicator appears in Field 10, the element preceding the XXX element must be a fix. Add (8) VFR or DVFR element. When VFR or DVFR is the second element of Field 10, the filed fix following VFR or DVFR must be internal to the ARTCC’s area to whom the flight plan was initially submitted. When VFR or DVFR is other than the second element in Field 10, the element preceding the VFR or DVFR must be a filed fix. Add 8. Fix Suffix. Add (a) En Route Delay Suffix consists of an element separator (/), followed by the letter D, followed by the hours and minutes separated by a plus sign (+). Must be appended to a fix. Add EXAMPLE− .STL/D1+30 .PKE107012/D2+05 Add (b) Use of this suffix is limited to the following cases:

Briefing Guide BG−125 JO 7110.10BB 6/17/21

Add (1) Aerial Refueling Tracks and An- chors. The suffix is appended to the entry fix. Add EXAMPLE− .ICT248055/D0+30.AR330 Add (2) En route delays not involving a change of altitude stratum and not involving a stopover, terminal area delay, or SUA delay unless specifically covered by a letter of agreement with the receiving ARTCC. Add (c) ETE Suffix. Consists of an element separator (/) and four digits appended to the destination. Leading zeros are required, and the time en route is expressed in hours and minutes. Add EXAMPLE− .STL/0105 Add 9. A period is not required after the last element of Field 10. If remarks (Field 11) are present, a space is required after the last element of Field 10. If remarks are not present, no space is required and Field F (End of Message) should be the next entry. Add o. Remarks (Field 11). Consists of the appropriate remarks code character and the remarks. Spaces are permitted within the remarks field to separate words or contractions. Remarks must be transmitted in Field 11 whenever a pilot files the information on the flight plan. A remark is required whenever there is a modification to the flight plan by the specialist. Add 1. If it is necessary to make modifications to the filed route of flight for the purpose of achieving computer acceptance of the input due, for example, to correct a fix or an airway identification, “FRC,” meaning “Full Route Clearance Necessary,” or “FRC/(fix),” will be added to the remarks. “FRC” or “FRC/(fix)” must always be the first item of intra−center remarks. When “FRC” or “FRC/(fix)” appears on a flight progress strip, the controller issuing the ATC clearance to the aircraft must issue a full route clearance to the specified fix, or if no fix is specified, for the entire route. “FRC” or “FRC/(fix)” must always be first in Remarks (Field 11).

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Add NOTE− INPUT OPERATORS ARE LIMITED TO MAKING ONLY THOSE CHANGES REQUIRED FOR COM- PUTER ACCEPTANCE. Modifications, such as those to conform with traffic flows and preferred/recommended routings, must only be made by the pilot or his/her operations office or the controller responsible for initiating the clearance to the aircraft. Add 2. In the case of applicable military flights requesting that the flight plan is not passed to air defense radar (NOPAR), NOPAR must be the first item in Remarks (Field 11). Add 3. Remarks for military flight plans filing an IR route must contain the IR route designator, entry time prefaced by the letter “E,” exit time prefaced by the letter “X,” and MARSA when applicable. Remarks for flight plans filing a terminal area delay must contain the airport identifier at which the delay will occur, followed by the letter “D,” followed by the duration of the delay in hours plus minutes, followed by the destination airport. These should be the first item in Remarks (Field 11). Add 4. When a pilot files an FAA−assigned three−letter company designator, if the designator and/or radiotelephony is new or changed, the authorized radiotelephony call sign must be included in the remarks field for at least 60 days following the effective date. In cases where there is no three−letter identifier assignment or a three−letter identifier is used in a medical emergency, the assigned radiotelephony must be included in the remarks field. Add NOTE− 1. A radiotelephony may be assigned by the FAA without assigning a three−letter identifier. Special radiotelephony assignments are usually temporary and for commemorative flights, large number of aircraft in an organized race, aircraft operating during an emergency or disaster condition, or aircraft requiring special handling for test purposes. Add 2. The pilot is responsible for knowing when it is appropriate to file the radiotelephony in remarks under the 60 day rule or for special radiotelephony assignments. The pilot may also request that the radiotelephony be filed in remarks due to special needs of the flight. Add p. End of Message Function (Field F). Consists of enter function.

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Add 5−3−5. ADDITIONAL MESSAGES Add The following messages are eligible for input to ARTCC computers via Service B, in addition to the flight plan (“FP”) message: Add a. Remove Strip (RS). The purpose of the RS message input is to advise the computer that data on a particular flight is no longer valid and in effect cancels the flight plan and removes it from computer storage. Add 1. Eligibility. RS messages may be entered only for flight plans which: Add (a) Are proposed flights. Add (b) Have been previously entered by the same source entering the RS message. Add (c) The flight plan is inactive; for example, a departure strip must not yet have been printed. Otherwise, the following rejection message is returned: “REJECT−−NOT YOUR CONTROL.” Add 2. Format. Fields 01 (Message type) and 02 (Aircraft Identification) are required. Add EXAMPLE− RS SWA138 Add b. Amendment (AM) Message. The purpose of the AM message is to change data previously stored in the ARTCC computer. Add 1. Eligibility. Same as for the RS message (above). Add 2. Format. AM messages sent to the ARTCC computer must follow a specific format. First, the field to be amended must be identified, then the amended information given. The ARTCC computer recognizes the following fields by either number or name: (See TBL 5−3−2.) OLD Add Add NEW

TBL 5−3−2 Field Number and Name

Field Num- Field Field ber Name Aircraft Identification 02 AID Aircraft Type 03 TYP Speed 05 SPD

BG−128 Briefing Guide 6/17/21 JO 7110.10BB

Departure/Coordination Pt. 06 FIX Proposed Time 07 TIM Altitude 09 RAL Route of Flight 10 RTE Remarks 11 RMK

Add 3. Restrictions. Add (a) If Field 02 is to be amended, no other field may be amended in the same message. If Field 02 and other fields are to be amended, send an RS message and re−enter the entire corrected flight plan. If an attempt is made to amend Field 02 within a multiple amendment message or to amend Field 02 to M, the following rejection message is returned: “REJECT—INVALID AMENDMENT.” Add NOTE− Alternate procedure is to send two amendments − the first amends field 2; the second amends the other field or fields. Add (b) Field 07 Amendments. An attempt to amend Field 07 to anything other than a P−time is not allowed. If such an amendment is attempted, the following error message is returned: “COFIE INVALID TIME PREFIX.” Add (c) Amendment to Fields 06, 07, and 10: Where Fields 06, 07, and 10 are amended with a single AM message, the following rules apply: Add (1) The amended Field 06 replaces the previously stored coordination fix (Field 06). Add (2) The amended Field 07, with appropriate letter prefix, replaces the previously stored coordination time (Field 07). Add (3) The amended route data (Field 10) may completely replace the previously filed Field 10 or may be merged with the filed Field 10. Add (4) If the last element of the amended route data is followed by a destination indicator, this last element becomes the new destination fix.

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Add (5) When amended route data is merged with filed data, it replaces all data between the departure point and the first non−amended element remaining in the field. The last element of the amended data must match the first element of the remaining non−amended data, otherwise the following rejection message is returned: “REJECT−−(last element) CAN- NOT MERGE.” Add (d) Amendment to Field 10 Only. Except as permitted above, a Field 10 amendment must be the only field amended; no other field may be amended with the same message. Otherwise, the following is returned: “REJECT—INVALID AMENDMENT.” OLD Add Add NEW EXAMPLE−

Field Field Mes- Aircraft New to be New Field to be sage Identifica- Field Re- Data Re- Type tion Data vised vised AM TWA179 07 P0800 08 350 AM UAL466 07 0300 AM AAL4355 10 ORD.J60 .DEN

Add c. Correction Message (CM). When the ARTCC computer detects an error in a flight plan, an error message is generated to the sender when the sender is within the departure ARTCC’s adapted boundaries. Add NOTE− These procedures may not apply to all operational systems. Add 1. Eligibility. CM messages may be entered only for the period for which the departure ARTCC’s program is adapted, normally 5 minutes. After that time, the flight plan in error drops out to the ARTCC Primary A position for re−entry. The sender has primary responsibility for corrective action. Add NOTE− Error messages are generated only on messages from sending stations within the adaptation parameters of the departure ARTCC and for only that portion of the route within that ARTCC’s adapted boundaries. Oth- er flight plans in error are referred to a Primary A position.

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Add 2. Format. Responses to error messages must be transmitted in the form of a CM message within the time parameters adapted for your ARTCC. Add EXAMPLE− ARTCC−Generated Error Message:

OLD Add NEW Sending MSG MSG Field in Data in Reason Facility Type NR Error Error DCA Error 123 08 9A FORMA T CM Format: Field 00 MSG Type Correct Data DCA 1820123 CM 090

Add 3. When a CM message in response to an error message results in any change to a pilot−filed Field 06 (Departure Point) or Field 10 (Route of Flight) once the flight plan has been accepted, an AM message must be sent to add a field 11 intra−ARTCC remark. In remarks, insert “FRC PILOT FILED (original data).” Add 4. Should a “NOT YOUR CONTROL” response be received, do not retransmit the flight plan or the AM. Confirm ARTCC receipt of the flight plan or AM (FRC/REMARKS) via interphone with the Primary A position. (See TBL 5−3−3.)

OLD Add Add

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NEW

TBL 5−3−3 Computer Flight Data Input

COMPUTER FLIGHT DATA INPUT CHART Field Element Example Requirements A Start of New Line Required for Message Key SOM (SOM code) recognition. B Preamble FF Provides Line KZFWZQZ priority, and X addressee. C Originator DTG Required for KMLCYFY ending the X message header. D End of Line (New Line EOL. Key) E End of (Enter End of Message Function) Message.

Add 5−3−6. COORDINATE RNAV ROUTES Add a. When accepting flight plans containing coordinate RNAV routes, ensure that the route of flight after the departure fix is defined by latitude/longitude coordinates and a fix identifier. Add b. The arrival fix must be identified by both the latitude/longitude coordinates and the fix identifier.

OLD Add Add NEW EXAMPLE−

(1) (2) (3) (4) (4) (5) MIA SRQ 3407/10615 3407/11546 TNP LAX

Add 1. Departure airport. Add 2. Departure fix. Add 3. Intermediate fixes defined by latitude/longitude coordinates. Add 4. Arrival fix for the destination airport in terms of both the latitude/longitude coordinates and the fix identifier. Add 5. Destination airport. Add Section 4. Flight Plan Handling

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Add 5−4−1. FLIGHT PLAN ACTIVATION Add a. If a departure report has not been received within a predetermined time, but not less than 1 hour of the proposed departure time, and specific arrangements have not been made to activate the flight plan, cancel and store in the history file. Add b. The FSS history file is used for statistical and historical purposes. Movement messages, pilot briefings, and aircraft contacts are stored in the history files automatically and retained for 15 days. Add c. When a pilot reports an actual departure time of more than 2 hours prior to the current clock time, request an updated ETE based on the aircraft’s present position. Amend the ETE in the existing flight plan and activate the flight plan using the current time as the time of departure and inform the pilot of the new ETA. Add 5−4−2. DEPARTURE REPORT MESSAGE Add When a pilot activates a flight plan with other than the facility holding the flight plan, transmit a numbered message to the departure tie−in facility. Add EXAMPLE− FF KRCAYXYX DTG KHONYFYX HON001 RCA N98765 D1645 RCA ALW Add 5−4−3. ACKNOWLEDGING NUMBERED MESSAGES Add Acknowledge a numbered message as soon as practical after receipt. Prefix the acknowledgement with the letter “R” followed by a space and then the 3−digit message number. Add EXAMPLE− FF KMMVYFYX DTG KRNOYFYX R 001 Add 5−4−4. FLIGHT NOTIFICATION MESSAGE

Briefing Guide BG−133 JO 7110.10BB 6/17/21

Add a. When a departure report is received or the pilot requests an assumed departure, transmit a flight notification message to the destination tie−in facility as specified in FAA Order JO 7350.9, Location Identifiers. Telephone or interphone, when available, may be used for flights of 30 minutes or less. The flight notification message must contain the following information: Add 1. Type of flight plan (VFR or IFR). Add 2. Aircraft identification. Add 3. Aircraft type. Add 4. Departure point. Add 5. Destination. Add 6. ETA (If more than 24 hours, may use DTG). Add 7. Remarks, preceded by a $ sign (as appropriate). Add EXAMPLE− FF KBOIYFYX DTG KCDCYFYX VFR N2346F AC11/U PVU BOI 1348 $ASMD DEP Add NOTE− The operational system will automatically format the required items and transmit the flight notification message when activated. Add b. When the proposed flight plan is received from another FSS, base operations (BASOPS), or direct user access terminal (DUAT) vendor and the departure facility has only partial flight plan data, add a remark indicating the Service B address of the facility holding the complete flight plan. Operational systems will automatically add this to the “Remarks” section of the flight plan. Add EXAMPLE− FF KBOIYFYX DTG KCDCYFYX VFR N12345 C182/U PVU BOI 1958 $FPKIADXCLX Add c. If the pilot elects to close the flight plan with a facility other than the designated tie−in facility, send the flight notification message with remarks to both tie−in facilities; for example, FIRIV FAI. The designated tie−in facility must assume both destination and search and rescue responsibility.

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Add EXAMPLE− FF PAENYFYX PAFAYFYX DTG KJNUYFYX VFR N2346F AC11 JNU FAI 1303 $FIRIV ENA Add NOTE− The operational system will auto address to the tie−in facility. Because the pilot elected to FIRIV with ENA (a facility other than the tie−in facility), the message must also be manually addressed to ENA. Add d. The facility with which the pilot elects to close the flight plan must forward a numbered closure message to the designated tie−in facility. Add e. On civil flight plans, if the pilot advises of stopover points, show these in remarks. Add EXAMPLE− FF KBOIYFYX DTG KCDCYFYX VFR N12345 C182/U PVU BOI 1958 $LNDG TWF Add f. On military flight plans, in remarks use coded data pertinent to services, passengers, or cargo. In the absence of remarks, enter the letter “N” (meaning none) in the remarks field. Add REFERENCE− DOD Flight Information Publication, General Planning Document. Add 1. Flight notification messages with remarks generate an alert at designated workstations. Add 2. When landing at a civil airport, if there are no remarks with the flight notification message, it is placed on the Inbound List with no alerts for notification purposes. Add 3. When landing at a military airport, all flight notification messages generate an alert. Add EXAMPLE− FF KRCAYXYX DTG KRIUYFYX IFR DECAL01 T18/R SMF RCA 0135 $AP3NP3S

FF KBOIYFYX DTG KCDCYFYX VFR R54321 2/UH1/U SLC BOI 1943 $N Add g. Address military stopover flight notification messages to and obtain acknowledgements from the destination tie−in facility serving all destinations.

Briefing Guide BG−135 JO 7110.10BB 6/17/21

Add 1. For the first leg, transmit the items in subparas 5−4−4a and 5−4−4f. Add 2. For each subsequent leg, transmit the destination, ETE, and remarks applicable to that leg only, prior to (/). Remarks pertaining to the entire flight are entered in the “Remarks” section of the original flight plan and are transmitted to all addressees. Add 3. Separate stopover legs by inserting a slant (/) at the end of each leg except the last. Begin each leg on a new line. Add EXAMPLE− FF KANDYFYX KGNVYFYX KMIAYFYX DTG KDCAYFYX IFR VV12345 P3 ADW CHS 1300/ NIP 01+30 A5 BALL DP10 AP5 S/ MIA 02+30 NO DE−ICING EQUIPMENT Add 4. For composite flights, specify type flight plan as the first item of each leg. Add 5. When en route delays are involved, include delay time in ETE. Add h. Apply military flight plan procedures to all civil aircraft landing at military bases. Add NOTE− It is the civil pilot’s responsibility to obtain permission (from military authorities) to land at a military base. Add i. Apply civil flight plan procedure to civil aircraft departing military bases and en route to civil airports. Add 5−4−5. SUSPENDING FLIGHT NOTIFICATION MESSAGES Add a. Suspend the flight notification message or proposal message until acknowledgment is received from the addressee, then store in the history file. Add b. If an acknowledgment is not received within the following time period, use the telephone or interphone to assure delivery. Add 1. Thirty minutes after departure if ETE is between 30 minutes and 2 hours. Add 2. One hour before ETA if ETE is 2 hours or more. Add 3. Thirty minutes after departure if remaining overnight (RON)/VIP information is contained in remarks of a military flight notification.

BG−136 Briefing Guide 6/17/21 JO 7110.10BB

Add c. When an acknowledgment for a message is required and has not been received in accordance with the procedure described above, retransmit the complete message to the addressee. Add d. Messages awaiting acknowledgment are suspended on the Suspense List. It contains a list of all numbered Service B messages and those messages transmitted from the flight plan mask not acknowledged by all the addressees. Add 1. The message identification is the aircraft identification for flight notifications and/or the message number for all other message types. Add 2. Acknowledgments received via NADIN will be automatically processed if they are in the proper format. Add 3. Improperly formatted acknowledgments will be directed to a list for manual processing and will generate an alert at designated workstations for editing. Add 4. The Suspense List will display the aircraft identification and message numbers in chronological order of transmission times and the addressees for each message with an indication of those that have not acknowledged. Add 5. If a transmission has not been acknowledged by all addressees within 30 minutes, an alert will be generated by the operational system. Add 6. Upon receipt of a Suspense alert, retransmit the message to addressees who have not acknowledged the message. Add 7. When an acknowledgment message is received from any other source, such as interphone/telephone or facility guarding for the addressee, the specialist must manually acknowledge the message. Add 5−4−6. ACKNOWLEDGING FLIGHT NOTIFICATION MESSAGES Add Acknowledge a flight notification message or proposal as soon as practical after receipt. Prefix the acknowledgment with the letter “R” followed by a space and then the full aircraft identification.

Briefing Guide BG−137 JO 7110.10BB 6/17/21

Add EXAMPLE− FF KRCAYXYX DTG KRIUYFYX R DECAL01 Add NOTE− The operational system will automatically acknowledge flight notification messages which are received in or have been edited into the correct format. Add 5−4−7. ACTION BY ADDRESSEES Add In addition to acknowledging receipt of flight notification, addressees must take the following actions: Add a. Military IFR flights. Add 1. Notify BASOPS, if applicable, of the inbound flight. Add 2. Upon request, deliver flight plan amendments to the ARTCC. Add 3. File the flight notification message in the operational system history files or with the daily traffic. Add 4. Forward the actual departure time to the destination tie−in facility for the next destination. Add b. Military VFR flights. Add 1. Notify BASOPS, if applicable, of the inbound flight. Add 2. Suspense the message, await closure/cancellation/departure and assume destination station responsibility. Add 3. Forward the departure time to the destination tie−in facility and assume departure station responsibility. Add 4. All flight notification messages are suspended on the Inbound List. An entry on the list will remain there until the flight plan is closed. Thirty minutes after the ETA, if the flight plan has not been closed, it is considered overdue and will generate an alert at designated workstations. Add c. If no information is received (for example, departure time, revised ETA) indicating that the flight is still active prior to the void time, close the flight plan and note this on the flight notification message and file. Add 5−4−8. MAJOR FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT

BG−138 Briefing Guide 6/17/21 JO 7110.10BB

Add a. Change of Destination. Add 1. When a civil aircraft on a VFR flight plan or a military aircraft on any flight plan changes destination, obtain, as a minimum, the following information if not already known: Add (a) Type of flight plan. Add (b) Aircraft identification. Add (c) Aircraft type. Add (d) Departure point. Add (e) Old destination. Add (f) Present position. Add (g) Altitude and route. Add (h) New destination. Add (i) Estimated time en route. Add 2. Transmit a revised flight notification message to the departure, original, and new destination tie−in facilities containing the type of flight, aircraft identification, aircraft type, departure point, new destination, new ETA, and in Remarks, aircraft position and time, the words “ORIG DESTN” followed by the identifier of the original destination. Add EXAMPLE− VFR Change of Destination: FF KBOIYFYX KSEAYFYX DTG KCDCYFYX VFR N98789 C182/U PVU GEG 2230 $0VR SLC 1900 ORIG DESTN BOI

IFR Change of Destination: FF KRCAYXYX KTIKYXYX KRIUYFYX DTG KCDCYFYX IFR DECAL01 T43/R SMF TIK 0230 $AP3NP3S OVR SLC 2330 ORIG DESTN RCA Add b. Change from IFR to VFR. When a civil aircraft changes from an IFR to a VFR flight plan, obtain all flight plan information and send a flight notification message to the destination tie−in facility. Include the type of flight plan, aircraft identification and type, departure point, destination, ETA, and pertinent remarks. Add EXAMPLE− FF KABQYFYX DTG KOAKYFYX VFR N87690 C182/U SFO ELP 2100 $CNLD IFR OVER BFL

Briefing Guide BG−139 JO 7110.10BB 6/17/21

Add NOTE− Obtaining the name of the original flight plan source may provide additional information if the aircraft becomes overdue. Add c. Military Change from IFR to VFR or VFR to IFR. When a military aircraft changes from IFR to VFR, or VFR to IFR, or requests that other significant information be forwarded, transmit this information to the destination station. Add EXAMPLE− FF KTIKYXYX DTG KDENYFYX DECAL01 CHGD TO VFR RON Add 5−4−9. CHANGE IN ETA Add When an aircraft wants to change its ETE, obtain a new ETA, and forward the information to the destination tie−in facility as a numbered message. The destination tie−in facility must acknowledge and, thereafter, use the new ETA as the standard for any necessary follow−up action; for example, QALQ message. Add EXAMPLE− FF KENAYFYX DTG KSEAYFYX SEA001 ENA N34567 E2140 Add REFERENCE− FAA Order 7210.3, Para. 14−1−3.c. Flight Plan Area Add 5−4−10. FLIGHT PLAN CLOSURE Add Do not transmit arrival reports except under unusual circumstances or in the following cases: Add a. Transmit arrival or other information involving FAA or Canadian MOT aircraft by a numbered message to any facility requested by the pilot. Add EXAMPLE− FF KDCAYFYX DTG KHHRYFYX HHR002 DCA N2 A0839 (Remarks, as appropriate) Add b. For U.S. military aircraft, transmit arrival reports to the departure station only when: Add 1. Requested by BASOPS. Add 2. Special military flights arrive.

BG−140 Briefing Guide 6/17/21 JO 7110.10BB

Add c. When a pilot closes a flight plan with a station that has not received a flight notification message, obtain as a minimum, the departure point, the flight planned destination point, and the station with which the flight plan was filed. Add 1. If the station receiving the closure is the tie−in station for the planned destination, transmit a numbered arrival message to the departure station with the remark “FPNO” and the departure point and destination identifiers. The departure station must relay the arrival information to the station holding the flight plan notification message in the active file. Add EXAMPLE− FF KDCAYFYX DTG KMIVYFYX MIV001 DCA N8567 A1745 FPNO PHF NMK Add 2. If the station receiving the closure message is not the destination tie−in station, transmit a numbered closure message to the destination tie−in station, including the aircraft identification, the closure time, the departure point, and destination. Remarks are optional. Add EXAMPLE− FF KHUFYFYX DTG KDAYYFYX DAY003 N11ND C1217 LOU IND LNDD CMH Add 5−4−11. MILITARY FLIGHTS TO/FROM U.S. Add a. To U.S. If “REQ ARR” is in remarks, suspend the flight plan until arrival information is received from BASOPS and forward to the departure location. Add b. From U.S. If requested by BASOPS, include “REQ ARR” in remarks section of ICAO flight plan. Terminate suspense action only after receipt of an arrival message and delivery to BASOPS. Add Section 5. Military Operations Add 5−5−1. SPECIAL MILITARY FLIGHTS Add a. Advise the ARTCC of flight notification messages, progress reports, changes en route, and related messages concerning Presidential or Vice Presidential flights.

Briefing Guide BG−141 JO 7110.10BB 6/17/21

Add b. Alaska. In addition to the above, give advance notice to all RCCs along the route of flight. Telephone SARCC (907) 752−0227 or (907) 752−0128. Initiate communications search procedures if arrival is not received within 15 minutes after ETA, and immediately notify Alaskan NORAD Region Control Center (ANRCC). Add 5−5−2. MILITARY FOREIGN FLIGHTS Add Generally, all military foreign flights are required to clear through specified military bases. Pilots normally will not file flight plans directly with an FSS unless BASOPS is not available. BASOPS with no Service B access will forward an ICAO−type flight plan message via their tie−in FSS for relay through the Aeronauti- cal Fixed Telecommunications Network (AFTN). BASOPS should specify all addressees, both ATC and operational, in accordance with ICAO standards and military regulations. Add 5−5−3. USAF/USN UNDERGRADUATE PILOTS Add Aircraft piloted by solo USAF/USN undergraduate student pilots (who may occasionally request revised clearances), are normally restricted to flight in VFR conditions. The aircraft identification in the flight plan must include the letter “Z” as a suffix. Do not use this suffix in ground−to−air communication. Add NOTE− USAF/USN solo students who have passed an instrument certification check may penetrate cloud layers in climb or descent only. Requests for revised clearances to avoid clouds in level flight can still be expected. This does not change the requirement to use the letter “Z” as a suffix to the aircraft identification. Add 5−5−4. MESSAGE HANDLING Add Accept and forward messages from any military authority that concern aircraft movement, national defense, safety of flight, or emergencies. This includes, but is not limited, to the following: Add a. Flight Advisory Messages.

BG−142 Briefing Guide 6/17/21 JO 7110.10BB

Add 1. The FSS originating the advisory or receiving it from the originating BASOPS must determine the FSS nearest the aircraft’s estimated position for VFR flights, or the appropriate ARTCC for IFR flights. Transmit a numbered message only to the facility identified. Include in the text “FLT ADVY,” aircraft identification and type, and route of flight, in that order. The last item must be the identifier of the originating BASOPS or FSS. Plain language may be used. Add EXAMPLE− FF KZIDZRZX DTG KCOUYFYX COU005 ZID FLT ADVY A12345 T38 GVW J80 DAY DAY WX BLO LNDG MIN. SUG PROCD CVG. ADZ INTENTIONS DLVR 1625 GVW BASOPS Add 2. Inform the originator if unable to deliver the flight advisory within 15 minutes. Store the message in the history files. Add b. Electronic Counter Measure (ECM) Alerts. Transmit a numbered message via Service B to tie−in stations serving the addressees. If acknowledgements are not received within 1 hour, deliver via telephone. Add c. REACH and SAM Flight Messages. Forward to the airlift command post specified by the pilot if message contains request “Pass to Air Mobility Command & Airlift Command Post (AMC ACP),” specified by the pilot. Add Section 6. IFR/DVFR ADIZ Flight Plans Add 5−6−1. AIRCRAFT MOVEMENT INFORMATION SERVICES (AMIS) WITHIN AN ADIZ−IFR Add In addition to the normal handling of aircraft operating in accordance with IFR, ADIZ penetration information or position reports on IFR operations outside of controlled airspace must be forwarded immediately to the appropriate ARTCC. Add 5−6−2. AMIS WITHIN AN ADIZ−DVFR Add For security control of air traffic, specific information contained in flight plans filed by a pilot operating or proposing to operate in accordance with DVFR within an ADIZ must be forwarded to NORAD.

Briefing Guide BG−143 JO 7110.10BB 6/17/21

Add NOTE− Other offices, military and civil, as well as pilots, may file DVFR flight plans for civil aircraft with a FSS for forwarding to NORAD. Add 5−6−3. FORWARDING DVFR INFORMATION Add a. Forward DVFR flight plan information to NORAD via the Service B NORAD address or by telephone. Add NOTE− 1. The following NORAD addresses are group addresses that include all appropriate NORAD sectors and law enforcement: KZAMZQZX – the contiguous 48 states and San Juan. PHIRAOCZ – Hawaii PAEDYYYX – Alaska Add 2. NORAD will not send an acknowledgement and must be manually acknowledged from the suspense list by the specialist. (NORAD Headquarters assumes responsibility for receipt.) Add b. DVFR flight plans must be entered into the operational system for processing in accordance with system instructions and include the following information: Add 1. Aircraft call sign. Add 2. Number and type of aircraft. Add 3. Altitude (within ADIZ). Add 4. True airspeed. Add 5. Time of departure. Add (a) When the flight plan information is provided before the aircraft’s departure, enter as a proposal. Depart the flight plan immediately upon receipt of the actual departure time. Add (b) If arrangements cannot be made to obtain the actual departure time, forward the ETD. Add 6. Point of departure. Add 7. ETA. Add 8. Destination. Add 9. Remarks. Add (a) DVFR discrete transponder code. Add (b) True airspeed.

BG−144 Briefing Guide 6/17/21 JO 7110.10BB

Add (c) Estimated point of penetration of the ADIZ (latitude/longitude or fix−radial−distance), except in Alaska. Add (d) Estimated time of penetration of the ADIZ, except in Alaska. Add (e) If no arrival report (NORIV) will be filed with an appropriate aeronautical facility, include the contraction “NORIV” as a non−transmitted remark. Do not pass “NORIV” to NORAD. Add EXAMPLE− 1210 135 3442/09345 1446 Add NOTE− On a proposed flight plan, a single “X” may replace the DVFR discrete transponder code, true airspeed, estimated point of penetration of the ADIZ, or the estimated time of penetration of the ADIZ. Add EXAMPLE− Missing true airspeed: 1210 X 3442/09345 1446 Missing estimated point of ADIZ penetration and time: 1210 135 XX Add c. Forward DVFR flight plan information for aircraft operating into Canada using the same procedures in paragraph 5−6−3b, except add “DVFR” in remarks and transmit the information to the appropriate Canadian transborder tie−in facility. Add 5−6−4. STOPOVER DVFR FLIGHT PLANS Add Accept stopover DVFR flight plans filed on those aircraft planning one or more landings (within an ADIZ) en route to the destination, provided the information in paragraph 5−6−3 is furnished for each segment of flight. Remind the pilot that 14 CFR Part 99 requires departure times to be made good and that a written record should be retained of these times at each departure point. Add Section 7. Non−Emergency Parachute Jumping Add 5−7−1. COORDINATION Add All pertinent information received from pilots prior to and during parachute jumping activity must be forwarded to other affected ATC facilities. Add 5−7−2. PRE−JUMP RADIO COMMUNICATIONS

Briefing Guide BG−145 JO 7110.10BB 6/17/21

Add a. When a pre−jump radio call required by 14 CFR Section 105.13 is received, contact the ARTCC sector or terminal facility in whose airspace the jump begins. If the controller has pertinent traffic, advise the jump aircraft to contact the control facility on the appropriate frequency for traffic information. Add b. If the aircraft is unable to contact the control facility direct, obtain traffic information and relay it to the aircraft. Add EXAMPLE− “Cessna Four Zero Yankee, A−T−C advises traffic, Cessna Four Twenty−One passing SPUTS intersection eastbound on Victor One Fifty−Seven at seven thousand.”

OLD NEW Add Appendix F. International Operations (Legacy) Add Section 1. Messages and Formats Add 6−1−1. GENERAL Add a. Title 19 of the U.S. Code of Federal Regulations (CFR), Part 122 contains Advance Passenger Information System (APIS) regulations, which require APIS manifests to be submitted to U.S. Customs and Border Protection (CBP) for all private aircraft arriving from or departing for a foreign port or place. APIS regulations also require that electronic notices of arrival and departure as well as electronic manifests relative to travelers (passengers and crew) be submitted to CBP within specific timeframes. For detailed information on the APIS regulations, see Advance Information on Private Aircraft Arriving and Departing the United States, 73 Fed. Reg. 68,295 (Nov. 18, 2008) (19 CFR 122.22). This publication, along with other resources, is available at http://www.cbp.gov. In addition, 14 CFR and the International Civil Aviation Organization (ICAO) require flight plans for all civil aircraft operation between the United States and foreign locations. International flight plan information and ADIZ penetration requirements are listed in other publications; for example, the Aeronautical Information Manual (AIM), the Aeronautical Information Publication (AIP), 14 CFR Part 91, and 14 CFR Part 99.

BG−146 Briefing Guide 6/17/21 JO 7110.10BB

Add b. This chapter provides guidance to FSS facilities when transmitting international flight movement messages. It incorporates relevant information from ICAO and 14 CFR documents. All personnel required to handle international messages must be familiar with ICAO documents containing instructions for preparing and transmitting communications through the Aeronautical Fixed Telecommunications Network (AFTN) circuits. These documents should be retained at facilities. FSS personnel must not act as agents for any aircraft operating or dispatching company.

Add NOTE− International telecommunications instructions are found in International Standards and Recommended Practices, ICAO Annex 10 – Aeronautical Telecom- munications, Volume II. PANS ATM DOC 4444, Pro- cedures for Air Navigation Services, lists various ATS movement messages. Location indicators are contained in ICAO Document 7910, and Designators for Aircraft Operating Agencies, Aeronautical Authori- ties and Services are contained in ICAO DOC 8585. FAA policies concerning acceptance of messages for international transmission are contained in 14 CFR Part 189.

Add c. Address the message to the proper FSS gateway facility/sector for handling. FSSs that transmit only occasional international messages or are unable to determine the correct addressing for all air traffic units concerned may refer or transfer the pilot to the proper gateway facility/sector. The FSS gateway facility/sector and their areas of responsibilities are as follows:

Add 1. Miami FSS Sector (MIA): Africa, Bermuda, Canada, Caribbean, Central America, Europe, North Atlantic, and South America.

Add 2. Kenai FSS (ENA): Alaska. Add 3. Honolulu (HNL)/Oakland (OAK) Sectors: Pacific.

Add 4. Seattle Sector (SEA): Pacific Northwest to Alaska.

Add d. To ensure that the FSS gateway facility/sector understands your request, include T (transmit) instructions in the first line of text.

Briefing Guide BG−147 JO 7110.10BB 6/17/21

Add EXAMPLE− FF KOAKYFYX DTG PAJNYFYX OAK T ALL INTL ADDRESSEES (Text) Add e. Use of FAA Form 7233−4 is mandatory for all IFR flights that will depart U.S. controlled airspace and enter international airspace. The filer is responsible for providing the information required in items 3 through 19. Add 6−1−2. AIR TRAFFIC SERVICE (ATS) MESSAGES Add ATS messages, as used in this section, is a generic term meaning and including: flight information, alerting, air traffic advisory, and air traffic control (ATC) services. Add 6−1−3. CATEGORIES OF MESSAGES Add The following ATS messages, with their normal priority indicators, are authorized for transmission by any means; for example, AFTN, NADIN, interphone, computer−to−computer, or via the aeronautical mobile service, as applicable. Add a. Emergency Messages. Add 1. Distress messages and distress traffic, including alerting (ALR) messages relating to distress (DETRESFA) phase−SS. Add 2. Urgency messages, including alerting messages relating to an alert (ALERFA) phase or to an uncertainty (INCERFA) phase−SS. Add 3. Other messages concerning known or suspected emergencies which do not fall under subparas 6−1−3a1 and a2 and radio communications failure (RCF) messages−FF or higher as required. Add b. Movement and Control Messages. Add 1. Flight plan (FPL)−FF. Add 2. Amendment and coordination messages. Add (a) Departure (DEP)−FF. Add (b) Delay (DLA)−GG. Add (c) Arrival (ARR)−GG. Add (d) Boundary estimate (EST)−FF.* Add (e) Modification (CHG)−FF.* Add (f) Coordination (CDN)−FF.* Add (g) Acceptance (ACP)−FF.*

BG−148 Briefing Guide 6/17/21 JO 7110.10BB

Add 3. Cancellation (CNL)−GG.* Add 4. Clearances, flow control (SPL, CHG, CDN)−FF or DD.* Add 5. Transfer of control (TCX)−FF.* Add 6. Requests (RQS)−FF.* Add 7. Position reports (AIREP)−FF.* Add c. Flight Information Messages. Add 1. Traffic information−FF.* Add 2. Meteorological information (MET)−FF or GG. Add 3. Operation of aeronautical facilities and essential airport information (NOTAM)−GG. Add * Normally exchanged between ATC units via voice circuits. Add d. Technical Messages. Four categories of these messages are specified for use on computer−to−computer circuits only. They will not be sent on AFTN or NADIN circuits. Add 6−1−4. SERVICE MESSAGES Add a. NADIN immediately generates a service message to an originator when incorrect code or routing indicators are detected. Add EXAMPLE− FF KZKCZQZX 031840 KSLCYTYX SVC. ZKC121 QTA RPT FF KZKCZQZX 031840 KSLCYTYX SVC. ZKC122 QTA MSR Add b. Assign the appropriate priority indicator to international service messages. When service messages refer to messages previously transmitted, assign the same priority prefix. Identify a service message by inserting “SVC” as the first item of the text. Add EXAMPLE− FF TJSJYFYX DTG KSEAYFYX SVC. RUMES 231015 (Text) Add 6−1−5. TRANSMISSION VIA NADIN Add International messages are generally introduced on NADIN for relay to AFTN circuits.

Briefing Guide BG−149 JO 7110.10BB 6/17/21

Add a. Operational Systems use the ICAO Flight Plan or Service−B message formats as described in the Operational System operating procedures. Add b. Handle international messages on NADIN for relay to AFTN as follows: Add 1. Start of message. New Line Key. Add 2. Preamble (priority, space, addressee(s). Add (a) Priority. Two−character precedence field. Add (b) Addressee(s). Not to exceed 69 characters or seven addressees, each addressee separated by a space. Add (c) End of Line (EOL) new line key. Add (d) End of Text (EOT) (enter function). Add 6−1−6. TRANSMISSION OF ATS MESSAGES Add a. Air traffic service messages are interchanged in the international air traffic control system in the following modes: Add 1. The preferred step−by−step mode wherein each ACC/ARTCC sends forward the full current (updated) flight plan information as the flight progresses. Add 2. The simultaneous mode wherein information extracted from the filed flight plan (FPL) is sent simultaneously to all ATS units along the route of flight. In this mode, only amendments to the FPL, plus necessary control information, are forwarded from center to center as the flight progresses. Add b. Prepare and transmit ATS messages as described below. Address these messages as follows: Add 1. Include an eight−character addressee indicator for each addressee. When the number of addressees required is more than the operational system parameters allow, two or more transmissions of the message must be made. The eight−letter combination addressee indicators are composed as follows:

BG−150 Briefing Guide 6/17/21 JO 7110.10BB

Add (a) The four−letter ICAO location indicator; for example, MPTO. Use only those listed in ICAO DOC 7910 (Location Indicators). Some ICAO eight−character addressees for Mexico and Canada are listed in FAA Order JO 7350.9, Location Identifiers. Add (b) A four−letter designator for the facility type/office, or if no designator has been assigned, affix YXYX for military, ZZZX for aircraft in flight, or YYYX for all other cases; for example, MTPPYYYX. (See Note.) Add REFERENCE− ICAO DOC 8585, Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services. Add NOTE− The most frequently used and authorized designators are: YAYX Government Civil Aviation Authority (FAA Regional Office or Headquarters) YCYX Res- cue Coordination Center (RCC). YDYX Authority Supervising the Aerodrome. YFYX Aeronautical Fixed Station FSS/IATSC). YMYX Meteorological Office (NWS). YNYX International NOTAM Office (NOF) YTYX Telecommunications Authority. YWYX Military Flight Operational Control Center (ACP) YXYX Military Organization (BASOPS). YYYX Organization not allocated a two−letter designator. ZOZX Oceanic Air Traffic Control Center. ZPZX Air Traffic Service Reporting Office. ZQZX Computer Facility at ACC/ARTCC. ZRZX ACC/ARTCC. (Center in charge of a FIR/UIR when the message is relevant to a VFR flight (AMIS)). ZTZX Aerodrome Control Tower. ZZZX Aircraft in flight. Add (c) A one−letter designator will appear following an air carrier designator to indicate the department or division of the organization addressed. Add 2. Filing time. A six−digit date/time group indicating the time the message is filed with the FSS for transmission. Add c. Originator Indicator. Consists of an eight−letter sequence similar to an address indicator, identifying the place of origin and the organization originating the message.

Briefing Guide BG−151 JO 7110.10BB 6/17/21

Add d. Supplementary Address and Origin Information. When the four−letter designators YXYX, ZZZX, or YYYX are used, identify the aircraft operator or organization at the beginning of the text preceding the start−of−ATS data symbol ( (− −), in the same order as in the addressee(s) and/or originator indicator(s). Where there is more than one such insertion, the last should be followed by the word “stop.” Where there are one or more insertions in respect to addressee indicators plus an insertion in respect to the originator indicator, the word “from” is to appear before that relating to the originator. Add e. When addressing flight plan messages or related amendments and flight plan cancellation messages to centers, use one of the four−letter designators as follows: Add 1. If message is relevant to IFR and: Add (a) The ARTCC is computer−equipped (U.S. ARTCCs), use ZQZX. Add (b) The center is not computer−equipped, use ZRZX. Add (c) Relevant to oceanic operations, use ZOZX. Add NOTE− Some centers may request specific addressing different from above. ZTZX and ZPZX are used internationally, but are not used in internal U.S. application. Add 2. If message is VFR (AMIS), use ZRZX. Add 3. If SVC or administrative, use ZRZX. Add 6−1−7. ORIGINATING MESSAGES Add a. Messages for ATS purposes may be originated with ATS units by aircraft in flight, or, through local arrangements, a pilot, the operator, or their designated representative. Add b. Accept air filed flight plans or changes in destination information from aircraft inbound from foreign locations and, if requested by the pilot, enter Customs notification service. Add c. Do not accept round−robin flight plans to international locations, other than Canada. Add NOTE− 1. Only accept VFR round−robin flight plans to Canada if the filer of the flight plan is in possession of a valid numbered letter of authorization and adheres to the provisions contained therein.

BG−152 Briefing Guide 6/17/21 JO 7110.10BB

Add 2. Individual requests for the temporary authorization letter should be directed to the appropriate service area office. Add 3. The temporary authorization letter mandates the pilot, or responsible party, to provide the FSS with a name, telephone number, and authorization number for inclusion in the remarks section of the flight plan. Add 4. FSS must log a double (2) count for the round−robin flight plan. Add d. Do not accept assumed departure flight plans when the destination is in a foreign country other than Canada. Add e. Aircraft movement, control, and flight information messages for purposes other than ATS, such as operational control, must be originated by the pilot, the operator, or their designated representative. Add 6−1−8. ADDRESSING MESSAGES Add a. Addressing the flight plan is determined by the point of departure, the destination, and the FIR boundaries to be penetrated during the course of the flight. Add b. Address IFR FPL messages to the ARTCC serving the airport of departure and to all ATS units (including oceanic) providing air traffic control service or concerned with flight along part or the whole of the route to be flown except FAA ATCTs and other conterminous U.S. ARTCCs. Add NOTE− Within the North Atlantic (NAT) Region, FPLs on turbo jet aircraft transiting the control areas of Gan- der Oceanic, New York Oceanic, Reykjavik, Santa Maria Oceanic, Shanwick Oceanic, and Sondrestrom (south of 70 degrees) within 90 nautical miles of the control area boundary, must be addressed to the adjacent ACC to provide lateral separation. For all other aircraft, a 120 nautical mile proximity limit must apply. Add c. Transmit all IFR FPLs to ARTCCs not less than 1 hour prior to the proposed departure time. Do not hold FPLs until after departure time and transmit as a combined FPL and departure message (DEP). Separate FPL and DEP messages must be transmitted. Add NOTE− ICAO flight plans do not require an acknowledgment to the transmitting facility.

Briefing Guide BG−153 JO 7110.10BB 6/17/21

Add d. Address aircraft movement messages only to those ATS units responsible for the provision of relevant service, except when requested by the operator concerned, these messages, when transmitted via the AFTN, may also be routed, as specified by the operator or a representative to: Add 1. One addressee at the point of intended landing or point of departure. Add 2. Not more than two operational control units concerned. Add e. The ARTCC serving the departure airport must transmit the DEP message on IFR aircraft to all known recipients of the FPL message. Flights between conterminous U.S. and Canada (excluding Gander Oceanic), Alaska, Hawaii and Puerto Rico do not require DEP messages. Discontinuance of DEP messages affecting the route of flight can only be accomplished by ICAO Regional Air Navigation Agreement. Add 6−1−9. FLIGHT PLAN FORMS AND INSTRUCTIONS Add a. All IFR flights that depart U.S. domestic airspace and enter international airspace must use FAA Form 7233−4, International Flight Plan (see Appendix A), the ICAO Model Flight Plan Form in ICAO DOC 4444, or an electronic equivalent. The flight plan filer is responsible for providing the information required in items 3 through 19. Add 1. The procedure described in paragraph a. above also applies to IFR flight plans originating within or transiting Pacific Flight Information Regions (FIR) and flying to or from FIRs beyond the Pacific Region including the North American (NAM) Region. Add NOTE− The NAM Region encompasses the conterminous U.S., Alaska, and Canada to the North Pole. Add 2. VFR flights within the conterminous U.S., Canada, Mexico, Honolulu, Alaska, and San Juan domestic control areas may use FAA Form 7233−1, Flight Plan, or an electronic equivalent.

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Add b. When paper forms are used, record on the form the time the flight plan was filed. This time will constitute evidence of the pilot’s intention to comply with Customs, Immigration, and Public Health requirements and will be made available upon request from these authorities Add 6−1−10. ICAO ATS MESSAGE FORMAT Add The following are examples of ICAO message types most likely to appear on AFTN/NADIN circuits. The number above the data corresponds to the field type numbers on the flight plan form (FAA Form 7233−4) and on the chart of Standard ATS Messages and Their Composi- tion, Appendix A. Add a. Departure Message (DEP). ARTCCs are the designated ATS unit responsible for originating and transmitting DEP messages on all IFR aircraft departing airports within their center boundaries. IFR flight plans must be transmitted to ARTCCs at least 1 hour before departure. This allows ARTCCs to determine recipients of DEP message when domestic portions are transmitted to ARTCCs in an automated format. Do not hold FPLs and combine with DEP into a single message. Add b. Delay Message (DLA). Transmitted when departure of an aircraft, for which an FPL message has been transmitted, is postponed or delayed more than 30 minutes after the estimated time of departure contained in the FPL. Add c. Alerting Message (ALR). Relating to an overdue situation on an aircraft. Add d. Supplementary Flight Plan (SPL). Information must be sent to ATS units that transmit Request Supplementary Flight Plan (RQS) messages. Add e. Arrival Message (ARR). Sent only on Canadian MOT, U.S. DOT, or FAA aircraft or upon request.

Briefing Guide BG−155 JO 7110.10BB 6/17/21

Add f. Current Flight Plan (CPL) Message. Originated by and transmitted in a step−by−step mode between successive ACCs and between the last ACC to the control at the airport of intended landing. CPLs contain only information relevant to that portion of the route of flight which extends from the point of entry into the next control area or FIR to the airport of intended landing.

Add g. Acceptance (ACP) Message. Transmitted when the data contained in a CPL message are found to be acceptable to the receiving ACC.

Add h. Flight Plan Cancellation (CNL) Message. Transmitted when a current (CPL) or filed flight plan (FPL) message was transmitted and the flight is canceled.

Add 6−1−11. FLIGHT PLAN CHANGES AND CANCELLATIONS

Add a. Assume departure station duties when a flight plan change is received from an aircraft en route to a foreign location.

Add REFERENCE− FAA Order JO 7110.10, Para 5−4−8, Major Flight Plan Changes from En Route Aircraft. FAA Order JO 7110.10, Para 5−4−9, Change in ETA.

Add b. An FSS receiving a VFR flight plan cancellation report from aircraft en route to a foreign location must transmit a cancellation message to the appropriate foreign tie−in facility. Add REFERENCE− FAA Order JO 7110.10, Para 6−4−10, Flight Plan Closure.

Add 6−1−12. AIR MOBILE SERVICE (AMS) Add a. Air Mobile Service (AMS) is an international air/ground communications network. It provides service to en route aircraft primarily in support of ATC and company operations, and collects meteorological data for dissemination. Although in the U.S. this service is provided via contract (ARINC), FAA flight service facilities may be required to relay information on a case−by−case basis.

Add b. The AMS network is composed of individual units geographically limited to areas where effective coordination and cooperation between ground stations are possible.

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Add c. For any individual route segment, the AMS communication requirements will normally be met by two or more network stations serving the flights on that route segment. In general, these primary stations serve the ACC serving the FIRs and the points of takeoff and landing. In some cases, additional suitably located stations are required to complete the communications coverage.

Add d. Each of these stations may be required at some stage of the flight to exchange communications with the aircraft, and when not so engaged, to intercept, as required, communications exchanged between the aircraft and any one of the other stations.

Add e. Stations providing regular network service to aircraft operation along route segments in an ACC’s FIR are termed regular stations. Other network stations will only be required to assist communications for that FIR in the event of communications failure.

Add f. When communications permit, aircraft should transmit their messages to the primary station of the network from which they can most readily be delivered to their ultimate destination. In particular, aircraft reports required by ATC should be transmitted to the network station serving the ATC center in whose area the aircraft is flying. Conversely, messages to aircraft in flight should be transmitted direct to the aircraft by the network station serving the location of the originator.

Add g. Messages passed from aircraft to a network station should be intercepted and acknowledged by other stations which serve locations where the information is also required. Such intercepts provide instantaneous delivery of information and eliminates the transmission of messages over the AFTN. Networks may not be used for transmission of aircraft reports except under the intercept principle. Acknowledgments of intercept must be made immediately after the acknowledgment of receipt by the station to which the message was passed. In the absence of acknowledgment of intercept within 1 minute, the station accepting the message from the aircraft must forward the message via the AFTN to the ultimate destination.

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Add h. In areas or on routes where radio operations, lengths of flights, or distance between stations require additional measures to ensure continuity of communications throughout the route segment, the stations must share the responsibility of primary guard whereby each station will provide the primary guard for that portion of the flight during which the messages from the aircraft can be handled most effectively by that station. Add i. During its tenure of primary guard, each station will: Add 1. Be responsible for designating primary and secondary frequencies for communications with aircraft. Add 2. Receive all position reports and handle other messages from and to the aircraft essential to the safe conduct of the flight. Add 3. Be responsible for the action required in case of failure of communication. Add j. Transfer of primary guard from one primary station to the next will normally take place at the time of traversing FIR or control area boundaries. When communications conditions so demand, a station may be required to retain primary guard beyond geographical boundaries or release its guard before the aircraft reaches a boundary. Add 6−1−13. AIREPs (POSITION REPORTS) Add a. AIREPs are messages from an aircraft to a ground station. AIREPs are normally comprised of the aircraft’s position, time, flight level, ETA over its next reporting point, destination ETA, fuel remaining, and meteorological information. When recording an AIREP on data terminals or written copy, the following procedures must be used: Add 1. Each line must begin at the left margin. Add 2. A new line must be used for each transmission. Add 3. If communications allow, each report must contain the following items in the order shown: Add (a) Message type aerodrome reference point (ARP). Add (b) Call sign of the calling station (aircraft). Add (c) Text of the message.

BG−158 Briefing Guide 6/17/21 JO 7110.10BB

Add (d) Call sign of the station called or receiving station followed by the appropriate abbreviation to indicate received, readback, or no reply heard. Add (e) Call sign of station(s) acknowledging intercept followed by appropriate abbreviation to indicate received. Add (f) Designation of frequency used. Add EXAMPLE− *2866QM 8903VO 13300YH 2932QI *5631TY 11384XM 2998QL 6532UA 13294YF 5628TO 10048WH 17904ZC *For Alaskan domestic use only. Add (g) Time in UTC of the communication. Add 4. Missing parts of the message text must be indicated by the letter “M.” Add EXAMPLE− ARP CPC583 KBRO 2100 F330 MMTM 2128 ETA XMMMX 2248 FUEL 0324 KNEW RB MMMX R TO2103 Add b. AIREPs may be filed from any aircraft inflight within World Meteorological Organization (WMO) areas of responsibility in conformity with ICAO requirements for position, operational, or meteorological reporting in AIREP format. AIREP information must be disseminated to ATC, company, and meteorological offices as required. AIREPs consist of three sections comprised of 12 items. AIREPs may be filed in one, two, or three sections as follows: Add 1. Section 1, Routine report. A position report (PSNRP) comprising the Message Type Designator−ARP and the following items: Add (a) Item 1, Aircraft identification.

Briefing Guide BG−159 JO 7110.10BB 6/17/21

Add (b) Item 2, Position. Record position in latitude (degrees as two numerics, or degrees and minutes as four numerics, followed without a space by N or S) and longitude (degrees as three numerics, or degrees and minutes as five numerics, followed without a space by E or W) or as a significant point identified by a coded designator (two−to−five characters) or as a significant point followed by a magnetic bearing (three numerics) and a distance in nautical miles (three numerics) from the point, such as 4620N07805W, 4620N078W, 46N078W, LN, MAY, or DUB180040. Precede significant point by ABM (abeam), if applicable.

Add (c) Item 3, Time. Record time in hours and minutes UTC (four numerics). The time recorded must be the actual time of the aircraft at the position and not the time of origination or transmission of the report.

Add (d) Item 4, Flight level or altitude. Record flight level as “F” followed by three numerics when on standard pressure altimeter setting, such as F370. Record altitude in meters followed by M, or in feet followed by FT, when on QNH. Record ASC (level) when climbing, or DES (level) when descending to a new level after passing the significant point. Add (e) Item 5, Next position and time over. Record the next reporting point and the estimated time over such reporting point, or record the estimated position that will be reached 1 hour later, according to the position reporting procedures in effect. Use the data conventions specified in subpara 6−1−13b1(b), Item 2, Position, for position. Record time in minutes past the hour (two numerics) or in hours and minutes UTC (four numerics) when necessary.

Add EXAMPLE− PSNRP portion of AIREP prepared by De Ridder and addressed to Canadian Pacific Airlines (CPC) in Toronto and Mexico City: FF CYYZCPCX MMMXXMZT 122105 KDRIYFYX ARP CPC583 KBRO 2100 F370 MMTM28 KNEW RB MMMM R TO2103]

Add 2. Section 2. When reported by the pilot:

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Add (a) Item 6, Estimated Time of Arrival (ETA). Record ETA by the four−letter location indicator of the airport of first intended landing, or if no location indicator exists, the name of the airport followed by the estimated time of arrival at this aerodrome in hours and minutes UTC (four numerics). Add (b) Item 7, Endurance. Record fuel in hours and minutes (four numerics). Add 3. Section 3. A full AIREP comprising a PSNRP, company information, and en route meteorological information. Add (a) Item 8, Air temperature. Record PS (plus) or MS (minus), no space, followed by the temperature in degrees centigrade corrected for instrument error and airspeed, such as MS05. Add (b) Item 9, Spot wind or mean wind and position. Spot wind is used whenever practical and normally refers to the position given in subpara 7−1−13b1(b), Item 2, Position. When a spot wind is given for any other location, record its position. Whenever it is not practical to record spot wind, record the mean wind between two fixes, followed by the word ”mean,” and the position of the midpoint between the two fixes. Record wind direction in degrees true (three numerics) and wind speed in knots (two or three numerics), separated by an oblique stroke, such as 345/55. Record the direction of variable winds of a given strength as VRB, such as VRB/10. Record light and variable winds or calm as LV. If wind position is required, record latitude and longitude to the nearest whole degree, using the data convention specified in Item 2, such as 22N180W. Add EXAMPLE− AIREP comprised of PSNRP and aircraft operator information: FF CYYZCPCX MMMXXMZT 122105 KDRIYFYX ARP CPC583 KBRO 2100 F370 MMTM28 MMMX 2248 FUEL 0324 KNEW RB MMMX R TO2103

Briefing Guide BG−161 JO 7110.10BB 6/17/21

Add (c) Item 10, Turbulence (TURB). Record severe turbulence as TURB SEV and moderate turbulence as TURB MOD. If turbulence is experienced in cloud, add INC (in cloud). If in subsonic flight, report severe turbulence as soon as possible after occurrence. This requires AIREP SPECIAL. Record and report moderate turbulence only if encountered within last 10 minutes prior to reaching position in subpara 6−1−13b1(b), Item 2, Position. If in transonic or supersonic flight, report severe or moderate turbulence as soon as possible after occurrence. This requires AIREP SPECIAL. Add (d) Item 11, Icing. Record severe icing as ICE SEV, moderate icing as ICE MOD. Report severe icing as soon as possible after occurrence. This requires AIREP SPECIAL. Record and report moderate icing only if encountered within last 10 minutes prior to reaching position in subpara 7−1−13b1(b), Item 2, Position. Add (e) Item 12, Supplementary Information. Record data which in the opinion of the pilot−in−command are of aeronautical interest. Add (1) Present Weather. Rain (RA), Snow (SN), Freezing rain (FZRA), Funnel cloud (FC), Waterspout or tornado (+FC), Thunder- storm (TS) on or near flight path, Front (FRONT). Add (2) Clouds. If heights of cloud bases and/ or tops can be accurately ascertained, amount of clouds scattered (SCT) if clear intervals predominate, broken (BKN) if cloud masses predominate, or continuous (CNS) type of clouds only if cumulonimbus (CB), and an indication of the bases (BASE) and/or the tops (TOP) together with the respective height indication F (number) or (number) or (number) M/ or (number) FT. Add (3) Turbulence and Icing. Moderate turbulence (TURB MOD) if in subsonic flight, or moderate aircraft icing (ICE MOD) observed prior to the last 10 minutes. Add (4) D−Value. Reading or radio altimeter minus reading of pressure altimeter set to 1013.2 mb and corrected for calibration and position error; record differences as PS (plus) or MS (minus), no space, followed by the number of meters or feet.

BG−162 Briefing Guide 6/17/21 JO 7110.10BB

Add EXAMPLE− Full AIREP: FF CYYZCPCX MMMXXMZT KMIAYMYX 162215 TJSJYFYX ARP CPC583 2709N05415W 2212 F330 23N056W 59 0035 FUEL 0324 M534 310/60 MEAN 2543N05532W TURB MOD ICE MOD SCT CB TOP F280 TJSJ RB TO2214 Add NOTE− Transmit to the WMO office serving the FIR where the report is made. Add (5) Operationally Significant Weather Radar Echoes (echo or echo line). True bearing of center of echo or line and distance from aircraft in nautical miles; if appropriate, indicate weather intensifying or weakening and whether no gaps, some gaps, or frequent gaps are observed. Add (6) Significant differences between conditions encountered and those forecast for the flight, such as forecast thunderstorms not observed or freezing rain not forecast. Add (7) If the position of the phenomenon reported is not the same as the position given under subpara 6−1−13b1(b), Item 2, Position, report it after the phenomenon. Add 6−1−14. AIREP SPECIALS (ARS) Add a. Turbulence. TURB SEV encountered while in subsonic flight is reported as soon as possible after occurrence and requires AIREP SPECIAL. TURB MOD is reported only if encountered within 10 minutes prior to reaching reporting position. If in transonic or supersonic flight, TURB MOD and SEV is reported as soon as possible and requires AIREP SPECIAL. Add b. Icing. ICE SEV is reported as soon as possible after occurrence and requires AIREP SPECIAL. ICE MOD is reported only if encountered within last 10 minutes prior to reaching reporting position. Add EXAMPLE− FF KMIAYMYX 211538 TJSJYFYX ARS PAA101 5045N02015W 1536 F310 ASC F350 51N030W 21 FUEL 0900 ICE SEV Add 6−1−15. ARTCC RELAY OF VFR MESSAGES

Briefing Guide BG−163 JO 7110.10BB 6/17/21

Add ARTCC operators must relay all international VFR flight movement messages to the adjacent FSS unless that facility is also an addressee. Add NOTE− If an overseas unit erroneously routes a VFR movement message to an ARTCC, the automatic NADIN switch will not divert it to an FSS. Add Section 2. Customs Notification and ADIZ Requirements Add 6−2−1. FLIGHT PLAN/CUSTOMS REQUIREMENTS Add a. U.S. Customs and Border Protection (CBP) requirements for Advance Passenger Information System (APIS) authorizations are contained in 19 CFR 122 and apply to both inbound and outbound aircraft. Do not include ADCUS in flight plan remarks; pilots are required to coordinate directly with CBP. Add b. Flight plan and customs requirements for other countries are usually contained in that country’s Aeronautical Information Publication (AIP).

Add 6−2−2. CUSTOMS REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT Add 19 CFR Part 122 contains Advance Passenger Information System (APIS) regulations which require APIS manifests to be submitted to U.S. Customs and Border Protection (CBP) for all private aircraft arriving from or departing for a foreign port or place. APIS regulations also require that electronic notices of arrival and departure as well as electronic manifests relative to travelers (passengers and crew) be submitted to CBP within specific timeframes. For detailed information on the APIS regulations, see Advance Information on Private Aircraft Arriving and Departing the United States, 73 Fed. Reg. 68,295 (Nov. 18, 2008) (19 CFR 122.22). This publication, along with other resources, is available at http://www.cbp.gov. Add a. All aircraft entering U.S. airspace from a foreign port or departing U.S. airspace for a foreign port must provide at least 1 hour advance notice to the U.S. Customs and Border Protection (CBP) via the Electronic APIS (eAPIS).

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Add b. Pilots of aircraft inbound to the U.S. from a foreign port are required to notify CBP of any changes to their ETA which are 15 minutes or greater. Upon pilot request, relay changes in ETA to CBP. Add 6−2−3. ADIZ REQUIREMENTS FOR INBOUND AND OUTBOUND AIRCRAFT Add a. Unless otherwise authorized by ATC, no person may operate an aircraft into, within, or across an ADIZ unless that person has filed a flight plan with an appropriate aeronautical facility. Add b. Unless otherwise authorized by ATC, no person may operate an aircraft into, within, or across an ADIZ unless that aircraft is equipped with a coded radar beacon transponder and automatic pressure altitude reporting equipment having altitude reporting capability that automatically replies to interrogations by transmitting pressure altitude information in 100−foot increments. Add NOTE− This paragraph does not apply to the operation of an aircraft which was not originally certificated with an engine−driven electrical system and which has not subsequently been certified with such a system installed; for example, a balloon or glider. Add c. A person who operates a civil aircraft into an ADIZ must have a functioning two−way radio, and the pilot must maintain a continuous listening watch on the appropriate aeronautical facility’s frequency. Add d. Pilots of aircraft entering or departing the United States through an ADIZ, or operating within an ADIZ, are required to comply with the provisions of 14 CFR 99. Add e. Forward information on DVFR aircraft inbound to the U.S. to NORAD via Service B or by telephone. Forward the following information: Add 1. Aircraft call sign. Add 2. Number and type of aircraft. Add 3. Altitude (within ADIZ). Add 4. True airspeed. Add 5. Time of departure. Add 6. Point of departure. Add 7. Destination.

Briefing Guide BG−165 JO 7110.10BB 6/17/21

Add 8. ETA. Add 9. Remarks: DVFR discrete transponder code; estimated first point of penetration of ADIZ (latitude/longitude or fix−radial−distance); estimated time of penetration of ADIZ. Add EXAMPLE− 1210 135 3442/09345 1446 Add NOTE− See Para 6−3−3, IFR Flight Plan Control Messages. Add Section 3. Alerting Service Add 6−3−1. GENERAL Add a. Alerting service must be provided: Add 1. For all aircraft provided with ATC service. Add 2. Insofar as practical, to all other aircraft having filed a flight plan or otherwise known to an air traffic service. Add 3. To any aircraft known or believed to be the subject of unlawful interference. Add b. Additional information related to ICAO Search and Rescue procedures can be found in ICAO ANNEX 11, Chapter 5, Alerting Service. Add c. Apply domestic SAR procedures for the U.S. portion of the flight. Add 6−3−2. ALERTING PHASES Add a. Air traffic services units must notify rescue coordination centers immediately when an aircraft is considered to be in a state of emergency in accordance with the following: Add 1. Uncertainty phase when: Add (a) No communication has been received from an aircraft within a period of 30 minutes after the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is earlier. Add (b) An aircraft fails to arrive within 30 minutes of the estimated time of arrival last notified to or estimated by air traffic services units, whichever is later, except when no doubt exists as to the safety of the aircraft and its occupants. Add 2. Alert phase when:

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Add (a) Following the uncertainty phase, subsequent attempts to establish communication with the aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft. Add (b) An aircraft has been cleared to land and fails to land within five minutes of the estimated time of landing and communication has not been reestablished with the aircraft. Add (c) Information has been received which indicates that the operating efficiency of the aircraft has been impaired, but not to the extent that a forced landing is likely. Add (d) An aircraft is known or believed to be the subject of unlawful interference. Add 3. Distress phase when: Add (a) Following the alert phase further unsuccessful attempts to establish communication with the aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in distress. Add (b) The fuel on board is considered to be exhausted or thought to be insufficient to enable the aircraft to reach safety. Add (c) Information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely. Add (d) Information is received and it is reasonably certain that the aircraft is about to make or has made a forced landing. Add b. In addition to the initial notification, the Rescue Coordination Center (RCC) must, without delay, be furnished with: Add 1. Any useful additional information, especially on the development of the state of emergency through subsequent phases. Add 2. Information that the emergency situation no longer exists. Add 6−3−3. ALERTING MESSAGE CONTENTS Add a. The notification must contain as much information as is available. Add NOTE− For supplemental flight plan information, transmit an “RQS” Message. This information is used in the transmission of the INCERFA.

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Add EXAMPLE− FF SVZMZRZX 231247 KMIAYFYX (RQS−N1234−SVMI−KMIA Add 1. INCERFA, ALERFA, DETRESFA, as appropriate to the phase of the emergency. Add 2. Agency and person calling. Add 3. Nature of the emergency. Add 4. Significant information from the flight plan. Add 5. Unit which made last contact, time, and frequency used. Add 6. Last position report and how determined. Add 7. Color and distinctive marks of aircraft. Add 8. Any action taken by reporting office. Add 9. Other pertinent remarks. Add EXAMPLE− (INCERFA)SS MMMXYAYX DTG KSANYFYX(ALR−INCERFA/KSAN/OVER- DUE −N1234S−VG −C172 −KRNO2000−MMLP0130 −REQ ACK OR ARR ACFT OVERDUE YOUR STN)

(ALERFA) SS MMMXYAYX TEXT:(ALR−ALERFA/KSAN/OVERDUE) text remains same except for remarks information).

(DETRESFA) SS MMMXYAYX TEXT:(ALR−DETRESFA/KSAN/OVERDUE (text remains same except for remarks information). Add b. The cancellation of action initiated by the RCC is the responsibility of that center. Add EXAMPLE− (CANCELLATION) SS MMMXYAYX 020618 KMIAYFYX (ALR−ALERFA/KMIAYFYX/CNLD N1234 LOCATED) Add NOTE− Transmit cancellation messages for INCERFA and DETRESFA using same format as above. Add Section 4. Canadian Movement and Control Messages (Transborder Flights Only) Add 6−4−1. GENERAL

BG−168 Briefing Guide 6/17/21 JO 7110.10BB

Add Except as indicated in this section, handle Transborder Canadian movement and control messages as described in Sections 1, 2, and 3. Do not include ADCUS in flight plan remarks for flight plans to Canada because NAV CANADA no longer alerts Canadian Customs. CANPASS authorizations are the obligation of the pilot, at the number in subpara 6−4−3a. Do not include ADCUS in flight plan remarks for flights plans from Canada to the United States because U.S. flight service no longer alerts U.S. Customs and Border Patrol (CBP). U.S. Advance Passenger Information System (APIS) authorizations are the obligation of the pilot for flights departing and entering the U.S., as stated in 19 CFR 122. APIS resources for pilots are available at http://www.cbp.gov. Add 6−4−2. INBOUNDS FROM CANADA Add a. Do not accept VFR flight plans other than air filed flight plans for aircraft departing from Canada. Refer individuals to the appropriate NAVCANADA facility to file flight plans out of Canada. Do not accept round−robin flight plans to international locations, other than Canada. Add b. The operational system should automatically format the required items of the flight notification message when activated. U.S. CBP authorizations for flights inbound to the U.S. from Canada are the obligation of the pilot and must be obtained via the APIS process. APIS resources for pilots are available at http://www.cbp.gov. Add c. Facilities acknowledge receipt of flight notification messages as soon as practical by transmitting the letter “R” followed by the full aircraft identification; for example, R N711VR. Suspense VFR flight notification messages until arrival or closure information is received. Remove IFR messages from the inbound list after delivery. Add 6−4−3. OUTBOUNDS FROM CANADA

Briefing Guide BG−169 JO 7110.10BB 6/17/21

Add a. When Customs notification service is requested, advise the pilot to contact Canada’s Private Aircraft Program for Customs (CANPASS) at 888−226−7277 and include CANPASS in the remarks section of the flight plan. If the pilot informs that he/she has contacted CANPASS, place CANPASS in the remarks section of the flight plan. Process outbound flight plans in accordance with Chapter 5 and subparas 6−4−3d and e. Add NOTE− U.S. CBP authorizations for flights outbound from the U.S. to Canada are the obligation of the pilot and must be obtained via the APIS process. APIS resources for pilots are available at http://www.cbp.gov. Add b. Accept Customs notification requests from inflight aircraft for relay via flight notification message only for airports of entry where Customs flight notification service is provided and when proposed ETA is during Customs service hours. Add c. Upon notification of departure of VFR flights, transmit a flight notification message directly to the destination Canadian relay facility. Include CAN− PASS in the remarks. Add NOTE− 1. The operational system will automatically format the required items and transmit the flight notification message when activated if the proposed flight plan was filed in accordance with subparas 6−4−3d and 6−4−3e. Add 2. Facilities address messages to the destination relay facility listed in FAA Order JO 7350.9, Location Identifiers. Facilities transmit flight notification messages for VFR flights in accordance with Paragraph 5−4−4, Flight Notification Message. Flight notification messages included the type of flight plan as the first item of the notification message. CANPASS is required in the remarks, as appropriate. Add EXAMPLE− FF CZYZZFZX DTG KBUFYFYX VFR N711VR C182 BUF YYZ 1735 CANPASS Add d. IFR Flight Plans. Add 1. CANPASS Flight Plans. Add NOTE− The operational system should automatically format the required items and transmit the flight notification message.

BG−170 Briefing Guide 6/17/21 JO 7110.10BB

Add EXAMPLE− FR:I AI:N1234 AT:C421/R TS:280 DD:DSM TM:P1800 AE:200 RT:DSM..CYYZ AD:CYYZ TE:0300 RM:$CANPASS FB:0400 AA: PD:JOE PILOT HB:DSM NB:2 CR:R/W TL: OP: CP: TA:2100 FR:I AI:N1234 AT:C421/R TS:280 DD:DSM TM:P1800 AE:200 RT:DSM..CYYZ AD:CYYZ TE:0300 RM:$CANPASS FB:0400 AA: PD:JOE PILOT HB:DSM NB:2 CR:R/W TL: OP:&C CP:CZYZZFZX TA:2100 Add 2. Send a flight notification message on airfile IFR aircraft that has requested Customs notification. Place CANPASS (if prior notification) in the remarks section of the flight notification message. If the pilot files a flight plan, but gives no indication that CANPASS procedures have been implemented, or prefers to leave the notification off of the flight plan, leave the remarks section blank and allow the NAV CANADA specialists to handle the situation upon arrival. Add e. VFR Flight Plans. Add NOTE− The operational system will automatically format the required items and transmit the flight notification message.

Briefing Guide BG−171 JO 7110.10BB 6/17/21

Add EXAMPLE− AIRFILED FR:V AI:N1234 AT:C150 TS:90 DD:BUF TM:D1800 AE:045 RT:BUF..CYYZ AD:CYYZ TE:0030 RM:$CANPASS 2 FB:0330 AA: PD:JOE PILOT HB:DSM NB:2 CR:5/W TL: OP:&C CP:CZYZZFZX TA:1830

CANPASS FR:V AI:N1234 AT:C150 TS:90 DD:BUF TM:P1800 AE:045 RT:BUF..CYYZ AD:CYYZ TE:0030 RM:$CANPASS FB:0330 AA: PD:JOE PILOT HB:DSM NB:2 CR:5/W TL: OP:&C CP:CZYZZFZX TA:1830 Add f. Refer to the Canada and North Atlantic IFR and VFR supplements to determine Customs hours of service, availability of Customs flight notification service (CANPASS), and the relay facility for infrequently used Airports of Entry not listed in FAA Order JO 7350.9, Location Identifiers. Add g. Suspense VFR message until acknowledgment is received. Add REFERENCE− FAA Order JO 7110.10, Para 7−5−1, Canadian Transborder. Add 1. If an acknowledgment is not received within 30 minutes after departure, retransmit the message. AISR facilities transmit the contraction “REQ ACP” (request acceptance) and the complete aircraft identification. Add EXAMPLE− FF CZYZZFZX DTG KBUFYFYX REQ ACP N711VR Add 2. If acknowledgment is not received within 1 hour after departure, use interphone or telephone to deliver. In any event, assure delivery prior to ETA. Add 3. Refer to Section B of the Canada and North Atlantic IFR Supplements for Canadian FSS and Area Control Center (ACC) telephone numbers.

BG−172 Briefing Guide 6/17/21 JO 7110.10BB

Add h. When correcting or revising a message, retransmit the complete message preceded by the contraction CHG (change). Add EXAMPLE− FF CZYZZFZX DTG KBUFYFYX CHG VFR N711VR C182 BUF YYZ 1845 CANPASS FF CZYZZFZX DTG KBUFYFYX CHG VFR N711VR C182 BUF YYZ 1845 CANPASS Add i. Do not transmit IFR flight notification messages except for military aircraft or Customs notification purposes. Add NOTE− Canada will not acknowledge receipt of these messages. Add j. When available, use interphone or telephone for flights of 30 minutes or less. Add 6−4−4. OUTBOUNDS TO CANADA DEPARTING FROM OUTSIDE FLIGHT PLAN AREA Add Accept flight plans regardless of departure point within the NAS. (See para 7−4−1 and subpara 7−4−3a for CANPASS guidance.) Add a. Forward VFR flight plan information for aircraft departing from outside the facility’s flight plan area to the tie−in SECTOR/FSS for the departure point in the following format: Add 1. Aircraft identification. Add 2. Aircraft type. Add 3. Departure point. Add 4. Destination. Add 5. Proposed departure time/ETE. Add 6. Remarks. Add EXAMPLE− FF PAKTYFYX DTG KSEAYFYX N711VR C182 KTN YYJ P1630/0330 CANPASS Add NOTE− U.S. CBP authorizations for flights outbound from the U.S. to Canada are the obligation of the pilot and must be obtained via the APIS process. APIS resources for pilots are available at http://www.cbp.gov.

Briefing Guide BG−173 JO 7110.10BB 6/17/21

Add b. Forward IFR flight plan information for aircraft proposing to depart from outside the facility’s flight plan area in accordance with Para 5−3−1, Domestic IFR Flight Plans. If Customs flight notification service (ADCUS) is requested, advise the pilot to contact CANPASS at 888−226−7277; include CANPASS information as an intrafacility remark, and transmit the proposal message to both the ARTCC and the tie−in SECTOR/FSS. Enter the ARTCC computer address last. Add EXAMPLE− FF KAOOYFYX KZOBZQZX DTG KDCAYFYX DCA2010001 FP N1234P P28R/A 150 PIT P0200 150 PIT..CIP..DKK..BUF..YYZ/0130 CANPASS Add NOTE− The operational system will automatically format the required items and transmit the flight notification message. Add c. Identify the tie−in SECTOR/FSS, and advise the pilot to report departure time directly to that facility. Add NOTE− While the report may be relayed through another facility, it is the pilot’s responsibility to notify the tie− in SECTOR/FSS of the departure time. Add d. Upon receipt of the departure report, the tie−in SECTOR/FSS is responsible for delivery of the flight notification message to Canada. Add 1. Transmit a flight notification message in accordance with Paragraph 5−4−4, Flight Notification Message. Add NOTE− If a departure report has not been received within 1 hour of the proposed departure time, cancel and file the proposed flight plan. Add 2. The operational system changed should automatically format the required items and transmit the flight notification message. Add e. Acknowledgment from the departure point tie−in SECTOR/FSS is required for both VFR and IFR proposals. Add 6−4−5. IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS

BG−174 Briefing Guide 6/17/21 JO 7110.10BB

Add a. Accept IFR flight plans departing from Canadian airports and destined to the U.S. Transmit a proposal message in ARTCC HOST computer format to the associated Canadian ACC. Address messages to the ACC listed in FAA Order JO 7350.9, Location Identifiers. Add NOTE− FSSs in Alaska will still accept Canada to Canada IFR flight plans. Add b. Canada does not acknowledge for proposal messages. Do not expect or request acknowledgment. Add 6−4−6. SEARCH AND RESCUE MESSAGES Add Provide Search and Rescue for flights inbound from Canada in accordance with Chapter 7. Add Section 5. Mexican Movement and Control Messages (Transborder Flights Only) Add 6−5−1. GENERAL Add a. Except as outlined in this section, handle transborder Mexican movement and control messages as described in Sections 1, 2, and 3. IFR flight plans to Mexico require the ICAO flight plan form. Add b. Do not include ADCUS in flight plan remarks for flight plans to Mexico; Mexican Customs authorizations are the obligation of the pilot. Do not include ADCUS in flight plan remarks for flights plans from Mexico to the United States because U.S. flight service no longer alerts U.S Customs and Border Patrol (CBP). U.S. APIS authorizations are the obligation of the pilot for flights departing and entering the U.S., as stated in 19 CFR 122. APIS resources for pilots are available at http://www.cbp.gov. Add 6−5−2. INBOUNDS FROM MEXICO Add a. Flight notification messages. Add 1. When received in the proper format, VFR flight notification messages are automatically acknowledged and suspended by the operational system. Add 2. Acknowledge receipt of a flight notification message as soon as practical by transmitting the letter R followed by the full ACID; e.g., R N7llVR. Suspense VFR flight notification messages until arrival or closure information is received. File IFR messages.

Briefing Guide BG−175 JO 7110.10BB 6/17/21

Add b. Search and Rescue. Provide search and rescue service in accordance with standard format/time increments listed in Section 3, Alerting Service, and Chapter 8, Search and Rescue (SAR) Procedures. The departure station in Mexico is responsible for initiating SAR action until an acknowledgment of the flight notification message is received. Add 6−5−3. OUTBOUNDS TO MEXICO Add a. Mexican customs notification is the obligation of the pilot. U.S. CBP authorizations for flights outbound from the U.S. to Mexico are also the obligation of the pilot and must be obtained via the APIS process. APIS resources for pilots are available at http://www.cbp.gov. Add NOTE− Mexican customs regulations require that only international airports−of−entry may be used for first landing. Add REFERENCE− FAA Order JO 7350.9, Location Identifiers. Add 1. If the pilot still intends to land at a destination other than an airport−of−entry, advise the pilot that the flight plan will not be used for Customs or search and rescue service in Mexico. Add 2. Transmit the flight notification message to the Regional Flight Dispatch Office, not the destination tie−in station. Add NOTE− If the correct addressee cannot be determined, transmit to the nearest border Regional Flight Dispatch Office. Add b. VFR Flight Plans. Add 1. Upon notification of departure of VFR flights, transmit a flight notification message. Address messages to the ICAO addressee for the appropriate destination location. Add 2. If a VFR flight plan is filed with a destination other than an airport−of−entry, transmit the flight notification message to the Regional Flight Dispatch Office, not the destination tie−in station. If the correct addressee cannot be determined, transmit to the nearest border Regional Flight Dispatch Office. Add NOTE− Facilities with interphone/telephone capability may relay flight notification messages by this method.

BG−176 Briefing Guide 6/17/21 JO 7110.10BB

Add REFERENCE− FAA Order JO 7350.9, Location Identifiers. Add 3. Address messages to the ICAO addressee for the appropriate destination location. Transmit the following information: Add (a) Type of flight. Add (b) Aircraft identification. Add (c) Aircraft type. Add (d) Departure point. Add (e) Destination. Add (f) ETA. Add (g) Remarks. Add EXAMPLE− FF MMCUXMXO DTG KSJTYFYX VFR N1234S C182 SJT MMCU 1400 4ZUCHER- MANN Add c. If acknowledgment is not received within 30 minutes after departure, transmit a “request acceptance” message to the destination station tie−in addressee and to the Regional Flight Dispatch Office. Manually address the message to the designated Regional Flight Dispatch Office. Add REFERENCE− FAA Order JO 7350.9, Location Identifiers. Add EXAMPLE− FF MMCUXMXO MMMYXMXO REQ ACP N1234S Add d. The Regional Flight Dispatch Office involved will then normally send an acknowledgment to the departure station and assume responsibility for the flight notification message. Add e. If acknowledgment/acceptance is not received within 1 hour of the departure, use interphone/telephone or other available means to deliver the message to the appropriate Regional Flight Dispatch Office. See TBL 6−5−1 for telephone numbers. For a complete address, add xmxo to the identifier.

OLD Add Add

Briefing Guide BG−177 JO 7110.10BB 6/17/21

NEW TBL 6−5−1 Mexican Regional Flight Dispatch Office Phone Numbers Mexican Regional Flight Dispatch Office Telephone Numbers REGION IDENTIFIER TELEPHONE NUMBER CENTRO (Central) MMMX 01152 5 762−7062 01152 5 784−40−99 ext. 153 01152 5 762−58−77 ext. 153 NORESTE (Northeast) MMMY 01152 83 454−020 ext. 141 NOROESTE (Northwest) MMMZ 01152 67 23−114 01152 67 22−075 ext. 140 OCCIDENTE (West) MMGL 01152 36 890−121 ext. 32 and 167 SURESTE (Southeast) MMMD 01152 99 231−186 ext. 149

Add f. Do not accept round−robin flight plans to Mexico.

1. PARAGRAPH NUMBER AND TITLE: 5−2−1. FLIGHT PLAN RECORDING 2. BACKGROUND: On May 4th of 2020, FAA Order JO 7110.127A, National Airspace System (NAS) Processing of Foreign Aircraft Identifications with a Numeric Nationality Mark, became effective. This order offers guidance to controllers as to the procedures to follow when they encounter a call sign that starts with a number to ensure processing by FAA automation. The initial entry of similar flight plans into the computer by flight data personnel or dispatchers was not addressed. 3. CHANGE: OLD NEW 5−2−1. FLIGHT PLAN RECORDING 5−2−1. FLIGHT PLAN RECORDING Title through a No Change b. Item 2. Aircraft Identification. Enter as follows, No Change but do not exceed seven alphanumeric characters: 1. Civil Aircraft Including Air Carrier. Aircraft No Change letter/digit registration including the letter “T” prefix for air taxi aircraft, the letter “L” for MEDEVAC aircraft, or the three−letter aircraft company designator specified in FAA Order JO 7340.2, Contractions, followed by the trip or the flight number. EXAMPLE− No Change N12345 TN5552Q AAL192 LN751B NOTE− NOTE− The letter “L” must not be entered in Item 2 of the 1. The letter “L” must not be entered in Item 2 of the flight plan for air carrier or air taxi MEDEVAC air- flight plan for air carrier or air taxi MEDEVAC aircraft. Include the word “MEDEVAC” in the remarks craft. Include the word “MEDEVAC” in the remarks section of the flight plan. section of the flight plan.

BG−178 Briefing Guide 6/17/21 JO 7110.10BB

Add 2. For flight−processing systems (e.g., ERAM or STARS) which will not accept a call sign that begins with a number, if the call sign is 6 characters or less, add a Q at the beginning of the call sign. If the call sign is 7 characters, delete the first character and replace it with a Q. Put the original call sign in the remarks section of the flight plan. Add EXAMPLE− 9HRA becomes Q9HRA 5744233 becomes Q744233

1. PARAGRAPH NUMBER AND TITLE: 6−1−12. AIR MOBILE SERVICE (AMS)

2. BACKGROUND: The FAA operates some telecommunication stations, and some are operated by an external service provider under contract with the FAA. The external entity was, for many years, Aeronautical Radio, Incorporated (ARINC). In phraseology and documentation, the term ARINC was used to advise that communications were to occur through that service provider. Due to corporate changes, these stations are now operated by Collins Aerospace, Incorporated (formerly ARINC). The use of the term “ARINC” in phraseology and documentation has changed to the use of the term “New York Radio” or “San Francisco Radio.”

3. CHANGE:

OLD NEW 6−1−12. AIR MOBILE SERVICE (AMS) 6−1−12. AIR MOBILE SERVICE (AMS) a. Air Mobile Service (AMS) is an international a. Air Mobile Service (AMS) is an international air/ground communications network. It provides air/ground communications network. It provides service to en route aircraft primarily in support of service to en route aircraft primarily in support of ATC and company operations, and collects ATC and company operations, and collects meteorological data for dissemination. Although in meteorological data for dissemination. Although in the U.S. this service is provided via contract the U.S. this service is provided via contract (ARINC), FAA flight service facilities may be (Collins Aerospace), FAA flight service facilities required to relay information on a case−by−case may be required to relay information on a basis. case−by−case basis.

1. PARAGRAPH NUMBER AND TITLE: 7−2−2. QALQ 7−2−3. ACTION BY DEPARTURE STATION ON RECEIPT OF QALQ 7−4−2. ACTION UPON RECEIPT OF ALNOT

2. BACKGROUND: In the past few years, as pilots have gravitated toward automated resources for filing flight plans and obtaining weather briefings, Flight Services (AJR−B) has likewise transformed the way it has provided services to its users. AJR−B is in the process of establishing a baseline document for FAA Order JO 7110.10, Flight Services, in preparation for a larger scale revision to take place in 2021 to better reflect how services will be provided in the future. These changes to Chapter 7 of FAA Order JO 7110.10 remove services that are no longer provided, amend procedures that have changed with emerging technologies, and clarify procedures based on comments from users.

Briefing Guide BG−179 JO 7110.10BB 6/17/21

3. CHANGE: OLD NEW 7−2−2. QALQ 7−2−2. QALQ Title through c No Change d. In the case of a U.S.−registered aircraft, or any d. In the case of a U.S.−registered aircraft, or any aircraft known to be piloted by or transporting U.S. aircraft known to be piloted by or transporting U.S. citizens and en route within a foreign country or citizens and en route within a foreign country or between two foreign countries, if an overdue report between two foreign countries, if an overdue report is received either from someone directly concerned is received either from someone directly concerned or from aviation authorities of a foreign country, or from aviation authorities of a foreign country, notify the Washington Communications Control notify the Washington Operations Center Center immediately via Service B message Complex immediately via Service B message addressed to KRWAYAYX. addressed to KRWAYAYX. e. Automated systems will accept properly No Change formatted QALQs, INREQs, ALNOTs, INCERFAs, ALERFAs, and DETRESFAs and place them on the SAR list. A SAR alert may be generated at designated workstations. SAR messages must be deleted from the SAR list when the SAR is canceled. Add NOTE− See Chapter 6 for International Search and Rescue procedures.

OLD NEW 7−2−3. ACTION BY DEPARTURE STATION 7−2−3. ACTION BY DEPARTURE STATION ON RECEIPT OF QALQ ON RECEIPT OF QALQ Title through a No Change b. If unable to obtain additional information, No Change transmit a message to the destination tie−in facility containing all information not previously sent. Include any verbal or written remarks which could be pertinent to the search. NOTE− NOTE− For operational systems using a common data base, For operational systems using a common data base, the departure and destination station may be consid- message transmissions may not be necessary. ered the same. EXAMPLE− No Change QALQ N4367V [flight plan information] [additional pertinent information]

BG−180 Briefing Guide 6/17/21 JO 7110.10BB

OLD NEW 7−4−2. ACTION UPON RECEIPT OF 7−4−2. ACTION UPON RECEIPT OF ALNOT ALNOT Title through c EXAMPLE No Change d. Alaska. FSSs within the ALNOT search area d. Broadcast the ALNOT on all available must broadcast the ALNOT. frequencies within the ALNOT search area.

1. PARAGRAPH NUMBER AND TITLE: 8−1−2. SCHEDULED TRANSMISSION TIMES 8−2−4. PIREP DISPLAY 8−2−11. PIREP HANDLING 8−2−14. PIREP FORMAT 8−3−1. GENERAL 8−3−2. LEVELS FORECAST 8−4−2. TERMINAL AERODROME FORECAST SCHEDULES 8−7−1. GENERAL 8−7−2. DISTRIBUTION 2. BACKGROUND: In the past few years, as pilots have gravitated toward automated resources for filing flight plans and obtaining weather briefings, Flight Services (AJR−B) has likewise transformed the way it has provided services to its users. AJR−B is in the process of establishing a baseline document for FAA Order JO 7110.10, Flight Services, in preparation for a larger scale revision to take place in 2021 to better reflect how services will be provided in the future. 3. CHANGE: OLD NEW 8−1−2. SCHEDULED TRANSMISSION 8−1−2. SCHEDULED TRANSMISSION TIMES TIMES (ALASKA ONLY) Title through b No Change

OLD NEW 8−2−4. PIREP DISPLAY Delete Maintain a PIREP graphical display to conform to Delete the particular requirements of your facility. If it is posted for internal use only, symbology may be used at the facility’s discretion. If it is displayed as a pilot self−briefing aid, the use of contractions, such as overcast (OVC), must be applicable. 8−2−5 through 8−2−15 Renumber 8−2−4 through 8−2−14

OLD NEW 8−2−11. PIREP HANDLING 8−2−10. PIREP HANDLING Title through a1 No Change 2. Enter on Service A at the first opportunity. 2. Enter on Service A as soon as possible.

Briefing Guide BG−181 JO 7110.10BB 6/17/21

OLD NEW 8−2−14. PIREP FORMAT 8−2−13. PIREP FORMAT Title through g1 No Change 2. Enter flight weather types using one or more 2. Enter flight weather types using one or more of the standard surface weather reporting symbols of the standard surface weather reporting codes contained in TBL 8−2−1. contained in TBL 8−2−1.

TBL 8−2−1 TBL 8−2−1 Weather Type and Symbols Weather Type and Codes

OLD NEW 8−3−1. GENERAL 8−3−1. GENERAL Wind and temperature aloft forecasts (FB) are Wind and temperature aloft forecasts (FB) are computer−prepared and issued by the National computer−prepared and issued by the National Centers for Environmental Prediction (NCEP) at Centers for Environmental Prediction (NCEP) at Suitland, Maryland. The forecasts are valid 6 Suitland, Maryland. The forecasts are valid 6, 12, (FB1/8), 12 (FB2/9), and 24 (FB 3/10) hours after and 24 hours after the observation date/times of the observation date/times of 0000Z, 0600Z, 0000Z, 0600Z, 1200Z, and 1800Z based on 1200Z, and 1800Z upon which they are based. See National Weather Service Instruction 10−812, TBL 8−3−1 for wind/temperature aloft forecast Aviation Wind and Temperature Aloft schedules. Forecasts. See TBL 8−3−1 for wind/temperature aloft forecast schedules.

TBL 8−3−1 No Change Add NOTE− See National Weather Service Instruction 10−812, Aviation Wind and Temperature Aloft Forecasts.

OLD NEW 8−3−2. LEVELS FORECAST 8−3−2. LEVELS FORECAST Dependent upon station elevation, FB1/2/3 wind Dependent upon station elevation, wind forecasts forecasts are issued for the following levels: 3, 6, 9, are issued for the following levels: 3, 6, 9, 12, 18, 12, 18, 24, 30, 34, and 39 thousand foot levels. The 24, 30, 34, and 39 thousand foot levels. The first first level for which a wind forecast is issued is level for which a wind forecast is issued is 1,500 1,500 feet or more above the station elevation. feet or more above the station elevation. Temperature is forecast for all wind levels that are Temperature is forecast for all wind levels that are 2,500 feet or more above the station. No 2,500 feet or more above the station. No temperature is forecast for the 3,000 foot level. The temperature is forecast for the 3,000 foot level. The minus signs are deleted preceding the temperatures minus signs are deleted preceding the temperatures at the 30, 34, 39, 45, and 53 thousand foot levels. at the 30, 34, and 39 thousand foot levels. FB8/9/10 are for the 45,000 and 53,000 foot levels. They are not normally disseminated on Service A, but are available on request/reply.

OLD NEW 8−4−2. TERMINAL AERODROME 8−4−2. TERMINAL AERODROME FORECAST SCHEDULES FORECAST SCHEDULES TAFs are prepared four times a day and are issued TAFs are prepared four times a day and are issued at 2330, 0530, 1130, and 1730 UTC. at 2340, 0540, 1140, and 1740 UTC.

BG−182 Briefing Guide 6/17/21 JO 7110.10BB

OLD NEW 8−7−1. GENERAL 8−7−1. GENERAL Flight advisories are issued by the AWC in Kansas Flight advisories are issued by the AWC in Kansas City, Missouri, the AAWU in Anchorage, Alaska, City, Missouri, the AAWU in Anchorage, Alaska, and the WFO in Honolulu, Hawaii, for the and the WFO in Honolulu, Hawaii, for the occurrence or expected occurrence of specified en occurrence or expected occurrence of specified en route weather phenomena which may affect the route weather phenomena which may affect the safety of aircraft operations. The report type safety of aircraft operations. The report type designator WS for SIGMETs, WST for Convective designator WS for SIGMETs, WST for Convective SIGMETs, and WA for AIRMETs is used to effect SIGMETs, and WA for AIRMETs is used to effect selective distribution. For the contiguous U.S., selective distribution. Issuance times for WSs and WSTs are specified in National Weather Service WSTs are issued hourly at 55 minutes past every (NWS) Instruction 10−811. WAs are issued as hour. WAs are issued as described in TBL 8−7−1. described in TBL 8−7−1.

OLD NEW 8−7−2. DISTRIBUTION 8−7−2. DISTRIBUTION WSs are distributed at unscheduled times to all No Change Service A circuits. WAs and WSTs bulletins are distributed as scheduled products. Updates or amendments issued will completely replace the previously issued advisory.

OLD

TBL 8−7−1 (Effective 09/18/14) 1st Scheduled 2nd Scheduled 3rd Scheduled 4th Scheduled Issuance (UTC) Issuance (UTC) Issuance (UTC) Issuance (UTC) CONUS 0255 0855 1455 2055 Alaska 0415 (DT)/ 1215 (DT)/ 2015 (DT)/ None 0515 (ST) 1315 (ST) 2115 (ST) Hawaii 0400 1000 1600 2200 Note: DT – Daylight Time, ST – Standard Time NEW

TBL 8−7−1 (Effective 01/02/19) 1st Scheduled 2nd Scheduled 3rd Scheduled 4th Scheduled Issuance (UTC) Issuance (UTC) Issuance (UTC) Issuance (UTC) CONUS 0245 0845 1445 2045 Alaska 0415 (DT)/ 1215 (DT)/ 2015 (DT)/ None 0515 (ST) 1315 (ST) 2115 (ST) Hawaii 0400 1000 1600 2200 Note: DT – Daylight Time, ST – Standard Time Add REFERENCE− NWS Instruction 10−811.

Briefing Guide BG−183 JO 7110.10BB 6/17/21

1. PARAGRAPH NUMBER AND TITLE: 9−1−1. AIRPORT LIGHTING 9−1−5. APPROACH LIGHTING SYSTEM INTENSITY SETTING (ALS) 9−1−9. MEDIUM INTENSITY APPROACH LIGHTING SYSTEM WITH RUNWAY ALIGNMENT INDI- CATOR LIGHTS (MALSR)/OMNIDIRECTIONAL APPROACH LIGHTING SYSTEM (ODALS) 9−1−12. HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE (RCLS), AND TOUCHDOWN ZONE LIGHTS (TDZL) 9−1−15. RUNWAY END IDENTIFIER LIGHTS (REIL) 9−1−17. VISUAL APPROACH SLOPE INDICATORS (VASIs) 9−1−18. VISIBILITY AIDS – GENERAL 9−1−19. RVR/RVV 2. BACKGROUND: In the past few years, as pilots have gravitated toward automated resources for filing flight plans and obtaining weather briefings, Flight Services (AJR−B) has likewise transformed the way it has provided services to its users. AJR−B is in the process of establishing a baseline document for FAA Order JO 7110.10, Flight Services, in preparation for a larger scale revision to take place in 2021 to better reflect how services will be provided in the future. 3. CHANGE: OLD NEW 9−1−1. AIRPORT LIGHTING 9−1−1. AIRPORT LIGHTING a. General Lighting. Operate airport lighting in a. General Lighting. Operate airport lighting in accordance with associated tables except: accordance with associated sections in this chapter except:

OLD NEW 9−1−5. APPROACH LIGHTING SYSTEM 9−1−5. APPROACH LIGHTING SYSTEM INTENSITY SETTINGS (ALS) INTENSITY SETTINGS (ALS) Operate intensity controls in accordance with the No Change values depicted. (See TBL 9−1−1.) OLD TBL 9−1−1 ALS Intensity Setting Visibility (Applicable to runway served by lights) Step Day Night When 5 Less than 1 mile.* requested. When 4 1 to but not including 3 miles. requested. Less than 1 3 3 to but not including 5 miles. mile.* 1 to 3 miles 2 5 to but not including 7 miles. inclusive. Greater than 3 1 When requested. miles. * and/or 6,000 feet or less of RVR on the runway served by the ALS and RVR. Note.− Daylight steps 2 and 3 provide recommended settings applicable to conditions in ALS Intensity Settings.

BG−184 Briefing Guide 6/17/21 JO 7110.10BB

NEW

TBL 9−1−1 ALS Intensity Setting Visibility (Applicable to runway served by lights) Step Day Night When 5 Less than 1 mile.* requested. When 4 1 to but not including 3 miles. requested. Less than 1 3 3 to but not including 5 miles. mile.* 1 to 3 miles 2 5 to but not including 7 miles. inclusive. Greater than 3 1 When requested. miles. *and/or 6,000 feet or less of RVR on the runway served by the ALS and RVR. Note.− Daylight steps 2 and 3 provide recommended settings applicable to conditions in ALS Intensity Settings. At night, use step 4 or 5 only when requested by a pilot.

OLD NEW 9−1−9. MEDIUM INTENSITY APPROACH 9−1−9. MEDIUM INTENSITY APPROACH LIGHTING SYSTEM WITH RUNWAY LIGHTING SYSTEM WITH RUNWAY ALIGNMENT INDICATOR LIGHTS ALIGNMENT INDICATOR LIGHTS (MALSR)/OMNIDIRECTIONAL (MALSR)/OMNIDIRECTIONAL APPROACH LIGHTING SYSTEM (ODALS) APPROACH LIGHTING SYSTEM (ODALS) Operate MALSR/ODALS that have separate No Change on−off and intensity setting controls in accordance with TBL 9−1−2 and TBL 9−1−3. NOTE− No Change Application concerns use for takeoffs/landings/approaches and does not preclude turning lights on for use of unaffected portions of a runway for taxiing aircraft, surface vehicles, maintenance, repair, etc.

OLD

TBL 9−1−2 Two−Step MALS/One−Step RAIL Visibility Setting Day Night MALS HI−RAIL Less than 3 Less than 3 miles. ON miles.* 3 miles or MALS LOW When requested. more. *At locations providing part−time flight service, the MALSR must be set to low intensity during the hours of darkness when the station is unmanned.

Briefing Guide BG−185 JO 7110.10BB 6/17/21

TBL 9−1−3 Three−Step MALS/Three−Step RAIL Visibility Setting Day Night 3 Less than 2 miles. Less than 1 mile. 1 to but not 2 2 to 5 miles inclusive. including 3 miles.* 1 When requested. 3 miles or more. *At locations providing part−time flight service, the air−to−ground radio link must be activated during the hours of darkness when the station is unmanned. If there is no radio air−to−ground control, the MALSR must be set on intensity step #2 during the hours of darkness when the station is unmanned. (Reference− FAA Order JO 7210.3, Para 10−6−4, Approach Light Systems.) NEW

TBL 9−1−2 Two−Step MALS/One−Step RAIL/Two−Step ODALS Visibility Setting Day Night MALS/ODALS Less than 3 Less than 3 miles. HI−RAIL ON miles.* MALS/ODALS 3 miles or When requested. LOW−RAIL OFF more. *At locations providing part−time flight service, the MALSR/ODALS must be set to low intensity during the hours of darkness when the station is unstaffed.

TBL 9−1−3 Three−Step MALS/Three−Step RAIL/Three−Step ODALS Visibility Setting Day Night 3 Less than 2 miles. Less than 1 mile. 1 to but not 2 2 to 5 miles inclusive. including 3 miles.* 1 When requested. 3 miles or more. *At locations providing part−time flight service, the air−to−ground radio link must be activated during the hours of darkness when the station is unstaffed. If there is no radio air−to−ground control, the MALSR/ODALS must be set on intensity step #2 during the hours of darkness when the station is unstaffed. (Reference− FAA Order JO 7210.3, paragraph 10−6−4, Approach Light Systems.)

OLD NEW 9−1−12. HIGH INTENSITY RUNWAY, 9−1−12. HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE (RCLS), AND RUNWAY CENTERLINE (RCLS), AND TOUCHDOWN ZONE LIGHTS (TDZL) TOUCHDOWN ZONE LIGHTS (TDZL) Operate high intensity runway and associated Operate high intensity runway and associated runway centerline and touch−down zone lights in runway centerline and touchdown zone lights in accordance with TBL 9−1−6. accordance with TBL 9−1−6.

BG−186 Briefing Guide 6/17/21 JO 7110.10BB

OLD

TBL 9−1−6 HIRL, RCLS, TDZL Intensity Setting

Visibility Step Day Night 5 Less than 1 mile.* When requested. 1 to but not including 4 Less than 1 mile. 2 miles. 2 to but not including 1 to but not 3 3 miles. including 3 miles. 3 to 5 miles 2 When requested. inclusive. 1 When requested. More than 5 miles. * and/or appropriate RVR/RVV equivalent. NEW

TBL 9−1−6 HIRL, RCLS, TDZL Intensity Setting

Visibility Step Day Night 5 Less than 1 mile.* When requested. 1 to but not including 4 Less than 1 mile.* 2 miles.* 2 to but not including 1 to but not 3 3 miles. including 3 miles.* 3 to 5 miles 2 When requested. inclusive. 1 When requested. More than 5 miles. * and/or appropriate RVR equivalent.

OLD NEW 9−1−15. RUNWAY END IDENTIFIER 9−1−15. RUNWAY END IDENTIFIER LIGHTS (REIL) LIGHTS (REIL) Title through d No Change

OLD

TBL 9−1−7 REIL Intensity Setting, Two−Step System

Visibility Step Day Night 3 Less than 2 miles. Less than 1 mile. 2 to 5 miles. 1 to but not 2 including 3 miles. 1 When requested. 3 miles or more

Briefing Guide BG−187 JO 7110.10BB 6/17/21

NEW

TBL 9−1−7 REIL Intensity Setting, Two−Step System

Visibility Step Day Night 3 Less than 2 miles. Less than 1 mile. 2 to 5 miles, 1 to but not 2 inclusive. including 3 miles. 1 When requested. 3 miles or more

OLD NEW 9−1−17. VISUAL APPROACH SLOPE 9−1−17. VISUAL APPROACH SLOPE INDICATORS (VASIs) INDICATORS (VASIs) The VASI system with remote on−off switching No Change must be operated when it serves the runway in use and where intensities are controlled in accordance with TBL 9−1−11 and TBL 9−1−12.

OLD

TBL 9−1−11 VASI Intensity Setting, Two−Step System

Step Period Condition High Day Sunrise to sunset Low Night Sunrise to sunset

NEW

TBL 9−1−11 VASI Intensity Setting, Two−Step System

Step Period Condition High Day Sunrise to sunset Low Night Sunset to sunrise

OLD NEW 9−1−18. VISIBILITY AIDS − GENERAL 9−1−18. VISIBILITY AIDS − GENERAL a. Where RVR/ RVV equipment is operational, a. Where RVR equipment is operational, irrespective of subsequent operation or irrespective of subsequent operation or nonoperation of navigational or visual aids for the nonoperation of navigational or visual aids for the application of RVR/RVV as a takeoff or landing application of RVR as a takeoff or landing minima, minima, furnish the values for the runway in use in furnish the values for the runway in use in accordance with Paragraph 9−1−19, RVR/RVV. accordance with paragraph 9−1−19, RVR. b. Issue current touchdown RVR/RVV for the b. Issue current touchdown RVR for the runway(s) in use: runway(s) in use:

BG−188 Briefing Guide 6/17/21 JO 7110.10BB

1. When prevailing visibility is 1 mile or less No Change regardless of the value indicated. 2. When RVR/RVV indicates a reportable value 2. When RVR indicates a reportable value regardless of the prevailing visibility. regardless of the prevailing visibility. NOTE− NOTE− Reportable values are: RVR 6,000 feet or less; RVV Reportable values for RVR are 6,000 feet or less. 1−1/2 miles or less.

OLD NEW 9−1−19. RVR/RVV 9−1−19. RVR a. Provide RVR/RVV information by stating the a. Provide RVR information by stating the runway, the abbreviation RVR/RVV, and the runway, the abbreviation RVR, and the indicated indicated value. When issued along with other value. When issued along with other weather weather elements, transmit these values in the elements, transmit these values in the normal normal sequence used for weather reporting. sequence used for weather reporting. b. When two or more RVR systems serve the No Change runway in use, report the indicated values for the different systems in terms of touchdown, mid, and rollout as appropriate. c. When there is a requirement to issue an c. When there is a requirement to issue an RVR RVR/RVV value and a visibility condition greater value and a visibility condition greater or less than or less than the reportable values of the equipment the reportable values of the equipment is indicated, is indicated, state the condition as “MORE THAN” state the condition as “MORE THAN” or “LESS or “LESS THAN” the appropriate minimum or THAN” the appropriate minimum or maximum maximum readable value. readable value. d. When a readout indicates a rapidly varying d. When a readout indicates a rapidly varying visibility condition (1,000 feet or more for RVR; visibility condition (1,000 feet or more), report the one or more reportable values for RVV), report the current value followed by the range of visibility current value followed by the range of visibility variance. variance.

1. PARAGRAPH NUMBER AND TITLE: 10−1−1. PURPOSE 10−1−4. MESSAGE INITIATION 2. BACKGROUND: In the past few years, as pilots have gravitated toward automated resources for filing flight plans and obtaining weather briefings, Flight Services (AJR−B) has likewise transformed the way it has provided services to its users. AJR−B is in the process of establishing a baseline document for FAA Order JO 7110.10, Flight Services, in preparation for a larger scale revision to take place in 2021 to better reflect how services will be provided in the future. These changes to Chapter 10 of FAA Order JO 7110.10 remove services that are no longer provided, amend procedures that have changed with emerging technologies, and clarify procedures based on comments from users. 3. CHANGE: OLD NEW 10−1−1. PURPOSE 10−1−1. GENERAL Title through d No Change

Briefing Guide BG−189 JO 7110.10BB 6/17/21

OLD NEW 10−1−4. MESSAGE INITIATION 10−1−4. MESSAGE INITIATION Title through c EXAMPLE No Change d. FSS. d. State the name of the FSS and position, if appropriate. At the inflight position, state the name of the FSS followed by the word “RADIO.” 1. Inflight position. State the name of the Delete FSS/sector followed by the word “RADIO” and position, if appropriate. EXAMPLE− EXAMPLE− “Fairbanks Radio.” “Fort Worth Flight Data.” “Leesburg Radio” “Fairbanks Radio.” “Leesburg Radio.”

1. PARAGRAPH NUMBER AND TITLE: 11−1−8. WEATHER PHRASEOLOGY 11−1−9. WEATHER REMARKS 11−1−12. WINDS AND TEMPERATURES ALOFT FORECAST (FB) 11−1−15. AIRCRAFT IDENTIFICATION 11−1−16. DESCRIPTION OF AIRCRAFT TYPES 11−1−18. AIRWAYS AND ROUTES 11−1−19. NAVAID TERMS 12−1−3. GROUP CODES 2. BACKGROUND: In the past few years, as pilots have gravitated toward automated resources for filing flight plans and obtaining weather briefings, Flight Services (AJR−B) has likewise transformed the way it has provided services to its users. AJR−B is in the process of establishing a baseline document for FAA Order JO 7110.10, Flight Services, in preparation for a larger scale revision to take place in 2021 to better reflect how services will be provided in the future. These changes to Chapter 11 and 12 of FAA Order JO 7110.10 remove services that are no longer provided, amend procedures that have changed with emerging technologies, and clarify procedures based on comments from users. 3. CHANGE: OLD NEW 11−1−8. WEATHER PHRASEOLOGY 11−1−8. WEATHER PHRASEOLOGY Title through a3 EXAMPLE No Change 4. Where it is considered necessary and is 4. Where it is considered necessary or is requested by the military base commander, requested by the military base commander, broadcast military observations by stating the broadcast military observations by stating the location, the name of the airport if different, and the location, the name of the airport if different, and the controlling military branch. controlling military branch. EXAMPLE− EXAMPLE− “Joint Base Andrews.” “Joint Base Andrews.” “Elmendorf, Air Force Base.” “Elmendorf, Air Force Base.” “Fort Riley, Marshall Army Air Field.” “Fort Riley, Marshall Army Air Field.” “Norfolk Naval Air Station.” “Norfolk Naval Station.”

BG−190 Briefing Guide 6/17/21 JO 7110.10BB

b through b PHRASEOLOGY No Change c. If a special report is the most recent observation c. If a special report is the most recent observation available, follow the location with the words available, follow the location with the words “SPECIAL WEATHER REPORT,” (last two digits “SPECIAL WEATHER REPORT,” (last two digits of the time) “OBSERVATION.” Use data from the of the time) “OBSERVATION.” record report to fill in the items not included in the special observation, such as temperature and dew point.

d through TBL 11−1−3 NOTE No Change g. RVR/RVV. g. RVR. 1. Provide RVR/RVV information by stating the 1. Provide RVR information by stating the runway, the abbreviation RVR/RVV, and the runway, the abbreviation RVR, and the indicated indicated value. The abbreviations “R−V−R” or value. The abbreviations “R−V−R” may be spoken “R−V−V” may be spoken in lieu of “visual range” in lieu of “visual range.” When the indicated values or “visibility value.” When the indicated values are are separated by a V, preface the values with the separated by a V, preface the values with the words words “variable,” followed by the first value, the “variable,” followed by the first value, the word word “to,” then the second value. (See TBL “to,” then the second value. (See TBL 11−1−4.) 11−1−4.) OLD

TBL 11−1−4 RVR/RVV RVR/RVV Phraseology R36VV11/2 “Runway three six, R−V−V one and one−half.” R05LVV1V2 “Runway five left, R−V−V variable between one and two.” R18/2000V3000FT “Runway one eight, R−V−R variable between two thousand to three thousand. Or Runway one eight visual range variable between two thousand and three thousand.” R26R/2400FT “Runway two six right visual range two thousand four hundred.” NEW

TBL 11−1−4 RVR RVR Phraseology Delete Delete Delete Delete R18/2000V3000FT “Runway one eight, R−V−R variable from two thousand to three thousand. Or Runway one eight visual range variable from two thousand to three thousand.” R26R/2400FT “Runway two six right visual range two thousand four hundred.”

Briefing Guide BG−191 JO 7110.10BB 6/17/21

2. When there is a requirement to issue an RVR 2. When there is a requirement to issue an RVR or RVV value and a visibility condition greater or value and a visibility condition greater or less than less than the reportable values of the equipment is the reportable values of the equipment is indicated, indicated, state the condition as “MORE THAN” or state the condition as “MORE THAN” or “LESS “LESS THAN” the appropriate minimum or THAN” the appropriate minimum or maximum maximum readable value. (See TBL 11−1−5.) readable value. (See TBL 11−1−5.)

OLD

TBL 11−1−5 RVR/RVV

RVR/RVV Phraseology R16/M0600FT ‘‘Runway one six runway visual range less than six hundred. Or Runway one six R−V−R less than six hundred.’’ R36L/M0600V2500FT ‘‘Runway three six left, R−V−R variable between less than six hundred and two thousand five hundred. Or Runway three six left visual range variable between less than six hundred and two thousand five hundred.’’ R36/P6000FT ‘‘Runway three six R−V−R more than six thousand. Or Runway three six visual range more than six thousand.’’

NEW

TBL 11−1−5 RVR

RVR Phraseology R16/M0600FT “Runway one six runway visual range less than six hundred.” Or “Runway one six R−V−R less than six hundred.” R36L/M0600V2500FT “Runway three six left, R−V−R variable from less than six hundred and two thousand five hundred.” Or “Runway three six left visual range variable from less than six hundred to two thousand five hundred.” R36/P6000FT “Runway three six R−V−R more than six thousand.” Or “Runway three six visual range more than six thousand.”

BG−192 Briefing Guide 6/17/21 JO 7110.10BB

h through TBL 11−1−10 No Change 4. TBL 11−1−11 contains examples of broadcast 4. TBL 11−1−11 contains examples of phraseology of sky and ceiling conditions. phraseology of sky and ceiling conditions.

TBL 11−1−11 through k2 PHRASEOLOGY No Change 3. If a request for the altimeter setting in MBs is 3. If a request for the altimeter setting in MBs is received, announce the separate digits of the MB received, announce the separate digits of the MB equivalent value, using the MB conversion chart, equivalent value, using the MB conversion chart, followed by the word “Mbs.” If the MB setting is followed by the word “millibars.” If the MB setting not a whole number, always round down. (See TBL is not a whole number, always round down. (See 11−1−14.) TBL 11−1−14.) REFERENCE− No Change FAA Order JO 7110.10, Para 3−3−5e, Routine Radio Contacts.

OLD NEW 11−1−9. WEATHER REMARKS 11−1−9. WEATHER REMARKS Title through TBL 11−1−20 No Change g. Freezing Level Data. (See TBL 11−1−21.) Delete

OLD

TBL 11−1−21 Freezing Level Data

Contraction Explanation RADAT 87045 Relative humidity 87 percent, only crossing of zero degrees Celsius isotherm was four thousand five hundred M−S−L. RADAT 87L024105 Relative humidity 87 percent at the lowest crossing of zero degrees Celsius. Two crossings occurred at two thousand four hundred and one zero thousand five hundred M−S−L. RADAT MISG The sounding terminated below the first crossing of the zero degree Celsius isotherm. Temperatures were all above freezing. RADAT ZERO The entire sounding was below zero degrees Celsius.

Briefing Guide BG−193 JO 7110.10BB 6/17/21

NEW Delete Delete Delete Delete Delete Delete Delete Delete Delete Delete Delete

h. Icing Data. (See TBL 11−1−22.) Delete OLD TBL 11−1−22 Freezing Level Data Contraction Explanation RAICG 12 MSL Icing at one thousand two hundred M−S−L. RAICG 24 MSL SNW Icing at two thousand four hundred M−S−L in snow. NEW Delete Delete Delete Delete Delete Delete Delete

i. Maintenance Data. (See TBL 11−1−23.) g. Maintenance Data. (See TBL 11−1−21.)

OLD NEW 11−1−12. WINDS AND TEMPERATURES 11−1−12. WINDS AND TEMPERATURES ALOFT FORECAST (FB) ALOFT FORECAST (FB) When announcing the FB, use the following No Change phraseology and procedures: a. State the altitude, then announce wind direction a. State the altitude, then announce wind direction and speed by the separate digits of the wind and speed by the separate digits of the wind direction to the 10−degree multiple, the word AT, direction to the 5 or 10−degree multiple, the word and the separate digits of the speed. AT, and the separate digits of the speed. Add NOTE− Announcing the wind direction in 5 or 10−degree multiples is dependent on the operating system of the specialist.

OLD NEW 11−1−15. AIRCRAFT IDENTIFICATION 11−1−15. AIRCRAFT IDENTIFICATION a. Civil. State the aircraft type, the model, the No Change manufacturer’s name, or the prefix “November,” followed by the numbers/letters of the aircraft registration.

BG−194 Briefing Guide 6/17/21 JO 7110.10BB

EXAMPLE− EXAMPLE− ‘‘Bonanza One Two Three Four Tango.’’ “Bonanza One Two Three Four Tango.” ‘‘Douglas Three Zero Five Romeo.’’ “Mooney Two Three Zero Five Romeo.” ‘‘Jet Commander One Four Two Four.’’ “Cirrus One Four Two Quebec.” ‘‘November One Two Three Four Golf.’’ “November One Two Three Four Golf.” NOTE− No Change The prefix November denotes a U.S. aircraft registry. a1 through c4 No Change (a) U.S. Air Force, Air National Guard, (a) U.S. Air Force, Air National Guard, Military District of Washington priority aircraft, Military District of Washington priority aircraft, and USAF civil disturbance aircraft. and USAF civil disturbance aircraft. Pronounceable words of 3 to 6 letters followed by Pronounceable words of 3 to 6 letters followed by a 1 to 4 digit number. a 1 to 5 digit number. EXAMPLE− No Change “Paul Two Zero.” “Pat One Five Seven.” “Graydog Four.” NOTE− NOTE− Then the “Z” suffix described in para 6−5−3, USAF/ When the “Z” suffix described in paragraph 5−5−3, USN Undergraduate Pilots, is added to identify air- USAF/USN Undergraduate Pilots, is added to identify craft piloted by USAF/USN undergraduate pilots, the aircraft piloted by USAF/USN undergraduate pilots, call sign will be limited to a combination of six char- the call sign will be limited to a combination of six acters. Do not use this suffix, however, in ground−to− characters. Do not use this suffix, however, in ground− air communication. to−air communication.

c4(b) through c4(b) EXAMPLE No Change (c) NORAD interceptors. An assigned Delete double−letter two−digit flight number. EXAMPLE− Delete “Alpha Kilo One Five.” (d) Navy Fleet Support Missions. When Delete handling Navy Fleet Support Mission aircraft, use the words “Special Flight Number,” followed by the number as given by the pilot.

d through d2(b) EXAMPLE No Change 3. Foreign Military. 3. Foreign Military. Except for military services identified in FAA Order JO 7340.2, Contractions, state the name of the country and the military service followed by the separate digits or letters of the registration or call sign. For military services listed in FAA Order JO 7340.2, state the approved telephony followed by the separate digits of the flight number. (a) Except for military services identified in Delete FAA Order JO 7340.2, Contractions, state the name of the country and the military service followed by the separate digits or letters of the registration or call sign.

Briefing Guide BG−195 JO 7110.10BB 6/17/21

EXAMPLE− No Change “Brazilian Air Force Five Three Two Seven Six.” “Canforce Five Six Two Seven.” e through h No Change 1. Semiautomatic Flight Inspections. State the Delete code name “SAFI,” followed by the separate digits of the grid number as filed. EXAMPLE− Delete “SAFI Five Two Seven.” h2 through h4 Renumber h1 through h3

OLD NEW 11−1−16. DESCRIPTION OF AIRCRAFT 11−1−16. DESCRIPTION OF AIRCRAFT TYPES TYPES Title through a3 EXAMPLE No Change b. Air Carrier. No Change 1. Manufacturer’s name or model. 1. Manufacturer’s model or type designator. 2. Add the manufacturer’s name, company No Change name or other identifying features when confusion or misunderstanding is likely. EXAMPLE− EXAMPLE− “American M−D Eighty Seven−Thirty−Seven.” “American M−D Eighty.” “Boeing Seven−Fifty−Seven.” “Boeing Seven−Fifty−Seven.” “L−Ten−Eleven.” “L−Ten−Eleven.” c. General Aviation and Air Taxi. No Change 1. Manufacturer’s model, name, or designator. 1. Manufacturer’s model or type designator. 2. Manufacturer’s name, or add color when No Change considered advantageous. EXAMPLE− EXAMPLE− “Airliner.’’ “Airliner.” “Blue and White King Air.” “Blue and White King Air.” “Cessna Four−Oh−One.” “Cessna Four−Oh−One.” “Cessna Three Ten.” “Sikorsky S−Seventy−Six.” “Green Apache.” “Green Apache.” “P−A Twenty−Two.” “P−A Twenty−Two.” “Tri−Pacer.” “Tri−Pacer.”

OLD NEW 11−1−18. AIRWAYS AND ROUTES 11−1−18. AIRWAYS AND ROUTES Describe airways, routes, or jet routes as follows: No Change a. VOR/VORTAC/TACAN airways or jet routes. a. VOR/VORTAC/TACAN airways or jet routes. State the word “Victor” or the letter “J,” followed State the word “Victor” or the letter “J,” followed by the number of the airway or route in group form. by the number of the airway or route in group form. For RNAV routes, add the word “Romeo.”

BG−196 Briefing Guide 6/17/21 JO 7110.10BB

EXAMPLE− EXAMPLE− “J Eight Thirty Romeo.” “J Five Thirty−Three.” “J Five Thirty−Three.” “Victor Twelve.” “Offset one zero miles right of J Eight Thirty Romeo.” “Victor Seven Ten Romeo.” “Victor Twelve.” b through e EXAMPLE No Change Add f. Published RNAV routes. Add 1. High Altitude – State the letter “Q” followed by the route number in group form. Add EXAMPLE− “Q One Forty−five.” Add 2. Low Altitude – State the letter of the route phonetically, followed by the number of the route in group form. Add EXAMPLE− “Tango Two Ten.”

OLD NEW 11−1−19. NAVAID TERMS 11−1−19. NAVAID TERMS Title through TBL 11−1−42 No Change b. Describe radials, arcs, courses, bearings, and No Change quadrants of NAVAIDs as follows: 1. VOR/VORTAC/TACAN/MLS NAVAIDs. 1. VOR/VORTAC/TACAN/GPS Waypoint. State the name of the NAVAID followed by the State the name of the NAVAID or GPS Waypoint separate digits of the radial/azimuth (omitting the followed by the separate digits of the word degrees) and the word “radial/azimuth.” radial/azimuth/bearing (omitting the word “degrees”) and the word “radial/azimuth/ bearing.” EXAMPLE− EXAMPLE− “Appleton Zero Five Zero Radial.” “Appleton Zero Five Zero Radial.” “Lindburg Runway Two Seven MLS two six zero azimuth.” 2. Arcs about VOR−DME/VORTAC/ 2. Arcs about VOR−DME/VORTAC/ TACAN TACAN/MLS NAVAIDs. State the distance in NAVAIDs. State the distance in miles from the miles from the NAVAID followed by the words NAVAID followed by the words “mile arc,” the ‘‘mile arc,’’ the direction from the NAVAID in direction from the NAVAID in terms of the eight terms of the eight principal points of the compass, principal points of the compass, the word “of,” and the word “of,” and the name of the NAVAID. the name of the NAVAID. EXAMPLE− EXAMPLE− “Two zero mile arc southwest of O’Hare Runway Two “Two Zero mile arc southwest of Kirksville VOR.” Seven Left M−L−S.” b3 through b4 EXAMPLE No Change Add 5. MLS. State the azimuth to or azimuth from the MLS, omitting the word “degrees” followed by the words “azimuth to” or “azimuth from,” the name of the MLS, and the term MLS.

Briefing Guide BG−197 JO 7110.10BB 6/17/21

Add EXAMPLE− “Two Six Zero azimuth to Linburgh Runway Two Seven MLS.” Add 6. Navigation Reference System (NRS) Waypoint. State the single letter corresponding to the ICAO Flight Information Region (FIR) identifier, followed by the letter corresponding to the FIR subset (ARTCC area for the CONUS), the latitude increment in single digit or group form, and the longitude increment. Add EXAMPLE− “Kilo Delta Three Four Uniform.” “Kilo Delta Thirty−Four Uniform.”

OLD NEW 12−1−3. GROUP CODES 12−1−3. GROUP CODES Title through TBL 12−1−3 NOTE No Change d. In addition, the following six group codes were d. In addition, a group code, KFSSYFYX, was established that include multiple states: established for the CONUS. 1. KFSSYFCE (CENTRAL AREA): Delete AR−IN−IL−KY−MO−TN 2. KFSSYFEA (EAST COAST AREA): Delete MD−NC−NJ−VA −WV 3. KFSSYFNE (NORTHEAST AREA): Delete CT−ME−VT 4. KFSSYFNP (NORTHERN PLAINS Delete AREA): ID−MT−ND−NE−SD−WY 5. KFSSYFSE (SOUTHEAST AREA): Delete AL−FL−GA 6. KFSSYFWC (WEST COAST AREA): Delete AZ−CA−NV−OR e. Using a group code, the operational system No Change automatically transmits all VFR flight plans to the Drug Enforcement Administration in addition to the destination at the time of activation. NOTE− NOTE− All filed flight plans, as well as all logged inflight, pre- All filed flight plans, as well as all logged inflight, preflight and contact briefings, are transmitted to the Air flight and contact briefings, are routed through NAS and Marine Operations Center (AMOC) using the ad- Defense Program, which is responsible for forward- dress KRIVYYYX. These transmissions are transparent. ing to the Air and Marine Operations Center (AMOC) using the address KRIVYYYX. These transmissions are transparent.

BG−198 Briefing Guide